The shift of cargo, and thus proper stowing, is a concern for ships carrying dry cargo.

Cargo that is accidentally shifted can

result in a lack of stability and, in the worst case, the total loss of a ship.

Cargo may shift either as a result of poor stowing combined with bad weather or as a secondary effect of an accident
that causes the vessel to heel, such as a collision, grounding or system malfunction.

Shift of grain cargo Grain is a type of cargo that can easily shift when the ship is rolling. The grain may in such
conditions suddenly form a new surface with an angle of as much as 25 degrees to the original horizontal loaded
surface. This will create a heeling moment that in turn reduces the ship's stability. If the ship is subject to a steady heel
over time, this may escalate the situation, in that more grain may be shifted.

The grain surface may be physically secured by cloths weighed down by bags on top or by other means (Ref. The IMO's
Grain code, A 16 to A 18). However, this is time -consuming and most ships engaged in the grain trade operate without
physically securing the load in order to reduce the time spent in port.

Check language of this sentence: In an "unsecured" grain load, the grain may shift in the available void spaces formed
between the loaded grain surface and the deck and hatch. The larger the voids, the larger the potential grain heeling
moment will be. There is a significantly higher potential grain heeling moment in a partly filled hold than in a hold that is
fully loaded. The void space under the deck also depends on the "trimming" (levelling) of the grain surface. The more
grain that is filled (trimmed) up in the "under deck" part of the hold, the less void space will be left.
Grain loading.
The trimming of under deck parts ("ends") in a full hold may also be a time -consuming and labour -intensive job. If the
"ends" are not trimmed (so -called "untrimmed ends"), the grain surface will form a natural slope from the lower part of
the hatch opening (or from special feeding holes) towards the ends of the hold. This produces a void space above this sloping surface, and hence there
may be a larger heeling moment than in a "trimmed" hold.

Grain stability requirements and the Grain Loading Declaration To prevent accidents related to a loss of stability due to a shift of grain, grain stability
requirements were gradually developed by the IMO from the earliest mention of this at the SOLAS conference in 1948 until the "International Grain
Code" (MSC.23(59)) was adopted on 23 May 1991.

The grain code contains specifications regarding grain stowage, a description of grain heeling moment calculations, stability requirements and
documentation requirements. For grain stability, there are requirements regarding the residual stability (area under GZ curve), minimum GM and maximum
heel of 12 degrees due to grain shift.

In order for a ship to be allowed to carry grain without physically securing the grain surface, it should be equipped with an approved grain loading manual
containing, among other things, information on:

n allowable grain heeling moments

n the grain heeling moments for filled holds and trimmed and untrimmed ends (if applicable)

n the grain heeling moment for partly filled holds

n instructions for grain calculations

n typical grain loading conditions

This should assist the crew in selecting loading conditions that will be safe for sailing.

The grain code also requires the ship to carry a "Grain Loading Declaration" issued by the administration, documenting that grain may be carried safely and
with a reference to the approved grain loading manual.

DNV is authorised to approve grain stability documentation and issue grain loading declarations for most flag states worldwide.

For more information, please contact: MNBNA845@dnv.com

Date: 2010 -06-25

Author: Nils Heimvik