Preparing a Vessel Prior to Loading for Cargo- myassignmenthelp

Question: Discuss about thePreparing a Vessel Prior to Loading for Cargo. Answer: Preparing for cargo hold prior loading 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. Bilge wells and bilge spaces should be clean, dry and odorless and the condition must satisfy the testing surveyor. If this is not applicable the master should issue a certificate stating that non-return valves and bilge pumps are satisfactorily operating. 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. 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 of the 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. 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. Ensuring that the vessel remains within the stress limits Due 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(Kyne, 2007). 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 ships stability information booklet in order to acquire correct information on the appropriate distribution of cargo or loading calculators can be used as well(journal, 2016). Requirements by AMSA prior to loading grains on a vessel To make sure that stability during voyage complies with regulations of SOLAS and hold bilges are satisfactorily operating, until one year ago AMSA (Australian Maritime Safety Authority ) surveyors could board a vessel at the Australian ports before loading grain. A consultant from outside conducted an assessment of this process and AMSA made a decision that a desktop audit would be satisfactory to make sure that relevant vessels adhere to the stability criteria as stipulated by IMO(Ratcliffe 2015). The master must ensure that the vessel adheres to the criteria of stability as per the determination by IMO. Desktop audit procedure provides that: A local agent of the master or the master himself must submit a notice of intention to load at least three days prior to the arrival of the ship. Before the loading begins, a stability form must be filled and faxed to the AMSAs office. After receipt of the form, AMSA will assess the information given and acknowledge it. In case, AMSA notices any discrepancies, the master will be needed to resubmit the form after making the recommended adjustments. In some circumstances, loading might not be permitted until the IMO stability criteria are fully adhered to (Terence, 2014). Vessel owners can ask for local surveyors assistance to make sure the AMSA form has been filled accordingly to avoid delays Other measures to consider regarding loading and carriage of grain cargo Many grains have a slip angle or angle of repose of about 20 degrees making it one of the most dangerous goods to carry in bulk. In case a ship rolls more than 20 degrees it might result in the shifting of the cargo which eventually can lead the vessel into capsizing(Kyne, 2007). Therefore, it is a responsibility of the master and requirement by various authorities to ensure that the vessel maintains stability even in case of shifting by the grain cargo. This can be possible through compiling of the grain loading form that fully shows the stability of the ship in the most difficult situations on passage. Strong emphasis is put on the ships stability that is carrying grains since they are liable to shift. The main purpose is that variation in grain type, including the size and ability to flow freely well loaded in bulk. Every ship in grain carriage must give grain specific stability data, including moments of grain heeling to the terminal(Kyne, 2007). This part focuses on different challenges, precautions which must be adhered to while loading and carrying grain cargoes. To prevent cargo shifting, the surfaces of the grain must be trimmed reasonably In case the cargo is only towed in the under compartment, hatch covers must be safeguarded in an appropriate manner. In case of the upper compartment towing where the tween deck covers are not grain-tight, they should be tightened using a sealing tape, separation cloths or tarpaulins. In compartments that are partly filled, the grain surface must be secured through over stowing excluding when due to shifting of the grain heeling moments have been calculated and considered for the vessels stability. Longitudinal divisions can be fitted to decrease heeling moments because of the grain shift in filled compartments, partly filled compartment, untrimmed and trimmed given that every division; Has downward extension from the lower side of the hatch covers Have an extensions from deck to deck in tween decks Is ensured that its grain tight Is built in accordance with standards of the grain code. The master should as well ensure that the vessel; Is able to adhere to intact stability criteria before loading at all steps of the voyage Has got each paperwork well done and on board Is standing upright before going deeper into the sea. References Michael Ratcliffe. (2015). Lloyd's Ship Manager, Volume 6. Charlottesville: the University of Virginia. Kyne, P. B. (2007). Cappy Ricks Retires. New York: Cosimo, Inc.,. Terence Coghlin, A. B. (2014). Time Charters. Boca Raton: CRC Press.