Bulk Cargo |||
Safety||| Self unloaders
Self- unloading bulk carriers preparations for cargo planning, handling & stowage
Before and during all operations involving the cargo, ballast and bunkering systems, the Master must
ensure that the precautions required by these procedures and relevant checklists are fully observed.
Reference is to be made to the publications listed in this section as well as equipment operating and
Cargoes are nominated on the basis of the ship’s recorded characteristics and there should be no
difficulty under normal circumstances in arranging stowage. However, should a situation arise where
nominated quantities cannot be stowed safely, the relevant Management Office and the vessel’s
Charterers must be informed immediately.
The fixture advice sent to the vessel will normally include “a minimum Charter Party Quantity”. This
figure is a contractual quantity. It is not an instruction to load that quantity. It is imperative that if “a
maximum” cargo quantity is advised to the vessel then this figure must not be exceeded. Conversely, if
a minimum cargo quantity is advised to the vessel then at least that quantity must be loaded.
Cargo quantities are often nominated +/- 5% and the maximum possible to be lifted to maximise
The quantity to be loaded must be strictly in accordance with the latest instructions received from the
Company or the vessel’s charterers. Should the Master consider he has not been given sufficient
information he is to request additional information from the relevant Management Office or the vessel’s
The Master must ensure that his Chief Officer is kept fully informed of any
changes. Similarly, the Chief Officer must ensure that the Master is kept fully aware of any changes in
quantities, which are advised via the terminal personnel. Changes in cargo quantities received via the
terminal or where the terminal nomination does not agree with the loading orders in quantities and/or
grades must be confirmed with the relevant Management Office and the vessel’s Charterers.
The Master is to consult prior to arrival the guide to port entry and the local agent for the current port
It is normal and usual practice when independent cargo surveyors are appointed by Charterers,
Shippers and/or Receivers to carry out cargo hold inspection, calculating cargo quantities, and to take
samples at loading or discharge ports. The Company may also appoint an independent surveyor,
particularly when the possibility of a dispute or claim exists, to protect the interests of the Company
In the event that such a surveyor appears to lack proficiency of safety awareness, this must be
reported to the relevant Management Office providing as much detail as possible.
Cargo surveyors are to be extended full co-operation in going about their business, however the Master
must not permit the use of unsafe practices, and must avoid delays caused by cargo measurement
Cargo surveyors are always to be accompanied by a ship’s Officer when checking cargo holds and/or
taking samples, and must never be allowed to operate cargo equipment or valves.
Cargo surveyors must always provide the ship with copies of their various reports. They must be kept
together with ship’s cargo papers, voyage by voyage in envelopes.
Endorsing cargo surveyor reports
It is of crucial importance to exercise great care when surveyor’s reports are presented for counter
signature. The ship’s Officer must realise that he is not being asked to witness a set of figures or
measurements, he is in fact being asked to endorse the surveyors report as agent of the ships Owner
and he must not endorse it with a clean signature unless he is totally satisfied, and in agreement with
the details and the report contents. If he is not in total agreement with the surveyors report, the ships
Officer must make a written comment on the form before he signs it, stating clearly what aspects of
the report he does not agree with. Even if he is in agreement with the contents of the report he is to
endorse the document “for receipt only”.
Company requirements regarding Log Books are to be adhered to. For the description and examples of
the required Company Forms, the Company Forms must be referred to. Copies of all available cargo
documents are to be kept together, in an envelope, voyage by voyage.
Ship's cargo documentation
The following cargo operations documentation is to be completed by ship’s staff at each
port of loading and/or discharging, and forwarded to the relevant Management Office
and/or Time Charterers:
- Notice of Readiness
- Port Log
- Protest of Difference Between Ship and Shore Figures
- Deadfreight Statement
Company forms must be used for this purpose, however when the vessel is on Time
Charter, the Charterers may place on board their own forms. In such cases, provided that
these forms contain at least the same information as the Company forms, the Charterer’s
forms will be accepted.
Cargo hold inspections
Cargo holds must be inspected before and after loading, and discharging operations.
The inspections before loading and after discharge are to be made without entering the cargo holds.
However, if visual inspection of the holds is required then reference to the Safety and Environmental
section is to be made.
After loading and before and after each discharging operation, the quantity of cargo on board must be
established as accurately as possible, to provide a reliable comparison with the Bills of Lading and
When planning the stowage of the nominated cargoes, the following are to be taken into consideration:
- Ventilation requirements of the cargoes.
- Cargo hold atmosphere and cleanliness requirements.
- Loading and discharge ports rotation.
- Trim, Stress and Stability during the intended voyage.
- Any Draft Restrictions in ports throughout the passage.
- Any additional cargo care which may be required during the voyage.
- Ship’s “Procedure and Arrangements Manual” (Approved by Class)
International Code for the Safe Carriage of Grain
Supplement to IMDG Code including MFAG and EMS
Guide to Port Entry
Our detail pages illustrated many safety aspects of Bulk carrier
Home page |||Bulk carrier types
Handling of bulk coal |||Cargo planning
Carriage of grain
|||Risk of iron ores
|||Self unloading bulk carriers
|||Care of cargo & vessel
|||Cargoes that may liquefy
|||Suitability of ships
|||Ballast handling procedure
|||Bulk carrier safety
|||Fire fighting systems
|||Bulk carrier General arrangement
- Additional cargo documents required for bulk cargo loading
- Self unloader components
Function of loop & bucket belt elevators
Self unloaders various cargo handling gears
- Various type boom conveyor belts - How the belt sytem practically works ?
Dealing with self unloaders stalled lift belt
Conveyor belt construction & troubleshoot guide
Conveyor belt installation guide
Conveyor belt repair & maintenence guide
Safe working practice onboard self unloading bulk carriers
- Preventing conveyor belt fire onboard self unloading bulk carriers
- Cargo work safety precautions
- Various bulk cargoes - free flow ability
- Various bulk cargoes & dealing with cargo hang ups
- Navigation in
Ice & safety precautions
- Dust suppression procedure & environment protection
- Maintaining safe stability onboard self-unloading bulk carriers
- Procedure for bulk cargo handling prior to and during loading
- Loading operations - voyage orders, draft restrictions, various grades and rates
- Loading sequence and other related considerations
- Preparations for discharging & related guideline
- Self unloaders discharging operation
- Safety precautions for boom operation
- Directing gate operation, gate problems & crew duties
- Cargo holds/ tunnels cleaning, maintenance and check items
- Procedure for transporting coal on self- unloading bulk carriers
Operation of sea going bulk carriers involved numerous hazards . Careful planning and exercising due caution for all critical shipboard matters are important . This site is a quick reference to international shipping community with guidance and information on the loading and discharging of modern bulk carriers so as to remain within the limitations as specified by the classification society.
It is vital to reduce the likelihood of over-stressing the ship's structure and also complying with all essential safety measures for a safe passage at sea. Our detail pages contain various bulk carrier related topics that might be useful for people working on board and those who working ashore in the terminal. For any remarks please
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