Carriage of grain safe procedure - bulk carriers recommended guideline Grain One of the most difficult and dangerous

cargoes to carry in bulk are grain cargoes. Most grains have an angle of repose (slip angle) of about 20 from the horizontal, which means that if the ship rolls more than 20 the cargo will shift. Then this happens the ship will develop a large list, lying on her side and still rolling will obviously cause a greater shift of cargo which in turn will capsize the vessel. Most authorities therefore request that the master proves that his ship is capable of remaining stable even if the grain cargo shifts. This is done by the compiling of the Grain Loading Form which fully outlines the ships stability at the worse condition on passage. Because grain cargoes are liable to shift, heavy emphasis is placed on the stability of ships that carry them. The main reason is the variation in the types of grain, including its size and its ability to develop a free flow state when loaded in bulk. Each ship carrying grain has to provide grain specific stability information, including grain heeling moments, to the terminal. This section looks at various problems, methods and precautions that must be taken when carrying grain cargoes. Grain cargoes carried in bags are not considered as bulk cargo. The bulk carriers' grain loading manual contains Volumetric Heeling Moments (VHM), which are values based on an assumed surface grain shift of 15 (for a full compartment) and 25 (for a partially full compartment). 1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

a) Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck and hatch covers are filled to the fullest extent possible. b) Filled compartment, untrimmed the cargo should be trimmed within the hatchway but may be left at its natural angle of repose on the surrounding area of the hatchway. The same can be applied for a filled compartment, trimmed if:
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dispensation is granted from trimming by the authority issuing the Document of Authorisation on the basis that the cargo can flow freely to underdeck empty areas through feeder ducts, perforated decks, etc, or The compartment is designated a `Specially Suitable Compartment', in which case exemption may be granted from trimming the compartment ends.

2. If the cargo is stowed only in the lower compartment, the lower compartment hatch covers should be secured in the approved manner. 3. If the cargo is stowed in the upper compartment above a tween deck whose covers are not grain- tight, the covers should be made grain-tight using sealing tape, tarpaulins or separation cloths. 4. In partly filled compartments, the surface of bulk grain should be secured by over-stowing except in cases where heeling moments due to grain shift have been calculated and taken into consideration for stability of the vessel. 5. Longitudinal divisions may be fitted to reduce heeling moments due to shift of grain in filled compartments, trimmed, filled compartments, untrimmed and partly filled compartments, provided that each division: a. Is made grain-tight. b. Is constructed according to the Grain Code standards. c. Extends from deck to deck in tweendecks.

d. Extends downwards from the underside of the hatch covers. 6. The Master shall ensure that the ship: a. Before loading, can comply with intact stability criteria at all stages of the voyage. b. Is upright before proceeding to sea. c. Has all the paperwork completed and onboard.

Grains such as wheat, rye, maize, rice, oats, seeds and their processed forms have been commonly transported by ships. Grains have a tendency to settle and shift within a ship's cargo compartments. A compartment may be full when the cargo is loaded but, due to ship's vibration and other movements, the grain settles leaving space at the top of the cargo. This space allows cargo to move from side to side in conjunction with the rolling and pitching of the vessel. As the cargo shifts the vessel lists to one side. The International Grain Code was written at a time when grain was predominantly carried onboard general cargo vessels, employing methods including saucering, bundling and strapping. However, modern bulk carriers are designed and constructed taking the problems of carrying grain into consideration. The BLU Code refers to loading and discharging operations and develops an understanding of procedures. SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a cargo ship carrying grain must hold a Document of Authorization as required by the International Grain Code, and for the purposes of regulation 9, the requirements of

the Code should be treated as mandatory. A ship without a Document of Authorization must not load grain until the master satisfies the flag State Administration, or the SOLAS Contracting Government of the port of loading on behalf of the Administration, that the ship will comply with the requirements of the International Grain Code in its proposed loaded condition (regulation 9.2). The International Code for the Safe Carriage of Grain in Bulk is commonly called the International Grain Code was adopted by the IMO Maritime Safety Committee by resolution MSC.23(59). It applies to ships regardless of size, including those of less than 500gt, engaged in the carriage of grain in bulk, to which part C of chapter VI of the 1974 SOLAS Convention, as amended, applies (A 1.1). Grain Code defines grain as including wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behaviour is similar to that of grain in its natural state . A Document of Authorization must be issued by or on behalf of the flag State Administration for every ship loaded in accordance with the Code, and must be accepted as evidence that the ship is capable of complying with the Code (A 3.1). The Document of Authorization must accompany or be incorporated into the Grain Loading Manual provided to enable the master to meet the requirements of A 7 (A 3.2). The Manual must meet the requirements of A 6.3 (A 3.2). The Document of Authorization, grain loading stability data and associated plans may be in the official language or languages of the issuing country. If the language used is neither English nor

French, the text must include a translation into either English or French. A copy of the Document of Authorization, grain loading stability data and associated plans must be placed on board so that the master, if required, may produce them for inspection by the SOLAS Contracting Government at the loading port (A 3.4). The flag State Administration, or a SOLAS Contracting Government on its behalf, may exempt individual ships or classes of ship from particular requirements of the Code if it considers that the sheltered nature and conditions of the voyage are such as to render their application unreasonable or unnecessary. Information in printed booklet form (i.e. a Grain Loading Manual) must be provided to enable the master to ensure that the ship complies with the Code when carrying grain in bulk on an international voyage (A 6.1). Information to be in the booklet is listed in A 6.2 and A 6.3. The information in A 6.2 must be acceptable to the flag State Administration (or a Contracting Government on its behalf), while the information in A 6.3 must be approved by that body. A ship not having on board a Document of Authorisation issued in accordance with A 3 of the Code may be permitted to load bulk grain subject to certain conditions, one of which is that the total weight of the bulk grain does not exceed one third of the ships deadweight (A 9.1).