em CHAPTER 16 THE DISCHARGING PERIOD Shipboard organisation during discharge, routine procedures, on first arrive |, liaison with the terminal representative, the discharging/ballasting programme, ballasting, discharge by continuous unloading, grab, Cavaletto, vacuvator or ship’s gear, care for cargo, the finding, recording and repair of stevedores’ damage, crew work Shipboard organisation during discharge THE DELIVERY of cargo to the receiver in the discharge port and the importance of the bill of lading is fully discussed in Chapter 14. The tempo of cargo discharge is normally less hectic than that of the loading. The likelihood that a misjudgement or a brief period of inattention will result in the ship being wrongly loaded is absent: the requirement for a satisfactory discharge can be met by alertness and careful attention to the ship and the cargo at every stage of the discharge. ‘The supervision of discharge will require a junior officer (second or third mate) on duty at all times as officer of the watch (OOW), with the chief mate monitoring events and intervening whenever necessary to ensure that the discharging programme is observed, standards are maintained and the work is progressed. The Master will be actively involved with the discharge if his officers are inexperienced, o if problems arise, Otherwise he will be able to give his attention to other matters, Routine duties for the officer of the watch Described below are a number of particular duties for the officer of the watch (OOW) whilst the vessel is discharging. In addition, the OOW must ensure that the moorings and gangway are tended and the International Ship and Port Facility Security (ISPS) Code is observed with a written record kept of all visitors to the ship. Pollution must be avoided, the weather observed Fig.16.1 Using an air hose to clean the hatch coaming and recorded, security for ship and cargo preserved, and full records, including those for cargo and ballast maintained. These requirements are described in Chapter 12, for the loading period. In these respects the discharging period is no different. The OOW must also ensure that hatches are always secured to prevent them from moving, whether open. or closed. Hatches must only be moved after the coamings have been completely swept clear of cargo residues (Fig, 16.1) and a visual inspection has been made to check that there are no obstructions on the trackway. They must not be moved when any quantity of spilt cargo is lying on them. (The routine closing of hatches is described in Chapter 4. Safe procedures for working cargo are summarised in Chapter 12 and discussed in Chapter 21.) On first arrival at the berth When planning the arrival at a discharging berth itis useful to know if draught survey or cargo survey isto he held, and if discharge is to commence on arrival When the ship isall fast alongside and a safe access has been provided the immediate priorities are to obtain a full set of draught readings for the ship's own draught survey and at the same time or immediately afterwards to agree the discharging/ballasting programme and the ship/shore safety checklist with the terminal representative as required by the BLU Cade’. The requirements of the receiving county must be satisfied when inctransit fumigation of cargo has taken place. When these matters and any surveys have been completed discharge can commence. Hatches should not be opened until the vessel isin the berth and the above procedures have been completed. There can be a case for amending the above sequence of tasks and opening some of the hatches in the sheltered approaches to the berth when the weather is favourable, the discharging programme and the ship/shore safety checklist have been fully agreed in advance between ship and terminal, when tonnage is to be decided by shore scales, when no cargo or hatch surveys are scheduled and when no in- transit fumigation has taken place. Occasions when all these requirement will be met are likely to be rare Some charterparties and charterers may instruct that all hatches are to be opened before berthing, and these instructions should be followed only provided that itis safe to do so and will not result in damage to the cargo or the ship’s equipment, or to neglect ofthe other requirements mentioned’ above. When the hatches have been sealed, the weather is adverse ot the cargo is sensitive itis prudent to Keep all hatches closed “until the vessel is berthed and clear information has been obtained from the receivers BULK CARRIER PRACTICE, 01‘THE DISCHARGING PERIOD If water is lying on the hatch covers and could spill from them and damage the cargo, itis essential that free water is swept from the covers before they are opened, Rubber squeegees are very effective for tis process, The chief mate should always calculate the deadweight from the draughts on arrival to confirm the quantity to be discharged for the ship’s records, regardless of whether or notan independent surveyor is appointed. If there is no formal draught survey he will rely upon his experience and knowledge of the ship to obtain accurate readings of ballast water strippings and bunkers at the first convenient opportunity, not necessarily exactly atthe time of berthing. ‘The Master and his officers should always give high priority to an inspection of the cargo on arrival for any signs of damage from leakage, condensation, shifting, infestation or other cause. Where possible such inspection should be made at the anchorage or dluring the river transit. Ship’s officers should make it, a point of professional pride to find any damage before itis discovered by other parties. Minor damage suich as slight leakage through the hatch covers should be fully recorded and noted for prompt repair. More substantial damage which seems likely to result in a cargo claim should be immediately reported to the vessel's owner with a view to arranging for the attendance of a P&I club surveyor, who will advise on the best way to minimise the Liaison with terminal representative Good communication must be maintained between the terminal representative and the chief mate and officer of the watch. Matters for discussion will be the discharging/ballasting programme, airdraught, new stevedores’ damage, stevedores’ damage from previous ports if temporary patches have been fitted, as these May impede the work of the front end loader (Fig.16.2), trimming, care of ship’s cargo gear if used, and possible causes of interruption of cargo work, Also of interest will be the stevedores’ working hours, any specialised equipment or procedures to be used, and the estimated time of completion. The Ship/Shore Safety Checklist specified in the BLU Cade!” should be used for the exchange of basic safety information, If the ship is required to shift along the berth, discharge must stop and cargo gear must be lifted lear of the ship before the move takes place. Fig, 16.2 A front end loader moving silicon dross into the centre of the hold for discharge by grab 202. THE NAUTICAL INSTITUTE ‘The foreman should be wamed if cargo has bee spilt on deck, so that trimmers can collect and discharge it. The chief mate should always insist on major spills being cleaned by trimmers to provide a safe access, as coating of some cargoes on a deck wet from rain or dew can make it like an ice rink! In some ports the trimmers will refuse to remove cargo spilt on deck, leaving such residues for the crew to clean at sea, but the attempt should be made to demand that they remove the spillage. A note of protest should be issued for excessive piles of cargo left on the main deck "The BLU Code'™ stiptilates that on completion of discharge the Master and the terminal representative should agree in writing that the ship has been unloaded in accordance with the agreed unloading plan, with the holds emptied and cleaned to the Master's requirements. They should should also record any detected damage suffered by the ship. Discharging/ballasting programme The discharge and ballasting should be planned to censure that longitudinal and local stress limits will not be exceeded at any stage, there is always sufficient tunderkeel clearance and airdraught, and the vessel may leave the berth at any time. The preparation of the discharging /ballasting programme in compliance with the BLU Cade, following the same procedures as are described in Chapter 9 for the loading/ ddeballasting programme, is normally the work of the chief mate, Ifthe information which the terminal has provided is sufficient the discharging plan should be finalised and transmitted to the terminal before tl vessel's arrival. Using the IMO form’ (Appendix 9 for something similar the chief mate will, on arvival a the terminal, deliver copies of the completed programme 1 the stevedore foreman, and to the Officer of the watch, and ensure that it is understood. When discharging a full cargo of a single commodity at a single berth, the planning normally presents no problems and can be done before berthing, provided that the method of discharge is known in advance. If the cargo consists of several grades or consignments, or if the number of discharging grabs or type of discharging equipment cannot be forecast, it may be impossible to determine which grade or grades will be discharged first, In those circumstances the planning of the discharging and the ballasting must wait until arrival and must then be planned in conjunction with the stevedores. Simple rules of thumb (eg, do not discharge any hold fully until all holds are haif empty) are not su to ensure that stresses are never exceeded. Every stage in the discharging programme must be calculated and, the stevedores must be provided with a full discharging/ballasting programme to be signed for fon the document and on the Ship/Shore safety checklist Preplanning is only possible when the exact nature of the equipment to be used for discharge and the receivers’ requirements regarding sequence of delivery of different marks are known in advance, Preplanning is necessary if a prompt start to discharging is required when the vessel berths because itis a SOLAS requirement. that a plan is agreed before unloading commences. A sampledischarging /ballasting programme for a Capesized bulker is at Appendix 9.3. If the carly completion of the discharge of a particular hold is required for the purposes of survey, Fepair, cleaning, ballasting or other reason, 1 requirement should be included in the discharging/ ballasting programme and explained to the stevedores. It may be difficult to ensure that the discharging/ ballasting programme is complied with. The stevedores, presented with open holds, may ignore the programme they have been given and move from one hold to another to suit their own convenience. Even if they follow the programme in principle they may be unable or unwilling to keep strictly to the tonnages stated. Ata berth where three or four cranes and grabs are used a draught survey made by the ship's officers can. provide the total tonnage remaining aboard, but the tonnage in a particular hold can only be estimated. To assist compliance the discharging programme should be a simple one, relying upon simple proportions which are easy to judge approximately. For example, if each hold was previously filled in two pours then each hold should be 50 per cent discharged and then fully discharged. Where three pours were required for loading the hold should be discharged one third at a time. This allows officers to estimate more easily whether or not the programme is being followed by the stevedores, Towards the end of discharge, as the tonnages remaining become small, the possibility of exceeding stress limits becomes unlikely and strict compliance with the discharging programme is less important, If three or four cranes are used for discharge it is unusual for Iongitudinal stresses to cause any problems, because the cargo can be discharged fairly evenly. Stress problems are more likely if there are only one or two discharging cranes, Because discharge is slower than loading, the chief mate has more time to revise the plan if that becomes necessary because ofa change in the number of cranes available. Ballasting, too, presents fewer problems than deballasting and can be reorganised more easily. Assafe discharging/ballasting programme with lov levels of longitudinal stress is only difficult to achieve if the discharge is very rapid and uses only one or two unloading devices. Ballasting Ballast tanks may be punctured by cargo gear during discharge, and the hopper sides should be inspected where possible before the tanks are ballasted to note damage and avoid pumping ballast water through a punctured tank wall into the cargo. In addition, aboard ships such as the Regina Oldendorff where the topside ballast tanks can be used for eargo, the tanks should be checked to ensure that the covers for the feeder ports or dumping manholes are_securcly closed. If they are not properly closed they will release ballast water into the cargo hold. Subject to draught restrictions and any other special requirements the ballasting should be planned to start when the discharge is about 25 per cent completed and should be complete well before completion of discharge. The ship's draught should CHAPTER 16 be kept as deep as possible, thereby keeping the airdraught low and minimising the stresses on the double bottom, cross deck and transverse bulkhead structures'®, A large airdraught slows the discharging rate, and may make it impossible to lift the front end loaders suspended below the grab (Fig. 16.8) into and out of the holds Some large bulk carriers have holds which can be partly ballasted in port to reduce the airdraught (Fig. 12.1). These are not true ballast holds and cannot contain ballast water at sea. They do not have the strength to be fully ballasted, nor the hatch cover fastenings to resist the sloshing of water in the hold. The vessel should be kept upright throughout discharge and ballasting. It becomes difficult or impossible to open and close hatches and to use shipboard cranes against a heavy list or trim. Water ballast should always be symmetrically in port and starboard tanks, with equal levels of filling to avoid torsional loads causin, twisting of the hull girder™. The ballasting should be carefully supervised to ensure that ballast is not allowed to overflow on deck or overside. (Ballasting is fully discussed in Chapter 7.) The discharge Continuous unloading: Discharge by continuous unloading methods such as pneumatic hoses, Archimedes’ screw or bucketwheel unloader calls for little comment. By a variety of methods these systems extract a steady flow of cargo from the hold through an enclosed system to the shore. Normally the only source of problems is accidental contact between the unloading equipment and the ship's structure, To prevent damage from contact, the equipment must be ‘operated with care and the ship must not be allowed to surge in the berth. Some continuous unloaders have the operator's cab close to the business end of the system in the ship’s hold (Fig. 16.4), and this is to be welcomed as it reduces the likelihood of damage to ship or equipment as a result of accidental contact between them. Grab discharge: Discharge by grab is by far the most common method of discharging bulk cargoes because of the flexibility of the system, despite the number of theoretical disadvantages from which grabs suffer. In the carly stages of the discharge of a cargo such as coal which fills the hold, plenty of cargo is available to the grab in the hatch square, and work can proceed at ‘maximum rate whilst the first 20 per cent of the cargo is discharged. This ‘creaming’ or ‘cream digging’ is followed by ‘free digging’ until 50 per cent of the cargo has been discharged. During free digging the cargo is still accessible but is deeper in the hold, so the discharging rate fallsas it continues to do during each stage thereafter. ‘The cream digging and free digging stages will be reduced if the crane does not have sufficient outreach to plumb the outboard side of the hold. When that ‘occurs, there are three methods which the crane driver can use to reach the cargo on the outboard side. He can swing the grab like a pendulum before lowering it at the limit of its swing, he can slide the grab down the sloping side of the stow if it has not been trimmed level, or he can use a process known as carried BULK CARRIER PRACTICE 203THE DISCHARGING PERIOD Fig.16.3 Lifting a front end loader from the hold Heel digging Grab open with inboard heel on Fig. 16.4 A continuous bucket unloader with operator cab just above the buckets The grab is swung outboard as far as possible ‘and landed on the cargo in the closed position. ‘The operator then opens the grab. The inboard heel of the grab bites into the ore, but cannot move freely 80 the outboard jaw opens out further to the outboard side and the driver can. ‘manoeuvre the whole grab nearly a complete ‘open jaw width further Open grab is let fall outboard 201 THE NAUTICAL INSTITUTEheel digging, illustrated in Fig. 16.5. Stevedores prefer the pendulim method because it is quickest, but when grabbing close to the hopper tanks and tanktop. they should use the heel digging method, which is less violent and more easy to control, to avoid damage ‘The next stage, ‘intermediate digging’, requires more care as the cargo is lying closer to the ship’s, structure and is less accessible. The final stage of discharge is the trimming, a process which must be commenced when the hold is about 85 per cent empty, by volume. During trimming, cargo is brought, from the sides and ends of the holds by front end loaders and piled in the square for removal by grab, with the final cleaning and loading of the grab being done by trimmers - men working with shovels and brushes. In some berths the front end loaders may be lifted into the holds and used at an earlier stage to push more cargo into the path of the grab and speed the discharge. CHAPTER 16, Some cargoes harden during the voyage and stick to the bulkheads and frames in large masses forming overhanging cargo faces® which can be dangerous for twimmers in the later stages of discharge. When large quantities of cargo are seen to be clinging to the bulkheads during discharge trimmers should be employed to free the cargo from the bulkheads at an carly stage, while the distance for the cargo to fall is small. The OOWs should be instructed to look out for cargo clinging to the bulkheads and to bring it to the attention of the foreman, Stevedores should never be allowed to land grabs or front end loaders on deck or on the hatch covers as they may damage the ship's structur Discharge by Cavalletto: The Cavalletto system met in some Taalian ports, uses a substantial portable gantry which is lifted aboard ship (Fig. 16.6). First, the hatch coamings are specially strengthened to receive a pair of foreand-aft beams whieh are pliced on Fig.16.6 Portable Cavaletto bulk discharge system in use aboard the Panamax Bulker Asteriks at Trieste Cargo is raised from the hold by grabs and reaches the barge via the hopper and conveyor system Photograph: Courtesy Captain Pradeep Chawla, MINI ‘The system is supported on heavy beams which rest on the hatch coaming Photograph: Courtesy Captain | Pradeep Chawla, MNI BULK CARRIER PRACTICE 205,‘THE DISCHARGING PERIOD them. A mobile gantry which houses grab, hopper and chute is then lifted on to the beams by a large shore or floating erane. Cargo is lifted from the hold by grab which is opened over the hopper, tipping ‘cargo into the chute which carries it over the s side into barges or coasters lying alongside. The ship, may be requited to provide electric power for one or more such units The process of rigging or shifting the Cavalletto takes six-eight hours and is very labour intensive, so the number of moves from hold to hold should be kept to a minimum, Discharge by vacuvator: Vacuvators (Photo 11.19) are self-contained mobile suction units powered by diesel motors and usually weighing 35 tonnes. Their use is most common in berths where bulk cargoes are not regularly handled and in underdeveloped regions. When lifted on to the deck of a ship they can be used to discharge grain and similar cargoes into barges while at anchor or alongside or into road or rail wagons on the quay. When placed on deck they should be lashed or otherwise secured in position to prevent them from taking charge and rolling across the deck if the list changes or the ship surges at her moorings. Oil leakage from the vacuvator’s motor may ‘occur and must be prevented or contained. Discharge by ship's gear: When ship's cranes or derricks are used for discharge they are normally operated by shore drivers whose level of competence and goodwill is unknown, Their work must be carefully supervised by ship’s officers to ensure that they work safely and do not misuse the ship's gear Continuous cargo work makes a heavy load for the ship's gear and it should be frequently and thoroughly inspected and tested to ensure that all is in order, following the procedures described in Chapters 6 and 23, to ensure that the gear remains operational Care for the cargo During discharge the ships’ officers must be alert to enstire that the cargo is not damaged. In the event of damage or dangerous behaviour occurring photographs, particularly digital photographs which are easy to email to interested parties, should be taken. Hatches must be covered promptly for rain or snow if the cargo must not be wetted, and breakbulk and unitised cargoes such as steel, timber and woodpulp must be correctly handled and slung, If there is excessive leakage of cargo from grabs on to the deck or the quay or into the dock, protests must be made by word and supported in writing. High winds may prevent the discharge of some cargoes because of high windblown losses, or because of unwelcome distribution of the cargo over nearby communities. ‘The OOW should look out for damage to the cargo from oil or hydraulic leaks from shore, or ship's, gear Where different parcels of cargo are cartied in a single hold, officers must ensure that the stevedores find and observe the separations, whether they be in the form of coloured ropes separating cargoes of logs, thin steel sheeting used to cocoon parcels of minerals from South Africa, or polythene sheeting or neuing used between consignments of bagged cargoes. The completion of one parcel, removal of the separation and commencement of the next parcel should be 206 THE NAUTICAL INSTITUTE observed by the duty officer to ensure that no mistakes are made and to make a record of the details, Separation material can often be saved to be reused or returned to the supplier. When two parcels of identical bulk cargo are carried in the same hold, without separation, every care must be taken to ensure by draught survey or other reliable method of measuring the tonnage discharged, that the correct tonnage is delivered to both receivers (see Chapter 14) Once the cargo has crossed the ship's rail itis more difficult for ship's personnel to prevent it from being damaged, but itis necessary to observe what happens to the cargo ashore, If quantities are spilt, if it is contaminated by loading into dirty. trucks or waterlogged lighters, or by placing on contaminated ‘or muddy quays, if different grades are mixed or ‘cargo which is sensitive (o moisture is left in the open, this is cause for concern because an attempt may be made, ata later date, to blame the ship for this damage. The shipowners and/or their P&I club should be informed immediately, so that a surveyor can attend to observe events, and the details should be recorded by the taking of photographs and by an entry in the ship’s log book. In addition, a written protest should be issued to stevedores, agents or receivers. Cargo shortages which occur during or after discharge can also lead to serious problems for the ship and officers should be on their guard for any irregular practices, Losses by leakage from grabs or by spillage from overloaded trucks often occur and weighbridge ‘measurement can be unreliable", In an extreme case aa weighbridge was seen to be used to weigh the front ‘end of trailer without uncoupling it, after which it was rolled forward to weigh the rear axle!" Care for the ship Stevedores’ damage: A variety of methods for discharging ships are available. Most of them such as suction hoses, Archimedes’ screws, or self-unloading by means of gravity feed to shipboard conveyor belt are used for special cargoes or ships and are unlikely to damage the ship. However, by far the most common means of discharging bulk cargoes is by means of grabs rigged on gantry cranes (Fig.11.9), luffing cranes (Fig. 16.7), or ships’ cranes or derricks. Grabs are very strongly made from toughened materials and when car used can. cause considerable damage to a s Crane drivers who are careless or incompetent are also likely to cause damage, and officers must insist that they work more slowly and safely or are replaced by more skilful colleagues. Damage prevention: The best way 10 deal with stevedore damage is to prevent it. A procedure which has helped one shipping company is to paintmark the holds prominently with the positions of all the fittings which may be damaged’. From the diagram (Fig. 16.9) it can be seen that the inside of the hatch is marked with heavy yellow stripes in way of the forward and after hold ladders. The ladders themselves are prominently painted with yellow paint. ‘The lower stools are marked with yellow symbols close to the bilge wells and the lower hopper plates are similarly marked near the double bottom manholeCHAPTER 16 Fig.16.7 Level lutfing crane being used to discharge into @ hopper Photo courtesy of Walter Vervioesem covers. A thick, white horizontal line runs right around the hold 2.4 m height above the tanktop. These markings, when brought to the attention of the stevedores, have helped to reduce the damage done by discharging grabs and front end loaders working in the holds When hold marking of this sort is reinforced by officers who keep a careful watch over the cargo work and protest in the strongest terms when the stevedores appear likely to cause damage that damage can be minimised. Officers who are out on deck Keeping a watchful eye on the work are also best, Fig.16.8 Grabs with rounded corners like this Valstar grab do significantly less damage to the ship's structure Photo courtesy of Captain Richard Evans placed to notice damage as soon as it occurs oF to be told about it by passing erew members or stevedores Damage by trimming: Resicues from some cargoes cling to the sides and end bulkheads and frames of holds and are difficult to dislodge, and a number of techniques have been developed for removing them. widespread practice has been for grabs or bulldozers to be used to strike the bulkheads and ships’ side frames to dislodge cargo, and pneumatic hammers have been used to vibrate the structure for the same purpose. It has been recognised for some years that these practices are likely to cause fatigue and fractures CARGO HOLD. SECTION Pio aT wacce cone wity Swat vetion banks \ cas | ae Ehenee 7 se re a, TT pases ce BES ms Sere ere — poy Bed ene wie‘THE DISCHARGING PERIOD E ; ' ‘in the steelwork or the welding of the ship’s structure, ‘even when operators are skilful. ‘Careful’ use of these Aechniques, if agreed in advance, is condoned by the Ship/Shore Safety Checklist. In’ practice it is rarely possible to avoid damage and Masters should intervene if necessary to prevent it. Unfortunately the situation is not straightforward. “Although it is known that striking the steelwork causes, Jong-term damage, shipowners are reluctant to forbid SMe peceetre erly, as they fear chat hie will make = ships slow and difficult to discharge and Before unpopular with shippers. " Without clear and definite orders Masters hesitate to forbid hammering, unless damage can be seen, because they fear that unmanageable quantities of ‘residues will be left in the holds for them to remove afier the ship has sailed. One Master with experience ‘of this problem advises that the trimmers should be ‘brought into the hold at an early stage to remove cargo from the bulkheads whilst standing on the cargo. Ifthe Peer agreed and signed for (Ship/Shore Sey t, Question 19) is not adhered to the Master should protest in the strongest terms and issue a letter ‘of protest. There is nothing in any charterparty that ‘guthorises anyone to damage a vessel In Fecent years systems such as the Caterpillar Hoeram!® have been used in the USA to vibrate the ship's steelwork less violently. The Caterpillar Hocram is fitted on the boom of a mobile unit {Fig. 16.10) for cleaning after a cement cargo. It uses a heavy rubber pad. Finding stevedore damage: Stevedores’ damage is ‘sometimes very obvious as when, for example, the ‘comer of a grab punches a hole in a topside tank and. ‘ballast water gushes into the hold, or a swinging grab ‘swipes a derrick crutch and bends it through 90°. At ‘other times it is much less obvious, as when the hatch ‘coaming receives a heavy knock and is deflected 50 “mm OF $0 out of true or when the damage is concealed ‘by cargo residues. The first rule for detecting, ‘stevedores’ damage is for the duty officer to remain ‘on deck for as much of the time as possible, to observe the discharging process and to see the way in which E ; ; ; ; ; ; ; ; TANT NNNNNATNNENTTTAM ‘the grab is being used. Damage is found when officers ‘oF crew members see it occur or when they are drawn Fig.16.10 Caterpillar Hoeram fitted wi ‘uber pad to shake down cement dust by vibration Photo courtesy of Mathieu Baehni MNI 908 THE NAUTICAL INSTITUTE to a problem by a clatter of noise or a babble of shouting. Every loud bang must be investigated. Crew members and dock labourers, if consulted, can often draw attention to damage that might otherwise be overlooked and it is worth emphasising this to the crew, who may not previously have been encouraged to help in this way. If the duty officer misses those signs then regular tours of the decks and holds, looking carefully for anything wrong, can help. Loose chips of paint, blobs of grease, traces of cargo in ‘unusual places can all point to damaged structures. When the main grab discharge is ended front end loaders are usually lowered into the hold to gather cargo from the ends and wings and pile itn the hatch square for discharge by grab. Trimmers — men employed to shovel up the last of the cargo from the positions which the front end loader cannot reach ~ will also enter the hold at the end of the main grab discharge, to assist in the discharge of the final remaining cargo. Standards of trimming vary considerably and the ship's officers should inspect the holds whilst the trimmers are working there, to encourage them to remove as much cargo as possible. This is unnecessary only if the next cargo is to be the same again, and the ship has received clear written instructions that the holds do not have to be cleaned. A thorough inspection of each hold should be made as the trimmers are finishing their work, a few minutes before discharge of that hold is completed. ‘That will be the final good opportunity to hold stevedores liable for damage done. The final inspection for stevedores’ damage in the hold should ensure that no bilge grat ihole cover plates are missing, that the securing bolts have not been damaged, that all sounding pipes, airpipes and ballast lines and their pipeguards are intact, that no new nclents can be seen in the plating of the tanktop, lower or upper hopper sides or athwartships bulkheads, that the ship's side frames are regular and undamaged, with brackets undamaged, and that the hold ladders, platforms, rails and other fittings are complete and undamaged. Classes of stevedore damage: It can be said that there are three classes of stevedore damage. Aton end of the scale is serious structural damage which may affect the integrity of the hull structure and the seaworthiness of the ship. This includes all damage to tanktop plating, hopper sides, shell plating and framing, hatch coamings, hatch covers, bulkheads, stools and upper deck plating, air and sounding pipes: in other words all damage that affects the vessel's seaworthiness. Damage of this sort is usually the fan accident and should be reported immediately, directly to the ship’s classification society or through the owners or managers, according to company policy. Where possible the written report, should be supported by digital photographs to assist ‘Class in assessing the seriousness of the damage. The Glass surveyor will make a decision as to whether a permanent repair under his supervision is necessary ora temporary repair, backed by a condition of class, will be sufficient. Certificates for the materials used in the repair and for the welder’s qualifications will be required and should be filed with the vessel's Enhanced Survey Programme.At the other end of the scale is superficial damage ‘which, in the eyes of the Master, is “fair wear and tear’ Scuffed paintwork, scraped tanktops and coaming edges chafed by crane wires come into this category. It is unreasonable, and unprofitable, to uy to make stevedores liable for damage of this sort. The third class of stevedore damage falls between the two extremes and includes damage to hold ladders or platforms, bilge well or manhole covers, ship's side rails and crane or derrick crutches. Items of this sort do not require supervision by Class but do require prompt repair and competent repair for the sake of the ship’s safety and efficiency. When damage has been found: The foreman or supervisor should be shown the damage and told that stevedores are held responsible. If the damage was caused by carelessness or unsafe practices he should be instructed to prevent any repetition, Owners or managers and charterers should also be promptly informed. The warning should be backed up promptly with a written stevedores’ damage report (Appendix 3.1) issued as soon as possible (24 hours often the time limit given in the charterparty) and supported by photographs. Such written notice is often made on a stevedores’ damage report form provided by the charterer. If no such form is available the owners’ form should be used, or a suitable letter can be written if no form is available. The report should describe the damage and the cause of the damage. Port, date and time must be stated, and the exact location and description of the damage should be carefully entered, so that several years later the damage can be distinguished from other damage, if necessary. The foreman should sign all copies of the form, He will retain one copy whilst the ship keeps the remainder, Stevedores show great resourcefulness in finding reasons for not signing the damage form, but their resistance must be met by determination on the part of the ship's officers. A signature for meeipt only’, or a signature denying liability is better than no signature. If no signature can be obtained the form should be endorsed with ‘Af (time) on (date) completed {orm presented to stevedore foreman who refused to accept or sign i} and a copy should be given to the ship’s agent 10 deliver to the stevedores, Stevedores should never be blamed for damage which really occurred in a previous port. They usually have a good idea of what damage they have or have not caused and if an attempt is made to blame them for damage they have not done there will be little prospect of future co-operation. Where damage is Suspected, but there are good reasons why it cannot be confirmed before sailing, the stevedores should be issued with a stevedores’ damage form holding them liable for any damage found (eg, after completion of discharge of a part discharged hold). The reasons why they are thought to have caused damage should be clearly stated. ‘They should be blamed for damage found after they have left the ship if itis certain that they were responsible. Provided that there is a good reason why it as not discovered sooner the claim will still be valid. The document should be given or sent to the ship’s agent. (CHAPTER 16 Repair of stevedores’ damage: Those stevedores who are well equipped and well organised usually prefer to make good any stevedore damage which they have admitted before the vessel leaves port Provided that the repair is a competent one, made by qualified workmen using the correct materials and, in the case of damage to the ship’s ‘main longitudinal and transverse members and their attachments’ approved by a Class surveyor®, this is the most satisfactory outcome for the ship. When repairs are completed by the stevedores, they will want a signature to confirm that the repair has been made, or they will demand destruction of all copies of the stevedores’ damage form. This is reasonable when a satisfactory permanent repair has been completed, but it should be remembered that further expense will be incurred at a later date if the repair is only temporary. If, for example, a patch has been welded over a hole punched in the hopper side, the stevedores’ damage form should not be cancelled, but should be endorsed ‘temporary repair made’. Stevedores who have made repairs sometimes issue certificates stating, for example ‘Repairs to hold ladders in No.3 hold completed to ship's satisfaction’ Ifthe Master has any doubt about the quality of the repair he should endorse the certificate with a suitable comment such as, ‘Repair to be inspected by Class surveyor/Company's superintendent’ If the stevedores are unable or unwilling to repair the damage it should, unless minor, be surveyed by a reputable surveyor who should also estimate the repair cost Crew work during discharge There are limits to the work that trimmers can be persuaded or compelled to do in the holds, and it is sometimes in the ship's interests to put crew members to work in the holds on supplementary cleaning. For example, some Masters recommend placing crew ‘members in holds at an early stage in the discharge of grain when it is safe to do so, to stand on the cargo and sweep grain from surfaces such as the flanges of deck frames high in the hold where cargo settles and is later difficult to remove. ‘Trimmers will often refuse to remove cargo which has fallen into hold bilge wells when a cover plate has been dislodged. If crew members remove the cargo from the bilge the stevedores will normally be co- ‘operative about lifting it from the hold by grab, thus saving time and effort for the crew later. The same applies for completed holds. Extra cargo missed by the trimmers can be gathered by the crew and will usually be discharged by the stevedores, thus saving, considerable extra effort for the crew. As the discharge from particular holds. is completed, the crew may be required to clean ballast, holds before they are ballasted or in preparation for the loading of the next cargo. (The necessary procedures are described in Chapter 5.) Sources 15, 35, 110, 139, 140, 142, 143, 144, 145, 146, 147, 148, 244, 285. (See List of Sources, Page 497) BULK CARRIER PRACTICE 209‘THE DISCHARGING PERIOD CHECKLIST - Tasks on arrival in the discharging berth 1 Seoure vessel in berth Bstablish safe access CD Obtain a full set of draught readings (Agree Unloading/Ballasting Programme with terminal representative (0 Agree Ship/Shore Safety Checklist with terminal representative CO Satisty the requirements of draught surveyor and/or cargo surveyor if appointed ( Satisty the requirements of the receiving country regarding fumigated cango (Open hatches when safe and appropriate to do so 0 Commence discharging and ballasting CHECKLIST - Duties of the officer of the watch in the discharging port Study and understand the discharging/ballasting programme. ‘Monitor the discharge and watch the draught to ensure that the discharging/ballasting programme is followed. Liaise with terminal representative regarding stevedores' damage, work of trimmers, and possible causes of delay. ‘Warn foreman if cargo is sticking to hold bulkheads and trimmers are needed to shovel or brush it down. Ensure correct cango is discharged and cargo is in good condition. Keep any list within acceptable limits. ‘Monitor the ballasting to ensure it remains symmetrical and no overflows occur. Co-ordinate and supervise the work of the crew to ensure efficienay in shifting of the ship, preparing ballast holds for ballasting, preparing holds for washing, maintaining efficiency of ship's oargo gear, and securing of holds on completion, Ci Keep the terminal representative informed of any developments, particularly of potential problems ‘which may affect the discharging, Note any possible causes of damage to ship or cargo, and make every effort to prevent them. Note and record any damage to ship or cargo and immediately pass details to the chief mate, who will hold the stevedores responsible. Q a (O Ensure moorings and means of access are tended as necessary. a Qo Ooo000 o oo Record full weather observations at least three times daily. Maintain full written records in the port log book and/or deck log book of all relevant events and data tems as detailed in the body of Chapter 12). Ensure that safe procedures are followed at all times. CHECKLIST — Duties of the chief mate in the discharging port Complete and transmit the discharging/ballasting plan before arrival in discharging berth If possible. o (2 Distribute copies of the discharging/ballasting plan to the terminal representative and the OOWs, and ensure that it is understood. a Cl Complete the Ship/Shore safety checklist, agree it with the terminal representative and obtain his signature on the document. Give the ows additional written instructions regarding the discharging, if the circumstances require tt. 1 Liaise with terminal representative regarding stevedores' damage, work of trimmers, and possible causes of delay. Cl Conduct ship's draught survey or undertake draught survey with an independent surveyor, when appointed. (Monitor the commencement of discharging and act promptly to deal with any problems. o ‘Use ‘informal’ draught surveys to monitor the tonnages discharged from time to time during the discharge. Figures are often provided by the stevedores at change of shift so draughts should be taken at these times to allow comparison of ship's and shore figures. Supervise the trimming of holds to ensure that they are properly cleaned by trimmers, and minimum. ‘work is left for crew. Ensure that appropriate matters receive attention when particular cargoes are discharged. Provide verbal warning, quickly followed by written notice, to stevedores when the ship or the cargo is, damaged. ‘Ensure thas the ship is properly secured for ses. Ensure that safe procedures are followed at all times, o oo oo 210 THE NAUTICAL INSTITUTE