7. Análisis empírico: la comparación de El País y La Jornada
7.3. Resultados: los anglicismos encontrados
7.3.6. El grado de aceptación
2.11.2.1 Clean holds, dry and free from smell
It cannot be emphasised enough that seaworthiness includes cargoworthiness, i.e. the fitness of the vessel to receive, carry and protect the cargo to be carried.
Prior to commencement of loading, the cargo holds should therefore be
• inspected to ensure that they are clean, dry, free from smell, remnants of previous cargoes and insects
• checked for small holes and cracks in the steel work to adjacent tanks as leaks from ballast or bunker tanks can cause large scale damage/contamination
• free from sweepings, fully washed and dry and any salt deposits removed, where applicable
• suitable for the cargo to be loaded in every respect.
The bilges should be dry, clean and free from smell; the non-return valves and the test alarms must be functioning.
Sockets and pots in the cargo holds must not be worn as a safe and secure lashing of cargo is otherwise not possible.
If deficiencies are found, the same must be rectified immediately and a corresponding record made by completing the relevant maintenance or repair form.
If the deficiencies found require repairs such as welding affecting the vessel’s structure, the Master should consider obtaining
approval from the classification society prior to the commencement of the repairs or call in the local Hull and Machinery correspondent to assist.
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The Master should ensure that, following the completion of repairs to steelwork on adjacent tanks, the same is the subject
of a pressure test.
Adjacent bunker tanks must not be heated unless sufficient insulation is provided.
If the cargo holds have recently been painted, they must be free from odour and properly cured.
It is advisable that the Master obtains a hold fitness report/
certificate from shippers and charterers.
2.11.2.2 Fumigation A. General
Fumigation may be required should an infestation be found anywhere on the vessel.
It may be necessary to fumigate the cargo in the vessel’s holds, either prior to or after loading, to prevent an infestation or deterioration of the cargo.
If fumigation of the cargo spaces and/or cargoes takes place, the Master is advised to strictly adhere to the IMO Recommendations on the Safe Use of Pesticides on Ships and the procedures under the vessel’s SMS, which contain detailed advice on
• regulations for the use of pesticides
• safety precautions
• first aid and special medical treatment emergency procedures
• types of fumigants
• methods of fumigation.
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The Master should be aware that he/she has the absolute discretion as to
• whether or not a vessel or cargo is to be fumigated
• the manner in which the fumigation is performed
• whether or not to permit in transit fumigation.
Prior to any fumigation being carried out, which the Master is best advised to leave to professional personnel from ashore, large warning signs must be displayed in prominent places clearly indicating that the vessel is under fumigation and toxic gases are in use.
A gangway guard should be maintained to prevent access to the vessel whilst under fumigation.
B. Fumigation using ventilation in port
Fumigation of cargo spaces using ventilation should always be carried out in port and the vessel should not be permitted to leave without a gas-free certificate. The crew should
• be landed ashore prior to the commencement of fumigation
• only be allowed to return after authorised personnel have issued a gas-free certificate.
A gangway guard should be maintained during the fumigation to prevent access to the vessel whilst under fumigation.
C. Fumigation in transit
For details please refer to Gard News 173, In-transit fumigation of bulk cargoes.
Wherever possible, the Master should try to avoid fumigation in transit as this may pose an unnecessary threat to the crew’s health.
Fumigation in transit is at the sole discretion of the Master. The
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regulatory requirements as well as the IMO Recommendations on the Safe Use of Pesticides in Ships and the Code of Safe Practice for Solid Bulk Cargoes (BC Code). Section 3, Safety of Personnel and Ship and Section 6, Grain under in transit Fumigation, contain detailed advice as to the methods of fumigation and any safety precautions to be taken.
Prior to arrival in a port the Master should notify the harbour master and any other appropriate authorities that fumigation of the cargo has taken place in transit. The Master should ensure that the vessel’s holds and its cargo are gas free upon berthing of the vessel. The entry into enclosed spaces procedures must be followed – please see section 2.8.5.8 Entry into enclosed spaces.
2.11.2.3 Hatchcovers and other openings
For further details please see Gard News 173, Tightness of hatch covers.
The vast majority of cargo claims are caused by ingress of water due to leaking hatch covers or accesses to holds. This may be due to
• defective rubber gaskets
• missing wedges
• poorly maintained pressing bars
• defective cleats and clamps, often in a heavily corroded condition.
These items require particular attention and continuous
maintenance as required under the vessel’s SMS in accordance with section 10 of the ISM Code.
2.11.2.4 Pipes and manhole covers
Sounding or air pipes running through the holds should be checked to ensure that they are sound and intact. Manhole covers that have been opened, should be pressure tested after closing to ensure that they are tightly closed. Manhole covers must be tight and, where necessary, covered with tarpaulins, burlap or polyethylene foil.
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Special checks are required for small holes and cracks in pipework.
In particular, checks for leaks at flanges, especially on pipes serving bunker tanks as leaking fumes can contaminate the cargoes.
If repairs to pipeworks have been carried out, these pipes should be the subject of a pressure test.
2.11.2.5 Cargo gear
If the vessel’s cargo gear is used for loading and discharging operations, the gear should
• be in a proper working condition
• be regularly maintained in accordance with the vessel’s planned maintenance schedule under the vessel’s SMS
• be clearly marked showing the Safe Working Load (SWL) in sufficiently large markings
• have overload protection that cannot be overridden when in operation.
Blocks, shackles and all other gear should be well greased and properly maintained. Wires should be without hooks or protruding ends.
Cargo gear certificates should be valid for at least the entire forthcoming voyage.
If the vessel’s cargo gear is used by shore labour, such operations should be only permitted if the Master is satisfied that such labour is fully familiar with the vessel’s gear. The vessel’s gear should be in a safe state of readiness before use by shore labour, who should not be permitted to operate the gear, especially outside the safety limits, without authorisation from a responsible vessel’s officer. Limit key switches should not be left in the controls. The Master and his/her officers are advised to constantly monitor the operation, especially with a view to avoiding the SWL being exceeded. The competence
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stopped if there are any concerns in this regard. The Master should keep a record of the operation of the cargo gear by the shore labour which should include the date, times and any incidents which occurred during operation.
The appropriate Personal Protective Equipment (please see section 2.8.4.1 Safe working clothes – Personal Protective Equipment (PPE)) should be worn by both shore workers and crew members.
2.11.2.6 Cargo tackle
If the vessel has to supply cargo slings, wires, nets, spreaders and other tackle, the Master must before use ensure that
• the crew carry out a careful check of the tackle and its condition under the supervision of a responsible officer
• corroded, apparently unfit or otherwise defective tackle is removed and not used.
Even if the vessel’s tackle is only used once, the consequences may be fatal if a wire parts, a spreader is out of alignment, or the tackle is not strong enough to lift the load. During cargo operations
• constant monitoring is required of the state and condition of the cargo tackle used. Stevedores are sometimes less careful if the tackle belongs to the vessel rather than the stevedoring company
• defective tackle should be removed immediately and replaced with new.
If the cargo handling gear is damaged, the Master should immediately bring the matter to the attention of the stevedores’
foreman and serve a written protest. The Master should also advise the Company and the charterers.
2.11.2.7 Stowage and securing
For further details please refer to Gard News 173, Improper lashing and securing of cargo.
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The proper stowage and securing of the cargo is the basis for ensuring
• that the vessel is maintained in a safe condition
• the prevention of accidents
• the prevention of damage to the cargo.
Whilst stowage and securing is normally performed by stevedores, close supervision and the occasional intervention by the Master or responsible officers is necessary as the vessel remains responsible for the proper stowage and securing of the goods loaded. This principle applies irrespective of whether the vessel is trading for the Company’s own account or under a charterparty. In addition, the terms of charterparties frequently stipulate that the ultimate responsibility rests with the vessel, even where the stevedores are employed by the charterers to load the cargo. Where the stowage plan received from the charterers is not appropriate, the Master and his/her officers should ask the charterers to present a different plan to ensure that the vessel’s safety is not affected or impaired.
The proper stowage of the cargo requires careful planning to ensure
• vertical distribution of weight to maintain adequate stability during the voyage
• horizontal distribution of weight to avoid bending moments
• distribution of weight to maintain the maximum permissible deck loads.
For break bulk cargo the Master should instruct his/her officers to monitor the stowage and securing operations to ensure that
• kraft paper alone does not give sufficient protection to the cargo and additional protection is used
• there is a tight stow from wall to wall if feasible – void spaces into which stow can collapse need to be properly shored or filled
• special instructions are followed, e.g. to stow away from boilers
• there is sufficient dunnage between tiers
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• adequate lashing, securing or chocking off without damaging the packing to avoid movement in any direction.
When cargo needs to be overstowed, which is often the case with break bulk cargo, the Master and his/her officer should ensure that the cargo in question can be safely overstowed, allowing for any forces that may be encountered in heavy weather. The weight needs to be evenly spread and compression damage avoided.
Dunnage on bulkheads and tank tops should be of sufficient thickness and coverage to prevent any contact between the steel and the cargo, allowing for moisture absorbing into the dunnage.
The dunnage should allow for any moisture on the steel work to run freely to the bilges. The dunnage should not collapse under the weight of the stow, e.g. where laid over frames or corrugated bulkheads.
Incompatible cargoes must not be stowed together to avoid tainting damages.
Every cargo has different stowage requirements and no specific advice can therefore be provided. The Master and his/her officers should not only refer to the particular stowage requirements for the different types of cargo, but also to other relevant provisions, such as
• IMO guidelines and resolutions
• flag State requirements
• national provisions
• reference books,
as well as seeking further instructions from the cargo interests, which should be recorded in the appropriate log.
The Master and his/her officers must always refer to the vessel’s individual Cargo Securing Manual prior to the commencement of stowage operations.
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2.11.2.8 Ventilation
For further details please refer to Gard News 173, Don’t work up a sweat.
Whilst the principles and knowledge of proper ventilation should have been part of the Master’s and officers’ education and training, damage to cargo often arises as a result of improper ventilation.
Care is required when ventilating to avoid two main problems
• ship sweat
• cargo sweat.
Ship sweat occurs when air within the hold is cooled by the vessel’s structure and occurs mainly on voyages from warmer to colder climates. If sufficient air space is left in the cargo hold, condensation can occur and ship’s sweat may drip onto the surface of the cargo.
Cargo sweat occurs when air within the hold is cooled by the cargo and occurs mainly on voyages from colder to warmer climates. If the ventilating air flowing over the cargo has a higher temperature than the cargo itself, the air will be cooled and may condense on the cooler surface of the cargo.
Whether surface or through ventilation is required, depends upon
• the nature of the cargo and its packing
• climate changes during the voyage
• sea conditions.
Ventilation should only be carried out when the dew point of the ambient air is lower than the dew point of the hold air.
Cargoes fumigated before loading cannot be ventilated immediately and in some circumstances, e.g. heavy weather or humid ambient conditions preventing ventilation, some ship’s sweat may be
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from moisture migration. In view of this, proper and effective stowage is essential to prevent the cargo from coming into contact with moisture.
The Master is advised
• to obtain instructions from the shipper as to the proper
ventilation requirements for certain types of cargoes to be loaded
• to refer to any reference books.
Accurate temperature and ventilation records must be kept when there is ventilation of the cargo to defend the Company should a claim be lodged. The inspection of the cargo spaces must be recorded as well, with dates and times when this was undertaken.
2.11.3 cargo precautions under charterparty provisions