Code of Practice For The Safe Loading and Unloading of Bulk Carriers

CODE OF PRACTICE FOR THE SAFE
LOADING AND
UNLOADING OF BULK CARRIERS
Captain Sukhjit Singh
Why it was required

BEING CONCERNED at the continued loss of ships carrying
solid bulk cargoes, sometimes without a trace, and the
heavy loss of life incurred,
BEARING IN MIND that a number of accidents have
occurred as a result of improper loading and unloading of
bulk carriers and that the development of safe loading and
unloading practices can prevent such accidents occurring in
the future,
RECOGNIZING the need to improve the safe loading and
unloading of bulk carriers,
RECOGNIZING FURTHER that such improvement could be
achieved by the establishment of a composite code of
practice for the safe loading and unloading of bulk carriers,
Purpose of the code

This Code of Practice for the Safe Loading and Unloading of Bulk Carriers
has been developed by the International Maritime Organization to
minimize losses of bulk carriers.
The purpose of the Code is to assist persons responsible for the safe
loading or unloading of bulk carriers to carry out their functions and to
promote the safety of bulk carriers.
The Code primarily covers the safety of ships loading and unloading solid
bulk cargoes, excluding grain, and reflects current issues, best practices
and legislative requirements. Broader safety and pollution issues such as
those covered by the SOLAS, MARPOL and Load Line Conventions are not
specifically included in the Code.
The recommendations in this Code provide guidance to shipowners,
masters, shippers, operators of bulk carriers, charterers and terminal
operators for the safe handling, loading, and unloading of solid bulk
cargoes. The recommendations are subject to terminal and port
requirements, or national regulations. Persons responsible for the loading
or unloading of bulk carriers should also be aware of such regulations and
requirements.
CONTENTS
Introduction
Section 1 - Definitions
Section 2 - Suitability of ships and terminals
Section 3 - Procedures between ship and shore prior to the ship's arrival
Section 4 - Procedures between ship and terminal prior to cargo handling
Section 5 - Cargo loading and handling of ballast
Section 6 - Unloading cargo and handling of ballast
Appendix 1 - Recommended contents of port and terminal information
books
Appendix 2 - Loading or unloading plan
Appendix 3 - Ship/shore safety checklist
Appendix 4 - Guidelines for completing the ship/shore safety checklist
Appendix 5 - Form for cargo information
The depth of water should be determined over the entire area the ship will
occupy, and the terminal should be aware of the ship's maximum air
draught and water draught requirements during operations. Where the
loaded draught means a small underkeel clearance at departure, the Master
should consult and confirm that
the proposed departure draught is safe and suitable. The ship should be
provided with all available information about density and contaminates of
the water at
the berth.
* The term air draught should be construed carefully: if the ship is in a river
or an estuary it usually refers to maximum mast height for passing under
bridges, while on the berth it usually refers to the height available or
required under the loader or unloaders.
Due regard should be given to the need for adequate

fendering arrangements.
Ships should remain well secured in their moorings.
Alongside piers or quays, ranging of the ship should be
prevented by keeping mooring lines taut; attention
should be given to the movement of the ship caused by
tides, currents or passing ships and by the operation in
progress.
Wire ropes and fibre ropes should not be used
together in the same direction because of differences
in their elastic properties.
The ship should normally be able to move under its own power at
short notice, unless agreement to immobilise the ship has been
reached with the terminal representative, and the port authority
where applicable.
In an emergency a ship may be prevented from leaving the berth at
short notice by a number of factors. These include low tide,
excessive trim or draught, lack of tugs, no navigation possible at
night, main engine immobilised, etc. Both the ship and the terminal
should be aware if any of these factors apply, so that extra
precautions can be taken if need be.
The method to be used for any emergency unberthing operation
should be agreed taking into account the possible risks involved.
If emergency towing-off wires are required, agreement should be
reached on their position and method of securing.
The means of access between the ship and the wharf must be safe
and legal, and may be provided by either ship or terminal.
It should consist of an appropriate gangway or accommodation ladder
with a properly fastened safety net underneath it.
Access equipment must be tended, since it can be damaged as a
result of changing heights and draughts; persons responsible for
tending it must be agreed between the ship and terminal, and
recorded in the checklist.
The gangway should be positioned so that it is not underneath the
path of cargo being loaded or unloaded.
It should be well illuminated during darkness.
A lifebuoy with a heaving line should be available on board the ship
near the gangway or accommodation ladder.
Communication should be maintained in the

most efficient way between the responsible
officer on duty on the ship and the
responsible person ashore.
The selected system of communication and
the language to be used, together with the
necessary telephone numbers and/or radio
channels, should be recorded in the checklist.
The controlling personnel on ship and terminal must

maintain an effective communication with each other
and their respective supervisors. Their names, and if
appropriate where they can be contacted, should be
recorded in the checklist.
The aim should be to prevent development of
hazardous situations, but if such a situation does arise,
good communication and knowing who has proper
authority can be instrumental in dealing with it.
It is not possible or desirable to specify all

conditions, but it is important that a sufficient
number of personnel should be on board the
ship, and in the terminal throughout the ship's
stay, to deal with an emergency.
The signals to be used in the event of an
emergency arising ashore or on board should
be clearly understood by all personnel
involved in cargo operations.
The person on board in charge of bunkering

must be identified, together with the time,
method of delivery (hose from shore, bunker
barge, etc.) and the location of the bunker
point on board.
Loading of bunkers should be co-ordinated
with the cargo operation. The terminal should
confirm agreement to the procedure.
Hot work, involving welding, burning or use of

naked flame, whether on the ship or the
wharf may require a hot work permit. Work
on deck which could interfere with cargo work
will need to be coordinated.
In the case of combination carrier a gas free
certificate (including for pipelines and pumps)
will be necessary, issued by a shore chemist
approved by the terminal or port authority.
Operational damage can be expected in a

harsh trade. To avoid conflict, a procedure
must be agreed, before cargo operations
commence, to record such damage.
An accumulation of small items of damage to
steel work can cause significant loss of
strength for the ship, so it is essential that
damage is noted, to allow prompt repair.
Although much information will normally

be provided by a ship's agent, a fact
sheet containing this information should
be passed to the ship on arrival, and
should include any local regulations
controlling the discharge of ballast water
and hold washings.
The shipper should pass to the master, for

example, the grade of cargo, particle size,
quantity to be loaded, stowage factor, and
cargo moisture content. The IMO BC Code
gives guidance on this.
The ship should be advised of any material
which may contaminate or react with the
planned cargo, and the ship should ensure
that the holds are free of such material.
Rusting of steelwork or the characteristics of a

cargo may cause a hazardous atmosphere to
develop.
Consideration should be given to:
oxygen depletion in holds;
the effect of fumigation either of cargo to be
discharged, or of cargo in a silo before loading from
where gas can be swept on board along with the cargo
with no warning to the ship;
leakage of gases, whether poisonous or explosive,
from adjacent holds or other spaces.
The number of loaders or unloaders to be used should be

agreed, and their capabilities understood by both parties.
The agreed maximum transfer rate for each
loader/unloader should be recorded in the checklist.
Limits of travel of loading or unloading equipment should
be indicated. This is essential information when planning
cargo operations in berths where a ship must be shifted
from one position to another due to loading.
Gear should always be checked for faults and that it is clear
of contaminates from previous cargoes. The accuracy of
weighing devices should be ascertained frequently.
Where possible the ship should prepare the plan before arrival. To
permit her to do so the terminal should provide whatever information
the ship requests for planning purposes. On ships which require
longitudinal strength calculations, the plan should take account of any
permissible maxima for bending moments and shear forces.
The plan should be agreed with the terminal and a copy passed over
for use by terminal staff. All watch officers on board and terminal
supervisors should have access to a copy. No deviation from the plan
should be allowed without agreement of the master.
According to SOLAS regulation VI/7, it is required to lodge a copy of
the plan with the appropriate authority of the port State. The person
receiving the plan should be recorded in the checklist.
The necessary information should be provided

in the form as set out in appendix 2 of this
Code.
A well-known method is spout trimming, and

this can usually achieve a satisfactory result.
Other methods use bulldozers, front-end
loaders, deflector blades, trimming machines
or even manual trimming.
The extent of trimming will depend upon the
nature of the cargo, and must be in
accordance with the BC Code.
All parties will prefer to load or discharge the cargo without stops if
possible. However, if the cargo or ballast programmes are out of step a
stop to cargo handling must be ordered by the master and accepted by
the terminal to avoid the possibility of inadvertently overstressing the
ship's structure.
A cargo operations plan will often indicate cargo check points, when
conditions will also allow confirmation that the cargo and ballast handling
operations are in alignment.
If the maximum rate at which the ship can safely accept the cargo is less
than the cargo handling capacity of the terminal, it may be necessary to
negotiate pauses in the cargo transfer programme or for the terminal to
operate equipment at less than the maximum capacity.
In areas where extremely cold weather is likely, the potential for frozen
ballast or ballast lines should be recognized.
The use of bulldozers, front-end loaders or

pneumatic/hydraulic hammers to shake material
loose should be undertaken with care, as wrong
procedures can damage or distort ships' steel
work.
Prior agreement to the need and method
intended, together with adequate supervision of
operators, will avoid subsequent claims or
weakening of the ship's structure.
Any tonnages proposed at the commencement of

loading for adjusting the trim of the ship can only be
provisional, and too much importance should not be
attached to them. The significance lies in ensuring that
the requirement is not overlooked or ignored. The
actual quantities and positions to be used to achieve
final ship's trim will depend upon the draft readings
taken immediately beforehand.
The ship should be informed of the tonnage on the
conveyor system since that quantity may be large and
must still be loaded when the order "stop loading" is
given. This figure should be recorded in the checklist.
The procedure of securing for sea remains as important

as it ever was, and should not be skimped. Hatches
should be progressively secured on completion so that
only one or two remain to be closed after cargo work is
finished.
Modern deep water terminals for large ships may have
very short passages before the open sea is
encountered. The time needed to secure, therefore,
may vary between day or night, summer or winter, fine
weather or foul weather.
Early advice must be given to the terminal if any
extension of time is necessary.

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CODE OF PRACTICE FOR THE SAFE

Captain Sukhjit Singh

Why it was required

Purpose of the code

Captain Sukhjit Singh

Captain Sukhjit Singh

Due regard should be given to the need for adequate

Captain Sukhjit Singh

Communication should be maintained in the

The controlling personnel on ship and terminal must

It is not possible or desirable to specify all

The person on board in charge of bunkering

Hot work, involving welding, burning or use of

Operational damage can be expected in a

Although much information will normally

The shipper should pass to the master, for

Rusting of steelwork or the characteristics of a

The number of loaders or unloaders to be used should be

The necessary information should be provided

Captain Sukhjit Singh

A well-known method is spout trimming, and

The use of bulldozers, front-end loaders or

Captain Sukhjit Singh

Any tonnages proposed at the commencement of

The procedure of securing for sea remains as important

Captain Sukhjit Singh

Captain Sukhjit Singh

Captain Sukhjit Singh

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