Cargo handling procedure for general cargo ship

Cargo handling procedure for general cargo ship

Guideline for deck officer

It would be normal practice for the Chief Officer to be provided with the cargo manifest by the ship’s agents at the last port of discharge or the next Loading Port. Inspection of this would subsequently provide details on all cargo parcels, inclusive of the tonnages and the destination of said cargo. This would then allow a loading plan to be constructed, preferably prior to arrival. In any event the Chief Officer would note special items on the manifest, in particular:

(i) Hazardous cargoes;

(ii) Heavy Lift cargo;

(iii) Valuable/special cargoes.

The Chief Officer is responsible for the safe handling, loading and discharge of the ship’s cargo, and to achieve this safely and satisfactorily he would carry out the following activities and duties:

1. Having obtained the details of tonnages/capacities of cargo from the manifest, the Chief Officer would develop an appropriate loading plan for the ship, to give a hold distribution of the cargo, to allow multiple hatch discharge.

2. The Chief Officer would carry out a ship stability assessment, taking into account the appropriate tonnages, together with bunker capacity, stores and ballast arrangements.This assessment would be expected to confirm an appropriate ‘GM’ for the vessel, and ensure that the vessel does not infringe loadline regulations while on passage.

3. Prior to commencing loading cargo the Mate would order the cleaning of all cargo spaces, the testing of bilges, checks on hold lighting, ventilation, and general hold conditions, inclusive of spar ceiling and dunnage arrangements. (NB. One of the Chief Officer’s tasks is to order clean dunnage as for the ship/cargo requirements).

4. The Chief Officer would act in a supervisory role of a junior cargo officer and ensure that the cargo plan was being correctly constructed during any loading period.

5. Where special cargo is to be loaded, the Chief Officer would be expected to take a positive role to ensure adequate loading facilities are provided and correct stowage is available, i.e., heavy lift derricks rigged correctly, tally clerks available if required, etc.

6. Documentation on specific cargoes, such as hazardous parcels, live stock, or valuables would be obtained and administered by the Chief Officer.

7. The Ships Mate would monitor the draught and ensure that the Loadline regulations are not infringed causing the marks to be submerged below the summer loadline. He/she would order the density of dock water to be obtained and take into account the Dock Water Allowance.

8. Any damaged cargo received on board would be noted and the Bill of Lading would need to be endorsed. Similarly, on receipt of special cargo the Chief Officer may be called on to issue a ‘Mates Receipt’ for cargo delivered on board.

9. In conjunction with junior cargo officers the Mate would ensure that all cargo is stowed correctly and secured in the stowed position against all expected ship movement when at sea.

10. His/her duties include the despatch of all the relevant cargo documentation including the cargo plan to the company agents prior to sailing departure.

Suitable safety nets or temporary fencing should be rigged where personnel have to walk or climb across built-up cargo, and are therefore at risk of falling.

When deck cargo is stowed against and above ship's rails or bulwarks, a wire rope pendant or a chain, extending from the ring bolts or other anchorage on the decks to the full height of the deck cargo, should be provided and used to save personnel having to go overside to attach derrick guys and preventers directly to the anchorages on the deck.

Where beams and hatch covers have to be removed at intermediate ports before surrounding deck cargo is unloaded, an access space at least one metre wide should be left adjacent to any part of the hatch or hatchway that is to be opened. If on deck this is impracticable, fencing or lifelines should be used to enable seamen to remove and replace beams and hatch coverings in safety.

In the `tween decks, guidelines should be painted around `tween deck hatchways at a distance of one metre from the coamings.

Personnel undertaking duties in cargo spaces should move with caution over uneven surfaces or over loose dunnage and be alert to protrusions such as nails etc.

Where vessels have been built with corrugated bulkheads precautions such as suitable rails, grids or nets should be erected to prevent cargo handlers or other personnel from falling into the space between the rear of the corrugation and the stowed cargo.

Where work is being undertaken on or near the cargo `face', the `face' should be secured against collapse, especially where bagged cargo may be bleeding from damage. Where it is necessary to mount a `face' a portable ladder should be used, properly secured against slipping or shifting sideways, or held in position by other personnel. When work is undertaken in areas where there is a risk of falling, safety net(s) should be erected. Such nets should not be secured to hatch covers.

Personnel should be aware that cargoes may have been fumigated at other points in the transport chain, and there is a risk of that toxic fumes may build up in enclosed spaces.

Preventing Ships hull/structure damage during cargo operation

All damages should be reported to the ship's Master. Where hull damage is identified, which may affect the integrity of the hull structure and the seaworthiness of the ship, the ship's owner and classification society must be informed.

A general inspection of the cargo spaces, hatch covers and deck is recommended to identify any physical damage of the hull structure. Any structural damage found is to be reported to the classification society and for major damage, cargo operations are not to be undertaken.

During initial inspection of a vessel's flat bottom in dry-dock, large parts of the duct keel plating were found dented and deformed over almost its entire length. It was later established that overloading of the vessel's keel structure was caused by the owners submitting an outdated docking plan and the yard, unable to use the plan, repositioning the keel blocks without performing additional calculations. There were extensive repair costs, delays and disputes between the owners and yard as to liability. Proper planning of the docking process and a clear contract between the owners and yard are important to help avoid such disputes arising.

Summarized below some more details on general cargo ship cargo handling procedure and operational info: