ON LOAD & OFF LOAD RELEASE MECHANISM OF LIFEBOAT

There are different types of lifeboats used on board a ship on the basis of the type of ship and other special requirements. Not all the lifeboats have the same type of releasing mechanisms, for the launching of a lifeboat depends on several other factors. In this article we will take a look at the main types of lifeboat releasing mechanisms and also learn about the SOLAS requirements for lifeboats.


Types of lifeboat releases: On load and off load release.
There are two types of lifeboat releasing mechanisms- on load and off load. These mechanisms release the boat from the davit, which is attached to a wire or fall by means of a hook. By releasing the hook the lifeboat can be set free to propel away from the ship.


Off load mechanism:

The off load mechanism releases the boat after the load of the boat is transferred to water or the boat has been lowered fully into the sea. When the boat touches the surface of water, the load on the fall and hence the hook releases and due to its mechanism the hook detaches from the fall. If the detachment dose not takes place, any of the crew members can remove the hook from the fall. Most of the times the offload mechanism is manually disengaged in case of malfunction; however, in case of fire, it is dangerous to go out and release the hook.

On load mechanism:

On load mechanism can release the lifeboat from the wire, with the ship above the water level and with all the crew members inside the boat. The load will be still on the fall as the boat would not have touched the water. Normally the height of about 1 m is kept for the on load release, so that the fall is smooth without damaging the boat and harming the crew inside. A lever is provided inside the boat to operate this mechanism. As the lever is operated from inside, it is safe to free the boat without going of the out lifeboat, when there is a fire on ship.

 

Free Fall life boat release:

In Free fall life boat, the launching mechanism is similar to on load release. the only difference is that the free fall lifeboat is not lowered till 1m above water level, it is launched from the stowed position by operating a lever located inside the boat which releases the boat from rest of the davit and boat slides through the tilted ramp into the water.

SOLAS and LSA code Requirements for lifeboat:
-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship and number of ship’s crew, but it should not be less then 7.3 m in length and minimum two lifeboats are provided on both side of the ship (port and starboard).
-The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of launching when the ship is heading with a speed of 5 knots.
-The lifeboat must carry all the equipments described under SOLAS which can be used in survival at sea. It includes rations, fresh water, first aid, compass, distress signalling equipments like rocket etc.
-The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be designated as a rescue boat if more then one lifeboat is present onboard ship.
-The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These       ropes are called gripes.
-The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more then 36m/ min which is controlled by means of centrifugal brakes.
-The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with the boat loaded to its full capacity.
-The Lifeboat must be painted in international bright orange color with the ship’s call sign printed on it.
-The lifeboat station must be easily accessible for all the crew members in all circumstances. Safety awareness posters and launching procedures must be posted at lifeboat station.
-Regular drills must be carried out to ensure that the ship’s crew members are capable of launching the boat with minimal time during real emergency.

ORAL NOTES [FUNCTION 3]

1.DEFINE PASSENGER AND PASSENGER SHIP AS PER SOLAS?

PASSENGER

A PASSENGER IS EVERY PERSON OTHER THAN:
(i) THE MASTER AND THE MEMBERS OF THE CREW OR OTHER PERSONS EMPLOYED OR ENGAGED IN ANY CAPACITY ON BOARD A SHIP ON THE BUSINESS OF THAT SHIP; AND
(ii) A CHILD UNDER ONE YEAR OF AGE.

PASSENGER SHIP IS A SHIP WHICH CARRIES MORE THAN TWELVE PASSENGERS.

2.DEFINE WATER TIGHT AND WEATHER TIGHT AS PER SOLAS?

WEATHER TIGHT:- MEANS THAT IN ANY SEA CONDITION WATER WILL NOT PENETRATE INTO THE SHIP.

WATER TIGHT:- MEANS HAVING SCANTLING AND ARRANGEMENTS CAPABLE OF PREVENTING THE PASSAGE OF WATER IN ANY DIRECTION UNDER THE HEAD OF WATER LIKELY TO OCCUR IN INTACT AND DAMAGED CONDITION, THE HEAD OF WATER IS TO BE CONSIDERED IN THE WORST SITUATION AT EQUILIBRIUM, INCLUDING INTERMEDIATE STAGE OF FLOODING.

3.HOW WILL YOU START EMERGENCY FIRE PUMP?

a) CHECK LUBRICATION
b) CHECK SALY WATER COOLING
c) TURN ON FUEL
d) DECOMPRESS THE CYLINDER
e) CRANK THE FLY WHEEL
f) WHEN FLYWHEEL IS FREELY ROTATING COMPRESS THE CYLINDER.
g) ONCE ENGINE STARTS FIRING ADJUST THE THROTTLE.

4.PRE OPERATIONAL CHECK OF BREATHING APPARATUS

a)  ENSURE BYPASS VALVE IS FULLY CLOSED
b) OPEN CYLINDER VALVE TO CHECK IF CYLINDERS ARE FULLY CHARGED, WHISTLE
    WILL BE HEARD AS THE PRESSURE RISES.
c) CLOSE CYLINDER VALVE. PROVIDE IT DOES NOT FALL TO ZERO IN LESS THAN 30sec.
    THEN THE SET IS FULLY LEAK TIGHT.
d) DEMIST MASK VISOR WITH ANTI DIM SOLUTION
e) DON APPARATUS PUT ON MASK AND OPEN CYLINDER VALVE.
f)  INHALE TWICE OR THRICE TO ENSURE THAT AIR IS FLOWING FREELY FROM THE
    DEMAND VALVE AND THE EXHALATION VALVE IS FUNCTIONING CORRECTLY.
g) CLOSE CYLINDER VALVE AND INHALE UNTIL AIR IN THE MASK IS EXHAUSTED. NOW
    INHALE DEEPLY, THE MASK MUST COLLAPSE ON THE FACE INDICATING AN AIR
    TIGHT FITNESS OF BOTH MASK EXHALATION VALVE.
h) RE OPEN CYLINDER VALVE.

5. DUTIES OF DPA

                         DESIGNATED PERSON ASHORE (DPA), IS A PERSON APPOINTED BY THE COMPANY TO ENSURE THE SAFE OPERATION OF EACH SHIP AND PROVIDES A LINK BETWEEN COMPANY AND SHIP. DPA HAVE DIRECT ACCES TO THE HIGHEST LEVEL OF MANAGEMENT. DPA'S NAME, ADDRESS & CONTACT No. SHOULD BE AVAILABLE FOR CREW'S AND OFFICERS TO CONTACT IF ANY NECESSITY ARISES.

6.EXPLAIN NON-CONFIRMITY AND MAJOR NON-CONFIRMITY AS PER CODE?

NON-CONFIRMITY MEANS AN OBSERVED SITUATION WHERE OBJECTIVE EVIDENCE INDICATES THE NON FULLFILMENT OF A SPECIFIED REQUIREMENT.

MAJOR NON- CONFIRMITY MEANS AN IDENTIFIABLE DEVIATION THAT POSES A SERIOUS THREAT OF PERSONNEL OR THE SHIP OR A SERIOUS RISK TO THE ENVIRONMENT THAT REQUIRE IMMEDIATE CORRECTIVE ACTION AND INCLUDES THE LACK OF EFFECTIVE AND SYSTEMATIC IMPLEMENTATION OF A REQUIREMENT OF ISM CODE.
 
7.PORT STATE CONTROL (PSC)

                             PSC IS THE INSPECTION OF FOREIGN SHIPS IN NATIONAL PORTS FOR THE PURPOSE OF VERIFYING THAT THE CONDITION OF THE SHIP AND ITS EQUIPMENT COMPLY WITH THE REQUIREMENTS OF INTERNATIONAL CONVENTIONS AND THAT THE SHIP IS MANNED AND OPERATED IN COMPLIANCE WITH APPLICABLE INTERNATIONAL LAWS.

PSC INSPECTION CARRIED OUT:-
a) SHIPS VISITING A PORT OF A STATE, FO THE FIRST TIME OR AFTER AN ABSENCE OF 12
    MONTHS OR MORE.
b) SHIPS WHICH HAVE BEEN PERMITTED TO LEAVE THE PORT OF A STATE WITH
    DEFICIENCEIES TO BE RECTIFED.
c) SHIPS WHICH HAVE BEEN REPORTED BY PILOT OR PORT AUTHORITIES AS BEING
    DEFICIENT.
d) SHIPS WHOSE CERTIFICATE NOT IN ORDER.
e) SHIPS CARRYING DANGEROUS OR POLLUTING GOODS WHICH HAVE FAILED TO
    REPORT RELEVANT INFORMATION.
f) SHIPS WHICH HAVE BEEN SUSPENDED FROM CLASS IN THE PROCEEDING 6 MONTHS.

SOME ISPS CODE QUESTIONS

Q1.What is the ISPS Code?

The ISPS Code and new provisions in the International Convention for the Safety of Life at Sea, 1974 (SOLAS) were adopted by contracting Governments of  the International Maritime Organisation on 12 December 2002 to enhance maritime security.These new  requirements form the international framework through which ships and port facilities co-operate to detect and deter acts which threaten security in the maritime transport sector.

The ISPS Code provides further detail and guidance on the measures outlined in the new SOLAS Regulations. Part A of the Code contains the mandatory requirements which Contracting Governments must implement taking into account the detailed guidance in Part B of the Code.

Q2. Who does the Code apply to?

1.The following types of ships engaged on international voyages:

Passenger ships, including high- speed passenger craft, cargo ships, including  high-speed  craft, of 500 gross tonnage and upwards Mobile offshore drilling units; and

2 Port facilities serving such ships engaged on international voyages

Requirements of the ISPS Code

Q1. What are the requirements of the ISPS Code?

• Responsibilities of Contracting Governments, e.g setting security levels and providing guidance for protection from security incidents ,establishing the requirements for a Declaration of Security, testing the effectiveness of ship security plans and or port facility security plans and exercising control and compliance measures in accordance with SOLAS X-1 2/9;
• A Declaration of Security addressing the security requirements that could be shared between a port facility and a ship (or between ships) and stating the responsibility each shall take.
• Obligations of the company to “ensure the ship security plan contains a clear statement emphasizing the master’s authority” and “ensure the company security officer, the master and the ship security officer are given the necessary support to fulfil their duties and responsibilities”.
• Ship security with activities defined as to how a ship is required to act upon security levels set by Contracting Governments.
• Ship Security Assessments to be “carried out by persons with appropriate skills to evaluate the security of a ship” and to include an on-scene survey and a number of other elements.
• Ship Security Plan approved by the Administration and carried on board ship.
• Records of certain “activities addressed in the ship security plan shall be kept on board for at least the minimum period specified by the Administration” These records to be protected from unauthorised access or disclosure.
• Provisions for designated company security officers and ship security officers.
• Training, drills and exercises concerning ship security.
• Verification and certification for ships.

Other requirements under Amendments to SOLAS chapters V and XI include:

• Carriage requirements for ship borne navigational systems and equipment.
• Requirements as to where and how the ship’s identification number will be permanently marked.
• Every ship to which chapter I of SOLAS applies must have a Continuous Synopsis Record containing specified information.
• Provision of a ship security alert system as specified in SOLAS XI-6

ISPS Code Compliance

Q1.  Which Ships need to comply with the ISPS Code?

  The ISPS Code and the Amendments to SOLAS apply to the following types of ships engaged on international voyages:

• Passenger ships, including high-speed passenger craft.
• Cargo ships, including high-speed craft, of 500 gross tonnage and upwards, and also including commercial yachts carrying over 12 fare paying passengers.
• Mobile Offshore Drilling Units (MODUs).

They also apply to port facilities serving such ships engaged on international voyages.

Q2. To what extent does the ISPS code apply to commercial and private yachts?

 The ISPS Code will apply to commercial yachts over 500 GT. It will not apply to commercial yachts under 500GT or to private yachts. A yacht carrying over 12 fare paying passengers will be classed as a passenger vessel.  If it is also over 500 gt and engaged on international voyages, then the ISPS Code will apply. The reference to this in the code is ISPS Code reference is A/3.1.1.

Q3. If a mega yacht is used solely for the owner’s purposes, and all 12 passengers are carried as guests. Do they have to comply with ISPS?

 Yes, because they are a cargo vessel over 500gt. Passengers are defined in SOLAS as persons who are carried and are not members of the crew, so it does not matter whether they are commercial or private.

International Ship Security Certificate (ISSC)

Q1. How do UK registered ships gain a UK International Ship Security Certificate (ISSC)?   

The following steps need to be taken:

• Appoint and organise approved training for, the Company Security Officer and Ship Security Officers.
• Ensure a Ship Security Assessment (ISPS Code A/8.2) is undertaken for each ship by people with appropriate skills.  This will include as on-scene survey of the ship (ISPS Code A/8.4) and could involve the use of a consultant.
• Approve the Ship Security Assessment (ISPS Code A/8.5)
• Develop a Ship Security Plan (ISPS Code A/9.4) taking into account the findings of the Ship Security Assessment. This could involve the use of a consultant.
• Implement Ship Security Plan (SSP) and submit SSP and Ship Security Assessment for approval to TRANSEC for passenger ships or MCA for cargo ships. The UK is not authorising Recognised Security Organisations.
• Arrange for an internal review of the ship security system prior to verification visit.

Ship Security Assessment and Plan (SSA and SSP)

Q1.  Why do ships need to have a Ship Security Assessment and a Ship Security Plan?

The Ship Security Assessment (SSA) is an essential and integral part of the process of developing and updating Ship Security Plans (SSP).

Q2.  What language does the Ship Security Plan need to be in?

The SSP is to be developed from the SSA written in the working language of the ship. If that language is not English, French or Spanish a translation into one of these languages shall be included. The reason for the translation is that different parts of the plan could be inspected by port state officers if clear grounds for non-compliance are established.

Q3. When do we need to have Ship Security Alert Systems?

Ship Security Alert Systems should be fitted after the ships first radio survey after 1^stJuly 2006.

Ship’s Identification (IMO) Number

Q1. Are IMO Numbers required before the first dry-dock after July 2004?

IMO Numbers do not need to be fitted until first dry-dock after July 2004. Please note if dry-docking before then it would be suggested that they are applied sooner rather than later

Q2.  How should the Ships Identification Number (SIN) be marked on a Ship?

The marking shall be plainly visible and painted in a contrasting colour in the form of “IMO XXXXXXX”.  On ships constructed of steel or metal the marking shall be made by:

• raised lettering, or
• cutting it in, or
• centre-punching it, or
• any equivalent method of marking which is not easily expunged.   

Q3.  Where should the marking of the SIN go?

Externally the permanent marking shall be clear of any other markings on the hull and shall be not less than 200 mm high (width proportionate to the height).  The positioning of the external marking is subject to a range of options:

• on the stern of the ship, or
• either side of the hull, amidships port and starboard, above the deepest assigned load line, or
• either side of the superstructure port and starboard, or
• on the front of the superstructure, or
• In the case of passenger ships, on a horizontal surface visible from the air.

Internally the permanent marking shall be in an easily accessible place and shall be not less than 100 mm high (width proportionate to the height).  The positioning of the internal marking is also subject to a range of options:

• on either end of the transverse bulkheads of machinery spaces as defined in regulation II-2/3.30, or
• one of the hatchways or
• in the case of tankers in the pump room, or
• In the case of ships with ro-ro spaces as defined in regulation II-2/3.41, on one of the end transverse bulkheads of the ro-ro space.

Company Security Officers & Ship Security Officers

Q1.  Why is there a need for a Company Security Officer and Ship Security Officer?

Shipping companies are required to designate a Company Security Officer (CSO) to co-ordinate the security activities of the company and its ships on one hand and port facilities and Governments on the other. The CSO is also responsible for ensuring the security systems are fully maintained and internally audited. Each ship is to have a designated Ship Security Officer (SSO), who may be the ships master.

The CSO and SSO are required to have knowledge of the security system and to have received appropriate training; this also applies to other personnel assigned security duties. In addition to maintaining the SSP they are to ensure its effective implementation by carrying out drills and exercises at appropriate intervals. The guidance gives a three month interval for drills, or within a week of changing more than 25% of the crew (if they have not participated in a drill on that ship within 3 months) and annual exercises.

Q2.  What arrangements need to be made in the case of a one–ship company where the master is the owner/operator, regarding the appointment of a Company Security Officer (CSO)?

The ISPS Code requires a shore based CSO to be appointed

Q3. Can a CSO request a Declaration of Security?

 A company can instruct the SSO to request a Declaration of Security.

Entering a Foreign Port

Q1.  When should this information be provided?

When a ship announces its intention to enter the port of a Member State, the competent authority for maritime security of that Member State shall require that the information referred to in paragraph 2.1 of Regulation 9 be provided:

• At least twenty-four hours in advance; or
• At the latest, at the time the ship leaves the previous port, if the voyage time is less than twenty-four hours.

Q2.  What happens if all necessary information is provided but the member state believes we are not in compliance with the ISPS Code?

If, after receipt of this information, there are clear grounds for believing that the ship is in non-compliance with the ISPS code, port state officers are to attempt to establish communications with and between the ship and its Administration in order to rectify the situation.  Should this fail they may take proportionate steps that include:

• A requirement to rectify the non-compliance,
• A requirement that the ship proceed to a location specified in the country’s territorial seas or internal waters,
• Inspection of the ship, if it is within their territorial sea,
• Denial of entry into port.  

Offshore Installations

Q1.  Concerning offshore installations, is a UK ship travelling from a UK Port to an installation in the UK sector considered to be on a domestic voyage, and if the installation is in a foreign sector, on an international voyage?

A UK ship travelling from a UK port to an installation in the UK sector (of the North Sea) would not be travelling to a port, so this is not an international voyage. Even if the installation was in a foreign sector of the North Sea, it would still not be a port. The word port’ is not defined in SOLAS Chapter 1, however it is considered that it would be stretching the natural meaning too far to make it include an offshore installation.

Q2. What is the ISPS definition of a MODU?

The reference to MODU is shorthand for that contained in SOLAS XI-2/1. MODU means a Mechanically propelled Offshore Drilling Unit as defined in regulation 1X/1 not on location.

Regulation IX/1 defines MODU as ‘a vessel capable of engaging in drilling operations for the exploration or exploitation of resources beneath the sea-bed such as liquid or gaseous hydrocarbons, sulphur or salt’.

IMO’s Maritime Safety Committee at its 77^th session, which met in May 2003 after the ISPS Code was ratified, agreed that Floating Production Storage and Offloading (FPSO) units and Floating Storage Units (FSU) were not subject to the ISPS Code. It was also agreed that Single Buoy Moorings (SBM) would be covered either by the security regime of the offshore facility or port facility as appropriate.

Q3. Will all MODUs be required to obtain ISSCs?

A3. If a MODU is mechanically propelled – ie able to make a voyage as opposed to being just able to move around a wellhead – it will need an ISSC, with no exceptions.

CARRIAGE OF REFRIGERATED CARGOES

Object of Refrigeration

The object of refrigeration is to delay the spoilage which would naturally occur in certain products at uncontrolled temperatures. Many vessels have partial or total capability to carry refrigerated cargoes either "chilled" or "frozen". Chilled cargoes indicate those which are above, at or just below freezing point, such as fruits, vegetables, dairy produce and meat. They are usually cargoes which would "die" if frozen, but benefit from a low temperature to increase their life. Frozen cargoes are those which are kept below freezing point to ensure the prolonged life of the cargo, such as fish, meats, fowl and their processed by‑products.

The main causes of spoilage are:

Commodity Groups

Living Cargoes .

Fresh fruit, vegetables, eggs, bulbs, and cheese continue to ripen while in storage. Oxygen is absorbed and carbon dioxide given off. The process is slowed down by reducing the temperature, but the product must not be frozen for it will die and quickly rot.

Without adequate ventilation, C02would build up to harmful concentrations, although up to 2% may assist in prolonging storage life and in inhibiting moulds.

Cold air is delivered at close to the freezing temperature of the product, but always above it. A constant temperature is required for good storage, so exhaust temperatures should be carefully monitored. Fans should be regularly reversed to circulate chilled air in the opposite direction to promote a more concentrated temperature throughout.

The temperature range is from OOC up to 130C, as in the case of bananas where controlled ripening may be required.

The shipper will issue instructions for the carriage of his cargo, but if these are not given expert advice should be sought.

Non‑living Organic Cargoes

Principally meat, fish and poultry. They do not generate heat, produceC02, or require oxygen.

Storage life is prolonged by reducing the temperature sufficiently low to inhibit the development of inicro‑organisn‑m, which means a hard frozen condition.

Temperatures for hard frozen cargoes range down to ‑250C. However, lower temperatures may be required to allow for a rise in temperature to occur after discharge.‑ This information should be available before loading, as it may be beyond the ship's capability to reduce to these temperatures.

Inert Commodities

Examples are confectionery, pharmaceuticals, and x‑ray film. Carriage instructions must he carefully considered with reference to their storage and their effects upon other cargo. They are usually stable with long storage life under normal conditions, though they may be subject to chemical changes in extremes of temperature and humidity.

Temperature range will vary with the commodity but will normally be in the chilled range.

Basic Refrigeration Installation

Refrigeration is achieved by the evaporation of a liquid refrigerant, such as Freon. The heat required for this is absorbed from the environment. The boiling point of a liquid is dependent upon its pressure. By regulating the pressure, the evaporated refrigerant can be condensed again, at a higher pressure than the initial one.

Evaporator

Here the refrigerant evaporates because heat will be transmitted from the refrigerated hold to the evaporator, and the compressor will then suck the refrigerant gas from the evaporator, which will give rise to a low pressure, and thus a low boiling point (‑90C).

The incoming liquid (+I 70C) is at the regulator valve (controlled by adjustable thermostat), reduced in pressure, causing the liquid to try to boil, but because it cannot absorb any heat from the environment, the liquid withdraws heat from itself and some of it is transformed into vapour (‑90C).

This results in surrounding air being able to transmit its warmth to the evaporator.

Compressor

The refrigerant gas is sucked in from the evaporator, increasing pressure until it has such a high boiling point (e.g. +240C) that sea water or air can be used to convert it into a liquid again. It causes the gases to be superheated.

Condenser

The superheated gases are cooled by means of water cooling to their saturation point (in diagram +240C). The gas now condenses into liquid at +240C. Further passage through the condenser results in sub‑cooling (+I 70C) and afterwards it passes to the evaporator thus completing the circuit.

Construction of Cargo Compartments

A typical system of air circulation is shown.

At the ships side, between the frames and below deck beams, slabs of glass wool are used, held in place by wooden supports fitted over the beams.

Cover plates, usually of hardened hardboard are fitted and serve as the inside wall of the side trunks.

"U" section steel girders fitted as shown will support the aluminium. wall which is now the side of the hold, and the space between the aluminium. wall and the hardened hardboard.

Gratings

Gratings are placed on the hold floor and should fulfil the following requirements:

I . ‑To allow greatest possible through flow of air, but not be so high as to reduce cargo capacity.

2. Easily handled for cleaning.

3. Sufficiently strong to resist cargo pressure and point loads (FLT).        

4. Hygienically acceptable.

5.Durable ‑ temperature/moisture.

Materials which have been used include wood, steel, plastic, and aluminium. Currently aluminium

or wood are the usual materials.

The evaporator and fans are installed close to the cross bulkhead. Gratings with battens running fore and aft are placed on the floor of the hold.

Behind insulated side walls, insulated air ducts slanting downwards have been fitted, and the cold air from the evaporator is fed through them, to the outlet openings beneath the gratings, passing upward through the cargo stow.

The return openings are fitted in the top of the cross partition between the evaporator and the hold. The fans extract hold air, and feed it to the evaporator, thus completing the cycle.

Insulation

Deal beams (5 x 15 cm) are fixed lengthways just over half a metre apart and the space between almost filled with insulating foam. Boards of waterproof plywood are then nailed to the beams, and foam injected through drilled holes to fill up the remaining space. The distance between the beams is compatible with the board sizes. A layer of polyester is then applied on the plywood and this is covered with another layer of plywood boards, forming a vapour proof layer.

Aluminium. girders are then placed athwartships, half a metre apart, and the gratings are laid on top of them. The cold air from the outlet openings is forced along these sections, in an athwartships direction.

Three types of gratings are shown, type (a) a "Warkaus" grating of wooden construction and (b) and (c) of aluminium, capable of withstanding the load pressures. "Warkaus" gratings, are cheaper than aluminiurn and are used on many reefers.

Frozen Cargo

Cargo carried in hard frozen condition to prevent bacterial growth. Temperatures around ‑180C, usually meat, or meat products, and fish. Reject cargo with soft or bloodstained wrappers.

Chilled Cargo

More extensive fridge coils or grids and greater air circulation is required than frozen cargo since a greater uniformity of temperature is required. Temperatures‑ vary between +70C and ‑100C depending on the cargo and satisfactory carriage up to 35 days is normal. This period can be extended by the addition Of C02 gas to the atmosphere of the hold to reduce the 02 content and thus slow decomposition and multiplication of bacteria. Cargoes carried include chilled beef, butter, oranges, apples and bananas. Temperature of carriage is specified by the shippers along with stowage. For example oranges are well ventilated to purge C02, and carried at 20C to 50C. The carriage of fruit or vegetables will usually require much greater control.

Points to Inspect in Cargo Prior to Loading

Refrigeration Log

Record the hold, air delivery and return temperatures on charts, or data loggers. These temperatures are part of the refrigeration log. The dispatcher may have placed sealed portable thermographs in the cargo, to be removed from the vessel by the consignee.

CARRIAGE OF SOLID BULK CARGOES

Hazards of Bulk Cargoes

High Density / Structural damage

Great care is required to avoid over stressing the vessel and doing structural damage. Carefully planning of the load and the discharge must be made, and at all times the maximum loading of the tank top must not be exceeded.

In addition, the maximum loading for each hatch must not be exceeded. Care must be taken to ensure that the peak height of an untrimmed cargo is not excessive thereby increasing the tank top loading.

In tween deck vessels, high density cargoes such as iron ore should be loaded in the lower hold only to avoid damage to the tween deck.

Shifting

Some cargoes may have a tendency to shift across the ship in heavy weather and so correct trimming of the cargo is required. Some cargoes such as grain may need extra measures to be taken to secure the surface. For example, bulk grain may be over stowed with bagged grain.

As a general rule all cargoes should be trimmed level or nearly level. and whenever possible spaces should be filled as fully as practicable without putting excessive stress on the structure.

Liquefaction

Some cargoes, particularly metal concentrates, may become semi‑liquid on top when loaded "wet". This is due to the vibration of the ship at sea causing the moisture in the cargo to migrate to the surface.

The surface may then act as a liquid and seriously affect the stability of the vessel. Examples of this are coal, duff and lead concentrates.

Gas Production

Explosive gasses such as methane and poisonous gasses such as carbon monoxide may be produced by some cargoes. For example coal

Self‑Heating

Some cargoes are liable to heat up on voyage. Temperatures should be taken and a log kept of each space. For example coal and steel swarf.

Corrosive

The cargo itself may be corrosive or the liquid draining out of the cargo into the bilge's may be corrosive. In some ships severe damage has occurred. For example coal and sulphur.

Dust Very dusty cargoes may be hazardous to humans and the environment and so measures may have to be taken to control the level of dust created e.g. stop load/discharge in high winds. For example alumina and phosphates.

Reactivity with other cargoes.

Two different bulk cargoes may not be compatible with each other and may have to be stowed well apart.

Oxygen depletion

Some cargoes will use up oxygen within the cargo space. The main example of this is rusting of steel swarf cargoes but some metal concentrate cargoes and some grain cargoes may also deplete the oxygen in the cargo space.

Merchant Shipping (Carriage of Cargoes) Regulations 1999

The MS (Carriage of Cargoes Regulations) 1999 contain a section about the carriage of solid cargoes in bulk.

Prior to Loading

The master is to have approved stability information containing comprehensive information on the ships stability and distribution of cargo and ballast for standard conditions.

The master is not to accept concentrate or other cargoes that might liquefy unless the moisture content is lower than its transportable moisture limit, If the moisture content is above the transportable moisture limit the master must satisfy the authorities that there is satisfactory stability in the event of a shift and that the ship has adequate structural integrity.

If loading a cargo with chemical properties that might create a potential hazard, for example coal, appropriate precautions for safe carriage are to be taken.

The owner is to ensure that the master is given the required information.

The master is not to accept cargo for loading unless he has been provided the required information and he has calculated that the stability would be sufficient.

Cargo Loading Manual

The owner is to ensure that the master is provided with a cargo loading manual that includes:

                                                                                          

Loading and Unloading Plan

Before loading or unloading the master and terminal representative are to agree on a plan which:

• Ensures that the maximum permissible forces and moments on the ship are not exceeded.

• Includes the sequence, quantity and rate of loading or unloading.

Copies of the plan and its subsequent amendments are to be sent to the appropriate port State authority. (In the United Kingdom this will be the port or harbour authority who will keep the plans for at least 6 months)

Loading, Unloading and Stowage

The master is to ensure that bulk cargoes are loaded and trimmed reasonably level to the boundaries of the cargo space.

When bulk cargoes are carried in tween decks the master is to ensure that tween deck hatches are closed when the loading information indicates unacceptable stress of the bottom structure if they are left open.

The tween decks are not to be overloaded, and the cargo trimmed from side to side or secured by longitudinal divisions.

The master and terminal representative are to ensure that loading and unloading proceed according to the agreed plan. If the maximum permitted forces or moments are exceeded the master has the right to suspend operations and should inform the appropriate port State authority. The master and terminal representative are to take corrective action.

The master and terminal representative are to ensure that the unloading methods do not damage the ships structure.

The master is to ensure that ship's personnel continuously monitor cargo operations, check the ship's draft regularly and record draft and tonnage observations. If significant deviations form the plan are detected, cargo or ballast operations are to be adjusted to correct the deviations.

Code of Safe Working Practice for Solid Bulk Cargoes (BC Code)

This code is published by the IMO to promote safe carriage of solid bulk cargoes which are defined as any material consisting of a combination of particles, granules or larger pieces. generally uniform in composition, loaded loose.

They include coals, concentrates, fertilisers, animal foodstuffs, minerals and ores.

The topics covered by the code are summarized in the following sections.

Definitions

Cargo Distribution

To prevent the structure being over stressed, and to ensure adequate stability, the Master should make use of the ships stability information, capacity plan and loading calculators where applicable to determine cargo distribution. Where detailed information is not available the following should be taken into account:

Fore and aft distribution

Fore and aft distribution should avoid excessive longitudinal stresses, shearing forces and trim.

Maximum tonnage per hold

If no other information is available use the formula:

This figure may be increased by 20% in a lower hold when the cargo is levelled.

Peak Height

Where material is untrimmed or only partially trimmed the corresponding height of material pile peak above the cargo space floor should not exceed:

The material height in the tweendeck should not to exceed

Example

FERROAMNGANESE. SF = 0. 18 m3ltonne.

Tweendeck height = 4. Om

Height = 0.52m

High Density Materials

Should be loaded in the lower hold rather than the tweendeck but the consequences of an excessively high GM, such as racking stresses, must be considered.

A satisfactory condition can in general be achieved by loading approximately 1/3 of the cargo in the tweendeck.

Shifting divisions and bins

Should be erected when cargoes suspected of readily shifting are carried in tweendecks or partially filled lower holds.

Loading and Unloading

Prior to loading particular preparations should be made including:

Bilge wells and strainer plates

Should be prepared to facilitate drainage and prevent entry of cargo.

Precautions to prevent dust

Entering moving parts of deck machinery.

Ventilation systems

Shut down or screened and air conditioning on recirculate.

Safety of Personnel

Information

It is important therefore that the shipper informs the Master prior to loading as to whether a chemical hazard exists. The Master should also refer to Appendix B of the Code and ensure all relevant precautions are taken and an appropriate instrument for measuring the concentration of gas or oxygen should be provided.

Oxidation

Some bulk cargoes are liable to oxidation which may result in oxygen depletion, emission of toxic fumes, or self heating. Others may not oxidise but may emit toxic fumes, particularly when wet.

Dust Created by certain cargoes may constitute an explosion hazard, especially while loading, unloading and cleaning. This risk can be minimised by ventilation and hosing down rather than sweeping.

Flammable gases

Are emitted by some cargoes and all relevant precautions should be taken.

Carzoes Which May Lique

Shifting

These cargoes, listed in Appendix A may shift as a result of liquefaction at a moisture content above that of the Transportable Moisture Limit.

To prevent shifting

To prevent shifting and also decrease the effects of oxidation when the material has predisposition to oxidise these cargoes should be trimmed reasonably level on completion of loading irrespective of angle of repose.

Excess moisture content

Materials with a moisture content in excess of the Transportable Moisture Limit may be carried in approved specially constructed or speciallyfitted ships.

Test procedure

If the Master has doubts about the moisture content the following ship test may be used to determine the possibility of flow:

Half fill a cylindrical can (0.5 to 1.0 litre capacity) and strike it sharply on a hard surface 25 times at 2 second intervals from a height of about 0.2m. If free moisture or fluid conditions result then have additional laboratory tests done.

Weighing of wet and dry samples will provide information to obtain an indication of moisture content.

Chemical Hazards

Hazards

Hazards may be specified as in the IMDG Code by class unless they are hazardous only in bulk (MHB).

Segregation

Any necessary segregation is given in the Code. This may be applicable between different bulk cargoes or bulk/packaged cargoes.

Transport of Solid Waste in Bulk

Wastes are solid materials containing, or contaminated with one or more constituents which are subject to the provisions of the Code, applicable to materials of IMDG Classes 4.1, 4.2, 5.1, 6.1, 8 or 9 and, for which no direct use is envisaged, but which are carried for dumping, incineration, or other methods of disposal.

Transportation of wastes requires suitable documentation and will be classified according to its constituents with stowage and handling in accordance with previous section of the Code.

Wastes associated with radioactive materials are not considered as wastes for the purpose of this section.

Coal Cargoes

Guidelines for the carriage of coal cargoes are contained in Appendix B of the BC Code, modified by the 1996 amendment of the BC Code. Appendix G includes procedures for monitoring the gas content of coal cargoes.

Guidance is also given in MGN 60 (M)

Methane

Coal cargoes may emit methane which is lighter than air and is explosive in atmospheric concentrations between 5% and 16%.

Normally, all holds should be surface ventilated for 24 hours after departing the loading port. If the methane concentration is acceptably low at the end of this period the ventilators should be closed.

If the methane concentration exceeds 20% of the LEL, surface ventilation is to continue to reduce the concentration.

Self Heating

To control potential self heating, hatches are kept closed and surface ventilation limited to the minimum necessary to remove methane.

Self heating is indicated by an increasing concentration of carbon monoxide.

If the coal temperature exceeds 55*C at the time of loading, with the hatches open, expert advice should be obtained.

Trimming

Coal cargoes should be trimmed reasonably level to avoid gas pockets and prevent air permeating the coal.

GAS MONITORING

Two sample points should be provided for each hold, one to port and one to starboard.

Each point should have a hole at least 12mm in diameter as near as possible to the top of the hatch coaming, sealed with a screw cap to prevent the ingress of water and air. Measurement should be taken with a multi gas analyser capable of measuring methane oxygen and carbon monoxide.

Carbon monoxide monitoring will provide an early indication of self heating within the coal cargo.