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Cargo discharge plan ,draft survey & cargo calculation for bulk carriers
The object of bulk carriers cargo discharge plan is to discharge cargo safely to reduce likelihood of ships structure overstressed during cargo work and to remain within the limitations as specified by the classification society . And the ultimate goal is to deliver cargo in the same condition it was loaded.
The discharge plan is to show the distribution of cargo within the
ship and is sent to the stevedores before arrival in
port so that they can arrange the required labour and
equipment .
The main consideration when discharging is to avoid
stresses due to inappropriate distribution of weights.
This is easier in the discharging phase as the cargo
operations can be monitored more closely. However,
the degree of vigilance required by the watchkeeping
officers remains the same. When hatches are being opened
the OOW should always be present.
At the discharge port, attention should be paid to
the UKC as many ships will wait for high tide before
berthing alongside.
Prior to arrival, the chief officer should devise a
sequence for discharging cargo, calculating BM and
SF as well as draughts and air draughts for each run.
This eliminates any communication gaps between
the stevedores and the ship's officers and allows the
stevedores, in particular, to plan ahead. However, this
can only be done if the ship is provided with the cargo
discharging rate and number of gangs available at the
discharging berth.
It is important to emphasise again that every stage
of loading ballast should be considered, keeping the
longitudinal stresses in mind.
Fig: Bulk cargo discharging- final stage
When the discharge plan has been prepared, a
signature should be obtained from the stevedores to
confirm their agreement. The watchkeeping officers
should then be fully briefed about the operation to
ensure their understanding and compliance at all
times.
The plan should be amended only by the chief
officer, who should also inform the relevant personnel.
The watchkeeping officers should be extra vigilant
in the completion of discharging from any cargo
hold, particularly if grabs, bulldozers or other similar
equipment is being used within the hold. This is to
ensure that the stevedores do not cause any damage
and, if any damage is caused, that the chief officer/
Master is immediately notified and an entry made in
the logbook.
Once the discharging is complete, the watchkeeping
officer should inspect the cargo hold to ensure
completion of discharging and that the ship's structure
has not been damaged in any way. Many ports
require Masters to issue an empty hold certificate
on completion of discharge, while
the P&I Clubs recommend obtaining the same from
receivers or stevedores. Normally, one party prepares
the certificate and the other signs to acknowledge it.
Arrival at the Discharge Port
Upon arrival port some preparations that need to consider:
Once the appropriate paperwork has been
completed, usually the first task is to conduct
the draught survey. If the consignee has not
appointed a draught surveyor, the chief officer
should still carry out the calculations for the ship's
records
to safeguard the shipowner's interests, it is
important to inspect the cargo's condition as soon
as the hatches are opened. Where cargo damage
is suspected, taking pictures before commencing
cargo operations is highly recommended. Any
damage to the ship's structure or the cargo
should immediately be noted
if the receiver has appointed a draught surveyor
and the charterparty does not specify anything
about opening of hatch covers prior to berthing,
then these should be opened in his presence to
obtain evidence if needed.
Notice of Readiness
The requirements for tendering the NOR apply to the
discharging port in the same manner as for the loading
port. The laytime commences only if the NOR has been
accepted.
Cargo Samples when Discharging
Similar to the cargo sampling requirement at the
loading port, the receiver may ask the ship to provide
samples of the cargoes prior to discharging operations.
Cargo Calculation - Draught Survey
Cargo quantity discrepancies are quite common in
the bulk cargo trade, even though there may be no
obvious reason for a discrepancy. There are a number
of possibilities for the final quantity of cargo:
i)An ideal situation is where the quantity of cargo
loaded is exactly the same as the quantity of
cargo discharged, there are no discrepancies and
no likelihood of disputes
ii) another situation is where the cargo quantity
established in the discharging port draught survey
is more than that for the loading port. In this case,
either the cargo may have absorbed moisture or
more cargo was loaded than intended
iii) the third situation is where there is a short landing
of cargo. In this case, the receiver usually files
a claim against the carrier. The Master should
immediately inform the charterer, managers and
P&I Club as appropriate to seek advice.
In the majority of cases, if the cargo has been loaded
in one port and discharged in another port, the cargo
quantity discrepancy is merely a paper exercise without
any factual exchange of finances. However, if the cargo
has been discharged in more than one port, to resolve
the issues, surveyors are called in by all concerned
parties to estimate the quantities based on figures
obtained by draught surveys, etc.
During a voyage, a surprising amount of water can
be discharged from the bilge depending on what
cargo is carried, the location and the weather at the
time of loading. Cargo stored in the open ashore can
accumulate and retain water for many weeks prior
to loading. Over a prolonged voyage a considerable
weight, ie in excess of 100 tonnes on a 4 week voyage,
can be discharged. This illustrates this necessity of
keeping a bilge water drainage log.
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