Special cargo handling technics - general cargo ship procedure
The term Special Cargo is applied to attractive goods for which special stowage, supervision, and careful checking/
tallying is necessary. This may be because of the value and the ease with which attractive articles can be
removed (e.g. small items easily pilfered) or consumed (e.g. liquor). Precious or valuable goods are treated
as bullion with appropriate strong room stowage (see below). Typical articles which might be described
as "specials" include bottled or canned beer, bottled spirits, clothing, jewellery, furs, lace, mail, portable
electronic equipment, perfume, etc.
Special cargo storage cabinet
Prior to loading, such cargo should be received and kept in a lock-up, special cargo locker or cage. If a
wharf lock-up is not available, it is desirable that it is loaded as soon as received on the wharf. However
that may be difficult, if not impossible, to arrange in the case of a vessel receiving cargo for multiple ports
with only one special cargo compartment as the goods destined for the last port must be stowed first.
Additionally, it is usual that special cargoes are not delivered to the dock until near completion of loading.
Consequently, this may result in the cargo remaining on the dock and being exposed to pilferage for a
longer period than actually should be necessary.
A ship engaged in general cargo trading should be equipped with a special cargo locker of substantial
construction, fitted with reliable locking arrangements and well lit. Its location should be remote from the
accommodation and ventilators to the locker should be fitted with steel bars. It should be of a good size and
while all the space provided may not be required on many occasions, it is an easy matter to fill with suitable
ordinary cargo. During loading, an officer should be in attendance, checking that the tallying is correct and
that all packages are intact. If possible, handling during darkness should be avoided.
Bullion and Specie
Bullion should not be received on board unless the ship is fitted with a proper strong room or safe fitted
with two locks having different keys, one in the custody of the Master and the other with the Chief Officer
or other responsible person.
Gold and silver bullion is shipped in ingot or bar form packed in strong well made boxes which are
usually fitted with strong rope handles.
The Master should confirm that the bill of lading contains a clearly worded clause exempting the vessel
and owner from all risk of loss, damage or theft, howsoever arising, whether through the fault of a servant
of the shipowner or not. Failing such a clause in the bill of lading the bullion should not be carried unless
the entire risk is covered by special insurance policy.
The keys of the bullion room should be kept in a safe in the Master's, Chief Officer's or Purser's
accommodation or equally safe place and should never be in the keeping of anyone except the senior officers.
ISO Containers, if used for the carriage of bullion and specie, should be of all steel construction. A
careful inspection should be carried out before presenting the container to the shipper to ensure that the
container is in a structurally sound condition, with door locking rods and cams working correctly. Special
locks and seals to shipper's requirements may be fitted in addition to those customarily used for the trade.
Because of its volume/weight ratio, bullion should be stowed as near as possible to the side and end walls
where the best floor strength prevails. Substantial and careful chocking and bracing is essential to prevent
any movement.
Receiving
The utmost precaution should be observed at every stage of receiving, stowing and delivering this
very valuable cargo with each operation being personally supervised by the ship's officers, assisted when
necessary by responsible members of the shore staff. If bullion is loaded by ship's gear or shore crane, it
should be slung by means of special closed nets to which a small buoy is attached by a long linecare being
taken to avoid breaking the box seals. If carried by hand over open gangways, nets should be spread under
the same or the gangway closed temporarily for boarding. Use special bullion bags or strong canvas suitably
ropedtwo men to a bagbut if such is not available and the cases have to be carried by hand the men
should not be permitted to carry them on their shouldersthe only safe way is to carry them with both hands
in front.
An officer should tally bullion at the rail and its progress to the bullion room should be carefully
watched. A further tally check should be carried out in the bullion room before stowing, recording every
mark and number, and also examining the seals. Mates' receipts should specify all marks and numbers and
bills of lading should be similarly annotated.
Delivery
Delivery should only be made by ship's officers on a written order from the Master, owners or agents
(clearly specifying marks and numbers to be delivered) who will have satisfied themselves as to the bona
fides of the consignees, etc., and only against a clean receipt clearly specifying marks and numbers, seals
intact, etc. Any disputes should be settled before delivery.
Precious Stones, etc.
This includes pearls, gems, currency notes, bonds, travellers' cheques, postage or revenue stamps, high
class jewellery, etc. All of these items, because of their size and value, are very tempting to thieves.
Travellers' cheques are particularly vulnerable because of the ease with which they may be exchanged
for cash.
Packages should not be brought on board until shortly before the vessel sails. Delivery should be made
to the Master, Chief Officer or Purser who should carefully examine each package to see that it is in
sound condition with all seals intact (defective packages should be rejected) and note every mark, number,
address, etc. Receipts and bills of lading should be clearly endorsed "nature and value of contents unknown
but said to be..."
Custodyimmediately the packages pass into the custody of the ship's officers they should be locked
in the safe or specie room where they should remain until the vessel reaches its destination. The key of the
safe or specie room should not leave the custody of the Master or other responsible officer in charge of their
custody.
Deliverythe consignee should be called upon to take delivery immediately the vessel reaches her
destination. This should be effected on board the vessel unless the bill of lading makes a special stipulation
to the contrary, when delivery has to be made at a bank, for example. In such a case the officer entrusted
with delivering the package should be accompanied by an armed police guard and should make the journey
in a vehicle. Delivery should only be made on an order specifying numbers, marks, addresses, signed by
the Master, owners or agent, who will have satisfied themselves of the bona fides of the consignee. A clean
receipt specifying seals intact, etc., should be demanded and the bills of lading surrendered; any dispute
should be settled before delivery.
The loss of a package or part contents of any special cargo commodity would be a serious matter and
such goods should only be carried in a vessel that is equipped with a proper safe or a specially built specie
room of steel plate with appropriate locking arrangements. Nor should such goods be shipped without prior
agreement that the bill of lading is clearly worded to protect the owner and vessel from the consequences
of loss, damage or theft, howsoever arising, whether through the fault of the shipowner or the fault and/or
by the privity of his servants or not, unless such risks are entirely covered by a special policy of insurance
held by the owners or agents. It should be noted that most protection and indemnity clubs will not cover any
risks of this class unless they have approved in writing the contract of carriage and the spaces, apparatus
and means used for the carriage of such valuables.
Summarized below some more details on general cargo ship cargo handling procedure and operational info:
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 . More .....
(a) Technological advances in ship design and lifting equipment
(b) Rapid development and increase in the tonnages of bulk cargo
(c) The impact of unitisation, and
(d) The new and modern techniques of refrigeration, particularly with container
carriage. More .....
The MS (Carriage of Cargoes) Regulations 1999 (SI 1999/336) [Regulation 4(1)] specifies that the shipper must provide such information to the operator or master sufficiently
in advance of loading to enable them to ensure that:
• the different commodities to be carried are compatible with each other or suitably separated;. More .....
To achieve compatibility between cargo
owners and the owners of the means of
transport requires knowledge of the
cargo-handling procedures in transport.
These procedures are described with
reference to major characteristics of
commodities and cargoes. . More .....
The copies are forwarded to agents at ports of
discharge to allow the booking and reservation of labour, as appropriate. Relevant details of cargoes, i.e. total quantity, description of package, bales, pallets etc., tonnage, port of discharge,
identification marks and special features if and when separated . More .....
General cargo is a term that covers a great variety of goods. In regard to modern
cargo handling it refers to loose cargo that has not been consolidated for handling
with mechanical means such as unitised or containerised cargo. It refers to individual
items of any type of cargo, bagged or baled items, cases or crates, individual drums or
barrels pieces of machinery or small items of steel construction. . More .....
Advance planning, exchange of information, and continuous ship to shore communication are all critical. All cargoes should be stowed and secured in a manner that will avoid exposing the ship and persons on board to unnecessary risk. More .....
The safe securing of all deck cargoes should be checked by a
competent person before the vessel proceeds on passage. The master is
responsible for ensuring that it is correctly stowed and adequately secured
for the intended voyage. Areas on the deck which are not to be used for
cargo stowage should be clearly marked or otherwise indicated. . More .....
Ship's personnel should not handle fumigants and such operations
should be carried out only by qualified operators. Fumigation should only be
carried out with the agreement of the ship's master.. More .....
Cargoes should be stowed and secured in a manner that will
avoid exposing the ship and persons on board to unnecessary risk. The safe
stowage and securing of cargo depends upon proper planning, execution
and supervision by properly qualified and experienced personnel. . More .....
The process of loading and securing
of goods into a container should follow the IMO/ILO/UN/ECE Guidelines
for Packing of Cargo Transport Units (CTUs). Special care should be taken
when lifting a container the centre of gravity of which is mobile, e.g. a tank
container, bulk container or a container with contents which are hanging.. More .....
Safety arrangements prior to working cargo should ensure that
adequate and suitable lifting plant is available, in accordance with the register
of lifting appliances and cargo gear, . More .....
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 . More .....
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