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Cargo Handling 5, Task 3: Open Questions

The document discusses several topics related to cargo handling and ship surveys: 1) Prior to loading grain, ships undergo a survey to check hold cleanliness and for infestation, and the surveyor will issue a certificate for holds deemed fit to load grain. 2) Proper hold cleaning procedures are dependent on the previous and next cargoes and various authority requirements, but generally involve sweeping, scraping, and high-pressure sea water washing. 3) The IMSBC code provides regulations for safely carrying solid bulk cargoes and outlines hazards and procedures. 4) Draught surveys use Archimedes' principle to determine cargo weight by measuring differences in ship draft before and after loading.

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Viking Johansson
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56 views3 pages

Cargo Handling 5, Task 3: Open Questions

The document discusses several topics related to cargo handling and ship surveys: 1) Prior to loading grain, ships undergo a survey to check hold cleanliness and for infestation, and the surveyor will issue a certificate for holds deemed fit to load grain. 2) Proper hold cleaning procedures are dependent on the previous and next cargoes and various authority requirements, but generally involve sweeping, scraping, and high-pressure sea water washing. 3) The IMSBC code provides regulations for safely carrying solid bulk cargoes and outlines hazards and procedures. 4) Draught surveys use Archimedes' principle to determine cargo weight by measuring differences in ship draft before and after loading.

Uploaded by

Viking Johansson
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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Cargo handling 5, task 3: Open questions

Cargo hold cleaning

Prior to loading grain, all ships are usually subject to a survey by an approved independent
surveyor. The surveyor will require the vessels and details of at least the last three cargoes carried.
He will then inspect the holds for cleanliness and infestation, or the presence of any material
which could lead to infestation. When the surveyor is satisfied with the condition of the hold, he
will issue the ship with a certificate stating which holds are fit to load grain.
The requirements for cleaning the holds are dependent upon the previous cargo carried, the next
cargo to be carried, charterers' requirements, the requirements of shippers and/or the authorities
at the port of loading and the receivers. It is becoming common practice for receivers to have an
inspector at the load port.
Regardless of the previous cargo, all holds should be thoroughly cleaned by sweeping, scraping
and high pressure sea water washing to remove all previous cargo residues and any loose scale or
paint, paying particular attention to any that may be trapped behind beams, ledges, pipe guards,
or other fittings in the holds.
Before undertaking a freshwater rinse, the supply line (normally the deck fire main or similar) will
need to be flushed through to remove any residual saltwater. Accordingly, it is suggested that
fresh water rinsing of the holds is left until the end of hold cleaning operations to minimize the
amount of fresh water required.

IMSBC code

International Maritime Solid Bulk Cargoes (IMSBC) code is the main legislation governing safe
carriage of solid bulk cargoes. It became mandatory on January 1, 2011, under the SOLAS
Convention.
The IMSBC Code will help understand key requirements and give greater confidence in managing
the risks associated with the carriage of solid bulk cargoes.
Carrying solid bulk cargoes involves serious risks, which must be managed carefully to safeguard
the crew and the ship. These risks include reduced ship stability (and even capsizing) due to cargo
liquefaction; fire or explosion due to chemical hazards; and damage to ship structures due to poor
loading procedures.
The guide outlines the precautions you should take before accepting cargoes for shipment and the
procedures you should follow for safe loading and carriage, and details the primary hazards
associated with the different types of solid bulk cargo.
It also contains a quick reference checklist and flowchart summarizing the steps you need to
follow.

Daft survey practices (sounding, observing drafts ,etc.)

Draught surveying is a commercially acceptable form of weighing that is based on Archimedes


Principle, which states that anything that floats will displace an amount of the liquid it is floating in
that is equal to its own weight.
Briefly, the weight of the ship is determined both before and after loading and allowances made
for differences in ballast water and other changeable items. The difference between these two
weights is the weight of the cargo.
In order to do this the depth that the ship is floating at is assessed from the ‘draught marks’ and
the vessels stability book is consulted to obtain the hydrostatic particulars such as the
‘displacement’ and other necessary data.
The master of a vessel should be advised in adequate time that a draught survey will be taking
place. If it is an initial light ship survey, he should be requested, subject to the safety of the vessel,
to ensure that individual ballast tanks are either fully pressed up or empty – that the vessel is
upright, and with a trim which is within the limits of the tank calibration tables
When draught surveys are undertaken by independent surveyors, co-operation of the ship’s
officers is essential.
Independent surveys should be undertaken together, during the relative survey sections, with the
vessel’s chief officer and chief engineer or their appointed respective deputies.
Before undertaking the survey, it is recommended that the surveyor makes time to inspect a
general arrangement plan in order to confirm the number and position of the various ballast, fresh
water and oil bunker tanks on the vessel.
At the time of reading the draught marks, the vessel should be upright with a minimum of trim.
The trim at survey should never exceed the maximum trim for which corrections may be included
in the vessel’s stability book.
The vessel should ideally be lying in still, calm water. Otherwise errors, without ease of correction,
from reading the draught marks can result.
Draught marks must be read on both sides of the vessel: forward port and starboard; amidships
port and starboard, and; aft port and starboard or, alternatively, if additional marks are displayed
on large vessels at all the designated positions.
Should draught marks not be in place amidships, distances from the deck line to the water line on
both sides of the vessel must be measured. The amidships draughts can’t hen be calculated from
load line and freeboard data extracted from the vessel’s stability booklet.
Draught marks should be read with the observer as close to the water line as is safe and
reasonably possible, in order to reduce parallax error.
Although it is common practice to read the offside draught marks from a rope ladder, a launch or
small boat provides a more stable environment and brings the observer to a safer position closer
to the water line.
A vessel’s remote draught gauge should never be used for surveys, due to lack of the necessary
accuracy and the possibility of errors, which may accumulate over the working life of the
instrument.

- Viking Johansson, 1500625

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