INTRODUCTION

The carriage of bagged rice cargo is a

potentially hazardous undertaking, with
claims running to millions of dollars when
problems arise – particularly in the trade
between South East Asia and West Africa.
The loss prevention department has worked
with CWA Food and Dry Commodities Group
to identify the problems encountered in this
trade and to share with Members best
practices that can eradicate or substantially
reduce a Member’s exposure to costly
disputes and claims.

The major issue with cargoes of bagged rice

is the formation of mould or caking which
can often be attributed to condensation due
to inadequate ventilation or water ingress.
Other issues include shortages due to
pilferage and damage to bags which are torn,
slack or lost overboard during stevedore
operations. Finally, infestation and
fumigation problems are also common in this
trade.

ORIGIN OF RICE CARGO

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It is estimated that over 41 million tonnes of
rice will be exported globally in 2015. The
major exporting countries are Thailand,
Vietnam, India, Pakistan and the US. Rice
from South East Asian ports has traditionally
been shipped in polypropylene bags, although
some is now being shipped in containers.
Rice is shipped in bags or in bulk from US
ports and in bulk from the developing rice
trade in South American countries. Club
correspondents in Thailand have recently
advised that, due to a stevedore shortage, a
large proportion of rice exported from
Thailand is currently being shipped in bulk.

CARGO QUALITY
After harvesting, rice needs to be dried to
ensure safe storage and carriage. If rice is
not adequately dried or properly stored, it
may become infested with insects or subject
to mould growth and can also be
contaminated by noxious odours.

Rice kernels should ideally have a moisture

content of between 13% and 14%. Indeed, a
moisture content of 14.5% should be
regarded as the upper limit and in case of

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any doubt, samples should be sent for testing
and a note of protest issued if the moisture
content is any higher. A moisture content in
excess of 15% when combined with a
relative humidity of over 75% can also result
in the cargo self-heating. In addition to
moisture content, temperature is a key factor
when carrying rice cargo. While the ideal
carriage temperature for rice is in the range
of 5°C to 25°C, mould can develop at higher
temperatures. When temperatures reach 25°C
and above, the increased metabolic
processes can also lead to rice kernels
caking or sticking together.

Proper cargo care and careful monitoring by

ship staff and surveyors during loading,
carriage and discharge are essential in order
to prevent damage to the cargo and avoid
possible claims. Precautionary surveys at the
load port are very useful in ensuring that the
cargo is loaded and stowed in accordance
with industry guidelines. They also provide
good evidence of the quality of the cargo at
loading. Similarly, tally and discharge
surveys are essential to minimise cargo loss
and damage, particularly due to mishandling

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or pilfering. The likelihood of pilferage of rice
cargo in particular means the tally should be
conducted as close to the ship’s rail as
possible.

Ship staff should monitor the local and

forecasted weather conditions prior to and
during loading and discharging in order that
cargo operations can be stopped and the
hatch covers closed in good time to minimise
cargo damage due to precipitation.

Good practice guidelines during the various

stages of carriage are as follows:

1. PRE-LOADING
HOLD CLEANLINESS

Food grade cargoes are susceptible to

contamination by previous cargo residues,
paint, rust chips and odours. Therefore, cargo
holds should be properly cleaned and
prepared, ideally to grain standards. The
accepted definition of ‘grain clean’ is
provided by the National Cargo Bureau which
states that: ‘Compartments are to be
completely clean, dry, odour-free and gas-
free. All loose scale is to be removed.’
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HATCH COVERS

Shipowners are responsible for maintaining

hatch covers in a weathertight and good
operational condition. Hatch coamings, hatch
packing, ventilators, hydraulics, drain
channels, etc. should be checked, ideally
using ultrasonic tests to verify weather-tight
integrity.

DUNNAGE

For bagged cargoes, the type and application

of dunnage should be agreed in advance.
Properly constructed and applied dunnage is
essential to prevent wet damage due to
condensation or water ingress, and the
dunnage should cover the steelwork as much
as possible.

The type of dunnage in general use is a layer

of plastic sheeting and kraft paper placed
directly against the side shell plating and
tank top, with two layers of kraft paper on
top of the stow. Bamboo, wooden or
styrofoam struts placed along the sides of
the hold and on the tank top are used to

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create a space between the steelwork and
the bags.

Some charterers prefer to place the kraft

paper directly on the tank top or side and
then to cover with the plastic sheets, on the
basis that this arrangement bundles the
cargo as in a ‘plastic bag’. However this
method can leave the cargo particularly
susceptible to damage by condensation and
so ship staff should be aware of this
possibility of condensation damage. The ship
staff should keep a photographic record of
the applied dunnage prior to and after
completion of loading.

2. LOADING separation of lots as per

shipper’s discretion . (remark / clause on
Mates’ receipt )
The stowage plan should incorporate any
specific stowage instructions, cargo
separation, ventilation and dunnage
requirements, particularly for bagged
cargoes. Variations in ambient air and sea
water temperatures en route can lead to the
formation of condensation and, for bagged
cargoes, adequate ventilation channels

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should be provided within the stow during
loading. The location and number of these
channels will be determined by the carriage
instructions.

Ship staff should monitor the temperature of

the cargo throughout the loading process and
should also monitor the cargo being loaded
for signs of damage, mould, insects, wetness
or staining etc. Any cargo or bags not in
sound condition should be rejected. A Letter
of Protest should be issued and ship staff
should always take photographs to help
defend any potential claims.

INFESTATION AND FUMIGATION

The discovery of insects, pests or their

residue in the cargo will generally lead to
fumigation. Good sealing of all hatch covers,
vents and accesses is necessary for
fumigation to be effective. In accordance
with the Merchant Shipping (Carriage of
Cargoes) Regulations 1997, where pesticides

are used in the cargo spaces of ships prior

to, during or following a voyage, the IMO’s
MSC.1/Circ.1358 (30 June 2010) –

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‘Recommendations on the safe use of
pesticides in ships’ must be complied with,
as appropriate. Written instructions should
be provided to the master by the designated
‘fumigator-in-charge’. The instructions should
be in a language readily understood by the
master or his representative and must
contain details about the type of fumigant
used, the possible hazards to human health
and the precautions to be taken.

The most widely used fumigant is phosphine

(hydrogen phosphide PH3) but it must be
noted that this gas is highly flammable and
the fumigation process requires a longer
period of time, at least three days, to work
completely. Methyl bromide is used in
situations where a rapid treatment of spaces
or commodities is required and fumigation
can normally be completed in less than 48
hours.

There are a number of different methods for

application, particularly of phosphine. These
include:

 surface application – fumigant applied to

top surface of the bulk cargo
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  trench application – a trench is dug and
the fumigant placed at the bottom of the
trench
 probe system – a probe is inserted into
the cargo and fumigant introduced via the
probe
 tubing along the side and bottom of cargo
holds – using a combination of tubing and
an explosion proof blower, via which the
fumigant is circulated throughout the
cargo.

Unfortunately, fumigation of bulk grains is

often ineffective because it is difficult to
attain a suitably deep penetration of the
fumigant gas into the stow.

Following the fumigation process, ventilation

of any treated spaces should be completed in
accordance with the guidelines provided and
a gas-free certificate issued before any
personnel are permitted to enter.

3. DURING THE VOYAGE

Most agricultural products contain natural
moisture and the degree to which they may
absorb, retain or release that moisture will
depend on the surrounding atmosphere.
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Ventilation requirements The purpose of
ventilation is to replace some of the
relatively warmer moisture-laden air inside
the holds with drier outside air, thereby
reducing the potential for condensation.
Wherever possible ventilation should be
conducted in accordance with the carriage
instructions provided and, obviously, when
the weather/sea conditions permit.

As a general rule, cargoes loaded in a cold

climate and transported to a warmer climate
are not ventilated, whereas cargoes loaded
in a warm climate and transported to a
colder climate are ventilated. If rice is being
carried as a bulk cargo, surface ventilation
will be required, and for bagged/general
cargo, surface ventilation as well as
ventilation via channels in the cargo will be
required.

CONDENSATION

‘Ship’s sweat’ may form on the ship’s

steelwork (including the sides of the hold,
hopper tanks and tank top) when the
dewpoint of the air in the cargo hold is higher
than the temperature of the steel. ‘Cargo
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sweat’ may form when the dew point of the
air in the hold is higher than the temperature
of the cargo i.e. if loading in cold climates
and proceeding to warmer climates.

When deciding whether or not to ventilate

the cargo, ship staff should use either:

 Dew Point Rule – VENTILATE if the

dewpoint of the air inside the hold is
higher than the dewpoint of the air
outside the hold.

DO NOT VENTILATE if the dewpoint of the air

inside the hold is lower than the dewpoint of
the air outside the hold.

 Three Degree Rule – VENTILATE if the dry

bulb temperature of the outside air is at
least 3°C cooler than the average cargo
temperature at the time of loading.

DO NOT VENTILATE if the dry bulb

temperature of the outside air is less than
3°C cooler than the average cargo
temperature at the time of loading, or
warmer.

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If bad weather prevents ventilation, the ship
staff should record this, take photographs of
the prevailing weather conditions, especially
if sea water or spray is being shipped on
deck, and issue a Sea Protest.

4. DISCHARGE
Upon arrival at the discharge port,
particularly if the port is in West Africa, it is
common to face delays. When a delay occurs,
it is vital that the ship staff continue to take
temperature readings, ventilate the cargo as
required and record all these actions in the
deck and ventilation log books. To aid
ventilation, if the weather conditions permit,
the hatch covers can be opened, subject
always to stability considerations. The cargo
may also require refumigation and this will
require the consideration of competent and
reputable fumigators.

It is also advisable for ship staff to keep a

close watch on the stevedores during all
cargo operations and to take photographs of
and report any stevedores that are:

 using hooks which may damage the bags

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  mishandling the bagged cargo
 overloading slings
 apparently pilfering the cargo.

In the event of any of the above, the master

should issue a Letter of Protest.

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