Carriage of Solid Bulk Cargoes

Covered by:
 Merchant Shipping (Carriage of Cargoes)
regulation 1999 (336 & 1644)
 MGN 107
 MGN 198
 BC Code – Code of safe working practice
for solid bulk cargoes
 BLU Code – Bulk loading and unloading
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 Merchant Shipping (Carriage of
Cargoes) regulation 1999 336
 Part III Special Provisions For Bulk
Cargoes Other Than Grain
 Prior to loading a bulk cargo the master shall
be in possession of stability information as
per regulation 32 of the Merchant Shipping
(Load Line) Regulations 1998 containing
comprehensive information on the ship’s
stability and on the distribution of cargo and
ballast for the standard loading conditions.
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 The master shall not accept for loading
concentrates or other cargoes which may
liquefy unless the moisture content of the
cargo is less than its transportable
moisture limit or appropriate safety
arrangements are made to the satisfaction
of the Certifying Authority to ensure
adequate stability in the case of cargo
shifting, and the ship has adequate
structural integrity.

 Vessel provided with a cargo loading

manual 3
 Merchant Shipping (Carriage of
Cargoes) regulation 1999 1644

 Surveys of bulk carriers

 Such surveys shall be carried out in

accordance with the IMO Guidelines on
the Enhanced Programme of Inspections
during Surveys of Bulk Carriers

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 Damage stability requirements
applicable to bulk carriers of bulk
carriers constructed on or after 1st July
1999
 Bulk carriers over 150m in length
constructed after 1st July 1999, and
designed to carry solid bulk cargoes
having a density of 1000 kg/3 shall have
sufficient strength to withstand flooding of
any one cargo hold in all loading and
ballast conditions, taking also into account
dynamic effects resulting from the
presence of water in the hold, 5
 MGN 107
 Informs masters & crews about MS
carriage of cargoes 1999
 Provision of instruments for oxygen
analysis and gas detection
 Requires the loading/unloading plan and
any subsequent amendments agreed
between the master and the terminal
representative
 Guidance to Ships crews and Terminal
personnel for Bulk carrier inspections. 6
 MGN 198
Safety at Solid Bulk Terminals
 Before a solid bulk cargo is loaded or
unloaded, the master and the terminal
representative shall agree on a loading,
unloading and ballasting/de ballasting
plan;
 Requirements contained in the Code of
Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU Code) are
fully adhered to.
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The international Code of Safe
Practice for Solid Bulk Cargoes
(BC Code)
 Internationally-accepted methods for
dealing with the hazards to safety which
may be encountered when carrying cargo
in bulk.
 Contains MSD sheets for most cargoes

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 Coal –Appendix 1 page 90 - 2004 BC
code
Angle of Bulk Density Stowage Factor
repose (kg/m3) (m3/t)
N/A 654 to 1266 0.79 to 1.53

Size Class Group

Up to 50 mm MHB (materials A
hazardous only
in bulk)
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 The Code of practice for the
safe unloading and loading of
bulk carriers (BLU code)
 The BLU Code provides guidance to
masters, terminal operators and other
parties concerned with the safe handling,
loading and unloading of solid bulk cargoes

 Contains blank load/unload plan

 Contains ship/shore checklist
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International Maritime Solid Bulk
Cargoes Code (IMSBC Code)
 The International Maritime Solid Bulk
Cargoes Code (IMSBC Code), and
amendments to SOLAS chapter VI to make
the Code mandatory, were adopted 2008.
 The amendments are expected to enter into
force on 1 January 2011
 The IMSBC Code will replace the Code of
Safe Practice for Solid Bulk Cargoes (BC
Code), 11
 Cargo Loading Manual – page 17
 General loading and unloading instructions
with worked examples for Full, Part load and
Ballast conditions.
 Incorporates information about Loadicator.
 Stability information, maximum permissible
forces and moments on the ships hull during
loading, unloading and during voyage.
 Information about Flood damage & FSE.
 Ballast & de ballast rates and capacities.
 Max tank top loading & max load per Hold. 12
 Loading and Unloading Plan
 As per MGN 107 & 198 before loading or
unloading the Master & terminal representative
are to agree on a plan that:
 Ensures that the maximum permissible forces
and moments on the ship are not exceeded.
 Includes the sequence, quantity and rate of
loading or unloading.

 Copies of the plan and it’s subsequent

amendments are to be sent to the appropriate
port State authority. 13
 Max available draft & air draft
Example of a Loading Plan at berth and max sailing draft
Ballast rate - very important
Stowage factor How is dock density obtained?

Cargo poured
thru’ one
hatch
opening is
one step.
i.e. the time
the spout is
in position
until it
moves to
another
hatch

Note difference between in-port values & at-sea values 14

One More Example

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 De ballasting
 De ballasting can present difficulties. The
process should always be started and
finished as early as possible and should be
planned to proceed in the most favourable
circumstances.

 The easiest ballast tanks to drain should be

left until last taking into account the effects of
draft, heel and trim and the characteristics of
the tanks

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 De ballasting cont’d
 The preferred de ballasting sequence
(subject to the strength requirements of
the individual ship) is:

 1: ballast holds
 2: double bottom
 3: topside tanks
 4: peak tanks.

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 De ballasting cont’d

 A good stern trim should be maintained as far

as possible throughout de ballasting and final
stripping of ballast.

 The ship should never be allowed to go “by the

head” during de ballasting, as the ballast
suctions and sounding pipes of most bulk
carriers are not designed to cope with this
eventuality. 18
 De ballasting cont’d
 As laden departure draft usually even keel,
it is imperative that de ballasting and the of
stripping lines & pumps completed well
before completion of loading

 Always ensure ballast tank vents open

before ballasting and de ballasting

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LOADING
Must commence
loading slowly
close to tank top
to:-
 Reduce damage to
tank top
 reduce stress
 reduce dust
 reduce breakage
e.g. coal 20
 Loading surveys

 When loading a homogeneous cargo, one draft

survey only will normally be required to interrupt
the loading.
 The purpose of this draft survey, made after
some 85-95% of the cargo has been loaded, is
to make an accurate calculation of the tonnage
remaining to be loaded and to calculate how it
is to be distributed between a forward and an
after hold, to achieve the desired final trim.
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 Draft surveys
 Draft surveys will normally be made before
commencement and after completion of loading
but these surveys need not be included in the
loading sequence.

 If several grades of cargo are loaded it may be

necessary to hold a draft survey before
commencement and after completion of each
grade and in addition, when 85-95% of the
grade has been loaded if the ship is to control
the tonnage loaded.
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 Draft surveys cont’d
 If the ship has a ballast hold or holds then
loading of those holds should be
programmed as late as possible in the
loading sequence to allow the maximum
time for de ballasting, cleaning, drying,
opening the bilges and closing ballast
lines.

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 Unloading
 A trim by the stern is easily achieved and is to
be preferred throughout unloading to avoid
disruption to the ship’s machinery and domestic
services.
 However - Air draft and strength requirements
usually require that the trim by the stern should
not be excessive.
 Holds which are to be ballasted for the ensuing
voyage, or to reduce air draft whilst unloading,
should be the first to be completely unloaded, to
allow maximum time for cleaning holds, closing
bilges and opening ballast lines.
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 Unloading cont’d
 When a full homogeneous cargo is being
unloaded, there is no need for a draft survey to
interrupt the unloading at any stage, although
draft surveys may be required before the start
and at the completion of unloading.
 Continually monitor S/F’s and B/M’s while
unloading and ensure the agreed plan is
adhered to
 Report and incidents of damage
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 Ballasting
 Check correct valve settings prior to
commencing ballast

 Ensure ballast tank vents open

 Try ballasting 3 hours either side of high

water reduce the amount of sediment
being pumped into the ballast tanks

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General Guidance (not in your handout but you may
find it helpful, but I will not be dwelling very long on this section)

 Orders for Loading

 Master may receive voyage orders from
the Charterers or via the
owners/managers.
 These will contain all the information
required to enable him to plan the voyage
and calculate the amount of cargo to lift.
 The information needed will depend on
whether several parcels are to be carried,
loadline limits or limiting drafts and port
rotation.
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General Guidance

Loading Orders are likely to contain some or all

of the following:-
 Loading ports / discharging ports / port
rotation & ETA’s
 Proposed cargo & it’s characteristics
 Tonnages / segregation / drafts / limiting
drafts / air draft
 Intended route's) / bunker port's) / charter
speeds
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General Guidance
 General approach to loading

 Determine the maximum amount of cargo

the ship can carry, conscious of the
Loadline regulations and/or limiting (air)
drafts.
 Determine the load distribution between
holds.
 Draft a Loading sequence (utilising stress
software) which incorporates a De
ballasting programme.
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General Guidance
 Maximum amount of cargo a ship can carry
 The amount of cargo a ship can carry may
be decided by her deadweight or by the
volume of her cargo holds.
 A cargo of high density iron ore will bring
the ship to her marks before the cargo
holds are filled, whereas with a low density
cargo the opposite will be true.
 Stowage factors (m3/tonne) must be used
to calculate the tonnage of cargo the holds
can take
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General Guidance
o Decide how many holds are to be loaded.
It may be your cargo is iron ore (high
density) so alternate hold or ‘block’
loading may be called for.
o Share the total cargo between the holds
either by ‘Standard Condition’ in the Trim
& Stability booklet OR
o Sharing based on proportions. A hold
which contains 30% of the vessel’s cubic
capacity can be given 30% of the total
cargo.
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General Guidance
BLOCK Loading (a little more on this later)

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General Guidance
Low Density Cargo

High Density Cargo

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General Guidance
 Disposition Of Cargo
 Check that the Deck Load capacities
are not exceeded. Normally expressed
in terms of tonnes/m2
 Insert FO / DO / Lubes / water /
stores constant etc. into a tabulated
pro-forma (or your stability software)
to calculate Drafts & Trim and check
the ship complies with stability
criteria and the Loadline regulations.
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Slight stern trim

 Disposition Of Cargo
 Ideally you want to arrive at the
discharge port on even keel in order to
make it on her maximum permissible
draft & therefore most prudent C/O’s sail
out of the load port with a 1 – 1.5m trim x
the stern & allowing for FO/Water
consumption on passage.

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General Guidance
 Disposition Of Cargo

 Calculate the SF & BM taking care to

use ‘Sea Going Condition’ to ensure
you are within the 100% limits.

 See the next slide:-

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General Guidance

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General Guidance
Careless or Incompetent!?

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