Carriage of grain safe procedure - bulk carriers recommended guideline

Carrying Grain :One of the most difficult and dangerous cargoes to carry in bulk are grain cargoes. Most
grains have an angle of repose (slip angle) of about 20 from the horizontal, which means that if the ship rolls
more than 20 the cargo will shift. Then this happens the ship will develop a large list, lying on her side and still
rolling will obviously cause a greater shift of cargo which in turn will capsize the vessel.
Most authorities therefore request that the master proves that his ship is capable of remaining stable even if the
grain cargo shifts. This is done by the compiling of the Grain Loading Form which fully outlines the ships
stability at the worse condition on passage.

Fig: Bulk grain loading

Because grain cargoes are liable to shift, heavy emphasis is placed on the stability of ships that carry them. The
main reason is the variation in the types of grain, including its size and its ability to develop a free flow state
when loaded in bulk. Each ship carrying grain has to provide grain specific stability information, including
grain heeling moments, to the terminal. This section looks at various problems, methods and precautions that
must be taken when carrying grain cargoes. Grain cargoes carried in bags are not considered as bulk cargo.
The bulk carriers' grain loading manual contains Volumetric Heeling Moments (VHM), which are values based
on an assumed surface grain shift of 15 (for a full compartment) and 25 (for a partially full compartment).
1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:
a) Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck and hatch
covers are filled to the fullest extent possible.
b) Filled compartment, untrimmed the cargo should be trimmed within the hatchway but may be left at
its natural angle of repose on the surrounding area of the hatchway. The same can be applied for a filled
compartment, trimmed if:
o dispensation is granted from trimming by the authority issuing the Document of Authorisation
on the basis that the cargo can flow freely to underdeck empty areas through feeder ducts,
perforated decks, etc, or
o The compartment is designated a `Specially Suitable Compartment', in which case exemption
may be granted from trimming the compartment ends.
2. If the cargo is stowed only in the lower compartment, the lower compartment hatch covers should be secured
in the approved manner.
3. If the cargo is stowed in the upper compartment above a tween deck whose covers are not grain- tight, the
covers should be made grain-tight using sealing tape, tarpaulins or separation cloths.
4. In partly filled compartments, the surface of bulk grain should be secured by over-stowing except in cases
where heeling moments due to grain shift have been calculated and taken into consideration for stability of the
vessel.

5. Longitudinal divisions may be fitted to reduce heeling moments due to shift of grain in filled compartments,
trimmed, filled compartments, untrimmed and partly filled compartments, provided that each division:
a. Is made grain-tight.
b. Is constructed according to the Grain Code standards.
c. Extends from deck to deck in tweendecks.
d. Extends downwards from the underside of the hatch covers.
6. The Master shall ensure that the ship:
a. Before loading, can comply with intact stability criteria at all stages of the voyage.
b. Is upright before proceeding to sea.
c. Has all the paperwork completed and onboard.
Fumigation requirement
Charterers and shippers may require the cargo to be fumigated. If this is to be done during the voyage or before
or after loading, full and clear instructions should be received from the charterers and shippers. These
instructions should refer to product data sheets and the correct procedures and safety advice, application
dangers, method of handling, and requirements for personal protective equipment and monitoring equipment.
Refer to IMO Recommendations on the Safe Use of Pesticides on Ships. Always carry out a risk assessment.
A qualified fumigator should be engaged by the charterers when fumigation is to be done in port.
All spaces should be padlocked and sealed to prevent anyone from entering the space. No-one should enter a
space that has been fumigated until after it has been thoroughly ventilated. It is recommended that an expert
chemist declares whether the space is safe to enter. If the cargo requires ventilation after fumigation, advice
should be sought from fumigation experts in respect to crew safety.
Fuel oil tanks precautions

masters and officers must be aware of the location of the heated fuel oil tanks

masters and officers should monitor the tank top temperature above the fuel oil tanks as this can affect
the integrity of certain cargoes particularly grain cargoes

fuel oil temperatures can be monitored on the fuel oil transfer pumps

masters and chief engineers should manage the fuel oil onboard to reduce heat damage to cargoes
loaded in holds above heated fuel oil tanks

heat only fuel oil tanks in use

Related articles on grain transport

Hold cleaning in bulk carriers- Preparation for grain loading

Australian stowage requirements for vessels loading grain

Presence of contaminants & handling other defective grain

Grain terminology from IMO grain code

What is international grain code and why it is used in bulk carriers ?

Cargo docs:
1. Bulk carrier voyage agreement - Function of bill of lading
2. Signing a bill of lading & relevant guideline

Cargo hold cleaning standards in bulk carrier -Surveyors requirement prior Grain loading

Preparation of a cargo hold prior grain loading 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 failure to pass cargo hold inspection.
In the dry bulk trades, there are essentially five grades of hold cleanliness:
1. hospital clean, or stringent cleanliness
2. grain clean, or high cleanliness
3. normal clean
4. shovel clean
5. load on top
Hospital clean is the most stringent, requiring the holds to have 100% intact paint coatings on all
surfaces, including the tank top, all ladder rungs and undersides of hatches.
The standard of hospital clean is a requirement for certain cargoes, for example kaolin/china
clay, mineral sands including zircon, barytes, rutile sand, ilmenite, fluorspar, chrome ore, soda
ash, rice in bulk, and high grades of wood pulp. Generally, these high standards of cleanliness
will only be met by vessels trading exclusively with such cargoes. It will rarely be required in the
tramp trades.
Grain clean is the most common requirement. A ship will be required to be grain clean for the
majority of bulk and break bulk cargoes, such as all grains, soya meal and soya products,
alumina, sulphur, bulk cement, bauxite, concentrates, and bulk fertilisers. Some ports and
shippers may allow a different standard of cleanliness.
Normal clean means that the holds are swept clean, with no residues of the previous cargo, and
washed down (or not, depending on charterers requirements), that is, cleaned sufficiently for
taking cargoes similar to or compatible with the previous shipment. Shovel clean means that all
previous cargo that can be removed with a Bobcat or a rough sweep and clean with shovels by
the stevedores or crew. The master should clarify what standard is expected.
Load on top means exactly what it says the cargo is loaded on top of existing cargo residues.
Usually, this means grab cleaned. This standard will commonly be required where a ship is
trading continuously with the same commodity and grade of that commodity. This will typically
occur when a ship is employed under a Contract of Affreightment to carry, for example, a single
grade of coal over a period. With such a trade, there is no commercial need for holds to be
cleaned between successive cargoes, and each cargo is simply loaded on top of any remaining
residues from the previous cargo. With load on top, guidance may be necessary for the master
on any cleaning requirements, including the use of bulldozers and cleaning gangs.

What is Grain clean ?

The most common cleanliness requirement for bulk carriers is that of grain clean. It means
clean, swept, washed down by fresh water and free from insects, odour, residue of previous
cargo (incl. coal petcoke, clinker.)/loose rust scale/paint flakes etc. dried up and ready to receive
charterers intended cargo subject to shippers/relevant surveyors inspection. If the ship fails
hold inspection by shipper/relevant surveyor, the ship to be placed off hire until accepted in all
holds, and any extra costs/ expenses/time included stevedores stand-by and/or cancelling
charges, therefrom to be for owners account.
The usual instructions a master of a tramping conventional bulk carrier will receive, particularly if
his ship is unfixed for next employment, is Clean to grain clean on completion of discharge. The
guideline here is aimed at the majority of bulk carriers engaged in the carriage of usual bulk
cargoes in conventional ships, which are cleaned to a grain clean standard. As noted above,
there are certain cargoes, such as kaolin, which require the higher standard of cleanliness or
hospital clean.
What is loose scale?
It is important to differentiate such scale from oxidation rust (i.e. light atmospheric rusting).
Loose scale will break away when struck with a fist or when light pressure is applied with a knife
blade or scraper under the edge of the scale. Oxidation rust will typically form on bare metal
surfaces but will not flake off when struck or when light pressure from a knife is applied.
Generally, the presence of hard-adhering scale within a hold is acceptable in a grain clean hold.
The scale should not fall during the voyage or during normal cargo operations.
Countries apply different standards to what constitutes an acceptable amount of loose scale or
loose paint. While in some countries, no such material is permitted, the United States
Department of Agriculture permits a single area of loose paint or loose scale of 2.32 sq m, or
several patches that in total do not exceed 9.26 sq m, before a hold is deemed to be unfit. In
practice, the hold should be free of loose scale as each surveyors interpretation of the required
standard may vary.
The industry accepted definition of grain clean is provided by the National Cargo Bureau (NCB).
Compartments are to be completely clean, dry, odour-free, and gas-free. All loose scale is to be
removed. The definition is clear:

all past cargo residues and any lashing materials are to be removed from the hold

any loose paint or rust scale must be removed

if it is necessary to wash the hold, as it generally will be, the holds must be dried after
washing

the hold must be well ventilated to ensure that it is odour-free and gas-free

Points to consider

management must take a close interest in hold cleaning

take photographs

officers must fully understand what level of cleanliness is required for various cargoes

an independent survey can be useful to confirm if the ship is ready to load particularly if
there is a long waiting time before loading

Related information
Cargo hold cleaning problem and related guideline
Cargo hold maintenance guideline
Hold preparation checklist -Cleanliness/preparation, additional measures
Cargo holds readinesss, maintenance requirement, preventing stevedore damages & safety
aspects
Cargo hold inspection -Reasons for failing hold inspections
Chief officers final inspection prior cargo hold survey
Maintenance procedure for mechanical steel hatch covers

Grain loading standards for seagoing bulk carriers - Limitations involved

Grain is the collective name for the edible seeds of various plants. Many of them are also called cereals, e.g.
wheat, barley, although products like maize and rice are also considered under this heading. Most grain,
especially wheat and maize (corn), is carried in bulk.
Wheat flour is a powder made from the grinding of wheat used for human consumption. More wheat flour is
produced than any other flour. Wheat varieties are called "clean," "white," or "brown" if they have high gluten
content, and they are called "soft" or "weak" flour if gluten content is low. Hard flour, or bread flour, is high in
gluten, with 12% to 14% gluten content, and has elastic toughness that holds its shape well once baked. Soft
flour is comparatively low in gluten and so results in a finer or crumbly texture.[1] Soft flour is usually divided
into cake flour, which is the lowest in gluten, and pastry flour, which has slightly more gluten than cake flour.

Fig: Bulk carrier cargo hold cleaned for loading grain

Contaminants
Contaminants are defined individually in these Standards and consist of the following:
1. Bread wheat (in durum deliveries only)

2. Cereal Ergot
3. Chemicals not Approved for Wheat
4. Chemicals in excess of the MRL
5. Earcockle
6. Earth
7. Foreign Seeds
8. Insects Large
9. Insects Small
10. Loose Smut
11. Objectionable Material
12. Other Non-Objectionable Material
13. Pickling Compounds
14. Ryegrass Ergot
15. Sand
16. Snails
17. Stored Grain Insects and Pea Weevil Live
Contaminants may be referred to as foreign material, being all material other than whole or broken seeds or
hulls of the wheat being assessed.
Defective Grains
Defective grains refer to wheat that has been damaged to some degree, as outlined in these Standards. They
include the following:
1. Dry Green or Sappy
2. Field Fungi
3. Frost Damaged
4. Heat Damaged, Bin Burnt, Storage Mould Affected or Rotted
5. Insect Damaged
6. Non vitreous kernels (Durum only)
7. Over-Dried Damaged

8. Pink Stained
9. Smut
10. Sprouted
11. Stained
12. Takeall Affected
Hazard: It may sift when aerated. This cargo is non-combustible or has a low fire risk
Hold cleanliness: Clean and dry as relevant to the hazards of the cargo
Stowage & segregation: No special requirement
Ventilation: The cargo spaces carrying this cargo shall not be ventilated during voyage.

Fig: Bulk grain loading

Loading
The ship shall be kept upright during loading of this cargo. 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. 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
Precautions
Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the
cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. Person who may be exposed
the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye protection and dust
filter masks, as necessary. Bilge wells shall be clean. Dry and covered as appropriate, to prevent ingress of the
cargo.
Carriage
After completion of loading of this cargo, the hatches of the cargo spaces shall be sealed as necessary. All vents
and access ways to the cargo spaces shall shut during the voyage. Bilges in the cargo spaces carrying this cargo
shall not be pumped unless special precautions are taken.

Discharge
No special requirement
Clean up
In the case that the residues of this cargo are to be washed out, the cargo spaces and the other structures and
equipment which may have been in contact with this cargo or its dust shall be thoroughly swept prior to
washing out. Particular attention shall be paid to bilge wells and framework in the cargo spaces. The fixed bilge
pumps shall not be used to pump the cargo spaces, because this cargo may make the bilge system inoperative.
Example :
Loading Port - Geraldton / Australia
Discharging port - Phu May/ Vietnam
PnI Case
Members should be aware that there is a strong risk of spurious cargo claims being made on grain cargoes in
Iraq. During the discharge of an Argentinean wheat cargo at Umm Qasr, the Iraqi receivers claimed that cargo
in one hold was contaminated with e-coli bacteria. The cargo was analyzed three times by a local health
authority laboratory and on each occasion the tests were positive. The Member had a cargo sample analyzed by
Solomon and Seaber in the UK and the result was negative.
Terminology Used in the Carriage of Grain in Bulk Carrier

The following definitions are from the IMO International Grain Code
The term grain covers 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.
The term filled compartment, trimmed, refers to any cargo space in which, after loading and trimming as
required under A 10.2, the bulk grain is at its highest possible level.
The term 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 either
by the provisions of A 10.3.1 for all ships or A 10.3.2 for specially suitable compartments.
The term 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.
The term angle of flooding (1) 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 term stowage factor, for the purposes of calculating the grain heeling moment caused by a shift of grain,
means the volume per unit weight of the cargo as attested by the loading facility, i.e. no allowance shall be
made for lost space when the cargo space is nominally filled.
The term specially suitable compartment refers to a cargo space which is constructed with at least two vertical
or sloping, longitudinal, grain- tight divisions which are coincident with the hatch side girders or are so

positioned as to limit the effect of any transverse shift of grain. If sloping, the divisions shall have an inclination
of not less than 30 to the horizontal.
The Document of Authorisation certifies that a ship is capable of loading grain in accordance with the
requirements of the International Grain Code.
Bulk carrier guide for international grain code requirements
Grains such as wheat, rye, maize, rice, oats, seeds and their processed forms have been commonly transported
by ships. Grains have a tendency to settle and shift within a ship's cargo compartments.
A compartment may be full when the cargo is loaded but, due to ship's vibration and other movements, the
grain settles leaving space at the top of the cargo. This space allows cargo to move from side to side in
conjunction with the rolling and pitching of the vessel.

Fig: Hold of a bulk carrier that is grain clean and ready to load
As the cargo shifts the vessel lists to one side. The International Grain Code was written at a time when grain
was predominantly carried onboard general cargo vessels, employing methods including saucering, bundling
and strapping. However, modern bulk carriers are designed and constructed taking the problems of carrying
grain into consideration. The BLU Code refers to loading and discharging operations and develops an
understanding of procedures.
SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a cargo ship carrying
grain must hold a Document of Authorization as required by the International Grain Code, and for the purposes
of regulation 9, the requirements of the Code should be treated as mandatory. A ship without a Document of
Authorization must not load grain until the master satisfies the flag State Administration, or the SOLAS
Contracting Government of the port of loading on behalf of the Administration, that the ship will comply with
the requirements of the International Grain Code in its proposed loaded condition (regulation 9.2).
The International Code for the Safe Carriage of Grain in Bulk is commonly called the International Grain
Code was adopted by the IMO Maritime Safety Committee by resolution MSC.23(59). It applies to ships
regardless of size, including those of less than 500gt, engaged in the carriage of 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 on behalf of the flag State Administration for every ship
loaded in accordance with the Code, and must be accepted as evidence that the ship is capable of complying
with the Code (A 3.1).
The Document of Authorization must accompany or be incorporated into the Grain Loading Manual provided

to enable the master to meet the requirements of A 7 (A 3.2). The Manual must meet the requirements of A 6.3
(A 3.2).
The Document of Authorization, grain loading stability data and associated plans may be in the official
language or languages of the issuing country. If the language used is neither English nor French, the text must
include a translation into either English or French.
A copy of the Document of Authorization, grain loading stability data and associated plans must be placed on
board so that the master, if required, may produce them for inspection by the SOLAS Contracting Government
at the loading port (A 3.4).
The flag State Administration, or a SOLAS Contracting Government on its behalf, may exempt individual ships
or classes of ship from particular requirements of the Code if it considers that the sheltered nature and
conditions of the voyage are such as to render their application unreasonable or unnecessary.
Information in printed booklet form (i.e. a Grain Loading Manual) must be provided to enable the master to
ensure that the ship complies with 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 information in A 6.2 must be acceptable to the
flag State Administration (or a Contracting Government on its behalf), while the information in A 6.3 must be
approved by that body.
A ship not having on board a Document of Authorisation issued in accordance with A 3 of the Code may be
permitted to load bulk grain subject to certain conditions, one of which is that the total weight of the bulk grain
does not exceed one third of the ships deadweight (A 9.1).
Loading instrument for a bulk carrier -Why it is mandatory to use a loading manual or a loading computer ?

It is a statutory requirement of the International Load Line Convention that, noting exemptions, "the Master of
every new vessel be supplied with sufficient information, in an approved form, to enable him to arrange for the
loading and ballasting of his ship in such a way as to avoid the creation of any unacceptable stresses in the
ship's structure." Where the Master feels that he has insufficient information regarding the structural limitations
or requires advice on the interpretation of the classification society's structural limitations imposed on his ship,
advice should be sought from the ship's classification society.
The cargo stowage plan should be prepared considering some basic check items such as Seasonal Load Line
Zones,Port restrictions , Shipboard limits, e.g. Draft, Cargo capacity, Stability, Stresses, etc. & Loading rates.
The ship's approved loading manual is an essential onboard documentation for the planning of cargo stowage,
loading and discharging operations. This manual describes:
i) The loading conditions on which the design of the ship has been based, including permissible limits of still
water shear force and bending moments.
ii) The results of calculations of SWSF and SWBM for each included loading condition.
iii) The allowable local loading of the structure.
iv) Operational limits.
The ship's loading manual is a ship specific document, the data contained therein is only applicable to the ship
for which it has been approved.

Loading Computer for bulk carrier

The loading computer is an invaluable shipboard calculation tool which assists the ship's cargo officer in:
i) Planning and controlling cargo and ballasting operations.
ii) Rapidly calculating SWSF and SWBM for any load condition.
iii) Identifying the imposed structural limits which are not to be exceeded.
It is important to note that the loading instrument is not a substitute for the ship's loading manual. Therefore, the
officer in charge should also refer to the loading manual when planning or controlling cargo operations.
A loading instrument or loading computer can be either an analog or digital system. Modern loading
instruments consist of approved computational software operating on a shipboard digital PC. The ship's loading
instrument is a ship specific onboard equipment and the results of the calculations are only applicable to the
ship for which it has been approved.
The operation manual is an essential part of the loading instrument and should be kept onboard at all times. The
ship's deck officers should familiarise themselves with the operation of the onboard loading instrument.
It is recommended ship's Master to check the accuracy of the loading instrument against the test cargo loading
conditions at regular intervals.

Related Information
Care of cargo during loading- Trimming pours
Unloading cargo & handling of ballast
Risk of Heavy cargoes & Monitoring Ship's Loading limits
Preparation for cargo operations -Cargo and Port Information
Code of Safe Practice for Solid Bulk Cargoes
How to monitor ships loaded condition
Limitations of overloading of cargo holds & countermeasures
How to monitor safe cargo operation
Unloading cargo -handling of ballast and other safety issues
International grain code for bulk cargo loading