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Preparing a Vessel Prior to Loading
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Added on 2020-03-23
Preparing a Vessel Prior to Loading
Added on 2020-03-23
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Running head: PREPARING A VESSEL PRIOR TO LOADING 1Preparing a Vessel Prior to LoadingName:Institution:Date:
PREPARING A VESSEL PRIOR TO LOADING 2(a) Preparing for cargo hold prior loading1. The compartment must be neatly cleaned, and all previous load traces removed. After sweeping the compartment clean, washing should be carried out and allowed time for the drying of the compartments before the grains are loaded. Drying time is dependent on the climate but there must be an allowance of 2 – 3 days.2. Bilge wells and bilge spaces should be clean, dry and odorless and the condition must satisfythe testing surveyor. If this is not applicable the master should issue a certificate stating that non-return valves and bilge pumps are satisfactorily operating. 3. Twin deck, al scruppers, fuel tank, and tank top sheathing should be grain tight and if the sheathing condition makes this impractical, sheathing should be covered with polyethylene, paper, hessian or any material that is suitable to prevent grain ingress (Terence, 2014). After inspection Bilge wells and bilge spaces must be closed with a hessian or porous material after inspection, so as to ensure there is no entry of the grain into the bilge well or space but allow water entry. 4. Before loading grain into liquid cargo tanks, suctions in every cargo tank should be well sealed with hessian or a porous cloth ensuring that is not watertight but grain tight. If not fitted already there should be a provision of a sounding pipe. A testing surveyor must be satisfied that pipes leading to the tank are plucked off, to make sure that there will be no accidental flooding ofthe cargo during the planned voyage and a blanking off certificate should be issued by the chief engineer or master in case the surveyor ask so.
PREPARING A VESSEL PRIOR TO LOADING 35. If the vessel is to be loaded with bagged grain, it must adhere to the bulk grain requirements.Moreover, if the surveyor sees it necessary, bituminized paper and dunnage will be used to safeguard the cargo (Ratcliffe 2015).Australian marine surveyors, principal shipping agents, and Australian licensed grain shippers adopted the above stowage requirements after 2009 consultations. (b) Ensuring that the vessel remains within the stress limitsDue to a number of accidents that have occurred at sea because of vessels overloading, the importance of having a standard stress limit for the vessel was determined long before. Nevertheless, it has taken a lot of years since then to ensure international consensus for the general load lines applications. The earliest load line convention happened in the year 1930 and since then there have been periodic amendments until 2003 when the last amendment took place[CITATION Pet07 \l 1033 ].Normally, a general cargo ship is made to accommodate cargoes with the range of 1.39 to 1.67 cubic meters per tonne if fully loaded and capacities for dead weight. During loading of a high-density grain bulk cargo, special attention should be accorded to weight distribution for prevention of excessive stresses. However, it should be kept in mind that conditions of loading might be different with those normally found and that inappropriate distribution of such cargo might either be stressing the whole hull or stressing the structure under the load. It is impossible to set out regulations for all ships distribution of loading since the structural arrangement in every vessel might greatly vary. During loading, it is therefore important to use the ship’s stability information booklet in order to acquire correct information on the appropriate distribution of cargo or loading calculators can be used as well[ CITATION Law16 \l 1033 ].
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