Code of Safe Practice for solid bulk cargoes

Definitions ;

Angle of reposeis the maximum slope angle of non-cohesive (i.e.free-flowing)

granular material. It is the angle between a horizontalplane and the cone slope of
such material.
Concentratesare materials obtained from a natural ore by a processof purification
by physical or chemical separation and removal ofunwanted constituents .
Flow moisture point is the percentage moisture content (wet mass basis) at which
a flow state develops under the prescribed method of test in a representative sample
of the material.
Flow stateis a state that occurs when a mass of granular material issaturated with
liquid to an extent that, under the influence ofprevailing external forces such as
vibration, impaction or ship’smotion, it loses its internal shear strength and behaves
as a liquid.
Moisture contentis that portion of a representative sample consistingof water, ice or
other liquid* expressed as a percentage of the totalwet mass of that sample.
Solid bulk cargo is any material, other than liquid or gas, consistingof a combination
of particles, granules or any larger pieces ofmaterial, generally uniform in
composition, which is loaded directlyinto the cargo spaces of a ship without any
intermediate form ofcontainment.

Cargo Distribution
When loading high-density bulk cargoes having a stowage factor ofabout 0.56 m3/t
or lower, the loaded conditions are different from those found normally and it is
important to pay particular attention to the distribution of weights so as to avoid
excessive stresses. Ageneral cargo ship is normally constructed to carry materials
of about1.39 to1.67 m3/t when loaded to full bale cubic and deadweightcapacity.
Because of the high density of some materials, it ispossible, by improper distribution
of loading, to stress very highlyeither the structure locally under the load or the
entire hull.
The master should be guided by the loading information provided in the ship’s
stability information booklet and by the results obtained by the use of loading
calculators, if available.
It is very important to ensure that bulk cargoes are properly distributed throughout
the ship in order that the structure will neverbe overstressed and that the ship will
have an adequate standard ofstability. Therefore the master needs to beprovided,
by the shipper, with adequate information about thematerial to be shipped, e.g.
stowage factor, history of shifting, anyparticular problems, etc

When detailed information is not available, the following precautions are

recommended :
1. The general F & A distribution of material by mass should not differ
appreciably from that found satisfactory for general cargoes.
2. The maximum number of tonnes of material loaded should not exceed,
in any cargo hold : 0.9 x L x B x d (L – Length of hold in m, B – Breadth of
hold in m, d – Summer load draft in m)
 3. Where material is untrimmed or only partly trimmed the corresponding height
of material pile peak above the cargo space floor should not exceed 1.1 x SF
x d (SF – stowage factor in cum/t)
4. If the material is trimmed entirely level, the maximum number of tonnes of
material loaded in any lower hold cargo space may be increased by 20% over
the amount calculated in 2, subject however to full compliance with 1.
5. Because of the stiffening effect of a shaft tunnel on the ship’s bottom, lower
hold cargo spaces abaft the machinery space may be loaded upto about 10%
in excess, provided such loading is consistent with 1.

Cargo Distribution - To aid stability :

1. A stability information booklet should be provided aboard all ships and any
information pertaining to loading and operational precautions should be
specified therein. The information supplied to the master should include all
necessary data relative thereto. The master should be able to calculate the
stability for the anticipated worst conditions during the voyage as well as
that on departure and show that the stability is adequate.
2. In general, high-density materials should normally be loaded in the lower hold
cargo spaces rather than in ‘tween-deck cargo spaces.When, however, it is
necessary to carry high-density materials in‘tween-decks or higher cargo
spaces, care should be exercised toensure that the deck area is not
overstressed and that the ship’sstability is not reduced below the
minimum acceptable level as laiddown in the ship’s stability information
booklet.
3. In transport of high-density material, a particularly careful evaluationshould be
made of the consequences of sailing with an excessively high GM with
consequential violent movement in a seaway.
4. Shifting divisions and bins, of adequate strength, should be
erectedwhenever bulk materials which are suspected of readily shifting
arecarried in ‘tween-deck cargo spaces or only partially fill a cargospace.

Loading and unloading :

1. Before loading, the cargo spaces should be inspected and preparedfor the
particular material which it is intended to load.
2. The master should ensure that bilge lines, sounding pipes and otherservice
lines within the cargo space are in good order. Because of thevelocity at
which some high-density bulk materials are loaded intothe cargo space,
special care may be necessary to protect cargo spacefittings from damage.
For this reason it is also prudent to soundbilges after the completion of
loading.
3. Attention is particularly drawn to bilge wells and strainer plates, which should
be specially prepared to facilitate drainage and to prevent entry of the
materials into the bilge system.
4. The master is advised that precautions should be taken to minimize the extent
to which dust may come into contact with the moving parts of deck machinery
and external navigational aids.

Safety of personnel and ship :

1. Particular attention should be taken for personal protection and special
precautions and measures should be taken prior to loading and after
 unloading certain bulk materials which are liable to oxidation, which in turn
may result in oxygen reduction, emission of toxic fumes and self-heating.
Others may not oxidize but may emit toxic fumes, particularly when wet.
There are also materials which, when wetted, are corrosive to skin, eyes and
mucous membranes or to the ship’s structure.
2. The shipper should inform the master prior to loading chemical hazards and
the master should take necessary precautions, especially those pertaining to
ventilation.
3. An empty cargo space or tank which has remained closed for some time may
have insufficient oxygen to support life. It is, therefore, essential that entry of
personnel into enclosed spaces should not be permitted until tests have been
carried out and it has been established that the oxygen content has been
restored to a normal level throughout the space and that no toxic gas is
present, unless adequate ventilation and air circulation throughout the free
space above the material has been effected.
4. Emergency entry into a cargo space should be undertaken only by trained
personnel wearing self-contained breathing apparatus, and protective
clothing.

Health hazards due to dust :

To minimize the chronic risks due to exposure to the dust of certainmaterials carried
in bulk, it is necessary for those exposed to dust to exercise a high standard of
personalhygieneemphasized.

Flammable Atmosphere :
1. Dust created by certain cargoes may constitute an explosion hazard,
especially while loading, unloading and cleaning. This risk can beminimized
at such times by ensuring that ventilation is sufficient toprevent the formation
of a dust-laden atmosphere and by hosingdown rather than sweeping.
2. Some cargoes may emit flammable gases in sufficient quantities to
constitute a fire or explosion hazard. The cargo spaces and adjacent enclosed
spaces should be effectively ventilated at all times. It may be necessary to
monitor the atmosphere in such spaces by means of combustible-gas
indicators..

Trimming Procedures :
1. To minimize the risk of a bulk material shifting, the cargo should be trimmed
reasonably level to the boundaries of the cargo space.
2. Cargo spaces should be filled as full as practicable without resulting in an
excessive mass of the material on the bottom structure or‘tween-deck.
3. When a material is loaded only in lower cargo spaces, it should be trimmed
sufficiently to equalize the mass distribution on the bottom structure.
4. When bulk cargoes are carried in ‘tween-decks, the hatchways ofsuch ‘tween-
decks shall be closed in those cases where the loadinginformation indicates
an unacceptable level of stress of the bottomstructure if the hatchways are left
open. The cargo shall be trimmedreasonably level and shall either extend
from side to side or besecured by additional longitudinal divisions of sufficient
strength.The safe load-carrying capacity of the ‘tween-decks shall beobserved
to ensure that the deck structure is not overloaded.∗
 5. A certificate of test stating the relevant characteristics of the material to be
loaded must be provided to the Master at the loading port.

Non-Cohesive Bulk Cargoes can be categorized as follows :

1. Non-Cohesive Bulk Cargoes having an Angle of Repose less than or equal to
30° - These materials, which flow freely like grain, should be carried
according to the provisions applicable to the stowage of grain cargoes.
However, account should be taken of the density of the material when
determining:.
a) the scantlings and securing arrangements of divisions and bin bulkheads;
and
b) the stability effect of free cargo surfaces.
2. Non-Cohesive Bulk Cargoes having an Angle of Repose from 30° to 35°
Inclusive - such cargoes should be trimmed according to the following criteria:
a) the unevenness of the cargo surface measured as the vertical distance (h)
between the highest and lowest levels of the cargo surface should not
exceed B/10, where B is the beam of the ship in metres, with a maximum
allowable h = 1.5 m;
b) where (h) cannot be measured, bulk shipment can also be accepted if
loading is carried out with trimming equipment approved by the competent
authority.
3. Non-Cohesive Bulk Cargoes having an Angle of Repose Greater than 35° -
such cargoes should be loaded with care, the aim being to distribute the
material in a manner which eliminates the formation of wide, steeply sloped
voids beyond the trimmed surface within the boundaries of the cargo space.
The material should be trimmed to an angle significantly less than the angle of
repose.

Cargoes which may liquefy : (concentrates, certain coals etc.)

At a moisture content above that of the transportable moisture limit,cargo may shift
as a result of liquefaction. Certain cargoes aresusceptible to rapid moisture migration
and may develop a dangerouswet base during a voyage, even if the average cargo
moisture content is less than the TML. Such cargoes should be trimmed reasonably
level and loaded as deeply as practicable.
To prevent subsequent shifting and also to decrease the effects of oxidation when
the material has a predisposition to oxidize, these cargoes should be trimmed
reasonably level on completion of loading, irrespective of the stated angle of repose.

Precautions :
1. Ships other than specially constructed or fitted ships should carry only those
cargoes having a moisture content not in excess of the transportable moisture
limit.
2. Cargoes which contain liquids, other than packaged canned goods or the like,
should not be stowed in the same cargo space above or adjacent to a
consignment of these cargoes.
3. Adequate precautions to prevent liquids entering the cargo space inwhich
these materials are stowed should be maintained during the voyage. Such
precautions are of paramount importance in the case of some of these
materials where contact with seawater could lead to serious problems or
corrosion to either the hull or machinery items.
4. Masters are cautioned of the possible danger in using water to cool a
shipment of these materials while the ship is at sea since the admission of
water in quantity may well bring the moisture content of these materials to a
flow state. Water is most effectively applied in the form of a spray.
5. The shipper must provide a ‘test certificate’ stating TML and moisture content
of the shipment at the time of loading.