Loading Cement: Make Sure You Clean Up After Loading

A bulk carrier loaded a full cargo of cement in the Far East during the northern winter, using an enclosed loading system. This meant that the hatch covers were closed and a loading chute was fed through a manhole in the closed hatch top, with the cargo pumped under pressure into the hold.

En route to the loading port, after the holds had been cleaned, the hatches were watertight-tested using ship’s fire hoses and found to have no leaks.

The master noted that the length of the loading chute only just fitted into the hold by 60 cms. This meant that the cement cargo was being fed in from the top of the hold, producing a considerable amount of cement dust onto the top frames, hatch trackways and hatch coaming drain holes.

The hatch cover drain holes were not taped over before the start of loading. It should be the practice – weather permitting – to clean the trackways and hatch cover coamings after loading, using compressed air if port regulations allow. This clears the drain holes and water channels of dirt and cement dust.

During the Pacific voyage, this ship was weather routed, heavy weather (over Beaufort 9) was encountered and seawater entered the hatch trackways. The water mixed with the cement and all the drainage channels to the forward two hatch coamings were blocked with hardened cement. As a result, water entered the holds and damaged the cargo. Sealing tape was ineffective in such heavy seas. Sealing tape should not be considered as a primary barrier to water access. The claim submitted, including the cargo damage, disposal of the cargo and associated costs, was over $650,000.

31 Answer the questions.

1. What was at risk from the very beginning?

2. What was the Master’s mistake?

3. What had to be done after the loading was finished?

4. Was it only one person’s mistake?

32 a) Choose some advice fitting the case.a. Before loading cement or other dusty cargoes, the coaming drain holes should be taped over to prevent the entry of dust. Tape should be removed before blowing down

b. A proper system of inspections and checks must be carried out to assess the integrity of ballast tanks after hold cleaning and during the ballast voyage

c. Cargo watch on deck should monitor stevedore grab handling and damage.

d. Masters should confirm that weather routing advice takes account of the water-sensitive nature of the cargo carried.

e. Masters must take a robust stand (приймати чітку позицію) when asked to carry out hold cleaning operations that are unrealistic.

f. Stevedores and charterers should be approached when incorrect loading equipment is used.

b) Discuss the correct advice.

33 Debate!

It’s only the Master who is responsible for the correct cargo handling.

The cargo is always damaged because of people.

It is almost not possible to prove the crew innocence in case of cargo damage.

Stop-loss practice is a myth.

Speaking

34 Study the poster, recall your practice and discuss.

a. Did you follow the recommendations as for bagged sugar transportation?

b. Who was in charge of cargo loading done correctly?

c. Did you have any accidents connected with poor cargo loading?

d. How did the Master participate in all process of cargo handling?

e. Did you perform any cargo works that should have been done by others?

f. Is it really important not to lose reputation in cargo transportation? Why? Why not?

35 Project-work.

Prepare a presentation about one type of dry bulk cargo in terms of the most frequent causes of its damage and ways to avoid them.