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Transport Guidance for Bagged RiceTHE AMERICAN CLUB

American Club: Transport Guidance for Bagged Rice 1

Table of Contents

Preface 4

Foreword and Acknowledgement 5

Contributors 6

Disclaimer 7

1. Introduction 8

1.1 Objectives 8

1.2 Hazardstobaggedrice 8

1.3 Damagestobagrice 9

1.4 P&Iclaimsprofileforbaggedrice(2000to2013) 10

1.5 ObjectivesoftheTransport Guidance for Bagged Rice 10

2. Condition of the vessel 16

2.1 Objectives 16

2.2 General 16

2.3 Hatchcoversandventilation 16

2.4 UseofRamnektape 18

2.5 Cleaningofvesselcargoholds 18

3. Dunnage 20

3.1 Objectives 20

3.2 General 20

3.3 Bamboomaterials 20

3.4 Timberdunnage 21

3.5 AlliedMaritime’sapproach:Styrofoam,plastic/polythenesheetsandkraftpaper 22

3.6 Useofbaggedsawdust 24

American Club: Transport Guidance for Bagged Rice2

4. Stowage of bagged rice 34

4.1 Objectives 34

4.2 Thestowageplan 34

4.3 Conditionofcargouponarrivalonboardshippriortoandduringstowage 35

4.4 Preparationofholdsforstowage 36

4.5 Importanceofventilationforproperstowage 36

4.6 Crewroleinensuringproperstowage 36

4.7 Surveyorroleinensuringproperstowage 36

4.8 Useoffumigants 36

4.9 Interlockingofcargobagsacrossventilationchannels 37

4.10 Documentingtheconditionofcargouponarrivalonboardship 37

5. Ventilation of bagged rice 43

5.1 Objectives 43

5.2 Purposeofventilation 43

5.3 Condensationdueto“sweat” 43

5.4 Comparisonofdewpoints 44

5.5 Systemsofventilation 45

5.6 Ventilationofbaggedrice 46

5.7 Cargohumidityandventilationtesting:Exampleofbestpractices 47

6. Precautions during loading, transit and discharge 51

6.1 Objectives 51

6.2 Cargooperationsprocedures 51


7. Cargo surveying 56

7.1 Objectives 56

7.2 General 56

7.3 Cargoholdconditions 56

7.4 Tallysurveying 57

7.5 Draftsurveying 57

7.6 Cargostowage 57

7.7 Cargocondition 58

8. Charter party and bill of lading considerations 59

8.1 Objectives 59

8.2 Charterpartyconsiderations 59

8.3 Billofladingconsiderations 61

9. Communicate with your P&I club 63

9.1 Objectives 63

9.2 Precautionarypreloadsurveyarrangements 63

9.3 Precautionarydischargesurveyarrangements 63

9.4 Cargoclaims 64

9.5 Demandsforsecurity 64

9.6 Anti-suitinjunctions 64

Appendices

Appendix 1: List of definitions 65

Appendix 2: List of important documents to be kept and maintained 66

Appendix 3: A sample of a bill of lading 67


Preface

Riceisthestaplefoodformanysocietiesaroundtheworld.Ofthenearly475millionmetrictonsofriceproducedgloballyin2013,thelargestproducerswereChina(with30%ofthetotal)andIndia(with22%)1.However,mostofthericeproducedinthesecountriesisconsumeddomestically.

Incontrast,thelargestexportersofricesince2008havebeenThailand(withabout25%ofthetotal),Vietnam(withabout20%),India(about16%)andtheUnitedStates(atjustunder10%)2.Overall,itisestimatedthatonly5%to6%ofglobalriceproductionistransportedinternationally.Nevertheless,eventhisfigurerepresentsasignificantvolumeofglobaltrade.

Traditionally,ricewascarriedasbreak-bulkcargoonboardgeneralcargovessels.Thetechniquesusedinthecarriageofsuchcargoincludedtheuseofpermanentwoodendunnagewithinwhichspacesweredesignedtoensureproperventilation.Morerecently,theshipmentofbulkriceisbywayofcontainerizedcargo.

Asglobaldemandforfoodhasrisen,nowmostriceshipmentsaremadeinbaggedformonboardtraditionalbulkcarriers.Therefore,theprimaryfocusofthisguidanceisuponthecarriageofbaggedriceinbulkcarriers.

Cargoclaimshavecomprised,onaverage,about25%ofTheAmericanClub’stotalexposure.Withinthecargoclaimscategory,baggedriceclaimsinregionssuchasWestAfricahavebeenthemostprevalenttypeofcargoclaimsencounteredbyTheAmericanClub’sMembership.WhileTheAmericanClubhaspioneeredinnovativeactionssuchastheuseoftheanti-suitinjunctionmechanismtosignificantlyreduceandthwarttheabilityofcargointereststopresentfictitiousandexaggeratedclaimsinvolvingbaggedriceandothercargoes,preventativemeasuresarestillthemostusefultoolstopreventagainstthesepotentialexposures.

Transport Guidance for Bagged RicedrawsupontheknowledgeandexperiencewhichTheAmericanClubhasderivedfromitsownclaims,fromthosewhoareengagedintheoperationand/orcharteringofshipsforthecarriageofbaggedrice,andfromsurveyorswhoseprofessionalexperienceonbehalfofP&Iinsurers,andfromownersandcharterersalike.

Itisourobjectiveandhopethatthisguidanceprovestobeusefultothoseinthetradeofbaggedrice.UsersarealsoencouragedtorefertoTheAmericanClub’swebsiteatwww.american-club.comwhereadditionalpictures,animations,MemberAlerts,andotherrelevantinformationcanbefound.

William H. Moore, Dr. Eng.SeniorVicePresident–LossPreventionShipownersClaimsBureau,Inc.NewYork,NewYork

1Source:WorldRiceProductionatworldriceproduction.com.2Source:AllIndiaRiceExportersAssociation.

George J. TsimisSeniorVicePresident–ClaimsDirectorShipownersClaimsBureau,Inc.NewYork,NewYork


Foreword and Acknowledgments

Preventionisbetterthancure.Thismaxim,howeverhackneyed,liesattheheartofmodernriskmanagementtheoryandpractice.And,farfrombeingthepassiveindemnifiersoftheirMembers’exposures,P&Iclubs,perhapstoagreaterdegreethanmostotherinsurers,regardtheprovisionoflosspreventionadviceandsupportasacentralpartoftheirmission.

TheAmericanClubpridesitselfashavingbeenattheforefrontofsuchactivity.ThebreadthanddepthoftheClub’sengagementinlosspreventionisevidentfromtherangeofmaterialithasproducedoverthelastdecade,mostrecentlyintheformofvariouse-learningtoolsandalso,inearlieryears,throughtheproductionofbookletsandpostersonsubjectsasvariedasenvironmentalpollution,workplacefatigueandthedangersintrinsictoenteringenclosedspacesonships.

Thislatestlosspreventioninitiativedealswithasubjectwhichisnotimmediatelyrelatedtothesafetyofpeopleortothatofthemarineenvironment,butisonewhichimpactsmanyMembers–andbyextensiontheClub–inafinanciallydirect,andoftenrepetitive,manner.AsreferredtoearlierintheprefacebyDr.BillMooreandGeorgeTsimis,thetransportofcargoesofricebyseaisasignificantpartoftheglobaltradeincommodities.Thetradehasengenderedmanyproblemsofloading,stowage,carriageanddischargeforownersandtheirclubsovertheyears.

ThisdocumentseekstosharewithMembers–andotherinterestedparties–bestpracticeinthiskeytradewithaviewtoavoidingbothphysicallossandfinancialexposure.Theprojecthasbeenlongandcomplexinitsfulfillment,andmanythanksareduetoallthosewhohaveassistedinmakingitpossible.

ItisTheAmericanClub’shopethatthepracticesoutlinedinthisdocumentwillbeofbenefittoallwhodeploythemoverthemonthsandyearsaheadand,mostimportantlytotheMembersthemselvestowhom,ofcourse,Transport Guidance for Bagged Riceisrespectfullydedicated.

Joseph E. M. HughesChairman&CEOShipownersClaimsBureau,Inc.NewYork,NewYork


Contributors

TheAmericanClubwouldliketothankMssrs.JeroendeHaasandNicovanDuijvenbodeofBMTSurveys,B.V.;CaptainRichardGaytonofBraemarTechnicalServices,Inc.;Mssrs.GrahamAshley,AlainDelmasandFrankBenhamofEuropeanTransport&InsuranceConsultants,SAS;Mr.MichelHeerofCapezzanaShippingandTrading,SA;CaptainDimitrisMarinis;Mr.NilsNahl-Nielsen,Mrs.MariaGerakaris-MichanzitsisandMr.NicholasPartonofJacksonPartonSolicitors;Mr.PaulSa;andCaptainRobertRaynerandhisdedicatedstaffatIDESSInteractiveTechnologies,Inc.forcontributingtothedevelopmentoftheTransport Guidance for Bagged Rice.WithouttheirknowledgeandexperienceandwillingnesstosharethosefineattributeswiththeClub,wewouldhavebeenunabletoproducethisdocument.

WewouldalsoliketothankMssrs.AnthonySmith,MannyBeri,RichardHamilton,JeffLiu,andRichardSwanoftheShipownersClaimsBureau,Inc.fortheirdedicatedandprofessionalexpertiseandassistanceinbringingtheGuidanceandtheassociatedwebsitetofruition.

Finally,TheAmericanClubwouldliketoexpressourspecialthankstoCaptainNapoleonPaterakisandhisstaffatCMICo.,Ltd.Vietnamfortheirtirelesspatience,contributionsofphotographsandtechnicalinformationusedtocompletetheGuidance.

Thecoverart:Mr.JohnSteventon


Disclaimer TheinformationpresentedinTransport Guidance for Bagged Riceisforgeneralguidanceinformationpurposesonly.WhileTheAmericanClubmakeseveryefforttoensurethattheinformationcontainedinthedocumentisaccurate,neitherTheAmericanClubnoritsManagerswarrantthattheinformationiscorrectortimelyandnorelianceistobeplacedontheinformation.

NeitherTheAmericanClubnoritsManagersshallbeliableforanyinjury,loss,expense,claim,ordamage,includingbutnotlimitedtoanyindirect,special,incidentalorconsequentialdamagesofanykind,whetherbasedincontract,tort,strictliability,atlaworotherwise,arisingoutoforrelatinginanywaytotheuseof,orinabilitytouse,thisguidance.

Moreover,theinformationintheGuidanceshouldnotbeconstruedasevidenceofanycontractofinsuranceandshouldnotberegardedasevidenceofanyundertaking,financialorotherwise,onthepartofTheAmericanCluboritsManagerstoanyotherparty.Furthermore,nothingintheGuidanceshouldbeconstruedasanindicationthatTheAmericanCluboritsManagersherebyconsenteithertoactasaguarantorortobesueddirectlyinanyjurisdictionwhatsoever.


1. Introduction

1.1 Objectives: To define and specify the hazards, causes and effects of damages that affect shipboard transportation of bagged rice.

1.2 Hazards to bagged rice

1.2.1 Theprimaryhazardstobaggedricearewateringress,condensationdamage,infestation,mishandling ofcargobagsduringloading,improperstowageincargoholds,deficienciesintheship’scondition affectingthecargoholds,andpilferageandtheftattheloadingand/ordischargeport.

1.2.2 Sea water ingress.Seawatercandamagebaggedriceduetoleaksthroughthecargohatchcovers whilethevesselisintransit,orthroughanydamagedareasofthevessel’ssideshells,adjacent ballasttanksorassociatedventilationandsoundingpipesincargoholds.

1.2.3 Fresh water ingress.Potentialsourcesoffreshwaterdamagetobaggedriceisduetorainwhile loadingordischargingcargo,throughhatchcoversleakagesduringpassage,viabulkheads adjacenttofreshwatertanks,damagedpipingthattransitthoughcargoholds,andsweatingdue tovariationsinclimatetemperatureandhumidity.

1.2.3.1 Condensation.Freshwatercondensationthataccumulatesonbaggedriceiscausedby temperaturedifferencesbetweenthecargo,theairintheholdandvessel’ssteelstructure resultingin“sweat”.SeeSection 5.3forfurtherinformationonshipandcargosweat.

1.2.4 Contamination.Riceissensitivetocontamination.Cargoholdscanbecontaminatedfromprior cargoescarriedintheholds,ship’srust,chippedpaint,shipgeneratedodors,andothership produceddebris.

1.2.5 Infestation.Cargoholdsmayalsobecontaminatedbyrodentandinsectinfestation.Riceis particularlysusceptibletobeinginfestedwithpestsifstoredfortwomonthsorlonger. Ricecanbeexposedtogranaryandriceweevils,flourbeetles,drugstorebeetlesandspider beetles,aswellasfordriedfruitandmealmoths,ratsandmice.

1.2.6 Heat generated from spaces adjacent to cargo holds.Heatthatoriginatesfromadjacentspacesto thecargoholdssuchastheengineroom,heatedbunkertanksorheatedcargoholdscandamage baggedrice.

1.2.7 Theft and pilferage.Cargotheftandpilferagecanbecarriedoutbystevedores,visitors,cargo inspectors,membersoftheship’screw,oranyotherindividual(s)withdirectaccesstoaship duringloading,dischargeandwaitingperiods.


1.2.8 Improper stowage.Damagetobaggedricecanoccurduetoimproperstowage.Cargomayshiftor cargostacksmaycollapseduringtransit.

1.2.9 Human error or deliberate action.Humanerrorsoromissionscanbemadeduringtallyanddraft surveysleadingtodiscrepanciesincalculatingtheamountofcargobeingloadedordischarged. Moisturetestingofcargomaybeerroneous.Deliberateactionmayinclude,interalia,stevedore pilferageortheft,theinsertionofintentionallymisleadingorunreliabletallyorsurveyreports,or theissuanceoffalseorincorrectbillsofladingorothercargodocumentation.

1.2.10 Proper documentation control.Errors,omissions,orlackofproperdocumentationonthe conditionorquantityofbaggedricecanleadtodisputesonthequalityorquantityofcargo.

1.3 Damages to bagged rice

1.3.1 Caking, wetting and mold damage.Wateringressorcondensationcancausethericeinthebagsto becomewetandpermanentlydamagedthrough“caking”oralsocanresultinmolddevelopmentas seeninFigures 1.1, 1.2 and 1.3.

1.3.2 Odor contamination.Wetricespreadsapenetratingodorwhichisabsorbedbytheadjacentrice andmayspreadfrombagtobagand,possibly,throughtheentirehold.Riceishighlyodor-sensitive. Brownriceisparticularlysensitivetotheabsorptionofforeignodors.

1.3.3 Rodent and insect infestation.Rodentsandinsectscanpotentiallyinfestacargobeforeorduring loadingofbaggedrice.AnexampleofthisisshowninFigure 1.4.Thiscanleadtocargoreceivers rejectingpartorallofthebaggedriceconsignmentatthedischargeportorclaimsforadditionalfumigation.

1.3.4 Torn bags.Bagsusedtocarryricearenormallyconstructedfromwovenpolypropylenewhichisa relativelystrongmaterialbutneverthelesssubjecttotearanddamageduringloading,transitor dischargehandlingsasshowninFigure 1.5.

1.3.5 Stained or discolored cargo bags.AsshowninFigures 1.6 and 1.7,bagscanbestaineddueto wateringress,cargoholdcondensation,heatdamageorothercontributingfactors.

1.3.6 Pilferage and theft.Theseincidentscanleadtoshortfallsofcargoatdischargeportortodamaged bags.Thiscanbethetheftofwholebagsorthepilferageofindividualbagsasshownin Figures 1.8 and 1.9.


1.4 P&I claims profile for bagged rice (2000 to 2013)

1.4.1 Thefrequencyandcostsofclaimsassociatedwithbaggedriceissignificant.Betweenthe2000 and2013,theClubhasexperienced469incidentsaccountingforatotalofUS$22.3millioninlosses forMembers.

1.4.2 Itisnotablethatwetnessdamagesaccountedfor37%ofthefrequencyofricecargoclaimsand 48%ofthecostsoftheseclaims.Suchdamagesoccurfromshipandcargosweataswellasfrom freshandsaltseawatersourcesexternaltothecargoholds.Similarly,cargoshortages accountedfor38%ofincidencesand28%ofthecostsofbaggedricecargoclaims.Itisalso notablethathandlingdamagesaccountfor18%oftheincidenceoftheseclaimsand20%ofthe costsaretheresultof,forexample,roughhandlingbystevedores,improperstowage,heatdamage, shiftofcargoduringtransport,etc.

Table 1.1: Frequency and cost of bagged rice cargo claims (2000 to 2013)

1.5 Objectives of the Transport Guidance for Bagged Rice

1.5.1 Transport Guidance for Bagged Ricefocusesuponlossandclaimspreventionforshipowners,ship managers,andseafarersengagedinthetradeofbaggedriceonbulkcarriersspecifictothe hazardsasdescribedinSection 1.2thatleadtoincidenceofdamagesorlossesasdescribedin Section 1.3.

#incidents US$ (million) % frequency % cost

wetdamage 175 $10.74 37% 48%

handlingdamage 83 $4.48 18% 20%

cargoshortage 179 $6.25 38% 28%

infestedcargo 11 $0.10 2% >1%

otherdamage 21 $0.73 4% 3%


Figure 1.1 |Cakedriceasaresultofwaterdamage.

Figure 1.2 | Cakedriceasaresultofwaterdamagealsoleadstoclumping.


Figure 1.3 | Cakedriceasaresultofwaterdamageleadingtotheonsetofmold.

Figure 1.4 | Cargosurveyorremovesarodentfromaricebag.


Figure 1.5 | Abagofricedamagedandtornasaresultofroughhandling.

Figure 1.6 | Bamboomatdunnagealongtheshipsideshellhasbeenstainedthroughshipsweat.Thebagadjacenttothedunnagehasbeenstainedthroughthemigrationofcondensationthoughthebamboomatintothebag.


Figure 1.7 | Waterdamageonaricebagresultingfromtheaccumulationofcondensation.

Figure 1.8 | Bagsofricearetornopenandpilfered.


Figure 1.10 | Acommonmeansofpilferageistocutricebagsopenwhileinthecargohold.


2. Condition of the vessel

2.1 Objectives: To ensure clean, dry, water and condensation free cargo holds aboard the vessel for bagged rice to be loaded, transported and discharged in an undamaged condition.

2.2 General

2.2.1 Baggedriceneedstobekeptdrytopreventdamage.Therefore,itisimportanttoinspectboth thevessel’scargohatchcoversystemsandventilatorsforpotentialdefectsastheirperformance maybecriticaltothesafecarriageofthericecargo.

2.3 Hatch covers and ventilation

2.3.1 Generally,hatchcoverandventilationsystemrelateditemsshouldbecheckedinadvanceof loading.Mostimportantly,certainhatchcoverspecificitemsshouldbecheckedtoensuretheir goodworkingorderasfollows:

2.3.1.1 Hatch cover packings.Packingsshouldbeingoodcondition.Anyreplacementsor renewalstobemadeincompletelengthsonly.Packingsshouldnotberepairedinshort lengths,shouldnotbeimprintedbymorethan10mm,orshouldnotbehardened ormissing.

2.3.1.2Hatch cover compression bars.Compressionbarsshouldbeclearofcorrosionandfree ofdamageordeformation.

2.3.1.3Hatch cover packing channels.Packingchannelsaretobeclearofcorrosionandfree ofdamageordeformation.

2.3.1.4Alignment of hatch covers.Cargohatchcoversaretobecorrectlyaligned.

2.3.1.5Coaming drains non-return valves.Coamingdrainsnon-returnvalvesshouldbechecked tobeoperational,ensuringtheyarenotblockedandhavecapsfitted.

2.3.1.6 Cargo hatch cover dogs, clamps and quick acting cleats.Allhatchcoverdogs,clamps andquickactingcleatsshouldallbepresent,clearofcorrosion,properlyadjustedwith goodwashersandfreeofdamageordeformation.

2.3.1.7Hatch cover landing pads.Hatchcoverlandingpadsshouldhaveminimalweartoavoid overcompressionofthepackings.


2.3.1.8Hatch cover coamings.Hatchcoversandcoamingsaretobeclearofcorrosionandfree ofdamageordeformation.

2.3.1.9Hatch cover hydraulics.Hatchcoverhydraulicsaretobeclearofcorrosion,freeof damage,deformation,andleakagefree.

2.3.1.10Drainage channels.Alldrainagechannelsaretobeclearofcorrosionandfreeofdamage ordeformation.

2.3.1.11Vents.Fittedventsaretobeclearofcorrosionandfreeofdamageordeformation.

2.3.1.12Mechanical ventilator flaps.Ventilatorflapsshouldbeinspectedtoensurethattheyarein goodworkingconditionandproperlysealedwhenclosed.

2.3.1.13Ballast and top side tanks.Thedoublebottomballasttanksandtop-sidetanks(ifany) shouldbepresseduppriortoloadingtoascertainwatertightintegrity.

2.3.1.14Bilge suctions and tank top openings.Theseitemsshouldbethoroughlyexamined, testedandprovedfullyoperationalandthestrainerplateover-coveredwithburlap. Bilgewellsshouldbeopenedandcleaned.Anyopeningstothetanktopshouldbe examinedarewatertightnessandproperlysecured.

2.3.1.15Sounding pipes and other hold pipes.Pipingsystemsshouldbeexaminedandcleared ofanydebris.Anypipeswithintheholds,includingballastpipesortankairpipesshould alsobecloselyexaminedtoensuretheyareingoodworkingcondition.Inaddition, soundingpipeclosuresshouldbecheckedtoensurethattheyarewatertight.

2.3.2 Maintaining reports on the condition of the hatch covers.Theownershouldmaintainuptodate writtenreportsontheconditionsofthehatchcoversthatinclude:

(1) maintenanceandrepairsarecarriedout;

(2) atbothloadanddischargeportsaftertestingtheoperabilityofthehatchcoversas specifiedinSection 2.3.1;and

(3) whenconditionsurveyed.

2.3.3 Itistheshipowner’sresponsibilitytomaintaincargohatchcoversingoodoperableconditionand toestablishaneffectiveinspectionandmaintenanceprogramsothatduediligencemaybeproven intheeventofanycargoclaim.


2.3.4 ThesimplerelianceonclassandInternationalConventiononLoadLines,1966certificatesand hoseorultrasonictestingmayresultinthediscoverythatthehatchcoversarenotinthe conditiontopreventwateringressdamage.

2.3.5 Similarly,charterer’sinspectionsand“on-hire”surveysmaynotincludeultrasonicweathertightness testingandsubsequentapprovalsshouldnotbeconsideredasproofofsatisfactorystatusof theseitems.

2.4 Use of Ramnek tape

2.4.1 TheuseofRamnektapeshouldbeavoided.

2.4.2 TherearegenerallytwosituationswherebycharterersrequestthatRamnektapebeapplied,when:

(1) thesupercargoorcharterersrepresentativenoticethatthehatchcoversareinapoor conditionandthatrepairsmightinterferewiththeship’sintendedsailingschedule;or

(2) itismentionedinthecharterpartythatthehatchcoversneedtobesealedwithRamnek tapeuponcompletionofloadingoperations.Thisshouldonlybeconsideredasanextra levelofprotection.

2.4.3 ItisimportanttonotethatifandwhencharterersasktouseRamnektape,itdoesnotrelievethe shipownerfromtheirdutyunderthecharterpartytopresenttheirvesselinseaworthyandcargo worthycondition.

2.5 Cleaning of vessel cargo holds

2.5.1 Theconditionsofthecargoholdscanbeadverselyaffectedbyanumberofcontributingfactors thatmaketheholdsunsuitableforloadingbaggedrice.Dependinguponthecargohold conditionsandrequestedifbycharterersorcharterpartyrequirements,holdsshouldalsobe disinfected,deodorizedand/orventilated.

2.5.2 Damagecanalsobecausedbycontaminationfromforeignbodieswhenthereisinadequate segregationbetweencargoconsignments.Suchcontaminationcanresultincostlyre-processingin thericemilltoremovetheforeignbodies.Withthisinmind,thefollowingprecautionsshouldbe takeninpreparingthecargoholdbeforetheloadingofbaggedrice:

2.5.2.1Cargoholdsshouldbeproperlycleanedandpreparedandallcompartments,including sides,stringers,pockets,brackets,etc.,shouldbecleaned,swept,washed,mopped,well ventilatedanddried.


2.5.2.2 Rustandscalewhichmightcontaminatethecargoshouldberemoved.Paintorlime washmayalsobeappliedasappropriatetoavoidthedirectcontactofscaledshipside withthebaggedriceandalsoprovideasoundandhygieneconditiontocarrycargo.

2.5.2.3 Allresidualgasesshouldbethoroughlyventilatedastheirodormaytaintthe baggedrice.

2.5.2.4 Alloftheholdbilgewellsshouldbecleanandfreefromanypreviouscargoesorcargo residue,bilgewaterandmoisture.Holdbilgesuctionsshouldbetestedanddemonstrated asfunctional.

2.5.2.5 Ifthereisanysignofinsectorrodentinfestation,theuseofinsecticidesmaybe consideredforusebysealingtheholdsandfumigating.Suchoperationshouldbe performedbyanapprovedprofessionalinasafemanner.

2.5.2.6 Duringthecleaningprocess,closeattentionshouldbepaidtotanktop,ceilingbox, beams,frames,sparceiling,hatchbeam,etc.

2.5.2.7 Doubleburlapwrappingshouldbeappliedonthebilgecoverplateandadhered withtape.

2.5.2.8 Hatchcoversshouldbefullyweathertighttoavoidanychanceofwateringress.

2.5.2.9 Cargohooksshouldnotbeusedforbaggedricecargo.Flatwebbedslingsandcanvas andpre-slingingmayhelptoreducethelikelihoodofcargodamage.

2.5.2.10 Certificate of cleanliness.Itishighlyrecommendedthataqualifiedthirdparty inspectionisperformedafterthecargoholdshavebeencleanedbeforeaccepting baggedrice.Theinspectionshouldalsoresultintheissuingofacertificateconfirming fitnessforloading.


3. Dunnage

3.1 Objectives: To ensure that proper dunnage is applied for the protection of bagged rice in a clean, dry, water and condensation free environment during transport.

3.2 General

3.2.1 Baggedriceisacargothatissusceptibletodamagesfromawiderangeofhazardsasthose describedinSection 1.2.Inordertopreventspecifieddamagessuchaswaterdamagefrom condensation,appropriatedunnageshouldbeusedtoprotectthecargo.

3.2.2 Eachcountryorportauthorityjurisdictionmayhavedifferentrulesastotheuseofspecifictypes ofdunnage.Localagentsshouldalwaysbeconsultedinadvancetodetermineifthereareany localrestrictionsontheuseofparticulartypesofdunnagethatareused.

3.2.3 Theresponsibilitytoproperlydunnage,unlessotherwiseprovidedforintheapplicablecharter party,liesprimarilywiththecharterer.Accordingly,considerablethoughtandcareshouldbetaken toensurethataproperdunnagingplanisimplementedtoavoidunnecessaryexposuretoallegations ofcargodamagecausedinwholeorinpartabreachofdutytoproperlydunnage.

3.2.4 Therearethreeprimarytypesofdunnageusedforbaggedricetransportedonbulkcarriers:

(1) bamboosticks,matsandkraftpaper;or

(2) timberdunnagecombinedwithcorrugatedcardboardandkraftpaper;or

(3) acombinationofStyrofoam,plastic/polythenesheetandkraftpaperaspioneered byAlliedMaritimeInc.

3.2.5 Thissectiondiscussesthesedunnageoptionsforcarriageofbaggedriceandthebenefitsand disadvantagesinapplyingeachoption.

3.3 Bamboo materials

3.3.1 Ithasbeencommonpracticeinsomeportstoprotectricecargoesusingbamboomatsandsticks. Thesematerialsarestillwidelyusedtodayinthewrongbeliefthattheyprovidethebestpossible protection.Dunnageusuallyconsistsofbamboostickslaidinacrisscrosspatternonthesteel tanktopsasshowninFigure 3.1.


3.3.2 Thebamboosticksarecompletelyoverlaidwithbamboomatsonthetanktopsasseen inFigure 3.2.Thisissimilarlylaidalongthesidesofthevessel’sbulkheadsandsideshellsas seeninFigure 3.3.Thereareshortcomingstousingbamboosticksastheyarenotfreefrom moisture,andmaypossiblyretainandbleedmoistureintothecargoholdswhilethevesselisin transit.Bamboosticksmayappeardryontheoutsidebutmayhaveamoistpulpyinterior. Bamboomatsoverlaidbykraftpapershouldneverbeusedasthefragilekraftpaperwillbecome destroyedandrendereduseless.

3.3.3 AsobservedinFigures 1.6 and 3.4,experiencehasshownthatwhenthereiscondensationor wetnessonthetanktop,bamboomatstendtoabsorbmoistureandpassthemoistureonto adjacentbagsthatrestuponthem.Thegreaterthecondensation,thefurtherdamagetransferred tomoreadjacentbags.

3.3.4 Benefits of using bamboo materials.Bamboomaterialsarerelativelycheapandeasytoaccessin somecountrieswherebaggedricecargoesareregularlyloaded.Thematerialsarere-usableand relativelylightweightmakingthemeasilytransportable.

3.3.5 Disadvantages of using bamboo based materials.Bamboobasedmaterialstendtoretains residualmoisture.Inaddition,therearelocationswhereitisdifficulttodischargedunnage. ItisnoteworthythatPerudoesnotallowbamboomatsandstickstobedischargedat theirports.AsimilarrestrictionappliesinChile,wheredisposalofdunnagematerialssuchas bamboomatsandsticksarenotallowed.

3.4 Timber dunnage

3.4.1 Timberdunnage(thickplanks)shouldbeplacedintwolayersonthetanktopofeachhold.The lowerlayerinaforeandaftdirection,toprovidedrainchannels,andthesecondlayerlaidathwart shiptopreventthelowertiersofbagscomingintocontactwiththetanktopandavoidwet damagetocargo.Thetimberdunnageshouldbewellcured,driedandtheuseoffreshsawn timbershouldbeavoided.

3.4.2 Thetimberisalsoappliedverticallyonthehoppertanks,enablingcondensationwaterdeveloping againstthesideplatingtobedrainedofftothetanktop/bilges.Thebagsshouldbekeptfromthe ships’sidesandbulkheads,leavingavoidspaceofapproximately12inches(30centimeters).

3.4.3 Timberplankscanbelaidhorizontallybetweenthebagsprotrudingapproximately30cmfrom bulkheadstoensuretherearepropervoidspacesattheperipheryofthestow.Noverticalapplied timberisthenrequiredatthesidesorbulkheads,whichisalsodifficulttoapplyattheselocations.


3.4.4 Thereafter,kraftoranequivalentlinerpaper,orcorrugatedcardboard,shouldbeplacedontop ofthetimberdunnage.Timberdunnageshouldalsobelaidbetweenaboutevery10layersof bags,tosupportafirmstow,andtoavoidstowcollapsewhichmayobstructproperventilation.

3.5 Allied Maritime’s approach: Styrofoam, plastic/polythene sheets and kraft paper

3.5.1 AlliedMaritime,Inc.haspatentedandsuccessfullyappliedasimpleandnovelapproachto dunnageprotectionofbaggedriceusingthreetypesofprotectivematerials:Styrofoam, plastic/polythenesheet,andkraftpaper.ThesepracticesaresummarizedinTable 3.1.

Table 3.1: Allied Maritime approach to dunnage arrangements

Cargo hold location

Plastic sheet Styrofoam Kraft paper Optimal Arrangement

Alternative Arrangement

Sideshells X X X Plasticsheet&Styrofoam

Plasticsheet&Kraftpaper

Transversebulkheads

forwardbulk-head,cargoholdno.1

X X X Plasticsheet&Styrofoam


aftbulkheadadjacenttoengineroom

X X X Plasticsheet&Styrofoam


allother X X Plasticsheet&Kraftpaper

Kraftpaper

Hoppertanks X X Plasticsheet&Kraftpaper

PlasticsheetorKraftpaper

Hatchways X X X Plasticsheet&Styrofoam


Hatchcoamings X X Plasticsheet&Styrofoam

PlasticsheetorStyrofoam

Tanktopsandtanktopslopingplate

X X Plasticsheet&Kraftpaper

PlasticsheetorKraftpaper

Ontopofcargo X Kraftpaper


3.5.2 Tank tops and hopper tanks.Tanktopsandhoppertanksshouldbelinedwithkraftpaper coveredbyplastic/polytheneasshowninFigures 3.5 and 3.6.Alternatively,tanktopsandhopper

tankscanbelinedwithkraftpaperonly.

3.5.3 Sideshell protection.Onsideshellplating,Styrofoamandplastic/polythenesheetingisused. Styrofoamsheetsareplacedalongthesideshellbetweenframesandthencoveredoverwith plastic/polytheneasseeninFigures 3.7 and 3.8.Itisrecommendedthattheplastic/polythene sheetingandStyrofoamcombinationshouldbeplacedtoreach,ataminimum,tothedraftline whenthevesselisfullyloadedwithcargo.Alternatively,ifStyrofoammaterialisnotavailable, kraftpapercoveredbyplastic/polythenesheetingshouldbeused.

3.5.4 Transverse bulk heads.Transversebulkheadsshouldbelinedwithkraftpaperoverlaidwith plastic/polytheneasobservedinFigure 3.9.Alternatively,transversebulkheadscanbelined withonlykraftpaperasseeninFigure 3.10.Theaboveapplieswithtwoexceptions:

(1) Transverse aft bulkhead of the cargo hold immediately adjacent to the engine room.Heat generatedfromtheengineroomcanpossiblydamagethebaggedricecargoimmediately adjacenttothatbulkhead.

(2) Forward transverse bulkhead of cargo hold number 1 (collision bulkhead).Thecollision bulkheadismoresusceptibletotemperaturechangesduetothevoidspaceforwardof thisbulkhead.Therefore,Styrofoamsheetscoveredwithplastic/polytheneshouldbe consideredastheappropriatedunnagetobeusedatthatlocation.IfStyrofoamisnot available,ataminimumkraftpapercoveredbyplastic/polythenesheetingshould beused.

3.5.5 Hatchways.HatchwaysshouldbelinedwithStyrofoamcoveredbyplastic/polyethylenesheeting andoverlaidwithkraftpaper.

3.5.6 Top sloping tank plate.Topslopingtankplateshouldbelinedwithkraftpapercoveredby plastic/polyethylenesheetingasshowninFigures 3.11 and 3.12.

3.5.7 Hatch coamings.HatchcoamingsshouldbecoveredbyStyrofoamandplastic/polyethylenesheet asseeninFigures 3.13 and 3.14.However,asneeded,holesshouldbemadetoallowventilation.

3.5.8 On top of cargo.AsseeninFigures 3.15 and 3.16,kraftpapercanbeplacedontopofthecargo onceloadinghasbeencompleted.Plastic/polytheneshouldneverbeusedasitentrapsthe residualmoistureofthecargowhichcancondensateinsidetheplastic/polythenecovering.


3.5.9 Caution in using Styrofoam.CautionshouldbetakenusingStyrofoamnearventilationopenings (e.g.onthehatchways).TheStyrofoamshouldbecarefullycutandfittedsoastonottoprohibit theflowofairthroughtheventilationopenings.

3.5.10 Advantages of using plastic/Styrofoam based materials.Theproperplacementandcombinationof thesedunnagematerialshaveproventobeeffectiveinreducingcondensationdamageonbagged ricecausedbydirectcontactwithship’ssteelstructure.

3.5.11 Disadvantages of using plastic/Styrofoam based materials.PlasticandStyrofoambasedmaterials aremorecostlythanbamboodunnage.Also,Styrofoamisnotalwayseasilyobtained productinmanyports.Inaddition,plasticandStyrofoamdunnagematerialsmaybedifficultto disposeofatsomeports.Furthermore,propercareisrequiredthatthestowdoesnotbecome closedoffbypolythenesheetingmaterial,reducingtheventilationcapacitythroughthestow. Theplastic/Styrofoambasedmaterialsareonlyusedasinsulationmaterialbetweencoldership’s steelpartsandthewarmercargo.

3.6 Use of bagged saw dust

3.6.1 Asuccessfulmethodusedtofurtherreducetheaccumulationofcondensationinthecargohold thatmaydamagecargo,ownersorcharterersmayalsoconsiderusingsawdustinbags placedbetweenthelowerbracketsoftheshellplatesandthehoppertanksasshowninFigures 3.17 and 3.18.Alternatively,timberplanksareusedfordrainageasdescribedinSection 3.4.2.

3.6.2 Inordertoreducetheinstancesofthevessel’ssideshellsaccumulatingcondensationthatmay damagethecargoatthehoppertankplatingandtanktop,drainchannelsshouldbeconstructed todrainoffcondensation.

3.6.3 Sawdustbagsshouldbeconsideredforusewithcautionasitcouldpossiblyresultinthe accumulationofmoisture,whichwillnotbedrainedofftothebilges,butmayaffectthe cargoinstead.


Figure 3.1 | Anexampleofacargoholdbeingpreparedforthetransportofbaggedrice.Notethevessel’stanktopbeinglinedwithcrossbamboosticksandbamboomattinglayatop.Kraftpaperisusedforliningthehoppertanks.

Figure 3.2 |Acargoholdbeingpreparedtotransportaconsignmentofbaggedrice.Notethevessel’stanktopbeinglinedwithcrossbamboosticksandbamboomattinglayatop.


Figure 3.3 | Bamboomatdunnageplacedalongacorrugatedtransversebulkhead.

Figure 3.4 | Bamboomatdunnageplacedalongtheshipsideshellhasbeenstainedbyshipsweat.Thebagadjacenttothedunnagehasbeenstainedasaresultofthemigrationofwaterthoughthebamboomatting.


Figure 3.5 | Thecargoholdtoptank,baseofthetransversecorrugatedbulkheadandbaseofthehoppertanktophavebeenlinedwithkraftpaperoverlaidwithclearplasticsheeting.

Figure 3.6 | Kraftpaperoverlaidwithplasticsheetingonthetanktop.Thiscontinuedverticallyalongthecorrugatedtransversebulkheadinbackground.


Figure 3.7 | Styrofoamlaidbetweensideshellframesandthenoverlaidwithblueplasticsheeting.

Figure 3.8 | Styrofoamsheetsarecoveredwithplasticalongthesideshell.Notethatbagsofricecanbeloadedtotouchtheplasticsheetingsomoisturefromshipsweatcannotpenetrate.


Figure 3.9 | Kraftpaperoverlaidwithplasticsheetingonthetanktopandcontinueverticallyalongthecorrugatedtransversebulkhead.

Figure 3.10 | Thetransversebulkheadinthebackgroundiscoveredwithkraftpaper.Notehowbagsareplacedtightlyintothebulkhead.Nospaceiswasted.


Figure 3.11 | Notethekraftpapercoveredbyplastic/polyethylenesheetingonthetopsideofthetopslopingtanks.

Figure 3.12 | Cargoloadedtothefootofthehatchcoamings.Notethekraftpapercoveredbyplasticsheetingonthetopslopingtanks.


Figure 3.13 | StevedoreinsertingStyrofoamsheetbetweenhatchcoamingandplasticsheeting.

Figure 3.14 | Cargoisstackedtothefootofthehatchcoaming.NotethestackofStyrofoamsheetsusedforinsertionbetweenthehatchcoamingandplasticsheeting.


Figure 3.15 | Cargoisloadedtothefootofthehatchcoamingandcoveredwithkraftpaper.Alsonotetheplasticsheetingprotrudingoutoftheslopingwingplatesandtapedtothehatchcoamings.

Figure 3.16 | Cargoisloadedtothefootofthehatchcoamingandcoveredwithkraftpaper.


Figure 3.17 | Sawdustinburlapbagsisinsertedattransitionpointbetweensideshellandtopofhoppertank.NoticetheStyrofoamsheetsaboveandkraftpaperbeneaththebagsisthenoverlaidwithplasticsheeting.

Figure 3.18 | Sawdustinburlapbagsisinsertedattransitionpointbetweensideshellandthetopofthehoppertank.


4. Stowage of bagged rice

4.1 Objectives: To properly stow bagged rice to prevent cargo shifting and condensation damage during transport.

4.2 The stowage plan

4.2.1 Stevedores hired to load cargo are usually not contracted by the owner, but contracted by the shippers or charterers. In general, stevedores in many parts of the world are usually unskilled and untrained workers and it is the responsibility of the charterer/shipper to employ competent stevedores. Therefore, it is important for shipowners to properly monitor stevedores during loading and discharging operations to ensure they are done without damage to cargo and to shippers or charterers specifications.

4.2.2 Shipowners should do their best to encourage charterers to hire qualified and experienced stevedores to arrange and lay appropriate dunnage to reduce the possibility of stowage related problems.

4.2.3 Stowage plan. Shipowners, in coordination and communication with the vessel’s Master and chief officer, should be made aware of the charterer’s stowage plan requirements in writing in advance of cargo operations commencing. At a minimum, particular consideration should be given to the following:

4.2.3.1 The shipowner, Master and crew should ensure that the bagged rice is stowed as per the charterer’s or shipper’s specifications and instructions.

4.2.3.2 The cargo should be properly laid out and configured to allow for proper ventilation. Depending upon the requirements of the charterer or the shipper, ventilation channels in the cargo may be constructed to allow for the free flow of ventilating air. Constructions of channels are considered on a case-by-case basis depending upon the volume of cargo, ventilation capabilities of the vessel, and the dimensions and configuration of the cargo holds. Figures 4.1 and 4.2 show examples of bagged rice stowed with ventilation channels.

4.2.3.3 Depending upon the types of dunnage materials used as described in Section 3, particular attention should be paid to cargo being stowed near or against:

a. ship sideshells;

b. aft most transverse cargo bulkhead adjacent to the engine room;


c. forwardmostbulkheadofcargoholdnumber1;

d.corrugatedtransversebulkheads;

e.shipframes;

f. woodendunnage;

g.ventilationducts;and

h.anyotherpotentialcargoholdrelatedphysicalcharacteristicsthatmayaffectthe cargowhilstintransit(e.g.pipingarrangements,othertypesofcargoesandtheir dunnage,etc.).

4.3 Condition of cargo upon arrival onboard ship prior to and during stowage

4.3.1 General.AsspecifiedinSection 1.3,damagescanoccurpriortoarrivalonboardshipsuchas rodentorinsectinfestation,caking,mold,wetness,tearing,stainingordiscolorationofbagsor odorcontamination.Thesedamagescanoccurinthestoragewarehouse,whilebeingtransported totheshipviatruckorriverbarge.Thevesselshouldonlyreceiveandtransportbaggedricethat isinanacceptablephysicalcondition.Section 6providesfurtherguidanceforthecrewtoensure cargoisreceivedonboardthevesselinanacceptablecondition.

4.3.2 Pre-arrival damage to cargo.Vesselscustomarilyloadconsignmentsofbaggedriceatmooring buoysoranchorages.Baggedriceistransportedbytruckfrominlandlocationsordirectlyinto woodenorsteelbargesfortransporttovesselsawaitingloading.Baggedricecargocanbe exposedtomoisturedamageduringthebargelegofthevoyageduetoseaand/orfreshwater ingressviathebargehullplankingofolderwoodenbargesorviathedeck/hatchcover arrangementsofbothsteelandwoodenbarges.Thisisaparticularconcernduringinclement weatherseasons.

4.3.3 Bundling of bagged rice.Baggedriceisnormallybroughtaboardshipviacranesinbundlesfrom bargeorfromashoreasseeninFigures 4.3.Allbundlesshouldbeexaminedascloselyaspossible astheyarriveonboardbythecrewandbythetallysurveyorasshowninFigure 4.4beforebeing loweredintothehold.

4.3.4 Cargo moisture.Thetypicalmoisturecontentforriceisbetween15%to22%(UnitedStates)or19%to 25%(Asia)andisnormallydriedtoamoisturecontentof12%to14%topreventspoilage.For oceantransport,theidealmoisturecontentuponarrivalonboardshipshouldbebetween14% and14.5%.


4.3.5 Moisture testing.Asufficientnumberofsamplesoffullricebagsshouldbetestedtoensurethe propermoisturecontentuponarrivalofthebagstobeloadedaboardshipbyqualifiedsurveyors asshownin Figure 4.5.Thishasbeenfoundtobeofparticularconcernforcargoesoriginating fromVietnamandtestsfrommultiplesamplesshouldbeperformed.

4.3.6 Cargo infestation.Chewingdamagecausedbycerealpestsgeneratesanincreased“respiration”in thecereal(hotspots).Thisassociatedwiththemetabolicactivityofthepeststhemselves, promotesevolutionofheatandmoisture.Consequently,thisprovidesfavorablelivingconditions formoldsand,atveryhighmoisturelevels,bacterialgrowthasseeninFigure 1.3.

4.3.7 Physical condition of bagged rice.Thephysicalconditionofthecargothatisacceptedaboard shipshouldbeinexcellentconditionwithcleanbagsthatarefreeofwater,discoloration,mold, tearingandinfestation.

4.4 Preparation of holds for stowage

See Section 2.5, Cleaning of vessel cargo holds.

4.5 Importance of ventilation for proper stowage

See Section 5, Ventilation of bagged rice.

4.6 Crew role in ensuring proper stowage

See Section 6, Precautions during loading, transit and discharge.

4.7 Surveyor role in ensuring proper stowage

See Section 7, Cargo surveying.

4.8 Use of fumigants

4.8.1 Whenfumigantsaretobeused,theshipownershouldrequestfromtheconsignorastatementthat specifiesthedetailsoftheinsecticidesorfumigantstobedischarged.

4.8.2 Riceisgenerallyfumigatedwithmethylbromideorphosphinegas.However,theuseofmethyl bromideisprohibitedinmanydevelopedcountriesundertheMontrealProtocol.Asageneral practice,methylbromidetakesatleast24hourstobeeffective.Otherfumigants,suchasmetal phosphide,takeatleast72hoursandcarbondioxiderequires96hours,totakefulleffect.There areconcernsregardingtheuseofphosphinegasassomepestsinAsia,AustraliaandBrazilare growingresistanttothisfumigant.


4.8.3 Itshouldbenotedthatthesuccessoffumigationdependsonwhetherthecargoholdtemperature andfumigationtimeareadaptedtothedevelopmentcycleoftheinsectorinsects.Forthebest resultstobeachieved,itisrecommendedthatthemanufacturer’sguidelinesbeconsulted andfollowed.

4.8.4 Fumigantsshouldonlybehandledbypersonnelwhoareproperlyinstructedandqualifiedinthe useoftheseproductsasseeninFigure 4.6.Personalprotectiveequipmentshouldalsobeused whendischargingsuchcargoesasrequired.

4.8.5 Acertificateoffumigationshouldbeobtainedwhichnotonlyliststheproductusedbut whichalsocontainspreciseinstructionsfromthefumigatingcompanyonwhenthecrew shouldstartventilation.Thisisimportantbecausethedaysimmediatelyfollowingloading canbecritical.Thelengthoftimeofthefumigation,andthecommencementoffumigation shouldbedocumentedcarefully.

4.8.6 Incaseswherethecargohasbeenfumigated,onnoaccountshouldcrewmembersenter thecargoholdsuntiltheyhavebeenappropriatelyventilatedandcertifiedasgas-free.

4.9 Interlocking of cargo bags across ventilation channels

4.9.1 Itisacommonbestpracticethatevery5or6tiersofcargobeingstowedshouldinterlockby laying“crossbags”betweenadjacentstowagestackswhenventilationchannelsareusedfor baggedricestowage.ExamplesofthispracticeareshowninFigures 4.7 and 4.8.Thispractice willallowforbetterstabilityofthestackstopreventcargostackslippagethatcouldpotentially blockventilationchannels.

4.10 Documenting the condition of cargo upon arrival onboard ship

4.10.1 Documenting condition of cargo upon arrival aboard ship.Eachincidentofbaggedricedamage priortoorduringstowageshouldbeproperlydocumented,photographedorfilmed,ifpossible. Bagsthathavebeendamagedshouldberejectedimmediatelyandreturnedtothecargobarge orshoreside.

4.10.2 Documentation of cargo damage details and the Mate’s Receipt.Detailsofanydamagedcargoes arrivingonboardship,founddamaged,ordamagedduringstowageshouldbedocumented.This informationshouldberetainedandsubmittedassupportingdocumentationfortheMate’sReceipt. Intheeventofdamage,theMate’sReceiptshouldbeendorsedwithrelevantremarksreflecting thequantityandtypeofdamagefound.Forexample,“2 torn bags”,“5 discolored bags”, “3 moldy bags”,or“4 parcels slightly/moderately/heavily infested with live vermin.”


Figure 4.1 | Stevedoresloadingandstackingbagswithventilationchannelsbetweenstows.Inthebackground,notetheStyrofoamcoveredbyplasticalongthesideshells.


Figure 4.2 | Aventilationchannelinthecargoholdfilledwithbaggedrice.


Figure 4.4 | Surveyorstallyingabundleofricebeinghauledoverboardfromaricebargeintothecargohold.

Figure 4.3 | Bundlesofricebeinghauledoverboardtobetalliedandplacedinthecargohold.


Figure 4.6 | Pesticidesusedforfumigationbeingdispersedintocargoholds.

Figure 4.5 | Acargosurveyortakingmoisturecontentmeasurementsdirectlyfromastowedbagofriceinthecargohold.


Figure 4.7 | Ventilationchannelbetweenstacksofbaggedrice.Notethatevery5or6tiers,thataricebagissetacrossstacksinterlockingthetiers.Thisisdonesotostabilizethestacksofcargopreventingcollapseandshiftingofstacks.

Figure 4.8 | Noteinthecenterforegroundofthepicturethebagslaidacrosstheventilationchannelrunninglefttorightinterlockingthetiers.Thisisdonesotostabilizethestacksofcargopreventingcollapseandshiftingofstacks.


5. Ventilation of bagged rice

5.1 Objectives: To properly ventilate the cargo holds to reduce the likelihood of condensation damage to bagged rice cargoes.

5.2 Purpose of ventilation

5.2.1 Ventilation should not be used as a means to cool the cargo. The temperature of the bulk of the cargo will remain essentially constant throughout the voyage. The purposes of ventilating bagged rice are:

(1) to remove the warm moist air surrounding the cargo and replace it with cooler and drier air to minimize condensation onto the cold steelwork in the hold; or

(2) to remove fumigants.

5.2.2 Insofar as the prevention of ship sweat, ventilation will normally be required when the vessel transits from warmer to a cooler climate where a simultaneous reduction in sea temperature results.

5.3 Condensation due to “sweat”

5.3.1 Definition of sweat. “Sweat” is the formation of condensation within a ship’s hold. There are two types of sweat:

(a) Ship sweat. Moisture that forms on the ship’s structure is known as “ship sweat”.

(b) Cargo sweat. Moisture that forms on the cargo itself is known as “cargo sweat”.

5.3.2 Ship sweat. Ship sweat occurs when a vessel loads cargo in a warm, moist atmosphere, and then sails into locations with much cooler weather. As the ship’s steelwork cools, moisture from the humid atmosphere in the holds will condense.

5.3.2.1 In general, ship sweat only forms in significant quantities when a vessel is carrying a hygroscopic cargo (i.e. a cargo which has its own inherent moisture content – such as rice).

5.3.2.2 Ship sweat appears as tiny beads of moisture condensing onto the ship’s metal work. This phenomenon typically occurs on the sides of the hold when the sea temperature is lower than the ambient temperature in the cargo hold. This results in the reduction of the temperature of the adjacent metal to a value below the “dew point” of the surrounding air.


5.3.3 Cargo sweat.Cargosweatformsunderpreciselytheoppositecircumstancesthanshipsweat.Cargo sweatformsonthesurfaceofthecargowhenitstemperatureisbelowthedewpointoftheair adjacenttoit.

5.3.3.1An example of cargo sweat.Avesselloadsacargoincoolweatherandthecargoisitself coolintemperature.Thereafter,thevesseltransitsintowarmerweatherlocationswithhigher humidity.Ifanattemptismadetoventilateatthattime,thenmoisturefromtheventilating aircondensesontothecargo.

5.3.4 Cargosweatcanaffectbothhygroscopic(i.e.readilytakesupandretainsmoisturesuchasrice)and non-hygroscopiccargoes.Shipsweatisamorefrequentproblemandcontrolledbyproperventilation. Incontrast,cargosweatisgenerallycausedbyventilatingwhenitisinappropriatetodoso.

5.4 Comparison of dew points

5.4.1 Thescientificruleisthatifthedewpointoftheoutsideair(theairusedforventilation)islowerthan thatinthehold,thenitisappropriatetoventilate.Iftheambientdewpointisnotlowerthanthatof thecargohold,itmaybenecessarytoventilateforotherreasonssuchaswhenthecargohasbeen fumigatedandtimelyventilationofthefumigantisrequired.

5.4.2 Acomparisonofthedewpointsbetweenthecargoholdandtheexternalenvironmentisusually madebytakingreadingsfromwetanddrybulbthermometersondeckandinthehold.Obtaining theambientreadingsissimple.Mostshipshaveaboxcontainingapairofthermometerswhichmay behunginashadedspotonthewindwardsideofthebridge.

5.4.3 Duringthevoyage,itmaynotbesafefortheship’spersonneltoentertheholdtoobtain temperaturereadings.Ifthecargohasbeenfumigatedafterloadingitcertainlywillnotbesafe, evenifthecompartmenthasbeenventilated.Ifthewet-bulbthermometerissimplylowered intotheholdfromoutside,therewillbedifficultyobtainingasufficientair-flowacrossthe thermometer’swick.

5.4.4 Intheeventthatthecrewisabletosafelyentercargoholdstoobtainmeaningfulreadings,itmay benecessarytostopventilatingtoallowthein-holdatmospheretostabilize.Ifthisisnotdone,the crewwillbemeasuringtheparametersoftheventilatingairratherthanthoseofthetruein-hold atmosphere.Unfortunately,suspendingventilationinthiswaynegatesthepurposeofventilatingbut maybetheonlymeanstoobtainthereadingsatthetime.Ifthisisdone,itshouldbeproperly notedinthe“Remarks”sectionoftheHumidity-Temperature-CargoVentilationRecordBook (seeTable 5.2).


5.4.5 Inpractice,measuringthedewpointtemperatureinsideacargoholdcanbeproblematic.Oneof thesimplestmethodsistousea“whirlingpsychrometer”,whichinvolvesswingingtheinstrument insidetheholduntilthewetbulbtemperaturehasstoppedfallingandremainssteady.

5.4.6 Allreadingsshouldbetakenwellawayfromanyairinlets,ensuringthatonlyholdairistested. Asanimportantsafetyprecaution,enclosedspaceentryproceduresshouldalwaysbeobserved.

5.4.7 Iftheshipistakingsprayacrosstheventilatoropeningsorontothehatchcoversorcoamings, wherebyseawaterentersthehold,ventilatingthecargoshouldbedelayeduntilconditionsfor ventilationarefavorableevenifcomparisonofdewpointsindicatesventilationisappropriate.

5.4.8 Ifaccesstotheholdsisimpossibleorundesirable,andprovidedthereisnosignificantairflow,the holddewpointcanbedeterminedfromtraditionalwetanddrybulbthermometersplacedinsidethe trunkingofanexhaustventilatororsimilarpipe-workleadingfromthecompartment.Ifdone,it shouldbeproperlynotedinthe“Remarks”sectionoftheHumidity-Temperature-CargoVentilation RecordBook(seeTable 5.2).

5.4.9 Inmanyinstances,itisimpracticabletomeasureholddewpointtemperaturesaccurately,orat all.Therefore,itisrecommendedthatthe“3ºCelsiusRule”shouldbeappliedasdescribedin Section 6.2.6.3.

5.5 Systems of ventilation

5.5.1 Ingeneral,therearethreemeansofventilationforshipboardcargoes:

(1) Natural ventilation.Thenaturalairventilationofcargocompartmentsisthemostbasic means.Thiscanbesupplementedbymodifiedmechanizedaircirculationsystems.

(2) Temperature control system.Atemperaturecontrolsystemofcirculatingairwithin insulatedcompartments.

(3) Mechanical ventilation.Theprincipleofmosttypesofshipboardmechanicalventilationisto replacethewarmairintheholdwithcolderambientair.Propermechanicalventilationwill reducethedifferenceintemperature.Moreover,asaconsequenceofheatingbythe warmstowoftheenteringcolderair,theenteringcoldambientairwillbecomewarmerand drier,andwillbecapableofabsorbingmoistureemittedbythecargo,whichwillthenbe carriedoffbytheexhaustingair.Mechanicalorportableventilatorscanbefixedaboardthe shipaspracticableorasnecessary.


5.5.2 MostvesselsloadingfullcargoesofriceinlocationssuchasThailandhaveeithernaturalorelectrical ventilationsasdescribedinSection 5.5.1(1).Vesselsusingventilationsystemsasdescribedin Sections 5.5.1(2) or 5.5.1(3)arenotnormallyengagedinthistrade.Inpractice,forvoyagestocolder climaticregions,naturalventilationSection 5.5.1(1)maybeinsufficientforsafecarriageofafullcargo ofrice.Vesselscarryingfullcargoesofriceshouldbeequippedwithaproperfunctioningmechanical ventilationsystemwithsufficientcapacityofbetween15–25airchangesperhour(calculatedon basisofemptyholdspace).Furthermore,allfansneedtobecheckedtoensurethattheyrunproperly inthecorrectdirection.Wheretheshipisnotfittedwithfixedmechanicalventilation,thenthe shipownermayconsidersupplyingportableblowers,ifnecessary.

5.6 Ventilation of bagged rice

5.6.1 Ricenormallycontains,atmost,about15%moisture.Ifthesurroundingairishumid,ricewill absorbmoisturefromtheair.Ifthesurroundingairisdry,ricewillreleasemoisturetotheair. Ventilationwithcolderambientairincombinationofheatingoftheairbythecargowillresultin thedryingoftheair.Consequently,moistureisreleasedbythericetotheairandcarriedofffrom theexhaustingair.

5.6.2 Itisimportanttonoteagainthatthegoalofventilationisnottocoolthericecargo.Ventilating dissipatesthenaturalbuildupofwatervaportominimizethedifferencesintemperaturebetweenthe airintheholdandvessel’ssteelstructuretopreventcondensationbuildupontheship’ssteelparts inthecargohold.

5.6.3 Theperipheryofthestow,directlyinfluencedbythepassingcoolerventilationair,willbecome cooleraswell.Thisprocessalsoreducesthedifferenceintemperaturebetweenthecargoand vessel’ssteelstructure.Consequently,theperipheryofthestowbecomesdrierandcoolerresulting inmoisturemigrationawayfromthecenterofthestow.Thus,themoisturecontentofthericewill bereduced.

5.6.4 Whentheweatherandthedewpointarewithinacceptableparameterstoventilate,thehatchescan beopenedduringthevoyagetoallowappropriatesurfacecooling.Ifpossible,thistypeofventilation shouldalsobecarriedoutinportuntilcompletionofloadingorunloading.

5.6.5 Duringperiodsofheavyweather,stepsshouldbetakentopreventrainandsprayfromenteringthe cargospaces.Thismaymean,ifnecessary,suspendingventilationuntilconditionsimprove.However, duringrainorfog,ventilationcanbecontinuedaslongasdewpointtemperatureoftheambient airislowerthanthedewpointtemperatureoftheairinsidethehold.Anysuchconditionsand actionstakenshouldberecordedintheDeckLogBookandinthe“Remarks”sectionofthe Humidity-Temperature-CargoVentilationRecordBook(see Table 5.2).


5.6.6 Ventilationcanbedoneatnightifthereadingsindicatethatventilationisappropriatebearingin mindthatambienttemperaturesareusuallyloweratnight.Therefore,theriskofdevelopingship sweatismorelikelyduringthehoursofdarknesssoventilationshouldbecontinuedifconditions permit.Ifventilatingatnight,thecrewshouldbeparticularlydiligentatmonitoringtheweather conditionsassetoutinSection 6.2.1.

5.6.7 Whenventilating,itisagoodpracticetoreplacethekraftpapercoveringthecargowithfreshdrier kraftpaperascondensationcanaccumulateontheinsideorundersideofthehatchcoversandwill dripontothecargoholdswhenopenedandclosedagainafterventilating.Thispracticeshouldbe consideredonlyasweatherconditionspermit.

5.6.8 Inadditiontoventilatingthecargoholds,itisimportantthatcargoholdsinspectionsareregularly made,preferablyasoftenasonceaday.Thisneednotnecessarilyinvolvedirectentryintothe cargoholds.Forexample,shipsweatmaybeseenformingontheundersideofmanholecovers.In suchinstances,andespeciallyatnight,thecargoshouldbeventilatedirrespectiveofthedewpoint or“3ºCelsiusRule”(seeSection 6.2.6.3),weatherpermitting.

5.7 Cargo humidity and ventilation testing: Example of best practices

5.7.1 Duringthevessel’svoyage,thecrewshouldobtainregularventilationreportsusingthefollowing basicprinciplestodetermineifventilationisrequiredandfavorable.Applyingthegoodpractice oftakingrecordsinadailylogduringcarriageisaneffectivemeasuretohelpestablishthatthe shipownerhasappliedprudentpracticestoprotectthecargofromunnecessarydamage.Some examplesofbestpracticesare:

(1) Temperature readings.Wetbulbanddrybulbtemperaturereadingsofeachholdanda controlpositionshouldbetakenatleastonceawatchandthedewpointisascertainedfrom thescaleasshowninTable 5.1.Thecontrolpositionthermometershouldbekeptoutside nearthebridge.Itshouldbeexposedtotheweatherinopenair,butoutofcontactwith directsunlight,reflectedheat,exhaustventilatorsoranyotherheatsource.Thethermometers intheholdshouldbewavedintheairforafewmomentsuntilthetemperatureofthewet bulbremainssteady.Itisimportanttonotethatfalsetemperaturereadingsmaybe observedifthisapproachisnotfollowed.Itisalsogoodpracticetotakeoriginaltemperature readingspriortocommencementofthevoyageasabenchmarktomaking furtherreadingsduringthevoyage.

(2) Entry of cargo hold temperature into the Cargo Record Book.Oncethetemperatureshave beenmeasuredandthedewpointsofallcargoholdsandthecontrolpositionhasbeen ascertained,theinformationshouldbeenteredintotheCargoRecordBook’sCargo Humidity-Temperature-VentilationTableasshowninTable 5.2.


(3) Entries into the Cargo Humidity-Temperature-Ventilation Table.Undertheheading “VENTING”,indicate“Yes”or“No”asthecasemaybe.Under“GENERALREMARKS”,itis importanttoindicatesucheventsasanyreasonsfornotventilating,timesofopeningand closingofhatches,timesofoperatingelectricalventilationsystemsifthevesselisfitted withsuchequipment,etc.Under“WEATHERCONDITIONS”,briefremarksshouldbe providedonweatherconditionsovera24hourtimeperiodparticularlyifthereareperiods ofrain,fog,waterorsprayonthedeckand/orhatches,etc.


Dry-BulbTemperatures(°C) Difference Between Wet-Bulb and Dry-Bulb Temperatures (°C)

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

-20 -20 -33

-18 -18 -28

-16 -16 -24

-14 -14 -21 -36

-12 -12 -18 -28

-10 -10 -14 -22

-8 -8 -12 -18 -29

-6 -6 -10 -14 -22

-4 -4 -7 -12 -17 -29

-2 -2 -5 -8 -13 -20

0 0 -3 -6 -9 -15 -24

2 2 -1 -3 -6 -11 -17

4 4 1 -1 -4 -7 -11 -19

6 6 4 1 -1 -4 -7 -13 -21

8 8 6 3 1 -2 -5 -9 -14

10 10 8 6 4 1 -2 -5 -9 -14 -28

12 12 10 8 6 4 1 -2 -5 -9 -16

14 12 12 11 9 6 4 1 -2 -5 -10 -17

16 16 14 13 11 9 7 4 1 -1 -6 -10 -17

18 18 16 15 13 11 9 7 4 2 -2 -5 -10 -19

20 20 19 17 15 14 12 10 7 4 2 -2 -5 -10 -19

22 22 21 19 17 16 14 12 10 8 5 3 -1 -5 -10 -19

24 24 23 21 20 18 16 14 12 10 8 6 2 -1 -5 -10 -18

26 26 25 23 22 20 18 17 15 13 11 9 6 3 0 -4 -9

28 28 27 25 24 22 21 19 17 16 14 11 9 7 4 1 -3

30 30 28 27 26 24 23 21 19 18 16 14 12 10 8 5 1

Table 5.1: Dew Point Table


Table 5.2: Humidity-Temperature-Cargo Ventilation Record Book

VesselName:M/V__________________________

Date Time Outside Air Hold No.: __________________ Hold No.: __________________ Venting(Y or N)

Sea Temp Remarks

Wet Bulb Dry Bulb Dew Point Wet Bulb Dry Bulb Dew Point Wet Bulb Dry Bulb Dew Point

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

Averagecargotemperatureatloading:________C/FMaster’sSignature/Date:_______________________ChiefOfficer’sSignature/Date:_____________________________


6. Precautions during loading, transit and discharge

6.1 Objectives: To ensure that proper precautions, protective actions and monitoring cargo of operations are taken while: (1) loading of bagged rice onto the vessel; (2) the carriage of cargo; and (3) the discharging of bagged rice from the vessel.

6.2 Cargo operations procedures

6.2.1 Weather monitoring (load port, transit and discharge port)

6.2.1.1 Procedures for inclement weather during cargo operations.Shipownersshouldbemindful ofthetaskstobeperformedifinclementweatherisexperiencedduringcargooperations. Suchpreparationsshouldincludeallowingforsufficienttimetofullyclosethecargohatch coverstopreventdamagetothebaggedrice.

6.2.1.2Weather watch keeping prior to and during cargo operations.Whenthecargohatchcovers areopen,thecargomaybeexposedtopotentialadverseweatherconditions.Duringloading anddischargingoperations,theMasterandcrewmembersonstationonthebridgeshould monitorweatherconditionsthatmayrequiretheclosingofthecargohatchcovers.Means ofmonitoringincludevisualobservation,shipboardradarandviatheInternetonlocal meteorologicalsitesthatshowshoweractivityonactualradar/satellitepictures.Rainletters alonemaynotbesufficientandshouldbesupplementedwithadditionalsources.

6.2.1.3Ensuring the hatch covers are working.Priortoloadinganddischargingbaggedrice,the Masterandcrewshoulddeterminewhetherthehatchcoversareingoodworkingorder(as specifiedinSection 2.3).Thecrewshouldbefullyawareoftheclosingtimeforeveryhatch coverpriortothecommencementofcargooperations.

6.2.1.4Use of tarpaulins.Tarpaulinscanbeconsideredasanadditionalmeasureofcargo protection.ifused,tarpaulinsshouldbeproperlyshapedandsizedfortheirspecifieduse otherwisetheireffectivenessmaybelimited.

6.2.1.5 Weather monitoring during the voyage.Ifhatchcoversareopenedduringthevoyageto ventilatethecargo,changesintheatmosphericweatherconditionsaswellasseastate conditions,mayleadtotheingressofseawatersprayintothecargoholdsorthrough theship’scargoventilators.Seastateandweatherconditionsshouldberegularlymonitoredto ensurethathatchcoversareclosedandventilationsuspendedifnecessaryuntilweather andseastateconditionspermit.


6.2.2 Stevedore monitoring (load port and discharge port)

6.2.2.1 Duringloadinganddischargeoperations,theMasterandcrewshouldbeawareofthe particularrisksassociatedwithstevedoresloadinganddischargingofbaggedricecargoes, suchas,butnotlimitedtotothefollowing:

(1) theftandpilferagewhereconsiderationshouldbegiventosealingtheholdaccesses betweencargooperations;

(2) roughormishandlingofricecargobagsthatcanleadtotearingandotherdamages. Forexample,stevedoresshouldneverusesteelhooksforcargohandling;

(3) theloweringandliftingofheavyslingsofbaggedricecargoshouldbemonitoredto ensurethatcargoisproperlyhandled;

a. Forexample,theloweringandliftingofheavyslingsofcargotoofastonto cargoalreadyinstowagemayberesponsiblefordamage,whichoftengoesun detecteduntildischarge.Similarly,forcefullydraggingcargooutthatiswedged byothercargoorevenover-stowedcanbeanothersourceofdamage.

(4) improperplacementofbagsofriceassociatedwiththecargoholdanddunnage configurationsbynottakingintoaccountproperstowageprinciplesaspresentedin Section 4.2.3.3;

(5) improperstowagethatpreventspropercargoventilation;and

(6) urinationanddefecationincargoholdareasduetolackofsufficientsanitaryfacilities forstevedoreswhileworkingonboardtheship.

6.2.2.2TheMastershouldconsiderholdingapre-loading/dischargemeetingwiththestevedore’s foremaninthepresenceofanyinspectorsandsurveyorsto:

(1) Agreeonaproceduretobeadoptedifthereisathreatofrain.Forexample,ifthe ship’scranesarebeingusedtoloadordischargecargo,itisimportanttoprevent stevedoresabandoningtheirstationsandleavingbundledcargohangingthus preventingthecrewfromclosingthehatchcovers;

(2) Ensurethatstevedoresmustload/dischargecargoinauniformmannerthroughoutthe holdandnotleavehighpilesofcargointhewingsandholdcornerswhichmaythen collapsewhichnotonlydamagesthecargobutalsorisksinjurytopeopleworkingin theholds;and


(3) Communicatethat,inthecaseoframpantpilferageincertainportsbystevedoresand/ orotherunauthorizedpersonsintheship’sholds,hewillbeobligedtosuspend dischargeandclosethehatchcovers.

6.2.2.3 TheMastershouldconsiderstationingcrewmembersatkeylocationsduringcargo loadingordischargeoperationstovisuallymonitorstevedoreactivities.Crewmemberson cargooperationdutiesshouldbestationedatthefollowingareas:

(1) embarkationanddisembarkationpointsforstevedoresandsurveyorstoprevent againsttheftandpilferageofcargo;

(2) aboveeachandeverycargoholdwherecargoloadingordischargeoperationsare underwaywherebybeingabletovisuallyscanandobservetheactivitiesofall stevedoresandsurveyorsworkinginthecargoholds;and

(3) anyotherlocationswherecargomaybeloadedontoordischargedfromtheship,where stevedoresareengagedincargooperations,orwhereanyothervisitingnon-crew personnelareallowedaccess.

6.2.2.4 TheMasterandcrewshouldhaveproceduresandrecordanddocumentanyincidents,suchas thosespecifiedinSection 6.2.2.1.Intheeventofsuchincidents:

(1) thecrewshouldnotifytheMasterand/orofficeronwatchofanyandallobserved activitiesofconcernbythirdpartiesaboardship;

(2) theMasterorofficeronwatchshouldlogthedetailsoftheincidentsinthevessel’s CargoLogBookand/orinsomeothercontemporaneouswrittenrecord;

(3) theMasterand/orofficeronwatchshouldcollectallrelevantevidence(film,pictures, statementsfromwitnessesandphysicalevidenceoftheincident,ifapplicable)as practicabletobekeptasarecordoftheincident;

(4) theMastershouldensurethattheMate’sReceiptclearlystatesthedetailsoftheexact conditionofthecargo,anypilferageortheft,receivingofdamagedbaggedriceupon loading(i.e.priortoarrivingaboardship);improperstowageofcargoes,etc.;and

(5) theMastershouldissueprotestletterstocharterersand/orcargoreceiversifstevedores donotload,stowordischargethecargoasinstructed.


6.2.3 Surveyor monitoring and interaction (load port and discharge port)

6.2.3.1 Itisrecommendedthatshipownersarrangeforindependentsurveyorstoensureproper careofthecargoduringloading,stowageanddischargeofthecargoandconductproper precautionarysurveys,talliesanddraftsurveystoprotecttheshipowner’sinterests (seeSections 9.2through9.4).

6.2.3.2 Thecredentialsandidentificationofanycargosurveyorwhoarrivestoperformbaggedrice cargosurveysshouldbecheckedandverifiedbeforeanysuchsurveyingworkisallowed tocommence.

6.2.3.3Aswithstevedores,thevessel’sMaster,chiefofficerandanyothercrewresponsiblefor monitoringcargooperationsshouldbeawareofthespecifictaskstobeperformedbythe individualsurveyor(e.g.tally,stowage,etc.).Thescopeofworktobeperformedbythe surveyorshouldbecommunicatedinwritinganddiscussedpriortotakingonhisduties withthevessel’sMasterand/orofficeronwatch.

6.2.3.4Thecrewshouldregularlymonitorandensurethatsurveyorsareperformingtheirassigned surveytasksthatinclude,butmaynotbelimitedtothefollowing:

(1) thepropertallyingofthenumberofbagsofricecomingaboardthevessel;

(2) avisualsurveyofallbundlesofbaggedricetoensuretheyareundamagedastheyare comingonboard;

(3) checkingthatcargoisproperlystowedastocharterer’sorshipper’sinstructions,as wellastheconditionandhandlingbystevedoresofindividualbagsofcargowhile beingstowed;

(4) monitoringandattendanceofanyothersurveyorinstructedbycargointerests, charterersorthirdparties;and

(5) performadraftsurveybeforeandaftercargooperations.

6.2.3.5Itisimportanttonotethatdraftsurveysarenotallowedincertainports.Shipowners shouldcheckwiththelocalagentinadvanceofarrivaltoloadordischargecargoto ascertainwhetherdraftsurveysareallowed.

6.2.4 Hatch covers operability (load port, transit and discharge port)

SeeSections 2.3 and 6.2.1.3.


6.2.5 Pre-arrival of cargo to the vessel (load port)

SeeSection 4.3.

6.2.6 Cargo monitoring (load port, transit and discharge port)

6.2.6.1Thevessel’sMasterandchiefofficershouldensurethatthecargoistestedformoisture contentasitarrivesonboardshipasshowninFigure 4.3.Themaximumhumiditycontent forricetobeshippedis14%to14.5%(seeSection 4.3.3).Ifthecargomoistureisfoundto beinexcessofthatamount,thereisasignificantlyhigherchanceofdamageoccurringfrom condensation(e.g.caking,mold,etc.).

6.2.6.2 Itisimportanttoacquirecargocertificatesofqualityfromtheshipperifpossible.However, shipownersshouldnotrelysolelyupontheresultsofsuchcertificates.Thelocalagent maynotbethebestpersontoapproachinobtainingsuchanalysesashisallegiancecould verylikelybewithcharterers.Frequently,thevessel’sagentsareappointedbycharterers upontherecommendationofshippers.Consequently,itisrecommendedthattheshipowner shouldapproachitsP&IclubforadviceandcontactthelocalP&Iclubcorrespondent toassist(see Section 9.2).

6.2.6.3 Cargo temperature and humidity monitoring and control: The 3º Celsius Rule.Aconvenient alternative,whichremovestheneedtomeasurethein-holddewpoint,istoapplywhatis calledthe“3ºCelsiusRule”.Thisstatesthat,ifthetemperatureoftheoutsideairisatleast3º Celsiuscoolerthantheairinthehold,thenthecargoshouldbeventilated(seeSection 5.6).

6.2.6.4Itisrecommendedthattemperaturereadingsoftheoutsideairaretakenatleastonceper watch.Itmaybedifficulttoobtainreliablein-holdtemperaturesduringthevoyage,though itisnormaltoobtainthetemperatureofthecargoatthetimeofloading.Generally speaking,thetemperatureofalargemassofcargowillnotchangemuchoverthecourseofa voyage.Therefore,itiseasiertocomparetheinitialtemperatureofthecargowiththe currenttemperature.

6.2.6.5 Formoredetailsoncargotemperatureandhumiditytestingandmonitoring,seeSection 5.7.


7. Cargo surveying

7.1 Objectives: To utilize qualified third party surveyors to properly, efficiently and effectively represent the interests of the shipowner in the performance of survey duties related to the loading, stowing and discharging of bagged rice.

7.2 General

7.2.1 Shipownersshouldensurethatthesurveyorshiredontheirbehalfareproperlyqualifiedand aregivenspecificinstructionsregardingthedutiestheyaretoperform.SeeSection 6.2.3for additionalguidanceoninteractingwithandmonitoringtheactivitiesofthecargosurveyor(s)while onboardship(seealsoSections 9.2 through 9.4).

7.2.2 Responsibilityforproperlyloading,stowinganddunnagingand/ordischargingthecargois dependentuponthetermsofthegoverningcharterpartyorbilloflading.Accordingly,thescope ofappointmentandattendanceofthesurveyorisdependentuponwhethersuchresponsibilities liewiththeshipownerorcharterer.Thefollowingprovisionsshouldbereadwiththiscontextinmind.

7.3 Cargo hold conditions

7.3.1Surveyorsinstructedonbehalfofcharterersorcargointerestsinspecttheconditionofthe vessel’scargoholdspriortoloadingtoattestthattheyareclean,dryandarefreeofloose corrosion/rustscale.

7.3.2 Ventilationsystemsshouldbeconfirmedtobeoperationalandabletoclosetoensure weathertightness.

7.3.3 Hatchcoversandsealingarrangementshouldbecloselyinspectedandconfirmedtobeweather tight.Ultrasonichatchtestingisthemostreliablemeansoftestingthewater-tightintegrityofthe hatchcovers.

7.3.4 Suchcargoappointedsurveyorsmayalsoasktoseeifthebilgesareinasatisfactoryoperational conditionandthatbilgeplateshavebeensufficientlycoveredwithburlaptopreventloosericefrom entering/blockingthebilge.

7.3.5 Suchsurveyorsmayalso,ifpossibleandpriortoloading,asktohaveallballasttanksinwayof eachcargoholdpresseduptoconfirmtheintegrityofballasttankstructuresandvents.


7.4 Tally surveying

7.4.1 Duringloading,atallysurveyorshouldbepositionedateachcargoholdtorecordthequantityof bagsloadedandtoliaisewithtallyclerksrepresentingtheshippersintereststoagreeonthe quantitythatwillultimatelybenotedontheMate’sReceipt.

7.5 Draft surveying

7.5.1 Draftsurveyorsrepresentingshipownerandshipper’sinterestsshouldjointlycarryoutdraft surveysbeforeandafterloadingtoagreeonthequantityofcargoloaded.Ithastobetakeninto considerationthatatthedischargeport,theweightofthecargoonboardmaybesignificantlyless thantheweightattheloadport,asaresultoflossofmoisturefromthecargoduringthevoyage causedbycontinuousventilation,wherebymoisturefromthecargoiscarriedoff.

7.5.1.1 Forexample,iftheaveragemoisturecontentinthericedecreasesfrom14%to13%,the totalweightwillalsobereducedby1%.

7.6 Cargo stowage

7.6.1 Theattendingsurveyorshouldmonitorthecargobeingloadedtoensurethatitisproperlystowed withdueconsiderationtoadequate/sufficientdunnaging.Thestowshouldhaveunobstructed ventilationchannelsifandasinstructedbythechartererorshipper.

7.6.2 Thesurveyorshouldalsoconfirmthatthecargo:

(1)isnotindirectcontactwithvessel’ssteelstructure;

(2)isstowedwithsufficientoverheadspacetoavoidanyrestrictionofventilationair;

(3)hasbeenproperlyloadedanddunnaged;and

(4)isstackedinstableconditiontopreventshiftingduringthevoyage.

7.6.3 Thecargosurveyorshouldmonitorandensurethatthecargoisproperlyhandledbystevedores usingofapprovedslingingarrangements.Preferably,baggedricecargoshouldbeliftedviaweb slingsortrays.Ropeslingsandcargohooksshouldbeavoided,ifpossible,astheycandamage thericebags.


7.7 Cargo condition

7.7.1 Theattendingsurveyorand/oritsdesignatedrepresentativesshouldbepositionedateachholdto monitorandrecordtheconditionofthecargoasitcomesonboardandduringitshandlingby stevedoresinordertorejectonbehalfoftheshipowneranybagsthatarecaked,moldy,wet,torn, stained,discoloredorodorcontaminated.

7.7.2 Thesurveyorshouldrejectanycargowhichappeartobeinfestedbyvermin.Thesurveyorshould issuehisrecommendationsconcerningthecargo’sconditionforinclusionintotheMate’sReceipt.

7.7.3 Atthedischargeport,thesurveyorshouldensurethatallemptytornbagsandpartiallyspilled tornbagsareincludedinthecargotallytominimizeshortanddefendagainstpotentialallegations ofdelivery.


8. Charter party and bill of lading considerations

8.1 Objectives: To ensure that the relevant transport documentation is prepared in a manner that either averts or minimizes the shipowner’s potential exposures and risks associated with the carriage of bagged rice.

8.2 Charter party considerations

8.2.1 General

8.2.1.1 Asdiscussedabove,mostallegedcargoclaimsinvolvingthecarriageofbaggedriceentail:

(1) roughhandlingbystevedoresateithertheloadportand/ordischargeports;

(2)allegedcondensationorwetdamage(e.g.moldybags)atthedischargeportdueto improperstowageand/ordunnagingofcargo;and/or

(3)pilferageortheftofcargo.

8.2.1.2 Inordertobestprotectitsinterests,theshipownershould,asamatterofgenerally acceptedbestpractices,ensurethatthegoverningfixtureorcharterpartyisappropriately wordedtoallocatetherisksandresponsibilitiesofproperlyloading,stowing,dunnaging and/ordischargingthecargouponthecharterer,andthatthefixtureincludessufficient wordingstopreserveanyrightsofindemnityorcontributionfromchartererforthebreach ofanysuchresponsibilities.Inthecaseofasub-charter,thedisponentownershouldalso makebesteffortstodoso.

8.2.1.3 Forexample,Clause8ofastandardNewYorkProduceExchangeForm(NYPE)form charterpartyprovidesforandallocatestheriskandresponsibilityofloading,stowing, dunnaginganddischarginguponthecharterer.However,ifClause8isamendedwiththe words“andresponsibility”,theriskandresponsibilityforthesetasksshifttothe shipowner.Suchanamendmentwouldhavesignificantimpactupontheshipowner’srisk exposurewhencarryingbaggedriceoranyothercargodestinedforjurisdictionswhere cargoclaimsareprevalent.

8.2.1.4 Ifthevesselisvoyagechartered,thewords“FreeInOutStowedandTrimmed”, abbreviatedto“F.I.O.S.T”,shouldbeusedifpossible.


8.2.1.5 Inter-Club Agreement.Anotherconsiderationduringthecharterpartydraftingand negotiationphaseistheincorporationoftheInter-ClubNewYorkProduceExchange Agreement(ICA)wordingtothefixture.TheICAhasprovidedarelativelysimple mechanismforpromptlyandfairlyapportioningliabilityforcargoclaimsarisingunder aNYPEtimecharteragreement.Anyamendmentsthataltertheshipowner’sriskand responsibility,suchasadding“andresponsibility”toClause8oftheNYPEcharterparty, canincreaseashipowner’scargoclaimsexposureevenundertheICA.

8.2.2 Jurisdiction and choice of law provisions.Mostcharterpartiesprovideforaspecificandexclusive disputeresolutionvenue,suchasarbitrationinLondonorNewYork.Suchprovisionsalsospecify theapplicablelawthatwillgovernsuchdisputes.Thedecisiontoarbitrateshouldnotbetaken lightlyanditshouldbedoneinaclearandunambiguousmanner,notjustinthecharterparty itself,butalsoinanybillsofladingtobeissuedinconnectionwiththeperformanceofthe charterparty.

8.2.2.1 Shipownersshouldalwaysrememberto:

(1) ensurethatthebillsofladingmakeexpressreferenceto,andincorporate,the relevantcharterparty;

(2) obtainacopyofthecharterpartyincorporatedinthebillsofladingandplace itonfileassoonaspossibleafterloading;

(3) makeitarequirementthattimecharterersprovideacopyofanysub-fixture within7daysofbeingconcludedasotherwiseacopymaynotbeobtained laterifneeded;and

(4) physicallyattachacopyoftheincorporatedcharterpartytoeachoriginaland eachcopyofthebilloflading.

8.2.3 Delegation of the Master’s duty to issue bills of lading.Suchprovisionsmaybeapitfallfor shipownersbecausewhensuchdutiesareassignedtothecharterer,acleanbillofladingmaybe issuedbythechartererdespitetheexistenceofremarksintheMate’sReceiptswhichare inconsistenteitherwithrespecttotheconditions,qualityand/orquantityofcargo.

8.2.3.1 Wheneverpossible,theshipownershouldnotdelegatethisdutytobestprotectits interestsandavoidunnecessaryexposuretoapapercargoclaimthat,inessence,may accruebeforethevesselevendepartstheloadportlimits.Ifashipownerordisponent ownerchoosestomakethecommercialdecisiontoincludesuchaterminitscharter partyagreement,itrunstheriskofprejudicingitsP&Icoverforcargoclaimsthatmay arisewiththatvoyage(seeSection 8.3.3.4).


8.3 Bill of lading considerations

8.3.1 Incorporation of charter party jurisdiction: Choice of law provision.Incorporatethedispute resolutionand/orjurisdictionand/orapplicablelawprovisionstopreservetheparties’conscious anddeliberatedecisiontoarbitrateand/orhavealldisputesunderthecharterpartyand/orunderthe billofladingsubjecttothesamejurisdictionandapplicablelawsetforthinthegoverningcharter party.Bydoingso,theshipownerordisponentownercanpreservejurisdictionalarguments whichmayhaveaconsiderablebearingandinfluenceasto:

(1)howaparticularcargoclaimispresentedorprosecuted;

(2)theforuminwhichsuchclaimsaredefended,includinganyvesselarrestproceedings;and

(3)thesubstantivelawtogovernallsuchdisputes(seeSection 8.3.3).

8.3.2 Bills of lading form.Wheneverpossible,billsofladingsshouldbeissuedontheCongenbill1994or 2007formorsimilar.ItisstronglyrecommendedthattheCongenbill1978formorsimilarshould NOTbeused.Otherwisethearbitrationclausemaynotbevalidlyincorporatedintothebills oflading.

8.3.2.1 Wheneverpossibleanddependingonthearbitration/lawssetforthinthegoverning charterparty,billsofladingshouldhavethewords“LONDON/NEWYORK* ARBITRATIONENGLISH/U.S.LAW*APPLICABLEasperthecharterpartydated [dateinsertedhere],copyattached.F.I.O.S.T”typedonthefront,asrelevant.

8.3.2.2 AnexampleofanidealbillofladingisprovidedinAppendix 3.

8.3.2.3 Onlyphysicallyattachingacopyoftheincorporatedcharterpartytoalloriginalandtoall copiesofbillsofladingbeforetheirreleasewillensurevalidincorporationofthecharter partyclausesincludingthelawandjurisdictionclausesinsomecivillawcountries.

8.3.3 Potential prejudice to P&I coverage for cargo claims.Wheneverpossible,theshipownershould ensurethatanydecisionsmadeinconnectionwiththecarriageofacargoofbaggedricedonot unnecessarilyprejudiceashipowner’sprotectionundertheP&Iinsurancepolicy.AllInternational Group(IG)clubscontainprovisionsintheirP&Icontracttermswhichprovidethatcoveragefor cargorelatedclaimsmaybeprejudicedunderthefollowingcircumstances:

8.3.3.1 deliveryofcargotoaportorplaceotherthantheportorplacelistedinthegoverning billsofladingorcontractofcarriage;

8.3.3.2 deliveryofcargowithoutproductionoforiginalbillsoflading;

8.3.3.3 theissueofantedatedorpostdatedbillsoflading;


8.3.3.4 theissuanceofabillofladingissuedwiththeknowledgeoftheshipownerorthe Masteroftheinsuredvesselwithanincorrectdescriptionofthecargooritsquantityor itscondition;or

8.3.3.5 thefailuretoarriveorthelatearrivaloftheinsuredvesselataportofloading,orthe failuretoloadanyparticularcargoinaninsuredvesselotherthanliabilities,lossand expensesarisingunderabillofladingalreadyissued.


9. Communicate with your P&I club 9.1 Objectives: To ensure prompt and timely communication between the shipowner/Member and its P&I club to prevent or minimize the risk of potential cargo claims associated with bagged rice cargoes, and if such a claim is asserted against the Member and/or its vessel, to best coordinate their respective efforts to defend against any such claims.

9.2 Precautionary preload survey arrangements

9.2.1 Assoonasacontractofcarriageorcharterpartyconcerningthecarriageofacargoofbaggedrice hasbeenfixedorconfirmedandthedetailsoftheshipmentarereadilyavailable,theshipowneror charterershouldcontactitsP&Iclubtomakethenecessaryarrangementsforaprecautionary preloadsurvey.

9.2.2 InorderfortheP&Iclubtocontactitscorrespondentinaparticularportandtomakethenecessary arrangementsfortheprecautionaryloadportsurvey,thefollowingbasicinformationshouldbe providedbytheMembertoitsP&Iclubatleastseven(7)dayspriortothevessel’sestimated arrivalattheloadport:

(1) fulldetailsofthevessel;

(2) theloadportand/orterminalinquestion;

(3) thetypeandquantityofcargotobeloaded;

(4) thecontactdetailsofthevessel’slocalagent;

(5) theestimatedtimeofarrivalofthevesselattheloadport;

(6) thetype(s)ofsurvey(s)beingrequested;and

(7) anyotherrelevantinformation.

9.2.3 Copiesofallloadportsurveys(tallysurvey,draftsurveyorotherrelevantsurvey)shouldbe forwardedimmediatelytotheP&Iclub,andshouldbemaintainedbytheshipowneruntilthe limitationsperiodforcargoclaimslapses.

9.3 Precautionary discharge survey arrangements

9.3.1 TheshipownerorcharterMembershouldalsocontacttheP&Iclubinadvanceofanyestimated timeofarrivalatthedischargeportwherethebaggedricecargoeswillbedischarged.Members shouldproviderelevantdetailsofthevoyage/disportsassoonaspossibleinordertoobtainupto theminuteinformationonparticularpracticeofspecificdischargeports.


9.3.2 TheP&Iclubshouldbeadvisedofproposeddischargeportsasearlyaspossibletoaddressor mitigateanyspecificlocalconcernsorproblemsrelatedtothedischargeofbaggedricecargoes.

9.4 Cargo claims

9.4.1 IfacargoclaimispresentedtotheMasterorthevesselowner,theMaster,ortheshipowner shouldimmediatelycontactitsP&Iclubandadvisethemoftheallegationsofcargoloss,damage orshortagesothattheP&Iclubmayinstructtheirlocalcorrespondentand/orlawyerstoattendto thematterandprotecttheshipowner’sinterestsasbestaspossible.

9.4.2 Promptandtimelycommunication,combinedwithclosecooperationbetweentheshipowneror charterMemberanditsP&Iclubwillcontributegreatlytoaneffectivedefenseofanysuchasserted cargoclaims,andpreserveallavenuesforpotentialindemnityclaimsagainstthechartererand/or anyotherresponsiblethirdparties.

9.4.3 Demands for security.Ifademandforsecurityismadetotheshipownerorifthevesselis threatenedwitharrestoractuallyarrested,theshipownershouldimmediatelycontactitsP&I clubforassistance.Thevesselownershouldalsorefrainfromcommunicatingwithcargointerests toensurethatitdoesnotinadvertentlywaiveanyjurisdictionalarguments.

9.4.4 Anti-suit injunctions.Shouldashipownerfindhisvesseldetainedand/orarrestedandcargo interestsrefusesecuritybasedonaLondonArbitrationClauseintherelevantcharterparty,which isincorporatedintherelevantbillsoflading,theshipownershouldimmediatelycontactitsP&I clubforconsiderationofusingtheanti-suitinjunctionmechanismtoopposecargointerest’s unreasonabledemands.

9.5 Demands for security

9.5.1 Ifademandforsecurityismadetothevesselownerorifthevesselisthreatenedwitharrestor actuallyarrested,theshipownershouldimmediatelycontactitsP&Iclubforassistance.The shipownershouldalsorefrainfromcommunicatingwithcargointereststoensurethatitdoesnot inadvertentlywaiveanyjurisdictionalarguments.

9.6 Anti-suit injunctions

9.6.1 Shouldashipownerfindhisvesseldetainedand/orarrestedandcargointerestsrefusesecurity basedonaLondonArbitrationClauseintherelevantcharterparty,whichisincorporatedinthe relevantbillsoflading,theshipownershouldimmediatelycontactitsP&Iclubforconsiderationof usingtheanti-suitinjunctionmechanismtoopposecargointerest’sunreasonabledemands.


APPENDIX 1: LIST OF DEFINITIONS

• Dew point:Thetemperatureatwhichairbecomessaturatedandcannotholdallofthemoistureinitanddewbegins toform.

• Dry bulb thermometer:Athermometerusedtomeasuretheambienttemperature.Thetemperaturerecordedis consideredidenticaltoairtemperature.Oneofthetwothermometersthatmakeupapsychrometer.

• Dunnage:loosematerialsusedtosupportandprotectcargoinaship’shold.Examplesofsuchmaterialsinclude plywood,plastic/polythenesheets,cardboard,Styrofoam,rubberpadding,kraftpaper,bamboo,bamboomats, timber,etc.

• Mate’s Receipt:Areceiptdocumentsignedbytheship’sMaster,acknowledgingtheconditionandreceiptofcargo bythevessel.TheindividualinpossessionoftheMate’sReceiptisentitledtothebilloflading,whichinduecourse isissuedinexchangeforthatreceipt.

• Rice:rice,riceproductsandbi-productsincludingmilledrice,brownrice,under-milledrice,parboiledrice, pre-cookedrice,riceflower,ricebran,ricepolish,ricehulls,ricemillfeedoranyotherriceproductorbi-product. Forfurtherinformationregardingvariousformsofrice,agoodreferencecanbefoundatthewebsite www.cargohandbook.com.

• Sweat:Theformationofcondensationwithinaship’shold.Sweatcanbecategorizedintotwotypes:

Ship sweat.Condensationthataccumulatesonaship’ssteelstructureinthecargohold’ssideordeckwhen ashipsailsfromawarmertocoolerplaceandwarmairinthecargoholdscomeintocontactwiththe coolership’sstructure.

Cargo sweat.Condensationthataccumulatesonthesurfaceofacargowhenitstemperatureisbelowthe dewpointoftheairadjacenttoit.

• “3º Celsius Rule”:Ruleofthumbforventilating.Ifthetemperatureoftheoutsideairisatleast3ºCelsiuscooler thantheairinthehold,thenthecargoshouldbeventilated.

• Wet bulb thermometer:Athermometerwithabulbthatiscoveredwithmoistmuslinandisusedinapsychrometer tomeasurehumidity.

• Whirling psychrometer:Apsychrometerwithahandle,whichallowsrapidrotationofmountedwet-anddry-bulb thermometerstoensureairflowaroundthebulbs.


APPENDIX 2: LIST OF IMPORTANT DOCUMENTS TO BE KEPT AND MAINTAINED

1. Billoflading(see Section 8 and Appendix 3)

2. Mate’sReceipt(see Section 4.10.2, Section 6.2.2.3(4), Section 7.4, Section 7.7.2 and Section 8.2.3)

3. CargoHumidity-Temperature-VentilationRecordBook(see Section 5.7, Table 5.1 and Table 5.2)

4. Bilgesoundingrecords

5. Stowageplanwithexactstowagepositionofeachconsignment(see Section 4.2)

6. Hatchcovertestreport(seeSection 2.3)

7. Certificateofthequalityandmoisturecontentperlot(see Section 6.2.6.2)

8. Certificationofcleanlinessofthecargohold(see Section 2.5.2.10)

9. Documentationofanyfumigantsused(see Section 4.8)

10.Certificateoffumigation(see Section 4.8.5)

11. Tallysurveyrecords(see Section 6.2.3.4 and Section 7.4)

12.Draftsurveyrecords(see Section 6.2.3.5)

13.Cargosurveyorrecords(see Section 7)

14.Documentationofconditionofcargouponarrivalonboardship(see Section 4.10)

15.LetterofProtest(e.g.insufficientdunnageprovided,damagetocargo,pilferageortheftofcargo)


APPENDIX 3: AN EXAMPLE OF A BILL OF LADING

BILL OF LADING

TOBEUSEDWITHCHARTER-PARTIESCODENAME:“CONGENBILL”EDITION1994ADOPTEDBYTHEBALTICANDINTERNATIONALMARITIMECOUNCIL(BIMCO)

Conditions of Carriage

(1) Alltermsandconditions,libertiesandexceptionsoftheCharterParty,datedasoverleaf,includingtheLawandArbitra-tionClause/DisputeResolutionClause,areherewithincorporated.

(2)GeneralParamountClause

(a) TheHagueRulescontainedintheInternationalConventionfortheUnificationofcertainrulesrelatingtoBills ofLading,datedBrusselsthe25thAugust1924asenactedinthecountryofshipment,shallapplytothisBillof Lading.Wherenosuchenactmentisinforceinthecountryofshipment,thecorrespondinglegislationofthe countryofdestinationshallapply,butinrespectofshipmentstowhichnosuchenactmentsarecompulsorily applicable,thetermsofthesaidConventionshallapply.

(b) TradeswhereHague-VisbyRulesapply. IntradeswheretheInternationalBrusselsConvention1924asamendedbytheProtocolsignedatBrusselson February23rd1968–theHague-VisbyRules–applycompulsorily,theprovisionsoftherespectivelegislationshall applytothisBillofLading.

(c) TheCarriershallinnocaseberesponsibleforlossofordamagetothecargo,howsoeverarisingpriortoloading intoandafterdischargefromtheVesselorwhilethecargoisinthechargeofanotherCarrier,norinrespectof deckcargoorliveanimals.

(3)GeneralAverage

GeneralAverageshallbeadjusted,statedandsettledaccordingtoYork-AntwerpRules1994,oranysubsequent modificationthereof,inLondonunlessanotherplaceisagreedintheCharterParty.

Cargo’scontributiontoGeneralAverageshallbepaidtotheCarrierevenwhensuchaverageistheresultofafault, neglectorerroroftheMaster,PilotorCrew.TheCharterers,ShippersandConsigneesexpresslyrenouncetheBelgian CommercialCode,PartII,Art.148.


(4)NewJasonClause

Intheeventofaccident,danger,damageordisasterbeforeorafterthecommencementofthevoyage,resultingfrom anycausewhatsoever,whetherduetonegligenceornot,forwhich,orfortheconsequenceofwhich,theCarrierisnot responsible,bystatute,contractorotherwise,thecargo,shippers,consigneesortheownersofthecargoshall contributewiththeCarrierinGeneralAveragetothepaymentofanysacrifices,lossesorexpensesofaGeneral Averagenaturethatmaybemadeorincurredandshallpaysalvageandspecialchargesincurredinrespectofthe cargo.IfasalvingvesselisownedoroperatedbytheCarrier,salvageshallbepaidforasfullyasifthesaidsailing vesselorvesselsbelongedtostrangers.SuchdepositastheCarrier,orhisagent,maydeemsufficienttocoverthe estimatedcontributionofthegoodsandanysalvageandspecialchargesthereonshall,ifrequired,bemadebythe cargo,shippers,consigneesorownersofthegoodstotheCarrierbeforedelivery.

(5)Both-to-BlameCollisionClause

IftheVesselcomesintocollisionwithanothervesselasaresultofthenegligenceoftheothervesselandanyact, neglectordefaultoftheMaster,Mariner,PilotortheservantsoftheCarrierinthenavigationorinthemanagementof theVessel,theownersofthecargocarriedhereunderwillindemnifytheCarrieragainstalllossorliabilitytotheother ornon-carryingvesselorherownersinsofarassuchlossorliabilityrepresentslossor,ordamageto,oranyclaim whatsoeveroftheownersofsaidcargo,paidorpayablebytheotherornon-carryingvesselorherownerstothe ownersofsaidcargoandset-off,recoupedorrecoveredbytheotherornon-carryingvesselorherownersaspartof theirclaimagainstthecarryingVesselortheCarrier.

Theforegoingprovisionsshallalsoapplywheretheowners,operatorsorthoseinchargeofanyvesselorvesselsor objectsotherthan,orinadditionto,thecollidingvesselsorobjectsareatfaultinrespectofacollisionorcontact.

Forparticularsofcargo,freight,destination,etc.,seeoverleaf.


CODENAME:“CONGENBILL”EDITION1994

Shipper

Consignee

Notifyaddress

Vessel Portofloading

Portofdischarge

Shipper’sdescriptionofgoods Grossweight

(ofwhich ondeckatShipper’srisk: theCarriernotbeingresponsibleforlossor damagehowsoeverarising)

FreightpayableasperCHARTER-PARTYdated(copyattached)

ARBITRATIONLONDON,ENGLISHLAWTOAPPLY,FIOST

FREIGHTADVANCEReceivedonaccountoffreight

Timeusedforloading days hours

BILLOFLADING

TOBEUSEDWITHCHARTER-PARTIES

B/LNo.

ReferenceNo.

SHIPPEDatthePortofLoadinginapparentgoodorderandconditiononboardtheVesselforcarriagetothePortofDischargeorsoneartheretoasshemaysafelygetthegoodsspecifiedabove.

Weight,measure,quality,quantity,condition,contentsandvalueunknown.

ITWITNESSwhereoftheMasterorAgentofthesaidVesselhassignedthenumberofBillsofLadingindicatedbelowallofthistenoranddate,anyoneorwhichbeingaccomplishedtheothersshallbevoid.

FORCONDITIONSOFCARRIAGESEEOVERLEAF

Freightpayableat Placeanddateofissue

NumberoforiginalBs/L Signature

AMERICAN STEAMSHIP OWNERS MUTUAL PROTECTION & INDEMNITY ASSOCIATION, INC.

SHIPOWNERS CLAIMS BUREAU, INC., MANAGER

One Battery Park Plaza, 31st Floor

New York, New York 10004 U.S.A

tel +1 212 847 4500

fax +1 212 847 4599

web www.american-club.com

SHIPOWNERS CLAIMS BUREAU (UK) LTD.

New London House – 1st Floor

6 London Street

London EC3R 7LP U.K.

tel +44 20 7709 1390

fax +44 20 7709 1399

SHIPOWNERS CLAIMS BUREAU (HELLAS), INC.

51 Akti Miaouli – 4th Floor

Piraeus 185 36 Greece

tel +30 210 429 4990 1 2 3

fax +30 210 429 4187 8

email [email protected]

SCB MANAGEMENT CONSULTING (SHANGHAI) CO., LTD.

Room 1803 – Hongyi Plaza

288 Jiujiang Road

Shanghai 200001 People’s Republic of China

tel +86 21 3366 5000

fax +86 21 3366 6100

email [email protected]

SCB MANAGEMENT CONSULTING SERVICES, LTD.

Hopewell Center, 51/F, Unit 5132

183 Queens Road East

Wan Chai, Hong Kong

tel +852 3602 3083

fax +852 3602 3111

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