Container General VOM 12 Cargo and Ballast Operations #3

Document: VOM-12 Cargo & Ballast Operations (Container & General) Page: 12-i Issue: #3 Date: 1 January 2013

Authorised:

General Manager

12 CARGO AND BALLAST OPERATIONS ........................................................ 12.1-112.1 GENERAL (ALL VESSELS) ......................................................................................... 12.1-1

12-1.1 Damage to Cargo .....................................................................................................12.1-112-1.2 Prosecutions for Stealing Cargo ................................................................................12.1-112-1.3 Maintenance of Cargo Gear ......................................................................................12.1-212-1.4 Damage to Cargo Gear ............................................................................................12.1-212-1.5 Inspection and Preparation of Cargo Spaces ............................................................12.1-212-1.6 Hatch Covers ............................................................................................................12.1-212-1.7 Portable Cargo Clusters ...........................................................................................12.1-212-1.8 Permanent Wiring .....................................................................................................12.1-212-1.9 Extra Lights ..............................................................................................................12.1-3

12.2 CONTAINER AND GENERAL CARGO OPERATIONS ....................................................... 12.2-112-2.1 Hazardous Cargo .....................................................................................................12.2-112-2.2 Material Safety Data Sheet (MSDS) ..........................................................................12.2-212-2.3 Cargo Stowage Plans ...............................................................................................12.2-212-2.4 Container Securing Equipment .................................................................................12.2-212-2.5 Standard Securing Arrangements .............................................................................12.2-212-2.6 Refrigerated Container Leads ...................................................................................12.2-312-2.7 Humane Destruction of Livestock ..............................................................................12.2-3

12.3 BALLASTING REQUIREMENTS .................................................................................... 12.3-112-3.1 Supervision ..............................................................................................................12.3-112-3.2 Cargo and Ballast Handling Plan ..............................................................................12.3-112-3.3 Stress and Stability ...................................................................................................12.3-112-3.4 Cargo/Ballast Records ..............................................................................................12.3-212-3.5 Depth of Water at Berth ............................................................................................12.3-2

12.4 BULK CARGO OPERATIONS ....................................................................................... 12.4-112-4.1 General ....................................................................................................................12.4-112-4.2 Statement of Facts ...................................................................................................12.4-112-4.3 Hold Washing ...........................................................................................................12.4-112-4.4 Hold Inspections .......................................................................................................12.4-112-4.5 Monitoring of Void and Ballast Spaces ......................................................................12.4-212-4.6 Cargo Information .....................................................................................................12.4-212-4.7 Notices .....................................................................................................................12.4-312-4.8 Responsibility ...........................................................................................................12.4-312-4.9 Solid Bulk Cargo Residue .........................................................................................12.4-312-4.10 Sounding of Ballasted Tanks ....................................................................................12.4-412-4.11 Cargo and Ballast Handling Plan ..............................................................................12.4-412-4.12 Stress and Stability ...................................................................................................12.4-412-4.13 Cargo/Ballast Records ..............................................................................................12.4-412-4.14 Material Safety Data Sheet (MSDS) ..........................................................................12.4-412-4.15 Depth of Water at Berth ............................................................................................12.4-512-4.16 Safety Violations .......................................................................................................12.4-5

12.5 BALLAST HANDLING ................................................................................................. 12.5-112-5.1 Testing of Ballast Controls and Indicators .................................................................12.5-112-5.2 Valve Operation ........................................................................................................12.5-112-5.3 Arrival Ballast ...........................................................................................................12.5-112-5.4 Carriage of Ballast ....................................................................................................12.5-112-5.5 Ballast valves ...........................................................................................................12.5-112-5.6 Pneumercators .........................................................................................................12.5-212-5.7 Draft gauges .............................................................................................................12.5-212-5.8 Bilge pumping ...........................................................................................................12.5-212-5.9 Ballast tank cleaning. ................................................................................................12.5-212-5.10 Minimizing Stress .....................................................................................................12.5-2

Document: VOM-12 Cargo & Ballast Operations (Container & General) Page: 12-i Issue: #0 Date: 26 November 2010

Document: VOM-12 Cargo & Ballast Operations (Container & General) Page: 12.1-1 Revision: R0

111222 CCCAAARRRGGGOOO AAANNNDDD BBBAAALLLLLLAAASSSTTT OOOPPPEEERRRAAATTTIIIOOONNNSSS It is the Masters responsibility to ensure that the instructions contained in this manual and in any specialised manual applicable to a particular vessel, are closely followed. In following these instructions due attention shall be paid to the safety regulations and recommendations, the statutory requirements, and by-laws of National and Harbour Authorities. The following publications are therefore provided to each vessel for reference:-

• Code of Safe Work Practices for Merchant Seamen

• Bridge Procedures Guide

• Peril at Sea and Salvage

• Effective Mooring

• Guide to Helicopter/Ship Operations

• Masters Role in Collecting Evidence

• Lashing and Securing of Deck Cargoes ( The Nautical Institute)

• Safe Transport of Dangerous Cargoes and Related Activities in Port Areas (IMO)

• Cargo Stowage and securing (IMO)

• Storck Guide: Stowage and Segregation to IMDG Code (Storck Verlag Hamburg)

12.1 General (All Vessels)

12-1.1 Damage to Cargo

The Chief Officer, when notified of any major damage to cargo, shall examine the damage and complete as required by the vessel's Principals, the relevant Damage Report Form. An entry into STAR detailing the event is required. Damaged cargo discharged overside must be surveyed by a Deck Officer whose comments, in respect of important items, must be included on the Damage Report Form which should be forwarded to the vessel's principals. Acknowledgement of at least receiving a copy of the Damage Report Form, should be obtained from a Responsible Person ashore, involved and/or aware of the damage.

At main ports Agents will be responsible for examining damaged cargo. Vessels' Officers will make spot checks to ensure that all is correct.

12-1.2 Prosecutions for Stealing Cargo

It is an important part of a vessel's Officer's duty to control all labour working in vessel's cargo spaces including persons other than Stevedores. ASP Ship Management will fully support any Officers who are successful in apprehending anyone who is broaching cargo. Whenever possible such persons should be prosecuted, as successful prosecutions are one of the surest deterrents against pilferage. However, there have been many instances where wholesale thieving has occurred which have been beyond the capabilities of the Officers and crew to contain.

In such situations and where physical violence is a real threat, Officers shall use the utmost caution and be guided by the Master's advice.

To avoid delay to the vessel, apprehended thieves must be handed over to the police for prosecution by the local agent. Consideration should be given to engaging a local Solicitor on behalf of ASP Ship Management to attend the court to minimise delay in the case being heard.


12-1.3 Maintenance of Cargo Gear

Masters and Chief Officers are reminded that it is a requirement in all countries to be able to prove that any article used in the working of cargo (or similar lifting gear) has been tested and is covered by a valid test certificate. The Chief Officer's should have a record of all maintenance replacement work carried out on any cargo gear.

12-1.4 Damage to Cargo Gear

Damaged items of cargo equipment, unless such an item is the cause of an accident, should be landed at a suitable port for repair accompanied by the relevant test certificate. Where items are retained on board for repair at a later time details must be entered on the repair list and clear correlation between item and repair list provided.

Damaged gear which has been the cause of an accident must be retained on board until the results of any enquiry into the accident are concluded then repaired in the normal manner.

12-1.5 Inspection and Preparation of Cargo Spaces

The Chief Officer is responsible for the preparedness of the vessel's cargo spaces to receive cargo. Inspections of the prepared spaces should include any item which may be inaccessible once the cargo is loaded. Ensure access ladders into cargo holds are not damaged and will meets stevedore requirements.

Bilges in cargo spaces should be cleaned and inspected as frequently as cargo commitments permit. Testing of bilge suctions after cleaning should be carried out at not more than four monthly intervals.

It shall be the responsibility of the Chief Officer to ensure that adequate lighting and general cleanliness be maintained in cargo spaces

12-1.6 Hatch Covers

The International Association of Classification Societies (IACS) has prepared the paper, "Care and Survey of Hatch Covers of Dry Cargo Ships". Contained within these guidelines is a copy of the reviewed and unified Classification Society survey procedures.

These procedures can be expected to be carried out during all future Loadline Surveys. Masters must ensure that hatch covers and coamings are checked at regular intervals and at least at every loading and discharge operation. Inspections and surveys by classification societies are not to be used to replace regular checks and maintenance.

The hose testing of hatch lids is to be carried out at no more than 6 monthly intervals or, when damage to hatch seal bars and / or rubber gaskets are found and repaired. If it is found or suspected that the hatch lids are leaking, they are to be hose tested to prove watertight integrity immediately. Hose testing of hatches should be aligned to the Loadline Survey. Hatch drain piping and floats should also be inspected at the same time. The testing of the hatch lids is to be recorded within the PMS.

12-1.7 Portable Cargo Clusters

The Officer on Deck is responsible for the handling and rigging of cargo clusters used during cargo working and for collecting and storing them in a convenient safe place when they are not required during daylight hours.

12-1.8 Permanent Wiring

On vessels where permanent wiring passes through cargo spaces care shall be taken to see that this wiring is not damaged in any way nor used as a securing point for rigging blocks, lashing wire, nets, etc.


12-1.9 Extra Lights

It is forbidden to put extra lights and fans on the wiring without authority from the Chief Engineer. There is a serious risk of fire arising from the deterioration and ultimate breakdown of the insulation if the circuit is continually overloaded.



12.2 Container and General Cargo Operations

All cargo should be carried in accordance with the vessels approved lashing plan and guide by the recommendations in the IMO - Code of Safe Practices for Cargo Stowage and Securing.

12-2.1 Hazardous Cargo

Whenever dangerous goods are booked the vessel should be advised in advance and stowage discussed with the Master and Chief Officer. Any particular problems shall be referred to ASP Ship Management. Stowage must be in accordance with the current Merchant Shipping (Dangerous Goods) Rules and any necessary preparation of hatches carried out under the supervision of the Chief Officer. During loading and discharging operations local port rules and Coastguard regulations must be complied with, and the cargo secured to the Master's satisfaction before sailing. A list of hazardous cargo expected to be loaded is required to be supplied to the vessel on arrival and, prior to sailing, a list of hazardous cargo loaded, indicating stowage positions, is to be on board. It is the Chief Officer's responsibility to ensure that proposed stowage positions for hazardous cargo complies fully with the requirements of the International Maritime Dangerous Goods Code (IMDG).

12.2.1.1 Class 1 - Explosives

The carriage of goods of the above category shall be in accordance with the instruction contained in volume 1 of the IMDG code.

USCG and a number of other National Authorities require a full list of hazardous cargo ready for immediate sighting.

Information on the stowage of hazardous cargo, its nature and properties and emergency measures required to be taken should the need arise is to be readily available at all times. In this regard there is to be a copy of this information on the Bridge at all times the vessel is at sea or at anchor.

12.2.1.2 Arms, Ammunition and Explosives

All arms and ammunition and cargo of dangerous nature must be declared when reporting on arrival. In the USA all vessels must have on board a "Special List of Dangerous Goods" form which must be correctly completed and signed by the Master.

In vessels calling at Indonesian ports, no arms or ammunition whatsoever must be shipped unless a statement has been obtained from the Agents that a permit from the Indonesian Authorities has been sighted by them. Any arms carried must then be entered on the Prai-Rapport on arriving at any Indonesian port.

Brief details of explosives on board should be included in the arrival message sent to the Agents.

12.2.1.3 Vessels Designed for General Containers on Deck

Due regard shall be paid to the racking limitations given by the container Manufacturers and wherever possible containers should be layered by weight with the heaviest container at the bottom.

Where a single tier of loaded containers is carried and provided they can either be twist locked or pinlocked in position to the hatch cover deck, lashings may be dispensed with.

When containers are stacked more than one high the lashing plan for that vessel shall be followed.

Onboard vessels where containers are lashed on deck, reasonable access must be left for Crew Members to proceed to any part of the vessel and care must be taken to avoid blocking off Pilot Ladder access, fire hydrants, sounding pipes and deck valve controls.


The weight of the container and spreader (which can weigh up to 30 cwt.) must not exceed the SWL of the Cargo gear onboard unless it is known that shore crane facilities equal to container + spreader weight are available at the load and discharge port.

The Statutory Requirements for the stowage and distribution of deck cargo and of the safety measures required are laid down in the Merchant Shipping (Load Line Deck Cargo) Regulations. Further recommendations exist in the Code of Safe Working Practices for the safety of Merchant Seamen, and the basic requirements of the Carriage of Goods by Sea Act always apply. Known Regulations for ports in countries to be called at during a voyage shall also be adhered to, i.e. Panama Canal, USA etc. The onus of ensuring that safe access is provided to working spaces remains with the Master.

The stowage of deck cargo shall be planned as carefully as below deck stowage, not only with the safety of the cargo and vessel in mind but also the safety of the personnel proceeding with their required duties, both in normal situations and emergencies.

Stowage of deck cargo shall take into account the access which will be required for sounding pipes, fire hydrants, access to hatch controls and pilot ladder positions. Special provisions might have to be made in respect of large objects such as railway carriages or boilers etc.

12.2.1.4 Vessels Designed for Refrigerated Containers on Deck

In addition to the requirements detailed within 12.2.1.3 above, Vessel’s that are capable of carrying Refrigerated Containers must also meet the following requirements.

Prior to the Vessel accepting refrigerated Cargo Containers, it is the responsibility of the Vessel to ensure that the temperature of the container has been within the range of temperatures as designated and if there is obvious signs of the Cargo having not been maintained within the required temperatures, consideration of rejecting the container should be given in conjunction with the Agent and Ship Manager consultation.

In vessels which carry containers of refrigerated cargo the Chief Engineer is responsible for the monitoring and maintenance of the machinery and carrying temperatures while the containers are on board. If necessary the maintenance includes the need to call in contractors in intermediate ports if the repairs are beyond the vessel's resources. The vessel's local agents are to be consulted should the need for outside help arise. The Ship Manager is also to be advised should there be any possible reason to expect that the contents of a malfunctioning reefer container could deteriorate through unavoidable delays in effecting repairs.

12-2.2 Material Safety Data Sheet (MSDS)

A Material Safety Data Sheet (MSDS) relating to the cargoes being handled, must be posted in the cargo control room.

12-2.3 Cargo Stowage Plans Container vessels generally make up cargo plans independent of those provided by terminals. Where the cargo plans are made up by the Terminal, the stability calculations should be confirmed by the Vessel. Wherever possible the weight of each container should be ascertained and confirmed with regards to stowage plan. For vessels transiting the Panama Canal it is imperative that the stowage plan allows for conditions determined by Canal Authority in regards to visibility from the Bridge.

12-2.4 Container Securing Equipment

The Chief Officer shall be responsible for the maintenance of all container securing equipment and for ensuring that there is always sufficient equipment on board.

12-2.5 Standard Securing Arrangements

The correct securing procedures are essential to maintain the security of container stacks particularly in heavy weather. Guidance is to be sought from the vessels Cargo Securing Manual (MSC/Circ.745) which should be approved by the flag state/class.


12-2.6 Refrigerated Container Leads

Those vessels that can carry refrigerated containers, the power lead supplied for connecting the refrigerated containers to the vessel's supply are the responsibility of both the Chief Officer, for safe storing, and the Chief Engineer, for maintenance.

12-2.7 Humane Destruction of Livestock

Those vessels, which are from time to time expected to carry livestock as cargo, shall be provided with a humane killer.



12.3 Ballasting Requirements

12-3.1 Supervision

A responsible Officer who is familiar with the arrangement of lines, valves and venting system of the ballast tanks shall supervise and control all ballasting operations.

12-3.2 Cargo and Ballast Handling Plan

Prior to commencing any cargo or ballast operation the Chief Officer must develop a written operational plan covering the critical aspects of the operation. This plan should include as a minimum the following information:

a) for ballast:

• sequence of loading

• maximum trim/list/stress

• ship/shore communication procedures

• any other relevant details of operation

• details of deck watch procedures (e.g. tending moorings/gangways, etc.).

The cargo plan must be signed by each officer coming on watch to acknowledge that he/she has read and understood it.

Any changes to the plan must be authorised by the Chief Officer. This requirement does not preclude the OOW taking whatever action he/she considers necessary in the event of an emergency.

On completion of a cargo or ballast operation the written cargo plans must be filed with the other voyage papers.

12-3.3 Stress and Stability

Hull stress must be kept to a minimum and the builder's recommended limits must not be exceeded at any stage of the voyage or during any cargo or ballast operation.

Stress calculations must be made prior to the handling of any cargo or ballast.

These calculations must cover the various stages of the operation and must take account of the changing situation as the on board disposition of cargo and ballast changes.

Entries showing stresses calculated for each of the following conditions are required:

• prior to commencing transfer

• 50% ballast loaded

• completion of loading ballast

• 50% ballast discharged

• Completion of transfer operations.

These stress calculations must be retained on board for one year as part of the vessel’s records.

The Chief Officer must check stress calculators for accuracy at least once every three months. The date of this test must be recorded in the STAR (Planned Maintenance System). The test must be undertaken by using the machines test programs and the stress calculation tables provided by the shipbuilder. The Company must be informed immediately of any inaccuracies discovered.


It is recommended that the stresses do not exceed 80% of the allowable maximum in port or at sea. Stresses must never exceed 90% of the allowable maximum in port or at sea without prior approval from the Ship Manager.

12-3.4 Cargo/Ballast Records

Vessel-specific cargo/ballast records must be maintained throughout each cargo or ballast operation. This system must be used to record times of starting and stopping discharge of cargo, reasons for stoppages

Each vessel is required to maintain an accurate, neat and legible record of cargo/ballast operations. These records are to be compiled on a per voyage basis and filed with cargo and voyage documentation. All cargo/ballast records are to be maintained on board for a period of three (3) years.

12-3.5 Depth of Water at Berth

Before commencing cargo or ballast operations the depth of water at the berth must be checked. Cargo operations must be conducted so that the vessel remains safely afloat at all times and maintains the UKC requirements.

This may require stopping cargo and ballast operations during periods of low water. Safety Violations of any safety rule or precaution, which occurs during cargo or ballast transfer operations, must be reported immediately to the OOW. He must take immediate steps to correct the violation or stop cargo operations until it can be corrected.


12.4 Bulk Cargo Operations

12-4.1 General

Bulk cargo should be carried in accordance with the IMO - Code of Safe Practices for Solid Bulk Cargoes.

Referenced ASP Forms (V-CBK-001 - Ship-Shore Safety Checklist, V-CBK-002 - Cargo Information and V-CBK-003 - Loading Plan) are to be used as a guide only. Different trades, cargos, berths and clients may use different forms, and/or require different information to be collected and or presented.

12-4.2 Statement of Facts

Statements of Facts are to be completed following every loading/discharge operation as required by individual vessel's Principals and Trade Managers. If SOF information is required to be collected in a set format, then that format is to be provided to the vessel.

12-4.3 Hold Washing

When washing out at sea, the discharge of residues is covered by Annex V of Marpol 73/78. Residues are defined as "Operational Wastes" and are treated as all other wastes as defined in the Annex V provided they are not part of any other Annex ie. Harmful Substances etc.

This means the wastes can be discharged in accordance with all garbage requirements. If the vessel is not in a special areas (as defined in the Act). The requirements are:

• not less than 12 nautical miles from the nearest land

• For wastes capable of passing through a screen with opening no greater than 25 millimetres than at a distance of no less than 3 nautical miles.

The Master should make a reasonable judgement on the average particle size, to decide whether the 12 or 3 nautical mile rule applies.

12-4.4 Hold Inspections

The prime cause of the majority of bulk carrier casualties has been highlighted by the study as being failure of the side structure due to a combination of corrosion and physical damage sustained during operation.

From the information available, it became evident that corrosion and cracking of the main frames and their brackets is a significant occurrence. Corrosion had, in many cases, led to a significant reduction in support to the side shell which in turn resulted in the cracking of the side shell plating and the eventual ingress of water to the hold spaces.

Damage to ladders, piping, piping guards and railings to be checked for damage.

The cargoes themselves, by virtue of their corrosive properties, particularly coals with a high sulphur content, can quickly diminish hold steelwork. This is exacerbated when the hold temperature reacts with the colder outer hull temperatures to cause condensation or "sweating", at the interface of the side shell and topside tanks. The condensation then gravitates to the main frame webs and the lower bracket connections to the hopper where it begins its corrosive action. The frequent carriage of high sulphur cargoes will predicably, worsen this situation.

The use of bulldozers and hydraulic hammers in the holds can also be very damaging to the structures since many of the vessels were not designed or built to withstand such harsh methods of cargo handling.

Regular hold inspections are to be conducted to determine condition and extent of cleaning or repairs necessary.


Research to date highlights several types of recurring defects and their location:

• General and localised corrosion of main frames;

• Grab and bulldozer damage to the main frame lower brackets;

• Cracking at main frame bracket toes;

• Cracking at the intersection of the inner bottom plating and the hopper plating;

• Grab damage to the inner bottom, hopper and stool platings;

• Cracking at fore and aft extremities of topside tank structures;

• Corrosion within topside tanks;

• Plate and panel buckling of cross deck strips and stiffening structure;

• Cracking of hatch comings;

• Cracking at hatch corners.

The study reveals that it is common to find that bulk carrier main frames have suffered from highly localised corrosion on their webs adjacent to the side shell and at the bracket web connection to the hopper. In addition to this, the presence of cracking at the bracket toes has been found to be usual in regions of stress concentration. Where separate brackets are used, the cracking location is at the bracket toe of the frames, whereas with integral brackets the crack will more usually come at the toe of the hopper and topside tank. In the latter case, the cracking is almost self-limiting but, where separate brackets are fitted, the fracture quickly propagates to the side shell leaving the brackets intact.

The prevalence of iron ore cargoes in the casualty statistics brings it to the fore as a key factor in the crisis and any solution. Because of its density, ore is usually carried in alternate holds - generally the odd numbered ones.

The purpose of this loading pattern is to raise the vessel's centre of gravity thereby moderating its roll motions. This semi-homogeneous load condition places greater stress on the local components such as the frames and hull girder. The low fill levels of the ore cargoes give rise to greater side frame deflection and side shell panting, which is worsened by the relatively stiff rolling motions typical of ore carriers. This in turn, combines to increase stressing of the inner hull components.

All of the above, plus any other peculiarities to the cargo loaded (ie load rate, cargo type, chemical properties, water content etc.) is to be taken into account when performing survey inspections of hold spaces.

12-4.5 Monitoring of Void and Ballast Spaces

Void, cargo hold bilges and ballast spaces should be routinely monitored by soundings, tank gauges and the water ingress alarm system, to ensure leakage is not occurring. Spaces adjacent to fuel tanks should be monitored for odour from vent pipes and oil sheen on the water surface. Oil ingress may not be apparent in the sounding pipes. During loaded passage, ballast tanks should be sounded on a frequent and regular basis.

During the ballast voyage, the sounding of each ballast tank should be checked at frequent and regular intervals.

12-4.6 Cargo Information

Cargo instruction will, in all cases, be provided by the Shipowners or Charterer.

Emphasis is placed on the fact that the completion of a safe and successful cargo handling operation is dependent upon effective co-operation and co-ordination between all the parties involved. Certain additional information relating to cargo, ballast and bunker handling shall be exchanged before these operations begin.


A Ship/Shore Safety Checklist complying with the Code of Practice for the Safe Loading and Unloading of Bulk Carriers shall be completed prior to commencement of cargo working. The safety check list shall be completed in duplicate in full and signed by both the Chief Officer and the terminal representative, each retaining a copy.

Violation of any safety rule or precaution which occurs during any operation shall be immediately reported to the Officer on duty who will take immediate steps to correct the violation or cease operations until it can be corrected. The Chief Officer and/or the Master and the terminal representative shall be informed as soon as possible.

12-4.7 Notices

If hazardous cargoes are carried onboard permanent notices shall be displayed in conspicuous places on board, stating:-

1. Smoking and the use of naked lights are strictly prohibited except at times and in places authorised by the Master.

2. Which doors are required to be closed during hazardous operations.

3. The precautions to be taken before entering compartments, such as cofferdams, which are infrequently opened.

4. Notices stating "Emergency Exit" shall also be displayed permanently on escape trunkways.

Temporary notices shall be displayed

• Giving clear instructions as to when and where smoking may be allowed, according to the condition of the vessel and the operations being carried out.

• On arrival in port, near the access to the vessel stating: No admittance except on business. Smoking and naked lights strictly forbidden.

• Any other notices required by local authorities.

12-4.8 Responsibility

The Chief Officer is responsible for the conduct of all ballast operations. Although he/she may delegate much of the routine monitoring to the Deck OOW, the Chief Officer must have personal charge of the operation during the following activities:

• start of operations

• completion of transfer

• At any critical part of the operation.

Ballast operations must always be carried out in accordance with a pre-planned written program prepared by the Chief Officer and presented to the Master. This plan must be discussed with and be clearly understood by all the Officers dealing with the operation. Always check with duty Engineer to determine availability of ballast pumps.

12-4.9 Solid Bulk Cargo Residue

Solid Bulk Cargo Residues are to be discharged in compliance with Annex V of MARPOL. Full records are to be maintained in the vessels V-ENV-004 - Garbage Record Book.


12-4.10 Sounding of Ballasted Tanks

Manual sounding must be carried out only through the ports provided, which shall be opened only long enough to carry out the operation.

12-4.11 Cargo and Ballast Handling Plan

Prior to commencing any cargo or ballast operation the Chief Officer must develop a written operational plan covering the critical aspects of the operation. This plan should include as a minimum the information contained in the Code of Practice or The Safe Loading and Unloading of Bulk Carriers.

The cargo plan must be signed by each Officer coming on watch to acknowledge that he/she has read and understood it.

Any changes to the plan must be authorised by the Chief Officer. This requirement does not preclude the OOW taking whatever action he/she considers necessary in the event of an emergency.

On completion of a cargo or ballast operation the written cargo plans must be filed by the Chief Officer with his/her other voyage papers.

12-4.12 Stress and Stability

Hull stress should be kept to a minimum and the builder's recommended limits must not be exceeded at any stage of the voyage or during any cargo or ballast operation.

Stress calculations must be made prior to the handling of any cargo or ballast. These calculations must cover the various stages of the operation and must take account of the changing situation as the on board disposition of cargo and ballast changes. A record of all stress calculations must be retained on board for one year.

The Chief Officer must check stress calculators for accuracy at least once every three months. The date of this test must be recorded in the STAR (Planned Maintenance System). The test must be undertaken by using the machines test programmes and the stress calculation tables provided by the shipbuilder. The Company must be informed immediately of any inaccuracies discovered.

It is recommended that the stresses do not exceed 80% of the allowable maximum in port or at sea. Stresses must never exceed 90% of the allowable maximum in port or at sea without prior approval from the Ship Manager. Notice should also be made of any Class recommendations re Stress and Stability dependent on intended bulk cargo to be carried.

12-4.13 Cargo/Ballast Records

Vessel-specific cargo/ballast records must be maintained throughout each cargo or ballast operation. This system must be used to record times of starting and stopping discharge of cargo, with grade, holds discharged and reasons for stoppages

Each vessel is required to maintain an accurate, neat and legible record of cargo/ballast operations. These records are to be compiled on a per voyage basis and filed with cargo and voyage documentation. All cargo/ballast records are to be maintained on board for a period of three (3) years.

12-4.14 Material Safety Data Sheet (MSDS)

A Material Safety Data Sheet (MSDS) relating to the cargoes being handled, or which were previously contained in cargo holds being ballasted, must be posted in the cargo control room.


12-4.15 Depth of Water at Berth

Before commencing cargo or ballast operations the depth of water at the berth must be checked. Cargo operations must be conducted so that the vessel remains safely afloat and maintains the UKC requirements.

This may require stopping cargo and ballast operations during periods of low water. Safety Violations of any safety rule or precaution, which occurs during cargo or ballast transfer operations, must be reported immediately to the OOW. He must take immediate steps to correct the violation or stop cargo operations until it can be corrected.

12-4.16 Safety Violations

Violation of any safety rule or precaution, which occurs during cargo or ballast transfer operations, must be reported immediately to the OOW. He must take immediate steps to correct the violation or stop cargo operations until it can be corrected.



12.5 Ballast Handling

12-5.1 Testing of Ballast Controls and Indicators

Ballast Control panels, mimic boards, including valve position indicators, pump gauges and ammeters and pneumercators should be tested for correct operation and indication as per STAR (Planned Maintenance System)

12-5.2 Valve Operation

A pause between valve opening and pump operation should be allowed to ensure the pipes are flooded and purged of air, to avoid a risk of water hammer damage to the system.

12-5.3 Arrival Ballast

Vessels should arrive at loading terminals with the minimum ballast required for safe navigation and handling. This may be varied based upon the capacity of the vessel’s ballast pumps, and the stresses on the vessel, but be guided by instructions from port Agents and/or Client requirements.

At a port where mandatory draft or dead-weight requirements are in force, such requirements should be considered as being a minimum, and the Master must not hesitate to take more ballast if he/she thinks it necessary for the safe handling of the vessel.

Only clean or segregated ballast may be discharged overboard in port.

Certain ports will not allow the discharge of any ballast overboard, even clean segregated ballast. In such cases the Master should have the ballast arranged so as to facilitate is quickest discharge to shore.

Vessels arriving at a loading port with dirty ballast must discharge it ashore. In such cases the Master must always check that reception facilities for the required quantity of dirty ballast are available before arriving at a port with dirty ballast to discharge.

12-5.4 Carriage of Ballast

Ballast must be carried as necessary for the safe and efficient operation of the vessel. Ballast patterns contained in the loading manual should be followed insofar as it is safe and practicable with due consideration being given to the weather conditions.

Factors to be taken into account when loading ballast include:

• the requirement to comply with the statutory draft requirements

• minimizing vessel vibrations

• minimizing the number of slack tanks to reduce the effect of free surface effects and loss of stability

• The most effective draft and trim for efficient and economic speed.

• Weather

• Minimizing Stress

• Chief Officer’s loading / discharge plan

12-5.5 Ballast valves

Hydraulic tests, incorporating visual operation checks, working pressure achieved and all associated alarms tested, filters cleaned and oil levels maintained. Any leaks must be investigated and rectified.


Emergency ballast valve control equipment and instructions should be readily available, and the operation practiced.

Hydraulic system pumps should be changed over regularly on dual systems to ensure even wear.

Vessels fitted with manual valve spindles must be serviced, as deck penetrations, valve heads and universal joints become accessible at tank inspections. Suctions and glands in tanks may be examined for fouling and air leaks in operation. Hydraulic system pumps should be changed over regularly on dual systems to ensure even wear.

12-5.6 Pneumercators

Gauges to be calibrated when there is an unacceptable discrepancy between manual soundings and pneumercators. Manufacturer’s recommendations are to be followed in the calibration process. Certification to be provided indicating method of calibration and authenticity of calibrating equipment.

12-5.7 Draft gauges

Draft gauges should be calibrated when there is an unacceptable discrepancy between the visual draught readings and draft gauges. A record should be kept of unexpected variations from expected readings and should be provided to calibrating technician. Consol readings of draft should be compared regularly to visual readings on hull.

12-5.8 Bilge pumping

Suction tests should be conducted, before loading cargo into holds, and hat boxes/bilge wells should be inspected and strainers cleaned.

12-5.9 Ballast tank cleaning.

Excess deposits of silt and mud from ballast tanks, should be removed as the opportunity arises. Approved mud dispersant chemical in the correct dosage rate, can be introduced by the sounding pipe. This is most effective when the load situation allows sufficient ballast to cover the tank longitudinals and not cause unacceptable free surface effect. Sloshing from the vessels motion assists the suspension of the mud, ready for pumping out. Overboard discharge at sea must be in strict compliance with Marpol regulations.

12-5.10 Minimizing Stress

Ballast must be handled and distributed so as to minimize hogging and sagging stresses.

Stresses must be kept to a minimum and ballast patterns must not be used if they result in hogging or sagging stresses, which exceed 90% of the allowable maximum in port or at sea, in sea mode condition only, without prior approval from the Ship Manager. Harbour mode will not be used at anytime. It is recommended that the stresses do not exceed 80% of the allowable maximum in port or at sea.

Stress calculations must be made prior to the transfer of any ballast and these must be kept as part of the vessel’s records. Entries showing stresses calculated for each stage of the loading/discharge as per The Code of Practice for The Safe Loading and Unloading of Bulk Carriers.

Generic loading/discharging plans are NOT to be used unless safe to do so, and they have been approved by the Chief Officer

Documents

Container General VOM 12 Cargo and Ballast Operations #3