Dr. Konstantinos Galanis - Hellenic Management Centrehelmc.squarespace.com/s/SM-8-z35z.pdf · Dr. Konstantinos Galanis ... As each consignment is loaded the Mate’s Receipt is used

Institute of Chartered Shipbrokers, Greek Branch, Chapter 8, Dr. K. Galanis

Dr. Konstantinos GalanisOperations & Technical Senior ManagerSeanergy Maritime Holdings Corp.


Vessel must be in proper condition to carry any cargoThe ship manager:

must be aware of the needs and requirementsproperly instruct the Master, so that the cargo is safely loaded, carried and discharged


Data source: Clarksons, 2013


Holds to be dry and clean (degree of cleanliness depends on the cargo to be loaded, i.e. mineral sand & bulk grains vs. iron ore & coal)Pass the hold cleanliness survey before loading (stevedores & crew)Specialized equipment may be neededSafe Trim: loading/ocean voyage/discharging




Data source: FAO & Clarksons, 2013


IMSBC (International Maritime Solid Bulk Cargoes) Coderequirements should be metFor sensitive cargoes an independent surveyor to be employedIn modern bulk terminal cargoes: loading via chute and grabs in a way that no actual trimming of the cargo is necessary (“spout‐trimmed free of expense”)Natural angle of repose: leads to a peaked pyramid shape in the centre of the hold


iron ore


Data source: GTIS, US Geological Survey & Clarksons, 2013


coal


Data source: GTIS, BP & Clarksons, 2013


Bulk GrainGrain clean: holds have to be clean to a high standard, dry & free from loose rust scaleFree flowing: risk of the cargo shifting when vessel rolls in bad weather that can lead to a list and/or capsizingStability calculations based on grain book that has to be approved by the flag state. Grain book states how many holds can be part loaded or slackTotal quantity of bulk cargo: shore weighing (Master by draft survey)


Ores and ConcentratesUsually fairly innocuous cargoesSome grades of ore have the tendency to liquefaction that can lead to capsizingTreatment of ores before shipment can leave the cargo prone to oxidation that can result in chemical reaction leading to large amounts of heat causing fires


CoalSome coal is subject to spontaneous heating, markedly so if the coal is extracted from a methane rich seamAlmost all coal cargoes give off flammable gas and so ventilation of the holds is important although natural ventilation is usually sufficient


ScrapMetal scrap that can include heavy or jagged pieces that are loaded carelessly and damage vessel’s framesSome is steel turnings, the residue from drilling and turning steel: such material is drenched in cutting oil that is generally of vegetable origin and if decomposed generates much heat


Motor blocks, second hand engines & machinery

Should be well drained


SulphurCan damage a vessel’s steelwork unless it is coated with lime wash before loading commences


FishmealLiable to spontaneous combustion and infestation


Much more complex, labour intensive and slower operationWider range of cargoes and problems can be metCannot be just poured into the vessel’s holds like bulk cargoCarefully stowed, lashed and securedQuantity is usually established by shore tally (Master to attend)


Bagged cargoesClean holds and battens to be in place (horizontal ones placed at regular intervals up to the vessel frames, designed to keep the cargo away from the vessel’s sides


Bagged riceFully cargo batten and ventilation channels have to be built


Bagged Ammonium Nitrate

Subject to spontaneous combustion, especially if the nitrogen content is above 27%


Bagged FishmealSubject to spontaneous combustion and infestation


Unit Loads

Carefully loaded and lashed to prevent movement


SteelWeight of each piece to be watched to ensure maximum permissible loading on the vessel’s tank top is not exceeded (especially with steel coils)When unprotected can lead to problems


Steel (bad stowage)


LogsCan be loaded at deckVessel has to erect stanchions on deck and provide chainsCare when loading logs direct from the water as opposed to being loaded from a jetty or wharf (wet)Weight and size of logsWood cargoes also give off CO2 that can kill in confined spaces


Density & Stowage factor (cubic capacity of holds)Light cargo: full vessel’s holdsHeavy cargo: unused space in holdsExample: a vessel of 25,000 dwcc with grain cubic capacity of 34,000 cm (1,200,000 cf) will be able to load

25,000 tonnes of bulk phosphates stowing abt. 0.90 m3/t (32 cf/t). The vessel has actually space for 34,000 [0.90=37,780 tonnes or 1,200,000 (32=37,500 tons)] but it can only take 25,000 tonnes in weight before its loadline is submerged.23,129 tonnes of bulk barley stowing abt. 1.47 m3/t (52 cf/t). The vessel has actually space for 34,000 [1.47=23,129 tonnes or 1,200,000 (52=23,077 tons)] it will have spare dwcc and could load more cargo but there is no more space in vessel’s holds‐they are full.

Higher freight rate per tonne is negotiated for a lighter cargoLoading sequence to be arranged by the Master


IMO is the part of UN responsible for formulating International Maritime Law especially for safety, pollution, environmental protection and exploitationIMDG (International Maritime Dangerous Goods) code


Five volumesLocal additions or modifications to the Maritime Rules are often made by individual governments and published as Notice to Mariners


Every known dangerous commodity is listed and is allocated a “Class” and a UN numberListing describes in detail the nature of the hazard and the type and amount of packing that is requiredDeclaration: DGN (Dangerous Goods Shipping Note)


UN requirement to prevent catastrophic results caused from leakage and firesClasses

Class 1: ExplosivesClass 2: GasesClass 3: Flammable liquidsClass 4: Flammable solidsClass 5: Oxidising agentsClass 6: Poisonous (toxic) substancesClass 7: Radioactive substancesClass 8: CorrosivesClass 9: Miscellaneous dangerous substances


Purpose is to ensure that:The goods are packed safely and properly labelled by the manufacturerThey receive the correct stowage requirements during land transportation and on board shipPersonnel involved with the transportation of these goods know how to deal with spillage and what action to take if fire breaks out in the same compartmentPersonnel know whom to contact for advice



If carry dangerous goods, then a Dangerous Goods Manifest and a copy of the dangerous goods declaration for each item of cargo should be onboardBefore accepting dangerous cargo, the ship manager must check:1. If the ship can meet with the onboard stowage conditions.2. If either the vessel’s Hull Underwriters or P&I Club have to be advised3. If the vessel’s articles call for additional payment to the crew


As each consignment is loaded the Mate’s Receipt is used (notes the nature of the consignment, its weight, marks and condition). From these receipts the BoL is drawn up.

The Master’s formal receipt for the goods and when released to the shipper becomes the document of title to the goodsEvidence of the contract of carriageEndorsementFreight Prepaid or Freight Paid (in this case it also becomes a receipt for the freight)Clean on boardBoL: negotiable documentUpon completion of loading:

Cargo ManifestStowage Plan


Defects found during loading should be noted on the BoLSome countries demand cash deposit against cargo claims before the vessel sailsShip manager should ensure

Bad weather: Master should always tender a Note Protest on arrivalSteel cargoes: pre‐shipment survey at loading and an independent survey at the discharge portHomogeneous cargo (bagged or bulk): Master to arrange with Customs to seal the hatches at the loading port, carry out a draft survey before discharge starts and upon completion of discharge. In case of non bulk cargo, a check tally to be arrangedDoubt: consult the P&I Club and follow its recommendations


Oil & Petroleum products:Black oils (would be solid at ambient temperature, and gasses only made liquid under pressure or at a very low temperature)Spiked crudes (light fractions such as butane have been added)Topped CrudesFeedstokesChemicalsGasolineKeroseneGas oilDiesel


Data source: EIA & Clarksons, 2013





Vary in appearance, consistency and characteristicsTwo main classes:

Paraffin based crudes (contain varying quantities of paraffin wax & little asphaltic material)Naphthenic crudes (contain little or no wax with high proportion of asphaltic material)

Volatile depending on temperatureAll regulations and precautions must be strictly observedMost crude oils are in varying degrees acidic, with sulphurcompounds occurring in widely varying amounts (obnoxious smell)Handling based on its characteristicsTank cleaningOne or more types and quality of crude oil may be carried


Very few of the present generation VLCCs are in fact equipped to heat cargo (under 100,000tons heating is required)Cargo loss or damage might take place if proper heating is not appliedOverheating: boil off valuable light fractionsUnderheating: increase precipication of some of the heavier componentsSolidificationMinimum temperature to maintain is usually 10oC above its pour pointDischarge at low ambient temperatures might need circulation through the deck lines to prevent solidifying and blockage


Crude carriers over 20,000dwt & most product carriers over 20,000dwt are not permitted to load/discharge unless their inert gas systems are in operationQuality of inert gas & oxygen content of the gas in the tanks to be regularly monitoredDischarge is more demanding as air can be sucked into the tanksCargo surveyors and inspectors may require reduction in inert gas pressure in order to ullage, dip or inspect tanks


Inert gas reduces visibility in the tanksFurther cleaning prior to loading, then in addition to de‐inertingand cleaning, up to 48 hours may be needed for re‐inertingInert gas passes through scrubber to remove solid particlesSooty deposits in the tanks can cause discoloration of clean cargoesContamination of different parcels of cargo may happen via the inert gas venting systemCollision leads to rapid lost of inert gas and the atmosphere in the tank will become potentially explosive


Prior to COW (Crude Oil Washing) sea water delivered under high pressure to the tanks via rotating nozzlesWater at ambient temperature (before the dry‐dock the water may be heated)


Drain after dischargePump crude oil through the tank washing machines during dischargeShift the solids and semi‐solidsStripping to a collecting tank from where will be sent ashoreVenting of gas1/3 of the tanks is usually crude oil washed (every three voyages each tank is washed)Crude oil washing increases discharge time


Division between crude oils and products and between clean & dirty products is not so easy

Cargo described as “feedstock” may be a product (such as dirty naphtha) or a topped crude oilLight colored gas oil is a clean cargoA product carrier with good segregation can carry both clean and dirty products (rare)Bitumen: black product that requires very high heatingHeating is a major factor for black productsWhite products require: degree of cleanliness of the tanks, pumps and linesMost common size of clean product carrier is abt. 45,000dwt while average size dirty product carrier is abt. 112,000dwtCargo history is important


Very specialized trade carrying a wide range of chemicals and also a variety of other petroleum products (aromatics & unleaded gasoline)Charterer to advise of any special requirementsTerminals staff to be experts and well‐equippedThe average size of chemical carrier is small with suitable size tanks and good segregation capabilityStainless tanks, expensive coating, separate pumps & lines, extra safety features


If the cargo and coatings are not compatible the cargo may damage the coatings or the coatings contaminate or discolor the cargoFailure of coating does not protect the surface and cleaning problems increase


Liquefied Natural Gas (LNG) & Liquid Petroleum Gas (LPG) carriersMoss Rosenberg spherical tank systemTechnigas and Gaz Transport integral tank systems



Deadfreight: the charterer does not supply the full agreed quantityTo measure and ensure content, the Deck Officer should check that all tanks are ullaged (the free space above the cargo is measured)Before discharge and after discharge measurementsSeaworthiness & slack tanks


Pros & consDetails for every berth printed in editions (yearly)Size of portReputable agentCharter Party: safe berth


May have an impact on the safety of the berthSome charters allow for a “Not Always Afloat But Safe Aground Situation” (NAABSA)Ensure that time counts while waiting for the tide, then the owner incurs the cost of that delay (could be several days)Neap tideSpring tideIn short voyages the knowledge of tides is of major importanceThere is no point in ordering overtime to discharge more quickly or rushing at full speed to loading port if the ship has to wait for the tide to rise


During winter monthsNorth America: it is far more economical for the farmers in the Canadian prairies to deliver the grain for export to Churchill in the Hudson BaySt. Lawrence Seaway: links the Atlantic to the Great Lakes (ice closes the route of entering the heart of N.American continent by mid‐Dec to beg‐May) [early freeze‐up might happen]Baltic Sea (N.Europe): becomes ice‐bound Nov to Mar despite the ice‐breakers, including a few that are nuclear powered


North Atlantic (winter), Cape Horn, southern tip of Africa (occasionally)Extreme low atmospheric pressure produces violent revolving storms (anti‐clockwise in the northern hemisphere, clockwise south of the equator), developed over the sea with speeds averaging around 75 knots and gusts reaching twice that speed (heavy rain and tidal waves)Worst occur along the tropics of Cancer and Capricorn (23.5 degrees north and south of the equator)Can affect port installations tooIndian Ocean: known as cyclones (between Nov to May)Monsoons (between Jun‐Aug) bring occasionally gales & heavy rainsGulf of Mexico & West Indies: storms are called hurricanes (Aug‐Oct)Far East: big wind “tai fung” typhoon (Jul‐Oct)Australia (Jan‐Apr): “Willy‐willies”


Sea fog is different to inland (at sea fresh winds may be involved)Essential ingredient is warm moist air over a cold seaAreas of the world that are particularly prevalent with maximum likelihood:

Off Newfoundland May to SepOff California Jun to DecBering Sea Jun to AugBaltic Sea Nov to JanHudson Sea Jun to Sep


Labrador Current that is responsible for the Newfoundland fogs brings icebergs broken off the Polar icecap (“Titanic”…)


Weather routeing servicesTechnology


The greatest depth to which it may be loaded: varies depending upon the density of the water, the time of the year and the part of the world in which the vessel is trading


General agreement among marine underwriters incorporated into Hull & Machinery insurance policiesAttention: Clause 34 of IHC (Appendix 7) for imposing an undertaking upon the ship not to trade into icy regions during cold weather (application to be filed and premium to be paid if need to break the conditions)ECDIS (Electronic Chart Display & Information System)VDR (Voyage Data Recorder)


Case StudyYour vessel is loading in the Arabian Gulf in July for discharge in Wellington, New Zealand.

What weather would you expect to encounter on the voyage which will route you south of Australia?Fully explain what benefits you would expect from using a weather routeing service.What other concerns will have to address for the early part of the voyage?


Case StudyThe least popular question and one that was not generally well‐answered although there were some notable exceptions.

Part (a) asked for the weather likely to be experienced on the voyage and at the time of year this would firstly be the SW monsoon and cyclonic storms in the Indian Ocean north of the equator. After this fog could be a problem rounding the Western Australian coast but then the vessel would be in the violent sea, wind and swells of the roaring forties. Several candidates mentioned Willy Willys but these are not a feature of a southern hemisphere winter! Candidates should be aware that the seasons are reversed when changing hemispheres.

Part (b) looked for the benefits of weather routeing and while many identified cost savings in time and fuel, many missed the safety benefits for the ship, cargo and crew. Read the question, you were asked for the benefits, not an essay on the service!

Part (c) primarily was looking for anti‐piracy precautions although some also identified the change in load line zones which gained extra marks.


Attempt the following and check your answers from the text:1. Explain the main possible issues you might encounter with the following cargoes

a) Sulphur , b) Steel Scrap, c) Coal, d) Fishmeal2. Identify five of the classes of dangerous cargo listed in the IMDG Code.3. What types of oil cargoes require heating during the voyage and how is this achieved?4. What is the method used to reduce the risk of explosive gases accumulating in tanks and

how does it work?5. Name three areas in the world affected by ice with dates when navigation is likely to be

impossible.6. In which areas would you expect the following, when are they most likely to occur and in

which direction will the storms be rotating:a) Hurricanes, b) Willy‐willies, c) Typhoons

7. How would you express the size of the following:a) Dry bulk carriers, b) Reefers, c) Container ships

8. What is a “dirty” cargo? How would a Master of a modern ship clean the tanks at the discharge port?

9. Name three areas where sea fog is likely with dates of when for occurs most often.

EssayA ship under your management has been chartered to load a cargo of steel coils and you are about to send instructions to your agents at loading and discharging ports. Draft the messages to each agent that specifically covers what you want them to do/arrange in connection with the cargo.

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Dr. Konstantinos Galanis - Hellenic Management Centrehelmc.squarespace.com/s/SM-8-z35z.pdf · Dr. Konstantinos Galanis ... As each consignment is loaded the Mate’s Receipt is used