Everything you need to know about taking Grain abo... / 四六文摘

Grain includes oneof the following:-

(1) Wheat
(2) Maize
(3) Oats
(4) Rye
(5) Barley
(6) Rice
(7) Pulses
(8) Seeds

(Any of the above can cause self combustion due to the gases given off)

(Q) How can youfind out if you can carry 20,000 tonnes of grain on his vessel?
(a) You need to refer to the vessel's stability book to see what the vessel cancarry in each hold

Also check out thefollowing

(1) Check out thegrain loading plans

(2) Check out the stowage details for the grain (Stowage factor which you getfrom the shipper)
Find out the ships volume for that compartment which is in the ships cargoplan, then you get the stowage factor from the shipper, the person who own'sthe grain

(3) Find out whattype of grain your taking onboard and see if it gives off dangerous gases

(4) Find out thefreeboard/draught before loading and after loading

(5) make sure thegrain cannot shift by using boards transversely and athwart-ships to minimizeF.S.E.

(6) Check foroverheating (Sweating by cargo sweat or ships sweat) Both are very dangerous(both can self-ignite)

(Q) What is CargoSweat and what is ships sweat?
(a) Cargo Sweat is where the air in the hold is hotter that the air outside thehold
Ships sweat is where the air outside the hold is hotter that the air inside thehold

(Q) What check'swould you take before loading 'Grain'?
(a) Make sure that the vessel is totally empty and fumigated (it can be oxygendeficient or have flammable gases in it)

(Q) What is themain danger when going into a hold that has not been fumigated?
(a) No oxygen, the fumes inside a hold can kill, it's happened a lot of timesin the past

(Q) What are theRules for entering an enclosed space?

(1) Get theskippers permission
(2) Ventilate the enclosed space
(3) Test the oxygen count
(4) Put S.C.B.A. (Self Contained Breathing Apparatus) on (if needed)
(5) Use a lifeline
(6) Have someone trained in first aid close by
(7) Have fire-extinguishers close by
(8) Use hard-hats, protective clothing, steel-toe cap boots and gloves
(9) Inform the skipper when done

(Q) If you have ahold that has slack tanks with the amount of grain in it, what should you dowith this?
(a) Look up the SOLAS manual this will give you the angle of repose and theamount of space you need fro expansion for the grain to expand

(Q) What is anAngle of Repose?
(a) This is the maximum angle you can have the grain at

Check out thestability book to make sure you can safely take this amount of grain onboard
Make sure the ship is fumigated before the grain is taken aboard (it can beoxygen deficient or have flammable gases in it)

When a ship isfumigated, the detailed recommendations contained in the Recommendations on theSafe Use of Pesticides in Ships' should be followed. Spaces adjacent tofumigated spaces should be treated as if fumigated.

CONCLUSION

Failure to observesimple procedures can lead to people being unexpectedly overcome when enteringenclosed spaces. Observance of the principals outlined above will form areliable basis for assessing risks in such spaces and for taking necessaryprecautions

Check out the grainloading plans
Check out the stowage details for the grain
Find out the type of grain carried and see what (if any) gases it gives off
Find the total weight of the grain
Find out what draft and freeboard you have before loading and after loading
Make sure that the grain cannot shift by taking precautions using boardstransversely and athwart ships to minimize F.S.E. (Free Surface Effect)
Watch for overheating (sweating though Cargo sweat or Ships sweat) both aredangerous and can ignite and explode by itself

Cargo Information

The shipper mustsupply the master with all the relevant information well in advance prior totaking any cargo onboard, the master needs this information so he can plan howto stow the cargo so it will be safe, the master will require the followinginformation;

For general cargoesor cargo units

(1) A descriptionof the cargo
(2) the gross weight of the cargo
(3) The Dimensions of the cargo
(4) Any special properties of the cargo

For Bulk Cargoes

(1) The stowagefactor of the cargo
(2) The trimming procedures
(3) For concentrate or other cargo which may liquefy, additional information inthe form of a certificate indicating the moisture content of the cargo and itstransportable moisture limit;

Bulk cargoes which are not classified in accordance with Regulation VII/2 ofthe SOLAS Convention, but have chemical properties that may create a potentialhazard

Information on thechemical properties besides the information for bulk cargoes above

All information must be given to the master prior to loading any cargo onproper shipping documentation (the master must check that this documentation iscorrect before taking the cargo onboard – accidents has happened because of thedocumentation being wrong)

With containers and cargo units the shipper must check that the grosstonnage/dimensions are correct (an near accident happened with a documentsaying the gross tonnage of a container was 3 tonnes – with it’s contents, themaster was asked to take the container aboard with the ships crane – the cranehad a S.W.L. of 5 tonnes, when the crane took the initial weight of thecontainer, the initial strain taken made
the ship list badly towards the quay, the master screamed to stop the cranewhich the crane operator did, later they found the gross weight of the containerwas 7 tonnes – a misprint – but it could have been a nasty accident)
If the shipper or the agent does not supply the documentation to the master theforwarder shall supply the information well in advance
A master will not take cargo aboard without all the information he requires(this is an offence if he does)

Cargo Documentation

Every cargo except a ship carrying grain shall have thefollowing documentation

(1) the Code ofSafe Practice for Cargo Stowage and Securing adopted by the Organization by ResolutionA.714(17), 1992 edition;

(2) the Code of Safe Practice for Ships Carrying Timber Deck Cargoes adopted bythe Organization by Resolution A.715(17), 1992 edition; and

(3) the Code of Safe Practice for Solid Bulk Cargoes (BC Code) adopted by the Organizationby Resolution A.434(XI), 1991 edition.

Every vessel carrying grain shall have the following documentationonboard;

International Grain Code

Stowage and securing

The operator andmaster must ensure that the following are undertaken;

(1) cargo and cargo units carried on or under deck are loaded, stowed andsecured so as to prevent as far as is practicable, throughout the voyage,damage or hazard to the ship and the persons on board, and loss of cargooverboard

(2) appropriate precautions are taken during loading and transport of heavycargoes or cargoes with abnormal physical dimensions to ensure that nostructural damage to the ship occurs and to maintain adequate stabilitythroughout the voyage;

(3) appropriate precautions are taken during loading and transport of cargounits on board ro-ro ships, especially with regard to the securing arrangementson board such ships and on the cargo units and with regard to the strength ofthe securing points and lashings.

The shipper mustensure that:

(1) the cargo is packed and secured so as to prevent, throughout any voyage,damage or hazard to the ship and the persons on board; and

(2) if the cargo unit is a container, it is not loaded to more than the maximumgross weight indicated on the Safety Approval Plate attached to the containerin accordance with the International Convention for Safe Containers (CSC 1972),published by the Organization.

Oxygen analysis and gas detection equipment
Ships carrying cargoes that emit a toxic or flammable gas or causesoxygen depletion

(1) In the case of a ship transporting or accepting for transport a bulk cargowhich is liable to emit a toxic or flammable gas, or cause oxygen depletion inthe cargo hold, an appropriate instrument for measuring the concentration ofgas or oxygen in the air shall be provided together with detailed instructionsfor its use. Such an instrument shall be of a type approved by a CertifyingAuthority, and the crew shall be trained in its use.

(2) The operator of a ship which transports, or the master who accepts forcarriage, such a bulk cargo without ensuring that paragraph (1) has beencomplied with shall be guilty of an offence.

The use of pesticides in ships

(1) Where pesticides are used in cargo spaces, they shall be used in accordancewith Merchant Shipping Notice M.1534 ('Recommendations on the Safe Use ofPesticides in Ships').

(2) If paragraph (1) is not complied with the operator and master shall each beguilty of an offence.
Special Provisions For Bulk Cargoes Other Than Grain

A master will only accept a bulk cargo in the following conditions

(1) Prior to loading a bulk cargo the master shall be in possession of approvedstability information, as required by the Merchant Shipping (Load Line) Rules1968[4], containing comprehensive information on the ship's stability and onthe distribution of cargo and ballast for the standard loading conditions

(2) The master shall not accept for loading concentrates or other cargoes whichmay liquefy unless either the moisture content of the cargo indicated in thecertificate referred to in regulation 4(1)(b) is less than its transportablemoisture limit or appropriate safety arrangements are made to the satisfactionof the Certifying Authority to ensure adequate stability in the case of cargoshifting, and the ship has adequate structural integrity.

(3) Prior toloading a bulk cargo referred to in regulation 4(1)(c), appropriate specialprecautions for its safe carriage shall be taken.

(4) The operatorshall ensure that the master is furnished with the information referred to inparagraph (1).

(5)
(a) The master shall not accept cargo for loading unless he has possession ofapproved stability information, as required by the Merchant Shipping (LoadLine) Rules 1968[4], containing comprehensive information on the ship'sstability and on the distribution of cargo and ballast for the standard loadingconditions

(b) The master shall not accept for loading concentrates or other cargoes whichmay liquefy unless either the moisture content of the cargo indicated in thecertificate referred to in regulation 4(1)(b) is less than its transportablemoisture limit or appropriate safety arrangements are made to the satisfactionof the Certifying Authority to ensure adequate stability in the case of cargo shifting,and the ship has adequate structural integrity.

(c) he is satisfied that, in the case of a cargo to which paragraph (3)applies, the precautions required by that paragraph have been taken.
Stowage of bulk cargo

(1) The master shall ensure that bulk cargoes are loaded and trimmed reasonablylevel, as necessary, to the boundaries of the cargo space so as to minimize therisk of shifting.

(2) When bulkcargoes are carried in 'tween decks, the master shall ensure that the hatchwaysof such 'tween decks shall be closed in those cases where the loadinginformation indicates an unacceptable level of stress of the bottom structureif the hatchways are left open. The cargo shall be trimmed reasonably level andshall either extend from side to side or be secured by additional longitudinaldivisions of sufficient strength. The safe load-carrying capacity of the 'tweendecks shall be observed to ensure that the deck-structure is not overloaded

Requirements for Cargo Ships Carrying Grain
International Grain Code

(1) A ship carryinggrain shall comply with the requirements of the International Grain Code

(2) Without prejudice to paragraph (1) or any other requirement of theseRegulations, the operator and master shall ensure that:
(a) a ship loading grain complies with the International Grain Code; and
(b) subject to paragraph (4)(b), the ship has on board a document ofauthorization as required by the International Grain Code. In the case of aUnited Kingdomship the document of authorization shall be issued by the Certifying Authority.

(3) Except when a ship may be in distress, the operator and master shall notpermit a ship loaded with grain in bulk outside theUnited Kingdomto enter any port intheUnited Kingdomso laden, unless the ship has been loaded in accordance with the InternationalGrain Code.

(4) No person shallorder the commencement of the loading of grain into a ship in the UnitedKingdom unless he is satisfied that:
(a) the ship has on board a document of authorization referred to in paragraph (2)(b);or
(b) the master has demonstrated to the satisfaction of the Certifying Authoritythat the ship will, in its proposed loading condition, comply with theappropriate requirements of the International Grain Code and has obtained adocument to this effect signed by a surveyor of such a Certifying Authority.

(5) An operator or master who contravenes paragraph (2) or (3) shall be guiltyof an offence.

(6) A person whocontravenes paragraph (4) shall be guilty of an offence.

Enforcement
Power to detain

12. In any case where a ship does not comply with the requirements of theseRegulations the ship shall be liable to be detained and section 284 of theMerchant Shipping Act 1995 (which relates to the detention of a ship) shallhave effect in relation to the ship, subject to the modification that as if forthe words 'this Act', wherever they appear, there were substitutedthe words 'the Merchant Shipping (Carriage of Cargoes) Regulations1997'.

Penalties and defences

13. - (1) A person guilty of an offence under Part II, III or IV of theseRegulations shall be liable on summary conviction to a fine not exceeding thestatutory maximum or, on conviction on indictment, to imprisonment for a termnot exceeding two years or a fine or both.

(2) In anyproceedings for an offence under Part II, III or IV of these Regulations itshall be a defence for a person to prove that all reasonable steps had beentaken by that person to ensure compliance with the Regulations.

Offences due to thefault of another person
14. Where the commission by any person of an offence under Part II, III or IVof these Regulations is due to the act or default of some other person, thatother person shall be guilty of the offence. A person may be charged with andconvicted of the offence by virtue of this Regulation whether or notproceedings are taken against the first mentioned person.

Equivalents and exemptions

15.
(i) Where these Regulations, or information referred to in these Regulations,require that a particular piece of equipment, or type thereof, shall beprovided or carried in a ship, or that any particular provision shall be made,the Certifying Authority shall permit any other piece of equipment to beprovided or carried, or any other provision to be made in that ship if he is satisfiedby trials thereof or otherwise that such other piece of equipment or provisionis at least as effective as that required by these Regulations, or informationreferred to in these Regulations.

(ii) For thepurposes of these Regulations, the results of verification and tests carriedout by bodies or laboratories of other member States of the Organizationoffering suitable and satisfactory guarantees of technical and professionalcompetence and independence shall be accepted.

(iii) The Secretaryof State may exempt any ship from all or any of the provisions of theseRegulations as may be specified in the exemption on such terms (if any) as hemay specify and, depending on the circumstances, he may also alter or cancelsuch an exemption.

SOLAS Chapter XII regulations

The regulations state that all new bulk carriers 150 metres or more in length(built after 1 July 1999) carrying cargoes with a density of 1,000 kg/m3 andabove should have sufficient strength to withstand flooding of any one cargohold, taking into account dynamic effects resulting from presence of water inthe hold and taking into account recommendations adopted by IMO.

For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1,780 kg/m3 andabove, the transverse watertight bulkhead between the two foremost cargo holdsand the double bottom of the foremost cargo hold should have sufficientstrength to withstand flooding and the related dynamic effects in the foremostcargo hold.
Cargoes with a density of 1,780 kg/m3 and above include iron ore, pig iron,steel, bauxite and cement. Less dense cargoes, but with a density of more than1,000 kg/m3, include grains such as wheat and rice, and timber.

Chapter XII allows surveyors to take into account restrictions on the cargocarried when considering the need for, and the extent of, strengthening of thetransverse watertight bulkhead or double bottom. When restrictions on cargoesare imposed, the bulk carrier should be permanently marked with a solidtriangle on its side shell.

The date of application of Chapter XII to existing bulk carriers depends ontheir age. Bulk carriers which are 20 years old and over on 1 July 1999 will have tocomply by the date of the first intermediate or periodical survey after thatdate, whichever is sooner. Bulk carriers aged 15-20 years must comply by thefirst periodical survey after 1 July 1999, but not later than 1 July 2002. Bulk carriers less than 15 yearsold must comply by the date of the first periodical survey after the ship reaches15 years of age, but not later than the date on which the ship reaches 17 yearsof age.
Bulk carrier safety background

Modern bulk carriers, often described as the workhorses of maritime trade, canbe traced back to the 1950s when shipyards began building ships designedspecifically for carrying non-packed commodities such as grains or ores.

IMO has been concerned with the safety of these ships since it first met in1959. The 1960 SOLAS Convention - later replaced by SOLAS 1974 - included achapter devoted to the carriage of grain, while a Code of Safe Practice forSolid Bulk Cargoes (BC) was adopted in 1965. Over the years, IMO has amendedsections of the SOLAS Convention applicable to bulk carriers to keep it up todate, revised the BC Code and adopted the International Code for the SafeCarriage of Grain in Bulk (International Grain Code), which was subsequentlymade mandatory under SOLAS.

But a dramatic increase in bulk carrier losses in the early 1990s raised alarmbells at IMO. Many ships involved suffered severe structural damage andsometimes literally broke in two, often with heavy loss of life. In 1990, 20bulk carriers were lost with 94 fatalities, and in 1991 24 bulk carriers werelost with 154 lives.

As a result, the Assembly of IMO in 1991 adopted an interim resolution,proposed by the Secretary-General, Mr. William A. O'Neil, to improve bulkcarrier safety, concentrating on paying attention to the structural integrityand seaworthiness of ships and ensuring loading and carrying of cargo would notcause undue stresses.

The casualty rateimproved after this, but in 1994 was again causing concern. On therecommendation of Mr. O'Neil, IMO therefore established a correspondence groupto consider the whole issue of bulk carrier safety and make proposals forchanges in existing conventions concerning the structure and operation of bulkcarriers.

Current work on bulk carrier safety
IMO is currently reviewing whether further measures will be needed to enhancebulk carrier safety, following the publication of theUnited Kingdomreport into the sinking of the bulk carrier Derbyshire in 1980, with the lossof all on board.

The report was presented to the Maritime Safety Committee (MSC) in May 1998 bytheUnited Kingdomand contains further recommendations relating to the design and construction ofbulk carriers. Issues under consideration by the MSC and its Sub-Committeesinclude:

1. strength of hatch covers and coamings;
2. freeboard and bow height;
3. reserve buoyancy at fore end, including forecastles;
4. structural means to reduce loads on hatch covers and forward structure; and
5. fore deck and fore end access.

Glossary

Appropriate cargo information/documentation is the cargo stowage and securingmanuals

Cargo means any cargo with it’s own hazard with the exception of liquid/gas inbulk and dangerous goods

Cargo hold means any space/hold designed to carry cargo

Cargo Unit is any Container/Pallet/vehicle-trailer/flat/portable-tank or anyother loading equipment which belongs to a ship but is not part of the ship

Cargoes which may liquefy means cargoes which are subject to moisture migrationand subsequent liquefaction if shipped with a moisture content in excess of thetransportable moisture limit;

Container means an article of transport as defined in the InternationalConvention for Safe Containers, (CSC 1972), published by the Organization;

Dangerous goods has the meaning given by regulation 1(3) of the MerchantShipping (Dangerous Goods and Marine Pollutants) Regulations 1990[3], and'Dangerous Goods Regulations' means those Regulations;

Flow moisture point means the percentage moisture content (wet weight basis) atwhich a flow state develops under the methods of test in a representativesample of the material as prescribed by the Code of Safe Practice for SolidBulk Cargoes (BC Code), published by the Organization;

Flow state means the condition when a mass of granular material is saturatedwith liquid to an extent that under prevailing external forces such asvibration, impaction or ship's motion, it loses its internal shear strength andbehaves as a liquid;

Forwarder means a person who receives the appropriate cargo information inpreparation for eventual delivery of the cargo to the ship or its agent, andmay include a cargo packer or consolidator;

Grain includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds andprocessed forms thereof whose behavior is similar to that of grain in itsnatural state;

International grain code means the International Code for the Safe Carriage ofGrain in Bulk adopted by the Maritime Safety Committee of the Organization byresolution MSC.23(59) on 23rd May 1991;

Moisture content means the amount of moisture present in a particular sampleexpressed as a percentage by weight of the total wet weight of the sample;

Offshore supply vessel means a ship which is used for the transportation ofstores, materials, equipment and personnel between a base ashore and offshoreinstallations or between offshore installations;

Operator in relation to a ship means any owner, charterer, manager and agent ofthe ship;

Shipper means any person who, whether as principal or agent for another,consigns goods for carriage by sea;

Transportable moisture limit means 9/10ths of the flow moisture point;

Trimmed means any levelling of the material within a cargo space, eitherpartial or total, by means of loading spouts or chutes, portable machinery,equipment or manual labour.

Calculation ofStability for a Vessel Loading Bulk Grain in Accordance with CanadianRegulations

Captain:

You are required to complete a stability calculationprior to the commencement of loading. This is to indicate your vessel's worstcondition during the forthcoming voyage. The calculation should be made on thisform and presented to the Port Warden before the vessel can be issued with aCertificate of Readiness to Load. If there are any subsequent changes to theoriginal stowage plan, (tonnages, commodities or stowage factors), you shouldprepare a corrected plan for the Port Warden's approval.

The manner in which this calculation is made will dependupon

Your type of vessel
The geographical position of your loading port, and
The type of grain stability information with which your vessel has been provided.

TYPE 1 CALCULATION (5° ANGLE OFHEEL)

If your vessel is a bulk carrier and an 'existingship' under the provisions ofIMCOResolution A264 (VIII)Part B, Sec. V(B), you are required to prove that your vessel's angle of heel,if grain shifts, will not exceed 5°. Your stability information will indicateif your vessel is of this type and if so you should complete onlyTables I, II, III, IV, and VII A.

If your vessel has to meet the provisions of Regulation 4of the above Resolution, i.e. Maximum Values of (a) Angle of Heel 12°, andMinimum Values of (b) Residual Stability 0.075 metre radians and (c)GM0.30M, you should complete the form by one of the following methods.

TYPE 2 CALCULATION (ALLOWABLE*UPSETTING MOMENTS, 12° ANGLE OF HEEL)

If your vessel's grain stability information contains atable of Allowable Upsetting Moments complete only tables I, II, III, IV, V,and VI.

TYPE 3 CALCULATION (WITHOUTALLOWABLE UPSETTING MOMENTS, 12° ANGLE OF HEEL) ABBR.

If you are not provided with a table of AllowableUpsetting Moments complete only Tables I, II, III, IV, VIIBand VIII.

If however theGZcurve depicted in your grainstability information booklet that is closest to your proposed loadingcondition is not of a normal configuration, or themaximumGZvalue of such curve occurs before 40°, then youshould complete:

TYPE 4 CALCULATION (WITHOUTALLOWABLE UPSETTING MOMENTS, 12° ANGLE OF HEEL) FULL

In this case complete tables I, II, III, IV, V, VIIB andIX.

TYPE 5 CALCULATION (5° ANGLE OFHEEL) TANKERS

If your vessel is a tanker all tanks except two (twowings or two centres) must be trimmed full or you will be required to meet theconditions described in TYPE I above (5° Angle of Heel).

Your Administration may have provided you with astatement stating that your vessel at all times meets the required conditionsfor draft and initialGMvalues and in this case nocalculation is necessary. Alternatively you may have information enabling youto complete a TYPE I Calculation. If not you should complete only Tables I, II,III, and VIIC.

TYPE 6 CALCULATION (REDUCEDSTABILITY CRITERIA, SHELTERED WATERS)

If your vessel is loading at more than one port withinsheltered waters you may not be able to meet fully the requirements laid downin your stability documents whilst in transit between such ports. In thisinstance you may take advantage of arelaxation of such requirements whilst in transit between ports. In this caseyou should complete tables I, II, III and X.

If you meet the requirements of Table X your vessel willnot in fact list more than 15° if grain in all slack holds shifts through anangle with the horizontal of 12°, nor will your available freeboard be immersedby more than 50%. Before taking advantage of this provision you are advised tostudy Section 11 of the Canadian Grain Regulations.

If it is decided to take advantage of this relaxation, itshould be borne in mind that your vessel will have to comply fully with theRegulations prior to departure from sheltered waters.

OTHER CONDITIONS

Vessels having onboard documents requiring other than thecriteria described above, or no documents, should consult with the Port Wardenfor further instructions.

* It is possible that the term 'heeling moment'is used in some stability booklets. This term is an alternative for'upsetting moment' and the two are to be taken to mean the same.

LIST OF CHANGES

The Canadian Regulations referred to in this notice are no longer the 'Grain Regulations', these were repealed and these provisions may now be found in the 'Cargo, Fumigation and Tackle Regulations', Division (3).
The provisions of the regulations such as verifications of calculations, corrections, Certificates of Readiness to Load, etc are verified by Transport Canada Marine Safety Inspectors or by a Port Warden.
For Type 6 Calculations (reduced stability criteria, sheltered waters), this now applies to 'certain waters' and before taking advantage of this provision you are advised to study Section 125 of the Cargo Fumigation and Tackle Regulations.
Grain Stability Form /PDFFile form # : 82-0579

Bulk carrier guide for international grain code requirements

Grains such as wheat, rye, maize, rice, oats, seeds andtheir processed forms have been commonly transported by ships. Grains have atendency to settle and shift within a ship's cargo compartments. A compartmentmay be full when the cargo is loaded but, due to ship's vibration and othermovements, the grain settles leaving space at the top of the cargo. This spaceallows cargo to move from side to side in conjunction with the rolling andpitching of the vessel.

As the cargo shifts the vessel lists to one side. TheInternational Grain Code was written at a time when grain was predominantlycarried onboard general cargo vessels, employing methods including saucering,bundling and strapping. However, modern bulk carriers are designed andconstructed taking the problems of carrying grain into consideration. The BLUCode refers to loading and discharging operations and develops an understandingof procedures.

SOLAS regulation VI/9.1 (Requirements for cargo ships carryinggrain) provides that a cargo ship carrying grain must hold a Document ofAuthorization as required by the International Grain Code, and for the purposesof regulation 9, the requirements of the Code should be treated as mandatory. Aship without a Document of Authorization must not load grain until the mastersatisfies the flag State Administration, or the SOLAS Contracting Government ofthe port of loading on behalf of the Administration, that the ship will complywith the requirements of the International Grain Code in its proposed loadedcondition (regulation 9.2).

The International Code for the Safe Carriage of Grain inBulk is commonly called the “International Grain Code” was adopted by the IMOMaritime Safety Committee by resolution MSC.23(59). It applies to shipsregardless of size, including those of less than 500gt, engaged in the carriageof grain in bulk, to which part C of chapter VI of the 1974 SOLAS Convention,as amended, applies (A 1.1).

Grain Code defines “grain” as including wheat, maize(corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof,whose behaviour is similar to that of grain in its natural state .

A Document of Authorization must be issued by or onbehalf of the flag State Administration for every ship loaded in accordancewith the Code, and must be accepted as evidence that the ship is capable ofcomplying with the Code (A 3.1).

The Document of Authorization must accompany or beincorporated into the Grain Loading Manual provided to enable the master tomeet the requirements of A 7 (A 3.2). The Manual must meet the requirements ofA 6.3 (A 3.2).

The Document of Authorization, grain loading stabilitydata and associated plans may be in the official language or languages of theissuing country. If the language used is neither English nor French, the textmust include a translation into either English or French.

A copy of the Document of Authorization, grain loadingstability data and associated plans must be placed on board so that the master,if required, may produce them for inspection by the SOLAS ContractingGovernment at the loading port (A 3.4).

The flag State Administration, or a SOLAS ContractingGovernment on its behalf, may exempt individual ships or classes of ship fromparticular requirements of the Code if it considers that the sheltered natureand conditions of the voyage are such as to render their applicationunreasonable or unnecessary.

Information in printed booklet form (i.e. a Grain LoadingManual) must be provided to enable the master to ensure that the ship complieswith the Code when carrying grain in bulk on an international voyage (A 6.1).Information to be in the booklet is listed in A 6.2 and A 6.3. The informationin A 6.2 must be acceptable to the flag State Administration (or a ContractingGovernment on its behalf), while the information in A 6.3 must be approved bythat body.

A ship not having on board a Document of Authorisationissued in accordance with A 3 of the Code may be permitted to load bulk grainsubject to certain conditions, one of which is that the total weight of thebulk grain does not exceed one third of the ship’s deadweight (A 9.1).

Bulk carrier general arrangement ,variousdesign , size range & usability

Defining a Bulk carrier arrangement

A general arrangement of a typical bulk carriershows a clear deck with machinery aft. Large hatches with steel covers aredesigned to facilitate rapid loading and discharge of the cargo. Since the bulkcarrier makes many voyages in ballast a large ballast capacity is provided togive adequate immersion of the propeller.

The general-purpose bulk carrier, in which usually the central hold sectiononly is used for cargo. The partitioned tanks which surround it are used forballast purposes either on ballast voyages, or in the case of the saddle tanks,to raise the ship's center of gravity when a low density cargo is carried. Someof the double-bottom tanks may be used for fuel oil and fresh water.

Planning andcontrol of cargo loading and unloading operations for Bulk Carriers

Preparing vessel for cargo operations -Collecting cargo and Port Information

The safe operation of bulk carriers is dependant on not exceeding allowablestresses in the cycle of loading, discharging, ballasting and de-ballasting. Toprepare the vessel for cargo stowage and a safe planning, the loading andunloading sequences and other operational matters should be informed well inadvance.

The shore terminal should provide the ship with the following information :

i) Prior to loading bulk cargo , the shipper should declare characteristics& density of the cargo, stowage factor, angle of repose, amounts andspecial properties.

ii) Cargo availability and any special requirements for the sequencing of cargooperations.

iii) Characteristics of the loading or unloading equipment including number ofloaders and unloaders to be used, their ranges of movement, and the terminal'snominal and maximum loading and unloading rates, where applicable.

iv) Minimum depth of water alongside the berth and in the fairway channels.

v) Water density at the berth.

vi) Air draught restrictions at the berth.

vii) Maximum sailing draught and minimum draught for safe manoeuvring permittedby the port authority.

viii) The amount of cargo remaining on the conveyor belt which will be loadedonboard the ship after a cargo stoppage signal has been given by the ship.

ix) Terminal requirements/procedures for shifting ship.

x) Local port restrictions, for example, bunkering and deballastingrequirements etc.

Cargo trimming is a mandatory requirement for some cargoes, especially wherethere is a risk of the cargo shifting or where liquefaction could take place.It is recommended the cargo in all holds be trimmed in an attempt to minimisethe risk of cargo shift.

The ship's Master should be aware of the harmful effects of corrosive and hightemperature cargoes and any special cargo transportation requirements. ShipMasters, deck officers, charterers and stevedores should be familiar with therelevant IMO Codes (for example, the IMO Code of Safe Practice for Solid BulkCargoes, the IMO Code of Practice for the Safe Loading and Unloading of DryBulk Carriers and the SOLAS Convention).

Devising a Cargo Stowage Plan and Loading/Unloading Plan

Exceeding the permissible limits specified in the ship's approved loadingmanual will lead to over-stressing of the ship's structure and may result incatastrophic failure of the hull structure. The amount and type of cargo to betransported and the intended voyage will dictate the proposed departure cargoand/or ballast stowage plan. The officer in charge should always refer to theloading manual to ascertain an appropriate cargo load distribution, satisfyingthe imposed limits on structural loading.

There are two stages in the development of a safe plan for cargo loading orunloading:

a) Step 1: Given the intended voyage, the amount of cargo and/or water ballastto be carried and imposed structural and operational limits, devise a safedeparture condition, known as the stowage plan.

b) Step 2: Given the arrival condition of the ship and knowing the departurecondition (stowage plan) to be attained, devise a safe loading or unloadingplan that satisfies the imposed structural and operational limits.

In the event that the cargo needs to be distributed differently from thatdescribed in the ship's loading manual, stress and displacement calculationsare always to be carried out to ascertain, for any part of the intended voyage,that:

a) The still water shear forces and bending moments along the ship's length arewithin the permissible Seagoing limits.

b) If applicable, the weight of cargo in each hold, and, when block loading isadopted, the weights of cargo in two successive holds are within the allowableSeagoing limits for the draught of the ship. These weights include the amountof water ballast carried in the hopper and double bottom tanks in way of thehold(s).

c) The load limit on the tanktop and other relevant limits, if applicable, onlocal loading are not exceeded.

The consumption of ship's bunkers during the voyage should be taken intoaccount when carrying out these stress and displacement calculations.

Whilst deriving a plan for cargo operations, the officer in charge mustconsider the ballasting operation to ensure:

a) Correct synchronisation with the cargo operation.

b) That the deballasting/ballasting rate is specially considered against theloading rate and the imposed structural and operational limits.

c) That ballasting and deballasting of each pair of symmetrical port andstarboard tanks is carried out simultaneously.

During the planning stage of cargo operations, stress and displacementcalculations should be carried out at incremental steps commensurate with thenumber of pours and loading sequence of the proposed operation to ensure that:

1) The SWSF and SWBM along the ship's length are within the permissible Harbourlimits.

2) If applicable, the weight of cargo in each hold, and, when block loading isadopted, the weights of cargo in two adjacent holds are within the allowableHarbour limits for the draught of the ship. These weights include the amount ofwater ballast carried in the hopper and double bottom tanks in way of thehold(s).

3) The load limit on the tanktop and other relevant limits, if applicable, onlocal loading are not exceeded.

4) At the final departure condition, the SWSF and SWBM along the ship's lengthare within the permissible Seagoing stress limits.

During the derivation of the cargo stowage, and the loading or unloading plan,it is recommended that the hull stress levels be kept below the permissiblelimits by the greatest possible margin. A cargo loading/unloading plan shouldbe laid out in such a way that for each step of the cargo operation there is aclear indication of:-

i) The quantity of cargo and the corresponding hold number(s) to beloaded/unloaded.

ii) The amount of water ballast and the corresponding tank/hold number(s) to bedischarged/loaded.

iii) The ship's draughts and trim at the completion of each step in the cargooperation.

iv) The calculated value of the still water shear forces and bending moments atthe completion of each step in the cargo operation.

v) Estimated time for completion of each step in the cargo operation.

vi) Assumed rate(s) of loading and unloading equipment.

vii) Assumed ballasting rate(s)

The loading/unloading plan should indicate any allowances for cargo stoppage(which may be necessary to allow the ship to deballast when the loading rate ishigh), shifting ship, bunkering, draught checks and cargo trimming.

The loading or unloading plan should only be changed when a revised plan hasbeen prepared, accepted and signed by both parties. Loading plans should bekept by the ship and terminal for a period of six months.

A copy of the agreed loading or unloading plan and any subsequent amendments toit should be lodged with the appropriate authority of the port State.

Coal , Ironore, Mineral ore, Grain, Cement & Woodchips loading in bulk

Bulk carriers are designed to load a maximum deadweight of any type ofbulk cargo from heavy ore to light grain . The loading, carriage and finallythe discharge of dry bulk cargo is not as simple or straight forward as mostpeople would imagine.

Many bulk cargoes have hazardous properties, or can change their properties onpassage. The ship can be easily damaged by incorrect loading e.g. loading aforward hold to it maximum can cause the ship to bend. This 'stress’ can havelife threatening results at sea in rough weather.

Residues from previous cargoes can also seriously effect latter cargoes. Waterdamage can also have devastating effect on some bulk cargoes e.g. cement power.It is not easy to verify true weights or quantities of cargoes loaded ordischarged. All these factors have a serious consequence on the methods ofoperation for the safe carriage of bulk cargoes. Discharging bulk cargo using“grab”

Bulk cargoes have an inherent tendency to form a cone when they are loaded ifconveyor belts or similar systems are not supervised and controlled. The angleformed by this cone is known as the `angle of repose' and varies with eachcargo. Cargoes such as iron ore will form a steep angled cone, whereas cargoesthat flow freely form a shallow angled cone. A cargo with a low angle of reposehas the potential to shift during passage.

For some cargoes, bulldozers may be required to spread the load into the sidesof the holds as cargo is nearing completion.
Outlined below some of the more common bulk cargoes and their properties:

Coal
Coal is transported on all types of bulk carriers from handy size to VLCBs.However, it is not an easy or straight forward cargo to handle. It can emitmethane gas and it is self-heating. In addition coal contains sulphur whichcauses severe corrosion when in contact with the ship's steelwork.

In most ports the cargo is loaded wet to reduce dust. Much of this moisturesettles on passage and is pumped out through the ship's hold bilges which meansthat less weight is discharged than is loaded.

Find out more on ....coal hazards and safetyprecautions

Iron Ore
This cargo is loaded very fast, 10,000 tonnes an hour is not unusual. Theloading and de-ballasting of the ship must be meticulously planned to ensure thatthe vessel is not overstressed. There is very little chance of damaging thecargo but the ship can receive extensive damage during the discharge operationfrom the equipment used.

Find out more on ....Safety precautions for loading andcarriage of iron ores

Mineral Concentrates
Many different types of concentrates are handled in various parts of the worldand in varying quantities. Most of these cargoes are extremely heavy and have alow transportable moisture limit (TML).
This means that if the moisture content of the cargo become greater than theTML the cargo can liquefy and turn into a slurry. When this happens on board,the cargo moves from side to side as the ship rolls which reduces the ship'srighting lever. It does not require much cargo weight to capsize the vesselwhen this happens, it a loss of stability due to free surface effect. Some ofthe most dangerous cargoes where this can happen are copper, lead or zincconcentrates, magnetite, limonite and most pyrites.

Grain
One of the most difficult and dangerous cargoes to carry in bulk are graincargoes. Most grains have an angle of repose (slip angle) of about 20° from thehorizontal, which means that if the ship rolls more than 20° the cargo willshift. Then this happens the ship will develop a large list, lying on her sideand still rolling will obviously cause a greater shift of cargo which in turnwill capsize the vessel.

Most authorities therefore request that the master proves that his ship iscapable of remaining stable even if the grain cargo shifts. This is done by thecompiling of the Grain Loading Form which fully outlines the ships stability atthe worse condition on passage.

Naturally grain cargoes, like any foodstuff, are susceptible to claims withcontamination from a previous cargo and in addition can easily be damaged bywater.

Vermin can also be a problem. Cargo holds must be clean and dry prior to theloading of any grain cargo and most grain charters demand a survey of theship's hold prior to loading for this reason.

Find out more on : .Hazards and safety precautions forgrain cargo

Cement
Obviously any moisture is going to ruin a cargo of cement but probably agreater danger to the vessel is the dust that can be produced during theloading and discharge of the cargo. If it is not removed promptly or gets intothe ship's air intakes it can cause some long term problems to the vessel.

Salt- Salt, strangely enough, is not damaged from water, in fact the cargo canbe loaded slightly moist. However, it can get rust stained from the ship'ssteelwork, therefore the ship must cover all the steel within the cargo holdwith a lime wash solution thereby keeping the salt off the steelwork.

Woodchips
Again a supposedly harmless cargo that does have some hidden dangers. Someshipments many be subject to oxidation leading to depletion of oxygen and anincrease of carbon dioxide in the cargo hold and adjacent spaces. In addition,woodchips can be easily ignited by external sources, it is readily combustibleand can also ignite by friction. The stowage factor can vary greatly with thiscargo depending on the wood type, the moisture content and the type of loadinghead used. Even different loading operators can achieve varying stowage factorswith the same cargo.

Cargo care onpassage -bulk carrier guide

The ship as carrier is obliged to care for the cargo in an expert mannerto ensure it is discharged in the same state in which it was loaded. There aremany factors that need to be considered.

Ventilation on Passage

Many cargo claims arise due to lack of ventilationof the cargo, particularly agricultural products. A common procedure forventilating hatches at sea is to `crack' them open. Considerable care must betaken during this procedure as the ships hatch tops are not designed to beopened during any rolling motion. When such hatches are opened they must not beleft in the jacked up position, but should be lowered onto the compression barsand locked into position. Under no circumstances should the hatches be leftopen at night while on passage. A lack of, or improper, ventilation can lead tocondensation (also known as sweating), which causes cargo deterioration. Thereare two types of sweat: Cargo sweat and ships sweat

Fumigation Monitoring

If the cargo has undergone fumigation, which isrequired to continue through the passage, checks should be made to ensure thatthe seals remain in position and that the fumigants do not leak due to movementof the vessel in a seaway. Any adverse changes should immediately be recordedin the logbook and precautionary measures taken to avoid any further damage andaggravation of the situation.

Self-heating and spontaneous combustion

Many bulk cargoes have a tendency to heat due tothe oxidation process taking place during the voyage, which may lead to fire orexplosion if the temperature rises to a level where spontaneous ignition cantake place. Cargoes liable to spontaneous combustion include some types ofcoal, concentrates of lead, oil seed cakes (transported in bulk), fishmeal andscrap metal.

Even where the type of coal is not considered adanger for self- heating, this can still occur if stacks have accumulated overa long period ashore.

Temperature Monitoring

Many bulk cargoes are liable to spontaneouscombustion or ship or cargo sweat. The only possible way to obtain an earlywarning of the start of spontaneous combustion is by monitoring the temperatureof the cargo holds. Many ships are fitted with `temperature ports', ie pipesthat are fitted beside the cargo hold access ladders into which thermometers canbe lowered to obtain the hold temperature. The best practice is to leave thethermometers within the ports and withdraw them when a reading is desired.However, if the ship is not fitted with temperature ports, the sounding pipescould also be used to obtain temperatures. Whichever method is used formeasuring temperature:

i) The thermometers should be reset beforeintroducing them into the pipes
ii) the thermometers should be left in the pipes for some time (2-3 minutes atleast)
iii) the temperature should be measured at least 2-3 height levels within thehold
iv) the temperature should not be measured solely at the surface of cargo as itis likely to be quite different from that at the bottom of the cargo hold.

Modern bulk carriers may be fitted with permanenttemperature sensors providing continuous readings. It is important to maintainrecords of all temperature observations and ensure readings are taken at thesame times and at regular intervals. This makes it easy to establish a patternfor any irregularities in the observed behaviour.

Generation of gases

Many bulk cargoes emit combustible gases inlarge quantities that may present a fire or explosion hazard and can corrodethe steel structure of a ship.

Oxygen Depletion

Oxidation occurs in many cargoes as a result ofchemical reactions taking place within them. This generates carbon dioxide andother gases harmful to human health. Therefore, when entering any spacecontaining cargo, enclosed space entry procedures must be followed. Holds containingcargo should only be entered under exceptional circumstances.

Physical Inspection of Vessel

Hatch covers on a bulk carrier are weathertight,ie they can withstand a certain amount of seawater on deck and resist leakageinto cargo holds. Ship's officers must ensure that the deck, including hatchcovers, is regularly inspected for any signs of leakage, slackening of hatchcover securing devices and other loose items that may require securing. It isimportant that drain valves are inspected to ensure they are free and still inposition.

Precautions against heavy weather and safety ofpersonnel

In extreme weather, when damage is more likelyto occur, the safety of personnel involved in the inspection of the vesselshould be given priority. In bad weather personnel should only be allowed ondeck in an emergency and during daylight. The comparatively smaller freeboardof bulk carriers means added precautions should be taken when an inspection isrequired:

Organise the team for inspection. Ideally, the Master should be on the bridge, with the chief mate in charge of the operation on deck and additional crew available as required
if the vessel is shipping heavy seas, the ship should `heave to' to reduce heavy pitching, rolling and excess water on deck
communications between the bridge and the deck teams should be established by using portable VHF/UHF equipment
the engine room should be kept informed about the operation. They may wish to take the opportunity to inspect the fuel tank or other deck machinery and possibly obtain soundings of fuel tanks
lifelines should be rigged on both sides of the vessel when sailing where bad weather is expected
each member of the inspection team should be properly equipped with the appropriate PPE
ideally, the inspection should take place in daylight. Otherwise, sufficient safety lights should be used
tools necessary to tighten lashings, re-secure hatch covers and for any other anticipated task should be readily available
the final orders to proceed on deck should always be given by the Master
it is helpful to have a deck plan to mark the items checked, any observations regarding damage or the repairs that may be required
on completion of inspection, proper entries should be made in the logbook.

Ventilationmethods for bulk cargo against ship sweat or cargo sweat

Under no circumstances should the hatches be left open at night while onpassage. A lack of, or improper, ventilation can lead to condensation (alsoknown as sweating), which causes cargo deterioration. There are two types ofsweat:

Cargo sweat

Condensation occurs on the surface of the cargoas warm, moist air enters the cargo hold containing a cold cargo. For example,if a cargo of steel is loaded in winter in theUKfor discharge inSingapore, thetemperature of the cargo will be low. If warm moist air is later introduced inthe cargo hold, condensation takes place as soon as it comes into contact withcold cargo. To avoid the possibility of cargo sweat, all ventilators should beclosed and no ventilation carried out. However, if the moisture content of thecargo is high, extraction of the moist air from within the cargo holds may berequired.

Ship sweat

This results when condensation occurs on theship's structure as the ship becomes colder moving from a hot to a coldclimate. The warm moist air within the cargo compartment condenses as it comesinto contact with the cold structure of the vessel. For ship sweat to occur,the dew point in the cargo hold must exceed the temperature of the ship'sstructure. To eliminate ship sweat the cargo should be ventilated if the vesselis moving from a warm to a cold climate. Cargoes can be:

Hygroscopic : mainly agricultural products containing naturalmoisture. They may absorb, retain or release moisture, depending upon thesurrounding atmosphere. Examples include grains. On a voyage from cold to hotregion these type of cargo need no ventilation and from hot to cold regionsurface ventilation needed.

Non-Hygroscopic : solid cargoes. However, these cargoes are verylikely to be damaged by cargo sweating. To avoid cargo damage no ventilationrequired

Air is said to be saturated if it can no longerabsorb any moisture. If it is then cooled it will start to cause condensation.The temperature this occurs at is known as the dew point temperature.

To determine the amount of moisture in the air(the relative humidity), a wet and dry bulb thermometer is used in aninstrument known as a `hygrometer'. It is important to ensure a flow of airacross the two thermometers in a hygrometer to obtain correct readings. In acargo hold where there is no air flow, a whirling hygrometer is used to measurethe two temperatures. A table is then used to find the relative humidity at thetime of observation. If proper ventilation procedures are not followed moisturedamage is likely. Any shipper's instructions should be complied with and thefollowing factors considered:

Ensure that the shipper's declaration contains sufficient information about the cargo, particularly moisture content, TML and ventilation requirements, particularly if the commodity is not normally carried or the areas of trade are uncommon
claims for moisture damage to cargo can only be defended if supported by properly maintained documentation. It is critical that records of hold temperatures, humidity and durations of ventilation are maintained
the dew point temperature of the cargo hold and outside air should be compared. If the outside dew point temperature is lower or equal to that within the cargo hold, then ventilation should be continued. Since measurement of temperature in a cargo hold filled with bulk cargo may not always be possible, a comparison should be made between the temperature of cargo at the time of loading and the outside temperature. If the dry bulb temperature of the outside air is 3 degrees or more higher than the cargo temperature, continue ventilation
ventilation not only serves to control sweating, it can control the gases or odours emitted from cargo
if seawater spray or rain enters the cargo holds, all ventilation should be stopped and times noted until conditions change to allow resumption of ventilation
ventilation should be continued even at night if required
if circumstances allow there should be regular inspection of the cargo space for any signs of condensation, eg on the underside of the hatch access covers. If condensation is found, ventilation should be continued
a record of cargo hold temperature and ventilation should be kept.

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