Cleanliness and dryness

All spaces to be loaded with grain must be thoroughly clean and dry, free of odour, gas or
fumes and in every respect fit to receive grain cargo. In particular:

 The holds and compartments must, if necessary, be swept, washed or otherwise

cleaned and dried. If loose rust scale is present this must be removed to the Surveyor’s
satisfaction
 The vessel must be free of infestation by insect pests of stored products or grain. If
necessary, spraying or fumigation of the cargo spaces shall be carried out to eliminate
the infestation
 The holds and compartments, including the hatch covers, coaming ledges, deck
beams, frame knees, brackets, horizontal surfaces, pipe casings and wood sheathing
shall be free of all residues of previous cargoes which could contaminate the grain
 Wood structures such as tank top or fuel tank sheathing shall be completely dry

Bilge spaces and bilge wells

Bilge spaces and bilge wells shall be clean, dry and free of odour. Bilge space and bilge well
suctions are to be tested to the surveyor’s satisfaction. Where this is not possible the Master
must supply a certificate stating that the cargo hold bilge pumps and non-return valves are
operating satisfactorily

Grain Tightness

All tank-top and fuel tank sheathing must be grain tight. Where the condition of the sheathing
renders this impracticable, the sheathing must be covered with hessian, polyethylene, paper
or other suitable material to prevent the ingress of grain

Bilge spaces and bilge wells must be covered with hessian or similar porous material after
inspection, in such a manner as to prevent the entry of grain into the bilge space or well, but
to permit the entry of water

‘Tween deck and other scuppers must be covered with hessian or similar porous material in
such a manner as to prevent the entry of grain into the scupper opening but to permit the entry
of drainage water

Deep Tanks. Wing/Feeder Tanks

When grain is to be loaded into liquid cargo tanks, one suction pipe in each cargo tank must
be effectively sealed with hessian or other similar porous cloth, so that it is grain tight but not
watertight. Where not already fitted a sounding pipe must be provided
Other pipes leading into the tank are to be blanked off, if necessary, to the
Surveyor’ssatisfaction, to ensure that the cargo tank cannot be accidently flooded during the
intended voyage and a certificate to blanking off must be provided by the Master or Chief
Engineer, upon request by the Surveyor

Hatch Covers

Pontoon hatch covers are required to be in good condition and sound tarpaulins must be
available for weather deck hatches

Patent hatch covers and hold access hatches must be in good condition with closing
appliances and sealing arrangements in good order

The Surveyor must be satisfied following a visual inspection that the hatch covers and access
hatches may reasonably be considered as watertight. If not so satisfied the Surveyor shall
withhold issue of the Certificate until any deficiencies are rectified to his satisfaction

Bagged grain

A vessel loading bagged grain shall comply with the requirements for bulk grain. In addition, if
considered necessary by the surveyor, bitumenised paper (or equivalent) and/or dunnage shall be
used to protect the cargo.

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.

Measures against spontaneous combustion:

Some grade of grain cargos are carried in a damp condition and may cause spontaneous
combustion to occur. The centre of these cargos will have very little ventilation to allow for
cooling effect, therefore the natural heat generated can build up to such a degree that
combustion takes place. Due to the restriction of oxygen, the cargo will only smolder until
part of the cargo is removed, then admitting additional air will cause the cargo to burst into
flames.

The only possible way to obtain an early warning of the start of spontaneous combustion is
by monitoring the temperature of the cargo holds. Many ships are fitted with `temperature
ports', ie pipes that are fitted beside the cargo hold access ladders into which thermometers
can be lowered to obtain the hold temperature. The best practice is to leave the thermometers
within the ports and withdraw them when a reading is desired. However, if the ship is not
fitted with temperature ports, the sounding pipes could also be used to obtain temperatures.
Whichever method is used for measuring temperature:

1. The thermometers should be reset before introducing them into the pipes
2. the thermometers should be left in the pipes for some time (2-3 minutes at least)
3. the temperature should be measured at least 2-3 height levels within the hold
4. the temperature should not be measured solely at the surface of cargo as it is likely to
be quite different from that at the bottom of the cargo hold.

Modern bulk carriers may be fitted with permanent temperature sensors providing continuous
readings. It is important to maintain records of all temperature observations and ensure
readings are taken at the same times and at regular intervals. This makes it easy to establish a
pattern for any irregularities in the observed behaviour.

Cement

Obviously any moisture is going to ruin a cargo of cement but probably a greater danger to the
vessel is the dust that can be produced during the loading and discharge of the cargo. If it is not
removed promptly or gets into the ship's air intakes it can cause some long term problems to the
vessel.

Salt- Salt, strangely enough, is not damaged from water, in fact the cargo can be loaded slightly
moist. However, it can get rust stained from the ship's steelwork, therefore the ship must cover all
the steel within the cargo hold with a lime wash solution thereby keeping the salt off the
steelwork.

In the most general sense of the word, cement is a binder, a substance that sets and hardens
independently, and can bind other materials together. The word "cement" traces to the
Romans, who used the term opus caementicium to describe masonry resembling modern
concrete that was made from crushed rock with burnt lime as binder. The volcanic ash and
pulverized brick additives that were added to the burnt lime to obtain a hydraulic binder were
later referred to as cementum, cimentum, cäment and cement.

Cement used in construction is characterized as hydraulic or non-hydraulic. Hydraulic

cements (e.g., Portland cement) harden because of hydration chemical reactions that occur
independently of the mixture's water content; they can harden even underwater or when
constantly exposed to wet weather. The chemical reaction that results when the anhydrous
cement powder is mixed with water produces hydrates that are not water-soluble. Non-
hydraulic cements (e.g., lime and gypsum plaster) must be kept dry in order to retain their
strength.

Concrete should not be confused with cement because the term cement refers to the material
used to bind the aggregate materials of concrete. Concrete is a combination of a cement and
aggregate.

Fig :Bulk cement in good condition prior loading

Cement is a finely ground powder which becomes almost fluid in nature when aerated or
significantly disturbed, thereby creating a very minimal angle of repose. After loading is
completed, de-aeration occurs almost immediately and the product settles into a stable mass.
Cement dust can be a major concern during loading and discharge if vessel is not specially
designed as a cement carrier or shore equipment is not fitted with special dust control.

Hazard :It may sift when aerated. This cargo is non-combustible or has a low fire risk.
Stowage &segregation : No special requirement.
Hold cleanliness : Clean and dry as relevant to the hazards of the cargo .
Ventilation : Shall not be ventilate during voyage.
 Fig :Wet cement must be segregated prior 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. Both the specific gravity and the flow characteristics of this cargo are dependent
on the volume of air in the cargo. The volume of air in this cargo may be up to 12 %.

This cargo show fluid state prior to settlement. The ship carrying this cargo shall not depart until the
cargo settled. After the settlement, shifting of the cargo is not liable to occur unless the angle of the
surface with the horizontal plane excesses 30 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

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.

Woodchips

Again a supposedly harmless cargo that does have some hidden dangers. Some
shipments many be subject to oxidation leading to depletion of oxygen and an increase
of carbon dioxide in the cargo hold and adjacent spaces.
 Fig: Bulk terminal woodchip loading

In addition, woodchips can be easily ignited by external sources, it is readily

combustible and can also ignite by friction. The stowage factor can vary greatly with
this cargo depending on the wood type, the moisture content and the type of loading
head used. Even different loading operators can achieve varying stowage factors with
the same cargo.

3.1 MARINE TERMS & DEFINITIONS

Length overall :The distance from the extreme fore part of the ship to a similar
point aft and is the greatest length of the ship. This length is important when
docking.

Stem: Front-most part of the boat or ship's bow is termed as stem of the ship

Length between perpendiculars :The fore perpendicular is the point at which

the Summer Load Waterline crosses the stem.

The after perpendicular is the after side of the rudder post or the center of the
rudder stock if there is no rudder post.
 The distance between these two points is known as the length between
perpendiculars, and is used for ship calculations.

Breadth Extreme :The greatest breadth of the ship, measured to the outside of
the shell plating.

Breadth Moulded :The greatest breadth of the ship, measured to the inside of
the inside strakes of shell plating.

Depth Extreme :The depth of the ship measured from the underside of the keel
to the top of the deck beam at the side of the uppermost continuous deck
amidships.

Depth Moulded : The depth measured from the top of the keel.

Draught Extreme : The distance from the bottom of the keel to the waterline.
The load draught is the maximum draught to which a vessel may be loaded.

Draught Moulded : The draught measured from the top of the keel to the
waterline.

Freeboard: The distance from the waterline to the top of the deck plating at the
side of the deck amidships.Freeboard represents the safety margin showing to
what depths a ship may be loaded under various service conditions—e.g., the
type of cargo, the waters to be navigated, and the season of the year.
Air draught: is the distance from the surface of the water to the highest point
on a vessel.

Flare of Bow is defined as widening the hull section from bottom to top. In
other words, the increase in the breadth from the base and gradually towards the
deck level.

Parellel Middle Body: The ship length for which the midship section is constant
in area and shape.

Entrance: The immersed body of the vessel forward of the parallel middle
body.

Run: The immersed body of the vessel aft of the parallel middle body.