Types of Bulk Cargoes

Hygroscopic cargoes
These are cargoes which readily absorb moisture from the atmosphere. These types of cargoes have a natural
moisture content. Grain, cotton, tobacco, sugar, timber, coffee, cocoa and most materials of organic origin are
hygroscopic.

High density cargoes

These are those cargoes that have a stowage factor less than .56m 3/t. Such cargoes could affect the stresses
on the hull or even cause structural damage to the vessel. Heavy machinery and heavy density ores are
examples of such cargo.

Cargoes likely to get tainted

Some cargoes are likely to taint others or easily be tainted themselves. That is to say, they impart on other
cargoes or pick up themselves, odours or flavours which are not desirable. Careful segregation of such cargoes
is essential. Cloves, Tobacco, Cocoa, Coffee, Leather, Dry fruits, Garlic are some cargoes that may taint other
cargoes. Almost all foodstuff are liable to get tainted.

Cargoes liable to shift / liquefy

Dry shift of cargo is caused by a low angle of repose (less than 30˚) and can be avoided by trimming. Which
means that if the ship rolls more than 20° the cargo will shift. Grain like wheat, corn, rice, barley, etc in bulk are
likely to shift during voyage if not trimmed.
Angle of repose is the angle between a horizontal plane and the cone slope obtained when bulk cargo is loaded
on this plane.
Wet shift of cargo is caused by liquefaction of the cargo possibly by moisture migration, causing the cargo to act
like a liquid. Most types of concentrates like iron ore concentrate, manganese ore concentrate, copper ore
concentrate, etc are liable to shift due to liquefaction.

Cargoes liable to spontaneous combustion

These are self-heating cargoes. These type of cargoes may burn without the introduction of an ignition source.
Coal, oakum. cotton, sulphur, wool, bags containing oil seeds are some examples of such cargoes.

Flow State is the condition when a mass of granular material is saturated with liquid to an extent that under
prevailing external forces such as vibration, impaction or ship’s motion, it loses its internal shear strength and
behaves as a liquid;
Flow Moisture Point (FMP) is the percentage moisture content (wet weight basis) at which a flow state
develops under the methods of test in a representative sample of the material as prescribed by the IMSBC
Code.
Transportable Moisture Limit (TML) is the maximum moisture content of a concentrate considered safe for
carriage by a general cargo vessel.

Hazards associated with bulk cargoes

In general hazards associated with bulk cargoes fall in three main categories as follows:
1. Structural damage caused by high density cargoes and improper distribution of cargo.
2. Cargo shift caused due to inadequate trimming of cargoes having a low angle of repose.
3. Cargo liquefaction caused by moisture migration in concentrates.

Homogeneous loading condition: Homogeneous hold loading condition refers to the carriage of cargo, evenly
distributed in all cargo holds. This loaded distribution is permitted for all bulk carriers and is usually adopted for
the carriage of light (low density) cargoes, such as coal or grain. However, heavy (high density) cargoes may be
carried homogeneously.

Alternate hold loading: Most bulk carriers in the iron ore trade are designed to carry a full cargo in alternate
holds (e.g. in holds 1-3-5-7-9). The advantage is to raise the centre of gravity, thus making the vessel less “stiff”
and more comfortable for the crew on ocean voyages. Also, bulk carriers can be loaded and discharged much
more quickly if they are operating in the alternate-hold loading mode than if they are homogeneously loaded.
The disadvantage of this type of loading is that it causes great structural stress on the vessel’s hull.
Coal cargo.

Coal cargoes under IMO classification are classified as a material hazardous only in bulk (MHB). These
materials when carried in bulk, present sufficient hazards to require specific precautions and are included in
Appendix B of the BC Code which outlines the procedures to be followed with all coal cargoes.
The following are the properties and hazards that may be associated with a coal cargo on a ship:
 emission of methane, a flammable gas which may cause an explosive atmosphere;
 oxidation which can lead to depletion of oxygen and an increase in carbon dioxide;
 self-heating that could lead to spontaneous combustion; and
 reaction with water which may produce acids which may cause corrosion.
Ships carrying coal should be suitably fitted and carry on board appropriate instruments for measuring methane
content, oxygen content and carbon monoxide content in the atmosphere.

Precautions when carrying coal :

1. Prior loading, the shipper should provide in writing to the master, the characteristics of the cargo and
the recommended safe handling procedures for loading and transport of the cargo.
2. Smoking and the use of naked flames should not be permitted in the cargo areas and adjacent spaces
and appropriate warning notices should be posted.
3. Coal should not be stowed adjacent to hot areas.
4. If at the time of loading, when the hatches are open, the temperature of the coal exceeds 55˚C, expert
advice should be obtained.
5. Prior departure, the surface of the cargo should be trimmed reasonably to avoid the formation of gas
pockets.
6. The atmosphere in the space above the cargo in each hold should be regularly monitored for the
presence of methane, oxygen and carbon monoxide. Records of these readings should be maintained.
7. Temperature of the cargo should be measured daily through temperature pipes in the hold to check if
self heating is taking place.
8. On no account should air be directed into the body of the coal as air could promote self heating.
9. All holds should be surface ventilated for the first 24 hrs after departure from the loading port. If after 24
hrs the methane concentrations are at an acceptably low level, the ventilators should be closed. If not,
they should remain open until acceptably low levels are obtained. In either event, measurement should
be continued on a daily basis.
10. If the carbon monoxide level is increasing steadily, a self heating condition may be developing in the
cargo. The cargo space should be completely closed down and all ventilation ceased. Water should not
be used for cooling the material or for fighting coal fires at sea, but may be used for cooling the
boundaries of the cargo space.

Material Safety data Sheets (MSDS)

A Material Safety Data Sheet (MSDS) is a document that contains information on the potential hazards (health,
fire, reactivity and environmental) and how to work safely with the chemical product. It also contains
information on the use, storage, handling and emergency procedures all related to the hazards of the material.
The MSDS contains much more information about the material than the label. MSDSs are prepared by the
supplier or manufacturer of the material.
It is intended to tell what the hazards of the product are, how to use the product safely, what to expect if the
recommendations are not followed, what to do if accidents occur, how to recognize symptoms of overexposure,
and what to do if such incidents occur.

Cargo Stowage

International Maritime Solid Bulk Cargoes (IMSBC Code – overview only)

The International Maritime Solid Bulk Cargoes (IMSBC) Code, replaces the Code of Safe Practice for Solid Bulk
Cargoes (BC Code). Its primary aim 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 considered. The
application of the IMSBC Code, has become mandatory from 1 January 2011 under the provision of the SOLAS
Convention.

Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)
1. This Code of Practice for the Safe Loading and Unloading of Bulk Carriers has been developed by the
International Maritime Organization to minimize losses of bulk carriers.
2. The purpose of the Code is to assist persons responsible for the safe loading or unloading of bulk carriers to
carry out their functions and to promote the safety of bulk carriers.
3. It is recommended that a copy of this Code be made available to every ship, charterer and bulk loading or
unloading terminal so that advice on operational procedures is readily available and respective responsibilities
are identified.
Stowage plan as per BLU Code

A stowage plan, as the name suggests, it is a plan of the ship mainly depicting various cargoes stowed in the
holds.

Like every operation the cargo loading needs to be planned and for this, a tentative stowage plan giving the
following details needs to be drawn up by the ship’s chief officer for various cargoes in different holds :
• The tonnage of the cargo,
• Cubic space occupied,
• Identification marks, and
• The name of the disport.
• The itinerary of the vessel vis a vis the quantum of discharge of cargoes at each disport,
• Weight distribution compartment wise,
• Sailing draft and trim on departure from load port,
• Any vacant space, if available.

A Tentative stowage plan is generally constructed on a profile plan of the ship with the bow depicted to the
reader's right.

Loading / Unloading sequence as per BLU Code

A loading sequence stating the quantity of cargo required, stowage by hatches, loading order and
the quantity to be loaded in each pour. The loading plan should be prepared so as to ensure that all ballast
pumping rates and loading rates are considered carefully to avoid overstressing the hull. The loading plan
should be prepared in a prescribed form. The loading or unloading plan should only be changed when a revised
plan has been prepared, accepted and signed by both parties. Loading plans should be kept by the ship and
terminal for a period of six months.

A cargo loading/discharging plan should be made in such a way that for each step of the cargo operation there
is a clear indication of:
1. The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.
2. The amount of water ballast and the corresponding tank number(s) to be ballasted/deballasted.
3. The ship’s draft and trim at the completion of each step in the cargo operation.
4. The calculated value of the SF and BM at the completion of each step in the cargo operation.
5. Estimated time of at the completion of each step in the cargo operation.
6. Assumed rates of loading unloading equipment.
7. Assumed rates of ballasting/ deballasting.

Dangerous cargo

Some cargoes (and ship's stores) have characteristics which make them explosive, volatile or poisonous. Such
dangers may be increased if, for example, a flammable product is stowed next to an explosive one. Certain
goods are stable until wet or heated, at which time, they may ignite or change from a solid to a liquid state. All
goods exhibiting such characteristics are considered as dangerous goods. They are listed in an international
publication called the International Maritime Dangerous Goods Code (IMDG). The IMDG code recognises nine
broad categories of dangerous goods.
Standard labels must be fixed to the outside of packages clearly indicating to which class of dangerous goods
particular package belongs.

International Maritime Dangerous Goods (IMDG) Code

To supplement the principles laid down in the SOLAS and MARPOL Conventions, the IMO developed the
International Maritime Dangerous Goods (IMDG) Code. The IMDG code contains detailed technical
specifications to enable dangerous goods to be transported safely by sea. The IMDG Code became mandatory
for adoption by SOLAS signatory states from 1st January 2004. All dangerous goods must be packed, marked
and labelled as per regulation laid down in the IMDG.

Segregation / stowage requirements between different class of IMO cargo as per IMDG Code (General
Cargo Vessels)

Dangerous goods are classified into 9 classes according to properties. The way in which different classes of
dangerous goods are handled in transport will depend upon these properties and hazards, for example:
• The type of packaging that can be used.
• What classes of dangerous goods can be transported together in freight containers.
• Where the goods can be stored within the port and on the ship.
Classification of Dangerous Goods as per IMDG Code

Dangerous goods shall be divided into the following classes:

Class 1 Explosives
Class 2 Gases: compressed, liquefied or dissolved under pressure
Class 3 Flammable liquids
Class 4.1 Flammable solids
Class 4.2 Substances liable to spontaneous combustion
Class 4.3 Substances which, in contact with water, emit flammable gasses
Class 5.1 Oxidizing substances
Class 5.2 Organic peroxides
Class 6.1 Toxic substances
Class 6.2 Infectious substances
Class 7 Radioactive material
Class 8 Corrosive substances
Class 9 Miscellaneous dangerous substances and articles

The 9 hazard classes have been established internationally by a United Nations (UN) committee to ensure that
all modes of transport (road, rail, air and sea) classify dangerous goods in the same way. The hazard presented
by each class is identified by an internationally accepted hazard warning label (diamond). This appears on the
outer packaging of the dangerous goods when they are being transported as a warning to all those working
within the transport chain or coming into contact with them. Within each of the 9 hazard classes dangerous
goods are uniquely identified by two pieces of information:
• A four-digit number known as the UN Number which is preceded by the letters UN.
• The corresponding Proper Shipping Name (PSN).
For example, kerosene is identified in the IMDG Code by its UN Number UN 1223 and the PSN Kerosene.

To supplement the principles laid down in the SOLAS and MARPOL Conventions, the IMO developed the
International Maritime Dangerous Goods (IMDG) Code. The IMDG code contains detailed technical
specifications to enable dangerous goods to be transported safely by sea. The IMDG Code became mandatory
for adoption by SOLAS signatory states from 1st January 2004. All dangerous goods must be packed, marked
and labelled as per regulation laid down in the IMDG.

Dangerous goods shall be loaded, stowed and secured safely and appropriately in accordance with the nature
of the goods. Incompatible goods shall be segregated from one another. Two substances are considered
mutually incompatible when their stowage together may result in undue hazards, in case of leakage or spillage
or any other accident.

The general provisions for segregation between the various classes of goods are shown in the “segregation
table” in the IMDG Code. The following segregation terms are used in the Code:

“away from” : goods may be transported in the same compartment or hold, or on deck, provided a minimum
separation of 3 metres projected vertically, is obtained.

“separated from” : goods should be stowed in different compartments or holds. For goods stowed on deck, they
should be separated by a distance of at least 6 metres horizontally.

“separated by a complete compartment or hold from” : goods should be separated horizontally or vertically by a
complete compartment or hold. For goods stowed on deck, they should be separated by a distance of at least
12 metres horizontally.

“separated longitudinally by an intervening complete compartment or hold from” : goods should be separated
vertically by a complete compartment or hold. For goods stowed on deck, they should be separated by a
distance of at least 24 metres horizontally. Between a package under deck and a package on deck, a minimum
distance of 24 metres including a complete compartment must be maintained.