UREA

Urea is the most widely-produced and commonly-traded nitrogen

fertilizer. Production amounts to around 150m tonnes a year, of which
about 40m tonnes are traded internationally.
The main exporters are producers in areas where feedstock costs are
lowest, notably the Middle East, Russia, Ukraine and Caribbean. An
estimated 10-15% of urea manufactured is used in industrial
processes, mainly the production of melamine and resins and as an
animal feed.
The balance is used in agriculture. Due to primary use being in
agriculture, demand for urea is very seasonal.
Urea contains 46% nitrogen by weight. It is made by combining
anhydrous ammonia and carbon dioxide produced in the manufacture
of the ammonia. For this reason, urea plants are always located
adjacent to upstream ammonia units.
The production of one tonne of urea requires 0.58 tonnes of ammonia
and 0.76 tonnes of CO2. Urea is produced initially in liquid form and
then generally solidified either through granulation or prilling.
Granular production is expected to outpace prilled production in the
next decade. Granular urea has superior handling, storage and

spreading characteristics.
Where urea is kept in liquid form it is normally combined with
ammonium nitrate to produce a urea ammonium nitrate solution (28-

32% nitrogen) for sale to the agricultural sector.

Urea is not considered to be a hazardous substance at normal
temperature.

It is not flammable and no special precautions are necessary in

handling.

Handling and Loading of Urea

Urea is shipped in bags, drums or bulk and used as a fertilizer. Urea,
grouped as a nitrogen giving nutrient to soil, must not come into
contact with alkaline materials such as basic slag or lime. If heated
significantly can give off toxic gases. Ensure cool stow in a GP
container.
Contamination of bulk urea (granular and prilled) with flakes of hold
paint is becoming more of a common occurrence. The problem is not
caused by the use of incorrect paints, but more by poor condition or
by the fact that paint has been improperly applied, with steel
surfaces having not been properly prepared.
This is not helped by the fact that urea is made from a synthesis of
ammonia and carbon dioxide. In transit some ammonia is vented
and this can work its way under loose paint. Since ammonia is a
scourging/cleaning agent it attacks the bond between the paint and
the steel surface.
This problem is made worse if the cargo is wet and/or there is water
or condensation in the hold. This is because the scourging effect of
ammonia is much higher when it is in a water solution.
If ventilating does take place it will really only remove the ammonia
at the top of the stow and could increase the risk of an ingress of sea
air with high moisture content which could increase the risk of water
condensation within the cargo.

Recommendations are that ships carrying this type of

cargo should not ventilate during the loaded voyage.
Risk Factors
No special hazards. Urea is non-combustible or has a low firerisk. This cargo is hygroscopic and will cake if wet. Urea (either pure or
impure) may, in the presence of moisture, damage paintwork or
corrode steel.
Consult the IMSBC Code (International Maritime Solid Bulk Cargoes
Code), the IMDG Code (International Maritime Dangerous Goods Code)
and applicable MSDS sheet for safe handling/carriage.

TYPES OF
HAZARD/
EXPOSURE
INHALATION
SKIN
EYES
INGESTION

ACUTE HAZARDS/
SYMPTOMS
Cough. Shortness of breath.
Sore throat.
Redness.
Redness.
Convulsions. Headache. Nausea.
Vomiting.

PREVENTION
Local exhaust.
Protective gloves.
Safety spectacles.
Do not eat, drink, or smoke during
work.

Precautionary Measures For Preserving Fertilizer (Urea) Bulk

Clean, dry holds, free of contamination and loose rust.
Tight hatch covers, sea-going vessels to be tested by using Ultrasound
Leak Detector.

 Repair when the hatch covering is not tight (rubber gaskets,

compression bar).
Bulkheads of wood should be covered with plastic.
Treat tank tops with rust remover before loading technical urea and
calcium nitrate.
Cargo should be covered completely with plastic sheeting and fastened
with sticks.
Loading must not occur during precipitation or heavy fog.
Transport by truck or wagon should be dry, clean and covered against
weather and spillage.
Avoid high product drop during loading. Cascade loading spout or
conveyor belts are preferred.
The cargo shall be trimmed according to IMO-regulations (BC code). If
possible, trimming should be restricted to the end of the loading.

Discharging

Shore cranes or ship cranes equipped with grabs are recommended.

Inspect the cargo before start of discharge; check the hatch coamings
and the cargo surface. If the product is damaged (contamination/water
ingress), call for surveyors and inform the master about this decision.

Take photos of any damaged goods and send them to the nearest local
customer service unit.

If the damage has resulted in product being spilled, then this should be
dealt with in accordance with the directions given on the product
Safety Data Sheet (SDS).

Do not remove the plastic covering the product until unloading starts.

Do not discharge during precipitation or heavy fog. Close the hatches.

Ensure that water damaged cargo and contaminants are separated

from sound product.

Do not mix spilled or wet material on the quay or deck of vessel with
sound product.

When cleaning holds, put the bobcat into the hold as soon as a
significant area of the tank top is reached.

Minimize driving into the product to reduce formation of dust and fines.

Be careful in handling the product to avoid crushing.

Keep unloading equipment clean and dry.

Fast unloading operation is important to reduce water absorption.

Remove spillage from grab hopper frequently.