Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
A VIDEOTEL PRODUCTION
The producers would like to acknowledge the assistance of
CONTENTS
INTRODUCTION 6
4 : BEFORE ARRIVAL 26
6 : LOADING/DISCHARGE 35
7 : CARGO COMPLETION 39
8 : CONCLUSION 43
9 : REFERENCE SECTION 44
11 : GLOSSARY 50
12 : ASSESSMENT QUESTIONS 51
13 : ASSESSMENT ANSWERS 54
4
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > ABOUT THE TRAINING
What is it about?
Who is it for?
The programme is aimed at all crew, and especially ships’ officers, on bulk carriers,
and shore side staff involved in the loading and discharge of bulk carriers.
The video
The video has six main sections. You may wish either to watch it all the way
through or section by section.
If you are in a group, the trainer can open up a general discussion after showing
the video. On second viewing, there could be pauses for questions and more
detailed discussion.
The workbook
This supporting workbook can be used as a reference guide. As well as the key
learning points, it contains case studies, a glossary of terms, a reference
section with pointers to relevant legislation and websites, sample forms and
checklists, and assessment questions to reinforce the learning.
5
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION
INTRODUCTION
Problems occur when ships are poorly maintained, and/or when cargo
operations are carried out incorrectly.
The sequence of events leading to the sinking of most bulk carriers has been as
follows:
Water enters a hold as a result of faulty hatch covers, a collision, shell
plate failure due to frame wastage or damage, or for other reasons.
Hatch covers can easily lift, if they have not been well secured or if the
6
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION
The sinking of the Derbyshire and the other bulk carrier losses in the 1990s
prompted research into the causes of the accidents. The findings led to
improvements in vessel construction, inspection and operation, and to the
development of the IACS (International Association of Classification Societies)
Common Structural Rules for Tankers and Bulk Carriers (adopted on 1 April
2006), and to new IMO (International Maritime Organization) regulations.
For existing ships (built before 1 July 1999) carrying bulk cargoes with a density
of 1,780 kg/m3 and above, the transverse watertight bulkhead between the two
foremost cargo holds and the double bottom of the foremost cargo hold should
have sufficient strength to withstand flooding and the related dynamic effects in
the foremost cargo hold.
7
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION
Cargo Density
Hold, ballast and dry space water ingress alarms (Regulation XII/12)
Hold, ballast and dry space water ingress detectors, known as WIDS (water
ingress detection systems) are required on all bulk carriers regardless of their
date of construction.
8
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION
Immersion suits
All cargo ships must carry an immersion suit of the appropriate size for every
person on board the ship.
9
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION
in existing ships, the bulkhead between holds 1 and 2 and the double
bottom of hold 1 must be strengthened
there is a programme of enhanced independent inspections to detect
potential structural weakness and areas of corrosion
When bulk carriers are designed and built to IMO standards and classification
rules and are properly inspected, maintained and operated, they are safe and
reliable, as long as they remain undamaged.
However, bulk carriers must be handled with care! The cargo loading,
discharge and stowage must all be rigorously planned and performed. And to
carry out the procedures correctly, it is essential that the crew are thoroughly
trained in the handling of difficult and dangerous cargoes, and that they have a
good understanding of the forces that act upon the ship’s structure.
10
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE
1 : THE CAUSES OF
STRUCTURAL FAILURE
The problems
The manner in which equipment is used during loading and unloading can be
aggressive:
11
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE
The problems
Over time, certain cargoes can corrode or wear away the hold coatings, and
if remedial action is not taken steel wastage through corrosion may occur
Some cargoes such as steel scrap or products, blocks of stone and logs
can damage tank-tops and tank plating, frames, sounding pipes and air
pipes in holds
Free-flowing cargoes can affect the ship’s stability
Liquefaction of cargo can be an issue in connection with (a) its moisture
content, (b) excitation, and (c) loading in sub-zero temperatures
Certain cargoes have chemical hazards
12
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE
Cargoes such as iron ore fines that are prone to liquefaction can shift
due to excess moisture content, and if the Transportable Moisture
Limit (TML) is exceeded the bulk carrier can experience dangerous
instability. This can happen either in port or weeks into a voyage –
even in calm seas.
13
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE
Regular maintenance
Regular maintenance and protective barrier coatings for the handling of
certain cargoes will help to delay the long-term effects of corrosion.
It is extremely important that global loading (in terms of shear forces and
bending moments) and local loading (tank top) are kept within their permissible
limits.
The problems
Overloading in any of the holds may cause stresses on the cross decks,
bulkheads and other parts of the hull
Cargo poured into one end of a hold (‘asymmetric loading’) can put
excessive pressure on the transverse bulkheads
Uneven distribution away from the centre line can cause the hull
structure to twist and warp
14
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE
Contact with a MRCC/owners should be made early if the Master has any
suspicion that the ship is damaged. An URGENCY signal is justified and this
should be upgraded to DISTRESS if the ship is confirmed as damaged.
Collision
In the event of a collision, the Master should call the ship’s personnel to
emergency stations and prepare to evacuate the ship. This is particularly
urgent in cases where a ship is loaded with bulk cargo of high density and if the
integrity of any of the cargo holds has been compromised.
Training
The Master should place a strong emphasis on evacuation training so that
donning of protective suits and lifejackets, launching of survival craft, and
operation of EPIRBs and SARTs are all familiar processes to the whole crew.
Also included should be shutdown procedures for main and auxiliary
machinery, which can, if left running, hinder the launching of survival craft.
15
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE
16
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL
Typically, a bulk carrier is a single deck ship with topside tanks, a double
bottom, hopper tanks, a side shell with vertical frames, corrugated bulkheads,
and hatchways above.
Loading and discharging cargo puts the structure under stress, and there are
other forces that affect the hull while the ship is at sea.
17
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL
Hydrodynamic pressure
Hydrodynamic pressures are the forces exerted on the hull by ocean waves,
which could act on any weakness in the shell plating or framing.
Shear Force
Shear force
Shear force is caused when two opposite forces act against each other. In this
case the forces are:
the downward vertical force that comes from the weight of the hull and
cargo
the opposing upward action, which is the vessel’s buoyancy and
hydrostatic pressure
Shear forces occur when these two opposing forces are not in balance at every
point along the length of the vessel.
18
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL
Bending moments
Sagging
Hogging
A bending moment is a force that bends the vessel along its length.
If the weight is concentrated in the middle of the ship, bending of its structure
will cause ‘sagging’.
If the weight is concentrated at opposite ends of the ship, the bending is called
‘hogging’.
19
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL
If the maximum limits are exceeded, the ship will be at serious risk of
structural failure. That is why it is of the utmost importance to calculate shear
force and bending moments accurately at each stage of any loading or
unloading sequence. If there is a deviation from the plan, the figures must be
verified before acceptance.
While at sea, chemical reactions could take place in the hold unseen. Any
increases in moisture, temperature, or the build-up of gases will need to be
monitored and controlled.
20
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL
Some cargoes will require the means of measuring the temperature while on
passage. Accurate records must be kept, in order to monitor any variations or
increases in temperature as the voyage progresses.
21
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 3 : TOOLS AND PUBLICATIONS
For this purpose, they have the ship’s loading manual, and a loading computer.
22
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 3 : TOOLS AND PUBLICATIONS
Many solid bulk cargoes have serious risks associated with them that can affect
ship stability, cause structural damage, pose health hazards to those on board
or lead to dangerous situations as a result of chemical reactions taking place in
the hold. Sometimes the gases generated are odourless and colourless. Other
cargo risks (liquefying or self-igniting cargoes, for example) are difficult or
impossible to control once they have become a real hazard.
Prevention is always better than cure, and the mandatory IMSBC Code enables
ship’s personnel to identify and handle many different types of cargo, and to
assess the acceptability of particular goods. It replaces the Code of Safe
Practice for Solid Bulk Cargoes (the BC Code).
At the heart of the Code are the individual schedules of solid bulk cargoes
found in Appendix 1. The cargoes are listed in alphabetical order using their
Bulk Cargo Shipping Name. Each schedule follows the same format describing
the cargo’s characteristics, hazards, stowage and segregation requirements, as
well as any precautions to be taken during loading, carriage and discharge
along with any necessary clean-up or emergency procedures.
Classification of cargo
Under ‘Characteristics’, each cargo is classified into one of three groups:
Group A are cargoes which can liquefy in the hold while on passage if the
moisture content is too high, with the consequent threat to ship stability. Of
particular significance is the Mineral Concentrates group. Any one of these
dense cargoes has the potential to liquefy if shipped with a moisture content
in excess of its TML.
23
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 3 : TOOLS AND PUBLICATIONS
Angle of Repose
In 1997, the IMO recognised that a number of bulk carrier accidents had
occurred as a result of improper loading and discharge of bulk carriers, and
adopted the ‘BLU Code’ – the Code of Practice for the Safe Unloading and
Loading of Bulk Carriers (resolution A.862(20)).
24
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 3 : TOOLS AND PUBLICATIONS
The BLU Code is in the supplement section of the IMSBC Code and provides
guidance to ships' Masters and terminal operators on the safe handling,
loading and discharge of solid bulk cargoes.
The BLU Manual supplements the BLU Code by providing more detailed
guidance to terminal personnel.
25
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL
4 : BEFORE ARRIVAL
See Appendix 5 of the BLU Code (or Section 10 Appendix of this workbook) for a
form for cargo information.
Cargo information must be provided as required under SOLAS Chapter VI, Part
A, Regulation 2 and the IMSBC Code Section 4, including shipper’s declaration.
For cargo that may liquefy, the information must specify the moisture content
and its TML.
26
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL
See Appendix 2 of the BLU Code (or Section 10 Appendix of this workbook) for a
sample loading/discharge plan.
When planning the arrival condition, the ship’s manoeuvrability should also be
considered. See MSC.1/Circ.1357 ‘Additional considerations for the safe loading
of bulk carriers’.
There must be at least one officer on board who is proficient in the common
language used at both the loading and discharge ports.
The Master should let the terminal know the ship’s ETA (Estimated Time of
Arrival) as early as possible, and should email through the preliminary loading
or discharge plan.
27
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL
If loading, the ship should confirm as soon as possible that all holds into which
cargo is to be loaded are clean, dry and free from any previous cargo residues
that might create a hazard when combined with the cargo to be loaded. (The
IMSBC Code provides guidance in relation to specific cargoes, for example,
whether some may require special hold treatment involving the use of
protective barrier coatings to guard against damage from corrosive substances.)
Timing
Ship and terminal must also agree on the estimated times for the completion of
loading or discharge, as well as any characteristics of the cargo handling
equipment and expected loading or unloading rates.
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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL
In addition to which, the Master should obtain the name and position of
authority of the terminal representative who will sign the ship/shore safety
checklist (Appendix 3 of the BLU Code).
At 0500 on 8 June, the wind had increased to strong gale force and the weather
29
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL
was severe. At 0625, Pasha Bulker started to drag its anchor. The Master decided
to put to sea and at 0748, the anchor was aweigh. The ship was now 1.2 miles
from the shore and, with the southeast wind fine on the starboard bow, it made
good a north-easterly course. At 0906, the Master altered the ship’s course to
starboard to put the wind on the port bow in an attempt to make good a southerly
course on a south-southeasterly heading. However, its heading became
south-westerly and, with the wind on the port beam, the ship started to rapidly
approach the coast.
At 0931, with Nobbys Beach 0.8 of a mile away, the Master attempted a
starboard turn. The manoeuvre did not succeed and at 0946, with
grounding imminent, he requested assistance from authorities ashore.
At 0951, Pasha Bulker grounded on Nobbys Beach and the ship’s
momentum carried it further onto the beach. The crew were evacuated
by helicopter during the afternoon.
The ATSB investigation found that Pasha Bulker’s master did not
appropriately ballast the ship and did not weigh anchor until it dragged
in severe weather. The unwise decision to not ballast the ship for heavy
weather and remain at anchor were the result of his inadequate knowledge
of issues related to ballast, anchor holding power and local weather.
30
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 5 : WHEN THE SHIP IS ALONGSIDE
During the meeting, the joint checklist must be completed and countersigned
by both parties. This checklist must cover:
See Appendix 3 of the BLU Code (or Section 10 Appendix of this workbook) for a
sample checklist form.
The ship must ensure that the cargo loading or discharge plan has been
31
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 5 : WHEN THE SHIP IS ALONGSIDE
Both parties should make sure that the sequence of holds to be worked has
been clearly identified and agreed in the plan.
The loading or discharge plan must be agreed and countersigned by both the
ship and the terminal. Communication and agreement between the two parties
must be maintained throughout the operation.
If there are dust hazards, sensitive equipment will need to be protected, and
those involved in loading will need to wear the appropriate personal protective
equipment (PPE) including masks.
According to the loading plan, the after draught of the vessel was near
the maximum allowable of 6.858 metres (22 feet 6 inches). At this time,
the duty officer deviated from the loading sequence and directed the
shore rig loader to load cargo into hatch No. 9 instead of hatch No. 13.
The shore rig loader, who was provided with a copy of the intended
loading plan for clarification, questioned and acknowledged the sudden
change to the loading plan.
32
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 5 : WHEN THE SHIP IS ALONGSIDE
Loading into hatch No. 9 commenced at 2044. Pumping of No. 2 and No.
1 P & S ballast tanks started at 2111 and 2130 respectively. By 2126,
1756 tons of cargo had been loaded into cargo hold No. 3. Starboard
ballast tank No. 3 was completely pumped out between 2032 and 2145.
At this time, the vessel had reached the maximum draught aft and
shifting of the vessel aft began. The vessel came to a sudden and abrupt
stop, indicating that the after end of the vessel might have touched
bottom near the end of the slip. The loading rig was just able to reach
into hatch No. 2 of cargo hold No. 1, in which loading commenced at
2132. While loading hatch No. 2, the vessel trimmed forward and the
draught aft was reduced. The duty officer shifted the vessel further aft
so that the loading rig could begin loading into hatch No. 1. At
approximately 2145, the Master returned to the ship and inquired briefly
about the vessel’s condition of loading with the duty officer, after which
he proceeded to his cabin.
At 2202, pumping of P & S ballast tanks Nos. 1 and 2 were stopped. Ballast
tanks No. 1 P & S were pumped again from 2240 to 2242. Pumping of No.
2 P & S ballast tanks resumed at 2242 and finished at 2315.
Reading draughts in the dark was difficult at this time because visibility
was further reduced by rain showers. The after draught was 6.477
metres at this time and was decreasing as loading forward continued. At
2242, pumping of P & S ballast tanks No. 2 resumed. The loading of
cargo hold No. 1 was almost completed, with an additional 1800 tons
loaded through hatches Nos. 1, 2, and 3 at 2322. Draughts at this point
were 6.096 metres aft, 4.801 metres at midship, and 3.962 metres
forward. According to the duty officer, the vessel was hogged by
approximately 0.229 metre. The rig operator indicated that there would
be a shut down for minor repairs. At 2315, P & S ballast tanks No. 2 were
pumped out.
At 2345, while continuing to load into hatch No. 3 of cargo hold No. 1, the
ship made a very loud wrenching sound and buckled between hatches
Nos. 13 and 14, in way of the transverse bulkhead, between frames 117
33
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 5 : WHEN THE SHIP IS ALONGSIDE
and 119. Loading was stopped and the general alarm sounded.
At 0010, all crew members were evacuated to shore with the exception
of the Master and the Chief Engineer.
Conclusions
The intended loading and deballasting sequence was not adhered to
and the vessel was subjected to excessive bending stress which
resulted in structural failure of the hull. The disposition of the cargo
and ballast at the time of the failure caused a harbour bending
moment about 2.3 times the maximum permissible.
The frequency and accuracy with which the draught marks were read
during loading were insufficient to closely monitor the hogging of the
hull. Draught mark readings became estimates as the weather
deteriorated, and not all the means available to assist in accurately
reading draughts were utilised.
Source: Transportation Safety Board of Canada, Report No. M00C0026, 01 June 2000.
34
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 6 : LOADING/DISCHARGE
6 : LOADING/DISCHARGE
6.1 LOADING CONDITIONS
Loading conditions vary, depending on the type of cargo to be carried and
classification society approval.
Homogeneous Loading
Homogeneous loading
This is where cargoes are evenly distributed in all holds.
Alternate Loading
Alternate loading
35
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 6 : LOADING/DISCHARGE
Large bulk carriers often stow high-density cargoes, such as mineral ores, in
every other hold.
When high-density cargoes are stowed using alternate loading, the weight of
the cargo in each hold is approximately double that carried in a homogeneous
load distribution, and so the vessel must be strengthened and classified for this
loading configuration. Under SOLAS Chapter XII Regulation 14, vessels over
150m and older than 10 years are forbidden to use alternate loading unless
certain conditions are met.
Block Loading
Block loading
Block loading is where cargo is loaded in two or more adjacent holds with the
neighbouring holds remaining empty. This arrangement is often used when the
ship is only part loaded or carrying more than one commodity. It requires
classification society approved conditions as specified in the loading manual.
36
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 6 : LOADING/DISCHARGE
At the end of each sequence, the observed draft must be checked to confirm
that the cargo loaded in each pour is as per the plan. The plan must be closely
followed at all times!
Draught surveys
Ship’s personnel must carry out draught surveys at regular intervals to check
the calculated ship’s loading condition, the cargo weight and its distribution.
The recorded readings should be checked against the loading plan.
Cargo weight
The weight of the cargo must be frequently monitored and compared with the
cargo plan and the ship’s calculations and draught marks. The safety limits
must not be exceeded.
37
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 6 : LOADING/DISCHARGE
Corrective action should be taken and the plan modified to ensure that the
stress and operational limits of the ship are not exceeded.
For example, conveyor belts offer a very efficient method of loading, with
standard loading rates varying between 1,000 and 16,000+ tons per hour. At
these high rates, it is difficult to control synchronisation of the loading and
deballasting, and if the operations become unsynchronised the ship and
terminal must suspend loading until the deballasting has caught up, as set out
in the loading plan..
Grabs and hydraulic excavators used in the final stages of unloading can cause
damage to the hold or its protective coatings. It is the terminal’s responsibility
to alert the Master to any individual grab loads or pours that are large or heavy
where there could be the risk of a high impact drop.
Officers and crew members should be on the lookout for damage during cargo
operations at all times, and report any damage to the ship’s structure caused
by terminal handling equipment immediately to the Master.
38
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 7 : CARGO COMPLETION
7 : CARGO COMPLETION
7.1 SHIP/TERMINAL COMMUNICATION
It is the Master’s responsibility to let the terminal know when final trimming
has to start, so that there is enough time for conveyor run off. Loading
equipment and conveyor designs vary, so the time taken to halt the operation
must be taken into account to avoid overloading the ship.
7.2 TRIMMING
Trimming is the partial or total levelling off of cargo within a cargo space.
Trimming a cargo reduces the likelihood of the cargo shifting (e.g. if the cargo
is free-flowing or ‘non-cohesive).
A further reason for trimming is, in the case of certain cargoes such as coal, to
minimise the surface area of the cargo that is exposed to air, which could lead
to spontaneous self-heating and possible fire.
It should be trimmed level by the most effective means, e.g. loading spouts or
chutes, portable machinery, equipment or manual labour.
Trimming must be closely supervised and carried out in line with the IMSBC
Code requirements.
39
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 7 : CARGO COMPLETION
also to chapter VI of SOLAS, and the International Code for the Safe Carriage of
Grain in Bulk (MSC.23(59)), as amended.
The tilting box method. This laboratory test method is suitable for non-
cohesive granular materials having a grain size not greater than 10 mm. It is
not appropriate for cohesive materials (all damp and some dry materials). In
this test, a box containing a level quantity of the commodity is inclined. The
angle of repose is represented by the angle between the top of the box and the
horizontal at the point where the commodity just begins to slide in bulk. See
40
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 7 : CARGO COMPLETION
The shipboard test method. If the ship does not have a tilting box apparatus, an
alternative procedure for determining the approximate angle of repose is given
in IMSBC Code sub-section 2.2 of Appendix 2. In this test, samples of the
commodity are carefully poured into a conical shape and the slope angle
measured half way up the cone slope.
The Master should make sure that the final stages of the unloading operation
are closely supervised to ensure that all cargo has been discharged and holds
cleaned, as appropriate.
It is the ship’s responsibility to ensure that holds are clean and ready for
loading when it arrives in port. The carrier has an obligation to ensure that the
ship’s holds are fit to receive and carry any particular cargo.
41
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 7 : CARGO COMPLETION
Every enclosed space should be treated with caution and considered at risk of
oxygen depletion or toxic atmosphere. And that includes recently opened holds
that may not have been well ventilated.
Every ship should have clear procedures for entering an enclosed space
(including testing the atmosphere), and personnel must wear the appropriate
PPE.
Make sure you refer to the IMSBC Code and any Material Safety Data Sheets for
information about the hazards of the cargoes you will be handling.
For more information, see Resolution A.864(20) Recommendations for Entering
Enclosed Spaces.
7.8 ON COMPLETION
When the operation is over, the Master and terminal representative should
agree in writing that the ship has been loaded or discharged in accordance with
the plan, including any agreed variations.
Any damage that has been caused to the ship during the discharge operation
should also be recorded and noted by both parties.
42
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 8 : CONCLUSION
8 : CONCLUSION
On bulk carriers, the number one hazard is structural damage that could lead
to flooding and catastrophic failure. It is vital to maintain the ship’s watertight
integrity - your life, and the life of everyone else on the ship, could depend on it.
43
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 9 : REFERENCE SECTION
9 : REFERENCE SECTION
Regulations and publications
IMSBC Code, 2009 Edition
SOLAS, especially Chapters VI, VII and XII, amendments entered into force 1 July 2006
MSC/Circ.947, 1 June 2000. Safe Loading and Unloading of Bulk Carriers
MSC.1/Circ.1357, 19 June 2010 Additional Considerations for the Safe Loading of Bulk Carriers
MSC/Circ.1143, 13 December 2004. Guidelines on Early Assessment of Hull Damage and
Possible Need for Abandonment of Bulk Carriers
MSC/Circ.995, 11 June 2001. Advice on the Dangers of Flooding of Forward Compartments
Common Structural Rules for Bulk Carriers, IACS July 2009
IACS Recommendation 46 Guidance and Information on Bulk Cargo Loading and
Discharging to Reduce the Likelihood of Over-stressing the Hull Structure
Bulk Carrier Practice by Captain Jack Isbester ExC FNI, 2nd Edition, published by The
Nautical Institute
Videotel programmes
Dangerous and Difficult Bulk Cargoes: Best Practice and the IMSBC Code (Code 1101)
The Claim Game – Dry Cargo, Legal Responsibility and Loss Prevention. Part 1: Rights,
Duties and their Understanding (Code 535)
The Claim Game – Dry Cargo, Legal Responsibility and Loss Prevention. Part 2: The Master
Under Pressure (Code 536)
Hatch Covers – A Practical Guide (Code 938)
Safe Mooring Practice (Code 1105)
Entering into Enclosed Spaces (Code 682)
Useful websites
IMO (International Maritime Organization) – www.imo.org
Intercargo (International Association of Dry Cargo Shipowners) – www.intercargo.org
IACS (International Association of Classification Societies) – www.iacs.org.uk
ICHCA International (International Cargo Handling and Co-ordination Association) -
www.ichcainternational.co.uk
44
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS
10 : APPENDIX: SAMPLE
FORMS AND CHECKLISTS
1. Loading/Unloading Plan
(Appendix 2 BLU Code, or p.363 of IMSBC Code)
Ship/Shore Safety Checklist for Loading or Unloading Dry Bulk Cargo Carriers
Date: ___________________
Port: ____________________ Terminal/Quay: ______________________
Available depth of water in berth: _______ Minimum air draught*: ______
Ship’s name: _________________________________
Arrival draught (read/calculated): _______ Air draught: _______________
Calculated departure draught: __________ Air draught: _______________
45
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS
46
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS
14. Have the cargo handling capacity and any limits of travel
for each loader/unloader been passed to the ship/terminal?
Loader: _____________________________________ ❑ ❑
Loader: _____________________________________
Loader: _____________________________________
21. Has the terminal been advised of the time required for the
ship to prepare for sea, on completion of cargo work? ❑ ❑
47
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS
Consignee: Carrier:
Port/place of destination:
As an aid to paper documentation, Electronic Data Processing (EDP) or Electronic Data Interchange (EDI)
techniques may be used. This form meets the requirements of SOLAS 1974, chapter VI, regulation 2;
the BC Code and the CSS Code
48
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS
49
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 11 : GLOSSARY
11 : GLOSSARY
Angle of repose - The maximum slope angle of non-cohesive (i.e. free-flowing) granular
material. It is the angle between a horizontal plane and the cone slope of the material.
Bending moment - A force that bends the vessel along its length.
BLU Code - The IMO Code of Practice for the Safe Loading and Unloading of Bulk Carriers.
BLU Manual - The IMO Manual on loading and unloading of solid bulk cargoes for terminal
representatives.
Cargoes that may liquefy - Cargoes that contain at least some fine particles and some
moisture, usually water, although they need not be visibly wet in appearance. They may
liquefy if shipped with a moisture content in excess of their TML.
Hogging - If the weight is concentrated at opposite ends of the ship, the bending moment
is called ‘hogging’.
Sagging - If the weight of the cargo is concentrated in the middle of the ship, the bending
of its structure will cause ‘sagging’.
Shear force - Caused by two opposing forces acting against each other.
Solid bulk cargo - Any cargo, other than liquid or 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.
TML (Transportable Moisture Limit) - The maximum moisture content considered safe for
carriage.
Trimming - Any levelling of the cargo within a cargo space, either partial or total.
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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 12 : ASSESSMENT QUESTIONS
12 : ASSESSMENT QUESTIONS
1. When restrictions on the carriage of b) The angle between the vertical plane
cargoes are imposed, the ship should and the slope down from the cone
be permanently marked with: c) The angle between the horizontal plane
a) A solid square on its side shell aft and the slope up to the cone
b) A solid triangle on its side shell at d) The angle between the vertical plane
midships and the slope up to the cone
c) A hollow triangle on its side shell
5. The TML is:
forward
d) A hollow square on its side shell at a) The maximum moisture level allowed
midships for carriage
b) The average moisture content of the cargo
2. SOLAS Chapter XII Regulation 14 c) The difference between the average
Restrictions from Sailing with Any moisture content and the maximum
Hold Empty defines an ‘empty hold’ as allowed for carriage
one that is loaded to: d) The extra moisture that is sweated out
a) Less than 10% of the hold’s maximum of the cargo in hot weather conditions
allowable cargo weight
6. ‘Shear force’ is when:
b) Less than 25% of the hold’s maximum
allowable cargo weight a) The hold is overloaded
c) More than 10% of the hold’s maximum b) The angle of repose is exceeded
allowable cargo weight c) The ship bends or twists
d) There is no minimum or maximum d) The upward and downward forces are
allowable cargo weight for a hold not in balance along the length of the
vessel
3. What is the result of overloading of
the holds? 7. ‘Sagging’ is when:
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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 12 : ASSESSMENT QUESTIONS
9. In the event of loss of hull integrity in 14. Which of the following does NOT need
way of the cargo holds, bulk carriers to be included in the loading plan?
should be evacuated as quickly as a) Loading sequences, segregating
possible. dangerous cargoes where appropriate
TRUE OR FALSE? b) Distance between conveyor belt and the
holds
10. Trimming (of cargo) is: c) Total time to load
a) Loading the cargo slowly and at a d) Appropriate loading and unloading
steady rate rates for solid bulk cargoes
b) The partial or total levelling of the cargo e) Local loading criteria in the loading
c) Stowing the cargo in accordance with manual
the loading plan
15. The ship requires a cargo declaration
d) Cleaning the hold of cargo residue after
for all types of cargo.
discharge
TRUE OR FALSE?
11. The ship’s hatch covers must be
marked with: 16. The loading or discharge plan must be:
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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 12 : ASSESSMENT QUESTIONS
53
BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 13 : ASSESSMENT ANSWERS
13 : ASSESSMENT ANSWERS
1: b
2: a
3: c
4: c
5: a
6: d
7: b
8: a
9: True
10: b
11: c
12: a
13: d
14: b
15: True
16: a
17: d
18: c
19: d
20: a
21: True
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