Planning and control of cargo loading and unloading
operations for Bulk Carriers
Preparing vessel for cargo operations -Collecting cargo
and Port Information:
The safe operation of bulk carriers is dependant on not
exceeding allowable stresses in the cycle of loading,
discharging, ballasting and de-ballasting. To prepare the vessel
for cargo stowage and a safe planning, the loading and
unloading sequences and other operational matters should be
informed well in advance.
The shore terminal should provide the ship with the following
information :
i) Prior to loading bulk cargo , the shipper should declare
characteristics & density of the cargo, stowage factor, angle of
repose, amounts and special properties.
ii) Cargo availability and any special requirements for the
sequencing of cargo operations.
iii) Characteristics of the loading or unloading equipment
including number of loaders and unloaders to be used, their
ranges of movement, and the terminal's nominal and
maximum loading and unloading rates, where applicable.
iv) Minimum depth of water alongside the berth and in the
fairway channels.
v) Water density at the berth.
vi) Air draught restrictions at the berth.
vii) Maximum sailing draught and minimum draught for safe
manoeuvring permitted by the port authority.
viii) The amount of cargo remaining on the conveyor belt
which will be loaded onboard the ship after a cargo stoppage
signal has been given by the ship.
ix) Terminal requirements/procedures for shifting ship.
x) Local port restrictions, for example, bunkering and
deballasting requirements etc.
Cargo trimming is a mandatory requirement for some cargoes,
especially where there is a risk of the cargo shifting or where
liquefaction could take place. It is recommended the cargo in
all holds be trimmed in an attempt to minimise the risk of
cargo shift.
The ship's Master should be aware of the harmful effects of
corrosive and high temperature cargoes and any special cargo
transportation requirements. Ship Masters, deck officers,
charterers and stevedores should be familiar with the relevant
IMO Codes (for example, the IMO Code of Safe Practice for
Solid Bulk Cargoes, the IMO Code of Practice for the Safe
Loading and Unloading of Dry Bulk Carriers and the SOLAS
Convention).
Devising a Cargo Stowage Plan and Loading/Unloading
Plan
Exceeding the permissible limits specified in the ship's
approved loading manual will lead to over-stressing of the
ship's structure and may result in catastrophic failure of the
hull structure. The amount and type of cargo to be transported
and the intended voyage will dictate the proposed departure
cargo and/or ballast stowage plan. The officer in charge should
always refer to the loading manual to ascertain an appropriate
cargo load distribution, satisfying the imposed limits on
structural loading.
There are two stages in the development of a safe plan for
cargo loading or unloading:
a) Step 1: Given the intended voyage, the amount of cargo
and/or water ballast to be carried and imposed structural and
operational limits, devise a safe departure condition, known as
the stowage plan.
b) Step 2: Given the arrival condition of the ship and knowing
the departure condition (stowage plan) to be attained, devise a
safe loading or unloading plan that satisfies the imposed
structural and operational limits.
In the event that the cargo needs to be distributed differently
from that described in the ship's loading manual, stress and
displacement calculations are always to be carried out to
ascertain, for any part of the intended voyage, that:
a) The still water shear forces and bending moments along the
ship's length are within the permissible Seagoing limits.
b) If applicable, the weight of cargo in each hold, and, when
block loading is adopted, the weights of cargo in two
successive holds are within the allowable Seagoing limits for
the draught of the ship. These weights include the amount of
water ballast carried in the hopper and double bottom tanks in
way of the hold(s).
c) The load limit on the tanktop and other relevant limits, if
applicable, on local loading are not exceeded.
The consumption of ship's bunkers during the voyage should
be taken into account when carrying out these stress and
displacement calculations.
Whilst deriving a plan for cargo operations, the officer in
charge must consider the ballasting operation to ensure:
a) Correct synchronisation with the cargo operation.
b) That the deballasting/ballasting rate is specially considered
against the loading rate and the imposed structural and
operational limits.
c) That ballasting and deballasting of each pair of symmetrical
port and starboard tanks is carried out simultaneously.
During the planning stage of cargo operations, stress and
displacement calculations should be carried out at incremental
steps commensurate with the number of pours and loading
sequence of the proposed operation to ensure that:
1) The SWSF and SWBM along the ship's length are within the
permissible Harbour limits.
2) If applicable, the weight of cargo in each hold, and, when
block loading is adopted, the weights of cargo in two adjacent
holds are within the allowable Harbour limits for the draught of
the ship. These weights include the amount of water ballast
carried in the hopper and double bottom tanks in way of the
hold(s).
3) The load limit on the tanktop and other relevant limits, if
applicable, on local loading are not exceeded.
4) At the final departure condition, the SWSF and SWBM along
the ship's length are within the permissible Seagoing stress
limits.
During the derivation of the cargo stowage, and the loading or
unloading plan, it is recommended that the hull stress levels
be kept below the permissible limits by the greatest possible
margin. A cargo loading/unloading plan should be laid out in
such a way that for each step of the cargo operation there is a
clear indication of:-
i) The quantity of cargo and the corresponding hold number(s)
to be loaded/unloaded.
ii) The amount of water ballast and the corresponding
tank/hold number(s) to be discharged/loaded.
iii) The ship's draughts and trim at the completion of each step
in the cargo operation.
iv) The calculated value of the still water shear forces and
bending moments at the completion of each step in the cargo
operation.
v) Estimated time for completion of each step in the cargo
operation.
vi) Assumed rate(s) of loading and unloading equipment.
vii) Assumed ballasting rate(s)
The loading/unloading plan should indicate any allowances for
cargo stoppage (which may be necessary to allow the ship to
deballast when the loading rate is high), shifting ship,
bunkering, draught checks and cargo trimming.
The loading or unloading plan should only be changed when a
revised plan has been prepared, accepted and signed by both
parties. Loading plans should be kept by the ship and terminal
for a period of six months.
A copy of the agreed loading or unloading plan and any
subsequent amendments to it should be lodged with the
appropriate authority of the port State.
Operational guidance
All bulk carrier officers should have clear guidance and
instructions available onboard their ship. There should be
guidance on:
preparation of holds
carriage requirements of bulk cargo
safety aspects of bulk cargo carriage etc (liquefaction,
heating, hazardous gases, oxygen depletion, entry into
enclosed spaces)
