bulk carriers - handle with care (edition 2)

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BULK CARRIERS -HANDLE WITH CARE

EDITION 2



WARNING

Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of this

video and accompanying workbook training package is strictly prohibited and may result in prosecution.

COPYRIGHT © VIDEOTEL 2011

This video and accompanying workbook training package is intended to reflect the best available techniques

and practices at the time of production. It is intended purely as comment. No responsibility is accepted by

Videotel, or by any firm, corporation or organisation who or which has been in any way concerned with the

production or authorised translation, supply or sale of this video for accuracy of any information given hereon

or for any omission herefrom.



BULK CARRIERS -

HANDLE WITH CAREEDITION 2

A VIDEOTEL PRODUCTIONThe producers would like to acknowledge the assistance of

The Masters, officers and crews of

MV E.R. Buenos Aires, MV Arklow Wave, MV Ocean Exporter

Anglo-Eastern Ship Management Ltd

Arklow Shipping Ltd

E.R. SCHIFFAHRT GmbH & Cie. KG

Holt Maritime Ltd

Intercargo

International Maritime Organization (IMO)

Pacific Basin Shipping Limited

RUSAL Aughinish

The Steamship Mutual Underwriting Association (Bermuda) LtdThoresen Thai Agencies Public Company Limited (TTA)

Consultant: Roger Holt

Print Author: Sheila Brownlee

Producer: Kathrein GüntherDirector: Keith Purkis



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > CONTENTS

CONTENTS

ABOUT THE TRAINING 5

INTRODUCTION 6

1 : THE CAUSES OF STRUCTURAL FAILURE 11

2 : FORCES THAT ACT UPON THE HULL 17

3 : TOOLS AND PUBLICATIONS 22

4 : BEFORE ARRIVAL 26

5 : WHEN THE SHIP IS ALONGSIDE 31

6 : LOADING/DISCHARGE 35

7 : CARGO COMPLETION 39

8 : CONCLUSION 43

9 : REFERENCE SECTION 44

10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS 45

11 : GLOSSARY 50

12 : ASSESSMENT QUESTIONS 51

13 : ASSESSMENT ANSWERS 54



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > ABOUT THE TRAINING

ABOUT THE TRAINING

What is it about?

BULK CARRIERS – HANDLE WITH CARE EDITION 2 shows why it is so important

to prevent damage to a bulk carrier’s structure, and explains how to carry out

loading and discharge operations correctly in order to keep the ship safe.

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.

HOW TO USE THE PROGRAMME

The programme is intended for individual use or for group sessions withtrainers.

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 moredetailed 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.



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION

INTRODUCTION

WHAT CAN GO WRONG, AND WHYBulk carriers present very specific safety concerns. Their vast size tends to give

the impression that nothing could damage them, but the reality is that they are

more vulnerable than they look. If the integrity of the ship’s hull is damaged

and there is ingress of water, the ship’s structure may become over-stressed

and the vessel could sink so fast – often in a matter of minutes – that there isno time to evacuate. This is more likely when the ship has a heavy cargo like

iron or steel products.

Problems occur when ships are poorly maintained, and/or when cargo

operations are carried out incorrectly.

BULK CARRIER SAFETY IN CONTEXTThe modern type of bulk carrier, with hatches above deck level giving access to

the large cargo holds below, was developed in the 1950s. There are now well

over 8,000 bulk carriers trading around the world.

In 1980, the MV Derbyshire, carrying a cargo of iron ore concentrates, went

down in severe weather during Typhoon Orchid in the Pacific Ocean south of

Japan. All 44 people on board were lost.

In the 1990s there were many other bulk carrier losses.

How bulk carriers have sunk

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



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hull structure distorts in heavy weather.

Flooding spreads rapidly through the length of the ship, if the bulkhead

between one hold and the next collapses. The ship sinks rapidly.

Impact of the losses

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.

International regulations for the safety of bulk carriers: SOLAS

Chapter XII

Regulations specific to bulk carrier safety were included in SOLAS (the

International Convention for the Safety of Life at Sea), as Chapter XII Additional

Safety Measures for Bulk Carriers, which entered into force in 1997. This was

further revised in 2004, and the amendments entered into force on 1 July 2006.

The amendments include:

Structural strength (Regulation XII/5)

This states that all new bulk carriers 150 metres or more in length (built after 1July 1999) carrying cargoes with a density of 1,000 kg/m3 and above should

have sufficient strength to withstand flooding of any one cargo hold, taking into

account the dynamic effects that result from the presence of water in the hold.

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.



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Compliance (Regulation XII/8)

When restrictions on cargoes are imposed, the bulk carrier should be

permanently marked with a solid equilateral triangle on its side shell at

midships, port and starboard, in a contrasting colour to that of the hull.

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.

WIDs must be fitted:

in each cargo hold

in any ballast tank forward of the collision bulkhead

in any dry or void space, forward of the collision bulkhead, other than a

chain cable locker

Cargo Density

Cargoes with a density of 1,780 kg/m3 and above (heavy cargoes)

include iron ore, pig iron, steel, bauxite and cement.

Lighter cargoes, but with a density of more than 1,000 kg/m3,

include grains such as wheat and rice, and timber.

WIDS (Water Ingress Detection Systems)

WIDS provide continuous information on whether water is present in

the cargo hold spaces. Normally they work in two stages, with one

detector low down in the hold, and a second one a short distance above

it. The alarm is activated automatically at levels of 0.5m and 2m.



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Availability of pumping systems (Regulation XII/13)

This regulation requires that the means for draining and pumping dry space bilges

and ballast tanks, any part of which is located forward of the collision bulkhead,

should be capable of being operated from a readily accessible enclosed space, the

location of which is accessible from the navigation bridge or propulsion machinery

control position without traversing exposed freeboard or superstructure decks.

Restrictions from sailing with any hold empty (Regulation XII/14)

Bulk carriers must not sail with any hold loaded to less than 10% of the hold’s

maximum allowable cargo weight in the full load condition when carryingcargoes with a density of 1,780 kg/m3 or more, if the vessels are:

150m or more in length

10 or more years of age

not built to the latest standards

If applicable, this will be indicated in the loading manual.

Other recent SOLAS regulations relating to bulk carriers

Immersion suits

All cargo ships must carry an immersion suit of the appropriate size for every

person on board the ship.

Free fall lifeboats

Since 2006, all new build bulk carriers are required to be fitted with free fall lifeboats.

Access to spaces in cargo areas

Regulation II-1/3-6 specifies suitable means of access to holds so that vessels

can be properly inspected throughout their lifespan.

How safe are bulk carriers?

As indicated above, the new SOLAS rules have improved the safety on bulk carriers:

new ships have stronger bulkheads and double bottoms



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE

1 : THE CAUSES OF

STRUCTURAL FAILURE

1.1 STRUCTURAL AND STABILITY FAILURE DUE TOCARGOES

A bulk carrier’s structural integrity can depend on the way it has been operatedduring loading and discharge. The most frequent reasons for structural and

stability failure are:

a) Damage caused by equipment used during cargo operations

The problems

The manner in which equipment is used during loading and unloading can be

aggressive:

Huge grabs (up to 36 tons) may be dropped on to or may scrape against

the tank top

Cargo may be dropped from a large height

Mechanical means (caterpillars or excavators) may be used to extract

cargo from areas of the hold which are hard to reach, with the potential to

cause damage to plating or frames

Mechanical damage can induce stress, causing fractures which result in

structural weakness. Failure of the cargo equipment could also result in

injuries, fatalities and damage to the ship, making it unseaworthy. Failure of

the crane jib or slewing bearing would result in prolonged off hire and loss of

earnings with long delivery time of parts to restore operational status.



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How to address the problems

Inspection

If a high level of wastage is apparent from a physical inspection, the

classification society should be notified and part of the inspection process

will probably be localised UST® (Universal Surface Tester) measurement,

performed using advanced optics technology

Inspect the holds carefully during ballast voyages for leaks caused by

damage from cargoes such as steel scrap or logs

Comply with legislation

Bulk carriers carrying grain (wheat, maize, oats, rye, barley, rice, pulses,

seeds) must comply with the requirements of the International Grain Code

and national regulations.

Check moisture content

Any commodity that could liquefy should have its Transportable Moisture

Limit (TML) certified in the shipper’s declaration, and the Master should

check that the actual moisture content is below the TML, in accordance with

the procedures in the IMSBC Code.

The Hazards of Wet Iron Ore Fines

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.

The cargo must be properly tested, and Masters should refuse to

take on board any cargo where the moisture level exceeds the TML.

Extra caution should be exercised when cargoes are loaded during

periods of high rainfall.



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Regular maintenance

Regular maintenance and protective barrier coatings for the handling of

certain cargoes will help to delay the long-term effects of corrosion.

c) Deviations from the agreed loading plan

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

How to address the problems

Stow correctly

The agreed loading sequence should be followed precisely. The cargo

must be stowed and trimmed appropriately and within the limits specified

in the ship’s loading manual (see Section 6: Loading/Discharge)

1.2 WHAT TO DO IN THE EVENT OF STRUCTURALFAILURE

Records of bulk carrier losses have indicated, in a large proportion of cases,

that the ship’s Master appeared to be unaware of the imminent danger posed

by structural failure. Many lost their lives together with the other seafarers on

board as a consequence. Ship losses have frequently been so rapid that the ship

did not have time to send a distress signal.



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MSC/Circ.1143 Guidelines on Early Assessment of Hull Damage and Possible

Need for Abandonment of Bulk Carriers emphasises that in the event of loss of

hull integrity in way of the cargo holds, bulk carriers should be evacuated asquickly as possible. Early assessment of the situation is therefore imperative,

combined with alerting a Maritime Rescue Co-ordination Centre (MRCC),

alerting all personnel onboard and making preparations for evacuation. This is

of particular importance for single skin bulk carriers which may not be capable

of withstanding flooding of any cargo hold.

Early readiness for evacuation

If the Master identifies or even suspects that the ship may have sustained

damage, the ship’s personnel should immediately be called to their emergency

stations. A high priority should be placed on preparing equipment for

evacuation. The ship should only be abandoned on the orders of the Master,

following assessment of the risk.

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 thisshould 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.



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CASE STUDY: CORROSION

In September 2000, EUROBULKER X broke apart while loading cementat Lefkandi, in Greece. A fifteen month inquiry pointed to a variety of

causes, one of the largest being severe corrosion. Lower deck plating

was wasted 30-40% and upper ballast tanks ranged from 50% to

completely wasted in some areas. In addition, the loading sequence

allowed cargo to be loaded amidships with the fore and aft holds empty.

Source: United States Coast Guard Ship Structure Committee

CASE STUDY: DAMAGE DURING LOADING

A handysize vessel loaded steel scrap from Portland, USA to Penang on

her second voyage after delivery from the yard. The loading rate was

8000 mt per day. Upon discharge at Penang, the crew found several

instances of structural damage in the holds including a breach of

watertight integrity of the transverse bulkhead between holds 1 and 2,rendering the vessel unseaworthy to resume its voyage without class

approved repair and survey.

Source: Pacific Basin Shipping (HK) Limited



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL

2 : FORCES THAT ACT UPON

THE HULL

2.1 THE STRUCTURE OF A BULK CARRIER

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.

The holds are a series of large spaces separated by transverse bulkheads.It is not a rigid structure, as it must have the capacity to flex.

Loading and discharging cargo puts the structure under stress, and there are

other forces that affect the hull while the ship is at sea.



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2.2 THE DIFFERENT FORCES TO WHICH THE SHIP

IS SUBJECTEDFrom the point of loading, the bulk carrier comes under hydrodynamic

pressure, ‘shear force’ and ‘bending moments’.

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.



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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 structurewill cause ‘sagging’.

If the weight is concentrated at opposite ends of the ship, the bending is called

‘hogging’.



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2.3 HOW MUCH FORCE THE SHIP CAN WITHSTAND

The ship’s Loading and Stability Manuals set out the maximum permissibleshear forces and bending moments. There are ‘Harbour’ limits, when the ship

is in port, and ‘At Sea’ limits, that take into account the extra forces that act

when the ship is in a seaway.

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 beverified before acceptance.

2.4 THE EFFECTS OF WEATHER, TEMPERATUREAND MOVEMENT

In extreme weather, green seas may come onboard and strike hatch covers,

coamings and other weather deck fittings with the potential to cause physicaldamage. The vessel’s passage should be planned to avoid extremes of weather

and sea conditions. If bad weather is encountered, speed and course should be

adjusted to minimise the effects of the prevailing conditions.

Weather conditions must be carefully monitored when in port and at sea, to

avoid the possibility of water ingress.

Any cargo where moisture content or chemical reaction to water is a critical

factor, as may be described in the cargo’s IMSBC schedules, should not beloaded when it is raining or snowing.

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.

Depending on the cargo, the hold may either have to be:

not ventilated at all made gastight



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ventilated by opening the ventilators or by operating mechanical

ventilation if fitted, or

placed under inert conditions

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.



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 3 : TOOLS AND PUBLICATIONS

3 : TOOLS AND PUBLICATIONS

3.1 TOOLS FOR MANAGING CARGO HANDLINGOPERATIONS SAFELY

The ship’s officers must be able to produce an accurate loading or discharge

plan, and to take into account water ballast management and stability. They

must be capable of accurately calculating the shear force and bendingmoments for all loading and discharge conditions, and must be aware of the

permitted Harbour and At Sea limits.

For this purpose, they have the ship’s loading manual, and a loading computer.

The loading manual

On board ship, the approved loading manual will specify:

the ship’s designed cargo loading condition and distribution

its allowable local loading limits

the structural operational limits

The loading computer

The ship should be equipped with a designated Class approved loading

computer and appropriate software, and officers must be familiar with, andcompetent in, using this equipment.

3.2 NUMBERING OF HATCH COVERS

The hatch covers should be marked with identification numbers that

correspond with the loading manual, loading software and loading or discharge

plan.



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The identification numbers must be visible to terminal personnel operating

loading or discharge equipment.

3.3 CODES OF PRACTICE

The International Maritime Solid Bulk Cargo (IMSBC) Code

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 inthe 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.



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Group B cargoes have chemical properties, which, unless handled correctly,

could lead to a hazard onboard ship, such as a gas that is toxic or explosive.

Many of these cargoes also have a Dangerous Goods classification.Group C cargoes are ones which are neither liable to liquefy (Group A) nor to

possess chemical hazards (Group B). Regardless of group, stability must

always be considered. The schedules provide figures for bulk densities,

stowage factors and, where applicable, the ‘angle of repose’.

The BLU Code

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)).

The BLU Code provides guidance to Masters of bulk carriers, terminal

operators and other parties concerned with the safe handling, loading and

discharge of solid bulk cargoes. Its main focus is on procedures between ship

and shore:

before the ship arrives

before cargo handling commences

during cargo loading and handling of ballast

Angle of Repose

Free-flowing cargoes are liable to

shift if not correctly distributed.

The angle of repose is the maximum

slope angle of non-cohesive (i.e.

free-flowing) granular material

between a horizontal plane and the

cone slope of the material.



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during cargo discharge and handling of ballast

It includes a sample loading or discharge plan, a ship/shore safety checklist,

guidelines for completing the ship/shore checklist, and a form for cargo

information.

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

The BLU Manual supplements the BLU Code by providing more detailed

guidance to terminal personnel.



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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL

4 : BEFORE ARRIVAL

4.1 SHORE OFFICE/SHIP COMMUNICATION

As soon as possible after arranging a charter or commercial voyage, the shore

office must provide the ship with information about the prospective cargo, so

that loading or discharge can be planned.

In the case of bulk cargo, the information should include:

the stowage factor

trimming procedures

likelihood of shifting

any other relevant special properties

See Appendix 5 of the BLU Code (or Section 10 Appendix of this workbook) for a

form for cargo information.

4.2 CARGO DOCUMENTATION

The ship requires a cargo declaration for all types of cargo.

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 Dangerous Goods further documentation is required under SOLAS Chapter

VII, Part A-1, Regulation 7-2.

For cargo that may liquefy, the information must specify the moisture content

and its TML.



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4.3 LOADING/DISCHARGE PLAN

An accurate loading or discharge plan must be produced, and it is mandatoryunder SOLAS regulation VI/7.3 that it is understood and agreed by both the

terminal representative and the Master.

The plan should take into consideration:

loading sequences, bearing in mind the requirements of the IMSBC Code,

e.g. segregating dangerous cargoes where appropriate

total time to load (to include enough time for ensuring the cargo in each

hold is trimmed)

appropriate loading and discharge rates for solid bulk cargoes to prevent

over-stressing of the ship’s structure, and to allow synchronisation of

ballasting operations

local loading criteria in the loading manual

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’.

4.4 SHIP/TERMINAL COMMUNICATION

The ship will have to communicate with the terminal in good time so that

terminal personnel can make preparations for cargo operations.

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.



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The ship should also provide details of:

its mooring arrangements

location, number and position of holds

requirements for any special treatments or coatings to protect the holds

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 ofprotective 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.

It is a SOLAS requirement that, although a terminal may have a high nominalloading rate, the time taken for loading should also be influenced by the steps

required to load the ship safely so that structural stresses are kept within

permissible limits.

4.5 TERMINAL/SHIP COMMUNICATION

The terminal should communicate to the ship:

the name of the berth

the berth’s availability

the estimated times for berthing

the name of the nominated terminal representative, who will oversee the

operation and act as the main contact ashore

information on tides water depth at the approach and departure channels



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water depth at the berth

the availability of tugs

mooring and fendering arrangements

air draught

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).

4.6 MINIMUM BALLAST CONDITION

Lightly ballasted ships are vulnerable to the risk of collision or grounding, as

the result of manoeuvring difficulties, especially in high winds and strong

currents. This is because the efficiency of the rudder and the propeller is

decreased and windage is increased.

The proposed arrival or departure draughts, as well as any restrictions or time

requirements relating to deballasting operations, must therefore be closelychecked and agreed by ship and terminal. Any conditions applied must take into

account the capabilities and safe working limits of the ship and terminal.

CASE STUDY: INSUFFICIENT BALLAST FOR HEAVY

WEATHER

On 23 May 2007, the Panamanian registered bulk carrier Pasha Bulker anchored 2.4 miles off the coast near Newcastle, New South Wales. The

ship had sufficient water ballast on board for the good weather at the

time, and was not expected to load its coal cargo for about three weeks.

At midday on 7 June, Pasha Bulker’s Master veered more anchor cable

after a gale warning was issued. The weather deteriorated and shortly

after midnight, the wind had reached gale force.

At 0500 on 8 June, the wind had increased to strong gale force and the weather



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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 madegood 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, withgrounding 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.

On 2 July, Pasha Bulker was successfully refloated. The ship was

temporarily repaired in Newcastle and on 26 July, taken in tow to

Vietnam to undergo permanent repairs.

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.

Furthermore, the Master incorrectly assumed that Newcastle VTIC

would, if necessary, instruct ships to put to sea and the fact that mostother ships also remained at anchor reinforced, in his mind, the initial

unwise decision to remain at anchor. Consequently, he ignored signs of

the dangerous situation developing. After the ship got underway, the

Master became increasingly overloaded and affected by fatigue and

anxiety and his inappropriate control of the ship at critical times

inevitably led to its grounding.

Source: Australian Transport Safety Bureau



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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. Starboardballast 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 thedraught 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 pointwere 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 hatchesNos. 13 and 14, in way of the transverse bulkhead, between frames 117



35

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



36


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.To avoid over-stressing the hull structure, careful consideration should be

given to the amount of cargo loaded in each hold and to the sailing draught.

6.2 MONITORING THE OPERATION

Whatever loading method is used, the hull stress limits must always be kept at

or below permissible limits throughout the operation.



37


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!

Loading and deballasting rates must also be monitored throughout to ensure

that the ship’s structure is not overstressed and that shear force and bending

moment limits are not being exceeded. To verify whether the ballasting/

deballasting rate is constant, the ballast tanks must be sounded.

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.

Using the information to maintain the ship’s watertight integrity

The above information together with loading rates, ballast synchronisation,

stress and displacement calculations all help to balance the forces acting on

the hull and maintain the integrity of the ship structure.

6.3 WHAT HAPPENS IF THERE IS A DEVIATIONFROM THE PLAN

If ship’s officers are not satisfied with the cargo handling activity or there is a

sudden deviation from the agreed plan, the Master should be informed

immediately. The Master must stop the loading or discharging at any time if the

cargo distribution is likely to adversely affect either the ship’s stability or causestress to the ship’s structure.



38


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..

6.4 REDUCING THE RISK OF DAMAGE DURINGLOADING OR DISCHARGE

Particular care should be taken at the start of any loading operation into empty

holds, especially when loading steel and scrap steel cargoes.

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 responsibilityto 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.

Detailed guidance on damage reporting procedures is contained in the BLU

Manual Annex 3.



39

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, tominimise the surface area of the cargo that is exposed to air, which could lead

to spontaneous self-heating and possible fire.

Cargo spaces should be filled as full as practicable without resulting in

excessive loading on the bottom structure. Cargo should be spread as widely as

possible to the boundary of the cargo space.

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.

Non-cohesive bulk cargoes with an angle of repose less than or equal

to 30º

These cargoes, such as grain, which flow freely should be carried according tothe IMSBC Code provisions that apply to the stowage of grain cargoes. Refer



41


IMSBC Code sub-section 2.1 of Appendix 2.

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.

7.4 THE FINAL STAGES

The terminal representative should advise the Master when unloading has been

completed from each hold.

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.

7.5 CLEANING THE HOLDS/DECKS

When cargo is discharged from a hold, it leaves behind a residue. This has to be

removed in order to prevent it contaminating the next cargo/damaging the hold

itself.

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.

MARPOL (International Convention for the Prevention of Pollution from Ships)

Annex V regulates the disposal of cargo residue from holds to be cleaned and

from deck sweepings and wash water.



42


7.6 CARE WHEN ENTERING CARGO SPACES (OR

SPACES ADJACENT TO CARGO)Bulk cargoes can give off toxic gases as a result of chemical reactions taking

place, others (such as iron ore, coal, wood and grain) absorb oxygen; others can

create a dust hazard, and some cargoes may be flammable.

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.

7.7 INSPECTING THE WIDS

When cargo has been discharged, the WIDS alarms must be inspected, and

recalibrated as required, as there is a risk that they may have been damaged.

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.



43

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.

Keeping the ship’s structure safe means:

Understanding the effect of different forces on the ship

Knowledge of the cargo’s properties and characteristics Maintaining the holds, bulkheads and other parts of the hull in good

condition

Watching out for cracks, corrosion and wastage of steel structures

Planning the cargo operations carefully and keeping to the plan

Good communication between ship and terminal before, during, and at

the end of the cargo operation



44

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 CarriersMSC/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 programmesDangerous 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



45

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)

The loading or unloading plan should be prepared in a form such as shown on

page 49. A different form may be used, provided it contains the essentialinformation enclosed in the heavy line box.

2. Ship/Shore Safety Checklist(Appendix 3 BLU 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: _______________

The Master and terminal manager, or their representatives, should complete

the checklist jointly. Advice on points to be considered is given in theaccompanying guidelines. The safety of operations requires that all questions

should be answered affirmatively and the boxes ticked. If this is not possible,

the reason should be given, and agreement reached upon precautions to be

taken between ship and terminal. If a question is considered to be not

applicable write “N/A”, explaining why if appropriate.



46


CHECKLIST SHIP TERMINAL

1. Is the depth of water at the berth, and the air draught,

adequate for the cargo operations to be completed? ❑ ❑

2. Are mooring arrangements adequate for all local effects oftide, current, weather, traffic and craft alongside? ❑ ❑

3. In emergency, is the ship able to leave the berth at any time? ❑ ❑

4. Is there safe access between the ship and the wharf?Tended by ship/terminal: __________________________(cross out as appropriate)

❑ ❑

5. Is the agreed ship/terminal communications system

operative?Communication method: ________________________

Language: ___________________________________

Radio channels/phone numbers: ___________________

❑ ❑

6. Are the liaison contact persons during operations positivelyidentified?Ship contact persons: ____________________________

Shore contact person(s): __________________________

Location: ____________________________________

❑ ❑

7. Are adequate crew on board, and adequate staff in theterminal, for emergency? ❑ ❑

8. Have any bunkering operations been advised and agreed? ❑ ❑

9. Have any intended repairs to wharf or ship whilst alongsidebeen advised and agreed? ❑ ❑

10. Has a procedure for reporting and recording damage fromcargo operations been agreed? ❑ ❑

11. Has the ship been provided with copies of port andterminal regulations, including safety and pollutionrequirements and details of emergency services?

❑ ❑

12. Has the shipper provided the master with the properties ofthe cargo in accordance with the requirements of chapterVI of SOLAS?

❑ ❑

13. Is the atmosphere safe in holds and enclosed spaces towhich access may be required, have fumigated cargoesbeen identified, and has the need for monitoring ofatmosphere been agreed by ship and terminal?

❑ ❑



47


14. Have the cargo handling capacity and any limits of travelfor each loader/unloader been passed to the ship/terminal?

Loader: _____________________________________Loader: _____________________________________

Loader: _____________________________________

❑ ❑

15. Has a cargo loading or unloading plan been calculated forall stages of loading/deballasting or unloading/ballasting?Copy lodged with: ______________________________

❑ ❑

16. Have the holds to be worked been clearly identified in theloading or unloading plan, showing the sequence of work,and the grade and tonnage of cargo to be transferred each

time the hold is worked?

❑ ❑

17. Has the need for trimming of cargo in the holds beendiscussed, and have the method and extent been agreed? ❑ ❑

18. Do both ship and terminal understand and accept that ifthe ballast programme becomes out of step with the cargooperation, it will be necessary to suspend cargo operationuntil the ballast operation has caught up?

❑ ❑

19. Have the intended procedures for removing cargo residueslodged in the holds while unloading, been explained to the

ship and accepted?

❑ ❑

20. Have the procedures to adjust the final trim of the loadingship been decided and agreed? Tonnage held by theterminal conveyor system: _________________________

❑ ❑

21. Has the terminal been advised of the time required for theship to prepare for sea, on completion of cargo work? ❑ ❑

THE ABOVE HAS BEEN AGREED:

Time: _______________________ Date: ____________________________

For ship: ____________________ For terminal: _____________________

Rank: _______________________ Position/Title: _____________________



48


3. FORM FOR CARGO INFORMATION(Appendix 5 BLU Code)

Form for Cargo Information (Recommended layout)

Note: This form is not applicable if the cargo to be loaded requires a declaration under the requirements

of SOLAS 1974, chapter VII, regulation 5; MARPOL 73/78, Annex III, regulation 4; and the IMDG Code,

General Introduction, section 9.

Shipper: Reference number(s):

Consignee: Carrier:

Name/means

of transport:

Port/place

of departure:

Instructions or other matters:

Port/place of destination:

General description of the cargo:

(Type of material/particle size)*

*For solid bulk cargo

Gross mass (kg/tonnes):

❑ General cargo❑ Cargo unit(s)❑ Bulk cargo

Specification of bulk cargo*:

Stowage factorAngle of reposeTrimming proceduresChemical properties† if potential hazard

* If applicable. † e.g., IMO class, UN No. or BC No. and EmS No.

Relevant special properties of the cargo: Additional certificate(s)*:

❑ Certificate of moisture content andtransportable moisture limit

❑ Weathering certificate❑ Exemption certificate

❑ Other (specify)* if required

DECLARATION

I hereby declare that the consignment is fully and

accurately described and that the given test results and

other specifications are correct to the best of my

knowledge and belief and can be considered as

representative for the cargo to be loaded.

Name/status, company/organisation ofsignatory:

Place and date:

Signature on behalf of shipper:

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



49


Example Loading/Unloading Plan:



50

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.

Excitation - Movement, when caused by vibration of the ship’s engine.

Hogging - If the weight is concentrated at opposite ends of the ship, the bending moment

is called ‘hogging’.

Hydrodynamic pressure - Pressure on the ship’s hull caused by waves.

IMSBC Code - International Maritime Solid Bulk Cargoes Code.

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.

UST® (Universal Surface Tester) measurement - An instrument that determines the

micromechanical properties of materials and surfaces.



51

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 12 : ASSESSMENT QUESTIONS

12 : ASSESSMENT QUESTIONS

1. When restrictions on the carriage of

cargoes are imposed, the ship should

be permanently marked with:

a) A solid square on its side shell aft

b) A solid triangle on its side shell at

midships

c) A hollow triangle on its side shellforward

d) A hollow square on its side shell at

midships

2. SOLAS Chapter XII Regulation 14

Restrictions from Sailing with Any

Hold Empty defines an ‘empty hold’ as

one that is loaded to:

a) Less than 10% of the hold’s maximum

allowable cargo weight

b) Less than 25% of the hold’s maximum


c) More than 10% of the hold’s maximum


d) There is no minimum or maximum

allowable cargo weight for a hold

3. What is the result of overloading of

the holds?

a) Liquefaction of the cargo

b) Oxygen depletion

c) Stress on the hull structure

d) A build-up of toxic gases

4. The angle of repose of a free-flowing

bulk cargo in the hold is:

a) The angle formed by the cone at the top

b) The angle between the vertical plane

and the slope down from the cone

c) The angle between the horizontal plane

and the slope up to the cone

d) The angle between the vertical plane

and the slope up to the cone

5. The TML is:

a) The maximum moisture level allowed

for carriage

b) The average moisture content of the cargo

c) The difference between the average

moisture content and the maximum

allowed for carriage

d) The extra moisture that is sweated out

of the cargo in hot weather conditions

6. ‘Shear force’ is when:

a) The hold is overloaded

b) The angle of repose is exceeded

c) The ship bends or twists

d) The upward and downward forces are

not in balance along the length of the

vessel

7. ‘Sagging’ is when:

a) The weight is concentrated at the ends

of the ship, bending its structure

b) The weight is concentrated in the

middle of the ship, bending its

structure

c) A hold is overloaded

d) Liquefaction of the cargo causes it to

increase in weight



52


8. ‘Hogging’ is when:

a) The weight is concentrated at the ends

of the ship, bending its structureb) The weight is concentrated in the

middle of the ship, bending its structure

c) A hold is overloaded

d) Liquefaction of the cargo causes it to

increase in weight

9. In the event of loss of hull integrity in

way of the cargo holds, bulk carriers

should be evacuated as quickly aspossible.

TRUE OR FALSE?

10. Trimming (of cargo) is:

a) Loading the cargo slowly and at a

steady rate

b) The partial or total levelling of the cargo

c) Stowing the cargo in accordance with

the loading plan

d) Cleaning the hold of cargo residue after

discharge

11. The ship’s hatch covers must be

marked with:

a) A solid equilateral triangle

b) The ship’s IMO number

c) Hold identification numbers that

correspond with the loading manual

and loading/discharge plan

d) Hold identification numbers that

correspond with the relevant cargo

numbers as set out in the IMSBC Code

12. The IMSBC Code relates to:

a) The carriage of solid bulk cargo

b) The handling of grainc) The safety of life at sea

d) Security on ships longer than 150m

13. The BLU Code relates to:

a) Security on ships longer than 150m

b) The carriage of grain

c) The safety of life at sea

d) The safe loading and unloading of bulk

carriers

14. Which of the following does NOT need

to be included in the loading plan?

a) Loading sequences, segregatingdangerous cargoes where appropriate

b) Distance between conveyor belt and the

holds

c) Total time to load

d) Appropriate loading and unloading

rates for solid bulk cargoes

e) Local loading criteria in the loading

manual

15. The ship requires a cargo declaration

for all types of cargo.

TRUE OR FALSE?

16. The loading or discharge plan must be:

a) Agreed and countersigned by the ship

and the terminal

b) Signed by the ship only

c) Signed by the terminal only

d) Agreed and countersigned by the ship,

the terminal and the charterer

17. Homogeneous loading is where cargo is:

a) Stowed in every other hold

b) Evenly trimmed

c) Loaded in two or more adjoining holds

with neighbouring holds remaining empty

d) Loaded in every hold



53


18. Block loading is where cargo is:

a) Stowed in every other hold

b) Evenly distributedc) Loaded in two or more adjoining holds

with neighbouring holds remaining

empty

d) Loaded in every hold

19. While loading, what should happen if

the loading and deballasting no longer

synchronise?

a) The loading must be speeded up

b) The deballasting must be slowed down

c) The ship and terminal must hold a

meeting to discuss how best to proceed

d) The ship and terminal must agree to

suspend cargo operations until the

ballasting has caught up

20. How should cargoes with an angle of

repose greater than 35° be loaded?

a) Trimmed so that the angle of repose is

significantly less than 35°.

b) Trimmed so that the angle of repose is

significantly more than 35°.

c) Loaded asymmetrically

d) Cargoes with an angle of repose

greater than 35° should never be

loaded

21. The terminal representative should

advise the Master when unloading has

been completed from each hold.

TRUE OR FALSE?



54

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 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: c19: d

20: a

21: True

13 : ASSESSMENT ANSWERS



84 NEWMAN STREET,

LONDON

bulk carriers - handle with care (edition 2)

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