17 Hazard of Bulk Cargoes

Hazard of Bulk Cargoes
Lectured by Capt. Lumum Ye Myint

Bulk cargo is commodity cargo that is transported unpackaged

in large quantities. It refers to material in either liquid or
granular, particulate form, as a mass of relatively small solids,
such as petroleum/crude oil, grain, coal, or gravel.
Common Hazards Of Bulk Cargo On Ships

Many dry bulk cargoes are also classified as ‘dangerous goods’
requiring special attention during loading, transportation and
discharging. The carriage of solid bulk cargoes possess
potential hazards and thus require efficient and safe stowage
and shipment.
Some of the most common hazards of bulk cargoes on board ships

are mentioned below:
 Liquefaction
 Cargo shift
 Structural damage due to improper
 distribution
 Chemical hazards
 Other health hazards
Liquefaction:
Excessive moisture content in certain cargoes may causes the
cargoes to liquefy due to the vibration caused by the ships
movement. This can cause a flow state to develop, resulting in
a loss of stability and structural damage due to impact.
Compaction and vibration may cause a viscous fluid state to

develop and the cargo may flow to one side of the ship with a
roll one way but not completely return with a roll the other
way. Thus the ship may progressively reach a dangerous heel
and capsize.
Appendix A of the Bulk Cargo (BC) Code provides a list of such
cargoes.
At moisture content above that of the cargoes transportable

moisture limit (TML), shift of cargo may occur as a result of
liquefaction. In case of certain cargoes this can also occur
below TML due to rapid moisture migration. Such cargoes
should be trimmed level and loaded as deep as is possible.
This moisture content in certain cargoes may be as a result of

that cargoes’ properties or because of the fact that many bulk
cargoes are stowed in the open, without shelter. Cargoes
affected include fine granular cargoes such as fine coal and
concentrates.
Precautions as given in the BC Code:

 Ships other than specially constructed ships should only
carry these cargoes if the moisture content does not exceed
the TML, as defined in the code.
 Cargoes containing liquids should not be stowed in the same
cargo space above or adjacent to consignments of cargoes
with a tendency to liquefaction.
 Adequate precautions must be taken to prevent the entry of

water into the holds.
 Whilst at sea, water should not be used as a cooling medium
for such cargoes.
 Specially fitted cargo ships

o If the moisture content exceeds the TML then such
materials may be carried in cargo ships designed with
portable divisions that contain any shift of cargo. Such
divisions should be of sufficient strength and not
constructed of wood.
o Approval from the administration is required prior carrying
such material in these ships
 Specially constructed cargo ships

o Ships may be specially constructed to carry the above
cargoes and will be approved to do so by their respective
administrations.
A simple shipboard test procedure as detailed in the IMSBC

Code is as follows:
• Half fill a cylindrical can (0.5 to 1) with a sample of the
material. Strike a hard surface with the can sharply from a
height of about 0.2 meters, repeating about 25 times at one
or two intervals.
• Examine the surface for free moisture or fluid conditions. If

apparent then arrangements should be made to have
additional laboratory tests conducted before the material is
accepted for shipment.
Prior to loading such cargoes the Master should insist on a

certificate from the shipper or the terminal, detailing the
moisture content of a representative sample of the substance.
Such a certificate will form a part of the information exchange
between ship and terminal, as required by the BLU Code.
Risk of cargo shift:

A shift of cargo on passage may result if non-cohesive cargo is
stowed incorrectly. The risk of cargoes shifting is determined
by their “angle of repose”.
An angle of repose is defined as:

the maximum slope angle of non-cohesive i.e free flowing,
granular material. It is the angle between the horizontal plane
and the cone of such material when at rest on a plane surface.
Cargoes with an angle of repose of less than 35 degrees are
considered to be in danger of shifting. Cargoes with an angle of
repose higher than 35 degrees have less likelihood of shifting
due to the cohesive nature of such cargoes. In other words the
lesser the angle of repose the higher the danger of a cargo shift.
To prevent a shift of cargo, in general, all bulk cargoes should

be trimmed level and to the boundaries of the holds as far as
is possible. At the very least all cargoes must be trimmed to
well below the cargoes’ angle of repose. In case of cargoes
with a very low angle of repose (below 30 degrees), special
precautions are needed and for such cargoes, which will be
similar in nature to grain, the International Grain Code must
be consulted and followed.
Structural hazards due to improper distribution:

Due to increasing numbers of incidents involving casualties
that are caused by structural damage, attention has focused
on this aspect of bulk carriers.
SOLAS chapter XII “Additional safety measures for bulk
carriers” addresses these concerns.
Structural damage to bulk carriers can occur because of

excessive loading rates of high density cargo or due to such
cargo being dropped into the hold from a height. The BLU
code addresses these concerns and such items form a part of
the ship-shore safety checklist on bulk carriers.
Structural damage to bulk carriers can also occur through
improper weight distribution of the cargo. This can be caused
by excessive concentration of weight in a particular area of the
vessel.
Alternate hold loading can cause excessive shearing forces and

resultant stresses in the ships structure, as shown by the
following diagram.
This sort of loading should only be allowed if the alternate
holds are specially strengthened. The advantage of loading
alternate holds is that it raises the centre of gravity and eases
racking stresses.
Block hold loading where cargo is stowed in blocks of two or

more adjoining holds should only be adopted when either
such a loading condition is described in the approved loading
manual or approved local loading criteria defines the
maximum weight limit in each hold or block of holds as a
function of the ships mean draught.
Uneven distribution of the cargo throughout the vessel’s

length can cause excessive shearing forces and bending
moments. Prior to loading a cargo plan must be made and due
allowance must be made for the rates of ballast discharge.
The BLU code details a pro forma loading plan. A Loadicator is

normally used to ensure that the stresses on the ship do not
exceed set limits.
Improper distribution of weight can lead to excessive stability,
especially with high-density cargoes such as iron ore. This can
result in raking stresses on the ship structure. The resulting
heavy rolling caused by excessive stability can also cause a
shift of cargo.
Chemical and Other Health Hazards

Some bulk cargoes, like Sulphur, are hazards to human health
because of their toxic or corrosive nature. Some of these
materials are classified as dangerous goods in the
International Maritime Dangerous Goods Code (IMDG Code),
others are materials which may cause hazards when
transported in bulk. Such material must be carefully
segregated from other materials.
Hazards from such cargoes include the possibility of a

flammable atmosphere being created, for example methane
emission in coal, toxicity, corrosive properties, irritant dust, or
oxygen depletion.
Prior to loading cargoes that have chemical hazards it is
important that adequate information is obtained from the
shipper.
This information should list all known chemical hazards of the

cargo and the precautions to be taken on board. Such
precautions will include, among other things, proper PPE to be
worn, atmosphere tests, no smoking regulations enforced,
proper cargo venting precautions, protecting machinery from
cargo dust, wearing of dust masks, and securing of all
openings to the accommodation.

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Hazard of Bulk Cargoes

Lectured by Capt. Lumum Ye Myint

Bulk cargo is commodity cargo that is transported unpackaged

Common Hazards Of Bulk Cargo On Ships

Some of the most common hazards of bulk cargoes on board ships

Compaction and vibration may cause a viscous fluid state to

At moisture content above that of the cargoes transportable

This moisture content in certain cargoes may be as a result of

Precautions as given in the BC Code:

 Adequate precautions must be taken to prevent the entry of

 Specially fitted cargo ships

 Specially constructed cargo ships

A simple shipboard test procedure as detailed in the IMSBC

• Examine the surface for free moisture or fluid conditions. If

Prior to loading such cargoes the Master should insist on a

Risk of cargo shift:

An angle of repose is defined as:

To prevent a shift of cargo, in general, all bulk cargoes should

Structural hazards due to improper distribution:

Structural damage to bulk carriers can occur because of

Alternate hold loading can cause excessive shearing forces and

Block hold loading where cargo is stowed in blocks of two or

Uneven distribution of the cargo throughout the vessel’s

The BLU code details a pro forma loading plan. A Loadicator is

Chemical and Other Health Hazards

Hazards from such cargoes include the possibility of a

This information should list all known chemical hazards of the

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