Germany's Oldendorff Carriers ordered Post-Panamax at Jiangsu Eastern Heavy Industry. The owner confirmed its order of a 97,000 deadweight eco Post-Panamax bulk carrier at Jiangsu Eastern Heavy...
Cargo gear, derricks, cranes, wires, pulleys, blocks, ropes, shackles, etc., must be in order and conforming to S.W.L. (Safe Working Load) requirements. Cargo rigging must be set to suit the work in hand. Statutory requirements impose minimum standards but this does not excuse any neglect of daily inspection, or continued supervision during actual cargo working.
Where wooden hatch covers are fitted these should he stowed on deck during working periods in such a place and fashion as not to suffer damage yet he readily accessible for replacement to meet inclement weather. Hatch beams that are not unshipped must be secured against the possibility of being accidentally unshipped. Where power operated steel hatch coverings are fitted attention must be given to their efficient working See Department of Transport Notice No M524 (and refer page 447).
Hold and spate inspection should cover detailed attention to defects of any kind, even where these have been repaired it is not enough to accept completion of the repair without a close inspection. Structural inspection should cover ship plating, access ladders, lighting, guard rails, storm valves and pipes, fire fighting gear and fittings, manhole covers, side port doors and spar ceiling.
Where deep tanks are fitted, inspection of healing coils is neces¬sary and blanks fitted to the bilge lines, if liquids are to be carried.
Much the same general inspection should apply to roll on /roll off vessels, together with attention to the securing arrangements fitted into the ship for vehicular loads and also to the mechanism by which the bow and stern doors are operated ... as indeed also the operating mechanism of internal deck approaches. See Department of Transport Notice No 542 (and refer page 447)
Container vessels call for intense inspection to ensure that the lashing and securing arrangements are in order and that, also, the guide liners into which the containers fit, are not damaged.
Of more general nature, a Cargo Officer should become familiar with the specialized equipment and facilities provided by the stevedoring agencies particularly that related to mechanical handling and mobile carriage; to the types and conditions of pallets which may be used with the loading procedures and to spreaders and sling arrangements. Current cargo handling practice involves a wide variety of unitization with consignments pre-packed into unit loads, ranging from single pallets, pre-slung loads or to containers. With the former it is good practice to 'sight' the loads arranged in the sheds or warehouses before they are moved to the quay for loading. By so doing possible pre-shipment damage comes to light and the units can be rejected while, also, a general indication of stowage needs is more easily apparent beforehand.
Where isolated pre-packed (stuffed) at quayside containers arc earned on conventional vessels it is essential that attention is given to the manner by which the contents of the container are solidly secured inside. (See notes on container handling)
While cargo work is proceeding the cargo officer should divide his time between the deck and the hold/cargo spaces. In this way he can ensure that the cargo is in all respects carefully handled and stowed. With discharging this practice assists in avoiding over-carriage of cargo.
When work is finished for the day the cargo officer must see that all hatch coverings are in place, secured and made water tight. Derricks should be swung inboard in order that no difficulties will arise if it should be necessary to leave the wharf quickly after completion of work for the day. Cranes should be 'locked' and secured in place: particularly must all electric and electro-hydraulic fittings be safeguarded.
It is usual to keep a record of the amount of cargo worked during the day. An appropriate check on this amount may be obtained from draft comparison with the displacement scale, or curve, for the vessel, taken before cargo work commences and after it is finished.
With hulk liquids of any sort the emphasis changes to ensuring that complex safely precautions arc observed and the routines, usually supported by check lists, arc strictly nofollowed.
The officer will be conversant with the Chief Officer's loading or discharging orders and will ensure that experienced hands are available to operate the valves in the correct sequence. He must also be aware of the potential sources of ignition and the risks attendant on the concentration of flammable gas on deck.
Instant readiness of all firefighting appliance is required and systems of communication, including means of summoning shore assistance to deal with emergencies beyond the scope of the ship's capacity, must be fully t understood. The cargo gear, understandably, consists of lines and valves the officer must become familiar with the pipeline layout and he valve operation for any tank or tanks.