This 2007 paper (written in Greek) deals with the rate of loading (mainly) and discharge of dry bulk cargoes. It has been written from a shipmaster’s perspective and examines in detail the technical and management considerations of the rate of loading of dry bulk cargoes in conventional bulk carriers. It defines first the problem by describing the bulk carrier and explaining in simple language its structural limitations. It then identifies the five factors which, each of them alone or usually in combination, can contribute to an overstressing of the hull structure and potentially lead to a structural failure during the loading (and the discharge as is shown by the real examples given in section 2.5). These are: (i) the speed of loading; (ii) the cargo distribution among the holds; (iii) the sequence of loading; (iv) the deballasting operation; and (v) the dynamic stresses/strain of the hull structure. Four of the five above factors play a role during the discharge as well, with the speed of discharge not usually being a problem but the dynamic stresses/strain usually being the key factor during the discharge. Section 2.5 summarizes first the existing statistics and strikingly concludes that, unlike the public general perception, around 35% of the ships suffered structural failure alongside the berth during the discharge. It then gives examples of bulk carriers that suffered a structural failure alongside the berth whilst loading or discharge identifying also the specific failures in respect of the management of the rate of loading or discharge.

In section 3 the paper refers to the debate within the international shipping community, the studies undertaken by the various organizations/bodies in the shipping industry, the recognition of the problem in respect of the interface between the bulk carrier and the loading terminal (associated, not unsurprisingly, with economies) and the need to improve the terminal’s understanding of, and cooperation with, the master for the loading/discharge of the ship. This public debate and considerations led IMO to adopt (through an amendment of Chapter VI of SOLAS in 1996 - in force since 01.07.1998) the “Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)”. A brief outline of the BLU Code and how it is set to assist the shipmaster in respect of loading rate issues is given in section 4. The BLU Code defines the responsibilities and procedures in order to ensure that a bulk carrier is loaded or discharged under acceptable safety standards. An important feature of the Code is that it defines also specific duties for the loading/discharging terminal.

The paper concludes that many of the problems faced by the master of a bulk carrier during the loading (and discharge) can be tackled with proper planning, proper exchange of information and cooperation with the terminal. It reminds that the master is ultimately responsible for the safety of his/her ship and that the BLU Code is to assist him/her to seek the terminal’s cooperation when issues relating to the ship’s structural stress, that is the ship’s safety, are raised.

This paper is addressed to Greek readers.