In these cases, the temperature of the cargo to be loaded was taken by the shipper at the stockpile, before being presented to and accepted by the master immediately prior to loading. In all cases, the vessel did not take their own readings until after loading, where they were found to be significantly higher than the stockpile temperatures provided by the shipper.

In some cases, this led to the unloading of the cargo, and disputes with charterers because of the delays that were incurred.

Why is this happening?

Taking of surface temperatures of stockpile that has been sat untouched for some time is not representative of what is going on below the surface or, indeed, the cargo’s propensity to self-heat. When the stockpile is handled by excavators or similar equipment, oxygen will be introduced into the body of the cargo, which can be a catalyst for the cargo to self-heat if not adequately weathered.

Very often, the cargo is stockpiled a significant distance from the vessel. It is then transported by truck, towed to the vessel on a barge, from where it is loaded on to the carrying vessel. These journeys can further allow air to flow through the body of the cargo.

This means that by the time the cargo has reached the vessel, it could have significantly heated to above the allowable 55°C, with the highest temperatures likely to be below the surface.

Following the IMSBC Code

With regard to the loading temperature of coal cargoes, the IMSBC Code simply states:

“Prior to loading, temperature of this cargo shall be monitored. This cargo shall only be accepted for loading when the temperature of the cargo is not higher than 55°C.”

Whilst this does not clearly allocate responsibility or when to take the temperature, the coal schedule in the Code also states:

“It is recommended that means be provided for measuring the temperature of the cargo in the range 0°C to 100°C to enable the measurement of temperature of the cargo while being loaded and during voyage without requiring entry into the cargo space.”

This intimates that it should not be simply a stockpile temperature, but a temperature taken at time of loading and that the vessel should be supplied with relevant equipment to do so.

What can we do?

Ship owners and managers should ensure vessels loading coal are provided with suitable equipment to allow the crew to be able to measure the surface temperature of coal immediately before loading.

The IMSBC Code states that crew should be adequately trained in the monitoring of coal cargoes.

Do not solely rely on the stockpile temperatures presented by the shipper.

Temperatures should be taken as frequently as possible, which in reality should mean that temperatures are taken before a barge is accepted and during the transfer of cargo from the barge.

Maintain a good standard of records of the cargo operation and temperatures recorded.

If a parcel of cargo is presented to the vessel that is in excess of 55°C, the master should not accept it for loading. The master should issue a Letter of Protest, follow the company’s procedures, and seek expert advice.

In some ports, the shipper may suggest using grabs to turn over the cargo by handling it in an attempt to cool it. In most cases this introduces more oxygen into the cargo therefore not helping the issue.

Shippers may also suggest that the cargo in the hold is sprinkled with a powder-like substance, which, they state, ‘blocks the cargo pores’ thus reducing the surface area for reaction reducing self-heating. However, the composition for this powder remains unknown and its effectiveness is not proven. Furthermore, the powder will cover only the surface of the cargo and therefore have no effect on cargo deeper within the stow.