Carriage of solid bulk cargoes

CARRIAGE OF SOLID BULK CARGOES

Student Professor Adrian MINCULESCU Master Mircea MOTCANU

CONSTANTZA MARITIME UNIVERSITY

CONSTANTZA 2013

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Table of Contents1. Dry cargo trades ................................................................................................................... 3

1.1. Dry bulk carriers ..................................................................................................... 3

1.2. Dry cargo trades: major and minor dry bulks and other dry cargo .......................... 3

a) Major dry bulks: iron ore, coal, grain, bauxite/ alumina and phosphate rock ..... 4

b) Dry cargo: minor bulks ...................................................................................... 4

2. Solid bulk cargo and type of cargoes ................................................................................... 5

2.1. Solid bulk cargo ...................................................................................................... 5

2.2. Type of cargoes ...................................................................................................... 5

2.3. Provision of information regarding cargo ................................................................ 6

2.4. Definitions and terminologies associated with the carriage of bulk cargoes ............... 7

2.5. Properties and characteristics regarding coal cargoes ......................................... 10

3. Bulk carriers ........................................................................................................................ 10

3.1. World fleet growth and principal vessel types ....................................................... 10

3.2. Approximate vessel-size regarding dry bulk ......................................................... 12

3.3. Dry bulk ships ......................................................................................................... 12

3.4. Bulk carriers and SOLAS ................................................................................................. 14

3.5. Bulk carriers and IACS................................................................................................ 15

4. Cargo operations. Loading and unloading .......................................................................... 18

4.1. Potential problems ................................................................................................ 20

4.2. Aspects regarding shear forces and bending moments ....................................... 23

5. Establishing quantity of cargo loaded or discharged ........................................................... 24

5.1. Shorebased methods of weighing ........................................................................ 24

5.2. Draught survey ..................................................................................................... 24

5.3. Possible sources of error ...................................................................................... 25

6. Certificates and Documents required on Board .................................................................. 26

7. Annexes .............................................................................................................................. 31

7.1. Annex 1 – Form for CARGO INFORMATION for Solid Bulk Cargoes .................. 31

7.2. Annex 2 – Draught survey: Displacement calculation .......................................... 32

8. Bibliography ........................................................................................................................ 34

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1. Dry cargo trades

1.1. Dry bulk carriers

Dry bulk carriers, the workhorses of the sea, carry out the essential transport of

the commodities without which our modern society would not be able to function. The

ships and their crews, together with the companies that operate them, do not enjoy the

glamour attached to other sectors of the industry more in the public eye; the bulk

shipping sector does, however, provide a highly cost-effective service for which proper

recognition is due.

The bulk cargo business is, like most other shipping sectors, subjected to

variable demand and supply with the entailing fluctuations in freight rates. During the

first decade of the 21st century, the business experienced peaks never seen before. The

boom was mainly driven by the China's unsaturated craving for iron ore which created

positive ripples all the way down the bulk carrier industry. However, no peak last forever

and here at the beginning of the second decade of the 21st century the world is suffering

under the credit crunch albeit fortunately with some optimism picking up.

In 1993 the bulk carrier fleet consisted of approximately 5000 ships. In the

beginning of 2010 the number of bulk carriers was close to 7500, with another almost

3200 new buildings expected to enter the market during the coming years. Not only is

the number of ships growing, today's bulk carriers are generally significantly larger than

their predecessors.

The shipping industry in general was significant increase in the number of ships

in the last years, which was giving rise to some concern about proper manning with

qualified seafarers.

1.2. Dry cargo trades: major and minor dry bulks and other dry cargo

In 2011, the momentum was maintained for dry cargo trade, which increased by

a firm 5.6 per cent, taking the total to nearly 6 billion tons. Dry bulk cargo, including the

five major commodities (iron ore, coal, grain, bauxite/alumina and phosphate rock) and

minor bulks (agribulks, fertilizers, metals, minerals, steel and forest products) increased

by 5.6 per cent, down from the 12.3 per cent increase recorded in 2010. The total

volume of dry bulk trade amounted to 3.7 billion tons in 2011.

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a) Major dry bulks: iron ore, coal, grain, bauxite/ alumina and phosphate rock

In 2011, the five major dry bulks accounted

for approximately 42 per cent of total dry

cargo, driven by iron ore volumes, which

accounted for the largest share (42.5 per

cent), followed by coal (38.1 per cent), grain

(14 per cent), bauxite/alumina (4.4 per cent)

and phosphate rock (1.1 percent).

Growth in the five major bulks

remained closely linked to steel production,

growing infrastructure development needs

of emerging developing countries,

urbanization and the evolution of the global

manufacturing base. World consumption

and production of steel, a key product

supplier to many industries, continued to

expand in 2011 despite prevailing global

economic uncertainties and volatilities. In

2011, world steel consumption grew by 6.5

per cent, down from 15.1 per cent in 2010.

The deceleration reflects the overall

weakness of the world economy and the

slight slowdown in the economic expansion

of China.

Table 1. Major dry bulks and steel: main

producers, users, exporters and importers, 2011 (Market shares in

percentages)

With most of Chinese steel demand being driven by expenditure on investment and

construction, the country's steel consumption grew by 8.9 per cent in 2011, a slower

pace than in 2010.

Other emerging developing economies such as India, Brazil, the Republic of Korea

and Turkey, which have featured among the top 10 steel producers for the past 40

years, also increased output.

b) Dry cargo: minor bulks In line with developments in the world economy and the deceleration of growth

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since the third quarter of 2011, growth in minor bulks trade decelerated to 6.1 per cent.

Global volumes reached 1.2 billion tons, a level surpassing the pre-crisis peak of 1.1

billion tons achieved in 2007. Exports of metals and minerals recorded the second

fastest growth (7.4 per cent) after agribulks (8.6 per cent), while manufactures

expanded by 5.6 per cent and fertilizers (excluding phosphate rock) grew by 4.3 per

cent. The only contraction recorded was in sugar volumes, which fell by 7.4 per cent,

following a growth of 11.9 per cent in 2010. Looking to the future, trade in minor bulks is

projected to expand further in 2012, albeit at a slower rate, reflecting in part the

weakening in the world economy and the slowdown in steel production activity, an

important source of demand for a number of minor bulks.

2. Solid bulk cargo and type of cargoes

2.1. Solid bulk cargo

Solid bulk cargo means any cargo, other than liquid or gas, consisting of a

combination of particles, granules or any larger pieces of material generally uniform in

composition, which is loaded directly into the cargo spaces of a ship without any

intermediate form of containment.

When it is assessed that the solid bulk cargo proposed for carriage may present

hazards as those defined by group A or B of IMSBC Code1, advice is to be sought from

the competent authorities of the port of unloading and of the flag state. The three

competent authorities will set the preliminary suitable conditions for the carriage of this

cargo.

2.2. Type of cargoes

Group A consists of cargoes which may liquefy if shipped at a moisture content

in excess of their transportable moisture limit. Group A cargoes may liquefy during a

voyage even when they are cohesive and trimmed level. Liquefaction can result in

cargo shift. This phenomenon may be described as follows:

1. the volume of the spaces between the particles reduces as the cargo is

compacted owing to the ship motion, etc.;

2. the reduction in space between cargo particles causes an increase in water

1 International Maritime Solid Bulk Cargoes Code adopted by IMO

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pressure in the space; and

3. the increase in water pressure reduces the friction between cargo particles

resulting in a reduction in the shear strength of the cargo.

Group B consists of cargoes which possess a chemical hazard which could give

rise to a dangerous situation on a ship. Some of these materials are classified as

dangerous goods and others are materials hazardous only in bulk (MHB). It is essential

to obtain current, valid information about the physical and chemical properties of the

cargoes to be shipped in bulk, prior to loading.

Group C consists of cargoes which are neither liable to liquefy (Group A) nor to

possess chemical hazards (Group B).

2.3. Provision of information regarding cargo

Cargo information (see Annex 1) shall be confirmed in writing and by appropriate

shipping documents prior to loading. The cargo information shall include:

the BCSN when the cargo is listed in the IMSBC Code. Secondary names

may be used in addition to the BCSN;

the cargo group (A&B, A, B, or C);

the IMO Class of the cargo, if applicable;

the UN number preceded by letters UN for the cargo, if applicable;

the total quantity of the cargo offered;

the stowage factor;

the need for trimming and the trimming procedures, as necessary;

the likelihood of shifting, including angle of repose, if applicable;

additional information in the form of a certificate on the moisture content of

the cargo and its transportable moisture limit in the case of a concentrate

or other cargo which may liquefy;

likelihood of formation of a wet base (contains in IMSBC Code);

toxic or flammable gases which may be generated by cargo, if applicable;

flammability, toxicity, corrosiveness and propensity to oxygen depletion of

the cargo, if applicable;

self-heating properties of the cargo, and the need for trimming, if

applicable;

properties on emission of flammable gases in contact with water, if

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applicable;

radioactive properties , if applicable; and

any other information required by national authorities.

2.4. Definitions and terminologies associated with the carriage of bulk

cargoes

(1) Angle of Repose ( AOR) This is maximum slope angle of non-cohesive (i.e. ,

free flowing) granular material. It is measured as the angle between a horizontal

plane and the cone slope of such material.

The angle of repose will be in the range of 0o - 90o.

Free flowing liquids will have zero AOR. Whereas

materials with high density & high coefficient of

friction will have the tendency to make large AOR. Figure 1. Angle Of Repose (AOR)

Materials with large angle of repose will form large piles while with less angle of

repose will tend to flatten up , making it more liable to shift and slide during

transport.

As far as solid bulk cargoes are concerned, the angle repose is required for non-

cohesive substances only. For cohesive substances (which may stick together) , the

value of AOR is not applicable.

(2) Bulk Cargo Shipping Name (BCSN) It identifies a bulk cargo during transport

by sea. When a cargo is listed in IMSBC Code, the Bulk Cargo Shipping Name of

the cargo is identified by capital letters in the individual schedules or in the index.

When the cargo is a dangerous good as per IMDG code, Proper Shipping Name

of that cargo is the Bulk Cargo Shipping Name.

Each solid bulk cargo in this Code has been assigned a Bulk Cargo Shipping

Name (BCSN). When a solid bulk cargo is carried by sea it shall be identified in the

transport documentation by the BCSN. The BCSN shall be supplemented with the

United Nations (UN) number when the cargo is dangerous goods.

(3) Bulk density Means the weight of solids, air and water per unit volume. Bulk

density is expressed in kilograms per cubic meter (kg/m3) , in general. It should

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be noted that the void spaces in the cargo may be filled with air and water.

(4) Cargo space Means any space in a ship designated for carriage of cargoes.

(5) Cargoes which may liquefy Means cargoes which contain a certain proportion

of fine particles and a certain amount of moisture. They may liquefy if shipped

with moisture content in excess of their transportable moisture limit.

(6) Cohesive material Means materials other than non-cohesive materials.

(7) Combination carriers (OBO or O/O) a ship whose design is similar to a

conventional bulk carrier but is equipped with pipelines, pumps and inert gas

plant so as to enable the carriage of oil cargoes in designated spaces.

(8) Competent Authority Means any national regulatory body or authority

designated or otherwise recognized as such for any purpose in connection with

IMSBC Code.

(9) Concentrates Means materials obtained from a natural ore by a process of

enrichment or beneficiation by physical or chemical separation and removal of

unwanted constituents.

(10) Conveyor system Means the entire system for delivering cargo from the

shore stockpile or receiving point to the ship.

(11) Flow moisture point (FMP) Means the percentage moisture content (wet

mass basis) at which a flow state develops under the prescribed method of test

in a representative sample of the material

(12) Flow state Means a state occurring when a mass of granular material is

saturated with liquid to an extent that, under the influence of prevailing external

forces such as vibration, impaction or ships motion, it loses its internal shear

strength and behaves as a liquid.

(13) High-density solid bulk cargo Means a solid bulk cargo with a stowage

factor of 0.56 m3/t or less.

(14) Incompatible materials Means materials that may react dangerously

when mixed. They are subject to the segregation requirements and the

schedules for individual cargoes classified in Group B.

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(15) Materials hazardous only in bulk (MHB) Means materials which may

possess chemical hazards when carried in bulk other than materials classified as

dangerous goods in the IMDG Code.

(16) Moisture content ( MC) Means that portion of a representative sample

consisting of water ice or other liquid expressed as a percentage of the total wet

mass of that sample.

(17) Moisture migration Means the movement of moisture contained in a

cargo by settling and consolidation of the cargo due to vibration and ship's

motion. Water is progressively displaced, which may result in some portions or all

of the cargo developing a flow state.

(18) Pour Means the quantity of cargo poured through one hatch opening as

one step in the loading plan, i.e. from the time the spout is positioned over a

hatch opening until it is moved to another hatch opening.

(19) Representative test sample Means a sample of sufficient quantity for the

purpose of testing the physical and chemical properties of the consignment to

meet specified requirements.

(20) Transportable Moisture Limit (TML) of a cargo which may liquefy means

the maximum moisture content of the cargo which is considered safe for carriage

in ships not complying with the special provisions of subsection 7.3.2. It is

determined by the test procedures, approved by a competent authority, such as

those specified in paragraph / of appendix 2.

(21) Trimming Means any leveling of a cargo within a cargo space, either

partial or total. Trimming the cargo means making the surface if the cargo as

level as possible. Trimming a cargo reduces the likelihood of the cargo shifting

and minimizes the air entering the cargo, which could lead to spontaneous

heating. To minimize these risks, cargoes shall be trimmed reasonably level, as

necessary. (22) Ventilation Means exchange of air from outside to inside a cargo space.

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2.5. Properties and characteristics regarding coal cargoes

Coal is considered one of the high-risk cargoes. Whenever coal is shipped from

any place, the history of previous shipment must be known so as to be aware of the

hazards of that particular coal.

(1) Spontaneous heating Coal is a combustible material, if exposed to naked fire will catch fire. It is very liable to spontaneous heating.

(2) Emission of Methane Coals may emit methane, a flammable gas. When mixed

with air, methane forms an explosive mixture. Methane is lighter than air and

may, therefore, accumulate in the upper region of the cargo space or other

enclosed spaces. If the cargo space boundaries are not tight, methane can seep

through into spaces adjacent to the cargo space.

(3) Corrosion Some coals may be liable to react with water and produce acids

which may cause corrosion.

(4) Liquefaction is the process where

moisture in the cargo migrates to

the surface due to compaction and

vibration resulting in flow state.

This kind of coal is slurry, coal duff

and mud coal.

Figure 2. Iron ore fines before and after

liquefaction.

The surface of the cargo behaves like a liquid and causes stability issues.

3. Bulk carriers

Safety of life at Sea, SOLAS defines solid bulk cargoes as

”Any cargo, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment."

3.1. World fleet growth and principal vessel types

Following an annual growth of almost 10 per cent, in January 2012 the world fleet

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reached a total tonnage of 1,534 million dwt. At the beginning of the year, there were

104,305 seagoing commercial ships in service. The largest growth of tonnage was in

dry bulk carriers, plus 17 percent, bringing this category to 40.6 per cent of the world

total capacity; the world dry bulk fleet has surged by 60 per cent in just four years. Oil

tanker capacity, which grew by 6.9 per cent, now accounts for 33.1 per cent of the world

fleet. Container ships, after an increase of 7.7 per cent, make up 12.9 per cent of the

world tonnage. The conventional general cargo fleet continued its relative decline, being

the only major vessel type with a smaller tonnage in January 2012 than one year earlier.

Since 1980, the general cargo fleet has declined by 7 per cent, while the remainder of

the world fleet grew by more than 150 per cent.

Figure 3. World fleet by principal vessel types, selected years (Beginning of year figures, millions of dwt)

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3.2. Approximate vessel-size regarding dry bulk

Typical classification of bulk carriers can be done as per the size. However they

can be classed as per the gear e.g. gearless or geared or depending upon the usage

e.g. combined carrier, self unloader etc. There are special ships designed to pass

through great lakes called Lakers.

Dry Bulk carriers DWT Remark

Large capesize bulk carrier 150,000 plus These are specialized ships and main

cargo is coal and iron ores.

Small capesize bulk carrier 80,000–149,999 ;

moulded breadth >

32.31m

Too large for panama canal & must round

cape horn to navigate between Atlantic

and Pacific ocean. These are specialized

ships and main cargo is coal and iron

ores.

Panamax bulk carrier 59,000–80,000 ;

moulded breadth <

32.31m

Size limited by Panama Canal's lock

Chambers which can accommodate,

Beam-32.3/m , LOA-294./3m &

draft=/2.04m

Handymax bulk carrier 35,000–59,000 Typically, /50-200 m in length and 52 ,000

- 58 ,000 DWT with five cargo holds and

four cranes. Both Handy size &

Handymax have highest growth and

represent more than 70% of the fleet

Handysize bulk carrier 10,000–35,000 General purpose in nature

Mini-Bulkers Generally designed for river transport &

often built to be able to pass under

bridges

Table 2. Vessel-size regarding dry bulk

3.3. Dry bulk ships

Freight costs are an important component of the landed price of most dry bulk

commodities. In order to remain competitive and maintain reasonable profit margins,

distant suppliers such as Brazilian iron ore producers see the use of large ships as a

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prerequisite to achieve economies of scale. It may be useful to recall that transporting

dry bulk in a small Handymax ship was, in March 2012, three times as expensive per

ton-mile than shipping the cargo in a large Capesize bulk carrier.

The year 2011 saw a particularly

interesting development in the dry bulk

market, as a major supplier of iron ore

aimed at gaining more control over the

supply chain by ordering historically large

vessels. To benefit from the above-

mentioned economies of scale in the iron

ore trade, in 2011 and early 2012 the

Brazilian mining conglomerate Vale took

delivery of the largest existing cargo

carrying ships, the so-called Valemax

ships of up to 400,000 dwt capacity. The

ships created a difficult situation for Vale,

however, as permission for them to enter

Chinese ports was still under discussion

with Chinese authorities. Reportedly,

Chinese shipowners and iron ore

producers opposed the entry of the

Brazilian Valemax ships into Chinese

ports, arguing that the operation of such

large ships might not be safe, and fearing

that Vale could gain monopolistic control

of the supply chain for iron ore. Ports

would also need to expand stockpiling

capacity to store the imported ore.

Table 3. World fleet by principal vessel types, 2011 - 2012 (Beginning of year

figures, thousands of dwt, percentage share in italics)

Vale is planning to take delivery of 35 such ships by the end of 2013, with a total

investment of $4.2 billion. The Valemax ships are built in shipyards in the Republic of

Korea and in China. Keeping in mind the benefits of lower transport costs, energy

efficiency and further South-South trade and collaboration between Brazil and China,

several industry observers expressed hope that the ban for Valemax ships to enter

Chinese ports would soon be lifted. History has shown, however, that attempts by

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exporters to control the maritime supply chain have often been short-lived, and in the

longer term the traditional shipowners may resume their role as providers of maritime

transport services.

3.4. Bulk carriers and SOLAS

The International Convention for the Safety of Life at Sea, 1974 (SOLAS

Convention), as amended, deals with various aspects of maritime safety and contains,

in parts A and B of chapter VI and part B of chapter VII, the mandatory provisions

governing the carriage of solid bulk cargoes and the carriage of dangerous goods in

solid form in bulk, respectively.

Towards the end of the 1980s, a number of bulk carriers sank in a series of highly

publicized maritime incidents. In response to these incidents, the IMO adopted a set of

amendments called the Enhanced Survey Programme to the SOLAS Convention in

order to enhance bulk carrier inspection.

After the ESP came into force in January 1996, however, the number of accidents

did not decrease. This led to the adoption of additional amendments to the SOLAS

Convention and the introduction of further safety measures. The new amendments form

Chapter XII of the SOLAS Convention and include new standards for flooding damage

stability and other requirements.

Detailed fire protection arrangements for ships carrying solid bulk cargoes are

incorporated into chapter II-2 of the SOLAS Convention by regulations 10 and 19.

Attention is drawn to regulation II-2/19.4 (or II-2/54.3) of the SOLAS Convention as

amended. This provides for an appropriate document as evidence of compliance of

construction and equipment with the requirements of regulation II-2/19 (or II.2/54) to be

issued to ships carrying dangerous goods in solid form in bulk, as defined in regulation

VII/7 of the Convention, except class 6.2 and class 7, which are:

- cargo ships of 500 gross tonnage or over constructed on or after 1 September 1984;

or

- cargo ships of less than 500 gross tonnage constructed on or after 1 February 1992.

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3.5. Bulk carriers and IACS2

The International Association of Classification Societies (IACS) is introducing a

series of manuals with the intention of giving guidelines to assist the surveyors of IACS

Member Societies, and other interested parties involved in the survey, assessment and

repair of hull structures for certain ship types.

Around the year 2000, while bulk carrier safety discussions were still ongoing,

IACS began studying ways to improve the safety of tanker hull structures in response to

a number of accidents involving oil tankers. At this point, investigations into bulk carrier

safety were already well underway and IACS moved to include oil tankers in its efforts

as well. In 2003, as the investigations into bulk carrier safety were coming to a close,

IACS decided to proceed with the development of common structural rules (CSR) for

both bulk carriers and oil tankers. In so doing, the individual structural rules of each

classification society were to be unified, with the hope of developing a more rigorous

and transparent set of rules.

After several years of study and discussions with various parts of the maritime

industry, IACS adopted the CSR in December 2005 for application to new ships

contracted after 1 April 2006.

Some manual gives guidelines for a bulk carrier type ship which is constructed

with a single deck, single skin, double bottom, hopper side tanks and topside tanks in

cargo spaces, and is intended primarily to carry dry cargo, including ore, in bulk.

2 International Association of Classification Societies

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Figure 4. Handymax Carrier

The guidelines focus on the IACS Member Societies’ survey procedures but may

also be useful in connection with inspection/examination schemes of other regulatory

bodies, owners and operators.

Ship designers often say that the bulk carrier is a rational structure with a minimal

amount of waste. The triangular shaped topside tanks situated under the main deck and

the double bottom and hopper tanks at the bottom of the ship help to strengthen the

hull, enabling the cargo holds to be made larger. Furthermore, the hold structure makes

it possible for the cargo to be loaded without the need for trimming, allowing bulk

carriers to carry large volumes of cargo efficiently. It is important for ships carrying

cargo in bulk to have as large a hold capacity as possible, and current bulk carrier

designs have been refined to meet such objectives. Hopper tanks not only play a role in

strengthening the hull, but they also make it easier to unload cargo. This multi-

functionality is a perfect example of why the bulk carrier is considered to be an

extremely rational structure.

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Figure 5. Typical cargo hold configuration for a single skin bulk carrier

In general, the plating comprising structural items such as the side shell, bottom

shell, strength deck, transverse bulkheads, inner bottom and topside and hopper tank

sloping plating provides local boundaries of the structure and carries static and dynamic

pressure loads exerted by, for example, the cargo, bunkers, ballast and the sea. This

plating is supported by secondary stiffening members such as frames or longitudinals.

These secondary members transfer the loads to primary structural members such as

the double bottom floors and girders or the transverse web frames in topside and

hopper tanks, etc. see Figure 6.

Figure 6. Nomenclature for Typical Transverse Section in way of a Cargo Hold

Since 1991, it has been a requirement for new bulk carriers to apply a protective

coating to the structure in water ballast tanks which form part of the hull boundary, and,

since 1993, to part of the side shell and transverse watertight bulkheads structures in

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way of the cargo holds.

The International Maritime Organization (IMO), in 1997 SOLAS Conference,

adopted structural survivability standards for new and existing bulk carriers carrying the

high density cargoes. All new single side skin bulk carriers, defined as ships built on or

after 1st July 1999, are required to have sufficient strength to withstand the flooding of

any one cargo hold taking dynamic effects into account. All existing single side skin bulk

carriers, defined as ships built before 1 July 1999, must comply with the relevant IACS

criteria for assessing the vertically corrugated transverse watertight bulkhead between

the first two cargo holds and the double bottom in way of the first cargo hold with the

first cargo hold assumed flooded. The relevant IMO adopted standards, IACS UR S19

and S22 for existing ships, and recommended standards, IACS UR S17, S18 and S20

for new ships, and the extent of possible repairs and/or reinforcements of vertically

corrugated transverse watertight bulkheads on existing bulk carriers are freely available

at IACS web site www.iacs.org.uk.

From 1 July 2001, bulk carriers of 20,000 DWT and above, to which the

Enhanced Survey Programme (ESP) requirements apply, starting with the 3rd Special

Survey, all Special and Intermediate hull classification surveys are to be carried out by

at least two exclusive surveyors. Further, one exclusive surveyor is to be on board while

thickness measurements are taken to the extent necessary to control the measurement

process.

4. Cargo operations. Loading and unloading

To make it possible to plan the cargo stowage, loading and unloading sequences,

the cargo terminal should provide the ship with the following information well in

advance:

Cargo characteristics; 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 unloaders to be used, their ranges of movement, and the terminal's nominal and maximum loading and unloading rates, where applicable.

http://www.iacs.org.uk/

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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. IACS

recommends that the cargo in all holds be trimmed in an attempt to minimise the risk of

cargo shift.

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:-

The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.

The amount of water ballast and the corresponding tank/hold number(s) to be discharged/loaded.

The ship's draughts and trim at the completion of each step in the cargo operation.

The calculated value of the still water shear forces and bending moments at the impletion of each step in the cargo operation.

Estimated time for completion of each step in the cargo operation.

Assumed rate(s) of loading and unloading equipment.

Assumed ballasting rate(s)

The loading/unloading plan should indicate any allowances for cargo stoppage

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(which may be necessary to allow the ship to deballast when the loading rate is high),

shifting ship, bunkering, draught checks and cargo trimming.

Prior to the commencement of cargo loading operations, it should be determined

that:

no structural damage exists. Any such damage is to be reported to the respective

classification society and cargo operations are not to be undertaken.

the bilge and ballast systems are in satisfactory working condition.

The officer in charge should ensure that,

the cargo operation and intended ballast procedure are synchronised. draught surveys are conducted at appropriate steps of the loading plan to verify

the ship's loading condition. The draught readings, usually taken at amidships and the fore and aft perpendiculars, should be in good agreement with values calculated in the loading plan.

ballast tanks are sounded to verify their contents and rate of ballasting/deballasting.

the cargo load is in agreement with the figures provided by the terminal.

the STILL WATER SHEAR FORCE, STILL WATER BENDING MOMENT and, where appropriate, hold cargo weight versus draught calculations are performed at intermediate stages of the cargo operation. These results should be logged, for recording purposes, against the appropriate position in the loading plan.

Following a deviation from the loading plan, the officer in charge should take all

necessary corrective actions to:

Restore the ship to the original loading/unloading plan, if possible, or Replan the rest of the loading/unloading operation, ensuring that the stress and

operational limits of the ship are not exceeded at any intermediate stages.

The modified loading/unloading plan should be agreed by both the officer

responsible for the loading plan and the cargo terminal representative. Cargo operations

should not resume until the officer in charge gives a clear indication to the terminal of

his readiness to proceed with the cargo operation.

4.1. Potential problems

Exceeding the maximum permissible cargo load in any hold will lead to over-

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stressing of local structure. Over-stressing of the local structure will occur when:

The weight of cargo loaded into a hold exceeds the maximum permissible value specified at full draught.

The weight of cargo loaded into adjacent holds exceeds the maximum combined value at full or reduced draught.

Over-stressing of the local structure may also occur when the weight of cargo

loaded into an individual hold has insufficient support of upward buoyancy force; this

circumstance can occur when cargo is transported by the ship in a shallow draught

condition (for example, partial load condition with some holds full and remaining holds

empty). Also, loading cargo in a shallow draught condition can impose high stresses in

the double bottom, cross deck and transverse bulkhead structures if the cargo in the

hold is not adequately supported by the buoyancy upthrust. If applicable, the cargo

weight limits for each cargo hold, and two adjacent cargo holds, as a function of

draught, (the local loading criteria) are not to be exceeded.

High loading rates may cause significant overloading within a very short space of

time. The officer in charge should be prepared to STOP cargo operations if the loading

operation deviates from the agreed loading plan. There are three main problems

associated with high loading rates which may result in over-stressing the ship's

structure, namely:

The sensitivity of the global hull girder STILL WATER SHEAR FORCE and STILL WATER BENDING MOMENT.

Overloading the local structure.

Synchronisation of the ballasting operations.

It is recommended that high density cargo be stowed uniformly over the cargo

space and trimming be applied to level the cargo, as far as practicable, to minimise the

risk of damage to the hull structure and cargo shift in heavy weather.

The distribution of cargo in a hold, and water ballast distribution, have an

important influence on the resultant stress in the hull structure. The double bottom and

the cross deck structure are designed based upon a trimmed cargo distributed

symmetrically in a hold space.

Still water shear forces and bending moments given in the ship's loading manual

and the corresponding calculations from onboard loading instruments are based on an

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even distribution of cargo in a hold space, unless otherwise indicated.

Still water shear force and bending moments calculated with an onboard loading

instrument do not consider the torsional loads acting on the hull girder resulting from

asymmetrical cargo or ballast loading.

Water ballast should always be carried symmetrically in port and starboard tanks

with equal levels of filling. The final fill level of all water ballast tanks and holds must

satisfy the requirements specified in the ship's approved loading manual to avoid

damage to the internal structure due to sloshing effects.

Other potential problems may be appear as a effects of: the lack of effective ship/shore communication - may increase the risk of

inadvertent overloading of the ship's structure It is important that there is an agreed procedure between the ship's officers and the terminal operators to STOP cargo operations. The communication link established between the ship and the terminal should be maintained throughout the cargo operation.

exceeding the assigned load line marks - all ships engaged on international voyages are assigned with load line marks in accordance with the provisions of the International Load Line Convention 1966. The appropriate lines marked on the ship's side shall not be submerged at any time during the seagoing voyage To allow for the difference between the dock water density and the sea water density, the ship may be loaded beyond the appropriate mark by the dock water allowance. The dock water allowance is only applicable in a port environment. It is a statutory requirement that the ship is not to be loaded beyond the limits specified in the Load Line Certificate.

partially filled ballast holds or tanks - sailing with partially filled ballast holds is prohibited unless the approved loading manual approves of such a practice. Cargo holds designed for partially filled in harbour for the purpose of reducing the ship's air draught are not to contain any water ballast while at sea.

inadequate cargo weight measurement during loading - during cargo loading operations it is important to ascertain the cargo weight loaded into each individual cargo hold and the associated loading rate. Overloading the cargo hold will increase the stress levels in the ship's structure. At high loading rate ports, where there is no suitably positioned cargo weighing equipment, the ship's cargo officer should request that the terminal stops loading to allow draught surveys and displacement calculations to be performed to ensure compliance with the agreed loading plan. An appropriately positioned cargo weighing device, which can provide continuously, or at least at each step, an accurate indication of the weight of cargo that has been loaded into each individual hog is an important piece of equipment which can be used to avoid overloading of individual cargo holds.

structural damage - terminal operators should be aware of the damage that their cargo handling equipment can inflict on the ship's structure It is important that the protective coatings in cargo holds and water ballast tanks are maintained The cargo holds and deck areas should be inspected by the ship's deck officers upon completion of cargo discharge to identify any signs of physical damage, corrosion or coating damage to the ship's structure. Where hull damage is identified; which may affect the integrity of the hull structure and the seaworthiness of the ship, it should be reported accordingly to the classification

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society.

4.2. Aspects regarding shear forces and bending moments

The shear forces and bending moments must be calculated before commnecement

of any of the following processes:

Planned loading and deballasting sequence.

Planned discharging and ballasting sequence.

Any change of ballast.

Any change in loading or discharching sequence.

Any instance when deballasting is delayed and becomes out of sequence with

loading.

Any instance when ballasting is delayed and becomes out of sequence with

discharching.

Taking of bunkers, steb by step (ie, tank by tank).

Consumption of bunkers, step by step (ie, tank by tank).

Dry docking.

If the allowable values are exceeded there is danger that the ship’s structure will be

permanently damaged – it is even possible for the ship to break into two. The

importance of completing the calculations and ensuring that the stresses are not

exceede cannot be started too strongly. The most likely reasons for failure to comply

with this requirement are the underlisted; they must be avoided:

Failure to understand the calculations.

Data provided in language which is not understood.

Computer breakdown.

Inability to make the manual calculation when the computer has broken down.

Stability data unreadable.

Change in loading/unloading programme.

Failure to follow loading/discharging programme.

Pessure of work.

Negligent practices.

Ommercial pressure.

Routine procedure undertaken without planning.

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5. Establishing quantity of cargo loaded or discharged

5.1. Shorebased methods of weighing

The quantity of cargo loaded aboard a bulk carrier can be measured in a variety of

ways. The only method which directly involves the ship’s personnel is the draught

survey. Electronic weighining of cargo on conveyor belt. The most common method of

weighing used at modern loading terminals is the belt device. This device continuously

weighs the material on a selected length of the loading conveyor belt and multiplies this

instantaneous weight value by the belt speed. Electronic weighing of cargo in grab. Cargo beeing discharged or loaded by grab

can be weighed whilst in the grab by an electronic system. A computerised system can

then record and total the tonnage handled. Talling of number of grabloads. It is reported that eceivers have taken delivery of a

part cargo with the claim that each grabload discharged, filled to capacity, weighed two

tonnes. Weighing of trucks on weighbridge. For accuracy this metod depends upon all

trucks passing over the weighbridge with the results being accurately recorded and

upon the tare weight of each truck being accurately known. Automatic bulk grain weighers. These machines are suitable for weighing grain

and free-flowing materials fed from elevators, conveyor belts, storage hoppers or silos. Shorebased systems in general. At best, all the foregoing methods cand be only as

accurate as the design of the weighing equipment allows. At worst, if the equipment is

not regularly calibrated and if not ll cargo is weighed, the results may bear little

relationship to reality.

5.2. Draught survey

The ships’ method of determining the amount of cargo loaded is by means of draught

surveys taken before and after the loading is carried out. With the data so obtained the

ship’s displacement (the volume and therefore the weight of water displaced by the

ship) before and after loading can be calculated.

It is in Master interests to ensure that the results are as accurate as possible. In

special cases, the surveyor will have the benefit of equipment and instruments not

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found aboard the normal bulk carrier, but in most instances the ship’s Master or officer

with careful attention to accuracy and procedure can obtain results quite as good as

those of the surveyor.

A complete displacement calculation, fully explained, is to be found at Annex 2.

Also, the United Nations draught survey code can be strongly recommended for the

clarity and detail with which it describes good procedures, and for well-designed survey

forms which it provides.

Conditions for the commencement of survey:

Vessel afloat.

No cargo being worked.

No ballast, fuel, fresh water, etc. being pumped or run.

No hatch covers being opened or closed.

No spares or stores being shipped or landed.

All ballast tanks full or empty.

Ship upright.

Little or no tide or current running, where possible.

Seas not unduly rough where possible.

Temperature difference between sea water and ship’s decks not excessive

where possible.

5.3. Possible sources of error

Occasionaly it will be found that the results obtained from a draught survey are

unexpected. The ship’s constant may be found to be much larger than the normal value

for that ship’s, or a negative constant may be calculated. The ship’s figure for the

tonnage of cargo lifted may differ from the shore figure by an unusually large amount. If

the ship’s officer and surveyor works independently, but compares figures at each stage

of the calculation, then calculation errors are minimised. Since the discrepancy may be

the result of a mistake in the draught readings or soundings, these shoud be rechecked,

if still possible.

If the result remains unchanged it will be necessary to look further for an explanation.

Where possible data should be rechecked by a different method. It is useful to consider

whether the discrepancy has occurred once only, or occurs every voyage.

Always, we must investigate any substantial changes in the calculated value of the

ship’s constant. Accurate and reliable draught surveys are more difficult to achieve

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when a vessel has a large stern trim, such as may occur when a vessel has been partly

deballasted to permit a quick loading.

The interest of ship and terminal do not always coincide, and the Master should

ensure that an accurate draught survey is made, which will enable him to produce the

correct amount of cargo at the discharge port.

6. Certificates and Documents required on Board

In following table there are listed certificates and documents required on board

(for bulk carriers) by international conventions and mandatory codes. In addition Port

and Flag States might have more extended requirements.

Certificate or Document Reference Restrictions

Bulk

Car

rier

SOLAS 74 Certificates Cargo Ship Safety Construction Certificate Reg. I / 12 Cargo Vessels > 500 GT X Cargo Ship Safety Equipment Certificate Reg. I / 12 Cargo Vessels > 500 GT X Cargo Ship Safety Radio Certificate Reg. I / 12 Cargo Vessels > 300 GT X Cargo Ship Safety Certificate 1 Protocol 8 8

Reg. I/12 Cargo Vessels > 500 GT X

Exemption Certificate Reg.I / 12 Cargo Vessels > 500 GT Passenger Vessels

X

Document of Compliance with the special Requirements for Ships carrying Dangerous Goods

Reg. II – 2 / 19.4 1994 HSC Code 7.1.2.5 2000 HSC Code 7.17.4

Vessels carrying Dangerous Goods

X

Minimum Safe Manning Certificate Reg. V / 14.2 Cargo Vessels > 500 GT Passenger Vessels

X

Document of Authorization for the Carriage of Grain Reg. VI / 9 Grain Code Vessels carrying Grain in Bulk X

Safety Management Certificate (ISM) Reg. IX / 4 ISM Code Reg. 13.7

Passenger Vessels - Cargo Vessels > 500 ;GT

MODUs > 500 GT X

Document of Compliance (ISM) Reg. IX / 4 ISM Code Reg. 13.2

Companies operating Passenger Vessels

-

Companies operating Vessels or MODUs > 500 GT

X

International Ship Security Certificate Reg. XI-2/1.12 ISPS Code A/19.2

Passenger Ships, MODU’s -

Plans and Documents

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Emergency towing procedures Reg. II - 1/3-4.2 Cargo Vessels > 500 GT constructed on or after 1 January 2010; Cargo Vessels constructed before 1 January 2010, not later than 1 January 2012 Passenger Vessels, not later than 1 January 2010

X

Ship Structure Access Manual Reg. II - 1/3-6.4 Oil tankers > 500 GT constructed on or after 1 July 2004 Bulk Carriers > 20,000 GT, constructed on or after 1 January 2005

X

As-built construction drawings Reg. II - 1/3-7 MSC/Circ.1135

Cargo Vessels > 500 GT Passenger Vessels

X

Ship Construction File (Future Application; refer to GL Rules Pilot ID 4352)

Reg. II - 1/3-10 MSC.1/Circ.1343

Oil Tanker, Bulk Carrier > 150 m in length RP Entry NO. ID 4352

X

Deck Log-Book Reg. II – 1 /15.6.5, 15.9.4, 15.10.2, 17.3.3.2, 25.2, 25.9.4 and III /19.5 1994 + 2000 HSC Code para. 18.5.7

Cargo Vessels > s GT Passenger Vessels

X

Intact Stability Booklet Reg. II – 1 /5, 22, 25-8 ILLC Protocol 88, Reg. 10

Cargo Vessels > 24 m in Length Passenger Vessels

X

Damage Control Plan Reg. II – 1 / 19 Cargo Vessels ≥ 500 GT Passenger Vessels

X

Damage Control Booklet Reg. II – 1 / 19 Cargo Vessels ≥ 500 GT Passenger Vessels

X

Manoeuvring Information Reg. II – 1 / 28 Cargo Vessels ≥ 500 GT Passenger Vessels

X

Maintenance Plan/Programme Reg. II – 2 / 14.2.2 Vessels ≥ 500 GT X

Training Manual Reg. II – 2 / 15.2.3 Vessels ≥ 500 GT X

Fire Control and Safety Plan Reg. II – 2 / 15.2.4 1994 + 2000 HSC Code 7.9

Vessels ≥ 500 GT X

Fire Safety Operational Booklet Reg. II – 2 / 16 Vessels ≥ 500 GT X Documentation Evaluation of the alternative design and Arrangements as applicable

Reg. II – 2 / 17 Vessels > 500 GT X

Muster List Reg. III / 8, 37 1994 + 2000 HSC Code 8.4

Cargo Vessels > 500 GT; Passenger Vessels (* format of muster list on Pass. V. to be approved)

X

Emergency Instructions Reg. III / 8 1994 + 2000 HSC Code 8.4

Cargo Vessels > 500 GT; Passenger Vessels

X

Training Manual for Lifesaving Appliances Reg. III / 35 1994 + 2000 HSC Code 18.2.3


X

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Instructions for on-board maintenance of life-saving appliances

Reg. III / 36 1994 + 2000 HSC Code 8.9.2


X

Radio Record Reg. IV / 17 1994 HSC Code 14.16 2000 HSC Code 14.17


X

Voyage Data Recorder System-certificate of compliance

Reg. V 18.8 2000 HSC Code 13.16.2

Cargo Vessels > 3000 GTPassenger Vessels

X

Conformance test report (LRIT) 3 Reg. V /19-1.6 MSC.1/Circ.1307

Cargo Vessels ≥ 300 GT Passenger Vessels

X

International Code of Signals, up-to-date copy IAMSAR Manual, Volume III

Reg. V / 21 Cargo Vessels ≥ 300 GT Passenger Vessels

X

Deviation Curve for Magnetic Compass Reg. V / 19.2.1.3 1994 + 2000 HSC Code 13.2.3

Cargo Vessels ≥ 150 GT Passenger Vessels

X

Nautical Publications Reg. V /19 + 27 Cargo Vessels Passenger Vessels

X

Material Safety Data Sheets (MSDS) Reg. VI / 5-1 Ships carrying MARPOL Annex I cargoes and marine fuel oils

X

Cargo-Handling Booklet Reg. VI / 7.2 Vessels ≥ 500 GT carrying Bulk Cargoes

X

Cargo Log-Book Reg. VI / 7.8 Vessels ≥ 500 GT carrying Bulk Cargoes

X

Continuous Synopsis Record (CSR) Reg. XI -1/5 Passenger Ships, MODU’s -

Cargo Vessels > 500 GT X

Ship Security Plan (SSP) ISPS Code A/9 Passenger Ships, MODU’s -

Cargo Vessels > 500 GT X

Enhanced Survey Report File Reg. XI-1 / 2 Res. A.744(18) Bulk Carriers acc. to IX/1.6 and Oil Tankers acc. to II-1/2.12

X

MARPOL 73 / 78 Annex I Certificates International Oil Pollution Prevention Certificate (IOPP Certificate)

Reg. 71 Oil Tankers ≥ 150 GT Other Vessels ≥ 400 GT

X

Plans and Documents Oil Record Book, Part 1 (Machinery Space Operations)

Reg. 17.1, 36.1 Oil Tankers ≥ 150 GT Other Vessels ≥ 400 GT

X

Shipboard Oil Pollution Emergency Plan Reg. 37 Oil Tankers ≥ 150 GT Other Vessels ≥ 400 GT

X

MARPOL 73 / 78 Annex IV International Sewage Pollution Prevention Certificate Reg. 5 Vessels > 400 GT or carrying

more than 15 Persons X

Result of calculation of moderate rate of discharge in accordance with MEPC.157(55)

Reg. 11.1.1Persons Res. MEPC.164(56)

Vessels > 400 GT or carrying more than 15 fitted with a sewage holding tank for untreated sewage 4

X

MARPOL 73 / 78 Annex V

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Garbage Management Plan Reg. 9 Vessels ≥ 400 GT or carrying ≥15 Persons

X

Garbage Management Plan applicable 1 January 2013

Reg. 9 Vessels ≥ 100 GT or carrying ≥15 Persons Platforms

X

Garbage Record Book Reg. 9 Vessels ≥ 400 GT or carrying ≥ 15 Persons

X

Garbage Record Book applicable 1 January 2013 Reg. 9 Vessels ≥ 400 GT or carrying ≥ 15 Persons Platforms

X

MARPOL 73 / 78 Annex VI International Air Pollution Prevention Certificate Reg. 6.1

Vessels ≥ 400 GT Platforms and Drilling Rigs

X

Engine International Air Pollution Prevention Certificate incl. Technical File and Record Book of Engine Parameters if applicable.

NOx Technical Code Marine Diesel Engines Reg. 2/2.3.4/2.4.1 > 130 KW

X

International Energy Efficiency Certificate 1st intermediate or renewal IAPP survey after 2013-01-01

Reg.6.4 Vessels ≥ 400 GT X

List of equipment containing Ozone Depleting Substances Ozone Depleting Substances Record Book. (if ship is equipped with rechargeable system that contain

d l i b )

Reg. 12.5 Reg. 12.6 Vessels ≥ 400 GT Platforms and Drilling Rigs

X

Fuel Oil Changeover Procedure and Log-Book Reg. 14.6 Vessels > 400 GT Platforms and Drilling Rigs If using separate fuel oils entering/leaving ECAs

X

Manufacturer’s Operating Manual for Incinerators Reg. 16.7 Vessels > 400 GT Platforms and Drilling Rigs

X

Bunker Delivery Note and Representative Sample Reg. 18.6 Reg. 18.8 Vessels > 400 GT Platforms and Drilling Rigs

X

Ship Energy Efficiency Management Plan (SEEMP) * Mandatory for each ship (newbuilding and ship in service) from 2013-01-01. For existing ships, verification of the requirement to have a SEEMP on board: 1st intermediate or renewal survey whichever is the first, on or after 1 January 2013 (IACS UI

Reg. 22 Vessels > 400 GT X

Energy Efficiency Design Index (EEDI) Technical file Contract date on or after 2013-01-01; or delivery date on or after 2015-07-01. If the ship is delivered before 2015-07-01 and no contract date is available, the keel-laying date on or after 2013-07- 01 applies instead.

Vessels > 400 GT footnote: do not apply to ships which have diesel- electric propulsion, turbine propulsion or hybrid propulsion systems

X

Load Line 1966 International Load Line Certificate Art. 16, ILLC Protocol 88

Art. 18 Vessels > 24 m in Length X

International Load Line Exemption Certificate Art. 16 Vessels > 24 m in Length X

International Tonnage Convention 69 International Tonnage Certificate Art. 7 Vessel > 24 m in Length X

International Convention on the Control of Harmful Anti-fouling Systems on Ships, AFS Convention International Anti-fouling System Certificate Annex 4 Reg. 2(1) Ships > 400 GT X

International Anti-fouling System Declaration Annex 4 Reg. 5(1) Ships > 24 m and < 400 GT X

STCW 1978 / 95

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Certificates for Masters, Officers and Ratings Art. VI, Reg. I/2, STCW Code A- I/2

Seafarers serving on Board Merchant Vessels

X

Records of Hours of Rest STCW Code A- VIII/1 Seafarers serving on Board Merchant Vessels

X

ILO Conventions Certificates Certificate of Compliance for ILO 92 6 Accommodation of Crews

(Revised) Vessels > 500 GT X

Certificate of Compliance for ILO 133 6 Accommodation of Crews (Supplementary Provisions)

Vessels > 1 000 GT X

Medical Certificate for ILO 73 6 Fitness for Work Provisions Vessels > 200 GT X Load Test Certificate for ILO 152 7 Occupational Safety and

Health in Dock Work All Merchant Vessels with Cargo Gear

X

Plans and Documents Register Book for ILO 152 7 Occupational Safety and

Health in Dock Work All Merchant Vessels with Cargo Gear

X

Liability Convention Certificate of Insurance in Respect of Civil Liability for Oil Pollution Damage

Art. VII All Vessels carrying morethan 2.000 Tons of Oil in Bulk as Cargo

X

International Health Regulations (IHR) Ship Sanitation Control Exemption Certificate/Ship Sanitation Control Certificate

Art 20, 27 39 and Annex 3 of IHR (2005)

All Vessels X

International Telecommunication Union Conventions

Certificates Radio Station License Ch. V Radio Reg. 18 Vessel´s Radio Station X Plans and Documents Radio Service Document Ch. IX RR 51; App.16;

Documents acc. to ITU RR 51.6 § 4 are covered by GL Form F441, page 3

Vessel´s Radio Station X

Convention on the Law of the Sea Certificate of Registry Art. 91 All Vessels X

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7. Annexes

7.1. Annex 1 – Form for CARGO INFORMATION for Solid Bulk Cargoes

BCSN

Shipper Transport document Number

Consignee Carrier

Name/means of transport

Port/place of departure

Instructions or other matters

Port/place of destination

General description of the cargo (Type of material/particle size)'

Gross mass (kg/tonnes)

Specifications of bulk cargo, if applicable:

Stowage factor:

Angle of repose, if applicable:

Trimming procedures:

Chemical properties if potential hazard*:

* e.g., Class & UN No. or “MHB”

Group of the cargo

Group A & B*

Group A* Group

B Group C

* For cargoes which may liquefy (Group A and Group A & B cargoes)

Transportable Moisture Limit

Moisture content at shipment

Relevant special properties of the cargo (e.g., highly soluble in water)

Additional certificate(s)' Certificate of moisture content and transportable moisture limit Weathering certificate Exemption certificate Other (specify)

' If required

DECLARATION I hereby declare that the consignment is fully and accurately described and that the given test results and other specifications are correct to the best of my knowledge and belief and can be considered as representative for the cargo to be loaded.

Name/status, company/organization of signatory

Place and date

Signature on behalf of shipper

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7.2. Annex 2 – Draught survey: Displacement calculation

33

33

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34

8. Bibliography

David J. House

Cargo Work for maritime operations, 7th Edition

International Maritime Organization, London

International Code for the safe Carriage of Grain in Bulk (International Grain

Code), 1991 Edition

IACS - the International Association of Classification Societies

BULK CARRIERS - Guidelines for Surveys, Assessment and Repair of Hull

Structure


Code of Practice for the Safe Loading and Unloading of Bulk Cargoes (BLU Code).


International Maritime Solid Bulk Cargoes (IMSBC Code), 2010 Edition


Solas 2009 consolidated edition.

United Nations Conference On Trade And Development (UNCTAD)

Review of Maritime Transport, 2012

UK P&I Club, Thomas Miller P&I Ltd.

Carefully to carry, 2002 Edition