BULK CARRIER OPERATIONS
IMSBC CODE
THE CODE PROVIDES GUIDANCE ON:
• Cargo distribution to avoid overstressing the ship’s structure.
• Safety of personnel.
• Trimming procedures.
• Methods of determining the angle of repose.
• Cargoes which may liquefy.
• Cargoes which have chemical hazards.
HAZARDS OF BULK CARGOES
• Movement of cargo during the voyage.
• High structural stresses, which can lead to structural failure.
• Spontaneous heating, which can lead to a fire.
• Corrosion of the ship’s structure.
• Production of explosive or toxic gases.
• Absorption of oxygen from the space above the cargo.
• Health hazards through contact with the cargo.
LOADING MANUALS AND INSTRUMENTS
The International Load Line Convention requires a ship to have a Loading Manual to be
able to load and ballast without causing unacceptable hull stresses.
The manual contains:
• results of calculations of SWSF (Still Water Shear Force) and SWBM (Still Water
Bending Moments) for each intended loading condition;
• allowable local loading of the structure; and
• operational limits.
The loading manual is specific for the ship it was designed for.
LOADING MANUALS AND INSTRUMENTS
The loading instrument is ship-specific and assists the
Chief Mate to:
• Plan and control cargo and ballasting operations;
• Rapidly calculate SWSF and SWBM; and
• Ensure that structural limits are not exceeded.
The instrument is not a substitute for the Loading Manual which Image source My SeaTime 2016
provides valuable information to assist in loading or discharging.
BULK CARGO OPERATIONS
The bulk terminal should provide the ship with the following information
to assist the Chief Mate to prepare a Loading Plan:
• The cargo characteristics, amount, stowage factor, angle of repose and
any special properties (eg. TML of iron ore);
• Cargo availability and any special sequencing requirements;
• Type and number of loaders to be used, their ranges of movement and
maximum loading rates;
• Minimum depth of water alongside and in the harbour channels;
• Water density at the berth, although the ship should use its own dock
water samples to measure the density;
BULK CARGO OPERATIONS
• Any air draft restrictions;
• Maximum sailing draft and the minimum draft for safe manoeuvring;
• The amount of cargo remaining on the conveyor belt, which will be loaded, after
the ship has given a cargo stoppage signal;
• Terminal requirements / procedures for shifting ship; and
• Local port restrictions.
Image source Gothenburg Chartering 2018
BULK CARGO OPERATIONS
The Chief Mate should consult the IMSBC Code for: any trimming requirements;
harmful effects of corrosive and high temperature cargoes; and any special cargo
transportation requirements.
He should be aware of the three categories of solid bulk cargo described in the
IMSBC Code.
Group A: cargoes which may liquefy, if shipped with a moisture content in excess
of their transportable moisture limit.
Group B: cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship.
Group C: cargoes which are neither liable to liquefy nor possess a chemical
hazard.
BULK CARGO STOWAGE AND LOADING PLAN
• STAGE 1. The Chief Mate will devise a stowage plan for departure from the following
information: the intended voyage, amount of cargo and water ballast to be carried, and
imposed structural and operational limits. Once approved by the Master the Chief Mate
will then devise the next stage.
• STAGE 2. Given the arrival condition at the destination port, and knowing the departure
condition, the Chief Mate will devise a safe loading plan that satisfies all structural and
operational limits. A ballast plan will be co-ordinated with this loading plan.
BULK CARGO STOWAGE AND LOADING PLAN
• If the cargo must be distributed differently from the advice of the Loading Manual then
the Chief Mate must perform stress and displacement calculations.
• He must make sure that:
•- the Salt Water Shear Force and Salt Water Bending Moments are within limits;
•- the cargo weight and ballast weight per hold is within seagoing limits; and
•- the tanktop mass per sq metre limit is not exceeded.
• His calculations must be for departure, mid-point of the voyage, and arrival and
therefore should take into account the bunkers consumed.
BULK CARGO STOWAGE AND LOADING PLAN
• The Chief Mate must perform stress and displacement calculations for different stages of
the loading operation.
• His loading or discharge plan should have clear stages showing, at each stage:
•- the quantity of cargo in each hold;
•- the ballast remaining or ballast to be taken in, for each tank;
•- the draft and trim;
•- the SWSF and SWBM values; and
•- estimated time for completion of the stage.
BULK CARGO STOWAGE AND LOADING PLAN
• His plan will use assumed rates for cargo work and ballasting, and include time allowed for
cargo stoppages, shifting ship, bunkering, draft checks, draft surveys and cargo trimming.
Image source [Link] Blog 2018
BULK CARGO STOWAGE AND LOADING PLAN
• Before cargo operations start the ship and terminal must have a communication link to
establish:
•- an agreed procedure to stop cargo operations;
•- the persons responsible for cargo operations (Chief Mate and deck watchkeepers);
•- method for confirming any information received;
•- the times at which the terminal will supply the duty watchkeeper with a cargo
total;
•- the agreed procedure for checking the draft; and
•- the procedure for reporting any damage to the ship.
BULK CARGO STOWAGE AND LOADING PLAN
• Before cargo operations start the Chief Mate must inspect the ship to ensure that:
•- there are no structural damages; and
•- the bilge and ballast systems are operational.
• A Certificate of Readiness to load is issued by the loading Port State authorities in respect
of a cargo which is subject to special loading requirements, such as grain, concentrates
and timber on deck, to certify that the intended loading compartments have been
inspected and that the requirements of relevant regulations have been complied with.
BULK CARGO LOADING
• During the loading process duty watchkeepers ensure that:
• - The agreed loading sequence is being followed by the terminal;
• - Ballast tanks are sounded to verify that the deballasting rates are maintained;
• - Any damage to the ship is reported to the Chief Mate and the terminal;
• - Cargo is loaded symmetrically in each hold and trimmed on completion;
• - Effective communication is maintained with the terminal;
• - The terminal advises pour completions and movement of loading equipment; and
• - The loading rate does not increase beyond the agreed rate.
BULK CARGO LOADING
Image source [Link] 2018
BULK CARGO LOADING
During the loading process the Chief Mate must ensure that:
• The cargo and ballasting operations are synchronised;
• If there is any significant deviation from the plan then all operations must stop;
• Draft surveys are conducted at stages in the plan to verify the ship’s loaded
condition; and
• The cargo loaded is the same as the figure provided by the terminal for that stage.
• If there is a prolonged stoppage the danger of this is distortion of the conveyor belt
while the heavy ore sits on the belt. The distorted belt will have to be replaced at
great expense.
BULK CARGO LOADING
• After a deviation from the plan the Chief Mate must take corrective action to
restore the plan or change the plan. Any change must have the agreement of the
terminal.
• The terminal should not resume loading until the Chief Mate has given the go-
ahead.
• END