Recently we as Independent Marine Consultants received a nomination from one of our overseas Principals (Major Steel Company) to carry out a Port Captaincy
& Cargo Expedition to load 77,000 MT of Limestone in Bulk, in regards to cargo stowage, cargo availability, cargo sequence, minimum stoppages and maximum intake with faster & safer outturn.
Our Senior Port Captain contacted the local agents to enter the Port in order to attend on board the vessel the Port Captaincy assignment.
Our Port Captain boarded the vessel & met the Master, Chief Officer and Shippers representative and explained the purpose of our visit, a detailed discussion was held with regards to cargo stowage, cargo availability, cargo sequence, minimum stoppages and maximum intake with faster & safer outturn.
Following conscripts of our Marine surveyors recommendations/remarks
CARGO STOWAGE PLAN:
- Initial stowage plan, loading plan/sequence provided by the vessel was verified in detail, taking into all above mentioned aspects. Stability parameters at all stages of the loading was also verified.
- On our Port Captain recommendation it was decided that the stowage plan would not be the final plan but after every 24 hours of loading the plan would be amended so as to get maximum intake with faster, safer outturn.
- As per discussion with the shipper’s representative we were advised that as per Port regulations vessels loading more than 55,000 MT of cargo should employ/deploy 1 shore crane. Hence it was decided that 1 shore crane will be used at all times and 3 ships cranes will be used, for safety reasons wherever the shore crane is located the adjacent ship crane will not be used.
- Taking the above regulation into consideration, the stowage plan was continuously amended so as to have all cranes working till final stage of loading (trimming).
- We as Port Captain requested the shipper to ensure that cargo should be available at all times on the jetty, so as not to have any delays. We recommended that additional trucks be deployed for the same.
- We visually inspected the cargo holds and noted the holds to be have slight to moderate rust on the bulkheads, tank top was covered with rust stains. Additionally, we were informed by the Master that cargo holds had been washed with sea water using high pressure sea water (Combi-gun), bilges were clean. Cargo holds had been inspected by the shipper’s representative & passed to load cargo of Limestone.
- Our Port Captain inspected the cargo cranes, loose gears & cargo grabs. Cranes were noted to be in satisfactory working condition. Wires & sheaves were noted to be greased. During cargo operations we carried out discussions with the operators regarding any defects with the cranes, which we were told was not present.
- Our Port Captain recommended that the ship’s crew carry out any required maintenance, check oil levels & carry out greasing of all lifting gears during stevedore break hours so as to reduce chances of any break downs.
- Our Port Captain inspected the cargo cranes, loose gears & cargo grabs. Cranes were noted to be in satisfactory working condition. Wires & sheaves were noted to be greased. During cargo operations we carried out discussions with the shore crane operators regarding any defects with the cranes, which we were told was not present.
- Cargo grabs were inspected by our Port Captain same noted to be adequately greased but covered in moderate rust
- The grabs were noted with no serial numbers (manufacture’s plating) which could help it be compared with the test certificate. Only ships identification marking was noted.
- Our Port Captain noted that the cranes were Class certified but noted that the cargo grabs were not Class certified. Grabs were subjected to load test on the request of the owners but not approved by any Classification society.
- Our Port Captain recommended that the Master request the Port for Anti-surge lines, which were provided & the same was attached to the forward & aft springs.
- Our Port Captain recommended and ensured that the greasing was carried out at all times on the mooring ropes at the fairleads, rollers, panama leads & shore bollards so as to reduce the effects of chaffing due to surging. Additionally some extra protection in the way of old mooring ropes & canvas be used.
- Additionally our Port Captain advised the Master to have additional mooring lines standby incase of any emergencies.
- Our Port Captain instructed that ship’s crew post a crew member forward & aft during changes in tide to reduce chances of any damages to the ropes.
TOTAL PORT STAY : 5 days 15 hrs 28 mins (135.5 hours)
TOTAL CARGO TIME : 5 days 8 hrs 10 mins (128.8 hours)
AVG. LOADING RATE : 14,348 MT/Day
SUMMARY OF DELAYS:
PREDOMINANT CAUSES FOR DELAYS:
SHIP OWNERS DELAY: Crane breakdown.
PORT DELAY : Transfer of shore crane & transfer of grab.
SHIPPERS DELAY : Awaiting cargo on the jetty.
Loading operations completed at the stipulated time as advised by the port. No additional costs incurred for the same. All in all a successful loading operation carried out.