LOSS PREVENTION ADVICE
Soya beans are naturally liable to self-heat during long storage and transport periods because of their high oil content. The natural breakdown of the oil over time generates heat. A small increase in temperature will not usually have an effect on the cargo quality. However, soya bean’s high moisture content and its storage in close proximity to external heat sources can increase the rate of this process and, over time, lead to cargo temperatures of up to 90°C. The interaction between the moisture content and temperature of a soya bean cargo will additionally influence whether mould can grow. The growth of mould will deteriorate the cargo physically and further increase the temperature of the affected cargo, while also heating other beans in close proximity.
Preloading
• The holds should be prepared to ‘grain clean’ standard before loading.
• The weather-tightness of the hatch covers should be checked by ultrasonic test equipment.
• The usual checks for water- sensitive cargoes should be carried out. These may include checking cargo hold ventilator ducts, access hatches, manhole covers, air and sounding pipes. In addition, bilge lines and non-return valves should be tested for any backflow, whilst the cargo hold water ingress alarms and dewatering system (if fitted) should be tested for proper functioning.
Soya beans
The main signs of damage associated with soya bean cargo claims include discolouration of the beans, malodour (often a result of high temperatures) and mould growth. Whilst some cargo damage may be quite obvious, even upon a brief visual inspection, masters and their crews will be unable to fully determine the inherent quality or condition of the soya beans. Only laboratory analysis of representative samples can provide an overview of cargo quality and condition.
There are, however, a number of steps that can be performed at various stages in the transportation of soya bean cargoes to prevent or minimise claims activity.
• The bunker tanks adjacent to the cargo spaces that require heating should be identified and measures should be agreed with the ship’s chief engineer to ensure that the heating is sufficient (but not superfluous) for heavy fuel oil (HFO) to be pumpable. Bunker planning should be done in advance and steam supply valves should be closed for empty bunker tanks. The use of 180cst HFO can be considered when carrying heat-sensitive cargo as it can be easily transferred without heating. When carrying heat- sensitive cargoes such as soya beans, it is also recommended that the electrical supply leading to the cargo hold is isolated. Prepare to record fuel oil temperatures during bunkering and throughout the voyage.
• Understand the voyage route and whether there is a risk of ship’s sweat. Ensure the crew understand the cargo ventilation instructions prior to the voyage.
• Prepare for cargo temperatures to be measured through the temperature/sounding pipes and recorded during the voyage.
• Consider carrying out a preload survey of the cargo.
• Ensure that any carriage instructions received from the charterers are clear and understood by the crew. If there are any concerns, members should contact the club for advice.
During loading
• The crew/surveyor should take date & time stamped high-quality, colour photographs of how the cargo is delivered and loaded.
• Ensure the loading sequence is recorded in all circumstances.
• A protest should be issued by the master if any damaged cargo is presented for loading and reject visibly mouldy or darkened cargo.
• Instruct a surveyor to obtain moisture content and temperature measurements for the cargo being loaded.
• A surveyor should regularly enter the holds to inspect the cargo condition, when it is safe to do so.
• The master should ensure that when loading soya bean derived products a cargo declaration form is received (as specified in section 4.2 of the IMSBC code). It is also recommended to obtain a grain and oilseeds quality certificate well in advance of loading in order to ascertain the grade and oil/moisture content of the intended cargo. This would assist with a timely response in cases where the cargo could pose potential issues during the voyage due to its inherent condition.
• For the most accurate representative samples, cargo superintendents should refer to the guidelines as published in the Federation of Oils, Seeds & Fats Associations Ltd (FOSFA) sampling rules (see below section on sampling).
• The weather must be monitored closely by the crew. If there are periods of precipitation, loading should be discontinued as soon as possible and ideally prior to the start of any precipitation. If cargo is found to be wetted, photographs of ineffectively covered cargo prior to loading as well as any wetted loading equipment should be obtained. A protest should be issued by the master and any wetted cargo rejected. Any delays to the loading process should be detailed in both the protest and the deck log.
The Report • June 2019 • Issue 88 | 57
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