2.

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 Create simple illustration sequence of Loading and unloading Cargo for Bulk Carrier type
vessel with no particular number of Cargo holds.

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 :

 Prior to loading bulk cargo , the shipper should declare characteristics & density of the cargo,
stowage factor, angle of repose, amounts and special properties.

 Cargo availability and any special requirements for the sequencing of cargo operations.

 Characteristics of the loading or unloading equipment including number of loaders and

 Minimum depth of water alongside the berth and in the fairway channels.

 Water density at the berth.

 Air draught restrictions at the berth.

 Maximum sailing draught and minimum draught for safe manoeuvring permitted by the port
authority.
  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.

 Terminal requirements/procedures for shifting ship.

 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.