Section 10.4 Managing Discharge Rates and Preventing Stevedore Damage

With the discharge sequence planned and monitoring protocols in place, two further critical aspects demand the constant attention of the Master and Chief Officer during the physical unloading of cargo: managing the rate of discharge to ensure it aligns with the vessel’s capabilities and safety limits, and actively working to prevent damage to the vessel by shore-based discharge equipment and personnel (stevedores). Both elements are crucial for an efficient, safe, and commercially sound port call. Failure to manage discharge rates can lead to structural stress, stability issues, or delays, while stevedore damage can result in costly repairs, disputes, and compromise the vessel’s integrity.

1. Managing Discharge Rates:

The speed at which cargo is discharged is a key factor in port turnaround time and is often stipulated or implied in the charter party (e.g., “X tonnes per weather working day”). While terminals and stevedores are usually keen to discharge as quickly as possible, the vessel has its own limitations and safety considerations that must dictate the pace.

A. Factors Influencing Discharge Rates:

Terminal Equipment Capacity: The primary driver is the type and capacity of the shore-based unloading equipment (e.g., number and size of grabs, capacity of Continuous Ship Unloaders – CSUs, pneumatic systems).

Ship’s Ability to Ballast: This is often the limiting factor from the ship’s perspective. As cargo is removed, the vessel must take on ballast to maintain stability, manage drafts and trim, and control stresses. The ship’s ballast pump capacity and the complexity of the ballasting sequence may not be able to keep pace with very high shore discharge rates.

Cargo Characteristics:

Flowability: Free-flowing cargoes are generally quicker to discharge than those that are cohesive, caked, or have poor flow properties.

Angle of Repose / Trimming Requirements: Cargoes requiring significant final trimming or clean-up in the hold by bulldozers or manual labor will slow down the overall effective discharge rate.

Dustiness: Very dusty cargoes may require slower discharge rates or stoppages for dust control measures.

Hold Configuration and Access: The size and shape of holds, hatch openings, and any internal obstructions can affect how easily discharge equipment can access the cargo.

Number of Working Hatches: The number of holds that can be worked simultaneously by the terminal.

Stevedore Skill and Efficiency.

Weather Conditions: Rain, strong winds, or poor visibility can slow down or halt discharge operations.

Port Regulations and Working Hours.

B. Importance of Agreeing on and Maintaining a Safe Rate:

Pre-Discharge Communication: The ship (via the Chief Officer) should discuss and agree on a realistic and safe overall discharge rate with the terminal foreman/stevedore supervisor before operations commence, considering both shore capabilities and the ship’s ballasting capacity and stress management plan.

Ship’s Safety Paramount: The Master must ensure that the discharge rate never compromises the vessel’s structural integrity (by exceeding stress limits due to an imbalanced discharge) or stability (by getting ahead of ballasting operations).

Avoiding “Racing”: While efficiency is desired, allowing the terminal to discharge at a rate faster than the ship can safely manage its ballast or monitor its condition is dangerous.

C. Master’s Authority to Control Discharge Rate:

The Master always has the overriding authority to request a reduction in the discharge rate or to stop discharge operations if they believe the safety of the vessel is being jeopardized. This could be due to:

Approaching stress or stability limits.

Inability of ballast operations to keep pace.

Excessive list or trim developing.

Stevedore damage occurring.

Unsafe working practices by stevedores.

Adverse weather conditions.

This authority should be exercised assertively but professionally, with clear communication of the reasons to the terminal.

D. Monitoring and Communication During Discharge:

The officer on watch must continuously monitor the actual discharge rate (e.g., by tracking quantities discharged per hour or per shift, often based on terminal figures cross-checked with draft changes).

Maintain open communication with the terminal foreman regarding the rate. If the ship needs the terminal to slow down or stop, provide as much advance notice as possible.

Conversely, if the terminal is discharging significantly slower than the agreed or C/P rate without good reason, this should be noted, discussed, and potentially protested if it will lead to delays and demurrage issues.

E. Impact on Laytime and Commercials:

The actual discharge rate directly impacts how long the vessel spends in port and whether laytime is exceeded (leading to demurrage) or saved (potentially earning despatch).

Accurate recording of discharge start/stop times, rates achieved, and any delays (with reasons) in the Statement of Facts is crucial for laytime calculations.

2. Preventing Stevedore Damage During Discharge:

Damage to the vessel caused by stevedores or their equipment during discharge is a frequent and costly problem for bulk carrier operators. While stevedores are responsible for careful work, proactive measures and vigilant oversight by the ship’s crew are essential to minimize such incidents.

A. Common Types of Stevedore Damage During Discharge:

Grab Damage (Most Common):

Tank Tops: Heavy grabs dropped from height, dragged across plating, or used aggressively to dig out compacted cargo can dent, gouge, puncture, or buckle tank top plating.

Hopper Plates / Side Shell Frames (in single-hull ships): Grabs striking or snagging on frames, brackets, or hopper slopes can cause bending, cracking, or detachment.

Hold Ladders, Pipe Guards, Sounding Pipes, Manhole Covers: These internal fittings are highly vulnerable to grab impact.

Hatch Coamings and Hatch End Beams: Grabs swinging into or out of the hold can strike and damage coamings, hatch trackways, or the undersides of hatch covers if not fully clear.

Bulldozer/Front-End Loader Damage:

If used in holds for cargo clean-up or pushing cargo to within reach of grabs, careless operation can lead to impacts with frames, bulkheads, ladders, or tank tops.

Damage from Continuous Ship Unloaders (CSUs) or Pneumatic Systems:

While generally less prone to impact damage than grabs, the cutting heads or suction nozzles of these systems can still cause abrasive wear or localized damage if not operated correctly or if they come into hard contact with structures.

Damage to Deck Fittings: Mooring lines, bitts, or fairleads can be damaged if discharge equipment (e.g., conveyors) is positioned too close or if lines are handled carelessly by shore personnel.

Spillage and Contamination: Excessive spillage of cargo onto decks due to careless grab operation can lead to corrosion or safety hazards if not cleaned up.

B. Vulnerable Areas of the Ship:

Tank top plating (especially in the square of the hatch).

Hopper tank sloping plates.

Side shell frames, end brackets, and stringers (in single-hull vessels).

Transverse bulkhead plating and corrugations.

Hold access ladders and platforms.

Protections for sounding pipes, air pipes, and bilge wells.

Hatch coamings (top and sides), hatch resting pads.

Undersides of hatch covers.

C. Preventative Measures by Ship’s Staff:

Pre-Discharge Meeting with Stevedore Foreman:

Clearly communicate expectations regarding careful cargo handling and prevention of damage.

Point out any particularly sensitive areas or fittings in the holds.

Discuss the type of discharge equipment to be used and any ship-specific limitations or precautions.

Agree on procedures for reporting and inspecting any damage that might occur.

Vigilant Supervision by Officer on Watch (OOW):

The OOW must maintain a constant watch over the discharge operations in all working holds. This is not a passive role.

Position themselves to get a clear view of grab/equipment operation inside the holds (if safe and practicable, e.g., from hatch access platforms or coamings, always prioritizing personal safety).

Pay particular attention during final clean-up stages when grabs are working close to the tank top and hold sides, and when bulldozers are operating.

Intervention if Rough Handling is Observed:

If the OOW observes grabs being dropped heavily, swung recklessly, or bulldozers being operated carelessly, they must immediately instruct the stevedore foreman to rectify the situation.

If the rough handling persists, the OOW should inform the Chief Officer/Master, who may need to escalate the issue with senior terminal management or even order a stop to operations in the affected hold until safe practices are resumed.

Use of Dunnage/Protection (Limited Applicability for Bulk Discharge):

For particularly sensitive tank tops or if discharging very heavy, sharp-edged scrap, laying down a temporary protective layer of old timber dunnage or rubber mats before discharge might be considered, but this is rare for general bulk cargoes and adds complexity.

Maintaining Adequate Lighting: Ensure good illumination of the holds during hours of darkness so grab operators can see clearly.

Good Communication: Maintain open lines of communication with grab/equipment operators via the stevedore foreman.

D. Procedures if Stevedore Damage Occurs: This requires prompt and systematic action to protect the shipowner’s interests.

Stop Operations (in the affected area immediately): If ongoing operation is causing or exacerbating damage, or if necessary to safely inspect.

Notify Stevedore Foreman/Supervisor: Immediately inform them of the damage observed.

Inform Master and Chief Officer.

Document the Damage Thoroughly: This is critical.

Detailed Notes: Time, date, location, hold number, specific item damaged, nature and extent of damage, type of equipment involved, operator’s name/number if possible, names of any witnesses (ship and shore).

Photographs and/or Video: Take clear, well-lit photos/videos of the damage from various angles, including some showing the context (e.g., grab near the damaged area). Include a scale reference (e.g., a ruler) in some photos if appropriate. Ensure date/time stamp is active or noted.

Sketches: A simple sketch can help illustrate the location and extent of damage.

Issue a Letter of Protest (LOP): Draft and issue an LOP to the stevedoring company (and/or terminal, charterers as appropriate) holding them responsible for the damage. The LOP should be factual, detailing the damage and reserving the owner’s rights to claim for repairs and any associated losses.

Request a Joint Inspection: Invite the stevedore superintendent/foreman and a representative from the ship’s agent to jointly inspect the damage with the Chief Officer/Master. Record who attends and any comments made.

Inform Company (DPA/Technical Department) and P&I Club: Report the damage immediately. They will provide guidance on further steps, potential appointment of a surveyor, and handling of claims.

Obtain Stevedore’s Acknowledgement (if possible): Try to get the stevedore representative to sign a statement acknowledging the damage occurred, or at least to countersign the LOP “for receipt only.” They may be reluctant, but the attempt should be made and noted.

Assess Seaworthiness: Determine if the damage affects the vessel’s seaworthiness or the safety of carrying the next cargo. Class may need to be informed if the damage is significant (e.g., hole in plating, severely buckled frame).

Do Not Sign “Clean” Receipts for Stevedore Services: If damage has occurred, ensure any receipts or work completion forms from stevedores are claused to reflect the damage.

E. Importance of Charter Party Clauses:

Many charter parties contain clauses addressing stevedore damage, often making charterers responsible for damage caused by stevedores they appoint. Understanding these clauses is important for pursuing claims.

Analysis for the Master (Managing Rates and Preventing Damage):

Balancing Act for Rates: The Master must balance the commercial desire for quick turnaround with the overriding need for safe vessel operation (stress, stability, ballasting capacity). Clear communication and firm resolve are needed if shore-side pressures conflict with safety.

Proactive Stance on Damage Prevention: Vigilance is the best defense. A culture of “damage awareness” should be fostered among the deck watch officers.

Assertiveness and Diplomacy: When dealing with stevedores regarding unsafe rates or potential/actual damage, the Master/Chief Officer needs to be assertive in upholding the ship’s interests but also maintain a professional and diplomatic approach to achieve cooperation where possible.

Thoroughness in Documentation: For both rate management (Statement of Facts) and damage incidents (LOPs, photos, reports), meticulous and contemporaneous documentation is absolutely essential for protecting the owner’s commercial and legal position.

Support from Company/P&I: Do not hesitate to seek advice and support from the company and P&I Club when significant issues with discharge rates or stevedore damage arise.

Managing discharge rates effectively and diligently working to prevent stevedore damage are key responsibilities that contribute significantly to a successful port call. They require constant vigilance, good communication, a firm understanding of the vessel’s limits, and a proactive approach to protecting the owner’s assets and commercial interests.