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    23 views14 pages

    Chapter 15 - Loaded Voyage PDF

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    RaresForest

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    © All Rights Reserved
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    of 14
    CHAPTER 15 LOADED VOYAGE Departure from the loading port, trim for the loaded voyage, choice of route, cargo ventilation, soundings, action to take when flooding is detected, acidity of bilges, cargo temperatures, sampling of air in holds, checking and tightening of cargo lashings daily, inspections in fair and rough weather, conduct of the voyage in rough weather, reporting, arriving at the discharging port Departure from the loading port Is Chapter 12 it was noted that itis normal for all the hatches to be secured for sea and their securing checked by the chief mate before the vessel leaves the berth. An exception may be made when a vessel has a long passage to complete from the loading berth through sheltered waters before the open sea is reached. In these circumstances, if the paperwork can be completed promptly, and if the securing of most of the hatches has been completed when they finished loading, time can be gained by completing the securing of the final one or two hatches after the vessel has left the berth. For Capesized vessels the ports of Ponta Da Madeira, Narvik and Dampier come into this category, and the grain loading port of New Orleans is an example of a port where this approach is justifiable for Panamaxsized vessels. Many more examples could be quoted for handy-sized and mini- bulkers. If there is a high tide to catch or if daylight is required for the transit, there is an added reason for departing as quickly as possible and completing the work of securing whilst proceeding towards the sea. Once the berth has been cleared and tugs have been released, mooring lines must be secured on their reels and covered or passed below decks into the rope stores. Anchors must be secured and spurling pipes mented or covered when deep water is reached and. there is no realistic possibility of using them. Cargo residues lying on deck should not be washed or swept overboard whilst the vessel is in the port approaches or coastal waters. Light residues sueh as grain are liable to blow over the ship: they should be swept into piles between the hatches and damped down or covered for disposal once international waters are reached. Heavy residues like iron ore can be left on deck to be swept or washed overboard in international waters. (The regulations for the disposal of cargo residues are described in Chapter 25.) Essential cleaning should be done. For example, a clear path along the deck to the pilot ladder must be swept or washed, and if the pilot isto be discharged by helicopter the helicopter landing hatch cover and the two adjacent covers must be washed down. This is to prevent dust being drawn into the helicopter engine, Where it might cause failure, and to avoid the creation Of a dust fog. Permission from pilot, terminal or port authority to wash down the helicopter landing area must be obtained. Trim for the loaded voyage Bulkers frequently leave the loading port wim even keel or nearly so and when at full sea speed the open sea will trim by the head (Sce Chapter 8, “Squat’). This is inconvenient at best: at worst itcan be dangerous. Bulk carriers are designed to operate at even keel or trimmed by the stern. The hold bilge wells are situated at the alter ends of compartments but when a ship is trimmed by the head water leaking into the hold from any source will flow or se towards the fore end where, with cargoes such as steel or forest products in particular, it will lie on the tanktop. In these circumstances the bilges will rema empty and the leakage will be undetected until sufficient water has entered to cover the entire tanktop and reach the after end of the hold. Wherever the ship’s Ioadlines permit the ship should be trimmed by the stern for the sea passage, for example by filling the afterpeak with sea water ballast. In addition to improving the reliability of the hold bilge soundings this will make easier the transfer of fuel, and drainage in washrooms and ship's stores will become more efficient. Choice of route for the loaded voyage The obvious first choice of route for the loaded voyage will be the most direct one and often this will be the best, but there are various reasons for considering alternatives. When choosing the route, the Master should take into consideration the ship’s loading and operational requirements, plus climatic and weather data. Loading and operational requirements: A ship which has been soundly built and properly maintained ought to be able to face normal t weather without suffering structural damage, but, there is no benefit to be gained from meeting adverse weather on the direct route if more favourable conditions can be found on an alternative route. fhermore, no Master should let his vessel remain the path of exceptional weather, such as is met near a tropical cyclone, when there is an alternative, ‘The ship's loading and operational requirements are dictated by such facts as the cargo the vessel is carrying and, where applicable, the way it is secured, The Master of a ship carrying’a deck cargo of steel pipes, timber or woodpulp, or with holds loaded with steel coils lashed with strapping bands, for example, will want to avoid heavy adverse swell as far as possible Heauy seas shipped on deck can dislodge deck cargo, and the ship's violent motion can cause steel coils to break adrift in the holds. If the cargo requires ventilation the Master should try to avoid weather which makes it impossible to ventilate. [Asstrong case can also be made for choosing a route to avoid troubles. Coasts where civil strife has led to the shelling of passing ships, areas where pirates are known to operate and areas where large concentrations of fishing vessels can be expected are all well worth avoiding. BULK CARRIER PRACTICE 187 data: Climatic data include the ons of currents and wind and wave height direction taken over a period of years. In low es within the tropics, the weather and wave ons’ remain stable for long periods except tropical cyclones occur, and. these data hed by hydrographic authorities are very In low latitudes a choice of route which takes nt of prevailing currents, winds and. swell ons is likely to be successful. Its reasonable for er to set courses which increase the distance ground, provided that the extra distance is, eighed by benefits such as a favourable current, better speed through the water. the arithmetic shows that on indirect route ‘BY good 14 knots, the vessel will arrive in port than by direct route ‘A’ is climatic data which influence a Shipmaster en he chooses an indirect route across the Arabian during the SW monsoon or remains further from, South African coast when rounding the Cape ‘west to cast to avoid the adverse effect of the current, routes recommended in Ocean Passages of the are based on climatic data, and such data can and in routeing charts, current atlases, tidal n publications and sailing directions Stable than in the tropics, being regularly bed by the depressions which cross the oceans. areas the use of weather forecasts is essential choosing the best route to follow: swell and ‘conditions can be very different over a distance ao more than a few hundred miles, departure from the direct route (ie, from the circle route) in higher latitudes is most likely to it in a saving when the route runs easterly or because that is the direction in which the ther systems travel. It is mainly in east-west ings of the North Atlantic, North Pacific and the ee southern oceans that savings in time and/or fuel be made by good route choice. ienced Masters can learn to recognise the + patterns over the oceans and to choose their accordingly. During periods when conditions favourable the planning of the route is easy, but ‘voyages may take 10-30 days and there can be Shipmasters who have the resources to plan timum routes so far ahead through adverse difficulties for a Shipmaster of forecasting, in advance, the nature and effects of adverse on his ship and the desire for voyages ;pleted economically and without losing time or if cargo, have led to the development over “the last 40 years of ship routeing services. Improved “communications and data acquisition and processing made such services possible. “gant roteing services: Ship roueing services serving le world or more limited areas are provided by eral commercial organisations inchiding_ fleet “mariagements which have the resources to predict the ‘weather and to forecast a ship’s progress along “188 THE NAUTICAL INSTITUTE alternative routes so that the most suitable one can be chosen. The size of their data bases and the power of their computers enables them to assess the options and ‘choose the best route in a way that no mariner eould hope to match consistently. The International Maritime ‘Organization has issued advice on minimum standards for weather routeing services! ‘The weather routeing services receive regular and frequent weather reports from numerous sources situated all round the world, including data from satellites, and use operational computer models which produce detailed forecasts of winds and waves for a number of days ahead. These services normally ask the purpose of the routcing ~ to minimise fuel consumption, or to minimise adverse weather and swell, for example ~ and recommend an appropriate route. The route is chosen on the basis of the forecast weather and the anticipated performance. The — ship’s performance is forecast on the basis of her particulars and the experience which the forecasters have in their computerised records of ronteing similar ships. The ship reports her position at intervals during the voyage or is racked automatically so that her progress can be monitored and the route amended when changing conditions require it. The routeing services also monitor sea ice and the recommended routes take vessels clear of ice infested waters. After the voyage the routeing organisation can provide a comparison between actual and possible alternative routes to demonstrate the benefits of the routeing advice. The routeing organisation can also provide comparisons between actual speeds achieved and charter speeds, after taking account of the weather and currents experienced. ‘These comparisons can be provided regardless of whether or not the vessel was routed on the voyage in question. A fuel consumption monitoring service is provided by ‘most routeing services as an optional extra and is used by many charterers. ‘When to use a ship routeing service: It is common for charterers to insist on the provision of a ship routeing service for the loaded voyage, particularly for east west crossings of the oceans outside the tropics. Since the Hill Harmony case some charterers have adopted the BIMCO Weather Routeing Clause for ‘Time Charter Parties which states: (a) The Vessel shall, unless otherwise instructed by the Charterers, proced by the customary route, but the Master ‘may deviate from the route if he has reasonable grounds to Delicve that such a route will compromise the saje navigation ofthe Vessel (b) In the event the Charierers supply the Master with weather routeing information, although not obliged to follow such routeing information, the Master shall comply with the reporting procedure of that service. The effect of this is to allow the Master to use his own judgement and discretion, If he departs from the recommended route he should be able to show that he hasacted prudently: The use of the ship routeing service ‘enables the charterers to be satisfied at modest cost that the chartered ship has followed the optimum route. When routeing is not a requirement of the charterets it is still open to the Master to request ‘owners or charterers for permission to use a routeing: service and some owners and charterers will expect him to do so when benefits can be anticipated, Individual cases must be judged on their merits, but routeing services for bulk carriers are likely to proxide the biggest savings in fuel consumption, and/or the greatest reduction in damage, when one or more of the following conditions are met: voyage is outside the tropics: voyage is through the tropies during tropical cyclone season: voyage runs more east to west than north to south: the shortest route would take the vessel into very high latitudes: voyage is during bad weather period (eg, winter or monsoons); ship is mediuum- or low-powered; ship is in ballast or has a deck cargo: Master has litte experience of the region; ship's facilities for receiving weather data are poor. Improvements in communications, in computing and in satellite weather observing and forecasting have greatly improved the availability and the quality of meteorological information for mariners and ‘do it usell" shipboard routeing services were, in 2008, lable and well regarded. Cargo ventilation Speaking generally, bulk cargoes are ventilated to prevent the formation of cargo sweat or ship’s sweat which could damage the cargo, to reduce the harmful heating of a cargo, and/or to remove hazardous gases from the cargo spaces. Ventilation in the wrong circumstances can do considerable harm and before a decision is made to ventilate a space it is necessary to consider the requirements of the cargo, the temperature and humidity within the holds and outside and the presence or absence of sea spray. The types and positions of ventilators with which the ship is provided must also be taken into account Hold ventilators: Most bulk carriers built since 2000 are provided with two hold ventilators set into the forward end of the hatch covers and a similar pair of ventilators set into the after end of the hatch gs. 15.1) These are easy to open or close, easy to clean, cheap to fit and maintain but are more exposed to sea water and spray on deck than are mushroom ventilators, and therefore require more attention. Ventilators of this type do not contain Fans. The arrangements within the hatch cover depend upon whether the hatch panels are single (Fig. 15.2) or double (Fig. 15.3) skinned. Older bulk carrier and any bulk carriers fitted with mechanical ventilation are more likely to be provided with two or four ventilation trunks per hold, with one or two situated atthe fore end of the hold, and one or two at the after end. To avoid passing through the topside tanks these ventilator trunks are situated close to the ship's eentreline, Within the hold each such trunk often terminates in a simple square, round or rectangular opening in the deckhead (Fig. 15.4). Alternatively trunking may continue down the bulkhead, with slots at intervals to admit air to the hold at various levels. Portable plates can be put in place to close the lower slots, when ventilation. at lower levels in the cargo is not wanted, Above deck the ventilation trunks may stand alone each fitted with a mushroom cowl which gives some protection from spray and from the direct force of any wind (Fig. 15.5 and 25.6), or they may be built into CHAPTER 15 Dla rg hold vent it. Fig. 15.1 Hold ventilator set into hatch panel oR cud Fig. 15.3 Hold vent in double skinned (sealed) hatch panel BULK CARRIER PRACTICE 189 LOADED VOYAGE Fig. 15.4 Ventilator opening in deckhead the structures of the masthouses with openings situated in the masthouse sides, the masthouse top (Fig. 6.1), or at the masthead (Fig. 6.3) Every ventilator must be provided with a means of losing so that all ventilation can be stopped in the event of fire. The means of closing may be in the form ‘of a ventilator fla imper’) set within the vent gnunk (Fig. 6.8) and operated by an external lever, or a watertight door (Fig. 6.1), or may consist of a cowl ‘which can be screwed dawn into a closed position by the operation of a valve wheel (Fig. 6.2 and 15.5). Some bulk carriers are provided with ventilator fans Set in the trunks of ventilators. When fans are provided they are normally fitted in the ventilator or Yentilators at one end of the hold. Ventilator fans ean ‘usually be run in both directions so that they can be used either to deliver air to the hold or to draw air from the hold. It may be possible to vary the speed of the fans, selecting full speed or half speed or a larger ‘range of options. Ventilation assisted by fans is known as mechanical or forced draught ventilation, whilst Nentilation which occurs as a result of natural ‘movement of air is called natural ventilation. Natural ‘ventilation can occur asa result of a wind blowing, the ‘ship's motion, or the circulation of air resulting from ature differences. ie Regina Oldendorff is provided with one ‘ventilator at cach end of each hold. These ventilators ‘pass vertically through the masthouses with the forward ventilator in each hold being on the Starboard side and the after ventilator on the port side. The ventilators terminate on top of ‘the masthouses with grilles which face aft and are provided with watertight doors (Fig. 6.1). No fans are ‘provided, so any ventilation is natural. Some older vessels are provided with ventilators of the hinged-

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