Category: Publicatie

[vc_row][vc_column width=”1/6″][/vc_column][vc_column width=”2/3″][us_image image=”11790″ size=”full”][us_separator size=”custom” height=”30px”][vc_column_text css=”%7B%22default%22%3A%7B%22font-size%22%3A%2222px%22%2C%22line-height%22%3A%2232px%22%2C%22font-family%22%3A%22body%22%2C%22font-weight%22%3A%22300%22%7D%7D”]Transporting steel products such as coils, profile sections, slabs, wire rods by sea is not without risk. These cargoes are sensitive to moisture, corrosion and mechanical damage and any contact with seawater can cause serious damage.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]In the case of seawater, contact with chlorides can cause corrision and pitting corrosion which is sometimes difficult to detect. Pitting corrosion affects the thickness of the steel, making it impossible to use a product for its initial purpose. We regularly see that consignees try to prove the presence of chlorides on the steel by means of a silver nitrate test in order to substantiate a claim.

With this publication, we want to explain how claims can be avoided and how the NNPC represents the interests of its members in such cases.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text css=”%7B%22default%22%3A%7B%22background-color%22%3A%22%23f5f5f5%22%2C%22padding-left%22%3A%2220px%22%2C%22padding-top%22%3A%2220px%22%2C%22padding-bottom%22%3A%2220px%22%2C%22padding-right%22%3A%2220px%22%7D%7D”]During transport, there are a number of measures that can be taken to mitigate the risk of damage. These are explained in the following sections.

1. The contract of affreightment
2. Preparing the hold and hatch covers
3. Loading
4. Transport by sea
5. Unloading

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The contract of affreightment

When concluding the contract of affreightment it is important to make clear agreements about who is responsible for the loading and unloading, for whose risk the stevedores work and who supplies the lashing and dunnage and which party lashes down (shore crew appointed by the shipping company or charterers or does the crew lash down themselves). We specifically recommend taking the following into account in relation to this:

• Where possible, leave the responsibility for this with the charterer and, in any case, do not accept responsibility for work they do not actually perform themselves.
• Inform the master of the conditions of the voyage and send clear voyage instructions. This can avoid a situation in which documents are signed that place additional responsibilities on the vessel and involve the crew in matters for which the charterer is responsible. For example, that a statement is signed on behalf of the shipping company in which the master confirms that the cargo has been adequately secured by the stevedores while the cargo has been secured at the charterer’s risk.
• Agree that before loading, a cargo list and possibly a preliminary stowage plan must be presented with details of the cargo. This way, the crew can check whether the dimensions and weight of the cargo correspond to the cargo details as agreed in the contract of affreightment. This also makes it possible to calculate the vessel’s stability in advance and to make adjustments to the provisional stowage accordingly, which is also very important if there are several loading and unloading ports.

If the cargo interests want to have a surveyor present or to have the hatches tested for watertightness, we recommend that this is clearly agreed in the contract of affreightment.[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text css=”%7B%22default%22%3A%7B%22font-size%22%3A%2240px%22%7D%7D” el_id=”2″]02[/vc_column_text][us_separator size=”custom” height=”5px”][vc_column_text]

Preparing the hold and hatch covers

It goes without saying that seawater contamination is a major cause of damage to steel cargoes. What is important to take into account is that the residues/remnants of seawater are often already present in the hold before loading and/or may precipitate on the cargo during the voyage as a result of condensation. Indeed, seawater is often used as washing water or can enter the holds through vents or the bilge wells.

Measures to avoid the presence of seawater before loading:

• Before loading, thoroughly clean the holds with fresh water and clear them of cargo residues. Then dry the holds or leave them to dry and ensure that all the free water is out of the hold. The hold must be completely dry before loading.
• Before loading, check the non-return valves for proper operation and cargo residues. If necessary, dismantle and clean and then dry. In the engine room, the valves to the ‘bilge’ system should be closed and the alarms tested. The crew should record this in the log and possibly in a separate statement as a so-called ‘pre-loading’ checklist.
• If possible, perform a test on the water tightness of the hatches (an ultrasonic test or ‘hose test’) and record the results in the ship’s log. Check that the gasket of the hatches is in good condition, that all previous loads have been removed from the chutes, there is no damage to chutes and covers and the drain chutes are free of rust and/or cargo residues and seal properly.
• Steel has a high specific gravity (SG), 8,000 kg per cubic metre. This cargo at the bottom of the hold creates (additional) stresses and forces on the cargo, lashings and the actual vessel itself and has an impact on the stability of the vessel such as short roll times and large accelerations. During bad weather, the vessel will work strenuously and that is why the hatches should be in top condition.

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Loading

What can you do before and during loading?

• When opening the hatch covers, check that no saltwater falls/drops down from the hatches. Prior to opening the hatches, it is recommended to dry them as much as possible.
• If a surveyor or inspector wishes to come on board on behalf of cargo interests, their details (passport or ID card) and the purpose of their visit should be recorded in the log. It should be clear where and when the surveyor will examine the cargo and the master should ask questions about his observations. These observations should be studied carefully and be compared with the crew’s own observations during loading.
• The stowage plan should take into account the type of steel as well as its dimensions and weight. So-called ‘hot-rolled’ steel coils are more weather-resistant and are often already slightly atmospherically corroded or wet before loading. Insofar as possible, these coils should not be loaded in the same hold as packaged so-called ‘cold-rolled’ steel coils, which are highly sensitive to corrision.
• During loading, keep hatches closed as much as possible and close them as soon as possible in case of rain or snowfall. Record these periods in the log.
• Any observations about the condition of the cargo should be made on the bill of lading after loading, or attached as an appendix. Crews can use the templates available on the NNPC website (under ‘news and publications’ – ‘downloads’) for this as reference material.
• In addition to general remarks about the packaging, dents, tears, dirt, bird droppings, moisture, corrosion and possible damage to the cargo, specific remarks should also be included. If these are not included on the bill of lading, the shipping company runs the risk of being held liable for any damage. Examples of remarks that can be used to record the condition of the steel and place them on the bill of lading can be found on the NNPC website (under ‘news and publications – ‘downloads’).

From the perspective of possible claims, it is also important to record the situation at the loading port. For example:

• Where the cargo came from and how it is brought in. Open trucks, contaminated trucks, open rail cars;
• How the cargo is being loaded. Using a quay crane, mobile crane, number of units per hoist and what materials are used to hoist the cargo on board;
• Where is the loading area? Is it close to the sea, are the waves crashing over a pier, are there any polluting industries next to the loading area; If any work is being carried out in the vicinity of the loading port that could potentially have an impact, this should be noted.
• What was the temperature, day and night, any humidity.
• What was the condition of the cargo after it had rained? In any event, make sure the hatch covers are dry after a rain shower so that no moisture enters the hold when it is opened.
• Photograph anything that could be relevant to the condition of the cargo.
• If the cargo is not visible because it is packed or covered, this should also be recorded.

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Transport by sea

At sea, it is important not to allow any seawater to enter the hold and to also avoid condensation.

What can be done to prevent this?

When the weather is bad, there is a greater risk that seawater can enter the holds through the hatches. A vessel’s hull has a certain flexibility while the hatches and hatch coaming form a rigid unit. In heavy weather, the ship may ‘pull’ on the hatches, so to speak, which will result in there being less or no pressure locally between the hatch rubbers and the hatch coaming. This allows seawater to enter which, if all goes well, will be discharged via the drains. However, if too much water enters, combined with heavy rolling and pounding of the vessel, the drains may overflow and seawater may enter the hold. This should be avoided at all times. Depending on the position, local conditions and the duration of the bad weather, course and speed adjustments can be considered to prevent extreme movement of the vessel. In the event of course and speed adjustments, it is important to ensure that these are properly recorded in the log.

In connection with this, it is important to keep a close eye on the condition of the cargo and lashings in the holds during the voyage, insofar as this can be done safely, and to identify any ingress of seawater and condensation in time. It is also important to manually sound the bilge every day and not to rely solely on the proper functioning of the alarm.

If, despite the above, problems arise due to seawater in the holds, it is important that the shipowner is fully informed without delay. Damage can possibly be prevented and/or mitigated by appointing a surveyor who is present on behalf of the shipowner and/or P&I club before and during unloading.[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text css=”%7B%22default%22%3A%7B%22font-size%22%3A%2240px%22%7D%7D” el_id=”5″]05[/vc_column_text][us_separator size=”custom” height=”5px”][vc_column_text el_id=”5″]

Unloading

What can you do before and during unloading?

• On arrival in port and when opening the holds, the hatches should be free of salt water. We recommend rinsing the hatches with fresh water first and drying them off as much as possible. Every positive silver nitrate test increases the likelihood of the ship being held responsible for damage.
• If anything unusual is observed in the holds on arrival, the shipowner should be informed of this without delay. In consultation with the P&I club and correspondent, an inspection can then take place and it can be decided what measures can be taken to mitigate the damage. We recommend that the provision of information to cargo interests take place through the P&I club and that no access be granted to counter experts without the surveyor being present on behalf of the shipowner.
• During unloading, leave hatch covers closed as much as possible to mitigate the risks of precipitation or calamities.
• Experts or other persons coming on board on behalf of a cargo interest will need to report and identify themselves first. They should board or be provided with information with permission only.
• No documents referring to possible cargo damage should be signed at the end of the unloading. If a master is nevertheless forced to sign such documents, a caveat should always be stated, for example: ‘Signed without prejudice, for receipt only’.

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Finally

It is always, but especially in the case of steel, of utmost importance to ensure that any observations are recorded, notes are made on bills of lading and that the utmost care is taken to make vessel and holds watertight and free of condensation. In the event of any doubts, the shipping company and/or the P&I club should be contacted for advice or assistance.[/vc_column_text][/vc_column][vc_column width=”1/6″][/vc_column][/vc_row]

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”11275″ size=”full”][us_separator size=”custom” height=”30px”][vc_column_text]This publication elaborates on a number of relatively simple measures aimed at preventing cargo damages, caused – directly or indirectly –by contamination with ballast water.

The requirements of IMO for ballasting and deballasting are not taken into consideration in this publication.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

Why ballasting?

It regularly occurs that in order to load the next cargo a ship first has to sail to another port. The ship sails empty with limited draft and a large trim astern due to the heavy machineries aft. Limited draft and large trim lead to:

• decreased power in propulsion because the propeller will only be partly submerged, especially during rough weather;
• no or limited steering capacity;
• considerable influence of the wind on the ship due to the limited draft and much surface above the water line,

and taking in ballast water can reduce these effects.
Besides sailing an empty vessel there are various other reasons to take ballast water, such as:

• a change of trim;
• to intervene in case of a list when loading/discharging heavy cargoes;
• to influence stability;
• to limit stress in a vessel;
• to correct weight increase of deck cargoes that can absorb moisture (sawn timber);
• to correct the consumption of fuel and fresh water during the sea voyage, or
• to act as insulation for temperature and water sensitive cargoes.

In order to take, store and discharge ballast water the following facilities are installed in vessels: tanks, piping/ lines, valves, pumps and systems to measure water quantities in the tanks.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

Damages related to ballast water

Cargo damages caused by leaking ballast water are usually serious, especially if the ballast tanks are filled with seawater. Often the cargo has been in contact with (sea)water for an extended period of time and it is not always possible to take mitigating measures immediately

The most prevailing causes of damage are:

1. During ballasting/deballasting operations water flows through the combined ballast/bilge lines to the bilges, flows into the holds and comes into contact with the cargo.
2. Ballast water enters the hold(s) through leaking ballast tanks and/or leaking manhole covers.
3. Ballast water enters the hold(s) as a consequence of damage to the tanks caused by the stevedores during loading/discharging operations.
4. Filling the ballast tanks with relatively cold outboard water results in the formation of condensation.

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1 Water in de holds through the bilges

Generally at least 3 valves are fitted in the bilge lines between each bilge in the hold and the outboard (harbour) water. A non-return valve in or close to the bilge itself, a section valve of the bilge and a main valve after the pump and/or between the ballast and bilge lines. In almost all vessels the ballast and bilge lines are combined and placed in the engine room.

All bilge valves should always be closed, unless used for pumping and/or testing.

The bilge system is actively used after washing the holds. The washing water is pumped out of the holds through the bilges and bilge lines and all bilge valves are open. In practice often
the bilge valves are not closed after pumping. This may be caused by the fact that the washing of the holds and all loading/discharging operations are carried out by deck officers and the pumping and opening and closing of valves is carried out by personnel in the engine room. Possibly the nonreturn valves in the bilges are trusted to be tight but these valves cannot fully be trusted and are no guarantee that water will not enter the holds.

We recommend a fixed procedure for the opening, testing and closing of the valves of the bilge system with a clear division of responsibilities between deck personnel and engine room personnel including a check point at the end of the operations, to make sure that thanks to this procedure the closing (and being closed) of the bilge valves is done in a controlled manner.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

2. Ballast water in the holds through leaking ballast tanks en or manhole covers

The possibility exists that a ballast tank has a leak without same being noticed. Examples are cracks between the tanks and the holds, leaking rubbers of manhole covers and/or old – unnoticed – stevedore damages. Also shifting cargo can damage the plating of ballast tanks during periods of bad weather. Also bilge lines that are running through ballast tanks can be damaged, corroded and/or holed, allowing ballast water to enter the holds through these lines and possibly non functioning valves. Through these unnoticed damages ballast water can enter the hold(s) during the ballast operations. In order to prevent damage to the cargo in these cases we advise to always keep the water level in the ballast tanks below the lowest cargo level in case ballast tanks are adjacent to cargo holds and to keep the ballast tanks above tanktop level empty. Practically this means that tanks should be filled up to tanktop level only. If and when it is necessary to fill the ballast tanks to higher levels the ballast tanks and bilge wells should be sounded at least once and preferably twice per day. When the holds are empty, fill the ballast tanks regularly to check the tanks on leakages.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_row_inner][vc_column_inner width=”1/3″][us_image image=”11291″ size=”full”][/vc_column_inner][vc_column_inner width=”2/3″][vc_column_text]

3. Water in the holds due to damages caused by stevedores during loading/discharging operations

Stevedores use relatively big and heavy grabs to load and discharge bulk cargoes, the movements of which are difficult to control, especially in the case of floating cranes. This frequently results in damages to ballast tanks. The same occurs if bulldozers are used during the discharge operations to collect cargo. Due to the heavy weight, the enormous forces and the sharp edges of their blades it frequently occurs that ballast tanks are holed. When ballast tanks are (partly) filled, large quantities of water may enter the cargo holds.[/vc_column_text][/vc_column_inner][/vc_row_inner][us_separator size=”custom” height=”30px”][vc_column_text]We would advice to keep the ballast tanks adjacent to the cargo holds empty during the discharging operations. Generally, there should be sufficient time to take ballast at the end of the discharging operations. If ballasting is required before the end of discharging, in connection with stress, air draft, trim or list, first ballast up to the tanktop level under the cargo holds and in the tanks that are not adjacent to the cargo holds such as fore- and aft peak tanks. If the ballasted quantity is not sufficient, continue with ballasting in ballast tanks next to the cargo hold where the cargo is already discharged. If the fore part of the hold is discharged, the ballast tanks adjacent to this part of the hold can be ballasted as well. Ballast the other tanks only if this cannot be avoided but always keep an eye on the risks and never ballast out of habit.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

4. Condensation damage due to ballast water

If the cargo hold is filled with relatively warm cargo and the ballast tanks are filled with relatively cold water condensation will occur on the steel plating of the tanktop and the side plating of the tanks. Condensation can cause serious damage to the cargo. The general advice is not to ballast cold outside water whilst (relatively warm and) moisture – sensitive cargo is still present in the hold. If it is known in advance that ballast water has to be taken in during discharging due to airdraft or stress or other matters, try to ballast during the voyage with relative warm water up to tanktop level. If this is not possible, take ballast water in tanks outside the cargo zones.[/vc_column_text][us_separator size=”custom” height=”30px”][us_message css=”%7B%22default%22%3A%7B%22font-size%22%3A%2222px%22%7D%7D”]Ballast purposely and ballast consciously.[/us_message][vc_column_text]Based on the above mentioned we have tried to make clear that ballast water and cargo are a dangerous combination. Preferably no ballast water should be taken in whilst cargo is still on board. If nevertheless ballast water has to be taken in, ballast in tanks not adjacent to cargo holds. Even so, if ballast tanks next to the cargo hold have to be filled, keep the ballast water level below the cargo level.

With this publication we hope to reduce the number of cargo claims related to ballast water. Please contact the NNPC staff in case there are any questions.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

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Preventing and minimizing shortage claims: good practices and risk awareness

NNPC members are frequently confronted with shortage claims, in particular when carrying cargo in bulk. Common reasons for such claims include incorrect information on the Bill of Lading, spillage of cargo during discharge or errors in measurement (for example, incorrectly performed draft surveys; incorrect shore measurements; the use of different measuring methods upon loading and discharge).

It is therefore important that the crew ensures that the weight of the cargo is established in a reliable and objective manner upon loading and upon discharge. In that regard, the NNPC provides specific measures and good practices to guide members in preventing and minimizing shortage claims.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

General recommendations

• It is important to check the total weight of the cargo by performing draft surveys in both the port of loading and port of discharge and verify that the calculations are consistent with weight provided by the shippers. A draft survey should ideally be performed before and after loading and discharging.
• When in doubt contact the shipowner or the Club for advice and assistance.
• Where possible ensure that appropriate clauses are included in the charter party, where appropriate request that Charterers’ Bills of Lading are issued, agreeing in advance how cargo weight will be established, and ensuring that the charterers remain involved for matters for which they are responsible (for example by incorporating the InterClub Agreement).

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General load port recommendations

• In the event that the master has any doubt as to the indicated weight of the cargo taken on board, he should ensure that the weight as established by the vessel is inserted in the Bill of Lading or that the Bill of Lading contains an appropriate remark such as: “Weight established by Shippers figures only, not confirmed by the Carrier”, “approximate weight only, not confirmed by carrier”.
• Do not sign separate cargo documents or certificates unless these are consistent with the weight established by the vessel.

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General discharge port recommendations

• If a shortage is alleged by the receivers the master will likely be asked to confirm this allegation by signing a protest letter. Please ensure that if such a document is signed, the signature is accompanied by the words “For receipt only, all cargo discharged as per the bills of lading and terms and conditions of the C/P, all holds empty”.
• After a bulk cargo is loaded, we recommend that all holds are sealed in the presence of the representatives of the cargo interests and that this is evidenced in a Hatch Sealing report. A draft of such a report is available from our website.
• The removal of the seals in the port of discharge should follow the same procedure and should be recorded in a Hatch Unsealing report. A draft of such a report is also available from our website. We also recommend filming or photographing the breaking of the seals, preferably with visible date/time recording.

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Weighing methods

In the port of loading it is usually the shipper who provides the weight of the bulk cargo for purposes of the Bill of Lading. We recommend that the weighing procedure be agreed in advance in the charter party agreement, ideally a weighing procedure by way of draft survey, alternatively a combination of the weighbridge results and draft surveys performed on board. Alternative means, such as loading at the silo or weighing the trucks at the port entrance cannot be monitored and often provide unreliable findings, inconsistent with the quantity actually loaded.

• In the port of discharge, cargo weight is often established by using crane scales, however, this method may be subject to issues with calibration or spillage and receivers often prefer to weigh the cargo using a weighbridge or weighing at the place of destination. We recommend that the charter party terms specify the means by which the weight is to be established and that this in any event to take place within the port. We also recommend that draft surveys be performed before and after discharge operations.

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The Draft Survey

We reiterate the recommendation that the master and crew of a vessel carrying cargo in bulk should always perform a draft survey before and after loading and discharge. A draft survey performed by an experienced crew is a reliable means to establish cargo weight. However, its accuracy will depend on numerous factors, the most important of which are:

• The proper reading of the draught marks.
• The sea conditions and the vessel’s movements, which should be clearly recorded.
• The specific weight (i.e. unit weight; the weight per unit volume) of the water in the port.
• The lightweight (light displacement) of the ship as well as the fixed and variable weights on board.
• The amount of ballast water in the ballast tanks.
• The ship’s hydrostatic data.

The master should not accept or sign any draft survey report(s) performed by the cargo interests unless they match the vessel’s own figures and reflect the weight indicated on the Bill of Lading.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

Hatch Sealing

When transporting bulk cargo, hatch sealing is recommended in order to provide evidence that the hatches remained unopened during the voyage. When sealing the holds we recommend the following:

• Security seals should be applied as soon as loading is completed and hatches are closed in the presence of the agents or shipper’s representatives who shall sign the sealing report a copy of which is available from the NNPC website.
• The sealing may be reinforced at the master’s discretion, however it must never be removed until the vessel’s arrival and in conformity with the points below.
• The seals should only be removed after arrival in the discharge port in the presence of the agent and/or a representative of the receivers.
• Photographs should be taken of the unbroken and broken seals and the process should be documented using an appropriate unsealing report a copy of which can be downloaded from the NNPC website.

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Conclusion

Preventing shortage claims requires that the cargo weight is properly established in the loadport and included in the cargo documents and is verified in the discharge port to show that no cargo was lost during the voyage. Whenever possible the vessel should verify shore figures by performing draft surveys and the charter party terms should be clear about how weight is to be established. When in doubt the master should contact his owners or the NNPC and where necessary an independent surveyor can be appointed on the Owners behalf to assist in establishing cargo weight.

Relevant clauses in the underlying charter party, establishing the balance of responsibilities between the parties in relation to cargo weight, and proper voyage instructions, are of great assistance in preventing or solving cargo shortage claims. Examples of such clauses as follows:[/vc_column_text][us_separator size=”custom” height=”30px”][vc_row_inner][vc_column_inner width=”1/2″][us_message]Weighing clause
The cargo quantity for Bill of Lading purposes in both the load and discharge port shall be determined by draft survey performed by the Master in the presence of the shipper and receiver (or a representative thereof) respectively .[/us_message][us_separator size=”custom” height=”20px”][us_message]Sealing clause
Upon completion of loading, the holds will be sealed by the Owners in the presence of charterers’ representatives and the Master will issue a sealing certificate to be signed by the master and a representative of the charterer and the shippers. Upon arrival in the discharge port, the seals will be inspected and broken as part of a joint inspection together with representatives of the charterer and receiver. The findings shall be recorded by the Master in the certificate and countersigned on behalf of the Charterer and the Shippers.[/us_message][/vc_column_inner][vc_column_inner width=”1/2″][us_message]Cargo grades clause
In the event that the Charterer requires the Owners to carry different types of bulk cargo or bulk cargo of different grades using bulkheads, the Charterers shall remain responsible for the separation of such types or grades and for any contamination of cargo which may occur during loading and discharging.[/us_message][us_separator size=”custom” height=”20px”][us_message]Bagged cargo clause
In the event of bagged cargoes, the Owners shall not under any circumstances bear any liability or responsibility towards the Charterers or the receivers for any an alleged shortage of bags whatsoever. In the event that any claim is brought against the Owners for a shortage of cargo, the Charterers hereby undertake that they will indemnify the Owners in full for any such claim and take over the handling of the matter. Furthermore, Upon request by the Owners, the Charterers shall provide appropriate security for any alleged claim or costs on the Owners’ behalf.[/us_message][/vc_column_inner][/vc_row_inner][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

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Cargo claims can happen – but the risks can be managed

The Noord Nederlandsche P&I Club (NNPC) has provided loss prevention services to its members for nearly 80 years. Loss prevention plays an integral part in managing risks and is therefore in the interest of all NNPC Members given the mutual structure of the Club.

The Master and crew play a vital role in claim prevention. This publication focuses on cargo claims and is intended to provide a general guideline on loss prevention practices on board that can assist the Master and crew during the various stages of transit in order to prevent or limit damage to or loss of cargo.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

Prior to loading

Before loading commences several steps should be taken:[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

General

• Check the voyage instructions and make sure the crewmembers know what is expected of them.
• Confirm who is responsible for loading, lashing and securing.
• Pay special attention to load arrangements for heavy cargo, IMO cargoes or otherwise risky cargoes.
• Check what has been agreed about inserting remarks in the Bills of Lading. Bear in mind that the Bill of Lading is evidence of the condition of the cargo as it was brought on board the Ship. If remarks appear necessary but are not allowed the relevant cargo should be refused.

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Vessel preparation

• Have the cargo spaces been properly prepared and inspected?
• Are the bilges, non-return valves and hatch rubbers in good working order and free of previous cargo remains?

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Collecting and storing information

• Create a folder on your computer where information relating to the voyage will be stored, in one location.
• Perform the initial draft survey* before any cargo is loaded.
• When possible photograph and document the storage conditions of the cargo.
• Have all relevant cargo documents (for example a complete IMSBC Shipper’s Declaration) and specifications been provided? Are these specifications consistent with the actual cargo?

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General good practices

• Ensure a safe working environment at all times. It is important to keep this in mind when monitoring operations.
• Ensure that the ISM and ISPS requirements are implemented, in particular when it comes to safety, watch-keeping and preventing stowaways.
• Do not sign or stamp documents that could jeopardize Owner’s rights. If required to sign documents, in particular those in a foreign language, include the following in writing underneath your signature: “for receipt only and without prejudice”.

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Good practices during loading operations

During loading operations we recommend that the Master and/or crew continuously monitor the operations. We recommend in particular that the Master and/or crew:

• Document and photograph loading, stowage and lashing operations;
• Properly document the cargo condition, for example by completing the Master’s pre-loading report*.
• Perform a final draft survey* immediately after loading. The Bill of Lading weight should be consistent with the calculations.
• Do not issue “Freight Prepaid” Bills of Lading unless specifically instructed by the Owners to do so.

It is further recommended:

• That the holds be sealed immediately after loading in the presence of representatives of the cargo interests and charterer*.
• In the case of heavy-lift or project cargoes, to ensure that the cargo has been lashed as per the lashing plan and stability calculations.

The Master is, even under FIOS terms, ultimately responsible for the seaworthiness of his vessel. If, at any time, there are doubts about the loading, lashing or stowage arrangements contact the office or the Club for guidance.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

In transit

When in transit, the crew should:

• Perform regular checks of the cargo, its stowage and lashing. Report any shifting of the cargo, seawater ingress, cargo sweat or other issues as soon as possible and ensure that the checks and the findings are included in the vessel’s logbooks.
• Contact the office if there is suspected or actual damage or shifting of the cargo. Photograph the situation -if safe to do so- and monitor developments.
• When under instructions to fumigate or ventilate, ensure that the conditions are suitable to do so. If the temperature of the cargo increases unexpectedly or there is visible smoke, contact the office immediately.

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In the port of discharge

As most cargo issues are usually reported during or after discharge operations, it is important that the crew properly documents the discharge operations as well as any issues which may arise by following these recommendations:

• Perform the initial discharge draft survey* before commencement of discharge operations and the final discharge draft survey* after discharge operations and record the weight of the discharged cargo.
• Remove the seals in accordance with the unsealing report*. Always film or photograph the breaking of the seals.
• Discuss the discharge operations and the working procedures with the stevedores in advance.
• If the cargo is discharged onto trucks, keep a running tally of the loaded trucks.
• Unless instructed otherwise, do not discharge the cargo without presentation of the original Bills of Lading.
• Photograph and document discharge operations. Pay special attention to irregularities such as spillage or pilferage.
• Be careful who is allowed on board. Keep a visitor’s log in which the full name and capacity of all visitors are registered. Always ask for proof of identity and, in the case of surveyors, lawyers or correspondents, keep a copy of their business card on file.

* The NNPC has drafted examples of the pre-loading, hatch sealing, unsealing and draft survey reports referred to in this publication, which are available on our website.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]