11D.CARGO OPERATIONS BULK CARRIERS

Transcription

1 CARGO OPERATIONS BULK CARRIERS Revision# 1 Page 1/3 Section 11D.0 11D.CARGO OPERATIONS BULK CARRIERS

2 CARGO OPERATIONS BULK CARRIERS Revision# 1 Page 2/3 Section 11D.0 Section Description No. of Pages 11D.0 Cargo Operations - Bulk Carriers 11D.1 Introduction 3 11D.1.1 Purpose of this section 11D.1.2 Definitions 11D.2 Responsibilities 4 11D D D D.2.4 Master Chief Officer Chief Engineer Deck Officer on Duty 11D.2.5 Engineer Officer on Duty 11D.3 Draught Surveys 11 11D D D D.3.4 General Calculations of vessel s displacement Corrections observed draft to centerline Correction of mean drafts to draft at perpendiculars and midships. 11D D D D D D D D.3.12 Correction of mean drafts to draft forward and aft perpendiculars and midships with hull deflection. Means of means 1st Trim Correction 2nd Trim correction List Correction Correction of displacement to dock water density Quantity of deductibles Constant 11D.4 Hatch-Covers & Track-Ways 2 11D D.4.2 General Safety while operating the hatch covers 11D.4.3 Maintenance of hatch covers 11D.4.4 Cargo Damage due to Leaking Hatch covers 11D.5 Cargo / Port Operations 8 11D.5.1 Voyage Orders 11D D.5.3 Planning Cargo Stowage Safety and Pollution Prevention Whilst at Terminals

3 CARGO OPERATIONS BULK CARRIERS Revision# 1 Page 3/3 Section 11D.0 Section Description No. of Pages 11D.5.4 Effective Mooring 11D.5.5 Watch keeping in Port 11D.6 Loading operations 7 11D D.6.2 Loading operations in General Considerations while loading 11D.6.3 Precautions while loading high density cargoes 11D.6.4 Trimming Procedures 11D.6.5 Methods of determining angle of repose 11D.6.6 Cargoes which may liquefy 11D.6.7 Frequency of sampling and testing for moisture content 11D.7 Discharging 2 11D D D D.7.4 General Damage to Vessel Sweeping Holds Bilge Cover Plates 11D.8 Ballasting And Deballasting 2 11D D D.8.3 General Double Bottom Tanks Side Hopper ballast Tanks 11D.8.4 Ballast Holds 11D.8.5 Supervision 11D.9 Hold Cleaning 2 11D D.9.2 Hold cleaning in General Safety while Hold Cleaning 11D.10 Cargoes 1 11D.11 Moorings 3 Appendix 1 MSC 169(79) 6 Appendix 2 MSC 268(85) 92 Appendix 3 Granular Sulphur for Indian Ports 2

4 INTRODUCTION Revision# 1 Page 1/3 Section 11D INTRODUCTION Purpose of this section This Section is a guide to the correct and safe procedures which should be followed in all cargo, ballast and hold cleaning-operations on the bulk carriers. This section should be read in conjunction with the other manuals of the S&QMS, and procedures must be followed at all times as far as it is reasonably possible. This manual should also be read along with other legislative and regulative publications such as: Safety of life at sea Code of safe practice for solid bulk cargoes (BC code) as amended to IMSCBC code as per Resolution MSC 268 (85) Code of safe practice for loading / unloading bulk carriers (BLU Code) IMDG code Grain Code Thompson Stowage/MFAG/Cargo Securing Manual This manual should also be read along with ship board plans and instructions manuals. Whenever there is a conflict between this manual and International or local regulations the regulations will take precedence. Whenever there is a conflict between this manual and Shipboard plans and instructions manuals the plans and instructions will take precedence. The master of the vessel is authorized to deviate from the recommended procedure given in this manual for the purpose of: Safety of life Safety of vessel Safety of environment Safety of Cargo When ever Master deviates from the company policies as mentioned in this section, he should justify the action by a written report to the Managing Director/Fleet Manager DEFINITIONS IMSBC CODE International Maritime Solid Bulk Cargoes (IMSBC) Code adopted by the Maritime Safety Committee of the Organization by resolution MSC.268(85), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I. DANGEROUS GOODS IN SOLID FORM IN BULK Dangerous goods in solid form in bulk means any material, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material,

5 INTRODUCTION Revision# 1 Page 2/3 Section 11D.1 generally uniform in composition, which is covered by the IMDG Code and is loaded directly into the cargo spaces of a ship without any intermediate form of containment, and includes such materials loaded in a barge on a barge-carrying ship. SOLID BULK CARGO Any cargo, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of cargo, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment. ANGLE OF REPOSE The angle between a horizontal plane and the cone slope, obtained when bulk cargo is emptied onto this plane. A low angle of repose characterizes a bulk cargo which is particularly liable to dry surface movement aboard ship. CARGO WHICH MAY LIQUIFY Are cargos, which are subject to moisture migration and subsequent liquefaction if shipped with moisture content in excess of transportable moisture limit. CARGO SPACE Any space in the ship appropriated for the carriage of cargo. CONCENTRATE Cargo obtained when a natural ore has undergone some form of purification by physical separation of undesired ingredients. Such products can experience moisture migration. MINERAL CONCENTRATES Fine granules of highly concentrated minerals extracted from the products of ore bearing rocks after crushing and processing. ANTHRACITE DUFF Anthracite coal having no lower size limit, with an upper size normally not grater than 5 mm. OTHER FINE COAL Coal having no lower size limit, mainly below 6 mm. but which may contain a small proportion of larger material MOISTURE CONTENT The amount of moisture present in a particular sample of a mineral product. It is expressed as a percentage by weight of the total wet weight of the product. MOISTURE MIGRATION Is the movement of moisture contained in materials by settling and consolidation of the material due to vibration and ship s motion. Water is progressively displaced

6 INTRODUCTION Revision# 1 Page 3/3 Section 11D.1 which may result in some portions or all of the material developing flow state can experience moisture migration. FLOW MOISTURE POINT The moisture content at which a flow state develops. REPRESENTATIVE TEST SAMPLE is a sample of sufficient quantity for the purpose of testing physical and/or chemical properties of the consignment to meet specified requirements It should be collected by means of an appropriate systematic sampling procedure. Refer Section SHIPPER For the purposes of this manual and BC code the term shipper means any person by whom or in whose name or on whose behalf a contract of carriage of goods by sea has been conducted with a carrier, or any person by whom or in whose behalf the goods are actually delivered to the carrier in relation to the contract of carriage by sea. STOWAGE FACTOR Figure which expresses the number of cubic metres which one tonne of cargo will occupy. TRANSPORTABLE MOISTURE LIMIT The maximum safe transportable moisture content of certain bulk commodities such as slurries and mineral concentrates. It is 9/10ths of the flow moisture point. TRIMMING For the purpose of this manual the trimming means any levelling of the material within a cargo space, either partial or total, by means of loading spouts or chutes, portable machinery or manual labour.

7 RESPONSIBILITIES Revision# 1 Page 1/4 Section 11D RESPONSIBILITIES Responsibility of the Master The first and foremost responsibility is to ensure that all the operations carried on board should consider at all times, the safety of the lives on board, safety of the environment and of the ship and her cargo. The Master has overall responsibility for the safe and efficient carriage and handling of all cargo and of the preparation of holds for the cargo. He must ensure that all cargo handling, hold cleaning and ballasting machinery and equipment are fully operational and adequately maintained at all times. He will liaise closely with the Chief Engineer and Chief Officer in ensuring that all operations are carried out in a safe, efficient and economical manner. He is responsible for ensuring that all regulations laid down by the Company, Local Authorities, Governments and International Organizations are fully complied with at all times. He must ensure that a close working relationship exists between the Chief Engineer and the Chief Officer during all operations where machinery is to be used for cargo handling, hold cleaning and ballasting/ deballasting operations. He must check and approve the Comprehensive Cargo Operation Plan as prepared by the Chief Officer. The Master will ensure that all the instructions given by the charterers, shippers, surveyors and their representatives regarding safety of cargo; are made available to all those concerned. Relevant checklists, which are part of form manual, are adhered to at all times. If the Master notices damage at load port or during the passage due to inadequate loading practices employed at the load port, he should ensure cargo surveyors are in attendance at the discharge port, or intermediate port, prior to opening of the hatches. An accurate record is to be maintained in the deck log of weather conditions experienced during the passage, plus any other relevant factor that may have a bearing on the quality and out turn of the cargo. Copies of all papers and documents pertaining to any cargo disputes should be sent to Head office without fail. Also ships copies of letters and documents concerning all cargo operations should be retained on board for a period of at least 3 years so that if a claim arises later on, all pertaining documents can be traced arid forwarded to Head Office RESPONSIBILITY OF THE CHIEF OFFICER Officer in charge to carry out all cargo related operations. Safe and efficient stowage and distribution of all cargo, taking into account stress and stability limitations. The loading and discharge operations to be planned and all calculations to be done at sea state rather than harbor stresses.

8 RESPONSIBILITIES Revision# 1 Page 2/4 Section 11D.2 Being the security officer, he responsible of implementation of security plan onboard. He shall monitor the effectiveness of security plan. Ensuring all relevant regulations are complied with. Planning all cargo handling, hold cleaning and ballasting/deballasting operations in a safe, efficient and economical manner maintaining a permanent record of all cargo and ballast calculations. Working closely with the Chief Engineer in Planning the most efficient and economical use of cargo related machinery. Ensuring the most efficient deployment of available manpower during cargo, ballasting and hold cleaning operations. Ensuring that deck officers are fully aware of their responsibilities (as defined in ) and are fully conversant with all aspects of the operation concerned. He must provide a Comprehensive Cargo Operation Plan clearly listing the complete Loading/Discharging sequence, which must be approved by the Master, and ensure that the OOWs understand and are familiar with the Plan. The Comprehensive Cargo Operation Plan must include the relevant Stress calculations at various intermediate stages of Loading. Ensuring that crewmembers who are involved in cargo related operations are instructed in their duties and responsibilities. Ensuring all records, logs and documentation required are kept up to date. Bringing to the attention of the Chief Engineer any defects or malfunction of machinery situated outside of the Engine Room space. Insuring that cargo spaces are fully prepared and ready for the reception of cargo as required by the Owners and Charterers. Ensuring that duty deck officers work closely with their counterparts in the Engine Room, particularly in respect of ballasting and bunkering operations. Ensuring that a careful record is kept of all damage caused by grabs or other cargo handling equipment and that same is brought to the notice of the Cargo Supervisor and/or owners/charterers/managers. Further a Letter of Protest containing a list of all such damages must be presented to the stevedore foreman on completion of cargo operations and before the ship sails. Ensure that Stresses are not exceeded during any of the intermediate stages of loading and discharging and records maintained of same. Ensure that Loading/Discharging Plans along with the stress calculation are submitted to the Terminals prior to the Cargo operation and that the relevant checklists are used as necessary. If the Chief Officer suspects damage to the cargo may have occurred on passage, or as a result of inadequate loading practices employed at the load port, he should inform the Master immediately and ensure cargo surveyors are in attendance at the discharge port, or intermediate port, prior to opening of the hatches. An accurate record is to be maintained in the deck log of weather conditions experienced during

9 RESPONSIBILITIES Revision# 1 Page 3/4 Section 11D.2 the passage, plus any other relevant factor that may have a bearing on the quality and out turn of the cargo CHIEF ENGINEER Officer in charge of all machineries of the vessel including all cargo related machinery. Maintenance and availability of all the cargo handling gears and associated systems. Maintenance and availability of all the ballast pumping equipment. Maintenance and availability of hold ventilation machinery. Ensuring that Chief Officer is kept fully informed of fuel, diesel, lubricating oil and fresh water quantity/distribution at all times. Ensuring that engineering staff are fully aware of the importance of maintaining and efficiently operating ballast pumps and machinery during cargo handling and hold cleaning operations RESPONSIBILITY OF DECK OFFICER ON DUTY Directly responsible to chief officer for execution of cargo operations and safety of the vessel in the port. Will also be called OOW (Officer of the Watch) To ensure cargo handling and/or ballasting/de-ballasting operations are progressing safely and is accordance with the Cargo Operation Plan and/or ballast management instructions and that the Chief Officer is kept fully advised of progress of the operation as appropriate. To ensure that Chief Officer s Standing Orders & Cargo instructions are complied with. To report immediately, any defects or stevedore damage to the Chief Officer. To ensure that efficient and continuous deck watch is maintained at all times, and that gangway and moorings are tended to as required (see also ). To ensure that the safety and pollution control equipment is correctly deployed at all times and that personnel in the Cargo area are using appropriate Personal Protection Equipment as may be appropriate. To ensure that vessel is upright and not adversely trimmed. To ensure that the vessel has adequate stability during the cargo operation. To ensure that the fire safety precautions are taken and fire fire watch is maintained. To ensure that effective gangway watch is maintained and moorings and gangways are tended to regularly. To monitor weather and any other important messages which may come regarding cargo and other matters. Records all cargo and port related activities.

10 RESPONSIBILITIES Revision# 1 Page 4/4 Section 11D RESPONSIBILITY OF THE ENGINEER OFFICER ON DUTY Responsible to Chief Engineer for maintenance and operation and maintenance of vessel s machinery including cargo related machinery. Will also be called EOW (Engineer on the watch) Ensuring cargo handling and ballast pumping machinery in the Engine Room are performing efficiently and as required by the OOW / Chief Officer. Ensuring that safety regulations and Chief Engineer s Standing Orders are complied with. Ensuring an efficient and continuous Engine Room Watch is maintained at all time. Ensures fire safety precaution and fire watch is maintained in the machinery spaces.

11 DRAUGHT SURVEYS Revision# 1 Page 1/11 Section 11D DRAUGHT SURVEYS General Draught Survey is the most effective method of cargo calculations on dry bulk carriers for the calculations of cargo quantities for cargoes like grains, ores, and fertilizers. The purpose of draft survey is to determine the cargo loaded or discharged for the benefit of all interested parties. A well-conducted draft survey will have accuracy within 0.5%. The survey must be conducted very carefully, taking into account all the prevailing circumstances. The draught survey is called before and after survey as it is conducted before or after loading or discharging. The displacements for the drafts are calculated before and after and the difference between the two is the cargo loaded or discharged. Sometimes a deadweight survey is carried where the weight of measurable non cargo elements such as (fuel oil, diesel oil, fresh water, ballast, slops and constant) is added to the lightship displacement and is subtracted from the current displacement to obtain the cargo loaded or discharged. This survey is called deadweight survey THE PARAMETERS FOR THE DRAFT SURVEY The following observations are to be taken into account while carrying out the draft survey: DENSITY OF SEA WATER Before taking the Seawater samples rinse out the sample jar with the first sample of water. Take the samples using Sample Bucket. Sample is taken from half draft depths from at least two positions on the offshore and onshore side. While taking the water samples avoid taking discharges, stagnant water between ship and the jetty and outfall areas. Take the density reading of the sample as quick as possible. Hold the hydrometer vertically by the top of the stem and gently lower into the sample until it floats freely. Take hydrometer reading where the overall level liquid surface meets the graduated stem, not the top of the meniscus. Avoid the parallax while taking the reading of the density. This can be achieved by filling the sample jar or the bucket nearly to the top and the placing the eye at the water level DRAUGHTS Density of sea water and the draughts should be taken at nearly the same time. If the drafts and the density are taken at the slack water they are most accurate. Taking density and draughts at slack water may not be possible many times.

12 DRAUGHT SURVEYS Revision# 1 Page 2/11 Section 11D.3 A great care should be taken when reading the draught s. Reading accurate drafts may sometimes be difficult because of the presence of the swell. In this situation you may choose one of the following methods of observing the draught s: 1) Take a tube min about 3 times the height of the swell. Shove in some cotton waste from the bottom of the tube. Lower this tube in water deep enough to be below the turbulence and a significant portion of tube is always above water. The level of water inside the tube may not go up and down as much as it is outside. The water level inside the tube will be comparatively more stable than outside. Read the draught against the level of water inside this tube. This will give you the most accurate draft reading. Keep the tube as close as possible to the draft marks and avoid parallax while taking the draught s. However it may be difficult to lower this device at the bow or at the stern next to the draught marks, an effort should be made to keep it as close as possible. 2) Based on the above concept, we have a device to measure the draught s, to be used when we have the turbulence in the water. This device has a metallic cylinder with open bottom end and a float inside. The bottom end is connected with long rubber hose with a weight at open end. This device is lower next to the draught marks and draught is read against the float. Precaution should be taken to avoid parallax as taken it the first case. 3) Make as many observations as possible. Take the draught reading when between the two crests of a wave, the water is stable. Average of 6 such readings will give you some accuracy in draft reading CALCULATIONS OF VESSEL S DISPLACEMENT 1. Correct the observed draught s to the centerline, i.e. the mean of port and starboard draught s. 2. Correct the centerline draught to their value at the correct position of respect perpendiculars. 3. Allow for hog and sag to obtain a correct draft amidships 4. Enter the hydrostatic tables with this corrected drafts to obtain the uncorrected displacement, LCF, MCTC, TPC, MCTC1( MCTC for mean of mean draught M) and MCTC2 ( MCTC for mean of mean draught M). 5. Correct this displacement for the following corrections: First Trim Correction Second Trim Correction List Correction Sea Water density Correction CORRECTION OF OBSERVED DRAFTS TO THE CENTERLINE All the six side draught s are taken that is forward port, forward starboard, midship port, midship stbd, aft port and aft stbd. Let us assume the following: draught forward port = DFP draught forward starboard = DFS draught midship port = DMP draught midship starboard = DMS

13 DRAUGHT SURVEYS Revision# 1 Page 3/11 Section 11D.3 draught aft port = DMP draught aft starboard = DMS Calculate Mean of forward midship and aft draught. Mean of Forward draught = DFP+DFS / 2 = DFM Mean of Midship draught = DMP+DMS / 2 = DMM Mean of Aft draught = DAP+DAS / 2 = DAM CORRECTION OF THE MEAN DRAFTS TO THE DRAUGHT S AT PERPENDICULARS AND MIDSHIP When a vessel is trimmed the draught at the vessels perpendiculars will be different from that on the draught marks Since all the hydrostatic particulars such as Longitudinal Centre of Buoyancy (LCB) and Longitudinal Centre of floatation (LCF) is either given from respective perpendiculars or midship. Midship is defined as a point midlength between two perpendiculars. So the mean draught calculated above have to be corrected to the draught s at the perpendicular and midship. If the following are the notations: AP Aft perpendiculars FP Forward perpendiculars LBP Length between perpendiculars D AP Draught at Aft perpendiculars D FP Draught at Forward perpendiculars D M Draught at midship DFM Mean draught at forward draught marks DAM Mean draught at aft draught marks DMM Mean draught at forward draughts marks The corrections to various draughts can be calculated as follows: APPARENT TRIM (AT) = DAM DFM Forward correction = AT x Distance D FP to DFM Distance DAM to DFM Aft correction = AT x Distance D AP to DAM Distance DAM to DFM Midship correction = AT x Distance DM to DMM Distance DAM to DFM Sign Convention: If the direction of misplacement of the draught mark from the perpendicular (or midship position) is the same as the direction of the trim, then the correction is negative (-) when applied to the observed draught. And if the direction of misplacement of the draught mark from the perpendicular (or midship position) is opposite to the direction of the trim, then the correction is positive (+) when applied to the observed draught.

14 DRAUGHT SURVEYS Revision# 1 Page 4/11 Section 11D.3 Example 1 Problem The vessel with LBP of 200 M, DFP = 10M, DFS = 10.1M, DAP = 11.3M, DAS = 11.5M DMP = 10.5M, DMS = 10.6M. Forward draught marks are located 5 M forward of forward perpendicular, aft draught marks are located 3 M aft of aft perpendicular and midship marks are located 1 M forward of Midship. Calculate the vessel s draughts at forward and aft perpendiculars and at mid ship Solution Mean draught Forward (DFM)= ( )/2 = 10.05M Mean draught Aft (DAM)= ( )/2 =11.40M Mean draught midship (DMM)=( )/2 = 10.55M Distance between Forward and Aft Draught Marks = LBP + Distance between Forward draught Marks and Forward perpendiculars + Distance between Aft Draught marks and aft Perpendicular = Apparent Trim = = 1.35 Forward Correction = 1.35 x 5 / 208 (D FP) =.03245M Misplacement of marks in the opposite direction of trim which makes the correction (+)ve Draught at forward perpendiculars = = M Aft Correction = 1.35 x 3 / 208 = M Misplacement of marks in the direction of trim which makes the correction (-) ve Draught at Aft perpendiculars (D AP) = = M Midship Correction = 1.35 x 1 / 208 =.0065M Misplacement of marks in the opposite direction of trim which make the correction (+) ve Draught at Midship(DM) = = M CORRECTION OF DRAUGHTS TO FORWARD, AFT PERPENDICULARS AND MIDSHIPS WITH HULL DEFLECTION In the above method of corrections of draught s to perpendiculars and midship, it has been assumed that there is no deflection of the vessel s hull and the trim of the vessel is uniform. But in actual practice we rarely have uniform change of vessel s draft over it s length due to deflection of vessel s hull because of stresses. To avoid the error arising because of deflection of hull in calculation of drafts to the perpendiculars and midship, apparent half trims are taken for calculating corrections. That means we shall use forward trim for the calculations of correction to the forward draught, aft trim for the correction of aft draught and either forward or aft trim for the correction of midship drafts depending upon where the midship marks are located, either forward of midship or aft of midship. This calculation may be made as follows: Apparent forward half Trim (AFHT) = DMM DFM Apparent Aft half Trim(AAHT) = DAM DMM

15 DRAUGHT SURVEYS Revision# 1 Page 5/11 Section 11D.3 Fwd Correction = AFHT x Distance D FP to DFM Distance DMM to DFM Aft Correction = AAHT x Distance D AP to DAM Distance DMM to DAM If the midship draught marks are placed forward of midship then MidshipCorrctn = AFHT x Distance DM to DMM Distance DMM to DFM If the midship draught marks are placed aft of midship then MidshipCorrctn= AAHT x Distance DM to DMM Distance DMM to DAM As calculated in the above example let us calculate again the drafts at forward and aft perpendicular and midship. Example 2 Problem The vessel with LBP of 200 M, DFP = 10M, DFS = 10.1M, DAP = 11.3M, DAS = 11.5M DMP = 10.5M, DMS = 10.6M. Forward draught marks are located 5 M forward of forward perpendicular, aft draught marks are located 3 M aft of aft perpendicular and midship marks are located 1 M forward of Midship. Calculate the vessel s draughts at forward and aft perpendiculars and at mid ship Solution Mean draught Forward (DFM)= ( )/2 = 10.05M Mean draught Aft (DAM)= ( )/2 =11.40M Mean draught midship (DMM)=( )/2 = 10.55M Distance between Forward and Midship draught Marks = Half LBP + Distance between Forward draught Marks and Forward perpendiculars - Distance between Midship draught marks and Midship = = 104M Distance between Aft and Midship draught Marks = Half LBP + Distance between Aft draft Marks and Aft perpendiculars + Distance between Midship draught t marks and Midship = = 104M Apparent forward half Trim (AFHT) = DMM DFM = =.50M Apparent Aft half Trim(AAHT) = DAM DMM= =.85M Forward Correction = 0.50 x 5 =.0240M 104 Now Misplacement of draught marks is in the opposite direction of that of trim which makes the correction (+) ve. So the draught at forward perpendicular (DFP) = = M Aft Correction = 0.85 x 3 =.0245M 104

16 DRAUGHT SURVEYS Revision# 1 Page 6/11 Section 11D.3 Now Misplacement of draught marks is in the direction of that of trim which makes the correction (-) ve. So the draught at forward perpendicular (DAP) = = M Midships Correction = 0.50 x 1 =.0048M 104 Now Misplacement of draught marks is in the opposite direction of that of trim which makes the correction (+)ve. So the draught at Midships (DM) = = M MEAN OF MEANS Allow for hog and sag to obtain a correct draught amidships There are various methods for obtaining corrections for hog or sag. All those methods have been explained in the following pages. However only one method should be chosen for the voyage and same to be adhered to Method 1 Find out the displacement for the midships draught from the hydrostatic tables Correct this displacement by a correction obtained from table or graph provided in stability booklet Method 2 (Mostly used method) In this method the hog or sag of the vessel is assumed as a regular mathematical curve. This correction is dependent on the block coefficient. On bulk carriers we use the one for finer lined vessels. For finer lined vessels Mean adjusted draught = (6 x DM) + D FP + D AP this is also called means of the means 8 For box shaped vessels Mean adjusted draught = (4 x DM) + D FP + D AP 6 Example:3 Using the same draught s given in Example No:2, calculate the mean adjusted draught Solution: DM = M D FP = M D AP = Mean adjusted draught = (6 x DM) + D FP + D AP 8 = (6 x ) = M = M

17 DRAUGHT SURVEYS Revision# 1 Page 7/11 Section 11D Method 3 Enter the stability booklet with Coefficient of fineness(water plane coefficient) Obtain the factor against the graph Calculate the mean adjusted draught Mean Adjusted draught = AMD + factor(dm AMD) Whereas AMD = Arithmetical Mean draught Method 4 Factor obtained in the above method can also be used to determine the correction in tones to apply to final displacement. Correction (tonne) = factor x TPC x hog/sag (cm) Where hog/sag (cm ) = (DM ~ AMD) x 100 Now with mean adjusted draught, we shall enter the hydrostatic table and find out the displacement for the Mean Adjusted draught. This displacement so obtained has to be corrected for first trim correction, 2 nd trim correction and list correction. This will give us the displacement of the vessel in SW First Trim Correction Obtain the correct trim of the vessel i.e. the difference between the draught s at forward and aft perpendiculars. Trim = DAP - DFP The draught we have used for entering the hydrostatic tables is the Mean Adjusted draught. And this not the hydrostatic draught (that is the draught at center of floatation). Only the displacement corresponding to hydrostatic draught is the vessels actual displacement. But we have Mean Adjusted draught to obtain displacement. The First Trim Correction is to convert displacement for Mean Adjusted draught to the Hydrostatic draught. First Trim correction (tonnes) = Distance LCF to Midship x TPC x Trim (cm) LBP Trim in the above equation is the vessel s trim in centimeters. Distance LCF to Midship and TPC is obtained from the hydrostatic table. Sign convention for First Trim Correction is as under: Trim LCF forward of LCF aft of Midships midships Aft negative (-) positive (+) Forward positive (+) negative (-)

18 DRAUGHT SURVEYS Revision# 1 Page 8/11 Section 11D Second Trim Correction LCF in the hydrostatic table is normally specified for the vessel s even keel, when the vessel is trimmed there is a shift in the center of floatation. The second trim correction is to allow for this shift in center of floatation. 2 nd Trim correction (in tonne) = 50 x trim (m) 2 x (MCTC 2 -MCTC 1 ) LBP MCTC 2 = MCTC for mean adjusted draught + 50 cm MCTC 1 = MCTC for mean adjusted draught - 50 cm Second trim correction is always positive. Example No 4 Using the same draught s as calculated in the example no 4 calculate the vessels displacement in salt water. DM = M DFP = M DAP = M LBP = 200M Trim = DAP- DFP = = M The calculated mean adjusted draft = metres The hydrostatic displacement for this draught = MT LCF for this draught = 11.41M Aft TPC for this draught = 36 First trim correction = 36 x x x 100 = MT 200 Since LCF is located aft of midships and the vessel is trimmed by astern the correction is positive. The displacement of the vessel at 10.60M draught = First Trim correction = The displacement of the vessel after the first trim correction= MCTC1 = MCTC2 = Second trim correction = 50 x x ( ) = MT 200 The salt water displacement of the vessel (assuming no list) = = MT List Correction There is a tendency of all the objects to get immersed deeper when the finer side is towards the water and immerse less when broad side is towards water.

19 DRAUGHT SURVEYS Revision# 1 Page 9/11 Section 11D.3 This phenomenon can be easily visualized by recalling the time when you started learning swimming, when you are laying flat on the water, you float and if you try to stand still in water you would sink. When the ship is upright the finer side of the ship is towards water and the ship will get immersed more. When the ship is listed the broad side of the ship will be towards water and the ship will immerse less. This means when the ship is listed the mean draught will be less than that when the ship is upright. For this reason there is a list correction to be applied when the ship is listed. This list correction is also in tonnes and is always +ve. List Correction = 6 x (TPC 2 - TPC 1 ) x (d 2 d 1 ) tonnes Where, d 2 and d 1 are midships draught s on each side. TPC 1 is the TPC equivalent to the draft d 1 and TPC 2 is the TPC equivalent to draughts d 2. Sign Convention for list correction: This correction is always +ve Correction of Displacement to dock water density The displacement obtained after applying all the above corrections is the displacement for the density in which hydrostatic tables are made. Determine the dock water density at the time of taking drafts using a glass hydrometer, specially designed for draught surveys and marked as under: 1. Medium surface tension 2. Density range marked.990 to Instrumental standard 15 o C The instrument should be provided with certificate of conformity with a maximum error not x Kg/l tested against national standards. If the some non standard hydrometer is used the correction is to be applied as follows: The Apparent Density (Density in Air) from a hydrometer calibrated in : If Hydrometer is calibrated in Relative Density (15 o C/4 o C) Relative Density (15 o C/15 o C) minus (-) (in Vacuum) minus (-) 0.002(in Vacuum) Example No 5 Calculate the vessels true displacement if the hydrostatic displacement is MT. Vessel is afloat in the dock water of (R.D ). The dock water density is obtained from the hydrometer calibrated in relative density (15 o C/4 o C)in vacuum. The vessel s hydrostatic particulars are given for a R.D Solution Vessel s Displacement from hydrostatic Tables

20 DRAUGHT SURVEYS Revision# 1 Page 10/11 Section 11D.3 = MT Relative density (15 o C/4 o C) of Dock Water in vaccume = Relative density (15 o C/4 o C) of Dock Water in ai = = True Displacement of Vessel = x = MT Quantity of deductibles Every compartment capable of carrying bulk liquids should be sounded carefully and the quantity in each one of them should be correctly determined after applying for all applicable corrections. While taking the sounding of these tanks following precautions are required to be taken: To avoid air lock in the sounding pipe, allow sufficient time between opening up of the sounding pipe caps and taking the sounding. While taking soundings in choppy weather conditions, the level of the liquid in the tank may be fluctuating. To avoid error in the sounding a number of sounding should be taken and the average of these soundings should be taken as the correct sounding. Ensure the sounding tape is actually touching the bottom of the tank. This can be achieved by using graduated tape and ensuring when tape is lowered in the tank the length of the tape lowered in the tank is equal to height of the sounding pipe opening above tank bottom. This height is called the gauge height or reference height. This height should be marked on all the sounding pipes for easy reference. Whenever the tank is empty the tank should be sounded in the aftermost possible sounding position and if any liquid is found, the quantity is calculated using wedge calculations. The water in the sounding pipe may not be properly mixed and therefore not be representative of the ballast in the whole tank. If any doubt the sample should be taken from elsewhere in the tank or from the bottom of the tank using the bottom sampler. Accurate determination of ballast is a major issue and the presence of ballast in the empty tanks, is the most probable cause of errors in the draught survey Constant (Lightship Constant) The constant or the lightship constant is the quantity of vessels lightship weight increased due to age of the vessel. This is due to the change in equipment, the buildup of paint over the ship s hull, storage of old equipment, increase of mud in the ballast tanks and accumulation of dunnage over the years. This growth in lightship is about 0.2% per year. It is required to regularly assess the constant and a record of lightship constant should be maintained at each draught survey. It may not be a constant value since it is the result of inaccuracies of calibrations, accumulation of sludge, asymmetric hull distortion and many other factors.

21 DRAUGHT SURVEYS Revision# 1 Page 11/11 Section 11D.3 When during the draught surveys before and after cargo operation draught surveys are carried out the constant at both end evens out do not cause any accuracy in the draft survey. However when carrying out deadweight survey, the correct value of constant is very important. Any error in the value of constant will surely be reflected in the cargo calculations. During the deadweight survey the record of constant should be referred to avoid any inaccuracy. For this reason it is very important to maintain a record of constants with Chief Mate.

22 HATCH-COVERS & TRACK-WAYS Revision# 1 Page 1/2 Section 11D HATCH COVERS AND TRACK WAYS GENERAL There are several different types of hatch covers which may be fitted on Bulk Carriers, ranging from the Mac-Gregor type fore and aft rolling slabs, to the more sophisticated hydraulically operated side rolling pontoons. Apart from the operating machinery requiring regular preventive maintenance, the covers, fittings and securing devices should be regularly inspected and a programme of maintenance carried out, in order that watertight integrity and efficient operation is maintained. Track-ways must regularly be maintained and kept free of rust and cargo residues which can seriously damage rubber seals as well as affecting the watertight integrity of the hatch covers. The operation and maintenance manual of the hatch covers and associated machinery should be consulted for the operation and maintenance of the same SAFETY WHILE OPERATING THE HATCH COVERS Before any hatch cover is opened or closed, a responsible member of the ship s crew must ensure the following: No personnel are on the hatch cover top. All cleats, locking bolts, hatch cover wheels etc. are secured in their correct position. Any wires or chains required for the operation must be correctly and safely secured, and be in good condition. Any personnel engaged in work in the vicinity of the operation must be warned. Track-ways must be cleared of any cargo residues before closing any cover. Any portable guard rails required must be ready to be positioned as required. No personnel may enter any cargo space without permission of a responsible officer. (See checklist on - Entry into Enclosed Spaces. Form No. 6.2) Hatch covers may only be opened at sea with the permission of the Master, and may only be undertaken during favourable weather conditions. Hatch covers must always be closed and secured when no Cargo work is in progress and during the hours of darkness MAINTENANCE OF HATCH COVERS On every occasion that hatch covers are opened, the opportunity must be taken to inspect the seals for damage or deterioration. Any damaged areas should be replaced if spare rubber is carried, or otherwise immediately informed to the superintendent of the vessel. Every 6 months, all hatch lids should be hose tested for water tightness, and any defects made good at the earliest opportunity. The Hose Testing must be recorded in the Deck Log Book and the Official Log Book. Unless otherwise specified by the hatch cover manufacturer, the following are the standard specifications for hose testing: Pressure at nozzle: 2.1 Bar

23 HATCH-COVERS & TRACK-WAYS Revision# 1 Page 2/2 Section 11D.4 Nozzle I.D.: 12.5mm Distance of nozzle from area to be tested: mtr Speed of lateral movement of nozzle: max 50 cm per sec. FITTING AND SECURING ARRANGEMENT All bolts, cleats, locking bolts, ventilation covers etc. must be maintained in a free and operational condition. TRACK-WAY MAINTENANCE This can only be carried out when it is possible to have hatch covers open For considerable periods of time. Covers must be securely locked in the open position and personnel engaged in maintenance of track ways must only be allowed to work from the outside of the coaming. Personnel must not be allowed to work while balancing on any coaming over an open hold. Hatch cover inspection & maintenance is to be carried out in accordance with Resolution MSC.169 (79) and company s form 3.27 & the publication A Master s Guide to Hatch Cover Maintenance CARGO DAMAGE DUE TO LEAKAGE THROUGH STEEL HATCH COVERS Dry bulk cargoes, in particular grain cargoes, can become seriously damaged when heavy weather is encountered and water leaks through steel hatch covers. In most cases the reasons for leakages are caused by failure to maintain, secure and properly tend the hatches. Checking of hatches should be undertaken both prior to loading and after closing them. This fact should be officially recorded so that in the event that cargo damage occurs, it would be possible to show that proper precautions were taken. Before cargo is loaded, the packing on the undersides of the hatch panels, and the compression bar which ensures a tight seal should be examined. It is often assumed that only the packing ensures the watertight integrity however distortion of either the packing or compression bar can cause gaps and subsequent leakages. It should be borne in mind that inserting new pieces of packing instead of renewing the whole run is often ineffective. All waterways and drain holes should be cleared and any residues of cargo removed so that moisture can drain away. Once a hatch cover is taken off its wheels it must be secured under even pressure, and all moving parts such as securing bolts and bars must be kept free and greased. Throughout the course of the voyage and particularly after periods of heavy weather all securing devices should be checked and tightened as necessary. All precautions together with any additional maintenance required should be recorded in the Deck and Official log book. When the vessel is carrying water sensitive cargo, the hatch seams may be additionally sealed using one of the branded sealing products available, prior to departure from the loading port. This should be carried out after consultation with the Commercial and Operations department.

24 CARGO / PORT OPERATIONS Revision# 1 Page 1/8 Section 11D Cargo / Port Operations VOYAGE ORDERS These instructions to the vessel will be sent by Charterers or Owners and will normally contain the following information; Specific voyage schedule, consisting of time and dates of expected port arrivals and departures, rotation wise. Cargo specification details, including cargo density. Nature of any special precautions as per SOLAS and IMDG code/imsbc Code as amends by Resolution MSC 268 (85) <Appendix 2>. Securing arrangements, including any special requirements. Ship to be alongside port or starboard side in a particular port. Details of transshipment cargo and any cargoes to be carried on deck. Period of charter / Lay time / Canceling days/ Extension options. Any maintenance of special care of the cargo required to be taken during the passage. The Master is responsible for loading under these orders. The maximum amount of cargo is to be taken in accordance with the load line/ship stability limitations or to any special requirements as stipulated in the voyage orders. There may be instances, however, when a vessel is unable to load a full cargo or unable to comply with the Voyage Orders, in which case the Master should contact Charterers and Owners as soon as possible PLANNING CARGO STOWAGE FACTORS TO BE CONSIDERED In planning the stowage of the cargo, the following considerations should be taken into account: The duration and geographical zone of the intended loaded passage are to be considered for weather, tropical storms, windforce and sea turbulence. For general dry cargo (1) the port rotation of loading or discharge,(2) the vessel s stability upon departure each port after loading or discharge (3) the compatibility of different cargoes carried (4)the vessels stability during cargo operations in port (5) any water and air draft restrictions in port or harbor transit (6) any safety instructions in handling a particular cargo like spontaneous combustion etc (7) any loading dunnage required like in loading steel coils etc. For bulk carriers (1) the port rotation of loading or discharge,(2) the vessel s stability upon loading or discharge (3) the shearing force and bending moments parameters at each stage of loading (4) the vessel s stability during cargo operations in port(5)

25 CARGO / PORT OPERATIONS Revision# 1 Page 2/8 Section 11D.5 any water or air draft restrictions in port or harbor transit(6) possibility of spontaneous combustion like in loading coal, fishmeal etc(7) permeability factor of the cargo (8) angle of repose of the bulk cargo (9) the cargo density. The loading and discharge schedules desired by the Charterers. Successful and time bound ballasting and deballasting of tanks including stripping. Loading/Discharging rate of cargo. Notwithstanding compliance with Charterers and Owners instructions, the Master remains the final authority on cargo stowage and their safety at sea. THE LOADING PLAN The loading plan should be written out in the "CARGO LOAD PLAN" and should show the following details: Names, quantities, makes and types of cargoes to be loaded. If dangerous goods in bulk are on board, the name of the material, IMO Class and the UN Number or BC Number. Dimensions and weight of any packaged or bagged cargo. Incompatibility of any groups of cargo and separations required Loading sequence in which cargo have to be loaded. Any special/project cargo/etc to be marked for special handling. Deck wise loading plan, as finalized, to be superimposed on the ships capacity plan and deck plans. Lashing arrangements to be preferably incorporated in same plan. Nominal loading or discharging rate at the shore terminal. Cargo trimming requirements and plans to carry out same. Any special instructions (Consult Section 5 - Trimming procedures of Appendix 2) This plan is to be discussed with watch officers and support crew. A copy to be signed by the Chief Officer and watch officer for records. EQUIPMENT Safety/load test certificates for any lifting devices, platforms and ramps are to be checked and kept ready for any shore inspection by shore authorities. If loading solid cargo in bulk, the loading stress calculator should be correctly operational. All hatches, hatch operating systems and safety devices should be in good functional order.

26 CARGO / PORT OPERATIONS Revision# 1 Page 3/8 Section 11D.5 Illumination of all cargo decks and loading platforms are to be checked in order, including efficacy of gas tight lamps wherever fitted. All cargo ventilation fans to be checked in operation for supply and exhaust at full load. Wire mesh and flame traps fitted on ventilators to be checked in order. Warning posters and indications of safety on decks are to be checked and renewed wherever deficient. All ballast tanks operations to be carried out in synchronization with cargo operations. The fire detection arrangement to be checked for its capability to detect the early onset of fire with audio-visual alarms. The fire extinguishing arrangement should be visually inspected for its readiness of operation. If fixed with a CO2 fixed smothering system, all cargo deck doors, ventilators, side scuttles etc should be capable of being tightly shut prior to CO2 injection. The walkie-talkie sets should be tested beforehand and be fully charged. PERSONNEL Port watches should be set so as to ensure safe cargo operations at all times. A licensed deck officer must be on watch at all times and will be responsible for safe and uninterrupted cargo operations at all times. Necessary manpower to be deputed by the Master at all times to check and ensure condition of cargo, packages and accessories to eliminate pilferage claims by the cargo consignees. A written record of the physical inspection of each valuable cargo must be maintained by the ship, unless a surveyor is agreed to be deputed for this purpose by the Owners/Charterers. There shall be a constant gangway watch by a trained crew who shall also adjust the raising and lowering of gangway due to varying tides SAFETY AND POLLUTION PREVENTION WHILST AT TERMINALS Outlined below are the general precautions for safety and pollution prevention whilst the ship is at cargo terminal. SAFETY Readiness of Fire Fighting Equipment On bulk carrier and general cargo ships, the normal fire extinguishing equipments fitted on ships are sufficient and should be kept in good operational order. All cargo deck ventilating fans should be able to be switched on or off at quick notice. Fire sensing devices should be operational to give early warning on onset of fire. The CO2 fixed smothering system should be ready and all ventilators, doors and scuttles should be capable of being tightly shut. Communications Communications during bulk loading/discharging operations are normally with walkie-talkies and they should be sufficient in number and fully charged. Ship to