; ; CHAPTER 6 ENSURING SYSTEMS ARE OPERATIONAL Ventilation, airpipes, hold bilges, water ingress detectors, soundings, hold temperature systems, deck and hold lighting, list indication lights, fire smothering systems, hatch ‘coaming drains, hatch fittings, deck machinery, derricks and cranes A BULK CARRIER exists to carry cargo, and is expected, to do so safely, efficiently and without loss, To achieve this the ship's equipment must all be in good working order. This can only be achieved by regular maintenance, described in Chapter 23, and by methodical proving of all the systems every voyage, This chapter is devoted to the routines, tests and inspections which must be carried out regularly to ensure that everything is in good order before a cargo, js loaded, and at other stages in the voyage, as required by the BLU Code, Section 2.2", In general, every item listed in this chapter should be inspected or tested before each cargo is loaded and the hatches are battened down. This is particularly true for larger bulk carriers completing only six or eight loaded voyages a year. Some items, it will be obvious, must also be dealt with before the commencement of each discharge. On mini-bulkers performing one or more voyages a week most items must still be checked each voyage, but some can be Jeft for regular but less frequent inspection. Hold ventilation The hold ventilators must be in good working order fo fulfil two functions, First, they must provide adequate ventilation to the hold if required. Second, they must be capable of being completely sealed to prevent the entry of water in adverse weather conditions, and the entry of air if a fire occurs which must be smothered. Chapter 15 contains more information about hold ventilators and the process of ventilation. Vents which, are closed by doors (Fig.6.1) should be checked to Fig. 6.1 Hold ventilator on masthouse that the rubber seals have not been covered with paint, become permanently indented or cracked and brittle with age. Confirm also that the door closes properly, and that the sealing bar meets the centre of the door rubber. The hinges should be undamaged, and they and the butterfly nuts should move freely Located. somewhere ing of each \entilator, or at the point when it enters the hold, is a light metal grille which prevents sparks, insects and rats from entering. This can normally be reached by ‘way of an inspection panel, set somewhere in the ventilator trunking. The grille must be renewed if itis damaged or wasted, and loose rubbish and sale must be removed from it Mushroom ventilators (Fig.6:2) are usually closed by turning the wheel which is set on top. This brings a damper plate inside the mushroom cowl into contact the lip of the vent trunking. A ‘rubber (neoprene) scal is set into the damper plate, and it must be in good condition to ensure a watertight fit The seal can be inspected when the vent is open by looking upwards into the vent cow! from a position on deck beside the ventilator. The grille in a mushroom ventilator is usually fited in several parts, located in the position illustrated, and must be renewed if damaged. ‘Operating wheel Mushroom cover Shaft Damper Bush aS Rubber seal _—_ Bracket Grille OW air oa nee Position for viewing Trunking rubber seal deck Fig. 6.2 Hold The shaft of the wheel must be greased and working frecly. If the shaft is coated with grease and the grease has become contaminated with dust and. grit from the cargo the shaft is likely to jam. Before the vent is opened, the contaminated grease should be removed from the shaft. Then the threaded part should be wiped with a rag soaked in paraffin before the ventilator is opened and closed and the shaft is, BULK CARRIER PRACTICE 73ENSURING SYSTEMS ARE OPERATIONAL, regreased. The wheel must be clearly marked with the ‘Open’ and the ‘Close’ directions, and the marks, should be checked to be sure that they have not been reversed — mistakes can easily occur on older ships when the original plates have wasted, and been replaced! by painted signs, Ventilators which end in mushroom cowls at the heads of samson posts (Fig.6.3) are provided with ventilator flaps set in the trunking. When the lever is, operated these flaps should move freely between the “Open’ and the ‘Closed’ positions, which must be clearly marked, The flaps should ‘be inspected to confirm that the open and closed positions are correctly marked, and to ensure that the ventilator flap does turn with the shaft 10 whieh it is supposed to be attached. On some ships the flap is fastened to the shaft with bolted collars, Wastage can allow the fastenings to become loose, Such ventilator flaps are not always easily accessible but they and the grille can usually be inspected by torch from an access panel somewhere in the ventilator trunk T vent —74) cowl Ae Samson —| post ‘ Oper/shut J} -+s| Damper lever =r | | Access panel Masthouse Insect/spark grille “FL Main deck ~- Route —_ Fig 6.3 of air ‘Mold All ventilators should be correctly labelled to show the compartment which they serve. Ventilators set vanels (Fig4.16) usually consist of rectangular openings closed by steel doors with neoprene seals. The seals must be in good condition, the hinges and buterfly nuts must be free and greased, and the grille must be intact. Some vessels are provided with portable mushroom ventilators for bolting to the hatch covers when ventilation of the hatch square is required, as may be the case when coal cargoes are carried. Before the start of a voyage for which they are required such ventilators should be unshipped from their stowage positions, cleaned and freed as necessary to ensure that they are in good operating condition, and ready 74 THE NAUTICAL INSTITUTE for fitting immediately when required. The bolted plates set into the hatch covers must also be freed, ready to receive the cowls. On other ships portable mushroom ventilators are recessed into the top of the hatch lid. These recessed units are raised after removing the securing bolts. The ventilator is lifted vertically out of its stowage position and turned to engage it onto a guide band. The guide band allows the ventilator to be trimmed to the required position, The guide band is prone to rusting and should be Kept well greased’. If fixed fans are provided in the ventitator trunks for mechanical ventilation of the holds they should be tested whilst the holds are empty. First, they should be checked electrically to confirm that they are in good condition, and inspected by eye to ensure that nothing is lying on the fan blades. When ready to ru all the options should be tested, including running fans in both directions where that is possible, and running them at full and at half speed. The fan trips, and/or emergency stops should also be tested regularly. ‘On ships employed in areas where bad weather is common, such as north-west Europe, ventilators are normally kept permanently closed ‘and sealed to prevent the entry of water. Despite this, it is still essential that all the working parts should be kept in good operating condition by following the procedures described above. It is only in this way that ventilators which work correctly can be guaranteed for the occasional voyage where ventilation is essential Ventilator trunks are liable to heavy corrosion in some trades, and sheets of loose scale can develop within them. From to time the opportunity should be taken to remove scale from the trunks, Tank airpipes The airpipes (goosenecks) for ballast, fuel and fresh- water tanks must be kept in good order so that tanks can be filled and emptied without problem, and the ‘entry of sea water can be prevented. Airpipes must be correctly labelled (Fig.6.4) to show the tank that they serve. Their non-return system, allowing liquids out of the airpipe but not in, must be working properly. When the system uses a float (Fig:6.5) it must be visually and manually inspected for damage, and to Fig. 6.4 Airpipe for No. 5 port water ballast tankInspection port ——— N Water from deck Overflow from tank Fig. 6.5 Airpipe. When the tank overfiows the float will ift and release the water. If water floods the deck ‘and enters the airpipe the float will prevent it from going further ensure that it seals the airpipe properly. A hand or finger can usually be inserted inside the airpipe to lift the float and ensure that it is free. Damaged floats ‘must be renewed, and on older ships it is prudent to carry a few spares, ‘Savealls are provided around all fuel tank airpipes. Savealls must be clean and dry with their drain plugs, free and greased. The height of the saveall must be Jess than the height of the airpipe Hold bilges ‘The hold bilge wells must be thoroughly cleaned after every cargo, and all cargo sweepings must be removed. ‘The bilge sounding pipes can be proved free by running water down them into the bilge, and the bilge suctions can be tested by pumping the bilge well dry. The end of the bilge suction line is normally provided with a strum bex (a perforated box, Fig. 6.6), ‘which prevents rubbish from entering the line. This must be clean, The non-retum valve, fitted in the Fig. 6.6 Strum box in corner of bilge well CHAPTER 6 bilge line to ensure that water cannot enter the hold through the bilge line, must be tested. The easiest way to test the non-return valve is to stop the pump and allow water to flood back into the bilge line. IFit lows through into the hold bilge the non-return valve, normally situated in the stool space or the duct Keel is not working properly and must be opened up and cleaned. In any event all the non-return valves should be cleaned at regular intervals. ‘On completion of inspections the bilge wells must be correctly closed, and their perforated cover plates must be covered with burlap. High level bilge alarms when fitted, should be tested by raising the float towards the top of the bilge and confirming that the alarm sounds on the bridge and/or in the tengineroom, (These matters are described more fully in Chapter Water ingress detectors The detectors in the hold should be tested before cach cargo is loaded. If of a moisture sensitive type ng (Figs. 18.15 and 16) they can be tested by apply wet cloth to the sensor head. Pressure activated ngress detectors can, in some cases, be tested by the temporary fitting of a pipe which is filled with water to the required level. In addition processes such as the cleaning of filters over pressure detectors, the inspection of cables, sensor glands and mounting flange bolts and the calibration of sensors should be carried out at the intervals specified by the manufacturers. The function test of audio and visual alarms must be carried out daily. Soundings The most reliable soundings of tanks and bilges are obtained with sounding rod and line when the depth is small, or sounding tape with water finding paste when the depths are large. These methods, of course, rely upon the sounding pipe being clear. A sounding, pipe can become blocked with cargo residues which ‘an float into a hold bilge sounding pipe when there is water in the bilge, or with cargo or rubbish which can fall into it if the sounding pipe cap is left off. Loose rust and parts of old sounding rods and lines can also block sounding pipes. ‘As noted above, sounding pipes can be proved clear by running water down them into the bilge or the ballast tank. They can also be checked by viewing, from a position at the base of the sounding pipe, the arrival of the sounding rod in the bilge well or in the ballast tank, A table of tank and bilge ullages (ie distance from striking plate to top of sounding pipe), prepared from careful direct measurements and, checked against the ship's plans, can also be used to, check if sounding pipes are clear Another quick and simple check is to compare the ullages found for similar soundings. The sounding, rod should reach the same depth on the port side as ‘on the starboard side, Similarly, aboard a large bulker the No.3 bilge or double-bottom tank sounding will, for example, probably be the same depth as the equivalent No. 4 soundings. If the depths are found to, be different, it is likely that a false sounding is being. obtained in the pipe which appears to be shorter, and, the cause of this must be investigated and removed, BULK CARRIER PRACTICE 75ENSURING SYSTEMS ARE OPERATIONAL Fig. 6.7 Sounding pipe and dropout valve for topside tank A blocked sounding pipe must be cleared as soon as possible, and various ingenious methods can be used to remove the obstruction and return the pipe to its former sound condition. Every sounding pipe should be provided with a cap which fits well, opens and closely freely, and has a watertight rubber seal in place. To prevent water or rubbish from entering the pipe the cap should be fitted at all times except when the sounding pipe is being used (Fig. 6.7) or the bilge is being pumped. The accuracy of remote reading systems for ballast tank soundings should be checked by comparison with actual soundings obtained with sounding rod. Before each cargo is loaded a remote reading system for soundings, when fitted, should be given routine maintenance in accordance with the manufacturer's, handbook. The air pressure used! by the system should be set to the correct value, according to the manufac- turer’s handbook. All empty compartments, including void spaces, bilges and dry tanks should be sounded and/or inspected to confirm that they are empty. Hold temperature systems Cargo temperatures may be measured by gauge via the gas sampling points or by bimetal sensors ‘embedded in the cargo, in which cases the necessary equipment must be checked and ready for use when wed. Alternatively temperatures may be read sounding pipes, but are sometimes read fron separate pipes, similar to sounding pipes, positioned at the forward and after ends of each hold. Ensure that temperature pipes are correctly labelled. Their positions against the corrugated transverse bulkhead an mean that No.4 for'd is forward of No.3 aft, for example (Fig.6.8). The caps of temperature pipes must fit well, have watertight seals and be kept in position except when the pipe is in use. The base of the pipe must be checked to ensure that it is free of water, and that the opening in the base is clear, and guarded with light metal gauze or a si Water standing in the pipe would produce water vapour, and might depress the temperature readings. Any damage to the pipes, sustained when discharging previous cargoes, should have been found and repaired. Thermometers should be inspected for any apparent faults, such as breaks in the mercury or 76 ‘THE NAUTICAL INSTITUTE Corrugated transverse bulkhead No 4 hold No 3 aft thermometer pipe No 4 for'd thermometer pipe Att For'd Fig 6.8Thermometer line Thermometer pipe caps Thermometer line aleohol. They should be temperature gauge used for calibration or with other thermometers in use around the ship ~ for example, jn the refrigerators, storerooms, engineroom and on the bridge ~ to confirm that their readings agree. The lines used to lower the thermometers into the pipes should be in good condition, and of the correct Jength to reach the depth required. Usually the thermometers are left permanently hung in the temperature pipes, so that a set of temperatures can De taken quickly when required. The line can be fastened to the underside of the pipe cap, or attached. to a plug placed in the top of the sounding pipe, provided that a watertight seal can be maintained (Fig.6.9). Some ships prefer not to leave the thermometers suspended in the temperature pipes. To obtain an accurate temperature reading one man installs all the thermometers into the temperature pipe and waits one hour for the thermometers to register a reading. Then he completes a round on deck taking the temperatures, removing the thermometers and resecuring the top to the temperature pipe. Although this is time consuming it is suggested that this way watertightness is better ensured and the thermometers suffer less damage. compared with the CHAPTER 6 Lighting All deck and hold lighting should be switched on for inspection before the loading port is reached, and bulbs and tubes should be replaced as required. Ifthe cargo is hazardous the hold and hold access lighting, if not of a certified safe type, must be isolated before the commencement of loading, and the circuit fuses should be removed to a safe place in the care of a responsible officer All lights should be maintained on a regular basis, such maintenance to include the greasing of moving parts, freeing of securing dogs, checking and renewal Of glass covers and rubber seals as required, and inspection of wiring and conduits, Cable conduits in the holds should have already been checked for physical damage which may have occurred during the last discharge. Following rough weather, cable conduits on deck, if damaged, may contain water which should be drained. The electrician oF a member of the engineering staff should regularly test the cables for ‘earths Portable deck and hold lighting (Fig.6.10) is required in any port where the shore lighting is inadequate, and also for security purposes. A ship. committed to worldwide trading should hold a minimum of four portable floodlights or ‘clusters’ for each hold, two to light the hold and two to shine over the ship’s side to illuminate the jetty or craft alongside. Ships engaged in regular trading between well equipped ports are unlikely to need so many ee lights, but should carry extra lights for purposes. Fig. 6.10 Hold lighting being moved on trolley Before reaching each port the portable Tights should be tested, bulbs should be replaced and repairs should be made as necessary. ‘The cables should be inspected for damage. Rope lanyards should be long enough to hang the lights in the correct position. A portable light should never be hhung by its electrical cable. Light bulbs mustalways be protected by a wire cage or screen. List indication lights ‘These lights are fitted on the bridge wings or on the centre line on the accommodation block forepart of some bulk carriers to show when the s is information can assist the ship's officers and stevedores to ensure that the ship is not loaded BULK CARRIER PRACTICE 7ENSURING SYSTEMS ARE OPERATIONAL asymmetrically. The system should be checked for accuracy against an inclinometer. ‘Tests can conveniently be made by pumping some ballast whilst at a quiet anchorage. Fire smothering systems ‘The basic components of the fire smothering system (Fig.6.11) are the battery of gas bottles in the bottle room, the mechanical control system for selecting the compartment to be smothered and for controlling the number of bottles released, the gas pipes which carry the gas to the compartment, and the nozzles which emit the gas. On modern ships the nozzles, four in number, are usuallly set in the hatch coamings, so that no pipework is within the holds (Figs 18.18 and 19). On older ships the gas pipes often enter the hold and lead to nozzles located under the deckhead. Ifa smoke detecting system is also provided, as is ‘often the case on handy-size and smaller bulkers, a fan will be used to draw air samples continuously from each compartment through the gas lines to a detecting cabinet, usually placed on the bridge, where a photoelectric cell will detect smoke and cause an alarm to sound, Problems and their prevention: A number of problems can and do occur with these systems. The pipes which carry the CO: from the bottle room to the hold, the gas lines, can fill with water from condensation, or can be blocked by cargo residues when cargo such as grain is loaded up to coaming level. In the case of the ballast hold the lines can also, be flooded with ballast water, while the gas lines within the holds of older ships can be damaged by cargo Py hiea the ines are blocked with Veaer or textes the smoke detecting system cannot work, and the CO: smothering may be ineffective. To prevent or correct, some of these problems the manufacturers may include a variety of fittings in the system: © Each gas line may be fitted with an individual drain valve for the removal of water. The drain valve may take the form of spring loaded plunger fitted at the after end of the gas line, just before it goes through the bridge front bulkhead, These should be operated regularly 0 ensure that the lines remain drained. @ Each CO: nozzle may be provided with a springloaded shutter which must be shut by hand when cargo is carvied, and opened after the cargo has been discharged. @ Each CO: nozzle may be provided with a removable dust ‘ap which will be blown off if the COs is released (© Each gas line serving a ballast hold may be provided with an isolating valve, to be closed when ballasts carried and ‘opened! when cargo iscarsied (Fig. 18.19). © Each gas line serving. ballast hold may have a ‘spade’, or ‘spectacle’, piece (je, a blank) which can be used to seal the line in the same way that an isolating valve does. Each gas line serving a ballast hold may be provided with a non-renirn valve which will admit COs gas to the hold, but will exclude ballast water from the gas lines. “U’ bends, placed in the gas lines at positions higher than the coaming top, may be used to prevent ballast water from entering the lines, Shutters when fitted are spring loaded, and. will be forced open by a gas pressure of more than 1.5kg/cm. If the gas lines can be shut by a valve, there is often a bypass line fitted with a pressure disc, for each valve. The pressure dise will burst to admit the CO: gas into the hold in the event that smothering is required when the valve has been left shut, by mistake. Unfortunately, the pressure created by ballast water, pressed up or sloshing in the ballast hold, can also burst the disc and allow ballast water into the gas lines. From the foregoing it will be clear that the CO: system must be properly understood, and correctly set for ballast or cargo. At the ballast hold the gas lines must be closed when the hold is ballasted and open when cargo is carried. At all holds it may be necessary to close the shutters or fit the dust caps over the nozzles to keep out dust or light cargo, and to open Schematic diagram of COz smothering and smoke detecting system ‘Smoke cabinet, COz bottle room Photo-electric Hatch coaming cell [So] Fan | Mechanical control system Compressed ——I air line Fig 6.11 78 THE NAUTICAL INSTITUTEhiuters fr other cargoes, ing — the gas lines: These problems, hevaried methods provided for their solution, it easy for the gas lines to be blocked by waste er, or by a shutter, valve or blank wrongly set. The ‘important rule, therefore, is to make absolutely ‘before each cargo is loaded that the gas lines are blocked or closed. This should be done by g through each line in turn with compressed. systems have a compressed air connection ‘near to, the CO: bottle room, so that compressed. “can be blown into each compartment by operation the appropriate valves. Often there are two blanks changed before the compressed air test is blank is removed to admit compressed ai system, whilst a second blank is fitted to protect CO: bottle bank lines and trips, and the smoke fing cabinet, if fitted. An observer should listen ‘the hold for the sound of the escaping compressed. Ss, which will show that the outlet is clear, When the is completed the blanks must be refitted in their “original positions. Oxygen must not be used to blow through the gas can cause an explosion if it meets a trace of ‘il, Water should not normally be used to blow "through the lines, since the object is to keep the lines {fece of water. If salt water ballast has entered the lines, however, they should be flushed with fresh water to remove the salt which will cause corrosion, and then blown through with compressed air to dry them. The EDs bottle banks must not be used to clear a blocked ‘gas line. The CO: bottle banks are for emergency use and should only be used for extinguishing a fire, Besides which short bursts of CO: will cause ‘condensation in the gas lines and encourage rust ‘Routine testing - the smoke detecting system: The smoke detecting system, when fitted, must be tested each hold at the start of each voyage with a smoke- making device. These tests should be included in the ‘vessel's planned maintenance routines. Smoke can bbe produced from an oily rag in a can, although chemical devices such as draeger tubes or smoke aerosols are preferred. Provided that the photoelectric cell and the fan which draws air into the cabinet are both switched ON, and provided that the gas lines are ‘not blocked, the release of smoke close to a nozzle in the hold will cause the smoke alarm to sound at the smoke detecting cabinet Routine testing ~ for safety equipment certificate: In addition to the above-mentioned checks, to be carried out every voyage, the smothering system should be maintained in accordance with the ‘manufacturers’ advice, and the gas bottles should be inspected, have the level of their contents checked, be pressure tested and recharged as required by the authority issuing the Safety Equipment Certificate. Hatch coaming drains If the hatch coaming drains (Figs. 4.24 and 6.12) are blocked with cargo, as happens easily and frequently, the danger of leakage of water into the holds is increased. [tis essential to ensure that the drains are checked and cleared, and that their non-return valves (Fig.4.26) often containing a floating ball ~ are free CHAPTER 6 Fig. 6.12 Coaming drain before the loading of each cargo, and again after loading, and before battening down the hatches. Compressed air directed upwards from the bottom of the drain isa quick and effective method of clearing a blocked drain. If this doesn’t work, the non-return valves must be dismantled and cleaned, and any blocked drain pipe must be cleared with a stiff rod, or exen by the use of a drill if badly blocked. To prevent the hatch drains becoming filled with debris when loading a dusty or fine cargo, some ships temporarily fit half a broom pole into the top of each drain at the start of loading, This prevents the fine grains of cargo entering the drain and causing a blockage. The broom pole is usually painted a bright colour to prevent any careless hatch closure before it has been removed. ‘On long voyages, and in cold weather, the rubber ball of the non-return valve may stick. A’ quick poke With a rod or screwdriver will free it Hatch fittings Gas sampling points set into the hatch covers or coamings (Fig. 4.18) should be provided with screwed caps to maintain the watertightness of the hatches. These should be greased, the rubber seal inside the screw cap should be in good condition and the cap should fit correctly and be watertight. Cement/grain loading ports. Round bolted covers set into the tops of the hatch panels (Fig. 4.17) with ‘one centrally placed for loading and a second perhaps in a comer, for the exhaust air, may be provided to allow cement to be loaded with the hatches closed (Chapter 19). Other possible reasons for theENSURING SYSTEMS ARE OPERATIONAL Fig. 6.13 Locking pin and locking plate for side rolling hatch covers provision of bolted covers are to allow the fitting of portable cowls for the ventilation of the hatch square or to insert butterworth machines for washing the hold, These ports should be provided with a gasket in good condition, and great care should be taken when Closing them after use to ensure that the joint is free of any dirt or particles and that the bolts are well tightened to achieve a watertight seal, Hatch cover securing or locking devices (Figs. 4.19 and 6,13) are provided to ensure that, when hatches are opened the panels are prevented from moving if the ship rolls or develops a list. They should be distinctively painted, kept in good working order and used whenever the hatches are open. Deck machinery Deck machinery on a bulk carrier windlass, mooring winches, caps: cludes the and hatch- opening motors. It also includes air motors used on deck, and cargo-handling gear, such as cranes or derricks and their winches, if fitted. Before arrival in port, deck machinery should be tested in good time to ensure that itis operational. An exception must be made, of course, in cases where the vessel enters port directly from a bad-weather passage. In these circumstances the best that can be done is to inspect and test deck machinery as soon as possible afier reaching sheltered waters. Windlasses and winches on bulk carriers are usually electro-hydraulic, or occasionally electric. Problems are most likely to occur if they are not properly lubricated, and if the electric controls become wet. The grease nipples at each bearing must be regularly greased. The level of lubricating oil in the sumps of winches should be checked, which is usually done by looking through the glass viewing port, and they should be topped up as necessary. The lubricating oil will tar milky if water has been forced in and mixed with the oil. Ifthat happens the seals must be renewed and the oil must be changed, whieh is a major task. Motors in exposed positions, control pedestals for deck machinery, and emergency stop buttons can usefully be provided with canvas or waterproof covers to protect them from heavy spray or rain, and these should normally be fitted at sea. They can be temporarily removed in hot dry weather to give covers and equipment an airing. Heaters for deck 80 ‘THE NAUTICAL INSTITUTE machinery, when provided, should remain switched ‘on at sea to provide a warm dry atmosphere for the electric control systems. Hatch opening chains and wires should be inspected for defects and regularly greased or coated as per the manufacturers’ guidelines. The hydraulic systems for operating the hatch covers and the deck machinery depend upon an adequate supply of hydraulic oil. The levels in the header tanks should be checked before entering port, and the tanks should be topped up as necessary from the storage tank in the motor room. This usually involves opening the valve in the supply line from the storage tank to the header tank, and using a hand pump to transfer hydraulic oil up to the header ta ‘A return line with a sight glass is usually fitted. When oil is seen in the sight glass stop pumping and close the valves. The return line also acts as an overflow line should the oil in a fall header tank expand as itwill do in hot weather or as it warms with high usage. When the deck machinery and services are switched on, the decks should be checked for hydraulic and pneumatic leaks, which sometimes develop as a result of the ship working in a seaway or vibration during the passage. Any leaks which are found should be promptly repaired, and any leakage of oil cleaned up to prevent a pollution incident Air motors are likely to be used for accommodation ladders, for pilot hoists, for stores and bunker davits and for lifeboat hoists. It is prucient to confirm that they are all in good working order before arriving in port. The oiler/filter unit (Fig.6.14) with which each air motor is provided cleans and lubricates the air before it enters the motor. The air is cleaned and ried as it passes through the filter: the filter must be cleaned or renewed as required. This should be part of the vesel’s planned maintenance routines. ‘The oiler unit adds oil to the air, thus ensuring that the motor receives the necessary lubrication. The level of oil in the oiler must be maintained, and the oil must be changed if it becomes milky due to water contamination, A control valve on the oiler governs the amount of oil which is added to the air. The valve should be ‘opened wider when the surroundings are dust laden, or if the motor is seldom used, though some operators play safe and always leave the control valve fully open. ‘The vanes of air motors can become chipped or corroded, and spare vanes should be carried, If the Oller/filter unit Control valve Filter Drain valves Fig 6.14“motor seems to have reduced power — for example, if ‘iteannot lift the accommodation ladder- it should be dismantled and cleaned. The condition of the vanes, should be checked and damaged vanes should be ‘renewed. Vanes sometimes stick if the motor is not ‘used for a long time ~ in these circumstances a sharp ap on the casing often frees them. Do not tap too hhard, however, as the casings are often cast, and will fracture if struck too hard! ‘Cargo-handling gear Geared bulk carriers are distinguished from gearless ‘vessels by the fact that the former are equipped with derricks or cranes, which can be used to load or discharge cargo. It is quite common for handymax, hhandy-sized and mini-bulkers to be geared and even ‘some 10 per cent of the Panamax bulk carrier fleet is ‘erane fitted, whereas no Cape Size bulk carriers are |. Geared vessels often visit well-equipped ports Where the loading or discharge is carried out with shore equipment, which can handle cargo faster and sith more flexibility, but such vessels really show their ‘worth when required to serve poorly equipped ports and anchorages which have no shorebased gear. Unexpected circumstances, such as a change of dis charging berth, a failure of shoreside equipment or a strike, can result in the ship being instructed at short ‘notice to work cargo with the ship’s gear. Failure of ‘even one derrick or crane will usually break the terms ‘of the ship’s charterparty, and result in loss of hire ents. ‘Cargo-handling equipment which fails when in use ‘ean cause death, serious injury or extensive damage as a result of a falling weight. As a consequence there are strict rules about the design, construction, testing, certification, marking, maintenance and inspection of ‘cargo-handling equipment. Some countries are well known for their insistence that the ships which visit their ports comply scrupulously with the regulations, and in most countries a ship which was in breach of the regulations when an accident occurred would be held liable. Before entering any port, the Shipmaster should ensure that all the cargo-handling equipment is in good working order, and that it complies with the regulations of the ship’s own flag State and also, if possible, of the port State. Much of this ean be achieved by complying with the requirements of the yessel’s Safety Management System and by ensuring that the equipment is given the necessary regular maintenance, a subject discussed in Chapter 23. Regular maintenance is essential for keeping the cargo gear in good condition, but will not in itself guarantee that all will work well during a port visit. Deterioration of cargo gear is governed by how much it is used (to0 much use and too little are both bad for ip), the extent to which it is mistreated, and the adverse weather met by the ship. There are a number of matters which must receive attention before the ship reaches port, and thereafter whilst cargo is being worked. Maintenance of the cargo gear must be up to date, and every item of cargo gear must be permanently marked with a unique set of numbers and or letters ‘A proper certificate must be held for every item of CHAPTER 6 cargo gear, and must be readily available for inspection, Every item of gear must be clearly marked with its safe working load (SWL). All moving parts of the system must be working freely, and sufficiently greased or oiled. They may require oiling and greasing again after a rough weather sea passage, particularly if the vessel was decp laden. All shackles above eye level must be moused (fastened with lashings of seizing wire}, or with split pins, to ensure that they cannot become accidentally unfastened, The gear must not include any damaged equipment. In addition, the following sp should be checked. The condition of wire ropes should be checked before commencement of cargo work, and those which are flattened, kinked, reduced in diameter, damaged or showing more than 5 per cent of broken, worn or corroded wires in any length of ten rope diameters should be renewed. Inspections of the wire ropes used in cargo gear should continue each day whilst cargo is being work. The anchorages used to fasten the ends of wire ropes to winch drums should be regularly checked to ensure that they are tight. Itis prudent to carry a full set of spare wire ropes to avoid delays and off hire in the event that wire ropes must be renewed. Derrick winches and crane machinery must be kept in good condition, following the same guidelines as already described for deck machinery. They must be greased, lubricating oil in sumps must be topped up as necessary and signs of contamination by water must, be found and their cause and effects removed. Electric control pedestals and switch gear must be kept warm and dry. When gear has been dismantled for maintenance it must be carefully inspected and carefully used after reassembly. It has been known for the more complex derrick rigs to be wrongly rerigged after the renewal of topping lift wires, with insufficient wire on one topping lift winch drum and too much on the other when the derrick was amidships, or with topping lift vires which filed to pas through a full set of topping lift sheaves! Such problems can sometimes be avo by attaching the new wire to the old wire with sei a wire or a patent cable stocking and hauling the new wire into position whilst removing the old wire. ‘The manufacturer's operations manual should provide full instructions for the reeving of new topping or purchase wires and is likely to include instructions to ensure that no ‘turns’ or ‘kinks’ are troduced into the wire whilst it is being fitted. Most derrick and crane systems are provided with limit switches, to prevent the derrick or crane from Iuffing too high or too low, from slewing too far to either side, or from hoisting too high or lowering too far with a load attached. These limit settings must be checked, tested and reset frequently to ensure that they continue to keep the movements of the derrick or crane within the limits for which it has been designed. Override keys are provided so that the derrick boom or crane jib can be lowered into the stowage position, or topped clear of the hatch when carrying no load. The override keys must be held by a responsible member of the ship’s company, to ensure that shore drivers do not override the limits recklessly BULK CARRIER PRACTICE 81ENSURING SYSTEMS ARE OPERATIONAL An emergency cutout may be provided so that an operation can be stopped instantly, by pressing a button and tripping the electrical supply. The emergency cutout can be used by the officer of the watch to immobilise the crane at the end of the working day, to prevent unauthorised use, To restart the crane the trip switch, usually placed in a locked cabinet, must be reset. The cutout should also be used when maintenance work such as overhaul of the electrics or greasing of the topping sheaves is being carried out. Cutouts should be tested frequently; their use for immobilising the crane is one method of doing this. Some cranes and derricks are provided with overload cutouts. These cause the power supply to cut out if the Toad exceeds the value set, normally the safe working load. An overload cutout can_ prevent overloading when ship’s gear is being used with shore grabs, or if lifting containers or logs where the weight may be unknown or wrongly declared. An overload cutout may also be designed to cut out the power supply if motor becomes overheated because of lack of lubrication or because the ventilator is not open. ‘The brakes for crane and derrick winches are automatically applied by heavy springs whenever the winches are not being driven. They must be checked regularly. A quick indication of their effectiveness can be obtained by suspending a heavy load a short distance above the deck or quay. Any lowering will show that the brake is ineffective. Other systems which must be operational The maintenance and testing of hatch covers are described in Chapter 4. The preparation of the holds for cargo is described in Chapter 5. Sources 110, 176. (See List of Sou es, Page 497) CHECKLIST - Items for attention before arrival at the loading port. The routine at the discharging port for lighting, deck machinery and cargo gear should be the same as is stated hereunder for the loading port) Any item tested or inspected, and found defective, must be put in good working order. Holds and hatch covers 2 Maintain haton covers as described in Chapter 4. C2 Test natoh covers as described in Chapter 4. Gl Prepare holds as described in Chapter 5. Ventilators for holds and hatch panels Means of closing to be in good working order, Seals on closing plates to be in good condition. Grilles to be unbroken. Prepare portable ventilators if required. ‘Test ventilator fans. Airpipes (goosenecks) (Inspect airpipe non-return valves. ooooooog ‘All moving parts (hinges, spindles, flaps) to be well greased and working freely. Means of closing to be correctly marked Open/Closed. ‘Ventilators to be correctly labelled for hold served. CO Confirm airpipes are correctly labelled for tank served. CO Bnsure that fire gauzes for fuel tank alrpipes are intact and savealls are clean and dry with drainage plugs in position. Hold bilges Bilge wells to be clean and dry. Strum boxes to be clean, ‘Test bilge suctions. ‘Test bilge suction non-return valves. ‘Test bilge high level alarms, Oooooo0o Water ingress detectors Fit bilge well covers and cover them with burlap. Ensure striking plates in hold bilge wells are not wasted. CO Detectors in the holds to be tested by applying water pressure or wetness as appropriate, (0 Piters over pressure detectors, when fitted, to be cleaned. CO Cables, sensor glands and mounting flange bolts to be inspected. 82. THE NAUTICAL INSTITUTE,CHAPTER 6 G Dotectors to be calibrated at intervals specified by manufacturers. The function test of audio and visual alarms should be carried out daily. Soundings Prove sounding pipes clear. D Provide sounding pipes with well fitting watertight caps. DF Confirm the accuracy of any remote sounding system, © sound or inspect all empty compartments, including vold spaces, to prove them empty. Hold temperature system D Pipes to be undamaged and proved clear, and free of water. 1D Pipes to be provided with watertight caps which fit well. © Al temperature measuring equipment to be calibrated and in good working onder. o ‘Thermometers to be sound and accurate, and provided with lines which are in good condition, and of correct length. i Test deck, access, hold and portable lighting, Inspect cable conduits for water and damage. Isolate hold lighting and hold access lighting before a hazardous cargo is loaded. Keep fuses in a secure place. Have sufficient portable lights ready. Inspect the cables of portable lights. Fit lanyards to portable lights, and do not hang lights from thelr cables. ‘Test list indication lights against an inclinometer. coo0 ooo i i i Blow through the gas lines with compressed air. Inspect the gas lines in the hold for damage. ‘Test the hold smoke detector system, if provided. ‘Shut off the CO» nozzles with shutters, where provided, when carrying cargoes such as grain or sugar. ‘At each ballast hold: close the gas lines with blanks or valves when ballast is to be carried, and open ‘them when the ballast hold is to contain cargo. Inspect pressure discs, if fitted, and renew any which have burst. Hatch coaming drains CO Hatch coaming drains to be clear. © Non-return valves in drains to be free. Gas sampling points Oo be provided with well fitting, free moving watertight caps, Hatch cover securing/locking devices Oo be kept in good working order and used whenever the hatches are open. ooood oO OD Test all machinery before arrival in port. (Keep machinery greased and oll topped-up in sumps. CO Watch for water leakage into sumps. (Keep electric controls and switch gear warm and dry. Remove canvas covers in warm, sunny weather. (Keep hydraulic ol! header tanks topped up. (Inspect for hydraulic and pneumatic leaks. C1 Gleen or renewr filters, and top-up or change oll as necessary, in the ciler/filter units of air motors. Cargo-handling gear (1 Maintain cargo gear in compliance with the rules of the vessel's flag State. CO Every item of equipment to be stamped with an unique identifying mark, for which there must be a certificate which can be produced immediately. (OAM gear to be clearly marked with its safe working load. An moving parts to be well greased or olled, BULK CARRIER PRACTICE 83ENSURING SYSTEMS ARE OPERATIONAL All shackles above eye level to be moused. No damaged items of gear to be used. Inspeot wire ropes and thelr anchorages, Inspect gear carefully for rigging errors if it has been unrigged. ‘Test limit switches frequently and reset them when necessary. Put override keys into safe keeping. ‘Test emergency cutouts, ‘Test overload cutouts. ‘Test brakes a a a a Fig. 6.15 Tanktop with typical heavy indentations Photo courtesy of Captain L. Hesketh FNI 81 THE NAUTICAL INSTITUTE