Taking Over Cargo Watch
Today we are going to talk about a few more points related to the same article.In the previous article we talked about some of the common procedures used in all types of cargo ships.Today we are going to talk about some of the procedures related to General Cargo ships and Tankers.All right, let's go to the article
FOR GENERAL CARGO SHIPS
1. Thoroughly understand the stowage plan stowage locations, nature, quantity, desti- nations, classification (of dangerous cargoes), if any, of cargoes to be worked, dunnaging, separation, segregation, trimming of bulk cargo, if being loaded, and any other special instructions left by the Chief Officer.
2. All gear used for cargo work is as per . "Register of Chains and Machinery'.
3. All beams, TD hatchboards, dunnage, etc, if on deck, are neatly and safely stowed.
4. All shackle pins used in cargo work are seized with seizing wire to prevent accidental opening out (e.g. gin shackles. topping lift shackles, guy shackles, preventer wire shackles, etc). Note: Cargo shackles are usually of the screw type whereas anchor shackles and mooring shackles are of the non-screw type.
5. Winch drums have at least six turns of runner wire around them at all times. If not, the runner should be changed for a longer one.
6. Surfaces of winch drums are coated liberally with WRP (wire rope protector) a special grade of grease. If not, jerks would result whenever the ginfall changes from slack to taut. A jerk is estimated to be about six times the constant load.
7. Winches are in proper gear Single gear: less load, more speed. Double gear: more load, iess speed. The limiting load for each gear is clearly marked on the winch.
8. The sheaves of blocks in use are rotating smoothly, without squeaks caused by lack of lubrication.
9. Cargo wires are in good condition and coated with WRP (wire rope protector) a special grade of grease.
10.The angle between the ginfalls, when using the union purchase system, is kept to a minimum - generally in the region of about 90° but never in excess of 120°. To achieve this, the following actions should be taken:
• If a sling is too long, use a 'Cat's paw each time to temporarily shorten it. Otherwise, to lift the load above the hatch-coaming. the monkey plate would have to be hoisted unduly high, resulting in a large angle between the ginfall wires. in other words, keep the distance between the monkey plate and the top of the cargo in the sling to a minimum.
• Do not lower the outboard derrick more than necessary.
• Unship any portable rails in the path of the slings.
11. Any bull ropes in use are directly from the heel lock and not through the gin block at the derrick head.
12. Slings should are suitable for the nature of cargo being handled.
13. Weight of cargo in each sling is not excessive.
14. Winchmen are careful and diligent no jerky handling of cargo.
15. Wherever a hatch is open, or partly open, the hatch pontoons are properly secured against accidental ciosure.
16. Wherever cargo is being worked in the lower hold, with some beams of the tween deck in place, those beams are secured against accidental unshipping by locking pins or beam bolts.
17. Proper lighting is provided for cargo work.
18. Guard ropes or rails are in place whenever cargo is not actually being worked so as to prevent persons from fålling overboard.
19. Balance parts of preventer wires and rope guys are coiled and secured to the bulwarks/ rails and not lying loose on deck.
20.Enquire from the outgoing officer the following cargo particulars:
• Number of gr cs aboard and their distribution.
• The number of hooks working or to be worked and in which holds.
• Details of čargo being discharged/ loaded - origin, destination, nature, quantity, where stowed/to stow, special precautions, etc
FOR TANKERS
1. While taking rounds on deck, ensure that:
• The air intakes for the air-conditioning of the accommodation are shut and that the air-conditioning system is in the re-cycle mode. This is to prevent cargo vapour from entering the accommodation.
• Scuppers are effectively secured to prevent minor oil spills on deck from going over-board.
• The drip trays at the manifold are lined up to be drained into an oil tank.
• No naked lights anywhere except in safe, designated areas.
• Ensure that all portable electric and electronic equipment to be used are intrinsically safe. Mobile phones must be switched off before going on deck.
• 'Spill drill' equipment is ready - buckets, sand, rags, etc.
• FFA (Fire Fighting Appliances) are ready near the manifold:
1.Deck water running. Under normal circumstances, the discharge of this water is through the anchor-wash nozzles in the hawse pipes. with
2.Two fire nozzles connected.
3.Two foam extinguishers.
4.All fixed foam installation monitors hoses jet/spray (turrets) pointing to the manifold.
• Tension winches not allowed to be used on tankers. The reason for this is as follows:
1.When a sudden surge greater than the setting of the winch is exp- erienced, say due to the waves caused by a passing ship, the winch would walk back, maintaining the pre-set tension.
2.The manifold connections, in many past instances, have been wrench- ed off with consequent oil spill.
3.In modern terminals, the valve on the loading arm will automatically close and the arm will disconnect if the vessel surges beyond a pre-set limit value. ta
4.This appears to be safe while loading but, while discharging, there would be considerable oil spill.
5.Subsequently, the tension winch, still maintaining the pre-tension, would pull the ship alongside, with considerable force and speed, resulting in possible damage to the ship's side.
• Flag 'B' during day and red light at night are displayed.
• The IG PVB (Pressure Inert gas Vac- uum Breaker) has adequate liquid in it.
• Pump room entry permit is valid. This is granted by the Chief Officer after ensuring that:
1. Pump room blowers are on.
2. Adequate lights are on.
3. ELSA (Emergency Life Saving Appliance) is ready.
4. Rescue equipment (rescue hamess and hoist) is ready.
5. Gas levels (02 and HC) checked and found acceptable.
6. Pump room bilges are clean.
7. There are no known oil leaks in the pump room.
2. Read the contents of MSDS (Material Safety Date Sheet) supplied by the oil-cargo shipper through the shipowner/charterer or terminal. This includes:
• Material identification and description.
• Ingredients and occupational exposure limits.
• Physical data.
• Fire and explosion data.
• Reactivity data.
• Health and hazard data.
• Spill, leak and disposal procedures. 3.2.8. Special protection data.
• Special precautions and comments.
3. Read and understand written instructions, left by the Chief Officer, concerning oil cargo:
• Density of the oil at 15°C, or API gravity at 60°F, as declared by the shipper.
• Agreed loading/discharging temperature, if any, declared by the terminal.
• Agreed loading rate (rate of loading agreed to between the ship and the terminal).
• In case manifold pressure to be maintained.
• Agreed signals for emergency stoppage as per ship-shore checklist.
• Quantities of parcels/grades, if any.
• Intended final distribution of cargo.
• Loading/discharging sequence.
• Deballasting/ballasting sequence.
• The topping off ullages required after of discharging, the agreed making due allowance for trim.
• Any other instructions.
4. Read the ship-shore safety checklist and items to be periodically checked as stated therein.
5. Enquire from outgoing officer:
• Current status of cargo work.
• Current status of ballast.
• Current status of Loadicator update. On
modern tankers, the Loadicator is on line updates automatically every few minutes. In case it is not so, it should be manually updated at regular intervals - normally every hour but never exceeding three hours.
• Current status of valves of pipelines.
• Names and ranks of support level persons on watch.
Have a nice day until we see more articles like this in the future.
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