Handling of Deck Cargo

Learning Objective:
After reading this module, you should be able to:
1. What is Deck Cargo?
2. The IMO Cargo Securing Manual
3. Cargoes commonly loaded on deck
4. How Deck Cargo can be efficiently secured
5. Important Items to be cleared when securing deck cargo
6. Effect of Deck cargo on Stability of the ship

2.1 - What is Deck Cargo?

The phrase 'deck cargoes' refers to items and/or commodities carried on the weather
deck and/or hatch covers of a ship and thereon exposed to sun, wind, rain, snow, ice
and sea, so that the packaging must be fully resistant to, or the commodities
themselves not be denatured by such exposure.
Regulations VI/5 and VII/6 of the 1974 SOLAS Convention require cargo units and
cargo transport units to be loaded, stowed and secured throughout the voyage in
accordance with the cargo securing manual (CSM) approved by the administration and
drawn up to a standard at least equivalent to the guidelines developed by the
International Maritime Organization (IMO).
The guidelines have been expanded to take into account the provisions of the Code of
safe Practice for Cargo Stowage and Securing ( CSS Code), The amendments to the
code, The Code of Safe Practice for ships carrying Timber deck cargoes, and the
Codes and Guidelines for Ro-Ro Vessels, Grain Cargoes, Containers and container
vessels, and Ships Carrying Nuclear waste and Similar Radioactive Products, Such
individual publications are subject to amendments which need to be carried into the
appropriate section of the Cargo Securing Manual as they occur.
As from 1 January 1998, it is mandatory regulation for all vessels, other than exempted
vessels such as dedicated bulk solid, bulk liquid, and gas carrying vessels, to have on
board an approved and up to date Cargo Securing Manual (CSM).
Some administration may exempt certain cargo carrying ship of at less than 500 gross
tons and certain very specialized ships, but such exemption should not be assumed in
the absence of a formal exemption certificate.
It is mandatory requirements for Master and ship’s Officer to be conversant with the
CSS Code and the CSM Regulations to understand their application for the vessel in
which they are serving and to be capable of deploying correctly the hardware which
goes with it.
All securing of cargo units shall be completed before the ship leaves the berth. The
CSM and its associated hardware are subject to port state control inspection. Violation
of the CSM requirements may give rise to vessel detention and/or prosecution of the
Master and Owners. The CSS Code and CSM Regulation and their amendments
contain much sound and well-tried advice and should not be treated lightly.
The phrase Deck Cargoes refers to items and/or commodities carried on the weather-
deck and/or hatch covers of a ship and, thereon, exposed to sun, wind ,rain, snow, ice
and sea ,therefore, it’s the packaging must be fully resistant to, or the commodities
themselves, not be denatured by such exposure. Even in Ro-R vessels, many areas
above the actual hold space can reasonably be considered as o deck even still not fully
exposed to the onslaught of wind and sea.
Deck Cargoes, because of their very location and the means by which they secured, will
be subjected to velocity and acceleration stresses greater, in most instances, than
cargo stowed below decks.
2.2 - Cargoes commonly loaded on deck:
1. Containers
2. Timber Logs
3. Lumbers
4. Pulp Wood
5. Heavy Equipment and machineries
6. Trailers and trucks
7. Special Cargoes that occupy large spaces (Cannot fit inside cargo hold)

2.3 - How Deck Cargo can be efficiently secured

The Merchant Shipping (Load Lines) (Deck Cargo) Regulations 1968. (United Kingdom
Statutory Instruments No. 1089 0f 1968) set out some of the general ideas to be
followed when securing deck cargoes. The list or requirements is not exhausted but
provides a realistic base from which to work, and reads:
Inter alia:
“Deck cargo shall be so distributed and stowed:
1. As to avoid excessive loading having regard to the strength of the deck and integral
supporting structure of the ship;
2. As to ensure that the ship will retain adequate stability at all stages of the voyage
having regard in particular to:
a. The vertical distribution of the deck cargo;
b. Wind moments which may normally be expected on the voyage;
c. Losses of weight in the ship, including in particular those due to consumption of fuel
and stores: and
d. Possible increases of weight of the ship or deck cargo, including in particular those
due to the absorption of water and to icing;
3. As not to impair the weathertight or watertight integrity of any part of the ship or its
fittings or appliance, and as to ensure the proper protection of ventilators and air pipes;
4. That its height above the deck or any other part of the ship on which it stands will not
interfere with the navigation or working of the ship;
5. That it will not interfere with or obstruct access to the ship’s steering arrangements,
including emergency steering arrangements;
6. That it will not interfere with or obstruct safe and efficient access by the crew to or
between their quarters and any machinery space or other part of the ship used in the
working of the ship, and will not in particular obstruct any opening giving access to
those positions or impede its being readily secured weathertight.”
The safety of the ship and its crew are the ultimate goal when planning to load cargoes
on deck. The security of the cargo begins with making thorough plans about how the
cargo is to be lashed, braced and shored. A scale drawing of the ship deck and a scale
model of the cargo enable greater accuracy when making such plans. The details of
such plan should include the size and number of all braces, the under-deck shoring, the
number and position of all pad eyes and the cribbing required between the load and the
deck. If pad eyes are not numerous enough or are placed So that they afford poor leads
for the lashing, it is an easy matter to have them relocated. All this should be done long
before the cargo is scheduled to be loaded. After the cargo is placed on the ship as per
plan, the lashing and bracing should be installed as per Cargo Securing Manual (CSM).
2.4 – Important Items to be cleared when securing deck cargo
1. Sounding pipes to tanks and bilge’s
2. Devices for remote control valves
3. Mooring Arrangements.
4. Fire-fighting and life- saving appliances.
5. Crew accommodation and working spaces.
6. Bridge view.
The safe working of a vessel whether in port or at sea depends to a large degree upon
the ability to obtain quick and safe access to all sounding pipes caps, control valves,
mooring equipment, FFE, LSA, Crew accommodations and spaces. With this in mind, it
is imperative that any deck cargo should not be stowed over such areas mentioned nor
interfere with safe access to them and that safe and efficient means of access be
provided for all working parts of the ship, as required by the code. Numerous instances
continue to arise where ships and seaman are placed in danger because it is not
possible to walk safely across the cargo to sound tanks, bilges or to effectively close off
the upper apertures of air pipes as required by the load line Rules. Care, also must be
taken to ensure that all ventilators of whatever type serving the cargo holds are kept
clear and free for operation in the normal manner.
The distribution of load on deck covers not only space allocation, but also important is to
know the permissible load on deck. This aspect involves the safety of ship, cargo and its
crew, the effective utilization of space, the assessment of standards and the conformity
to the regulations. The permissible load on deck, is the capacity to load in ton/square
meter of space on deck and can be ascertained on the Cargo Securing Manual (CSM)
on board or stability Loading Information Manual. It provides all information pertaining to
stowage on deck, the capacity to load on top of the hatch cover and deck areas, the
stability and trim data, etc.
Spread the load: point- loading and uneven distribution of cargo weight can, and
frequently does, cause unnecessary damage to decks and hatch covers. Unless the
weather-deck has been specially strengthened, it is unlikely to have a maximum
permissible weight-loading of more than 3 tons/square meter. Similarly, unless hatch-
covers have been specially strengthened, it is unlikely they will have a maximum
permissible weight-loading of more than 1.8 ton per square meter. The ship capacity
plan and/or general arrangement plan should always be consulted. If the information is
not there, try the ship stability booklet. In the event that specific values are not available
on board the ship, allow no more than 2.5 ton per square meter for weather deck areas,
and no more than 0.75 tons per square meter for hatch cover in small vessels; 1.30 tons
per square meter in vessels over 100 Meters in length.
2.5 – Effect of Deck cargo on Stability of the ship
When carrying a cargo of timber, including logs, pulpwood and containers, part of this
cargo is frequently carried on deck. The Hazard posed by these cargoes are loss of
stability and shifting of cargo. The first is caused by putting much cargo on deck, which
is made possible by the high stowage factors of the cargo and aggravated by the deck
cargo increasing in weight by absorbing water or collecting ice and snow on deck and to
variations in consumables. The stability range decreases with the metacentric height
decrease. Shifting of the cargo is caused by a loose stowage, improper securing and
small GM due to high stowage on deck cargo. The dangers posed by deck cargoes of
timber have led to adoption internationally of the Code of Safe Practice of ships
Carrying timber Deck Cargoes. The Code and its Appendices C and D are of particular
relevance to cargo stowage and securing.
When loading timber, the height of the deck cargo above the weather-deck should not
exceed one third of the extreme breadth of the ship, on a ship within a seasonal winter
zone during winter. The height of deck cargo should be controlled that its weight does
not exceed the designed maximum permissible load on weather decks and hatches.