Thanks for the comments. Being a longshoreman you know that every day is a good day at the beach :) On a typical Panamax ship, 2000-3000 is held back for final trim after the draft check. Larger cape ships usually hold 4K for final trim. Yes, longshoring at a bulk terminal is a different ball game than the main industry, that's for sure.

Sir, Can you please communicate with me on my email address dchau2009@gmail.com. We are importing coal

Me

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Must be hardened and reinforced alot

Hallo

We load 6k/hour, with final trim around 2-3k/hr. If the draft check takes more than 30 minutes, the foreman will be riding their case. Time is money :)

And that ladies and gentlemen is a bunch of useless information. 😁🌊🏄

A job is a job. When you have to look after family and kids, you don't get to choose.

Turn your lights off cathy9160

@@miningandhighway7164 but when you get lung cancer after 1 year who is going to look after the kids then?

sewer rat

@@michaelanderson7715 interesting comment

No

Yes

We load at 6000 tonnes/hour, but when the hatch is nearing completion, the flow is cut back to about 3500/hour which is what you see in the vid. On ships taking blended met coal, there can be as many as 40 hatch moves which cuts down the load rate averages.

That's a good question that I can't answer. . We only load the ships. I know a lot of the smaller discharge ports still use clamshells for unloading though...

To completely fill the hold. What you're seeing is the final 1000 tonnes of a 20,000 tonnes hatch stow, it's called being in the square. Prior to this point the loading spout would be much lower in the hatch as it has to shoot the coal a long way under the port and starboard wings as well as the fore and aft bulkheads. Also, trimming along the combing leaves the maximum amount of space left open, it's called the vee. The foreman watches the vee very closely because when he tells the loader operator to shut off the feeder belts, another 200-300 tonne (the coal remaining on the belt lines) still has to have room to fit. The ship loader moves slowly with high flow rates so filling small spaces is very difficult. Blown space is very costly as well so it's a balancing act...

Bruce Doucette Thank you very much!

Where are you from? Mail to dchau2009@gmail.com for more discussion. I can help you

Maybe directly by the train

Gary McLean as soon as I saw that dust I went scrolling down to see if anybody was going to say anything about that. spot on Gary

The average Cape class load is around 180,000 tonnes. The trains average 16,500 tonnes per 152 car train so that's 11 trains per ship. It works out to approx 20,000 tonnes per hatch. Capes have 9 hatches. The record load was 228,000 tonnes.

Awesome; thanks for the info! Too cool.

m rowland Both dumpers, all stacker/reclaimers, and all ship loaders are equipped with moving beltline scales. These scales can have discrepancies due to miscalibration, failed rollers, etc, but they are accurate enough for general loading purposes. When the ship has 2000 to 4000 tones by scale remaining to completion, a marine surveyor calculates the remaining cargo to be loaded. He does this by looking at the forward, midship, and aft draft marks (plimsol lines) on the ship, tests the water density, dips all tanks and calculates the weight of onboard fuel oil, fresh water and ballast water. Using this data along with the ships log tables, they can calculate accurately how much coal is in each hatch. He informs the loading foreman the amounts required in the trim hatches (usually 2 & 8), and once that is loaded he completes the final survey. The surveyors are independent and represent both the buyers and sellers of the coal. The final survey figures are usually within a fraction of a percentage of the scale figure however if there is a large discrepancy, that indicates a scale needs servicing/calibration.

i am very grateful for this reply, how would they know the weight though say of something like scrap metal that gets loaded on with a crane scoop where each grab can have a different amount of weight

This terminal does not load scrap metal, only coal. There are large magnets above the belt lines at various locations around the site that remove any metal foreign objects and debris. These magnets are inspected and cleaned regularly. They serve the twofold purpose of helping to ensure product quality control as well as protecting the conveyor belts and equipment from damage. It is a very expensive proposition to replace a cut belt both in material and labour but more so in lost production revenues.

i have a question re the marine surveyors, but not to do with this video loading coal. are there marine surveyors in each port where there are cargo ships? and do they always have to check the weight of the load so that it is not loaded too heavy

65k to 100k tonnes depends on the capacity of the ship

6000

@@bruiseyis woowww 6000 mt/h 👍👍

We ship to over 40 countries all over the world. The majority is for steel making with Japan and Korea among the biggest customers.

Bruce Doucette aww nice - australias coal goes mostly fo china but also goes to Japan and a few other asian countrys

Bruce Doucette all that black goodness comes from my home town of elkford b.c.

Hallo

Does any Alberta Coal make it this way? With the NDP's premier, hiw are you guys making out?

Hillary...... Is that you?

Wow.....