BULK CARGO / CARRIER

WHAT IS A BULK CARGO?

• Bulk cargo is a shipping term for items that are
shipped loosely and unpackaged as opposed to
being shipped in packages or containers. An item
may be classified as bulk cargo if it is not
containerized and easily secured on a vessel. Items
such as oil, grain, or coal are all examples of bulk
cargo.
What is a Bulk Cargo?
• A bulk carrier is a type of ship designed primarily to
transport unpackaged bulk cargo, such as coal, grain, ore,
and other raw materials. Unlike container ships or general
cargo vessels, bulk carriers do not use individual
containers or packaging to transport their cargo; instead,
the cargo is loaded directly into the ship's holds.

• Bulk carriers are characterized by their large cargo holds

and wide hatches that allow for efficient loading and
unloading of bulk commodities using specialized
equipment like cranes, conveyors, and grabs. These ships
are often designed to optimize cargo capacity, making them
highly efficient for transporting large quantities of bulk
goods across the world's oceans.
Different types of Bulk Cargo
 Different types of Bulk Cargo

• These are Dry Bulk Cargo

• ,Liquid Bulk Cargo
• And Gas Bulk Cargo
What is Dry Bulk CARGO?

The term ‘dry bulk cargo’ can be used to

describe a number of different raw materials,
yet all share some key characteristics. A dry
bulk cargo is usually:

• A solid material (either a combination of

particles, granules or large pieces)
• Shipped in large quantities
• Measured in deadweight tonnage (dwt)
• Loaded and shipped unpackaged, in lose
form
• An unprocessed commodity which will later
be used for the manufacturing or production
of goods
 What are the major dry bulk
Trades in shipping?
Dry bulk cargo is split into two main groups: major bulks and minor bulks. There
are three major dry bulk trades:

• Grain
• Iron ore
• Coal (coking coal and thermal coal)
• Combined, these account for around 67% of the world’s total dry bulk
commodity trading. The remaining 33% is referred to as minor dry bulk trades,
such as:

• Cement
• Fertiliser
• Scrap metal
What is a Liquid Bulk Cargo?
• Liquid bulk cargo is of utmost importance in
global trade, critical for industries such as
energy, chemicals, and food and beverage. Its
efficient transportation in bulk quantities
ensures the availability of essential resources
and fuels economic growth worldwide.
Understanding the fundamentals of liquid bulk
cargo is crucial for anyone involved in logistics,
supply chain management, shipping, or related
industries.
• Liquid bulk cargo includes any cargo carried in
closed tanks and poured or pumped into the
carrying vessel, such as: Hazardous chemicals
in liquid form. Petroleum. Gasoline. Liquefied
natural gas (LNG)
 Importance and Scope of
Liquid Bulk Cargo
• Liquid bulk cargo plays a vital role in global trade and is essential for various
industries such as energy, chemical manufacturing, food and beverage,
pharmaceuticals, and agriculture. It enables the efficient movement of large
liquids across long distances, facilitating international trade and supply chain
operations.

• The scope of liquid bulk cargo is vast, encompassing diverse products and
industries. Crude oil and petroleum products are among the most significant
liquid bulk commodities, accounting for a substantial portion of global trade.
Chemicals, including industrial chemicals, solvents, and acids, are transported
in bulk. Additionally, it includes food-grade liquids like vegetable oils, juices,
wine, and other beverages.
What is Gas Bulk Carrier?

• A gas carrier ship, also known

as a gas tanker, LPG/LNG
tanker or LPG/LNG carrier is a
vessel that has been designed
specifically for the purpose of
carrying bulk quantities of
liquefied petroleum gasses
(LPG) or liquefied natural
gasses (LNG) from one
destination to another.
 Everything you need to know
about gas carrier ships

First of all, let’s start with a few general fast facts about the gas carrier and its cargo:

• Natural gasses are usually carried in a liquid state.

• Gas carriers have built in tankers which are normally either cylindrical or spherical in
shape, although prismatic tankers are now also becoming commonplace.
• The capacity of a gas carrier can range from anything from 3,500 to 200,000+ m3,
depending on its cargo and usage.
• Transport by ocean of liquefied gasses first took place in 1934.
Bulk Grain Cargo
 Bulk Grain Cargo

• Carrying 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.
Bulk Grain Cargo

• 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).
 Safety Precautions of Bulk
Grain Cargo

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:

• 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.
 Safety Precautions of Bulk
Grain Cargo

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.
 Safety Precautions of Bulk
Grain Cargo

• 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.

• Fumigation requirement

• Charterers and shippers may require the cargo to be fumigated. If this is to be

done during the voyage or before or after loading, full and clear instructions
should be received from the charterers and shippers. These instructions should
refer to product data sheets and the correct procedures and safety advice,
application dangers, method of handling, and requirements for personal
protective equipment and monitoring equipment. Refer to IMO
Recommendations on the Safe Use of Pesticides on Ships. Always carry out a
risk assessment.
 Safety Precautions of Bulk
Grain Cargo

Fuel oil tanks precautions

• masters and officers must be aware of the location of the heated fuel oil tanks
• masters and officers should monitor the tank top temperature above the fuel oil tanks as this can
affect the integrity of certain cargoes – particularly grain cargoes
• fuel oil temperatures can be monitored on the fuel oil transfer pumps
• masters and chief engineers should manage the fuel oil onboard to reduce heat damage to cargoes
loaded in holds above heated fuel oil tanks
• heat only fuel oil tanks in use

Failed pipes onboard ship carrying grain often cause, or contribute to, many serious claims. Bagged
grain on a small bulk carrier was damaged after water escaped from an air pipe running between a
ballast tank and the cargo hold. The pipe had a corrosion crack where it connected to the tank top and
water escaped through the crack when the ballast tank was overfilled. The ship was 20 years old, but
nothing had ever been done to protect the pipe from corrosion; not even a lick of paint. Cost –
$220,000. Repairs to the pipe would have cost less than $150.
 Procedure for Calculating Maximum
Allowable Weight that can be loaded in a
bulk carrier for single & Adjacent Holds:
• When bulk carriers are designed a maximum tonnage is assumed for each hold and the
ship is then built with sufficient strength to carry the intended voyage. A ship’s loading
plan should never propose the loading of a tonnage which exceeds the maximum
permitted tonnage.

• The distribution of cargo along the ship’s length has a direct influence on both the
global bending & shearing of the hull girder and on the stresses in the localised hull
structure.
 Procedure for Calculating Maximum
Allowable Weight that can be loaded
in a bulk carrier for single & Adjacent
Holds:
• The more commonly adopted cargo distribution are:-
A) Homogenous Hold Loading Condition:-

• Cargo is distributed homogenously in all holds.

• Loading of this type is adapted for all types of cargoes, but in particular for
carriage of low density cargo.
• Heavy density cargo such as iron ore may also be carried in same fashion.
 Procedure for Calculating Maximum
Allowable Weight that can be loaded in a
bulk carrier for single & Adjacent Holds:

B) Alternate Hold Loading:-

• Cargo is distributed in Alternate Holds used for loading high density cargo and is
commonly employed in large Bulk Carriers.
• Such type of cargo distribution helps to keep Gm of vessel small and reduce adverse
rolling period of stiff ships.
• Weight carried in each hold is approximately twice of that maximum permissible load in a
single hold in a homogenous load distribution.
• The structure of the ship is specially designed and reinforced to withstand stresses.
• Holds which remain empty are not reinforced.
• Ships which are not approved for alternate holding must never do this.
 Procedure for Calculating Maximum
Allowable Weight that can be loaded in a
bulk carrier for single & Adjacent Holds:

C) Block Hold Loading:-

• In Block loading the weight of cargo to be carried should cater to ship’s sailing draught and
capability of the structure.
• The quantity of cargo which can be carried in blocks is much less than the sum of full cargo
capacity of individual hold at the max. draught condition.
• Part loaded or Block loading conditions should only be adopted in either of the following
Conditions:-
• Such loading distribution is described in ship’s loading manual specifying the holds designated for
block loading.
• The ship’s structure in the way of cargo holds is transverse cross decks, double bottom structures
& transverse w/t b/w in the way of cargo hold are adequately reinforced.
• The ship is provided with approved loading criteria that define the maximum cargo weight limits as
function of mean draught for each hold & block of holds and ensure that sea-going SWSF and
SWBF are within the permissible limits.
 Group Mga Pogi

Members:
• Christian Lauron Canarias
• Cris jhon paul aviles
• Justine Lhoy Monredondo
• Khreieddhrealle Tamares
• Kenneth Jhon S. Tapasao
• Ian Karl Manzo
• Eric John Amit Faburada
• Joshua Amores
• Kkevin Jay Libot
• Ryan Cyrill Glodobe
• Joseph Mark Nedia