emavaton Boars ors LOADING MANUAL ADDENDUM Loading and Unloading Sequences Poge_0- [Total 82TABLE OF CONTENTS, INTRODUCTION 4. PRINCIPAL PARTICULARS 2. APPROVED LOADINGIUNLOADING SEQUENCES. 2.1. MAIN ASSUMPTIONS. 2.2. CONSIDERED LOADING CONDITIONS 2.3. LOADING / UNLOADING SEQUENCES. 3, STRENGTH CONSIDERATIONS FOR LOADING AND UNLOADING SEQUENCES, ‘APPENDIX 1. ALLOWABLE STILL WATER SENDING MOMENT AND SHEAR FORCE, APPENDIX 2. -GUIDANCE ON THE REDUCED DRAUGHTS. APPENDIX. - EXAMPLE CALCULATION OF LOADING SEQUENGE STEP APPENDIX 4, - EXTRACTS OF CAPACITY PLAN APPENDIXS. - EXTRACTS OF ICS - BULK CARRIERS - GUIDANCE AND INFORMATION ON BULK CARGO LOADING AND_QISCHARGING TO REDUCE THE HOOD OF OVERSIRE HE Hl APPENDIX®, EXIRAGIS UF IMO_- CODE OF PRACTICE FOR TH SAFE OAL: ‘AND UNLOADING OF BULK CARRIERS - BLU CODE 640-TU- 205INTRODUCTION ‘Tne Loading Manual Addendum incorporates: ‘+ loading and unloading sequences complying with according to SOLAS Ch. Repuiation 7 Refer to the BLU Code - Code of Practice for the Safe Loading and Unloading of Bulk Carriers. (IMO 1898) + The additional loading manual requirements of SOLAS Chapter VI, Regulation 72 as appropriate, ané es indicated below with reference to the requirements of Chaple’ VI (shown in tales 1. Siabitiy data, as required by regulation 11-122 - See Stability and Loading Manual = 640- TU= 204 2, Baltasing and debalasting rates and cepacties - See Appendix 4; Maximum allowable load per unit smface area of tank top plating - See Appendix + 4. Maximum allowable load per hold ~ As indicated in Appendix 2; 5, General loading ane nloadinginstrucions with regards 1 the strength of the ship's structure Including end linmations on the most adverse operating condiions ring loading, unloading, ballating operations and the voyage ~ AS indicated in Appendix 5 6. Any special reritions such as limitations om the mast adverse operating conditions imposed by ‘he Administration or organisation recognised by it. fapplicable-As indicated in Appendx 4 7. Where sirengih calculations are required, maximum permissible forces and moments ot the ship's ull uring loading, unloading and the voyage ~ As indicated in Appendix 1 Note to the Ship's Master For any steps in a loading or unloading sequence, the master must ensure thatthe vesoa is kept upright with a minimum GM of 0.15 m The maximum cargo masses indicated in this Loading Manual Addendum booklet are the| designed capability of each individwal hold. However, when loading homogeneously or part loading, ifthe cargo masses for Hold Nos, 1-5 exceed the values indicated for the sea-going conditions in the Loading manual, the scantling draught and geometric freeboard may be exceeded, When preparing loading and unloading sequences which are different from those shown in this addendum, the onboard loading instrument should be used, in conjunction with the guidance enclosed herewith, to verify hall structural strength at reduced draughts, [Care should be taken to ensure that any limitations indicated in the existing approved! Stability and Loading Manual for sea-going conditions, such as, for example, minitwam| [draughts forward, propeller immersion, hold filing level restrictions when loading, ba last stability criteria ete, are complied with before PROCEEDING AT SEA, 2 640-TU- 2081. PRINCIPAL PARTICULARS ‘SPS NAME, “PLANT TPE: Bulk carvan BUILDER ‘ama Shipyard, Yard No 451 ‘YEAR OF DELIVERY: 1991 cuass: Rs REGISTER No sit874 FLAG: Maia PORT OF REGISTRY Valetta IMO NUMBER" 008176 CALL SIGN sHCUS Lengtt overt Lmax 168,575 m Length between 0-20 thaoret. stations Las 159.00 Length acc. to ICL 86 v 150.988 m Breadth moulded 8 25.00m Depth mouides D 1160 Summer draft (rom top of keel) T aasm Full loaced displacement a 27785 + Deadweight ow 21588 t Gross Tonnage ct 13894 Net Tomage NT. 781 ‘This vessel is a single side skin Bulk Carrier of greater than 150 m in length, intended to carry cargo of 1.78 t/m3 or above, and is subject tothe provisions of SOLAS Chapter XII "Additional Safety Meastires for Bulk Carriers” and will be required to comply with Regulation 8 (information on compliance with requirements or bulk carvers) on implementation of Regulation 4.4 (damage stability for bulk carriers coustructed before 1 July 1999) and Regulation 6 (slructural strenght of bulk ‘carriers constructed before 1 July 1999). (940 -TU- 2082a ‘APPROVED LOADING/UNLOADING SEQUENCES MAIN ASSUMPTIONS: ‘There are many variations of loadinglunioading sequences which have been applies depending upon various loadinglunloading paiterns such as homogeneous leading Conditions, relevant part loading conditions and alternate loading conditions at diferent terminals. That's why the following typical loadinglunloading sequences are used: + Typical loading sequence from the commencement of cargo loading wit the ‘vessel ballast condition to completion of loading at the full deadweight capacity ‘departure condition (100 % stores), I's assumed that the liquid stores are taken on board before commencement of loading, + Typical unloading sequence from the full deadweight capacity erival condtion (10% stores) to completion of unicacing with the vessel in a ballast deparure Condition with empty holds. The bunkering of iquié stores is not considered LOADING UNLOADING intra ait 160 % Stores (Cond Ne 4)" Cargo Gencion 10 % Stores Nat Cargo dondiion 100% Siores Balas 10% Stores (Cond. No ia) Bending Moments BM and Shear Forces SF are expressed as percent in-post values for intermediate stages, anc of maximum permitted a-see values for the final stage, SF \- SF/ (SF}*100% BM: BM [BM] * 100% where SF,BM values of SF and BM abiained fer the condition at section where the percent is maximum [SFL{BM]__ - maximum permissible SF and BM at the same section, ‘The sign (- ) means: - negative shear force; sagging (for bending moments} Loading! unloading and ballasting/debaliasting are symmet heel due thove operations ie eoneidored, lly from both sides and no Drafts - Fwd and Aft are a the perpendiculars, responding draft scales. Trim is measured between For the ballast aparation the following abbreviat jons are used PL pumpin; PO -pump out GI gravitate in; GO - gravitate out Foul MT -empty The pours are numbered 1a, 1b: 2a, b ete. when using two loaders For the names of the tanks and holds the following abbreviations are used (40 -TU-205Compartment ‘Abbreviation oid Not AT Hold No 2 He Hold No 3 +3 Hod No Ha Hold No Hs Forepoak rer BT NOC ant BT Nos PSISB (839/835 (673:63°+83S) BT No4 PSISB BaP /B4S (BTA) BT No § PSISB 5/855 (BTS) Afterpeak APT TS Tank No 4 PS/S8 TsIP/TS1S, TS Tank No2PS/S3 TS2P /TS2S, ‘TS Tank No3 PS/S8 TS3P/TSeS, TS Tank No4PS/S8 TS4P / TSA TS Tank No5 PS /S8. ‘TSSP /TSES: 10 For each sequence cargo and ballast operations are presented, NOTE: During each pour it has fo be contaled that allowable lis for hull girder shear forces, bending moments and mass i holds are not exceeded. Loading ckecharging operations may have to be paused fo alow ballastingldeballasting londertobaep actual valves within the lt 640- TU -205 52.2. CONSIDERED LOADING CONDITIONS The loadinghunloading sequences are based on the loading conditions presented in the approved Stabity and Loading Manvel ‘The main characteristics ofthe loading conditions are presented inthe table. [BULK CARGO CONDITIONS. Wo | Name ctconditon [Cargo] oA Disolt [atast | a.m | dum | am 1 | Batast =| p | ssser7| reso] se2[ ase] saa =| A | 140269| 7563.0] 5.63, 450) 31 2 Bulk cargo SF=0.500 min| 197650) 0 | 277637| 00] 6.49) 8.45) 8.49 A | 254689] 2400] 8.05] 803] 8. 3 |Buk cargo SF=0.562 min| 197680/ 0 | 277637] ool saa] eas) ear A | zesqao] 2200) 8.00) 2.08) 8.03 4 “ya7ess| 0" | 277646) 00] eae] 8.45) 8 | 260498] 2200| 8.09] 8.08] 803 55 Buik cargo Sé=1.000 min] te7657] 0 | 2r7e4a| oo 8esl asl az A | 208506] 4300 8.15) ata] ae Bulk cargo SF=1.000 mén| 87650] D | 277637] 0) 8.48) B45] Ba 7 variant A | zezze9] 0.0] .22| 8.02] 7.9 7" Tuk cargo SF=1 304 min| 197657) 0 | 27reaal 0.0] 835)" "8.45] 855] A | 262286) 00] 8.10] 802] 7.94 (640-TU-205BULK CARGO DISTRIBUTION, t No] S.m'x| Holds | Hola4 | Hols | Hola2 | Hold 1 2| 0200 | 1S] psy, | et waa | 20 [ rome | aeaso | 70200 “ey, 3 | 0302 | GY a, VY, aes wass.1 | 27000 | 7000 | zeeso | 14000 «| ore a a TY 3a twaze,t | 27000 | 70000 | 26880 | 75779 a L 1 | Y Ll YH), aye Ee 2 wave. [ 27180 | sv4n4 | 7207 | 56777 | Le © | 1.000 ey AY PRY ee 1| sa |Get a 4S ‘6 LZ db vwass.t | aeato | «4007 | «amie | «2774 | 2400 Cargo ave frontne 0B (640 -TU-2082.3. LOADING / UNLOADING SEQUENCES The loading /unloading sequences are presented on the next pages. For corresponding page see the following table. Trital | Final LOADING No | conetton | constion CARGO No of oaders| No_| No TT2 uy 2 [euksF=os00 mm | 10 | 12 wia4 4 |puksr=o7s6 ma | 1 | 16 wl 4 5 |puxsr=+000 mn | 18 | 20 ui} ot 6 [puksr=+.000 mn | 22 | 24 us | 7__|suxsrui30¢ min | 26 | 22 | initia | Finat UNLOADING 'No_ | conction | consition caRGO ‘No of oaders No | Wo 72 ua | 2a] 1a feu sr=os00 mn | 20 | a2 uz} 42 | 12 [eumsro7s6 mn | 34 | 26. us| sa | 12 feuksr=1000 mn | ae | 40 ue | 6a | ta [euksF=1000 mn | a2 | a6 us| ta] ta [euksr=1s0¢ mn | ce | a8 Indication for oadinglunioading sequences means: (Example) LOADING 11 = Loading sequence for Condition No 4 with 1 loaders UNLOADING 2: Unloading sequence for Conlon No 2 with 2 discnargers Number of loadersicisch Condition No 8 640. TU- 208This page is intentionally left blank e40-TU-205sla slelels|s 0.300 mit LOADING 1_1: BULK SF 640-TU- 205 10LowDIng = LL BaTlast contents at comencenent: of loading. t TST] 1873 Ts] era] aT] eral Fer] BaF S| 5.8 [ieas-afieer.al - [616-0 703-9) OPERATIONS (debatTasting), t [sia] ei, iy si era) eta Penn Ballast. TH apr] “8ts) 40-7208 "0.200 min LOADING 1_2: BULK SF 640-TU-205 2LoMING = 2 Ballast contents at conmencenent. of leading, T515| WSs] 1512] [ “ets| “etay “era [Pr] | 66.8] OI [ e60-6fiz rary [703-9 BALLAST OPERATIONS (debaTlasting). Paar Sal SIL Ie No, L ea TT 940 -TU- 205 80.756 min ere LOADING 2.1: BULK SF 40 -TU-208 “LOADING = 12 Ballast contents at comencenent of loading. t TRL se] We] re] Sn] “wr] ets] “eray eta] —«)eta| “FP BES] oo7-5| 605.8) 659.0) 78.0[ [géa.6fi2a9.afiaa7.af ~~.” Pete o[ 703.9) OPERATIONS (debal lasting). t ral Sa. TSI2| i) a Poor No 40 -TU-2080.756 mitt LOADING 2.2: BULK SF = 208; 40 -TU 6LonDING = 42.2 BalTast contents at camencenent of loading. t TEL Si] wa] Ts] TST] 1) i) a) HS] Gor5| 666.8] C9.0 = [ e60-6[1220-afa2ar-ay” REE) BALLAST OPERATIONS (debal lasting). t TSI] TSTa]_ 1ST TSI] [etsy “ata eral FPt| z C _ [tT a aT L La a 7 7 T LP Mp pl [ et.. 5 Batlast contents at end of Yoading, t TSE] WL Se ST | “8is| ‘a [any Fr 40 -TU-205 ”1.000 mit BULK SF wal erp epee ef me ee) ae] =| SSep ett] 2 | 8 8LOADING Ballast contents at comencenent of loading, t wa [1314] Te Sn ral PT an) ey | 7.5] 666.8) 659.0] 278.0] —_ izes. a[izzr-al [ei of 703°5] OPERATIONS (debatlasting), BL 1st] Ts ony Fy] LC “To 15070) u —_ _- - 3 — aT 7 oe a { vf et Te 4 ee |e sa ee eS BaTlast at end of loading, t BH TH 1S aPr[ “eFs [cep Perip Fr 840 -TU- 205 18LOADING 3.2: BULK SF = 1.000 mt 205 640- TU 20LOWDING = 13.2 Ballast contents at comencerent of loading, t TEL SH] | [eis] “eti[ “erap [Fr] 67.5] 65.8] 658.0) [iezs"sear-ay [703°9| OPERATIONS (debaH lasting). t Pour [si] wr] snp to ata] era era] Fr] zu | _ ei i tid 3 a Ballast contents at end of loading. t TS] Te TT is] erp Fat] 640 -TU-205 aLOADING 4.4: BULK SF = 1,000m'M- I variant (640 -TU- 205 2LONDING : LLL Ballast contents at comencenent. of Toading, t sre] 1574 7812 [eta [Fer] fase a 70373] TONS (debaTiasting). Pour] L ool [ T = ee eee) z — Lp [ators WT Bal ast contents at end of Toading, t Bul BB sey ny a i) ‘eni[ FFT] (640 - TU 205 2BULK SF = 1.000m'F =I variant LOADING 4 40. TU 205, 24LOMDING : LA2 Ballast contents at commencement. of loading, t TS] T5T3 | [_ eis) “etal “ar3] [FT| Ea 066.8 ae ara [7039] BALLAST OPERATIONS (debaT Tasting), t Pour Tia] WSIS] TS@]_ TST No. a ee aa 640 -TU-205i : LOADING 5.1: BULK SF = 1.904m"* 640. TU- 205,LOWING : 15.1 Ballast contents at commencenent_ of loading, t Tere Sia] S| STD | eis; “etal L eB 5| 666.8] C [teas afi OPERATIONS (debaH lasting). t Poa] Tra] IST3]_TST2]_ TST No [sie] “aray [ara] Fer] T ca Pp faa) z aT PoP Pf fio Wi BaTlast contents at end of loading, t ~_ BS Se. SRL SR. st wbrf “ate] “eta “eT eri) “Fr (940 -TU- 205BULK SF =1.304m"A LOADING 5. 640-TU-205 8Long = 15.2 Ballast contents at comencenent of loading. t [tool im vt Ballast contents at end of loading, t Ta] 1573 [83] 40-TU-208é zonal 8 a rectal UNLOADING 4, 1640. TU 208,UNLOADING = ULI Ballast contents at comencenent_ of discharging, t Wwe] Tse] sia] TST TST ca OPERATIONS (ballasting). t L wie] Wer3[_ tsr2[_ 1st] etal” “8T3) ener Poor [060-0] Ballast contents at end of discharging, t 7315] TT] Sera] Pen 666.3] 78.0) [izar-a| = ~ [eis of 703.9] 640 -TU-205UNLOADING 1.2: BULK SF = 0,300 m'n 640. TU -205 2UNLOADING = ULL Ballast contents at comercenent of discharging, sia i) [Fer is [a07o] OPERATIONS (oat lasting) [sal snl ws) ny eta] “Bi ari] PT u fe — i 0) Ballast at end of discharging. t TS15 TSH [ets] “etal” “at3| [Pr] wal 6.8 [abo-6]izéo-a]izar-ay so] 703.9] 40-TU-2050.756 mn UNLOADING 2.1: BULK SF 640-TU-208 4UNLOADING = UL Ballast contents at comencenent of discharging. t Tes] TT] TTS Lisi ‘ais| “ete] “BT en] BALLAST OPERATIONS (baTlasting) SEL BAL Sm] IST i i) eri Aallast TG mH “ets “BF. ee a wa 7 [960-6] [6i¢-o[ 70379] 640 -TU-208 380.756 mit UNLOADING 2.2: BULK SF (040 -TU- 208UNLOADING = ULZ 2 Ballast contents at conmencenent: of discharging. t TSI] 1512] wis] Tp Ty CT ee 2) Pour| T3Ta| No. r a T 2 f-- f 3 contents at end of discharging. t [ Bul sr] 1812 Lr [70379] 6840 -TU- 205UNLOADING 3.4: BULK SF = 1,000 m'n (640-TU- 205WWOADING = ULL BaTTast contents at comencenent of discharging. t SBI Tey 3H] [ets] “eta] “eta” 7 [er Paar contents at end of discharging, t TSI [aay [oy] [ 667.5] 66.8) 655.0] 278.0[ - zea. afiza7-ay ~~ Yeis.of 70309) 40 -TU- 205UNLOADING 3.2: BULK SF = 1.000 mt 640-1 208UNLOADING: U2 Ballast contents at camencenent of discharging. t Tre] TST ets) “aral [_fPr| Ballast contents at_end SH TSH Pr] 8T5| [ “ets asl 1.8) [eé0-6)ace9 «i227 a] 640. 1-208 “UNLOADING 4_1: BULK SF = 1,000m°R-II variant 640-TU- 205 2UNLOMDING : ULL Ballast contents at conmencenent of discharging. TS] Ta sa] ST L [ers] en OPERATIONS (batlasting), [Bi] ea is sn] Bia] ai Ballast contents at end of discharging, t TEL BML Bra sie] Ist] | “ats|" “eta “et3] [sti +r] G3] 657.5] 665.8] CeB.0| 778.0) [360-6 }i2%9-apizar 4 [616-0] 703-9] (940 -TU-208UNLOADING 4_2: BULK SF = 1,000m°R- II variant (640 -TU- 205 4UMLORDING : ULA2 Ballast contents at comencenent of discharging, t TE TT net] 8Ts| [er Pose] -|F Ballast contents at end of discharging, t TSS] TST] STG 73H] oe “sis| Psi 666.8 659.0] 278.0] [izar“a" =~ [eis o| ‘840 -TU- 208 4sUNLOADING §_1: BULK SF = 1.204m"n 940 -TU- 205UNLOROING | U5 Ballast contents at comencenent of discharging, t BEL SM SHE Se SA [ets] eta] “Braj eri] FPT] Tasting), 2 Sa] a] Ballast contents at end of discharging, t Tst5|_ TST4|_ TST3]_ S12] TST “ser “ats “ere” “en +r ~_ [es wer 5] 278.0 27 [abot efizas afi ‘ei6.af 7as.9 640-TU-208= 3 UNLOADING §_2: BULK SF = (640-TU- 205UNLOADING: UL5.2 Ballast contents at comencenent of discharging. TS] SM. BL Bi) SH eis] “era “873) Ca BALLAST OPERATIONS (batlasting) Ts sap Gr) er] For Ballast contents at end of discharging, t Teta] sta]_TST2]_ TST cc) a aad = _ | a5] G7 5] 6668] 2.0. [8606 |i29. | see06 | 874636 | srzee7 | sov7es | 3105.33 i ‘5003 ei0aa[" ssro4| seas] 25568 haem coi |" 4008)” joce |” soor |” 1007 Buoyancy .t ‘at |” daz0.4 | 44045 | 507s | 24135) WMlcde of the hold Xn] 6.025 | 10808 | 14798 | 0.63 61.200] Mido of pois Youn [20402] 1080] 2vasi_| soma Max ood t(Atomote) [T0268] Taso] Tiv94[ easz0] seize NotLead t Atemeie) | —26795| 27246 | zri4o| sonar] 14883 ‘or holds Nos 1.3.4.5 - the Buoyancy is calculated for Full Loaded Mean Arival Draught ‘and for hold No 2 for Full Loaded Mean Departure Draught ‘The double bottom ballast load should be included with the cargo load before companng vith the tabular or graphical maximum load figures for each hold Ifthe double bottom and hold boundaries do not coincide, then the mass is obtained as a proportion of ts length under that Noid. The possible double bottom contribution is as follows: ‘Table: Batiast (Us tanks) Ratios Hold Ratio of Ballast (DB tanks) 7 ‘96 % Bottom Tank No tC 2 ‘97 % Tank No2 P&S - HFO. “4 % Bottom Tank No 1.C 3 {97 % Bottom Tank No 3 P&S 3.5 Tank No? P&S -HFO a {7 % Bottom Tank No 4 P&S ‘3% Tank No 3 P&S 3% Tank No 4 P&S 100 % Bottom Tank No § PS 5 92 % Bottom Tank No 5 SB 60.3 % Tank No 13 P&S HFO. For using the local sirengin diagram see the example in the Appendix 3 640 -TU-205 53HOLD Nos Double Bottom Local Strength (Alternate loading) - permissible values, X45 36,025 m Harbour Sea Going axtona Win Lowe Wax oad in Load Ta [teat | tm [teat | bm [tmae | tm] toate 300 ser} 000 0 | 000} 2880] 0000 os | rar | 60 ° 4a io s02 roar | 02 | or | eco voor | soz 68 as roar_| ses | ore | eas | roar _| ous | 100 Lose, ¢ ‘000 o Nor Allowable i 10001-—Farbour | ae sooo |_| Allowable - ! 000 | 000 | soon {tit 2000 - T i iin Load 1020 " o “ 4 “ 1 ———— aught, m 00 10 20 30 40 50 80 70 B0° 90 100 640- TU -205HOLD No4 Double Bottom Local Strength (Allernate loading) - permissible values. 10.838 m Harbour ‘Sea Going Max Load Min Load Max Load Min Load Tm [teage | tm [teat | tm | toate | tim | bon 00; 3193 | 0.00 0 [000 2725 | 000 ° 633 | 7145 | 669 ° 494 ° soz. 74s | s02 | ee | 002 | 714s | aoe | 1096 eas | 75 | ao2 | 624 | sor i rus | gor | 1608 Draught, m 00 19 20 30 40 sa 69 79 80% 90 109 940 - TU 205 58HOLD No3 Double Bottom Local Strength (Alternate loading) - permissible values. X= 14798 Farbour Sea Going Wax Lond Minton War ond intra Tm Load, t Tm_ | Loadt Tm Load, t Tim] Load. cao -—size | aco 0 | aw a8 ] coo es me | ee 8 | ae | 8 cor re | eo2 eae | oc rio | ane | rox eas tie | aes eee | aes | re | eas tox Loas,t : | |_| [Rerattowabie) = Sea Going Allowable zon |__| 10 ° 7 a ct (Draught, m co 19 20 30 49 50 69 70 e0*s0 00 640- TU - 205HOLD No2 Double Bottom Local Strength (Alternate loading) - permissible values. = 40.163 m Harbour Sea Going ax Lous Min Load Wax Load ‘win Loud Ta [teat | te [imat | tm | test | tm | teat a ~ [7300 asa [000 ° sao eae | 7 8 eas ewe | eas eae | aes | soe Losd,t somo a soeo ‘Not Allowabie}| — | 000 || Harbour [4 Allowable . } roo Aveeatte | NY | : sono | | 0} | 4000 | | |p jit | a Sea Going i [_Allowabie a” 2000 | H ° | t | Dravohtm ao 10 20 30 49 50 60 10 ao'eo 108 640. TU - 205 stHOLD Not Double Bottom Local Strength (Alternate loading) - permissible valves. se Sea Going Max Load Min Load Max Load Min Load Tm [tee | tm [toe | hm | code | tim | tonat 000 728 | 000 0] 0001499 | 0.00 ¢ e22 | ans | 74 ° ~ | ase ° 02 | ss | 602 | sar | ace | sos | ec | on eas sore | ens ser | oss | 1s | as | ote toad, t CET RT 00 Nor Allowable L |_[ Harbour J 2500/7 allowable 2000 200 c | 20 rec Sea Going Sowab | ‘i f 1 if 000 | wn Load 0 ie | + oeaugeo eo 19 20 30 49 so 60 70 20°90 109 1940 -TU- 208 e4smAPPENDIX. - EXAMPLE CALCULATION OF LOADING SEQUENCE STEP ‘Assume the ship is flosting at dratts as shown in Loading L1_1 ( Pour 2), de= 5.87 m; trim = 085m, ‘The stop of loading includes: Loading of 2500 t cargo in Hold No 4 ané dabaliasting of 667 5 t ballast water from TST No 4 P&S and DB Tank No 4 P&S. ‘Step 1, Distance of hold mic-ength from MP *|596 a a Ti where: Tx = Middle: draught X. “longitudinal position of mictlength ofthe hold (rom the middle) ‘The draught et mic-length of hold No 1 is: 7, = 7255 (-10938)2587 90 93m ‘Steo 2 Now, calculate tne load on the double bottom structure, This is determined by adding the water ballast and cargo masses, The ballast for each hold is determined considering a ratio of water ballast mass ‘0 hoidalias! tank length (See Table in Appendix 2) Therefore Total Load = { (Ratio of Ballast x Mass of Ballast) + Cargo} Hod Salas. t Caget [Tot 4 [97% DB TankNo4 P&S: 9015 | 2500 =| (3438.3. aos Tananosras | 268 sien Finally, compare the totat load for Hold No 4 with the allowable curves, as indicated below. Itcan be seen that this step is acceptable. 640 -TU-208 5960 b= 599m fhe 88a 8 8 oF 640-TU- 205 i aughtAPPENDIX 4. - EXTRACTS OF CAPACITY PLAN BALLAST TANKS No] TANKNAME | POSTION | CAPACITY | CENTEROF GRAVITY. Fane | Voume | WASS, | ZS] XG | YS ™ ot [BALLAST p = 1.025 um™ 23 | Forepoak 201-223 c} 696.76) 70393) 744 7294 00 24 }1ST Not ‘s77-201 P| 12560] 13899) 1058 5987 9.50 TST Not 177-20: s| 13560] 13899| 1056 s887 9156] 25 | TS No2 144-177 P| 32144] 32048| 10.23 40.16 -10:4| TST Noz saa-177 | s2t4a) a29.48| 1023 40.16 10:4) 126 |TST Nos ai1-146 | 32528] 33339] 1023 1474 -10.35 }rST Nos ant-14a | 32526] 33338] 1023 1474 10:35 27 |TST Noa 7e-111 P| 32560) 333.74) 1023 -1085 10.35} TST Noa 7e-i11 | 92560] 33374| 10.23 1085 10:35] 2a [TST Nos: 48-72 P| 31927| 32725] 1025 26.20 10.35] TST Nos 45-78 s| 31927) 32725] 1025 26.20 1035] 129 |Botom taco 1 |176-201 c| e004] 61596] 193 se6z 00 30 |SotomtarkNo3 | 110-14¢ P| soa7t) e108] 122 1419 7.48) Bottom ark Nos [110-148 S|] 596.71] e1368| 122 14.19 7.49] 31 |Bottomtankne 4 | 77-111 P| 9973] 61472) 122-1140 -747 ottem tank Nos | 77-111. S| se073] 61472| 122 1140 747] 22|/aotomtankNoS | 3-78 P| 414.98] 42535] 122 2313-727) 83 /Bottomtark Nos | 43-78 S| 4z4eq] 43526] 121 2246 7.191 34 | Aterpeak 6-12 c| 4700| 4818] 705 7383 00 TOTAL BALLAST 7425.54) 7611.18) BALLAST PUMPS CHARACTERISTICS ‘+ 2centritugal suction pumps with capacity Q= 324 - 468 m'th ( H = 0.25 MPa} 40 -TU-205 6‘CARGO HOLDS 5 Vote eat, including natch volume 2 (940 -TU- 205 Hanoi [177-201] 1053 osees | e076 | 690 Hod No2 [144-177] ss7766 ye607s | 404s | 6.2 HoliNos — fatt-14e] 572867 zozesr | 1508 | 879 Holanios = | 7e-s11 | 746.38 rores | 1045 | 678 Hold Nos 4s-7e | 5860.80 sesso | -o580 | 9.09 o22 | 683APPENDIX, - EXTRACTS OF IACS - BULK CARRIERS - GUIDANCE AND INFORMATION ON BULK CARGO LOADING AND DISCHARGING TO REDUCE THE LIKELIHOOD OF OVERSTRESSING THE HULL STRUCTURE. 4. PLANNING AND CONTROL OF CARGO LOADING AND UNLOADING OPERATIONS. 4.1. PREPARATION POR CARGO OPERATIONS 4.1.1 Cargo and port Information To make it possible to plan the cargo stowage, loading and unlouling sequences, the cargo ferminal shoul provide the ship with the following information well in advance 1+ Cargo characteristics; stowage factor, angle of repose, amounts and special properties. Cargo availabilty and any special requirements forthe sequencing of eargo operations. * Characteristics of the loading o unloading equipment including number of loaders and tunloaders to be wsed, their ranges of morement, and the terminal's nominal and maximum loading and unloading rates, where applicable. Minimum depth of water alongside the berth and inthe fainsay channels Water density atthe berth, Air draught restrictions atthe berth ‘Maximum sailing draught and minimum draught for safe maneuvering permitted by the port ‘authority. # The amount of cargo remaining on the conveyor belt whick will be loaded onboard the ship after a cargo stoppage signal has been given by the ship ¢ Terminal equirementsprocedures for shifting ship. # Local port restricions, for example, bunkering and deballastingrequrements et Cargo trimming is « mandatory requitement for some cargoes, especially where isa risk ofthe cargo shifting or where liquefaction could take place. LACS recommends that the cargo in ll olds be ‘vimmed in an attempt to minimise the risk of ergo shift “The ship's master should be aware ofthe harmful eects of corrsive_and high temperature cargoes and any special cargo transportation requirements. Ship masters, deck offices, charteres and stevedores should be femiiar with the relevant IMO Codes (for example, the IMO Code of Safe Practice for Solid Bulk cargoes, the IMO Code of Prasice forthe Safe Loadng and Unloading of Bulk Cargoes and SOLAS Convention) 4.1.2 Devising a Cargo Stowage Plan and Loading/Unloading Plan ‘The amount and type of cargo to be transported and the intended voyage wil dictae the proposed Asparture cargo andor ballast stowage plan. The officer in charge should always refer 10 the Toading manual to ascertain an appropriate cargo load distribution, satisfying the imposed limits ‘on structural loading. There are two stages in the development ofa safe plan for cargo loading or unloating: = Stage 1: Given the intended voyage, the amount of cargo andlor water balast to be carried and imposed structural and operational ints, devise «safe departure condition, known a8 the stowage 64 640-TU- 205plan ‘+ Stage 2: Given the artival condition of the ship and knowing the departure condition (stowage pl) to be attained, devise a sae loading, oF unloading plan that satisfies the imposed structural ani ‘operational iit. In the event that the cargo needs to be dstiuted diferent fom the described in the ship's loading ‘manual, sires and displacement calculations are always tobe catied out 10 ascertain, fo any pat cf the intended voyage tha: ‘©The sill water shear forces and bending moments along the ship's length are within the permissive Seagoing limits : ‘+ IFapotcabe, the weight of cargo in each hold, and, when block loading is adopted, the weights of argo in two successive olds ae within the allowable Seagoing limits for the draught of the shi. “These weight include the amount of water ballast carried in the hopper and double Bottom tanks. sway ofthe holds), ‘© The load limit on the tanktop and other relevant limits, if applicable, on local loading are ant exceeded “The consumption of ship's bunkers during the voyage should be taken into account when caring ost these stress and displacement ealeulations Whilst deriving «plan for cargo operations the officer in charge must consider the balating operation ‘oensute ‘© Correct synchronisation with the cargo operation, © That the deballastingballasting rate is specially considered against the loading rate andthe imposed structural and operational limits © That ballsting and deballaing ofeach pair of symmetical port and starboard tanks is eared cut Simutaneously During the planning stage of cargo operations, stress and displacement calulations should be carried ‘ut at incremental steps commensurate withthe number of pours and loading sequence of the proposed ‘operation to ensue that «The SWSF and SWWDMalang the ships ent are within th permisible Harbors 1 apical, the eit fargo in ach ld, nd hen beck oaing i adope, the weights of {Exige int adacert lls ae thin the allowable Harbour its for he dealt ofthe sp. ‘These weights induce the amount of water blast aod nthe hopper and double Bato aks way tthe hold) The load lit on te tankop and ther relevant fis, costed + At the fink departure condtion, the SWSF and SWBM slong the shi's length are within the permisle Seagal ses ie applicable, on local loading are not During the derivation of the cargo stowage, and the loading or unloading plan, iti recommended that the ull stress levels be kept below the permissible limits by the greatest possible margin. ‘A cargo losdinglunloading plan should be Ind out in sich a way that for each step of the cargo ‘operation there icles indication of - 640-T 205 6s‘The quantity of cargo and the corresponding hold number(s) tobe loadedunlosted ‘The emount of water ballast and the corresponding tank/hold number(s) 10 be dscharged/oades ‘The ship's draughts and trim, atthe completion ofeach stp in the cargo operston. The caleulated value ofthe sil water shear forces and bending momen at the completion of ech step inthe cargo operation [Estimated time for completion f each step in the argo operation. Assumed rates) of loading and unloading equipment. Assumed ballasing rates), The loadinglunloading plan should indicate any allowances for cargo stoprage (which may be necessary 10 allow the ship 10 be deballast when the loading rate is high), shiting ship. bunkering, instrument and there should be a protocol in place so that the loading remains, at all times, within the approved stress limits ofthe ship: and/or 5.1.23, if neither 1. or 2, Can be satisfied, then a conservative procedure should be followed 3.13. Details should be provided of any necessary repairs which may dolay berthing cargo details of loading or unloading, or may delay the ship sailing on completion of loading or unloading 3.14. The master should ensure he receives from the shipper of the intended cargo details of the nature of the cargo required by chapter VI of SOLAS 1974, as amended. Where additional details, such as trimming or continuous measurement of the water in the ‘argo, et, are required, the master should inform the terminal accordingly. 32. Information given by the ship tothe terminal 32.Lln order to plan the proper disposition and availability ofthe cargo so as to meet the ship's loading plan, the loading terminal should be given the following information: ‘1. The ship's estimated time of arrival (ETA) off the port as early as possible, This advice should be updated as appropriate 2. At the time of initial ETA advice, the ship should also provide details of the following: 2.1. name, call sign, Imo Number ofthe ship, its flag State and port of registry: 22. a loading plan stating the quantity of cargo required, stowage by hatches, loading orcer and the quantity to be loaded in each pour, provided the ship has sufficient information tobe able to prepare such a plan; 23, arrival and proposed departure draughts; 2.4, time required for deballasting: 640. TU- 205 725. theship's length overal, beam, and length ofthe cargo area from the forward coaming of the forwardmost hatch to the after coaming of the aftmost hatch into which cargo is to be loaded of from which cargo is removed. 26, distance from the waterline to the first hatch to be loaded or unloaded and the distance from the ship's side to the hatch opening; 27. the location of the ship's accommodation ladder, 28. air draught, 29. details and capacities of ship's cargo handling gear; 2.10. number and type of mooring lines; and 22.11. any other item related to the ship requested by the terminal; {. Similar information in respect of ETA, unloading plan and details of the ship are required by unloading terminals 3.2.2.Ships arriving at loading or unloading terminals in a part-loaded condition should also advise 3221. 3222 3223, 3224, ‘berthing displacement and draughts; previous loading or unloading port; nature and stowage of cargo already on board and, when dangerous goods in balk are on board, the name of the material, IMO Class and UN Number or BC Number. distribution of cargo on board, indicating that to be unloaded and that to remain ‘on board. 3.2.3. Combination carriers (OBO or 0/0) 3.24.s soon as possible the ship should confirm that all holds into which cargo is to be loaded are clean, and free from previous cargo residues which in combination with cargo to be loaded could create hazard 32.5.Information on the losding or unloading plan and on intended arrival and departure draughts should be progressively updated, and passed to the terminal as circumstances change. 7 640-TU- 205‘SHIP/ SHORE SAFETY CHECKLIST For Loading or Unloading Dry Bulk cargo Carriers Dat. Port TTerminal/ Quay Available depth of water in berth oe Minimum aie draught” Ship's name Acival draught (read /ealeulated) Aiedraught Calculates departre draught Aie draught The Master and terminal manager, or their representative, should completo the checklist jointly. Advice on points to be considered is given in the accompanying guidelines. The Safety of operations requires that all questions should be answered affiematively and the boxes ticked. If this is not possible, the reason should be given, and agreement reacheel upon precautions to be taken Between ship and terminal. Ifa question is considered to be not Applicable write "N/A", explaining why if appropriate SHIP TERMINAL 1, Isthe depth of water atthe birth, and the ar draught, adequate for the cargo operation ? a a 2 Ate mooring arrangements adequate for all focal effects of lide, Curent, weatler, Lalli a a tnd craft alongside ? 3 In emergency, is the ship able to leave the berth at any time ? a 4. te there cafe aceese between the ship and the wharf? ended by ship/ternuinat (cross out as appropriate) “Te tear draught shouldbe constr carefully: ifthe ship is ina iver or an esuary usually ees to sakura eight for pasting ander ries, whileon the Beh stall refers tothe hgh vale oF qr uncer the leaded ar unloads e40- TU 205 710, ra 2, BB u. Is the agreed ship/terminal communications system operative? Communication method... Language Radio chamls/phone numbers Are the liaison contact persons during operations positively identified? Ship contact persons Shore contact person(s) Location Are adequate crew on board, and adequate staff in the terminal, for emergency ? Have any bunkering operations been advised and agreed? Have any intended repairs to wharf or ship whilst alongside been advised and agreed? Has a procedure for reporting and recording damage from cargo operations been agreed ? Has the ship been provided with copies of port and terminal regulations. Including safely and pollution requirements and details of emergency services? las the shipper provided the Master with the properties of the cargo in accordance with the requirements of Chapter VI of SOLAS? Ie the atmosphere safe in holds and enclosed paces to which accose may bo roquited, have fumigated cargoes been identified, and has the need for monitoring of atmosphere been agreed by ship and terminal? Have the cargo handling capacity and any linytsof travel for each loader/unioader been passed to the ship/ terminal ? Loader Loader Loader 640. TU - 208 SHIP og aoao0aa ‘TERMINAL. a ooaqaaoSHIP TERMINAL 15, Has a cargo loading or unloading plan been] a calculated for all stages of loading/ {deballasting or unloading/ blasting ? Copy lng with. 16, Have the holds to be worked been clearly a identified in the loading of unloading plan, showing the sequence of work, and the grade and tonnage of cargo to be transferred each time the hold is worked ? 17. Has the need for trimming of cargo in the a holds been discussed, and the method and ‘extent been agreed ? 48, Do both ship and terminal understand and) oO accept that if the ballast program becomes out fof step with the cargo operation, it will be necessary to suspend cargo operation until the ballast operation has caught up? 19, Have the intended procedures for removing) oO ‘argo residues lodged in the holds while unloading, been explained to the ship and accepted ? 20. Have the procedures to adjust the final tim = o of the loading ship been decided and agreed? ‘Tonnage held by the terminal conceyor system. 21, Has the terminal been advised of the time] o requiced for the ship to prepare for sea, on completion of cargo work ? ‘THE ABOVE HAS BEEN AGREED: Time, For Ship. Rank Date. For Terminal. Position/Title 40- Tu - 205 7Guidelines for Completing the Ship/Shore Safety Checklist “The purpose ofthe Ship/Shore Safety Checklist isto improve working relationships betwen ship and terminal, and thereby to improve the safety of operations. Misunderstandings occar and mistakes can fe nnde when slips officers do not wrtderstand the intentions ofthe termina personnel, and He same Applies tole terminal donot wanderstand ohat the ship can and cannot safely do, Completing the checklist together to help ship and terminal personnel to recognise potential problens, ‘tobe beter prepare fr them. 1. _Isthe depth of water at the birth, and the air draught, adequate for the cargo operation? “The depth of water should be determined over the entize area the ship will occupy, and the terminal should be aware of ship's maximum air draught and water draught requirements during operations. Where the loaded draught means a small underkeel clearance at ‘departure, the master should consult and confirm thatthe proposed departure draught is. safe and suitable “The ship should be provided with all available information about density and contaminates of the water atthe berth 2. Are mooring arrangements adequate forall local effects of tide, current, weather, traffic and craft alongside? Due regard should be given to the need for adequate fendering arrangements. The ship should remain well secured in its moorings. Alongside piers or quays, ranging ofthe ship should be prevented by keeping mooring lines taut attention should be given to the movement of the ship caused by ties, currents or passing ships and by the operations in progress. ‘Wire ropes and fibre ropes should not be used together in the same direcion because of difference in their elastic properties. 3, Inemergency, is the ship able to Teave the berth at any ti “The ship should normally be able to move under its own power at short notice, unless agreement to immobulise the ship has been reached with the terminal representative nl he port authority where applicable. In an emergency, a ship may be prevented from leaving the berth at short notice by a number of factors. These include low tide, excessive trim or draught, lack of tugs, no navigation possible at night, main engine immobilised, otc. Both the ship and the terminal should be awate if any ofthese Factors apply, so that extra precautions cen be taken if need be, ‘The method to be used for any emergency unberthing operation should be agreed, taking into account the possible risks involved. If emergency towing-off wires are required, agreement should be reached on their position and method of securing 7 640- TU 2054. Is there safe access between the ship and the wharf ? The means of access between the ship and the wharf be safe and legal, and may be provides by either ship or terminal. It should consist of an appropriate gangway or accommodation ladder with a properly fastened safety net underneath i. Access equipment must be tended, since it can be damaged as a result of changing heights and draughts; persons responsible for tending it must be agreed between the ship and terminal, and recorded in the checklist. “The gangway should be positioned so that itis not undemeath the path of cargo being, loaded or unloaded, Itshould be well illuminated during darkness. A lifebuoy with a heaving line should be available on board the ship near the gangway or accommodation inden, Is the agreed ship/terminal communications system operative? Be Communication should be maintained in the most effective way between the responsible officer on duty on the ship and the responsible person ashore. The selected system of ymmunication and the language to be used, together with the necessary telephore ‘numbers anxl/or radio channels, should be recorded in the checklist 6 Are the liaison contact persons during operations po vely identified? ‘The controlling personnel on ship and terminal must maintain an effective communication with each other and their respective supervisors. Their names, and if appropriate whee they can be contacted, should be recorded in the checklist. The aim should be to prevent development of hazardous situations, but if such a situation does arise, good communication and knowing who has proper authority can be instrumental in dealing with 7. Are adequate crew on board, and adequate staff in the terminal, for emergency? Itis not possible or desirable to specify all conditions, but itis important that a sufficient numhoraf poreennel shot he an board the ship and in the terminal throughout the ship's stay, to deal with an emergency The signals tobe used in the event of an emergeney arising ashore or on bear should be clearly understood by all personnel involved in cargo operations. 8. Have any bunkering operations been advised and agreed? The person on board in charge of bunkering must be identified, together with the time, method of delivery (hose from shore, bunker barge, el.) and the location ofthe bunker point on board. Loading of bunkers should be coordinated with the cargo operation. The terminal should confirm agreement to the procedure. o40-TU-205 799, Have any intended repairs to wharf or ship whilst alongside been advised and agreed? [Hot work, involving welding, burning or use of naked flame, whether on the ship or the wharf, may requite a hot work permit. Work on deck which could interfere with cargo ‘work will need to be co-ordinated. In the case of combination carriers, a gas free certificate (including for pipelines and pumps) will be necessary issued by a shore chemist approved by the terminal or port authonty. 10, Has a procedure for reporting and recording damage from cargo operations been agreed ? (Operational damage can be expected in a harsh trade. To avoid conflict, a procedure mut be agreed, before cargo operations commence, to record such damage. An accumulation of small items of damage to steel work can cause significant loss of strength for the ship, soit is essential that damage is noted, to allow prompt repair 11, Has the ship been provided with copies of port and terminal regulations, including safety and pollution requirements and details of emergency services? Although much information will normally be provided by a ship's agent a factsheet containing this information should be passed tothe ship on arrival, and should include any local regulations controlling the discherge of ballast water and hold washings 12, Has the shipper provided the Master with the properties of the cargo in accordance with the requirements of Chapter VI of SOLAS? ‘The shipper should pass to the master, for example, the grade of cargo, particle size, quantity to be loaded, stowage factor, and carge meisture content. The IMO BC Code gives, guidance on this, The ship should be advised of any material which may contaminate or react with the planned cargo, and the ship should ensure that the holds are free of such material 13, Is the atmosphere safe in holds and enclosed spaces to which access may be required, have fumigated cargoes been identified, and has me need for ‘monitoring of atmosphere been agreed by ship and terminal? Rusting of steelwork or the characteristics of a cargo may cause a hazardous atmosphere to ddovelap. Consideration should be given to: oxygen depletion in holds: the effect of fumigation either of cargo to be discharged, or of cargo isa silo before loading from where sgascan be swept on board along with the cargo, with no warning tothe ship; and leakage of {g8es, whether poisonous or explosive, from adjacent holds or other spaces. 14, Have the cargo handling capacity and any limits of tavel for each loader/unloader been passed to the ship/terminal ? ‘The number of loaders or unloaders to be used should be agreed, and their capabilities understood by both parties. The agree maximum transfer rate for each loader/untoader should be recorded in the checklist, 8 40. TU-205Limits of travel of loading or unloading equipment should be indicated. This is essential information when planning cargo operations in berths where a ship must beshifted from one position to another due to loading. Gear should always be checked for faults and that it {s clear of contaminates from previous cargoes. The accuracy of weighing devices should be ascertained frequently. 15, Has a cargo loading or unloading plan been calculated for all stages of loading/ deballasting or unloading/ballasting ? Where possible the ship should prepare the plan before arrival. To permit her to do 30, the terminal should provide whatever information the ship requests for planing purposes. On ships which require longitudinal strength calculations, the plan should take account of any permissible maxima for bending moments and sheat forces. ‘The plan should be agreed with the terminal and a copy passed over for use by terminal staff. All watch officers on board and terminal supervisors should have access to a copy. No deviation from the plan should be allowed without agreement ofthe Master. According to SOLAS Regulation VI, itis required to lodge a copy of the plan with the appropriate authority of the port State. The person receiving the plan should be recorded, in the checklist. 16, Have the holds to be worked been clearly identified in the loadi unloading plan, showing the sequence of work, and the grade and tonnage of ‘argo to be transferred each time the hold is worked ? The necessary information should be provided in the form as set out in iter 3 ofthis Loading Manual Addendum 17. Has the need for trimming of cargo in the holds been discussed, and the method and extent been agreed ? A well-known method is spout trimming, and this can usually achieve a satisfactory result. Other methods use bulldozers, front-end loaders, deflector blades, trimming, machines oF feven manual trimming, The extent of trimming will depend upon the nature of the cargo, and must be in accordance with the BC Code. 18. Do both ship and terminal understand and accept that ifthe ballast program becomes out of step with the cargo operation, it will be necessary to suspend cargo operation until the ballast operation has caught up ? All parties will prefer to load or discharge the cargo without stops is possible. However, if the cargo or ballast programmes are out of step, a stop to cargo handling, must be ordered by the Master and accepted by the terminal to avoid the possibility of inadvertently loverstressing the ship's structure, ‘A cargo operations plan will often indicate cargo check points, when conditions will also allow confirmation thatthe cargo and ballast handling operations are in alignment, e40- TU -205, 8If the maximum rate at which the ship can safely accept the cargo is less than the cargo handling capacity ofthe terminal, it may be necessary to negotiate pausesin the cargo transfer programme or for the terminal to operate equipment at less than the maximum capacity. In areas where extremely cold weat Jines should be recognised. is likely, the potential for frozen ballast or ballast 19, Have the intended procedures for removing cargo residues lodgedin the holds while unloading, been explained to the ship and accepted ? ‘The use of bulldozers, front-end loaders or pneumatic/hydraulic hammers to shake material loose, should be undertaken with care, as wrong, procedures can damage or distort ships’ stecl work. Prior agreement to the need and method intended, together wit h adequate supervision of operators, will avoid subsequent claims or weakening of the ship's structure. 20. Have the procedures to adjust the final trim of the loading ship been decided and agreed? Any tonnages proposed at the commencement of loacing for adjusting the trim of the ship can only be provisional, and too much importance should not be attached to them. The significance lies in ensuring that the requirements is not overlooked or ignored. The actual {uantities and positions to be used to achieve final ship's trim will depend upon the draught readings taken immediately beforehand. The ship should be informed of the tonnage on the conveyor system, since that quantity may be large and must still be loaded when the order “stop loading” is given, This figure should be recorded in the checklist 21, Has the terminal been advised of the time required for the s sea, on completion of cargo work? toprepare for The procedure of securing for sea remains as important as itever was, and should not be skimped. Hatches should be progressively secured on completion so that only one or two remain to be closed after cargo work is finished, Modern deep water terminals for large ships may have very short passages before the open sea is encountered. The time needed to secure, therefore, may vary betwaen day or night, summer or winter, fine weather or foul weather, Barly advice: be given to the terminal if any extension of ime is necessary 2 640- TU -205