Seam 3 Non-Dangerous Goods

Group 7 - Barque
Cargo Space, Hatch Covers, Ballast Tanks Inspection; Damage Report and Enhanced Survey Program

For the purpose of determining damages to the structural parts of cargo spaces that may have
been caused during cargo operations, by the nature of the cargo, improper distribution of the cargo and
due to stress of weather inspection of the space is done whenever there is enough time for such activity.
Usually the best time is after the cargoes have been discharged. It is important that some structural
parts of the cargo space due to chemical reactions so that methods to prevent this could be
implemented.
Primarily hatch covers are inspected for their integrity and weathertightness so that ingress of
water to the cargo holds in all weather conditions is prevented. Ballast tanks should be periodically
inspected to see if there are damaged parts like cracks or holes in way of corroded parts that may cause
ballast water to leak and wet the cargo in the holds.

Inspection of Cargo Spaces for Damages

In order that damages to the structural parts of the cargo spaces could be determined you
should be familiar with the layout of these spaces. The best time to make the inspection would be after
the cargoes had been discharged and the spaces cleaned. Damages if any are usually caused by
stevedores rough or improper handling of equipment used during cargo operation, the nature of the
cargo that my leak and cause corrosion or heavy cargo that may shift and hit structure parts, uneven
distribution of the cargo that may lead to sagging and hogging of the vessel when encountering heavy
weather and others.

Final Inspection of Cargo Holds

After the preparation of the cargo spaces a final inspection is carried out by the Chief officer and
a junior officer to see that all holds and compartments are clean and dry to suit the requirements of the
incoming cargo. Inspect carefully the following:

a. All tween deck scuppers and strainers that they are clear of any obstruction;
b. All sweat boards are in places and no garbage or obstructions are left between them and the
shell plating;
c. All pipelines and overboard discharges have no leaks;
d. All pipe casings and electrical wirings are intact;
e. Underside of main deck plating have no leaks especially in a way of winches, ventilators, heel
of masts and king posts;
f. Bilges, drain wells and rose boxes;
g. Sounding pipes and striking plates;
h. Limber boards and ceiling boards on double bottom tank tops and bulkheads;
i. Hatch coamings and covers are in good operating condition and no leaks;
j. Hold ladders are intact and secure;
k. Manhole covers are in good order and secure;
l. Any damage to the cargo hold’s structures should be noted and repaired; and
m. If the ship has side ports they must be water tight and in good operating condition

Findings in the inspections conducted before and after the preparation of the holds should be
recorded in the Deck Log Book including repairs made if any, and signed by the inspection party.

The cargo space of the general cargo ship consists of a lower hold and tween decks. The port
and starboard sides are fitted with timber sweat battens (spar ceilings). In way of the comers and
bulkheads there are pipes leading from the weather deck down to the double bottom tanks and bilges
and bilge wells. There are electrical wirings in way of the underside of the weatherdeck. Near the
corners there are small trimming hatches and in the corners there are scuppers. Steel ladders from the
weather deck down to the lower hold are fitted along the forward and after bulkheads. There are bilges
in way of the port and starboard sides of the lower hold covered with limber boards and the hatch
square plating is fitted with ceiling boards. There ae manholes at the forward and after part of the
lower hold leading to double bottom spaces.
Except for the sweat battens and tweendecks. The Cargo space layout of a bulk carrier is the
same as that of a general cargo ship. Also instead of bilges there bilgewells at the after part of the
holds. The upper and lower wing tanks for ballast water are located on the port and starboard sides of
the cargo hold.

The Container Ship and Container Cargo Stowage Plan

The construction of the container ship is similar to bulk carriers except that the hatch opeings
extend for almost the full breadth of the ship in order that the containers can be lowered into the hold
directly to their position as indicated in the stowage plan. To further facilitate lowering the container,
vertical cell guides are fitted inside the cargo hold that allows confined positioning below deck and
vertical stacking. The steel hatch covers are fitted on the top side with means t fit unto the locking
devices at the bottom corners of the containers.
Because of the thousands of containers being loaded on board, the cargo stowage plan and the
sequence of container loading and discharging are prepared by shoreside personnel instead of the Chief
Officer before the ship’s arrival at the loading port. To find stow a container by position: when
identifying a container’s position fore and aft on a vessel, the term “bay”, “row” or “hatch” are used. To
identify the container’s position athwartships, the term “cell” is used and is numbered outward from the
center, even to port and odd to starboard. To identify a container’s position by height above keel, the
term “tier” is used. The container indicated is in position 7F35, which is bay 7 forward, cell 3, tier 5.

The structural parts that showed be inspected are shell platings, frames, bulkheads, stanchions, hatch
coamings, transverse beams and double bottom tank top platings and manhole coamings and covers.

Precautions before entering enclosed or contaminated spaces

Enclosed and confined spaces and places that may become dangerous because of a change in
conditions inside or a change in the degree of enclosure are the following:

a. cargo pump rooms

b. some machinery spaces
c. store rooms and lockers
d. fuel and ballast tanks
e. cofferdams
f. duct keels
g. peak tanks
h. peak tank
i. double bottom
j. deep tanks
Such spaces may be lacking in oxygen or contain toxic and flammable gasses. These spaces should be
entered only with authorization and after appropriate safety checks have been carried out. These are
the following:

a. a competent person should make a risk assessment of the spaces and a responsible officer should
take charge of the operation;
b. the potential hazard should be identified;
c. the space should be prepared and secured for entry, when opening the space care should be taken as
pressured/unpressured gasses maybe released from the space;
d. the atmosphere of the space should be tested for oxygen content, toxic and flammable gases. The
oxygen content should be 21% or more by volume. A breathing apparatus and protective clothing be
ready for use;
e. A permit -to- work system be adequately illuminated and no source of ignition should be put inside;
and ventilation should continue while there are persons inside.

While work is going on the air inside the space should be periodically tested especially for
oxygen content as oxygen may be depleted due to work going on. The permit to work system should be
valid for only one day for the particular work and not valid the following day. Safety checks should be
repeated before reentry after a break.
If unforeseen difficulties or hazards develop the work must be stopped at once, evacuate the
spaces and assess the situation. If an emergency occurs the general alarm should be sounded.
Protective clothing and equipment used for these cases are available on board; the master, officers, and
crew should know how to use them. Upon boarding a ship for duty be familiar with this equipment.
After completion of work the space must be closed and secured.

A checklist for the permit to work system should include the following:
1. Identify the work and location.
2. Identify the hazards and asses the risks.
3. Ensure the competency of the workers.
4. Know the precautions and personal protective equipment needed.
5. Determine communication procedures.
6. Identify a procedure and initiate a permit to work.
7. Obtain formal approval to perform the work.
8. Do a pre-work briefing.
9. Prepare the work.
10. Do the work to completion.
11. Keep a record of the work done.

Technically corrosion is defined as the deterioration of a metal due to an electrochemical

reaction with its environment. Corrosion will occur if the metal parts of the ship get in contact with
water, oxygen in the air, or some kinds of chemicals. To prevent corrosion in cargo spaces they should
be kept clean and dry, remove thoroughly chemicals that leak from cargoes, use the correct paint and
prevent heavy condensation by proper ventilation.

Hatch Covers and Ballast Tanks

The following lessons … 9.5

The term weathertight pertains to the condition of hatch covers that water cannot pass through
them when in the closed position and enter the cargo holds. The cover should first be made
weathertight before it becomes watertight, meaning that the weathertight devices (dogs, cleats, wedges
and clamps) should be tightened first in order that the lids rubber seals make firm contract with the
steel compression bars welded on top of the coaming making the cover watertight. Hose test the covers
in the closed position with a water stream from a fire hose of approximately 20 psi and inspect for leaks.
The hatch of the hatch cover that are likely to corrode if not regularly cleaned and greased are
the drainage channels between the sections and coaming trackways, drainage holes, internal surfaces
and underneath the hatch cover neoprene watertight seal.
A ballast tank is a tank which is used for water ballast. It includes ballast side tanks, ballast DBT,
top side tanks and peak tanks. The purpose of ballast tanks is to correct the ballast vessel’s list, attain a
proper trim and if the ship has no cargo to put her to a deeper draft for stability and make the
propeller’s thrust more efficient. Figure 22.
Generally, the internal surfaces of the plating of ballast tanks, especially if not coated, is subject
to corrosion in particular at the corners. Annual inspection of ballast tanks where a coating is not
applied is carried out or when required.

Damage Report and Enhanced Survey Program

As previously mentioned, the officer or person conducting the inspection should be familiar with
the layout of the cargo spaces, constructions of hatch cover and ballast tanks in order in order that the
correct names of damage or defective parts could be identified and properly reported.
In making a damage report, the important thing is to list down the correct name of the damage
part, its location, the nature and extent of damage, and the possible cause if there are indications that
point to it. Conclusion about the cause of damage should not be made unless the cause is obvious and
100% proven to be true. If a surveyor is conducting the investigation you can assist him and answer only
the question asked without any elaboration.
The guidelines on the Enhanced Program of Inspection during surveys of bulk carries consist of
surveys of hull structure and piping system in way of cargo holds, cofferdams, pipe tunnels, void spaces
within the cargo length area and all ballast tanks; contain the extent of examination, thickness
measurement and tank testing; and definition of terms.
The second part is about the period covered by the survey including the drydock survey. The
third part is the survey of hatch covers and cargo holds and ballast tanks. The fourth part is about
Intermediate Enhanced Survey that is an additional to the annual survey. The fifth part is about the
preparation of survey covering the planning and the other related activities.