BULK CARGOES

DEFINITIONS

SOLID BULK CARGO: is any material other than liquid or gas consisting of a combination of particles or granules or
any large pieces of material generally , homogeneous in composition, which is loaded directly into the cargo spaces
of a ship without any intermediate form of containment.

ANGLE OF REPOSE : Is the maximum slope angle of non-cohesive (i.e free flowing) granular material. It is the angle
between a horizontal plane and the cone slope obtained when bulk cargo is loaded on this plane.

CONCENTRATES : It is enriched material obtained after physical or chemical separation of unwanted constituents
from natural ones. Natural ores contain a large percentage of large particles and lumps. Concentrates usually consist
of fine particles or pellets.

MOISTURE CONTENT: Moisture content of a sample is the percentage weight of the water contained in the total
weight of the sample

MC = weight of water / total weight of sample X 100 %

FLOW MOISTURE POINT : It is the percentage moisture content at which a flow state develops under the prescribed
method of test in a representative sample of the material.

TRANSPORTABLE MOISTURE LIMIT ( TML) :

It is the maximum moisture content of a concentrate considered safe for carriage by a general cargo vessel. It is
around 90 % of the FMP.

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MOISTURE MIGRATION

MOISTURE MIGRATION: is the movement of moisture contained in materials by settling and consolidation of the
material due to vibration and ship’s motion. Water is progressively displaced which may result in some portions or all
of the materials developing a flow state.

Introduction
Carrying solid bulk cargoes involves serious risks, which must be managed carefully to safeguard the crew and the
ship. These risks include reduced ship stability, and even capsizing, due to cargo liquefaction; fire or explosion due to
chemical hazards; and damage to ship structures due to poor loading procedures.

General requirements for carrying solid bulk cargoes

Accepting cargoes for shipment

Information required from the shipper

Checking the cargo schedule

Accepting cargoes not listed in the IMSBC Code

Inspecting & Preparing Cargo Spaces

All bulk carrier officers should have clear guidance and instructions available onboard their ship. There should be
guidance on:

1.preparation of holds

2.carriage requirements of bulk cargo

3.safety aspects of bulk cargo carriage etc (liquefaction, heating, hazardous gases, oxygen depletion, entry into
enclosed spaces)

Inspecting & Preparing Cargo Spaces

The commercial and chartering departments are critical in getting the hold cleaning process right. If the problems
that the master and ship face are not fully understood and the ship is asked to do the impossible, accidents and
claims will result. The operational guidance given in the safety management system should address this issue

MASTER’S DUTIES

The master will be given voyage orders as part of the charter party agreement. He will be advised to present his ship
at a port within a laycan that may require the ship’s holds to be cleaned to a certain standard. That standard in the
voyage instructions or charter party should be clear and unambiguous. Those instructions should also be within the
capabilities of the ship and resources onboard. If the instructions cannot be carried out because of, for example,
voyage limitations in time or weather, then the master should inform the owners and charterers so that alternative
arrangements can be made. The master has an obligation to deliver the cargo in the same apparent condition as
loaded.The master should not succumb to taking risks to comply with the charter party instructions if the safety of
the ship or personnel is put at risk.Where there is a requirement to load to a stringent or high standard of
cleanliness, masters of ships with generally poor to moderate condition of holds should be particularly alert to report
the nature of the hold condition to owners.

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To upgrade a hold from poor condition to one clean enough to receive a grain cargo requires considerable time and
resources. The task should not be underestimated.Otherwise, holds can be failed, cargo contamination claims can
arise and charterparty terms can be violated.The master should:

clarify instructions if necessary

make sure that he is aware of the extent of the required hold cleaning

ensure that correct equipment and materials are available onboard

advise charterers of the hold cleaning schedule and progress

keep records of hold cleaning progress (weather and work logs)

consider sending photographs of the cleaned holds to the charterers and owners on completion or where difficulties
arise, as this can be helpful

Cargo contamination problems

Whatever the previous cargo, all holds should be swept clean, and loose scale and rust removed. When reloading
the same cargo commodity, there is a tendency to leave the holds unswept. In general terms, this is not good
practice since the residual cargo can hide damage to the hold or tank top. Traces of previous cargoes, such as
sulphur, sulphur traces in coal cargoes and some fertiliser cargoes may corrode bare steel plate.

SAFETY
Hold cleaning, and operating high-pressure water wash guns at sea in a moving ship, is a hazardous operation. All
personnel must be trained and clearly advised as to their tasks. A permit to work system should be operating and a
‘tool box’ talk should take place before work begins.

These safety concerns should be addressed:

1. hold cleaning operations to be authorized by master and chief officer.

2. Bridge to be contacted and kept informed
3. work permit system in place. master should carry out risk assessments in poor weather (enclosed space
precautions to be taken in closed hatches)
4. all personnel to wear correct personal protective equipment (PPE)
5. all personnel to be aware of the dangers and of their duties
6. only experienced and trained crew to use high-pressure wash guns
7. airlines and hoses should be in good condition
8. if chemicals are used, safety data sheets must be consulted and precautions taken
9. all equipment to be checked before use and confirmed to be in good condition
10. all ladders and accesses to be in sound condition
11. all portable ladders to be properly secured
12. proper lighting to be used
13. proper communications to be available between those in the hold, on deck and on the bridge
14. lifting equipment must be in good condition

Infestation

Holds will be declared unfit to load grain if three or more insects, dead or alive, are found in one hold. The holds will
also be declared unfit if larvae or insect eggs are found. Under the Australian Quarantine Inspection Service rules,
there must be no bugs: any found will result in the hold failing the cleanliness survey.

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Action:

Holds may need to be fumigated prior to being accepted. This can be a costly and time-consuming operation. Special
attention must be given to exposed areas such as under hatch covers, hatch coamings, access ways and bottom
areas of the bulkheads, slopes and tank tops.

SURVEYOR’S INSPECTION AND REQUIREMENTS

Prior to loading grain, all ships are usually subject to a survey by an approved independent surveyor. The surveyor
will require the ship’s particulars, and details of at least the last three cargoes carried. He will then inspect the holds
for cleanliness and infestation, and the presence of any material that could lead to infestation or contamination.
When the surveyor is satisfied, he will issue the ship with a certificate to confirm that the holds are clean. However
this is not a guarantee that the holds are perfectly clean and that no cargo claim will result. Residues of previous
cargo will result in failing of hold

HOLD CLEANING IN BULK CARRIERS – GRAIN

In the dry bulk trades, there are essentially five grades of hold cleanliness:

1. hospital clean, or ‘stringent’ cleanliness

2. grain clean, or high cleanliness
3. normal clean
4. shovel clean
5. load on top

Hospital clean

is the most stringent, requiring the holds to have 100% intact paint coatings on all surfaces, including the tank top,
all ladder rungs and undersides of hatches. The standard of hospital clean is a requirement for certain cargoes, for
example kaolin/china clay, mineral sands including zircon, barytes, rutile sand, ilmenite, fluorspar, chrome ore, soda
ash, rice in bulk, and high grades of wood pulp

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Grain clean

is the most common requirement. A ship will be required to be grain clean for the majority of bulk and break bulk
cargoes, such as all grains, soya meal and soya products, alumina, sulphur, bulk cement, bauxite, concentrates, and
bulk fertilisers. Some ports and shippers may allow a different standard of cleanliness.

Normal clean

means that the holds are swept clean, with no residues of the previous cargo, and washed down (or not, depending
on charterer’s requirements), that is, cleaned sufficiently for taking cargoes similar to or compatible with the
previous shipment

Shovel clean

means that all previous cargo that can be removed with a ‘Bobcat’ or a rough sweep and clean with shovels by the
stevedores or crew. The master should clarify what standard is expected.

Load on top means exactly what it says – the cargo is loaded on top of existing cargo residues. Usually, this means
‘grab cleaned’. This standard will commonly be required where a ship is trading continuously with the same
commodity

Bilge and ballast systems

ship officers should be aware of the way in which the bilge and ballast systems of their ship function. Many incidents
are caused by a lack of knowledge of how the bilge and ballast and eductor systems operate or where the bilge and
ballast systems are common bilge and ballast systems with remotely actuated valves should be routinely checked to
ensure that they are operating correctly. Often, mimic boards indicate that valves are closed when they are in fact
open or partially open, and vice versa. test before each loading that high-level bilge alarms are fully operational

Fuel oil tanks

masters and officers must be aware of the location of the heated fuel oil tanks, masters and officers should monitor
the tank top temperature above the fuel oil tanks as this can affect the integrity of certain cargoes – particularly
grain cargoes, masters and chief engineers should manage the fuel oil onboard to reduce heat damage to cargoes
loaded in holds above heated fuel oil tanks, heat only fuel oil tanks in use

Lime washing

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Hold structures must be protected against aggressively corrosive cargoes e.g salt & sulphur. Lime washing is used as
a protective coating against these cargoes

Effective barriers against corrosive cargoes are:

1. Paint work in good condition

2. Lime washing

All traces of cleaning chemicals must be thoroughly removed

CHEMICALS / PPE

•Attention needs to be paid to:

•if chemicals are to be used as part of the washing-down procedure, agreement on compatibility with the
next intended cargo must be sought from the shippers/ charterers;

•the proposed chemicals must be understood and accurate data must be obtained on their use and safe
handling;

•when a chemical product and/or other specialist equipment is used, proper risk assessments, permits to
work and standard operating procedures must be followed. Tool-box talks should be carried out with all
crew members involved and full/correct PPE must be issued and worn at all times throughout the task;

•cargo residues, wash water and wash water containing chemicals which are Harmful to the Marine
Environment (HME) must be identified as such and disposed of in the correct manner. From 1 January 2013,
new requirements under MARPOL annex V have come into force, which specifically apply to the disposal of
cargo residues and wash water in to the marine environment. All persons involved in the cargo chain must
familiarise themselves with these requirements.

MARPOL REQUIREMENTS

•They basically state that:

•No discharge of cargo residues should occur less than 12 nautical miles from the nearest land, or the
nearest ice shelf.
•No discharge of cargo residues should occur within the six MARPOL defined 'Special Areas'.
•No discharge of any cargo residues specified as HME.
•Hold wash water should be discharged to a suitable reception facility (RF).
Note
•Due to a reported lack of adequate reception facilities at present, MEPC Circular 8104 allows the discharge
of HME cargo residues contained in hold wash water until 31 December 2015 outside Special Areas providing
that:
•Based on the information from the relevant port authorities, the master determines that there are no

adequate RFs at the receiving terminal or at the next port of call.

•The ship is en-route and as far as practicable (but at least 12 nautical miles) from the nearest land.
•Before washing solid bulk cargoes are removed (and bagged for discharge ashore) as far as practicable (and
the holds swept).

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 NOTE
•Filters are used in the bilge wells to collect any remaining solid particles.
•The discharge is recorded in the garbage record book with the flag state notified utilising the revised
consolidated format for reporting alleged inadequacies of port reception facilities stated in
MEPC.1/Circ.469/Rev.2.
•It is still a requirement for receiving terminals to provide adequate port reception facilities for this waste
stream, the circular only provides flexibility for ship owners and operators in the case when receiving
terminals have failed to meet their obligations under the Annex.

Hold preparation Check list

General

1. hold bilge pumping and line arrangements understood

2. standard and extent of hold cleanliness and preparation for the next cargo is known from charterers,
shippers, owners, charterparty, IMSBC Code
3. instructions from charterers are clearly understood
4. ensure ship has sufficient water for a freshwater wash-down; additional freshwater can be taken in the fore
or aft peak tanks. (A panamax bulk carrier requires about 20/25 tonnes of freshwater per hold for freshwater
wash-down
Pre-washing
5. holds swept thoroughly after discharge of previous cargo and residues removed. Residues left on deck are
kept covered to reduce dust and pollution risk
6. holds and internal structures checked for damages
7. bilge wells/strum boxes are cleared of cargo spillage. Bilge cover plate fitted in good order
8. hold bilge sounding pipes and temperature pipes are free of debris
9. do not wash holds where adjacent holds are not free of cargo, or if the bulkhead in the adjacent hold is not
clear of cargo (as there is a potential risk of water damage/ingress)
10. the bilge line to be blanked off from the engine room for holds with cargo during washing
11. bilges of holds with cargo to be sounded frequently during washing
12. before pumping out bilge water, ensure MARPOL and local regulations are not violated
13. fixed fire extinguishing lines should be flushed out with air to remove dust and residues
14. Hold preparation Check list
Post-washing
15. the non-return valves in the bilge well are to be checked and operational
16. bilge wells should be dry. Strum box and bilge cover plate should be clear and secured
17. bilge cover plate should be covered with burlap and secured
18. ensure that all manhole lids on the hold tank top and ballast line blanks in ballast hold are watertight and oil-
tight
19. ensure that ballast well manhole and ballast line blanks are tight
20. ensure that high-level bilge alarms are operational
21. ensure that the stool spaces are drained of water.
22. Cleanliness/preparation – specific cargo may require additional measures
23. remove all previous cargo residues, loose rust and scale. Ensure that loose rust on under-side of hatch covers
is removed
24. after salt water washing, final rinse should be with freshwater. Wash holds with freshwater alone if required
by the charterparty or for the type of cargo

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 25. check for hairline cracks on internals and plating after the holds are washed and cleaned
26. ensure that holds are ventilated and dried. The hold should be inspected very closely for infestation,
especially when grain and grain products are to be loaded
27. carry out a hose test of hatch covers and access hatch covers and vents before loading
28. check ventilation systems and their closing arrangements
29. on completion, the chief officer should inspect the hold to ensure its condition is satisfactory in all respects
for loading
30. the master should inspect the holds for confirmation of cleanliness prior to presenting the holds for survey
31. hold bilges should be sounded daily at sea, weather permitting – the responsible officer should monitor this
32. bilges must be pumped out dry as required
33. bilge sounding/temperature pipes must be closed watertight
After loading
34. avoid carrying ballast in double bottom and top-side tank in way of holds with cargo, unless unavoidable, for
example, for stability reasons
35. ventilate the cargo hold as necessary. Compare the dew point of the hold and of the outside air to avoid
damage from ventilation
36. fuel in tanks in way of cargo holds to be managed. Fuel oil heating in tanks in way of cargo holds should not
exceed 5ºC above the required transfer temperature
37. monitor and record the fuel oil temperature

Hazards due to Bulk Cargoes

Structural- a) Load Density

b) Shear forces & Bending Moments
Stability - a) Initial GM (Too stiff or too tender)
b) Shift of G (Horizontal or Vertical)
Chemical - a) Reaction i) Corrosion or
ii)Toxic vapours
b) Fire i) Spontaneous combustion
ii) External fire
Most Common Hazards of Bulk Cargoes on Board Ships are:-

1.Cargo shift
2.Cargo falling from height
3.Dust from working cargo
4.Cargo Liquefaction
5.Structural damage
6.Oxygen depletion
7.Corrosion
8.Contamination
9.Fire

1. Cargo shift: Cargo shift has always remained as one of the greatest dangers on bulk carriers. This problem is
greater for ships carrying grain cargoes. Grain settles by about 2% of its volume. Because of this settling, small void
spaces exist on the top of grain surface. These void spaces permit the grain to shift. The free flowing characteristics
of grain reduce the stability of any ship carrying it. Trimming is undertaken to reduce the danger of cargo shifting.

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Rolling can also cause shifting of cargo from one side to the other and reduce her positive stability resulting in the
vessel to capsize.
2. Cargo falling from height: Cargoes like iron ore, quartz and steel scraps are high density cargo. There is a
possibility of cargo falling from height during cargo operations. Cargo may either fall from the conveyor belt of the
shiploader or from the discharging grab on to the deck of the ship. People working on deck can get injured badly if
hit by the sizeable lumps of the bulk cargo. It can be as bad as death. Cargo operation should always be monitored
by responsible officers and care should be taken that no unwanted personnel are present on the working area of the
deck. Persons who are involved in the cargo operation should wear protective clothing including hard hats, safety
shoes and highly visible vests.
3. Dust from working cargo: Dust is one of the most common hazards in bulk carriers. Many bulk cargoes are
dusty by nature. Dust particles are small enough to be inhaled and if inhaled can have disastrous effects on health.
Anyone working on the deck can be exposed to high levels of dust. Dust can cause sneezing and irritation of the
eyes. Where possible it is always best to avoid exposure to cargo dust however if exposure cannot be avoided
protective face masks should be worn. Those involved in cargo operation and need to be present on deck when a
dusty cargo is being loaded or discharged and anyone sweeping cargo with a brush or with air should wear a suitable
respirator. Filters should be renewed when soiled. Deck machinery should be properly protected as they can be
adversely affected by dust.
4. Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes are abruptly transformed
from a solid dry state to an almost fluid state. Many common bulk cargoes such as iron ore fines, nickel ore and
various mineral concentrates are examples of materials that may liquefy. Liquefaction means that a cargo becomes
fluid (liquefies). On ships, this happens when the cargo is compacted by the ship’s motion, the moisture in the cargo
migrates to the surface resulting in the development of a flow state.
Liquefaction occurs as a result of compaction of the cargo which results from engine vibrations, ship’s motion and
rolling and wave impact that further causes cargo agitation. Liquefaction results in a flow state to develop. This
permits the cargo to slide and shift in one direction thus creating free surface effect and reducing the GM thereby
reducing stability. Shippers declaration should be thoroughly examined by the chief officer before loading any bulk
cargo. He must make sure that the moisture content of the cargo to be loaded should not exceed the transportable
moisture limit to avoid liquefaction during the voyage. Often shippers declaration turn out to be faulty. Spot checks
can also be carried on board ships to check the moisture content.
5. Structural damage: Heavy cargoes place high loads on the structure and structural failure is therefore
probable. High density cargoes occupy a small area for a large weight that is they have a low stowage factor. It is
therefore important that the tank top has sufficient strength to carry heavy cargoes like iron ore, nickel ore, bauxite
etc . The load density of the tank top should never be exceeded. Tank top strength is provided in the ship’s stability
booklet. Exceeding the maximum permissible cargo load in any of the holds of a ship will lead to over stressing of
local structure. Overloading will induce greater stresses in the double bottom, transverse bulkheads, hatch
coamings, hatch covers, main frames and associated brackets of individual cargo holds. Poor distribution of and/or
inadequate trimming of certain cargoes can result in excessive bending and sheer forces.
6. Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such as wood, paper pulp and
agricultural products may result in rapid and severe oxygen depletion and formation of carbon dioxide. Thus
apparently harmless cargoes may create potentially life threatening conditions. The cargo holds and communicating
spaces in bulk carriers are examples of confined spaces where such toxic atmospheres may develop. Several fatal
accidents can occur when people enter unventilated spaces. The IMSBC code lists the following cargoes as
potentially oxygen depleting: coal, direct reduced iron, sponge iron, sulphide concentrates, ammonium nitrate based
fertilisers, linted cotton seed. Various gaseous products are formed including carbon monoxide, carbon dioxide,
hydrogen sulphide and hydro carbons. Entry of personnel into enclosed spaces should be permitted only when
adequate ventilation and testing of the atmosphere is done with appropriate instruments. Emergency entry may be

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undertaken with SCBA. Some cargoes also use up oxygen within the cargo space. The main examples are rusting of
steel swarf cargoes. Some grain cargoes may also deplete the oxygen content in the cargo space.
7. Corrosion: Some cargoes like coal and sulphur can cause severe damage due to corrosion. Cargoes of
sulphur in bulk are normally subjected to exposed storage and are thus subjected to inclement weather thereby
resulting in the increase of moisture content of the cargo. Wet sulphur is potentially highly corrosive. When sulphur
is loaded, any retained free water filters to the bottom of the holds during the voyage, from where it is pumped out
via the bilges. Some water remains on the tank top and reacts with sulphur. This leads to the release of sulphuric
acid resulting in the corrosion of the ship’s holds. Pond coal which is reclaimed after having been abandoned and
dumped in fresh water ponds usually have high moisture content and sulphur content. This type of coal may be
liable to react with water and produce acids which may corrode parts of the ship.
8. Contamination: Preparation of cargo holds for the next intended carriage is a critical element of bulk carrier
operations. A lack of proper preparation can lead to claims related to cargo quality such as contamination, water
ingress or cargo loss. Residues and dust of previous cargo can contaminate the presently loaded bulk cargo and can
cause cargo stains that are not acceptable. Cement when contaminated by residues of previous cargo reduces its
binding capacity. Unrefined sugar if stored near or above dry, refined sugar can damage it by the draining syrup.
Water ingress may result from leaking hatch covers, back flow through bilge systems, leaking manhole lids and
inadequate monitoring. Cargoes like salt can absorb moisture and dissolve into a liquid. Sugar can ferment in the
presence of moisture. The bilges should be pumped out regularly during the voyage.
9. Fire: Bulk cargoes are deemed to present a great deal of fire hazards. Many bulk cargoes have a tendency to
heat due to the oxidation process taking place during the voyage. Common cargoes like coal, sulphur, cotton,
fishmeal are liable to spontaneous heating. Coal also emits methane which is a flammable gas. When mixed with air
it can form an explosive mixture. Dust created by certain cargoes may constitute an explosion hazard. Sulphur dust
can readily ignite causing an explosion. Friction between cotton bales can cause spontaneous combustion and
produce heat. Fire precautions should be strictly observed on bulk carriers.
The ship as carrier is obliged to care for the cargo in an expert manner to ensure it is discharged in the same state in
which it was loaded. The IMSBC code should be consulted for the safe stowage and shipment of solid bulk cargoes.
Suitable precautions and good seamanship should be adopted to minimise and overcome the hazards of bulk
cargoes.

What is Liquefaction
What is liquefaction and how does it affect cargo?

Liquefaction means that a cargo becomes fluid (liquefies). On ships, this happens when the cargo is compacted by
the ship’s motion, the moisture in the cargo migrates to the surface resulting in the development of a flow state.

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.

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This phenomenon may be described as follows:

.1 the volume of the spaces between the particles reduces as the cargo is compacted owing to the ship motion, etc.;

.2 the reduction in space between cargo particles causes an increase in water pressure in the space; and

.3 the increase in water pressure reduces the friction between cargo particles resulting in a reduction in the shear
strength of the cargo.

Liquefaction does not occur when one of the following conditions is satisfied:

.1 the cargo contains very small particles. In this case particle movement is restricted by cohesion and the water
pressure in spaces between cargo particles does not increase;

.2 the cargo consists of large particles or lumps. Water passes through the spaces between the particles and there is
no increase in the water pressure. Cargoes which consist entirely of large particles will not liquefy;

the cargo contains a high percentage of air and low moisture content. Any increase in the water pressure is
inhibited. Dry cargoes are not liable to liquefy.

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