CMET LUCKNOW

Made by Capt. P K Khare

BULK CARGO (OTHER THAN GRAIN)

Hold preparation: covered in general
After exchanging pre arrival information from port Loading Sequence is prepared. This gives
details of cargo to be loaded in Holds in each sequence and Tanks to be deballasted. It also
provides the Stresses at end of each sequence
The officer of the watch should know the pre-planned loading procedure regarding quantities to
be loaded in each space, the order of deballasting tanks and shifting the vessel under loading
chutes. The procedure will have been worked out to keep stresses within acceptable limits and to
finish with a satisfactory weight distribution and trim. The officer of the watch should see that the
plan is followed, particularly at berths with only one loading chute, to avoid over-stressing the
ship.
On Bulk Carriers the Quantity of Cargo can only be ascertained by Draft Calculations (Explained
separately)
Care should be taken during loading and discharging to ensure the spillage is kept to minimum.
Shipper must give a certificate to vessel stating that cargo residues can be washed to sea
without harming Marine Life.
Angle of repose
This is the greatest angle from the horizontal to which a substance can be raised without it
shifting. Cargoes most liable to shift are those having a small angler of repose.
Angle of repose of 35 is taken as being the dividing line for bulk cargoes of lesser or greater
shifting hazard and cargoes having angles of repose of more or less than this figure are
considered separately.

Precautions with Bulk Cargoes:

Poisoning and asphyxiation hazards
Certain bulk cargoes are liable to oxidation, which in turn may result in oxygen depletion,
emission of toxic fumes and self-heating. Other bulk cargoes may not oxidize but may emit toxic
fumes.
Certain cargoes may emit toxic gases when wetted. In these cases the ship should be provided
with the appropriate gas detection equipment.
It is important therefore that the shipper inform the master before loading of the existence of any
chemical hazards. The master should refer to IMSB Code and take the necessary precautions,
especially those pertaining to ventilation.
Health hazard from dust
To minimize the chronic risks from exposure to the dust of certain materials carried in bulk, a high standard of personal
hygiene for those exposed to the dust should be observed. The precautions should include not only the use of appropriate
protective clothing and barrier creams when needed but also adequate personal washing especially before meals, and
laundering of outer clothing.
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Flammable atmosphere
Dust created by certain cargoes may constitute an explosion hazard, especially, during loading, unloading and cleaning.
This risk can be minimized at such times by ensuring that ventilation is sufficient to prevent the formation of a dust laden
atmosphere and by hosing down rather than sweeping.
Entering enclosed spaces
Pesticides
The risks of using pesticides include the accumulation of gas in spaces adjacent to the cargo
holds being treated or, if it is essential to ventilate the cargo holds, accumulation of fumigant in
accommodation and working areas.
Fumigants such as Phosphine and Methyl Bromide are poisonous to humans and if they are not
handled correctly, they can also represent a fire risk. They should only be used by specialists and
not by the ships crew.

International Maritime Solid Bulk Cargoes Code (IMSB Code)

CARGOES THAT MAY LIQUEFY (TYPE A CARGOES AS PER IMSB Code)
Liquefaction means that a cargo becomes fluid (liquefies). On ships, this happens when the cargo is compacted by the
ships motion. Cargoes which are prone to liquefaction contain a certain quantity of moisture and small particles, although
they may look relatively dry and granular when loaded. Liquefaction can lead to cargo shift and even to the capsize and
total loss of the ship, and can occur even when cargoes are cohesive and trimmed level.

Examples
Mineral concentrates
Mineral concentrates are refined ores in which valuable components have been enriched by eliminating most waste
materials. They include copper concentrate, iron concentrate, lead concentrate, nickel concentrate and zinc concentrate.
Nickel ore
There are several types of nickel ore which vary in colour, particle size and moisture content. Some may contain clay-like
ores.
Coal
Certain Types of Coal can liquefy if predominantly fine (i.e., if 75% is made up of particles less than 5mm in size).
To control the risks of liquefaction, these cargoes are tested to determine their Transportable Moisture Limit (TML) and
their actual moisture content before they can be shipped. The TML is the maximum moisture content considered safe for
carriage. The actual moisture content of the cargo must be below the TML.
The information supplied by the shipper to the master must include a signed certificate stating the TML, and a signed
certificate or declaration of the cargos actual moisture content.
Cargoes with chemical hazards (TYPE B CARGOES AS PER IMSB Code)
Coal
Coal may create flammable atmospheres, heat spontaneously, deplete oxygen concentration and corrode metal structures.
Some types of coal can produce carbon monoxide or methane.
Direct reduced iron (DRI)
DRI may react with water and air to produce hydrogen and heat. The heat produced may cause ignition. Oxygen
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in enclosed spaces may also be depleted.

Made by Capt. P K Khare

Metal sulphide concentrates

Some sulphide concentrates are prone to oxidation and may have a tendency to self-heat, leading to oxygen
depletion and emission of toxic fumes. Some metal sulphide concentrates may present corrosion problems.
Organic materials
Ammonium nitrate-based fertilisers
Ammonium nitrate-based fertilisers support combustion. If heated, contaminated or closely confined,
they can explode or decompose to release toxic fumes and gases.
Wood products transported in bulk
These cargoes may cause oxygen depletion and increase carbon dioxide in the cargo space and adjacent spaces.
Combustible solids: materials which are readily combustible or easily ignitable
Self-heating solids: materials that self-heat
Solids that evolve into flammable gas when wet:
Materials that emit flammable gases when in contact with water
Solids that evolve toxic gas when wet:
Materials that emit toxic gases when in contact with water
Toxic solids: materials that are acutely toxic to humans if inhaled or brought into contact with skin
Corrosive solids: materials that are corrosive to skin, eyes, metals or respiratory sensitisers.

Segregation
Because of their potential hazards, many Group B cargoes are incompatible and must be
segregated. When segregating cargoes, you should take into account any secondary risks they
present.
Specific risk mitigation measures
The cargos schedule and the information provided by the shipper will detail the precautions you
must take when carrying Group B cargoes. The following are some of the common risk mitigation
measures you will employ.
Fire and explosion
Toxic gas
Corrosion
Cargoes which are neither liable to liquefy nor possess chemical hazards (TYPE C
CARGOES AS PER IMSB Code)
Although Group C cargoes do not present the dangers associated with Group A and B cargoes,
they can still carry risks.
Iron ore and high density cargoes
These cargoes can be extremely dense and can overstress the tanktop. Make sure that their
weight is evenly distributed during loading and during the voyage so that the tanktop is not
overstressed, and also consider trimming the cargo.
Loading rates of iron ore are normally very high and you should also consider the ships
ballasting operations and loading sequences.
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CMET LUCKNOW

Made by Capt. P K Khare

Sand and fine particle materials

Fine particle materials can be abrasive. Silica dust is easily inhaled and can result in respiratory
disease.
Cement
Cement may shift when aerated during loading. Dust can also be produced from this cargo.

Information required on board ship for dangerous goods in solid form in bulk
To carry dangerous goods in solid form in bulk, your ship must have a Document
of Compliance for the Carriage of Dangerous Goods, supplied by the ships flag
or classification society. The Master must have a special list, manifest or stowage
plan identifying the cargos location, and there must be instructions on board for
emergency response.

GRAIN CARGO:
Grains such as wheat, rye, maize, rice, oats, seeds and their processed forms have been
commonly transported by ships. Grains have a tendency to settle and shift within a ship's cargo
compartments.
A compartment may be full when the cargo is loaded but, due to ship's vibration and other
movements, the grain settles leaving space at the top of the cargo. This space allows cargo to
move from side to side in conjunction with the rolling and pitching of the vessel.
As the cargo shifts the vessel lists to one side. The International Grain Code was written at a time
when grain was predominantly carried onboard general cargo vessels, employing methods
including saucering, bundling and strapping. However, modern bulk carriers are designed and
constructed taking the problems of carrying grain into consideration.
A Document of Authorization must be issued by or on behalf of the flag State Administration for
every ship loaded in accordance with the Code, and must be accepted as evidence that the ship
is capable of complying with the Code
The Document of Authorization must accompany or be incorporated into the Grain Loading
Manual provided to enable the master to meet the requirements
The Document of Authorization, grain loading stability data and associated plans may be in the
official language or languages of the issuing country. If the language used is neither English nor
French, the text must include a translation into either English or French.
A copy of the Document of Authorization, grain loading stability data and associated plans must
be placed on board so that the master, if required, may produce them for inspection by the
SOLAS Contracting Government at the loading port
The flag State Administration, or a SOLAS Contracting Government on its behalf, may exempt
individual ships or classes of ship from particular requirements of the Code if it considers that the
sheltered nature and conditions of the voyage are such as to render their application
unreasonable or unnecessary.
Information in printed booklet form (i.e. a Grain Loading Manual) must be provided to enable the
master to ensure that the ship complies with the Code when carrying grain in bulk on an
international voyage.
A ship not having on board a Document of Authorisation issued in accordance with the Code may
be permitted to load bulk grain subject to certain conditions, one of which is that the total weight
of the bulk grain does not exceed one third of the ships deadweight.

Stability criteria for loading Grain.

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CMET LUCKNOW
Made by Capt. P K Khare
One of the most difficult and dangerous cargoes to carry in bulk are grain cargoes. Most grains
have an angle of repose of about 20 from the horizontal, which means that if the ship rolls more
than 20 the cargo will shift. Then this happens the ship will develop a large list, lying on her side
and still rolling will obviously cause a greater shift of cargo which in turn will capsize the vessel.
Most authorities therefore request that the master proves that his ship is capable of remaining
stable even if the grain cargo shifts. This is done by the compiling of the Grain Loading Form
which fully outlines the ships stability at the worse condition on passage.
The bulk carriers' grain loading manual contains Volumetric Heeling Moments (VHM), which are
values based on an assumed surface grain shift of 15 (for a full compartment) and 25 (for a
partially full compartment).
1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:
a) Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck and
hatch covers are filled to the fullest extent possible.
b) Filled compartment, untrimmed the cargo should be trimmed within the hatchway but may be
left at its natural angle of repose on the surrounding area of the hatchway.
2. In partly filled compartments, the surface of bulk grain should be secured by over-stowing
except in cases where heeling moments due to grain shift have been calculated and taken into
consideration for stability of the vessel.
3, The Master shall ensure that the ship:
a. Before loading, can comply with intact stability criteria at all stages of the voyage.
b. Is upright before proceeding to sea.
c. Has all the paperwork completed and onboard.
The metacentric height, after correction for free surfaces, is to be 0.30 m or
greater.
The angle of heel due to grain shift shall be 12 degrees or less.
Legislative Requirements
SOLAS - Carriage of Grain
Intact Stability
The intact stability characteristics of any ship carrying bulk grain shall be shown to meet,
throughout the voyage, at least the following criteria after taking into account in the manner
described in part B of this Code and, in figure the heeling moments due to grain shift:

CMET LUCKNOW

Made by Capt. P K Khare

.1 the angle of heel due to the shift of grain shall not be greater than 12 or in the case of ships
constructed on or after 1 January 1994 the angle at which the deck edge is immersed, whichever
is the lesser;
.2 in the statical stability diagram the net or residual area between the heeling arm curve and
the righting arm curve up to the angle of heel of maximum difference between the ordinates of
the two curves, or 40 or the angle of flooding (), whichever is the least, shall in all conditions of
loading be not less than 0.075 metre-radians; and
.3 the initial metacentric height, after correction for the free surface effects of liquids in tanks,
shall be not less than 0.30 m.
Before loading bulk grain the master shall, if so required by the Contracting Government of the
country of the port of loading, demonstrate the ability of the ship at all stages of any voyage to
comply with the stability criteria required by this section.
After loading, the master shall ensure that the ship is upright before proceeding to sea.

SAMPLE SHIP / SHORE SAFETY CHECKLIST OF

DRY BULK CARGO CARRIERS

Date
Port
Terminal/Quay
Available depth of water in berth ..
Ship's name
Arrival draught (read/calculated)
Calculated departure draught

Minimum air draught*

.

.
Air draught ..
Air draught ..

The master and terminal manager, or their representatives, should complete the check
list jointly. Advice on points to be considered is given in the accompanying guidelines. The
safety of operations requires that all questions should be answered affirmatively and the boxes
ticked. If this is not possible, the reason should be given and agreement reached upon
precautions to be taken between ship and terminal. If a question is considered to be not
applicable write "N/A", explaining why if appropriate.
SHIP
TERMINAL m

CMET LUCKNOW
Made by Capt. P K Khare
1. Is the depth of water at the berth, and the air draught, adequate for the cargo operations to
be completed?

m
2. Are mooring arrangements adequate for all local effects of tide, current, weather, traffic and
craft alongside?

m
3. In emergency, is the ship able to leave the berth at any time?

4. Is their safe access between the ship and the wharf?

Tended by ship/terminal (cross out as appropriate) ..

*The term air draught should be construed carefully: if the ship is in a river or an estuary, it
usually refers to maximum mast height for passing under bridges, while on the berth it usually
refers to the height available or required under the loader or unloader.
5. Is the agreed ship terminal communications system operative?
Communication method
.

Language ..
Radio channels phone numbers ..

6. Are the liaison contact persons during operations positively identified?

Ship contact persons ..
Shore contact person(s) ..
Location

m
7. Are adequate crew on board, and adequate staff in the terminal, for
emergency?

m
8. Have any bunkering operations been advised and agreed?

m
9. Have any intended repairs to wharf or ship whilst alongside been advised and agreed?

m
10. Has a procedure for reporting and recording damage from cargo operations been agreed?

m
11. Has the ship been provided with copies of port and terminal regulations, including safety and
pollution requirements and demands of emergency services?

m
12. Has the shipper provided the master with the properties of the cargo in accordance with the
requirements of chapter VI of SOLAS?

m
13. Is the atmosphere safe in holds and enclosed spaces to which access may be required, have
fumigated cargoes been identified, and has the need for monitoring of atmosphere been agreed
by ship and terminal?

m
14. Have the cargo handling capacity and any limits of travel for each loader/ unloader been
passed to the ship/ terminal?
Loader ..
Loader ..
Loader .
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Made by Capt. P K Khare

m

15. Has a cargo loading or unloading plan been calculated for all stages of loading/ deballasting
or unloading/ballasting?
Copy lodged with .

m
16. Have the holds to be worked been clearly identified in the loading or unloading plan,
showing the sequence of work, and the grade and tonnage of cargo to be transferred
each time the hold is worked?

m
17. Has the need for trimming of cargo in the holds been discussed, and have the method and
extent been agreed ?

m
I 8 . Do both ship and terminal understand and accept that if the ballast programme becomes out
of step with the cargo operation, it will be necessary to suspend cargo operation until the ballast
operation has caught up?

m
19. Have the intended procedures for removing cargo residues lodged in the holds while
unloading been explained to the ship and accepted?

m
20. Have the procedures to adjust the final trim of the loading ship been decided and agreed ?
Tonnage held by the terminal Conveyor system .

m
21. Has the terminal been advised of the time required for the ship to prepare for sea on
completion of cargo work?

m
SHIP

TERMINAL
THE ABOVE HAS BEEN AGREED:
Time
Date
For ship .
for terminal .
Rank
Position/Title .