CEMENT (Loaded on conventional bulk -carrier)

1.1
Description:
Portland cement is produced by burning a precisely weighed mixture of raw materials
at temperatures of greater than 1200 deg C, containing predominantly Limestone,
Silica, Alumina, and small amounts of other materials to form a clinker. The resulting
cooled clinker is then ground under controlled c onditions to the required fineness,
with the addition of typically 5% gypsum to control setting. Used in construction of
buildings and roads and for radiation shielding.
Cement is considered as a nuisance dust. Because cement is produced by heating the
raw materials to high temperatures using process heat by burning fossil fuels, traces,
but detectable amounts of naturally occurring, and possibly harmf ul elements ,may be
found during chemical analysis. Cement may contain 0.75 % insoluble residue. A
fraction of these residues may be free crystalline silica.
Threshold Limit Value: Total dust containing no asbestos and less than 1% silica 10mg/cubic meter
Cleaning the hold after discharging cement requires greater effort and time, because
of the dust it leaves on the structure. For cleaning procedure, see Final Clean-Up
1.2
Trade Name:
Portland cement, mortar, concrete
1.3
Size:
Powder upto 0.1mm
1.4
Angle of Repose:
N/A, because it settles to almost an even surface after being aerated or disturbed.
1.5
Stowage Factor in Cubic metres/MT:
About 0.67 to 1.0
1.6
IMO Classification;
Appendix C, BC Code , known not to liquefy or possess any chemical hazard. It is
non-combustible and has a low risk of fire.
1.7
Properties:
Cement is a finely ground powder which becomes almost fluid in nature when aerated
or significantly disturbed thereby creating a minimal angle of repose. After loading,
de-aeration occurs almost immediately and the product settles into a stable mass.
When a vessel is fixed for cement, it is important to take into consideration that the
cement may have a temperature of 110 deg C when leaving the production, and is
being loaded at cargo temperatures of 70-80 deg C. Very often, cement is exported
from cold areas, transported part of the way at low sea temperatures, and is then
unloaded in warm areas with a high air humidity. After loading, cement powder often
contracts by as much as 12% once settled in holds. These are perfect conditions for
water vapour to condense thus solidifying the cement, not only on the main deck, but
also at the upper parts of the cargo hold.
The point at which water vapor condenses and at which the atmosphere makes the
steel damp, is termed the dew point. Where incoming air or the steel has a lower
temperature than in the cargo holds, the surrounding air is cooled down and water
vapor condenses. When wet cement dust dries on the steel it causes a major cleaning

problem, which can only be solved by extensive use of manpower, efficient

equipment and chemicals, at heavy costs. Consequently , ballasting of cold water
adjacent to cargo holds makes cleaning difficult.
The problem can be reduced by the use of dehumidifiers, and in some cases even
good ventilation. However, dehumidifiers are costly and are seldom part of the
equipment found on-board bulk-carriers. The problem cannot be solved by such
preventive methods.
1.8
Precautions /Hazards:
1. Several characteristics of cement in bulk make it a problem cargo:
a. When wet, it solidifies.
b. When manufactured, it is hot and retains the heat.
c. It may easily stick to non-smooth surfaces.
d. When contaminated by residues from previous cargoes, it may become useless
as a binding age nt. Sugar up to 0.001% renders the cement useless as a
binding agent and Ammonia or its sulphates as fumes or gases alters the
characteristic of the cement to a quick binding type.
2. Cement dust can dry unprotected skin and cause mild to severe caustic burns.
Direct contact with the eyes can cause effects ranging from mild irritation to severe
burns. Inhalation can irritate the upper respiratory system. Cement dust can also cause
inflammation of the lining tissue of the interior of the nose and inflammation of the
cornea. Hypersensitive individuals may develop an allergic dermatitis. [Cement may
contain trace (less than 0.05%) amounts of chromium salts or compounds including
hexavalent chromium, or other metals found to be hazardous or toxic in some
chemical forms]
3. Cement is highly alkaline and will react with acids to produce heat typical of acidbase neutralization. Toxic gases or vapors may be given off depending on the acid
involved.
4. When exposed to cement or its dust, ensure personnel are wearing proper protective
clothing (long sleeve overalls, neck and face covered leaving only the eyes ), goggles,
respirators/face masks. As far as possible, avoid making skin contact with cement
powder. Before handling cement, apply a skin barrier (Vaseline), and use vinegar to
wash the skin exposed to cement, before showering with soap and water.
5. Every precaution to be taken to avoid water ingress into the cargo compartments,
including sealing the hatches with hatch sealing tape if required.
6. Do not load/discharge cement in rain on a conventional bulk -carrier there are 2
main rules for cement: keep it dry, and keep it cool
1.9
N/A

Required Cargo/Ship Certificates:

1.10 Operational Procedures applicable to Cement :

In the following sections an attempt has been made to provide Masters with a detailed
list of procedures on a step-by-step basis. Although these procedures are provided to
assist Masters, they are not exhaustive and do not relieve you from your responsibility
to ensure that the cargo is carried and handled in accordance with the BC code and
other applicable international and national requirements.

1.10.1 Pre-Arrival Preparation:

1. All holds used for loading should be thoroughly swept of previous cargo, then
washed and then thoroughly dried, espe cially if vessel carried sugar or ammonia
recently.
2. It is recommended that all holds used for loading be coated with a complete thin
& firm coat of Cement Pre-Wash (BEB 5015 is recommended) in the
product/water ratio recommended by the manufacturers (about1:4). This coat must
be allowed to dry before commencing loading. This coat must be applied all over
from upper coaming to tank-top using scaffolding, cherry-picker (if available) or a
working platform suspended on a crane (if sea conditions permit, i.e calm sea)
3. It is suggested that the bilges be blanked with steel covers and bolted down, with
rubber gaskets. It is also important to test the non-return valves for each hold
bilge, and if not recently over-hauled, then these should be opened , cleaned,
over-hauled, tested and re-fitted. A log entry to be made to this effect.
4. All manhole covers on tank top, doors to upper and lower stools, other holes/slots
on tank tops and bulkheads , hatch channel drain holes on coamings should be
sealed with tape. It may also be helpful if you can effectively seal the entrances
from upper stool spaces to the cargo hold area, to avoid cement dust building up in
this void space. If loading in the ballast hold, then the ballast bell mouth covers
should be tested to 3.0 bars keeping the valves open. Log entry to be made.
5. You should ensure that the hatch seals for all holds to be loaded and seals for all
hold ventilators or other enclosures leading into the hold are absolutely weathertight.
6. A high-pressure hose should be rigge d up to the deck line in preparation of the
surveyors hose test of all hatches to be loaded. All load hatches should also be
battened down.
7. Prior to arrival and deballasting, all ballast tanks should be pressed up to the deck
level, in order to ensure that there are no leaks in the tank tops, air-pipes or
sounding pipes passing through the holds. Also it is important to check that the
sounding pipes for hold bilges passing through the Top-Side tanks are not holed.
This can be done by checking the soundings of hold bilges visually after pressing
up the TST, and by visual inspection of the sounding pipe after emptying the TST.
You should also perform a hose test on all hatches to be loaded along with the
ventilators and other openings to the hold. All this should be recorded in the Log
book and confirmed to the surveyor on arrival. After testing and If possible, the
cold water ballast in adjacent tanks should be dropped below the tank-top level,
to avoid condensation.
8. The air in the holds needs to be dried by use of dehumidifiers (if on board) for
some days prior to loading.
9. The ship should be equipped with the following:
a. High Pressure water washing machine which should be tested and sufficient
spares maintained on board.
b. The ship should also be equipped with a Combi/Maxi-gun,
c. A chemical sprayer for spraying the acid solution if required.
d. Sufficient stock of Muriatic acid should be available on board. along w ith
other hold cleaning appliances.
e. Portable scaffolding (upto 4-6 mts)and a working platform or MOT gangway
are also useful for spraying the acids
f. The portable submersible bilge pump or Slurry pump (if provided) must also
be tested.

10. The Emergency hatch cover operation equipment should be tested and kept in
readiness. (for use at load or discharge port, depending on open or closed hold
loading/discharging)
1.10.2a
Arrival Preparation: (OPEN HOLD LOADING)
1. Radar, RDF scanners (if fitted), deck motors, hatch pistons, lifeboats, gangways
should be covered with plastic wrap in order to be protected against the dust. It is
recommended that the superstructure, especially the bridge -front be also covered
with plastic/tarpaulin covers. Hatches not used for loading should also be covered
with plastic/tarpaulin covers. In some cases, during dry weather, it is
recommended that superstructure be coated with a thin & firm coat of cement pre wash.
2. All moving parts should be well greased until the old grease begins to show.
3. Cranes should be topped up to maximum extent i.e until the jib cuts out so that
dust settling on the jib is minimal.
4. No loose items whatsoever to be kept or left on deck.
5. Natural ventilation of all stores should be kept shut, so that no dust gets inside the
stores. The wire mesh of E/R blowers next to the funnel should be covered with
dust filters (porous material that will allow only air but not dust to enter). If fitted
with 4 blowers, the 2 leeward blowers should be kept shut. Any critical electronic
equipment exposed in the E/R should also be covered, e.g. ; Boiler controls.
6. The AC unit should be on 100% re-circulation. The AC inlet inside the
accommodation used during re-circulation should also be kept covered with a
filter type material (that will allow only air but not dust to enter). All natural vents
to accommodation should also be shut. The ga lley vents should be on exhaust and
not on supply. All natural vents to wheel- house should be kept shut, and most
important, all bridge equipment and panels should be covered with old bed-sheets.
7. All accommodation access doors should be kept shut and latched from inside
(capable of being opened in an emergency), except the quay side entrance door
which should be kept closed but not latched. The bridge wing doors should also be
kept closed and ensured that the seals are capable of preventing dust from entering
the wheel-house. All deck stores, crane columns, steering gear room doors should
be kept shut.
8. Mooring hawsers and loose ropes should be covered with canvas. Pilot ladders
should be stowed aft and kept covered.
9. A list of soundings of all tanks should be prepared at time of docking for the draft
surveyor.
10. Prior to loading, your vessel will be inspected to ensure that all holds to be loaded,
including bilges are clean, without any loose scale/paint or traces of previous
cargo, and DRY. The surveyor will also conduct a high-pressure hose test to
ensure that all hatches and associated vents are weather-tight.
11. Ensure that vessel is stocked with enough hatch sealing tape to seal all the
hatches, and sufficient propane gas bottles with a long handle torch to heat the
tape before application. (if loading in cold weather)
12. All personnel working on deck should be well protected from the dust, with
proper protective clothing, goggle, face mask/respirator,

1.10.2b
Arrival Preparation: (CLOSED HOLD LOADING)
Even in Closed loading, you may expect some cement dust to leak from joints in the
piping system and hatch covers seals,( because of the air pressure)
1. All hatch cover wheels and hinges should be well greased till old grease
begins to show.
2. No loose items whatsoever to be kept or left on deck.
3. Natural ventilation of all stores should be kept shut, so that no leaking dust
gets inside the stores. The wire mesh of E/R blowers next to the funnel should
be covered with dust filters (porous material that will allow only air but not
dust to enter). If fitted with 4 blowers, the 2 leeward blowers should be kept
shut. Any critical electronic equipment exposed in the E/R should also be
covered, e.g. ; Boiler controls.
4. The AC unit should be on 100% re-circulation. The AC inle t inside the
accommodation used during re-circulation should also be kept covered with a
filter type material (that will allow only air but not dust to enter). All natural
vents to accommodation should also be shut. The galley vents should be on
exhaust and not on supply. All natural vents to wheel-house should be kept
shut, and most important, all bridge equipment and panels should be covered
with old bed-sheets.
5. All accommodation access doors should be kept shut and latched from inside
(capable of being opened in an emergency), except the quay side entrance
door which should be kept closed but not latched. The bridge wing doors
should also be kept closed and ensured that the seals are capable of preventing
dust from entering the wheel-house. All deck stores, crane columns, steering
gear room doors should be kept shut.
6. Mooring hawsers and loose ropes should be covered with canvas. Pilot ladders
should be stowed aft and kept covered.
7. A list of soundings of all tanks should be prepared at time of docking for the
draft surveyor.
8. Prior to loading, your vessel will be inspected to ensure that all holds to be
loaded, including bilges are clean, without any loose scale/paint or traces of
previous cargo, and DRY. The surveyor will also conduct a high-pressure
hose test to ensure that all hatches and associated vents are weather-tight.
9. The grain loading port at the centre of the hatch should be opened, cleaned,
gasket renewed if required, studs greased and cover boxed back This port will
be the loading port The air return port should be at least 7-8 meters away from
the loading port to avoid any short-circuiting of the loaded cement. This port
should also be opened , cleaned, gasket renewed if required, studs greased and
cover boxed back.
10. Ensure that vessel is stocked with enough hatch sealing tape to seal all the
hatches, and sufficient propane gas bottles with a long handle torch to heat the
tape before application. (if loading in cold weather)

1.10.3 Stow Plan and Loading Sequence:

1. When possible, cargo should be loaded in minimum holds to minimize on carriage
requirements and expedite hold cleaning for the next cargo.
2. A general loading sequence and individual hold loading sequence should be
prepared for presentation to the shipper/loading terminal on arrival. If loading
from a single pipe branching into 2 holds simultaneously, (Closed loading)
shippers in some ports require that the 2 holds be either adjacent or alternate (not
more than 1 hold space apart) and the cargo quantities per hold for each sequence
be equal or nearly so, to avoid delays. In this case trimming between end holds
may not be possible.
3. In the closed loading method, shippers require that any hold not be filled to more
than 70%, because the cement contracts as much as 12% after de-aeration. This is
to avoid too much back-pressure on the loading equipment and also to avoid too
much pressure on the ships closed hatch covers.
4. For the sea passage, it is highly recommended that ballast compartments (TST,
DB) adjacent to the cargo holds containing cargo be kept empty.
1.10.4a
Loading Operation(Closed Loading ):
1. The hatches to be loaded should be battened down, all vents, hatch entrance
covers closed, and hatch coaming drains taped from inside.
2. Before commencement of loading, the shipper will install a piping system
comprising of a loading pipe to the centre port and an air return pipe from the
return port of each hold.
3. Loading may be done in slight to moderate rain conditions, but if the rain is
heavy, the terminal may choose to stop loading.
4. Please ensure that the deck officer on watch keeps the ship upright at all times
since the cargo when loaded with air attains a liquid like flow state and will flow
evenly from the centre of the hold to the boundaries.
5. It is recommended that the crew c ontinuously keep sweeping any leaking cement
from main deck, hatch tops. When possible, compressed air should be made
available on deck throughout the loading.
6. It is possible that because of the high air pressure in the holds, the hatch cover
seals may leak some cement dust at the joints This can be stopped by inserting a
damp cloth at the area around the leak, and/or tightening the cleats at that location.
7. All ballasting sequences will be made to ensure that no ballast is in adjoining
tanks with the hold being loaded.
1.10.4b
Loading Operation (Open loading)
1. Hatch covers pistons to be covered and hatch coaming drains to be taped prior
to commencement of loading.
2. Only working hatch to kept open, non-working hatches to kept shut.
3. Loading should only be done in dry weather. If it begins to rain during
loading, the loading operation should be halted and hatches closed until the
rain stops.
4. When rain clouds are observed to be approaching, in consultation with the
terminal, loading should be halted and all hatches promptly closed. Prior to reopening hatches after a rain shower, all water should be brushed off the hatch
covers in order to avoid any draining into the holds. Also, prior to resuming
loading, the loading belt should be run again for about 5 minutes over the jetty
in order to run off any accumulated water or wet cargo.

5. Please ensure that the deck officer on watch keeps the ship upright at all times
since the cargo when loaded with air attains a liquid like flow state and will
flow evenly from the centre of the hold to the boundaries.
6. It is recommended that the crew continuously keep sweeping any leaking
cement from main deck, hatch tops. When possible, compressed air should be
made available on deck throughout the loading.
7. All personnel working on de ck should be well protected from the dust, with
proper protective clothing, goggle, face mask/respirator,
1.10.5 Upon Completion of Loading:
1. As each hold is completed, it should be re-opened (if closed loading), the hatch
coaming channels swept and cleaned with compressed air, the channel drain
valves cleared, and hatch pistons and hatch rubber packings wiped with cloth,
before closing and battening down. Hatch should then be sealed with hatch sealing
tape. Ensure that the hold bilge sounding pipes, and all other vents/openings to
that hold are tightly shut.
2. After loading de -aeration starts immediately before the cargo settles into a stable
mass. Therefore ensure that time is sufficient for this settling to occur and cargo is
stable before ship sails. After settling, shifting should not occur unless angle of the
surface with horizontal plane exceeds 30 degrees.
3. Compressed air should first be used to remove the dust accumulated on decks. The
ship should then be washed thoroughly with high-pressure water sprays. This will
remove the cement adhered to the structure. While hosing down the deck, ensure
that no water is allowed to enter the cargo holds. If staining is observed, because
of the cement hardening or sticking to the surface, then Muriatic/Oxalic acid
solution can be applied and allowed to stay for about 15-20 minutes before
washing down. When using this chemical, proper protective clothing should be
worn, this includes chemical suit, goggles, respirator, and latex gloves.
4. Old grease from all moving par ts which would contain cement dust should be
wiped off, and fresh grease pumped in.
1.10.6 Carriage/Ocean Passage:
1. No special segregation requirements
2. Throughout the voyage the hatch sealing tapes should be checked and renewed if
necessary, hold bilges should be sounded twice daily.
3. Further, the boundaries of compartments keeping the cargo should be resistant to
the passage of water. Do not take ballast in adjacent ballast tanks.
4. Vessel should take all necessary precautions to avoid shipping heavy seas on deck
and over hatch covers. It might be wise to request for weather routing, and keep
sufficient reserve fuel on board.
5. Ventilation should not be carried out at sea.
6. It is not safe to enter closed holds at sea, because the person tends to sink into the
cement. Also possibility of gases developing.

1.10.7 Unloading:
1. Items 1-8 & 12 of Arrival Preparation , and items 1,2,3,4,6 & 7( substitute
ballasting with deballasting) of Loading Operation should be followed.
2. Unloading is normally done by siwerte ll (screw unloader) or grab. Only keep the
working hold open.
3. Unloading has to be stopped during rain. Sometimes receivers present the master
with a Rain Letter. Please note that this will not protect the ship if cargo is
damaged.
4. It is advisable to avoid ballasting DBs above tank-top level, until cargo from the
adjacent hold has been completely discharged. It is not uncommon to see a pay
loader damage ballast/fuel tank sounding pipes while discharging, due to the
limited visibility caused by flying dust. In this regard, the discharging terminal
should be given a letter and a plan of all piping and additional steel structures like
ladders, pipe guards etc. in each hold, advising them about this.
5. When cement is loaded by closed loading along with air under pressure, the
cement will have settled all over the hold structure, in the highest reaches and
under the coamings, and you can expect the cement to also remain wedged
between side frames, etc.
6. Most charter parties stipulate Shovel C leaning which means that the stevedores
will only discharge what they are able to get into the buckets without sweeping.
They will not touch the cargo beyond their physical reach. It is recommended that
during discharge and after liaison with the terminal and vessels owners, a cherry
picker (2 if possible) be rented for assisting in discharge operations.
7. As each hold is almost completed, the cherry-picker should be lowered into the
hold, and the cement at the upper reaches, under the upper coamings, hoppers, in
between side frames, pipe guards, and ladders should be brushed down. Needless
to say, the crew should be well protected, and working aloft permits should be
used. This will save a lot of time and trouble when washing down the holds for the
next cargo. If cherry-picker is not available, then a working platform suspended
on a crane should be used. Whatever cement has been knocked down, can then be
collected along with the cargo, shovel swept by the stevedores, when they come
back to complete the hold. Even then, it would help if the lower reaches and tanktop can be brush swept by ships crew and the cargo filled into buckets provided by
the terminal.
8. It would help if vessels owners and the terminal permit the vessel to stay
alongside for a few hours after complete discharge, in order to complete cleaning
the last hold by cherry-picker.

1.10.8 Final Clean-Up:

1. Each hold should be finely swept to remove as much cement as possible, this
would include thoroughly cleaning the hold bilges as well. Remember the simple
rule when cleaning cement: BRUSH FROM TOP TO BOTTOM, BUT WASH
FROM BOTTOM TO TOP. If you wash from top to bottom as with other bulk
cargoes, you will end up with the cement on the lower reaches drying up, and then
impossible to wash down, without physical descaling.
2. After sweeping, the areas where the cement is hardened can be sprayed with a
solution of Muriatic/Oxalic acid (about 40-60 lts mixed with about 100 lts of fresh
water) by chemical sprayer using scaffolding/cherry-picker or a working platform
suspended by crane (only if weather permits, i.e calm sea). After allowing to stay
for 15-20 minutes, this should then be washed down using high-pressure
Combi/Maxi gun. Any acid should be used with caution because it can damage the
paintwork and the bilge pump, if used for pumping out the bilges. When using this
chemical, proper protective clothing should be worn which includes chemical suit,
goggles, respirator, and latex gloves?
3. It is recommended that the ships fixed bilge piping and GS pump should not be
used for pumping out hold bilges during clean-up. It is quite possible, even with
sufficient flushing of the piping for 30 minutes, the cement may clog up the piping
and the bilge non-return valves. After blanking the hold bilge on one side and
creating a small list (about 1 degree), the portable submersible bilge pump or
Slurry pump should be used for pumping out the hold bilge. If pumping out in
port, local national regulations should be complied with. It might be a good idea to
sprinkle some sugar onto the tank top and into the bilges at regular intervals, to
prevent the cement from setting.
4. Superstructure and decks, mast houses can then be washed using the High
pressure washing machine at about 250-300 bars to remove hardened cement.

1.10.9 Emergency Response :

1. Fire fighting measures: cargo is non-combustible and the dust is nonexplosive.
2. First Aid measures 1. Eyes & skin affected: Flush eyes immediately with large
amounts of water for at least 15 minutes and seek medical assistance. Wash
affected skin with plenty of soap & water and apply sterile dressings. Seek
medical attention if there is pr olonged exposure. If ingested, do not induce
vomiting and provide, if conscious, with plenty of water and seek medical
attention. If inhaled, move to fresh air, keep warm and seek medical attention.
3. Spill/Leak measures. Dry-clean method advised and do not disperse dust.
Personnel to wear protective gear so as to avoid skin contact.