SEAM 3

Cargo Handling and Stowage

(Non-Dangerous Goods)

Bulk Cargo (Other Than Grain) and Bulk Grain Cargo

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

CO1: Interpret a plan for loading and unloading
non-dangerous cargo in accordance with
established safety rules / regulations, equipment
operating instructions and shipboard stowage
limitations

LO1.2: DESCRIBE THE SAFE HANDLING, STOWAGE

AND SECURING OF CARGOES CMS 2.10.14.2

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Describe in outline the contents of the IMO
International Maritime Solid Bulk Cargo (IMSBC) Code
The primary aim of the International Maritime Solid
Bulk Cargoes Code (IMSBC Code), which replaces the
Code of Safe Practice for Solid Bulk Cargoes (BC Code), is
to facilitate the safe stowage and shipment of solid bulk
cargoes by providing information on the dangers
associated with the shipment of certain types of solid
bulk cargoes and instructions on the procedures to be
adopted when the shipment of solid bulk cargoes is
contemplated.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
The IMSBC Code, adopted on 4 December 2008 by
resolution MSC.268 (85l, entered into force on 1
January 2011, from which date it was made mandatory
under the provisions of the SOLAS Convention. The Code
was amended by resolution MSC.318 (89),
incorporating amendment 01-11, which entered into
force on 1 January 2013. The Code was further
amended by resolution MSC.354(92), incorporating
amendment 02-l3, which may be applied from 1
January 2014 on a voluntary basis, anticipating its
envisaged official entry into force on 1 January 2015,
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
IMSBC Code is supplemented by the Code of Practice for
the Safe Loading and Unloading of Bulk Carriers (BLU
Code including BLU Manual) & recommendation on the
safe use of pesticides in ships applicable to the
fumigation of cargo holds. It also includes a directory
of contact names and addresses of offices of
designated national competent authorities
responsible for the safe carriage of grain and solid bulk
cargoes. IMSBC Code and supplement is commended
to Administrations, ship owners, shippers and masters
and all others concerned with the standards to be
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
applied in the safe stowage and shipment of solid bulk
cargoes, excluding grain.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

The format of the IMSBC Code is similar to that of the existing
BC Code. Like the BC Code, the IMSBC Code categorises
cargoes into three groups – A, B and C:
Group A consist of the cargoes which may liquefy if
shipped with moisture content in excess of their
transportable moisture limit.
Group B consists of cargoes which possess a chemical
hazard which could give rise to a dangerous situation on a
ship.
Group C consists of cargoes which are not liable to liquefy
(Group A) and do not possess chemical hazards (Group B).
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Difference between Group A and Group C cargoes under the
IMSBC Code :
Cargoes which may liquefy are cargoes which contain a
certain proportion of fine particles and a certain amount
of moisture. Such cargoes are designated as Group A
under the IMSBC Code.
Cargoes designated as Group C will not liquefy regardless
of the moisture content, and are therefore not
hazardous.
In order to assess whether a given material may liquefy,
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Appendix 3 of the IMSBC Code specifies that any damp
or wet cargo containing a proportion of fine particles
should be tested for flow characteristics prior to
loading.
1.Cargoes can be tested using either the flow table
method or the penetration test method, both of which
involve increasing the moisture content of a sample
until actual liquefaction is observed.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

2. For genuine Group C cargoes, this point is never
reached and so no transportable moisture limit can be
determined. As a result, any cargo which possesses a TML
determined by either of these methods is a Group A
cargo. However, it should be noted that some materials
which are untestable by these tests may still liquefy, and
as such are Group A cargoes. Similarly, any cargoes for
which actual liquefaction occurs (for example by a
flattening of the stow or large-scale cargo flow during
ocean carriage) are Group A cargoes, independently of
any tests carried out.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
3. On a practical level, Group A cargoes contain sufficient
small particles that they can take on a muddy consistency
if wet enough. Group C cargoes, by contrast, are
gravel-like materials which never become muddy
regardless of how wet they are, as any water added
drains through the gaps between the particles. Simple
qualitative tests to assess this can be carried out on the
spot by taking a cargo sample and adding water to it to
see if it turns into a mud-like consistency. If yes, the
material is likely to be a Group A cargo.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Determination of Transportable Moisture Limit of Bulk Cargoes
When solid bulk cargoes, such as concentrates and coals, contain
high moisture and are subjected to cyclic forces, pore water
pressure successively rises resulting in abrupt loss of shear
strength. To minimize the risk of this phenomenon, i.e.
liquefaction, the BC Code introduces the upper bound of moisture
content of cargo, which is defined by the Flow Moisture Point
(FMP). The Flow Table Test has been introduced in the BC Code as
a recommendable method to measure the FMP, but it is widely
recognized that its reliability is not adequate since the resulting
value considerably depends on the ability of the operator.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Besides, this test is not applicable to coarse materials
such as coals.
The Penetration Method has been developed as an
alternative test method in Japan. A test sample in a
cylindrical vessel is subjected to vertical vibration and a
penetration bit is placed on the surface of the sample.
When a depth of the bit exceeds a criterion for six
minutes, it is concluded that the liquefaction occurred,
i.e. the sample contains water more than FMP. On the
basis of the test results of several materials, it is
concluded that the Penetration Method can be applicable
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Fig. 1 Dangerous Shifting of Bulk Cargo

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Fig. 2 Flow Table Method

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Table of Contents of IMSBC code.
Foreword
Section 1 General provisions and definitions
Section 2 General loading, carriage and unloading precautions
Section 3 Safety of personnel and ship
Section 4 Assessment of acceptability of consignments for safe
shipment
Section 5 Trimming procedures
Section 6 Methods of determining angle of repose
Section 7 Cargoes that may liquefy
Section 8 Test procedures for cargoes that may liquefy
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Section 9 Materials possessing chemical hazards
Section 10 Carriage of solid bulk wastes
Section 11 Security provisions
Section 12 Stowage factor conversion tables
Section 13 References

Appendix 1 Individual schedules of solid bulk cargoes

Appendix 2 Laboratory test procedures, associated apparatus and
standards
Appendix 3 Properties of solid bulk cargoes
Appendix 4 Index of solid bulk cargoes
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Cargo information shall be confirmed in writing and by
appropriate shipping documents prior to loading.
The cargo information shall include:
1. The BCSN when the cargo is listed in IMSBC code.
Secondary names may be used in addition to the BCSN; ( Each
solid bulk cargo in IMSBC code has been assigned a Bulk Cargo
Shipping Name (BCSN). When a solid bulk cargo is carried by
sea it shall be identified in the transport documentation by the
BCSN. The BCSN shall be supplemented with the United
Nations (UN) number when the cargo is dangerous goods.)

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

2. The cargo group (A and B, A, B or C);
3. The IMO Class of the cargo, if applicable;
4. The UN number preceded by letters UN for the cargo, if
applicable;
5. The total quantity of the cargo offered;
6. The stowage factor;
7. The need for trimming and the trimming procedures, as
necessary;
8. The likelihood of shifting, including angle of repose, if
applicable;
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
9. Additional information in the form of a certificate on the
moisture content of the cargo and its transportable moisture
limit in the case of a concentrate or other cargo which may
liquefy;
10. Likelihood of formation of a wet base
11. Toxic or flammable gases which may be generated by
cargo, if applicable;
12. Flammability, toxicity, corrosiveness and propensity to
oxygen depletion of the cargo, if applicable;
13. Self-heating properties of the cargo, and the need for
trimming, if applicable;

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

14. Properties on emission of flammable gases in contact with
water, if applicable;
15. Radioactive properties, if applicable; and
16.. Any other information required by national authorities.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

DEFINITION:
Angle of repose means the maximum slope angle of
non-cohesive (i.e. free-flowing) granular material. It is
measured as the angle between a horizontal plane and the
cone slope of such material.
Bulk Cargo Shipping Name (BCSN) identifies a bulk cargo
during transport by sea. When a cargo is listed in this Code,
the Bulk Cargo Shipping Name of the cargo is identified by
capital letters in the individual schedules or in the index.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Bulk density means the weight of solids, air and water per
unit volume. Bulk density is expressed in kilograms per cubic
metre (kg/m3), in general. The void spaces in the cargo may
be filled with air and water.
Cargo space means any space in a ship designated for carriage
of cargoes.
Cargoes which may liquefy means cargoes which contain a
certain proportion of fine particles and a certain amount of
moisture. They may liquefy if shipped with a moisture content
in excess of their transportable moisture limit.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Concentrates means materials obtained from a natural ore by
a process of enrichment or beneficiation by physical or
chemical separation and removal of unwanted constituents.
Flow moisture point means the percentage moisture content
(wet mass basis) at which a flow state develops under the
prescribed method of test in a representative sample of the
material (see paragraph 1 of appendix 2).
Flow table test is used to identify transportable moisture limit
of solid bulk cargoes.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Flow state means a state occurring when a mass of granular
material is saturated with liquid to an extent that, under the
influence of prevailing external forces such as vibration,
impaction or ships motion, it loses its Internal shear strength
and behaves as a liquid.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

High-density solid bulk cargo means a solid bulk cargo with a
stowage factor of 0.56 m³/t or less.
Incompatible materials means materials that may react
dangerously when mixed. They are subject to the segregation
requirements of subsection 9.3 and the schedules for
individual cargoes classified in Group B.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Moisture content means that portion of a representative
sample consisting of water, ice or other liquid expressed as a
percentage of the total wet mass of that sample.
Moisture migration means the movement of moisture
contained in a cargo by settling and consolidation of the cargo
due to vibration and ship’s motion. Water is progressively
displaced, which may result in some portions or all of the
cargo developing a flow state.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Solid bulk cargo means any cargo, other than a liquid or a gas,
consisting of a combination of particles, granules or any larger
pieces of material generally uniform in composition which is
loaded directly into the cargo spaces of a ship without any
intermediate form of containment.
Sources of heat means heated ship structures, where the
surface temperature is liable to exceed 55ºC. Examples of
such heated structures are steam pipes, heating coils, top or
side walls of heated fuel and cargo tanks, and bulkheads of
machinery spaces.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Transportable Moisture Limit (TML) of a cargo which may
liquefy means the maximum moisture content of the cargo
which is considered safe for carriage in ships not complying
with the special provisions of subsection 7.3.2. It is
determined by the test procedures, approved by a competent
authority, such as those specified in paragraph 1 of appendix
2.
Trimming means any levelling of a cargo within a cargo space,
either partial or total.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Ventilation means exchange of air from outside to inside a
cargo space.
1. Continuous Ventilation means ventilation that is operating
at all times.
2. Mechanical Ventilation means power-generated ventilation.
3. Natural Ventilation means ventilation that is not
power-generated.
4. Surface Ventilation means ventilation of the space above
the cargo.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Lower Explosive Limit (LEL) means the lowest concentration
(by percentage) of a gas or vapor in air that is capable of
producing a flash of fire in presence of an ignition source (arc,
flame, heat).
Upper Explosive Limit (UEL) means the maximum
concentration of a gas or vapor that will burn in air is above
this level, the mixture is too "rich" to burn. The range between
the LEL and UEL is known as the flammable range for that gas
or vapor.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Preparation of cargo holds prior to loading bulk cargoes
How to prepare cargo holds prior loading
1. The compartment should be swept clean, and all traces of
the previous cargo removed. The amount of cleaning is
dependent on the nature of the previous cargo: some cargoes,
such as coal, will require the holds to be washed before the
carriage of a general cargo. Washing is always carried out
after the compartment has been swept. Drying time for
washed compartments must be allowed for, before loading the
next cargo; this time will vary with the climate, but two to
three days must be expected.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
2. Bilge areas should be cleaned and all ‘bilge suctions’ seen to
be working satisfactorily. All ‘holes’ in rose boxes should be
clear to allow the passage of water and the lines’ non-return
valves seen to be in a working condition. Should the bilges be
contaminated from odorous cargoes, it may become necessary
to ‘sweeten’ them by a wash of chloride of lime. This acts as a
disinfectant as well as providing a coating against corrosion.
3. The fire/smoke detection system should be tested and seen
to function correctly.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

4. The holds drainage system and ‘tween deck scuppers should be
clear and free from blockage.

5. Spar ceiling (cargo battens) should be examined and seen to be in

a good state of repair.

6. Steel hatch covers should be inspected for their watertight

integrity about any joints. If hard rubber seals are fitted, these
should be inspected for deterioration.

7. Ladders and access points should be inspected for damage and

security.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
8. Hold fitments such as built-in lighting and guard rails should
be checked and seen to be in good order.

9. Soiled dunnage should be disposed of. New dunnage, clean

and dry, should be laid in a manner to suit the next cargo, if
needed.

10. Hold ventilation system should be operated to check fan

conditions.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Additional for Special Cargoes
1. Grain : Limber boards should be plugged and
covered with burlap. This prevents grain blocking
bilge suctions, while at the same time allowing the
passage of water.
2. Coal: Spar ceiling should be removed and
covered (most bulk cargoes require this).
3. Salt: Metalwork should be whitewashed.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Describe the hazards associated with coal cargoes

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

The carriage at sea of coal of all types can produce potential
flammability hazards. All grades of coal emit methane,
which is odourless, lighter than air, and has a flammability
range of approximately 5% to 16% by volume. It can be
detected with an explosimeter. Particular attention must be
paid to providing effective surface ventilation to circumvent
the build up of methane gas, especially during times of
following wind and in the period immediately subsequent to
an enforced shut-down of surface ventilation due to adverse
weather.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Some types of coal are susceptible to spontaneous
combustion, where the presence of oxygen assists the
temperature of the coal to rise to a point at which self-ignition
occurs.
Spontaneous combustion is caused: when some grade of coal
cargos are carried in a damp condition. The centre of these
cargos will have very little ventilation to allow for cooling
effect, therefore the natural heat generated can build up to
such a degree that combustion takes place. Due to the
restriction of oxygen, the cargo will only smolder until part of
the cargo is removed, then admitting additional air will cause
the cargo to burst into flames.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Describe the importance of monitoring the temperature of
the holds associated with carriage of coal cargoes
1. Cargo temperatures in any hold containing coal are to be
monitored and recorded . Temperature readings should be
taken during loading and throughout the voyage on a daily
basis. A sustained increase in cargo temperature or any cargo
temperature exceeding 40 Deg C is to be reported to the
management ashore.
2. Where coal is stowed in holds adjacent to bunker tanks, this
must be in accordance with the requirements of the IMSBC
Code. Coal should not be stowed adjacent to hot areas.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
3. Hold atmospheres must be tested for methane, carbon
monoxide and oxygen immediately upon completion of
loading, recording the results and the time they were
obtained. Repetitive tests must be carried out daily on the
voyage. Gas monitoring should be done through proper fittings
in the holds as described in the IMSBC Code, not through open
accesses or covers.
If, for any reason, such as bad weather, daily measurements
could not take place, an appropriate entry should be made in
the Deck Log Book.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

4. Equipment to measure methane, oxygen and carbon
monoxide in the cargo holds must be in good working order
and calibrated before use.
5. Any recordings of methane content in excess of 10% of the
lower explosive limit (LEL) are to be reported immediately to
the Company.
6.Surface ventilation is to be effected at all times when
carrying coal, weather permitting, unless stated otherwise in
the IMSBC Code or where heating is detected.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

7. When the shipper advises that the cargo is likely to self-heat
or analysis of the atmosphere in the cargo space indicates an
increase of carbon monoxide concentrations, additional
precautions are required by the IMSBC Code, which should be
followed. IN cases of likely self-heating the management office
must be contacted for guidance.
8. The status of hold ventilation (“O” Open or “C” Closed)
should be recorded . Entries are to be made in the Deck Log
Book when any change in surface ventilation procedures is
effected and the reasons for such changes.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Describe the precautions to take during loading and
discharging coal
The IMO Code of Safe Practice for Solid Bulk Cargoes includes
detailed recommendations for the safe loading and carriage of
coal cargo. It states that coal may heat spontaneously and
that some coals may be liable to self heating which could lead
to spontaneous combustion.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

1. The shipper’s cargo declaration containing the cargo
properties and the associated hazards should be examined in
detail. It should be borne in mind that the information
contained in the declaration may be inaccurate.
2. Cargo temperature is to be monitored (not more than 40 c
deg), the methane content to be monitored (not excess of 10%
of the LEL).
3. The ship shall be kept upright during loading of this cargo.
4. This cargo shall be so trimmed to the boundaries of the
cargo space that the angle of the surface of the cargo with
horizontal plane does not exceed 25 deg.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
5. This cargo shall be kept as dry as practicable. This cargo
shall not be handled during precipitation. During handling of
this cargo, all non working hatches of the cargo spaces into
which the cargo is loaded or to be loaded shall be closed.
6. Vessels shipping coal should at all times carry on board
instruments for measuring methane, oxygen and carbon
monoxide gas concentrations, so that the atmosphere within
the cargo space can be monitored. The instrument should be
regularly serviced and calibrated so that it can provide the
crewmembers with reliable data about the atmosphere within
the cargo space.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Bulk Coal Loading

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Bulk Coal discharging

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Unless loading is closely monitored the problems are usually only
seen after the cargo has been loaded. Once loaded, it is difficult to
arrange for the removal of the coal due to the lack of suitable
facilities. The Master should insist that the shipper provides a cargo
declaration that is consistent with the requirements of the
International Maritime Solid Bulk Cargoes (IMSBC) Code, and should
not load cargo without having received the required declaration.
The IMSBC Code requires the shipper (or agent) to provide cargo
details, including:
moisture content
sulphur content
particle size
information on whether the cargo may be liable to emit methane or
self-heat, or both.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
How coal should be ventilated?
Coal is ventilated to remove hazardous gases. Self-heating
normally occurs in localised hot spots within a bulk cargo, and
temperature measurements are unlikely to identify problems.
However, when coal self-heats it produces CO, so measuring
the concentration of CO is the most effective method to
identify a self-heating cargo.
The atmosphere in each cargo hold should be monitored, at
least on a daily basis, for CO, hydrogen sulphide (H²S), oxygen
(O²) and flammable gas (LEL-methane). If the holds are being
ventilated, then ventilation should be stopped at least four
hours prior to gas measurements being taken,
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
The IMSBC Code requires that the holds are ventilated for 24
hours after loading. However, unless expressly instructed to
the contrary, coal cargoes should not be ventilated following
this 24-hour period as unnecessary ventilation could promote
the coal to begin to self-heat.

Once a self-heating reaction has started, further ventilation

will provide oxygen which will exacerbate the self-heating and
could lead to ignition of the cargo.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Only if the LEL levels begin to rise should ventilation be
considered, and only for the minimum period necessary to
remove any accumulated methane. As detailed in the IMSBC
Code, if LEL levels reach 20% or more, then the ventilation
should be maintained continuously (except for the purpose of
gas monitoring). If the LEL-methane continues to rise after
ventilation has been carried out continuously for a period of 24
hours, or if CO levels begin to rise, then the advice of an expert
should be sought as a matter of urgency.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Washing down hold
Fig: Washing down hold

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Bulk Grain Cargo
Definition
Grain includes wheat, maize (corn), oats, rye, barley, rice,
pulses, seeds and their processed forms which may behave in
a similar way to grain in its natural state.
Filled compartment, trimmed, refers to any cargo space in
which, after loading and trimming the bulk grain is at its
highest possible level.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Filled compartment, untrimmed, refers to a cargo space
which is filled to the maximum extent possible in way of the
hatch opening but which has not been trimmed outside the
periphery of the hatch opening.
Partly filled compartment refers to any cargo space wherein
the bulk grain is not loaded in the manner prescribed in A 2.2
or A 2.3.
Angle of flooding means the angle of heel at which openings
in the hull, superstructures or deckhouses, which cannot be
closed weathertight, immerse. In applying this definition, small
openings through which progressive flooding cannot take
place need not be considered as open.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Cleaning and preparation of holds and decks for the carriage
of grain
Preparation of a cargo hold is not just a question of sweeping,
cleaning or washing down the hold. There are a number of
matters to consider, and failing to adhere to good practice can
result in substantial claims.
After carriage of the bulk cargoes, the holds must always be
swept before any attempt is made to wash. This will reduce
the effects of unwanted cargo residues building up in hold
bilges and hindering the process of pumping away the washing
water.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Old dunnage is not to be retained onboard unless specifically
requested for by the Charterers. When disposing of waste
materials, attention must be drawn to the International
Regulations concerning the disposal of garbage at sea. It must
be stressed that on no account are plastics to be thrown
overboard into the sea at any time.
Consideration must also be given to the type of residues
involved; some heavy cargoes may lie in bilge lines and may
not be pumped away. There is also the possibility of damage
to pumps, valves and valve seals.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Washing after carriage of this type of cargo should involve the use of a
portable salvage pump to remove washing water rather than using the
hold bilge pump. For cement cargoes, the bilge pumping system must
not be used as any water left lying in the pipeline will hold cement in
suspension and will eventually harden in the pipelines, valves and
pumps.
If there is no other facility available to you other than the hold bilge
pumping system when dealing with cargoes such as the above, a
constant and plentiful supply of clean seawater must be supplied to the
bilges during pumping to dilute the washing water as much as possible
and prevent a build up of residues. Even when using this method it may
be necessary to frequently stop washing and pump clean sea water
through the system to reduce build up of residues before resuming the
washing operation
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Bilge strainers must never be removed during washing of holds
and pumping of waste water. If the strainers are blocked, the
washing and pumping operations must be stopped and the
strainers thoroughly cleaned before resuming the operation.
This must be done as frequently as necessary to ensure as little
solids as possible are passing through the bilge lines.
On completion of sea water washing of holds, a fresh water
rinse must always be carried out. Salt deposits may
contaminate cargo, and due to the corrosive nature of salt, will
damage coating, fittings and steelwork.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

An ample supply of fresh water must always be obtained in
anticipation of this operation, although it is often surprising how
little fresh water is required to perform this task. Ideally it can be
carried out before the hold is allowed to dry, after sea water
washing, thus preventing salt deposits to accumulating and so
making the job much simpler.
Hold structure
The conventional bulk carrier has a box construction with large
frames, usually smooth hopper sides fore, aft, port and starboard.
The underdeck and coaming frames are situated high up and are
often impossible to get to physically, as are the high ship side
frames. These frames can retain traces of old cargo: corrosion, scale
and residues of previous cargo can collect and fall, and contaminate
the next cargo.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Some bulk carriers, including many smaller coastal-type ships,
are built with box holds. This means that the hold sides are
‘boxed’ in with smooth steel sides, making discharge and
cleaning much easier as there are no frames. These box holds,
however, often have adjacent ballast tanks that may be prone
to water leakage through grab damage.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

The ship structure, including ladder rails, stanchions, rungs and
pipe protection fittings, can become damaged during
discharge. Any such damage should be noted and repaired on
a continuing basis so that steel fittings torn from the ship’s
structure by grabs or bulldozers do not contribute to cargo
contamination. This can also result in damage claims to
shoreside discharging and conveyor machinery and
equipment. The sheer size of the holds is a factor that often
prevents a good hold-cleaning operation from being
performed.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

In addition, the following can cause contamination of the next
cargo:
grab damage to steel fittings and protection brackets
loose bulkhead or tank top rust scale increased by damage
from grabs or cargo
grab damage to hold ladders or hold fittings
tank top and ballast side tank integrity jeopardised by grab
damage
tank top, double bottom and side tank access lids damaged
by bulldozers and grabs
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Washing of hatch covers undersides
Hold washing operations are often carried out with the vessel's
hatch covers open, such as when the vessel is lying at anchor.
On these occasions, it is important to ensure that the hatch
cover undersides are not forgotten. Frames and drain channels
are to be well swept and washed out. Any small spaces which
are missed may well contain cargo residues which would then
contaminate a clean hold while closing the hatch. Similar
attention is to be given to the hold accesses and ventilation
hatches.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Fresh water rinsing
In certain circumstances it will be necessary to rinse the cargo hold
with fresh water to remove any salt deposits. If there is any doubt
the Master is to seek advice from the relevant Management Office.

Drying time
In the final preparation of the cargo holds, it must be remembered
that drying time may be greatly reduced by the use of the vessel's
forced draught ventilation system, if fitted. In all cases, ventilation
for drying purposes must be altered according to the prevailing
weather conditions, sea temperature and the temperature of
ballast water in adjacent ballast tanks, all of which may cause
either condensation or sweat.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Cleaning of hold fixed fire fighting installation
The fixed fire fighting installation in the hold is to be inspected
for damage. The system is to be blown through with air to
ensure that all nozzles are clear.

Cleaning of hold bilges

Hold bilges must always be cleaned out thoroughly and bilge
suctions tested before loading another bulk cargo. Bilge covers
are to be wrapped in burlap, replaced in position and secured.
Hold of a bulk carrier that is grain clean and ready to load
Fig: Hold of a bulk carrier that is grain clean and ready to load
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Chief officers inspection
The Chief Officer must always carry out a full and final
inspection of all cargo holds before presenting them for
shipper's final approval and acceptance, to ensure that all
cleaning work has been carried out as per his instructions and
to his satisfaction, and that he is satisfied that the cargo holds
are in a suitable condition for the carriage of the next
commodity and presentation to the shippers.
The relevant Management Office must be advised immediately
of any expected problem with regard to the holds, passing
inspection.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Hold fumigation
For the carriage of grain cargoes, it is sometimes a requirement
that cargo holds be fumigated before loading to irradiate any
insects which may have been present. When selecting the type of
fumigation to be used, always consult the local Authority
regulations, your agent or hold inspectors who will be able to give
you advice on this, as many Authorities require use of a specific
fumigant.
After fumigation, hatch covers, accesses and vents must not be
opened again until the final inspection by shore inspectors. Care
and attention must be paid to matters of personal safety when
using any fumigant. Reference is to be made to the appropriate
Reference publication.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Describe the use of fitting of shifting boards
Grain lashing methods
1. Shifting Board
2. Over stowing
3. Strapping and Lashing
4. Bundling
5. Saucering
6. Feeders
7. Securing with wire mesh
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
1. Shifting Board
▪ Longitudinal divisions (called shifting board), which must be grain
tight may be fitted in both "filled” and "partly filled
compartments".
▪ In "filled compartments, they must extend downwards from the
underside of the deck or hatch covers, to a distance below the
deck line of at least one-eighth the breadth of the compartment,
or at least 0.6m below the surface of the grain after it has been
assumed to shift through an angle of 15˚
▪ In a "partly filled compartment', the division, should extend both
above and below the level of grain, to a distance of one-eighth the
breadth of the compartment.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

shifting boards shall have a thickness of not less than 50 mm
and shall be fitted grain-tight and where necessary supported
by uprights.
The maximum unsupported span for shifting boards of various
thicknesses shall be as follows:

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

If thicknesses greater than these are provided the maximum
unsupported span will vary directly with the increase in
thickness.
The ends of all shifting boards shall be securely housed with 75
mm minimum bearing length.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
2. Over stowing
▪For a partly filled compartments –topped off by loading
bagged grain or other suitable cargo
▪Surface to level off over and spread with separation cloth
(gunny sack) or wooden boards
▪Over stowed with sound well filled bags to a height of 1/16th
the maximum breadth of the free grain surface, or to a height
of 1.2 m whichever is greater

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
 Method of Stowing Bagged Cargo
1. Full Bag Method - provides maximum ventilation.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

2. Alternate Layer Direction - provides maximum Block
Stability .

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

3. Half Bag or Brick Method - provides minimum Broken
Space.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
3. Saucering
For filled compartment
▪The top (mouth) of the saucer is formed by the under deck
structure in the way of the hatchway, ie, hatch side girders or
coaming
▪The saucer and hatchway above is completely filled with
bagged grain or other suitable cargo laid down on the
separation cloth and stowed tightly against adjacent
structures and the hatch beams.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
4. Strapping & Lashing
▪Surface of grain should be levelled but slightly crowned.
▪Surface covered with separation cloths or tarpaulins, whose
joints overlaps at least 1.83m
▪Two solid floors of 25mm x 150mm to 300mm lumber to be
laid athwartship-first tier and F&A-2nd tier.
▪Lashed with double steel strapping, wires with ends at a point
approx 450mm below the final grain surface.
▪Lashings should not be placed more than 2.4m apart.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
5. Bundling
"filled compartment", shifting prevented by bundling the grain
cargo.
▪ A bundle of similar bulk cargo is made by lining a saucer with
tarpaulin or similar materials withsuitable means of securing.
▪Athwartship lashings to be placed inside the saucer formed in
the bulk grain at interval not more than 2.4metres.
▪Dunnage of not less than 24mm x 150 to 300mm to be placed
fore and aft over these lashings to prevent the cutting or
chafing of the material which is placed thereon to line the
saucer. The saucer is filled with bulk grain and secured at the
top.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
▪Further dunnage to be laid on top after lapping the material
before the saucer is secured by setting up the lashings. If
more than one sheet of tarpaulin is used to line the saucer,
they shall be joined at the bottom either by sewing or double
lap.
▪The top of the saucer should be made level with the bottom
of the beams when these are in placeand suitable general
cargo or bulk grain may be placed between the beams on top
of the saucer.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
6. Feeders
It may be assumed that under the influence of ship motion
underdeck voids will be substantially filled by the flow of grain
from a pair of longitudinal feeders provided that:
▪the feeders extends for the full length of the deck and that
the perforations therein are adequately spaced.
▪the volume of each feeder is equal to the volume of the
underdeck void outboard of the hatchside girder and its
continuation.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Loading two different cargoes in the same hold
Very occasionally, different types of grain are loaded into the
same hold. The heavier grain is loaded first and trimmed level
over the entire area of the hold. The surface is covered with
separation cloths/ canvas, allowing for ample overlaps, at least
1m. The cloths are carried well up the sides and ends of the
compartment so that the next grain loaded will force them
against the plating between the frames and stiffeners, it has to
be ensured that adequate leeway is allowed for the separation
cloth being taken up the sides and ends of the compartment,
since the lower cargo would settle down during the voyage and

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

if this leeway is not allowed for the cloth would exert a
pull and tear off from the side moorings. direction.
This would result in the cargo being mixed.
The lighter grain should be loaded carefully at first to
avoid displacing the separation cloths. Once the lighter
cargo has been leveled off to a height of 0.5m all over the
loading may begin at the usual rate, care being taken to
see that it is constantly leveled by adjusting the loading
chute inflow direction.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC