1 Seam 2 LM Final

Issue No.
1 Page 179 of 262

S E
MT
C
ST. THERESE- MTC COLLEGES SEAM 2
Iloilo, Philippines
E
Trim, Stability, Stress

R
C
E
OL
. T H
STUDENT LEARNING MODULE

LEGES
ST
Revision No. 2 Effectivity date: Reviewed by: Approved by:
01 September 2021 QMR President
Lesson 14
Learning Module 14.1 Securing cargo (5 hours)
Competence, Course Outcomes, and Learning Outcomes
Competence:
A-II/1 F3.C2: Maintain seaworthiness of the ship
Course Outcome/s:
Calculate ship stability in compliance with the IMO intact stability

criteria under all conditions of loading
Learning Outcomes:
At the end of learning module, the student can:
1. Describe securing methods as per cargo.
Overview
Cargo is loaded onto a ship when she is floating steadily in the water, upright, or
with a practical trim astern. When the ship sails out to sea, it encounters external forces
resulting in six forms of motions acting on the ship. These motions are a threat, especially
for those ships which require cargo lashing and securing it on the open deck.
If the cargo storage is not secure enough, then there is no escape from the seas and
the wind's behavior once they show their rage. This result takes a toll on the loaded cargo,
causing damage to other cargo in the vicinity of the vessel‘s structures and fittings and even
throwing the cargo overboard. Improper cargo lashing and failure to adhere to the
procedures required for cargo stowage on ships are dangerous to property, life, and the sea
environment. This section will discuss the different type of lashing arrangement, lashing
© All Rights Reserved.

Issue No. 1 Page 180 of 262
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

material use, the process how cargoes are being secured. Computation on the stowage
Factor of every cargo and on the last part students will perform checkpoint.
Discussion
1. Key Concept
Fundamental Securing Procedures
Shifting cargo presents hazards such as damage to the vessel or explosions. All precautions
must be taken to protect cargo from shock, fire, high temperature, moisture, or any other
hazards that could lead to a catastrophe. In transit, repairs to dunnage or re-securing
shifted cargo is difficult and dangerous. The term securing describes the procedures by
which military explosives are effectively blocked, braced and tome aboard merchant-type
ships.
Securing is done to resist forces generated by vessel response to sea conditions and
includes various wooden structures. It also includes any straps or webs used to restrain
cargo stowed in the holds and on the weather deck. The terms blocking and bracing
describe, more specifically, the securing process.
Need for solid stow and securing of all cargoes

Cargo on board a ship will tend to shift with the motion of the ship. This necessitates the
cargo to be lashed (secured) to the ship structure. However, lashing with ropes/ wire ropes/
iron restraining bars is not very useful because the tightened lashings tend to work loose
with the ship's motion.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Onshore, any nut which is fitted tightly on a bolt works loosely with vibrations as such -
spring washers are used together with check nuts and split pins to prevent the working
loose of such nuts. This is not practical on shipboard lashings - except for turnbuckles and
bottle screws with restraint bars. Below deck lashings are not attended to during sailing, and
if they work loose, it is practically impossible to do a beneficial job to re-secure them.
Temporary measures are often adopted, and these may not be very useful, as stated earlier.
Thus, the only way to prevent the lashings from working loose is to stow the cargo very
close to each other and then to shore the cargo with timber. This would prevent the cargo
from acquiring momentum while swaying with the ship and thus prevent to a large extent
the working loose of the lashings.
For bagged cargo, if the same is not stowed solidly and thus allowing too much-broken
stowage, it would tend to shift with the ship's motion, thus shifting the center of gravity
laterally and inducing a list to the ship. This, coupled with the ship's heeling, would make
the weather deck of a ship too close to the water line and endanger its safety.
Therefore, bulk cargo on general cargo carriers is saucered with the same cargo to prevent
the cargo from shifting to one side.
Deck cargo due to the high KG is especially vulnerable to lateral shifting, and the lashings
work loose and part lashing. Especially since the transverse momentum gained by such
cargo during the rolling of a ship is liable to part lashings. Thus, all deck cargo has to be
definitely shored and then also lashed to deny the cargo from gaining any momentum.
This prevents the individual pipes from sliding, and since, as mentioned, the
transverse momentum is quite considerable when the ship is rolling. The pipes are thus
prevented from damaging the sidewalls of the hold. This is severe since repeated banging
has resulted in tearing holes in the shipside plates below the waterline and the ship
capsizing due to water's inflow.
Cargo liable to slide during rolling, such as steel rails, should be Stowed fore and
aft
All long cargoes such as steel rails, pipes, long steel plates, and steel coils are
stowed with their ends in the fore and aft. This again is necessary because most of these
cargos cannot be individually lashed. They are instead grouped into bundles, and the
bundles are lashed to make many small bundles of pipes or rails as the case may be.
This prevents the individual pipes from sliding, and since, as mentioned, the
transverse momentum is quite considerable when the ship is rolling. The pipes are thus
prevented from damaging the sidewalls of the hold. This is severe since repeated banging
has resulted in tearing holes in the shipside plates below the waterline and the ship
capsizing due to water's inflow.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Commonly used Cargo Securing Arrangements
Blocking
Blocking is the act of attaching solid pieces of wood, or blocks, to a deck, bulkhead,
or overhead, so that these pieces‘ lean directly against the cargo to prevent its movement.
Blocking must be braced, shored, or tome to be effective. The basic technique of blocking
from which more complex securing structures are developed. Additional bracing would be
required to secure the item adequately. Since blocking may be nailed directly into the
wooden deck, the load may be secured in any location in the hold without the need for
extending pieces to permanent ship structures for bracing. Since it is tough to drive nails
into a metal deck, 4- by 4-inch lumber must be extended to the bulkhead to provide
necessary bracing.
Shoring and Tomming

Shoring, which includes blocking and bracing, is the process of securing cargo to
prevent side-to-side movement by supporting it from the side. Shoring may also be used to
prevent downward movement by supporting cargo from below. Tomming is the securing of
cargo to prevent upward movement. Personnel secures the cargo by running lumber from
the ship's overhead structure down to the cargo either vertically or at an angle.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Lashing
Lashing is the securing of cargo for transportation to minimize shifting. Items used for
lashing include ropes, cables, wires, chains, strapping, and nets. These items are anchored
to the container and tensioned against the cargo. Another form of lashing used four devices
attached to the top of each corner of a container. Lashing is products and methods are
governed by various authorities such as the Association of American Railroads (AAR) for rail
transportation in North America, the International Maritime Organization (IMO) for ocean
transportation, and the National Motor Freight Traffic Association (NMFTA).

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Choking
The process of securing cargo inside a container. This includes strapping, dunnage,
or using air cushions to stabilize the cargo. Proper choking of cargo reduces the risk of
damage during transport of both the cargo and the container.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
 Locking
This means that the cargo is mechanically locked to the load bearer. One example is
twist lock for containers.
 Filling: Use of airbags, empty pallets, old tires, etc. to fill the voids and broken
stowage between items of cargo and
between cargo and ship’s structures
 Anti-skid: Flat-boards are used to

increase frictional capabilities of the
cargoes
 Binding: Even out a stow with dunnage

to make several units into one block. Also,
stowing bags or cartons in different
directions in each layer forms a self-locking slab which is a tight stow for
shifting cargoes
 Structural Modifications: Cumbersome and uncomfortably shaped cargo

may be secured by welding the unit directly to the ship’s structure or by
fabricating a steel framework or other support or chock which is permanently
attached to the ship’s structure
Different kinds of lashings
Web lashings
Use web lashing or textile lashing is one of the most common ways of securing cargo. One
method that is often used is top-over lashing (friction lashing). When using a top-over
lashing, the cargo is pressed down against the load carrier by the tensioning force built up in
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

the lashing; simplified, one could say that the weight is ―increased.‖ This combined ―weight‖
in interaction with the actual friction between the cargo and the load carrier's surface
prevents the cargo from sliding. This type of lashing is also used to prevent cargo from
tipping and wandering.
The tensioning force for the current lashing can be found on the marking (label) of the
lashing and is called STF. When using the lashing as a direct lashing or a loop-lashing,
straight pull strength is used. When doing so, the LC, or Lashing Capacity, is used.
Chain lashings
A chain lashing is used in the same way as a web lashing, with the distinction that it is more
commonly used as a direct lashing. With a chain lashing in G80 or G100, much higher values
for LC and STF are reached.
Fixed winches
Fixed winches are often mounted on the outside of the load bearer. They can be of a simple
configuration with a slotted axis, tensioning device, locking, or more advanced being
encapsulated containing web storage. They can be bolted or welded in place.
Heavy loads and Heavy lifts

Heavy-lift items and project cargo are often of high value and great weight. They
may have delicate parts that must not be contacted, and they may or may not be suitable
for carriage on deck, which will undoubtedly mean wetting by rain and seawater. They must
be fitted with lifting points and lashing points of adequate strength and positioned
inappropriate places. The carriage of these items should be planned in great detail from
origin to destination. Of particular interest here is the planning of the stowage and securing.
Stowing and securing vehicles and trailers
Wheel-based cargoes, in the context of these guidelines, are all cargoes which are provided
with wheels or tracks, including those which are used for the stowage and transport of
other cargoes, except trailers and road-trains (covered by chapter 4 of this Code), but
including buses, military vehicles with or without tracks, tractors, earth-moving
equipment, roll-trailers, etc.
 The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean,
and free from grease and oil.
 Wheel-based cargoes should be provided with adequate and marked securing points
or other equivalent means of sufficient strength to which lashings may be applied.
 Wheel-based cargoes which are not provided with securing points should have those
places where lashings may be applied marked.
 Wheel-based cargoes, which are not provided with rubber wheels or tracks with a
friction-increasing lower surface, should always be bestowed on wooden dunnage or
other friction-increasing material such as soft boards, rubber mats, etc.
 When in a stowage position, the brakes of a wheel-based unit should be set if so
equipped.
 Wheel-based cargoes should be secured to the ship by lashings made of a material
with strength and elongation characteristics equivalent to steel chain or wire.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

 Where possible, wheel-based cargoes, carried as part cargo, should be stowed close
to the ship's side or in stowage positions that are provided with sufficient securing
points of sufficient strength or be block-stowed from side to side of the cargo space.
 To prevent any lateral shifting of wheel-based cargoes not provided with adequate
securing points, such cargoes should, where practicable, be bestowed close to the
ship's side and close to each other or be blocked off by other suitable cargo units
such as loaded containers, etc.
 To prevent the shifting of wheel-based cargoes, it is, where practicable, preferable to
stow those cargoes in a fore-and-aft direction rather than athwart ships. If wheel-
based cargoes are inevitably stowed athwart ships, additional securing of sufficient
strength may be necessary.
 The wheels of wheel-based cargoes should be blocked to prevent shifting.
 Cargoes stowed on wheel-based units should be adequately secured to stowage
platforms or provided with suitable means to its sides. Any movable external
components attached to a wheel-based unit, such as derricks, arms, or turrets,
should be adequately locked or secured in position.
Cargo securing arrangements

 Particular care should be taken to distribute forces as evenly as practicable between
the cargo securing devices. If this is not feasible, the arrangements should be
upgraded accordingly.
 Suppose due to the complex structure of a securing arrangement or other
circumstances, the person in charge cannot assess the suitability of the arrangement
from experience and knowledge of good seamanship. In that case, the arrangement
should be verified by using an
acceptable calculation method.
Passenger operations
A passenger ship is a merchant ship

whose primary function is to carry
passengers. However, the type does
include many classes of ships
designed to transport substantial
numbers of passengers and freight.
Indeed, until recently, virtually all
ocean liners could transport mail,
package freight, and express and
other king posts, or other cargo-
handling gear, cargo holds, and
derricks were equipped for the
purpose. Only in more recent ocean
liners and virtually all cruise ships
have this cargo capacity been
eliminated.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
DEFINITIONS:
Stowage Factor (SF) - Indicates how many cubic meters of space one metric ton
(or cubic feet of space one long ton) of a particular type of cargo occupies in a hold
of a cargo ship.
SF = volume / weight
Broken Stowage - The loss of space caused by irregularity in the shape of packages. Any
void or space in a vessel or container not occupied by cargo.
Obstructions in holds, such as pillars, ladders, stanchions, large-angle brackets, and beams,
will promote broken stowage through modern construction has minimized this.
Calculation of the weight that the hold will contain if the hold and
stowage factor's capacity is given.
Ex. How many tons of maize cargo with SF of 1.32 m3/MT would fit into a hold with a grain
capacity of 5712 m3?
Weight = volume / SF
= 5712m3 / 1.32m3/MT
Weight = 4327 MT
Calculation of the space required if the weight and the stowage factor of
one or more cargoes are given.
Ex. A vessel with a total grain capacity of 31,958.8 m3 shall load 20,000MT bulk cargo with
SF = 1.19 m3/MT. Determine if she can take the cargo using all her holds.
Volume = weight x SF
= 20000 MT x 1.19 m3/MT
Volume = 23800 m3
The vessel can load the given Cargo.
Calculation of the number of packages of given dimensions that can be

loaded in a stated space, making allowance for broken stowage.
Ex. A tween deck's dimensions gave a bale capacity of 780 m³are 13mx 10 m x 6m. this
space is filled with 220t of cotton bales (SF 2.34m³/t and BS 7.5%) and a carpet roll. (4 m
in length and 0.85m in diameter). What is the maximum number of carpet rolls you can
carry and show how you will fit them in with a plan view of the tween deck?
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
SF of cotton bales corrected for BS = 2.34 + 7.5% of 2.34

= 2.5155 m³/t
The volume occupied by the cotton bales = SF x Weight

= 2.5155 m³/t x 220 t = 553.41 m³
Remaining volume for carpet rolls = Total volume – Volume occupied by cotton blades
= 780m³ - 553.41m³ = 226.59 m³
Height of this space = 226.59 = 1.743 m

13x 10
Case 1
60 + 12 = 72

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
1st Tier = 11, Total = 11 x 3 = 33
2nd Tier = 13, Total = 13x 3 = 39
Balance Space =2
Total = 74
References
– 3G E-Learning. (2017). Essential seamanship. USA: 3G E-Learning LLC.

– 3G. E-Learning (2017). Ship and operation‘s management. USA: 3G E
Learning LLC
- Patterson, Chris J. & Jonathan D. Ridley. (2014). Ship stability, powering and
resistance. London: Adlard Coles Nautical.
- Arora, Shiven, (2014). Merchant ship naval architecture. New Delhi, India:
Venus books.
- Barrass, C.B. and Derrett, D.R. (2012). Ship stability for masters and mates. 7th Ed.
USA: Butterworth-Heinemann.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Checkpoint
Activity 1: Enumeration:
A. 5 Ways of securing cargoes.
B. 3 Hazards in the actual securing procedure to be taken to protect the cargo.
C. 2 Kinds of lashing.
Do this
Activity 2: True or False:

1. Volume is length times wide times twice height.
2. Broken Stowage is the loss of space caused by irregularity in the shape of packages.
3. The stowage factor indicates how many cubic centimeters of space one metric ton
can occupy.
4. The formula for finding the stowage factor is weight times volume.
5. Base on the diagram of the type of cargo, coal has a stowage factor of 1.40 m3/MT.
6. The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean,
and free from grease and oil.
7. Structural Modifications is a weighty and uncomfortably shaped cargo that may be
secured by welding the unit directly to the ship‘s structure.
8. Anti-skid is a flat-boards that are used to increase frictional capabilities of the

cargoes.
9. Lashing is the securing of cargo for transportation with the goal of minimizing
shifting. Items used for lashing include ropes, cables, wires, chains.
10. The terms blocking and bracing describe, more specifically, the securing process.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Assessment
Describe the following securing methods of cargo:
1. Blocking
2. Choking
3. Structural modification
4. Lashing
5. Binding

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Lesson 15
Learning Module 15.1 Deck cargo (5 hours)
Competence:
Course Outcome/s:

Learning Outcomes:
At the end of the learning module, the student can:
1. Describe how to deck cargo should be placed so as not to obstruct the view
from the navigating bridge or over-side at the bow.
Overview
Commodities or any items loaded on open deck, expose to sunlight, wind, snow or
and any form of weather or even secured above the hatch cover are consider to be a
Deck cargo. On this section will discuss different type cargoes that can be loaded on
open deck, the dangers of open cargo, Stowage and Lashing of Timber deck cargoes as
laid down by IMO code of Safe Practice for Ships Carrying Timber Deck Cargoes, also
Chapter V on Regulation 22 ―Navigation Bridge Visibility‖: On the last part students will
perform the checkpoints.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Deck Cargo
The phrase ‗deck cargoes‘ refers to items and commodities carried on the weather deck
and 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.
Deck cargoes, because of their exact location and how they are secured, will be subjected to
velocity and acceleration stresses greater, in most instances, than cargo stowed below
decks.
Therefore, the stowage, lashing, and securing of cargoes require special attention as to
method and to detail if unnecessary risks are to be avoided.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Discussion
Deck Cargo
Cargo typically carried on deck includes the following but is not limited to these and
many exceptional cargoes may be carried and have been carried in the past.
 Dangerous cargo – IMDG cargo not permitted on deck
 Large packages, which due to any size restriction, may have to be loaded on to
the deck
 The above includes engineering or construction equipment
 Odd size package
 The bulk volume far exceeds the cargo's weight – knocked down bridges, port
equipment – not skillfully liable to weather damage.
 Occasionally livestock in limited numbers
 Onions or other perishables – short voyages with the weather holding
 Yachts – luxury boats.
 Cast iron goods – manhole covers – pipes.
The list is endless, and it all depends on the routes, the trading pattern, and the weather.
Deck Cargo
Whether on the deck or under deck stow, the cargo has to be stowed well, and the cargo
should be prevented from moving and gaining enough momentum to part lashings and
damage the ship structure.
Deck cargo is liable to damage itself – fall overboard and thus be lost. However, the misery
does not stop here in the act of parting, lashing, and going overboard the deck cargo
unleashes considerable damage to the ship structure as well as the crewmembers.
Small, apparently insignificant items such as sounding pipes and air pipes are often torn out,
and this may endanger the ship from the resulting chances of flooding lower down
compartments. Crewmembers ordered to lash cargo where the lashings have parted have
The point is to have an excellent solid stow – prevent the cargo from shifting and gaining
momentum with the shift since this would part any strong lashing. The lashing undertaken
should be for the worst sea condition that may be experienced.
Deck cargo loading on top of hatch covers should be carefully planned. All loading of under
deck spaces should have been completed – lashing may continue with portable lights.
The hatch covers should be closed and battened down – all side wedges, as well as cross
wedges (center wedges), should have been fitted. With the hatch cover sealed for the sea,
space should then be given out to load deck cargo.
The hatch covers' permissible load density should be checked, and timbers laid to spread the
cargo's weight. The load density of the hatch covers is given for a new vessel, and as the
ship ages, the load density would reduce due to fatigue of the metal and wear and tear.
Thus, the utmost need to spread the weight using timber.
Shoring and toming of the hatch cover from below deck are practically useless since the
hatch cover moves/ slides somewhat with the ship's motion.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

The height of the cargo on the hatch covers and that on deck should not be so high that the
view is obstructed from the Navigating Bridge.
The ice's weight may be more than a hundred tons, thus the danger of a ship regarding
stability.
As with the above, any deck cargo, for that matter, would have a very high KG. As such, the
GM (F) would be relatively small. Especially in the case of GC vessels, which do not have a
huge GM (F), deck cargo loading is bound to lead to further loss of GM (F). If the shiploads
the deck cargo with her gear, then the ship would, during the loading operation, have still
further low GM (F) due to the KG of the load being at the top of the derrick/crane for part of
the loading sequence.
The bulk volume far exceeds the cargo's weight – knocked down bridges, port equipment –
not skillfully liable to weather damage.
Containers on deck
When they are loaded on the deck, Containers are subject to the following consideration –
barring stability, which would have been planned for.
 The load density of the deck
 Spreading the load of the container evenly
 Chocking the container base to prevent shifting due to rolling or pitching
 Lashing the container for the above as well to prevent the container from being
bodily lifted.
 Placing the containers in as close a group as possible
 Safeguarding the sounding pipes and the air pipes within the periphery of the
container space.
 Keeping the fire hose boxes clear and the passage leading to them, the fire hydrants
should similarly be kept clear.
 No lashing should be taken, which would damage or cause to be damaged the fire
lines.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

 Checking that the leads for the lashing wires are adequate as well as that the
chocking points are well supported
 Keeping a passage for crew members to check the lashings during a voyage.
In general, the close stow is difficult on GC vessels where the container is usually loaded
between the hatch coaming and the bulwark. The container should be loaded as close as
possible to the hatch coaming and close to the Mast House structure. If few containers
are being loaded, the Mast House structure's shelter should be kept in mind.
The load is spread by having the container loaded onto timbers at least 4‖ x 4‖. The
timbers should be extended well beyond the container's shoe in all directions to spread the
load. Once this is done, the chocking of the container is started. Heavy timbers are used,
and the container is first secured to prevent any lateral and transverse shifting. While
selecting choking points, all heavy frameworks should be selected. Bulwark stays are not
strengthened enough to be used as choke points.
Hatch coamings may be used and as a last resort bulwark stay. After the choking is
completed, the container is lashed. The lashing is further to prevent the longitudinal as well
as the transverse shifting. For this, the base shoes offer the best lashing points. To prevent
the container from being bodily shifted out, the lashings are continued to the top shoes.
All lashing should be separate in the sense that a single lashing wire should not be
passed over a few shoes and then lashed at the final point. Each lashing should have a
turnbuckle or bottle screw incorporated, and there should be at least 60% free thread in
them after the completion of lashing.
The bottom lashing and the top lashing should not be counted together to assess the
total number of lashings taken for the container. The top lashings are for the bodily rise and,
as such, should be counted separately.
This shows a container ship lashing; note

that the container is loaded onto the ship
shoe slots which are strengthened, the
rod lashings are only for the top of the
containers.
Here the bottom shoes are not lashed
since the ship‘s sunken shoes and twist
locks effectively chock and lash the
bottom of the container.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Stowage and Lashing of Timber deck cargoes as laid down by IMO code of Safe
Practice for Ships Carrying Timber Deck Cargoes
The purpose of the Code is to make recommendations on stowage, securing, and
other operational safety measures designed to ensure the safe transport of mainly timber
deck cargoes.
This Code applies to all ships of 24 m or more in length engaged in timber deck
cargoes' carriage. Ships that are provided with and using their timber load line should also
comply with the requirements of the Load Line Convention's applicable regulations.
Timber load line

A particular load line is assigned to ships complying with certain conditions related to
their construction set out in the International Convention on Load Lines and used when the
cargo complies with the stowage and securing conditions of this Code. A weather deck
means the uppermost complete deck exposed to weather and sea.
The stability of the ship
Including loading and unloading timber deck cargo should be positive and to a standard
acceptable to the Administration. It should be calculated having regard to:
 The increased weight of the timber deck cargo due to:
 Absorption of water in dried or seasoned timber, and
 Ice accretion, if applicable;
 Variations in consumables;
 The free surface effect of liquid in tanks; and
 Weight of water trapped in broken spaces within the timber deck cargo and
especially logs.
 Safety precautions to be taken as far as stability of the ship is concerned

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST


The master should:
Cease all loading operations if a list develops for which there is no satisfactory
explanation, and it would be imprudent to continue loading;
Before proceeding to sea, ensure that:

 The ship is upright;
 The ship has an adequate metacentric height; and
 The ship meets the required stability criteria.
Ships carrying timber deck cargoes should operate, as far as possible, with a safe margin of
stability and with a metacentric height that is consistent with safety requirements. Still, such
metacentric height should not be allowed to fall below the recommended minimum.
Visibility from Navigation Bridge must conform with the IMO requirements and additionally
to special needs like those for Panama Canal, etc., as applicable. Reducing the vessels Trim
or changing the Deck Cargo Stowage may be required to reduce the blind sector within
limits.
Extract from SOLAS 1974 (as amended) Ch V Regulation 22 Navigation bridge

visibility:
1. Ships of not less than 45 m

in length, as defined in
regulation III/3.12,
constructed on or after 1 July
1998, shall meet the
following requirements:
2. More than two ship lengths shall not obscure the view of the sea surface from the
conning position, or 500 m, whichever is less, forward of the bow to 108 on either
side under all conditions of draught, trim, and deck cargo;
3. No blind sector, caused by cargo, cargo gear, or other obstructions outside of the
wheelhouse forward of the beam that obstructs the sea surface view as seen from
the conning position, shall exceed 108. The whole arc of blind sectors shall not
exceed 208. The clear sectors between blind sectors shall be at least 58. However, in
the view described in .1, each blind sector shall not exceed 58;
4. The horizontal field of vision from the conning position shall extend over an arc of
not less than 2258 that is from right ahead to not less than 22.58 abaft the beam on
either side of the ship;
5. From each bridge wing, the horizontal field of vision shall extend over an arc of at
least 2258 that is from at least 458 on the opposite bow through right ahead and
then from right ahead to the right astern through 1808 on the same side of the ship;
6. From the main steering position, the horizontal field of vision shall extend over an
arc from right ahead to at least 608 on each side of the ship;
7. The ship‘s side shall be visible from the bridge wing;

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

8. The height of the lower edge of the
navigation bridge front windows above the
bridge deck shall be kept as low as possible.
In no case shall the lower edge present an
obstruction to the forward view as
described in this regulation;
On deck cargo stowage
may affect bridge visibility
if not appropriately planned
9. The upper edge of the navigation bridge
front windows shall allow a forward view of
the horizon for a person with a height of the
eye of 1,800 mm above the bridge deck at
the conning position when the ship is
pitching in heavy seas. The Administration,
if satisfied that a 1,800 mm height of eye is
unreasonable and impractical, may allow
reduction of the height of eye but not to
less than 1,600 mm;
10. Windows shall meet the following requirements:
o .9.1 To help avoid reflections, the bridge front windows shall be inclined from
the vertical plane top out, at an angle of not less than 10 8 and not more
than 25 8;
o .9.2 Framing between navigation bridge windows shall be kept to a minimum
and not be installed immediately forward of any work station;
o .9.3 Polarized and tinted windows shall not be fitted;
o .9.4 A clear view through at least two of the navigation bridge front windows.
Depending on the bridge configuration, an additional number of clear-view
windows shall be provided at all times, regardless of weather conditions.
References

– 3G. E-Learning (2017). Ship and operation‘s management. USA: 3G E
Learning LLC
- Patterson, Chris J. & Jonathan D. Ridley. (2014). Ship stability, powering and
- Arora, Shiven. (2014). Merchant ship naval architecture. New Delhi, India:
Venus books.
- Barrass, C.B. and Derrett, D.R. (2012). Ship stability for masters and mates. 7th Ed.
USA: Butterworth-Heinemann.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Checkpoint
Activity 1: Multiple Choice

1. Which of the following are the safety factors which must be considered both before
and when using a pair of derricks rigged to operate in union purchase?
A. All shackles, hooks, blocks, and pins must be brand new
B. All shackles, hooks, and pins to be of the same SWL as the derrick they
served
C. Bigger and stronger wires should be used
D. All blocks and shackles must be properly greased
2. Which of the following requirements to ships stability for regular operation
corresponds to present regulations? (NSCL 4/12.2)
A. The ship is loaded in such a manner that adequate stability is achieved in all
loading conditions.
B. Centre of gravity shall be calculated with accuracy better than 5 percent.
C. The competent authority must approve waters with the danger of icing,
loading of deck cargo.
D. Unless otherwise stated in the approved stability calculation, the deck cargo's
total weight shall not exceed 50 metric tons.
3. What should you do to minimize the effects of a tender vessel when carrying a
cargo of lumber?
A. Maximizes your deck load
B. Distribute lumber so that those stowing most compactly per unit of weight are
in the upper holds
C. Place the heaviest woods in the lower holds
D. Keeps the vessel's frame spaces free from lumber
4. When loading deck cargo, what reference would you employ to ensure that the
vessel's safety is not impaired?
A. Pre-Stowage Plan
B. Holds Capacity Plan
C. Bulk Carrier handling code
D. The Merchant Shipping (Load Lines) (Deck Cargo) Regulations 1968
5. At which temperature should refrigerated cargoes be carried?
A. Below +50° Celsius C. As instructed by chief officer
B. As stated by shipper D. As instructed by the chief
engineer
6. Which of the following kinds of cargo must be carried in a deep-frozen state?
A. Coal, minerals C. Fish, meat, butter
B. Fish meal, malt D. Fresh fruits, vegetables
7. A type of lashing system used using levers and turnbuckles for chains, quick release
tensioned for the wire.
A. Webbing C. Lashing gear
B. Tensioning D. Tie down and lashing
8. What is the meaning of the term tare weight?

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

A. Pounds of force necessary to damage a container
B. Weight of a container
C. Total weight of a container
D. Weight of the contents of a container
9. Aside from broken stowage, what else should be avoided?
A. Light loads C. Height above
B. Heavy loads D. Unused spaces
10. What type of lashing arrangement is needed on the weather deck for securing two
containers high?
A. Twist locks C. No lashing arrangement
needed
B. Rods and turnbuckles D. Twist locks and rods with
turnbuckles
Do this
Activity 2: Enumeration
A. 5 Condition when containers are loaded on deck is subject to the following

consideration.
B. 5 Samples of deck cargo are usually carried on deck.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Assessment:
Fill in the blanks.
1. ______ refers to items and commodities carried on the weather deck and hatch
covers of a ship.
2. ______ may be used and as a last resort bulwark stay.
3. The purpose of the ______ Code is to make recommendations on stowage,
securing, and other operational safety measures.
4. _____ is a particular load line assigned to ships complying with certain conditions
related to their construction and used when the cargo complies with the stowage
and securing conditions.
5. The ship‘s side shall be visible from the _____.
True or false
1. Deck cargo loading on top of hatch covers should be carefully planned.

2. The hatch covers should be closed and battened down-all side wedges, as well as
cross wedges (center wedges), should have been fitted.
3. The bottom lashing and the top lashing should be counted together to assess the
total number of lashings taken for the container.
4. A weather deck means the uppermost complete deck exposed to weather and sea.
5. Ships carrying timber deck cargoes should operate, as far as possible, with a safe
margin of stability and with a metacentric height

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Lesson 16
Learning Module 16.1 Container Cargo (5 hours)
Competence:
Course Outcome/s:

Learning Outcomes:
At the end of learning module, the student can:
Evaluate the factors involved in planning a container stow concerning:

-the types and sizes of container
-stability, trim, and list.
-stack height and weight.
-dangerous goods.
-special stowage restrictions.
Overview
Containers and chassis are available in numerous configurations to meet customer needs.
Equipment can be selected by length and height; closed, open-top, or flap track; dry or
liquid cargo suitable; refrigerated or ambient; fixed wheelbase or slider, tandem or tri-axle;
straight frame or drop frame, or other specifications to meet cargo needs.
The efficiency of containerization for transporting consumer goods and certain raw materials
has facilitated international trade growth. Significant efficiencies in packaging and handling
have increased productivity and reduced damage that has resulted in significant growth in
volumes. Every Container and chassis have a unique alphanumeric identity linked to the

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

owner or operating company. This assists with tracking units associated with specific
shipments and permits visibility throughout the supply chain.
In addition, topic discuss on this lesson are the different type of container, material used in
securing of container. And on the last part of lesson checkpoint are provided to the
students.
Discussion
2. Key Concept
Container Cargo Definition and terms:

Containers come in two basic sizes – 20-Footer and 40-Footer and are commonly known as
TEU (Twenty Equivalent Units) and FEU (Forty Equivalent Units).
The container's external body is made of corrugated sheet metal and is not capable of
taking any load. The four corners have shoes and are strengthened to take in load.
The inside bottom has a wooden ceiling. There are weather-insulted vents provided to
facilitate venting.
The weights marked on the containers are TARE weight and LADEN weight. TARE weight is
the empty container's weight and is usually 2200KGS for a TEU, while the LADEN weight
may be anything from 20000KGS to 32000KGS (strengthened steel construction).

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
The container shoes fitted at the corners are hollow with five oval slots to facilitate container
fittings and lift the container – either by using conventional wire slings or by spreaders.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
The containers are loaded onto a container ship in a specified manner. The ship is divided
into BAYS or ROWS. Looking from the side, the bays are marked from forward to aft. The
containers are stacked in tiers and are, in general, called the stacks.
This ensures that any container can be located very quickly – knowing the bay
number and the row number isolates the location, and the stack height gives the container's
exact position.
The containers are lowered onto slots inside the holds on container ships, the bottom
of the hold is provided with recessed shoes, twist locks/ stackers are fitted onto these, and
the container is lowered onto them.
Cell Guides on Deck – Open

hatch concept

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

The Most Common Shipping Container Types:
Dry Containers
Dry Containers are the most commonly used
containers in the world. They can be used to
transport most of the products. Dry
containers are available in sizes of 10 feet,
20 feet, and 40 feet.
Flat Rack Shipping Containers

Flat Rack containers are used to load over-
sized items, construction equipment,
building supplies, or heavy machinery.
These containers have 2 sides that can be
folded up or down to accommodate different
cargo.
DOUBLE DOORS CONTAINER

THEY ARE KIND OF STORAGE UNITS THAT ARE
PROVIDED WITH DOUBLE DOORS, MAKING A WIDER
ROOM FOR LOADING AND UNLOADING OF
MATERIALS. CONSTRUCTION MATERIALS INCLUDE
STEEL, IRON ETC. IN STANDARDIZED SIZES OF 20FT
AND 40FT.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
OPEN TOP CONTAINER

WITH A CONVERTIBLE TOP THAT CAN BE
COMPLETELY REMOVED TO MAKE AN OPEN TOP
SO THAT MATERIALS OF ANY HEIGHT CAN BE
SHIPPED EASILY.
TUNNEL CONTAINER
CONTAINER STORAGE UNITS PROVIDED WITH
DOORS ON BOTH ENDS OF THE CONTAINER, THEY
ARE EXTREMELY HELPFUL IN QUICK LOADING AND
UNLOADING OF MATERIALS.
OPEN SIDE STORAGE CONTAINER

THESE STORAGE UNITS ARE PROVIDED WITH DOORS
THAT CAN CHANGE INTO COMPLETELY OPEN SIDES
PROVIDING A MUCH WIDER ROOM FOR LOADING OF
MATERIALS.
REFRIGERATED ISO CONTAINERS

THESE ARE TEMPERATURE REGULATED SHIPPING
CONTAINERS THAT ALWAYS HAVE A CAREFULLY
CONTROLLED LOW TEMPERATURE. THEY ARE
EXCLUSIVELY USED FOR SHIPMENT OF
PERISHABLE SUBSTANCES LIKE FRUITS AND
VEGETABLES OVER LONG DISTANCES.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
INSULATED OR THERMAL CONTAINERS

THESE ARE THE SHIPPING STORAGE CONTAINERS
THAT COME WITH A REGULATED TEMPERATURE
CONTROL ALLOWING THEM TO MAINTAIN A
HIGHER TEMPERATURE.
THE CHOICE OF MATERIAL IS SO DONE TO ALLOW
THEM LONG LIFE WITHOUT BEING DAMAGED BY
CONSTANT EXPOSURE TO HIGH TEMPERATURE.
THEY ARE MOST SUITABLE FOR LONG DISTANCE
TRANSPORTATION OF PRODUCTS .
TANKS
CONTAINER STORAGE UNITS USED MOSTLY FOR
TRANSPORTATION OF LIQUID MATERIALS; THEY ARE
USED BY A HUGE PROPORTION OF ENTIRE SHIPPING
INDUSTRY. THEY ARE MOSTLY MADE OF STRONG STEEL
OR OTHER ANTI CORROSIVE MATERIALS PROVIDING
THEM WITH LONG LIFE AND PROTECTION TO THE
MATERIALS.
CARGO STORAGE ROLL CONTAINER

A FOLDABLE CONTAINER, THIS IS ONE OF THE
SPECIALIZED CONTAINER UNITS MADE FOR
PURPOSE OF TRANSPORTING SETS OR STACKS OF
MATERIALS. THEY ARE MADE OF THICK AND
STRONG WIRE MESH ALONG WITH ROLLERS THAT
ALLOWS THEIR EASY MOVEMENT. AVAILABILITY
IN A RANGE OF COLORED WIRE MESHES MAKE
THESE SHIPPING CONTAINER UNITS A LITTLE
MORE CHEERFUL .

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
HALF HEIGHT CONTAINERS

ANOTHER KIND OF SHIPPING CONTAINER
INCLUDES HALF HEIGHT CONTAINERS.
MADE MOSTLY OF STEEL, THESE
CONTAINERS ARE HALF THE HEIGHT OF
FULL-SIZED CONTAINERS. USED
ESPECIALLY FOR GOOD LIKE COAL, STONES
ETC WHICH NEED EASY LOADING AND
UNLOADING.
CAR CARRIERS
CAR CARRIERS ARE CONTAINER STORAGE UNITS
MADE ESPECIALLY FOR SHIPMENT OF CARS OVER
LONG DISTANCES. THEY COME WITH
COLLAPSIBLE SIDES THAT HELP A CAR FIT
SNUGLY INSIDE THE CONTAINERS WITHOUT THE
RISK OF BEING DAMAGED OR MOVING FROM THE
SPOT.
INTERMEDIATE BULK SHIFT

CONTAINERS
THESE ARE SPECIALIZED STORAGE SHIPPING
CONTAINERS MADE SOLELY FOR THE PURPOSE OF
INTERMEDIATE SHIPPING OF GOODS. THEY ARE
DESIGNED TO HANDLE LARGE AMOUNTS OF
MATERIALS AND MADE FOR THE PURPOSE OF
SHIPPING MATERIALS TO A DESTINATION WHERE
THEY CAN BE FURTHER PACKED AND SENT OFF TO
FINAL SPOT.
DRUMS
AS THE NAME SUGGESTS, CIRCULAR SHIPPING
CONTAINERS, MADE FROM A CHOICE OF
MATERIALS LIKE STEEL, LIGHT WEIGHT METALS,
FIBER, HARD PLASTIC ETC. THEY ARE MOST
SUITABLE FOR BULK TRANSPORT OF LIQUID
MATERIALS. THEY ARE SMALLER IN SIZE BUT DUE
TO THEIR SHAPE, MAY NEED EXTRA SPACE.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
SPECIAL PURPOSE CONTAINERS

NOT THE ORDINARY CONTAINERS, THESE ARE THE
CONTAINER UNITS, CUSTOM MADE FOR SPECIALIZED
PURPOSES. MOSTLY, THEY ARE USED FOR HIGH
PROFILE SERVICES LIKE SHIPMENT OF WEAPONS AND
ARSON. AS SUCH, THEIR CONSTRUCTION AND
MATERIAL COMPOSITION DEPENDS ON THE SPECIAL
PURPOSE THEY NEED TO CATER TO. BUT IN MOST
CASES, SECURITY REMAINS THE TOP PRIORITY.
SWAP BODIES
THEY ARE A SPECIAL KIND OF CONTAINERS USED
MOSTLY IN EUROPE. NOT MADE ACCORDING TO
THE ISO STANDARDS, THEY ARE NOT
STANDARDIZED SHIPPING CONTAINER UNITS BUT
EXTREMELY USEFUL ALL THE SAME. THEY ARE
PROVIDED WITH A STRONG BOTTOM AND A
CONVERTIBLE TOP MAKING THEM SUITABLE FOR
SHIPPING OF MANY TYPES OF PRODUCTS.
Stability, Trim, and List:

Stability
Ship stability is the ability of a ship to float in an upright position

and, if inclined under the action of an external force, to return to
this position after the external force has ceased acting.
The understanding of a surface ship‘s stability can be divided into

two parts. First, Intact Stability. This field of study deals with the
stability of a surface ship when the intactness of its hull is
maintained and no compartment or watertight tank is damaged or
freely flooded by seawater.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Secondly, Damaged Stability. The study of damaged stability of a surface ship includes
identifying compartments or tanks that are subjected to damage and flooded by seawater,
followed by a prediction of resulting trim and draft conditions.
Trim
The shape and design of the ship are very important
to ensure the same stability. The ship trim is the
difference between the forward draft and the aft
draft. This ensures that the ship is stable no matter
what the situation is. However, the calculation is not
as simple as it looks like. Many technicalities are
involved in the calculation.
The trim of the ship ensures that the ship remains

stable and it does not move a lot. Generally, when
the weather is rough, the ship will move very fast,
which can be very dangerous. Especially for the crew and the cargo, this situation can be
fatal. If the ship trim is proper, then the ship will not move a lot and remain stable.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
List
The list's angle is the degree to which a vessel heels (leans or tilts) to either port or
starboard. A listing vessel is stable and at equilibrium, but the distribution of weight aboard
(often caused by uneven loading or flooding) causes it to heel to one side.
List. A ship is said to be listed when forces incline her within the ship. For example, when
the ship is inclined by shifting weight transversely within the ship. This is a fixed angle of the
heel.
LIST is a measure of the ships leaning to port or starboard measured in degrees. TRIM is a
measure of the ship's fore and aft departure from level.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Video in Loading and discharging procedure:
loading and
unloading procedure container cargo - Google Search.mkv
Principles of Stowage:
When stowing and securing containers, the following points should be borne in mind:
1. a deck stack of containers is only as strong as the weakest component in that stack.
Premature failure of a component can cause the loss of an entire stack. During
loading, containers should be inspected for damage and, if damaged, they should be
rejected
2. twist locks limit vertical and transverse movement. Diagonally crossed lashing rods,
placed at the ends of a container, can withstand large tensile loads
3. outside lashings are sometimes used. These are lashings that lead away from a
container. However, although this arrangement provides a more rigid stow than a
combination of crossed lashings and twist locks, less common
4. containers exposed to wind loading need additional or more substantial lashings.
When carried in block stowage, it is the outer stacks that are exposed to wind
loading. However, when carried on a partially loaded deck, isolated stacks and
inboard containers can also be exposed to wind, in which case, additional lashings
need to be applied
5. if containers of non-standard length, that is, 45, 48, or 53 feet are carried, the ship
arrangement will need to be specially adapted
6. 45-foot containers fitted with
additional corner posts at 40-foot spacing
can be stowed on top of 40-foot containers.
Lashings can be applied in the usual way.
However, it should be noted that the new
corner posts may not be suitable for carrying
the required loads, either from the container
or from those stowed above. Lashings should
not be applied to the overhang. The
container specification and the Cargo
Securing Manual should be consulted
7. 40-foot containers may be stowed on
top of 45-foot containers. However, this
stowage arrangement will present difficulties
in fastening/unfastening twist locks. It will
not be possible to apply lashings to the 40-
foot containers
8. when carrying over-width containers;
for example, 45-foot or 53-foot containers
with width 8' -6", adaptor platforms may be
used. These must be certified by a class
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

society or an appropriate recognized body. The arrangement must be defined and
approved in the ship's Cargo. Securing Manual
9. twist locks should always be locked, even when the ship is at anchor, except during
container loading and unloading. Lashing rods should be kept taut and, where
possible, have even tension. Lashing rods should never be loose, nor should they be
overtightened. Turnbuckle locking nuts should be fully tightened
10. as a ship rolls, pitches, and heaves in a seaway; tension, compression, and racking
forces are transmitted through the container frames, lashings, and twist locks to the
ship's structure. However, clearances between securing components and the
container frame's elasticity and lashing equipment produce a securing system that
forms a flexible structure. Thus, a deck stow of containers will move
11. containers can be held by only twist locks when two or three tiers are carried on
deck, depending upon container weights
12. arrangements with automatic and semi-automatic twist locks are used to reduce time
spent securing the stow and to eliminate the need for lashers to climb the stacks
Container Ship Cargo Stowage and Planning Procedures:
The ship's officers and crew members' aim should be to prevent damage or deterioration.
Simultaneously, the cargo is under their care and to deliver it, as far as possible, in as good
condition and order as it was when received aboard.
Stevedores do the actual handling of the cargo in loading and discharging.
Therefore, during stowage, the first consideration must be given to safety. The cargo must
be stowed so that the ship will be stable and seaworthy, and it must be secured in such a
manner that it cannot shift if the vessel encounters terrible weather.
Finally, the Chief Officer must bear in mind the various destinations of the goods the ship
carries to see that the cargo for a specific place can be lifted without disturbing the other
cargo. He must watch the ship's stability closely.
Fore and aft stowage

Load stowed along the length of the container or the ship—contrast athwartships stowage.
In the context of load securing, it is essential whether a container is stowed fore and aft or
athletes on a ship. In the case of athwartships stowage, the most significant acceleration
forces act on the actual container longitudinally rather than transversely. Load securing
measures must then be taken with this in mind.
Container Stowage (DOORS AFT)

Containers are, whenever possible to bestowed with the doors facing aft. However, reefer
containers can be stowed doors facing forward as per plug socket arrangements on a case-
by-case basis.
Container Stowage (OPEN TOPS) Whenever possible, open-top containers on deck are to be
stowed in such a position; a standard container can be stowed on top of them. Suppose this
is not possible due to overweight or any other peculiarities. In that case, consideration is

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

given to stowing them with the maximum shelter and all tarpaulin lashings checked and
tightened by the stevedores.
Bay-tier-row system
A numbering system for the arrangement of containers on a vessel allows the bay to be
specified first, then the tier (vertical layer), and finally, the container row runs the ship's
length. According to this principle, bays are the container blocks in the transverse direction;
rows are the lengthwise rows, and tiers are the vertical layers.
Cargo information
Goods can be rendered fit for
container transport by
considering individual
transport information relating
to lose prevention. Fitness for
container transport may
depend on the season or the
route the cargo will take over
land or sea. It must be
adapted to the conditions of
the transport route. The cargo
information may also help
consider how best to utilize a
standard container or the
possible use of other container
types.
Transport requirement
Individual packages are known as general cargo, which
may be divided, depending on atmosphere requirements
(natural, partially air-conditioned, or temperature-
controlled atmosphere), into general cargo, general
cargo requiring ventilation and refrigerated cargo, which
place corresponding requirements on containers
(general-purpose container, ventilated container,
refrigerated container), or indeed into further sub-
categories.
Compatibility characteristics
Suppose goods are to be stowed together when packing
a container. In that case, the interrelationships between the transport properties of products
must be considered since disregarding them may result in quality degradation and damage.
Goods may react with one another and possibly with their environment.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Example: Bay 53-55 is for 20 feet containers, bay 54 is for 40 feet containers
Bay-Row-Tier stowage system for container ships. Six-digit code represents a precise
volume of the ship. In the example image, the position coordinates of the containers are:
 Blue container; 530788

 Red Container: 531212
 Green container: 551184

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
To plan the stowing, the following parameters are essential:
 Vessel route
 Ports of call
 Vessel schedule
 Current cargo in the vessel, in an EDI format called
BAPLIE
 Expected cargo to load
Each container is marked with a series of numbers and codes
to identify the container's operator, specifications, and what
kind of cargo it may hold. The parameters are:
 Refrigerated cargo units – Container vessels are
equipped with a power source for specific places to
plug in the refrigerated containers known as "reefers";
hence, the reefer containers are known and usually the
first type of containers to consider in the stowage plan.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

 Dangerous cargo – Containers where specific segregation rules must be followed,
for example, dangerous cargo that should be kept away from direct sunlight, from
reefer container's motors, of some another dangerous cargo or segregated away
from all of the above. Accordingly, planners start with reefer units then continue with
dangerous cargo units when planning the vessel.
 Out of gauge cargo – For most international shipping, cargo that cannot be packed
within a 40' high cube container is out of gauge. It may be possible to pack such
cargo in specialty containers. Open-top containers are suitable for over-height
cargo. Flat rack containers can accommodate over height, over width, or overweight
cargo. Container platforms can handle over height, width, or length cargo but require
slings to load and unload. Also, out of gauge for most ships are containers between
45' and 53' long used in some countries for domestic rail and truck transport. These
loads are usually added after planning all other containers. They are usually stowed
on top of other containers (on the deck or in hold) as the planners strive to minimize
the number of "lost slots" (new positions) as much as possible.
 Dry hide containers – Normal containers packed with cargo may result in some
leakage (such as liquid from fresh leather). They are usually stowed in the outer
road/first tier to make the necessary arrangements in leakage.[17]
 Dry cargo containers – Usually stowed according to the next port of calls
depending on container size and weight of cargos, the heavyweights below, and the
lighter weights on top.
 Logistical factors
 Port of discharge – When trying to find a suitable stowage position for
containers, the planners must consider the sequence of the ports of call.
For example, if the port of calls is A, B, and C, for the port A discharge, the
planner must consider not choosing a stowage position for a container for
ports B or C on top of the container destined for port A.
 Container size – A 20 feet container cannot be loaded up on a 40 feet container,
but the reverse is possible if the vessel structure allows it. Planners can also load a
40 feet container on top of two units of 20 feet container; this is known as a
"Russian stowage" or "mixed stowage.‖
 Hatch cover clearance – Hatch cover clearance refers to how many "High Cube"
(height over 8.6 ft (2.6 m)) containers are allowed to load in the hold without
preventing the hatch cover from closing correctly.
 Visibility – The number of High cube containers shouldn't exceed a set number of
High cube containers in each row/bay on-deck. If the number of high cube units
exceeded the set number, it would prevent the full/clear line of sight of the ship from
the bridge or other vital vantage points

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Important to check the stacking weights of a Container:
Container stacks are containers that are stacked vertically and secured horizontally by
stackers, lashing, etc. Before loading cargo, stacking weights of containers must be checked
against the allowable stack weights on board the vessel, both on deck and under the deck.
Container stack load – Hatch covers for Panamax ships have stack weights up to 90
tons/20ft units and 120 tons/40ft units. Post-Panamax vessel could have 100 tons/20ft and
140 tons/40ft units.
It is essential to avoid heavy loading containers over light or at the top of a stack in a deck
stow unless explicitly in the Cargo Securing Manual.
If any stacks are exceeding the allowable stack weights, the Terminal planner / Central
planner is to be informed and the cargo stow plan appropriately modified.
According to ISO standard ISO 1496-1, fully loaded containers must be capable of nine high
stacking. This is a stacking weight of 192,000kg on the bottom container, equivalent to eight
containers – each of 24,000 kg and an acceleration force of 1.8G - stacked on top of the
container
Stack weight is the maximum weight that can be borne by the deck, hatch covers, or tank
top at the corners of a bottom slot near the cell guide. A container's weight is distributed
over the four corner fittings and the entire area occupied by the container.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Container stowage in holds
The standard 40ft containers (FEU) are stowed in cell guides without any lashing devices. If
there is also a certain number of 20ft units (TEU) available at all times, the creation of hold
with 20ft guides may be considered. In most cases, 40ft cell guides are installed exclusively,
and TEUs are stowed in the 40ft bays.
Three systems to stow TEUs into 40ft cell guides:
1. Side support stowage system. The containers are connected with double stacking
cones in a transverse direction. You have either a fixable installed guide rail or
foundations for buttresses that take up the load at the longitudinal bulkhead. This is
the most conventional system. The containers can be loaded/removed only tier-wise.
2. Stowage with anti-rack spacers. The containers are connected longitudinally with so-
called ―anti-racking spacers,‖ creating out of two 20ft containers one 40ft-unit. This
system avoids side supporting, which means a 20ft stack can neighbor a 40ft stack,
and there are no foundations or rails in the longitudinal bulkhead. The disadvantage
is that the containers have to be loaded/ removed also tier-wise.
3. Mixed stowage. The third system becomes more and more popular about the a.m.
disadvantages: the mixed stowage. Starting from the tank top, you can stow from
one to four tiers 20ft containers (secured only by single stacking cones) and top
them up with at least one FEU. This system allows stack-wise loading/discharge. The
only disadvantage is that the TEUs' stack weight is reduced a bit to about 60 tons.
The new size containers make another problem. Most easily, they can be stowed on
deck, installing other foundations on hatch covers.
Container stowage on deck
Ship motions impose heavy loads on the

deck cargo, which would soon move
unless secured in place. Containers
carried on deck may be secured by twist
lock alone.
Up to approx. 50t stack weight, the

lowest container can carry the transverse
and longitudinal forces on top by itself.
With higher stack loads, the stack must
be ―reinforced‖ by lashing bars: single or
double cross lashings depending on the
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

stack weight. The effectiveness of double lashings is 1.5 times that of single lashing unless a
load-equalizing device is fitted. The general principle is that securing in the forward part of
the ship is designed to be suitable for forces increased by 20% unless a breakwater or
similar substantial protection is fitted.
The 40ft ends have a lashing gap of a minimum of 700mm so that lashing can be applied. If
two 20ft containers are positioned on one 40ft place, the gap is 76mm wide, and it is not
possible to use lashing, and the stack weight is limited to 50t.
Generally, container stacks do not depend on each other for support. However, they protect
each other from wind and waves, so stowage in isolated stacks, primarily in outboard
locations, should be avoided.
Dangerous cargo handling:
At sea, transportation of dangerous goods via containership is a complex procedure,

requiring detailed understanding and knowledge of the relevant regulations. In all aspects of
dangerous goods, handling, marking, labeling, and documentation need careful
consideration from identification to packaging.
Procedures and guidelines for stowage and segregation of dangerous cargo shall adhere to:
1. Every hazardous cargo shipment shall be made in line with IMO policy and be
accompanied by required documentation. DG cargo with restricted/prohibited UN
numbers shall not be accepted for shipment unless under exceptional circumstances
express permission is obtained from the company.
2. All DG containers must be checked for proper label/placard as required by the IMDG
code. A stock of spare labels/placards must be kept on board.
3. DG containers must be checked for condition before loading, and leaking or damaged
containers posing a hazard shall be rejected.
4. It must be ensured that all DG containers are loaded in the planned stow position.
Any discrepancies shall be brought to the Terminal planner / Central planner and
local agent's notice as required. The final condition may be accepted only if meeting
all stowage and segregation requirements; else, it must be corrected by
discharging/shifting concerned container(s).
5. The requisite day/night signals for vessels carrying / loading / discharging dangerous
cargo shall be displayed.
6. When handling/carrying dangerous cargo on board, smoking shall not be allowed
other than in designated smoking areas. Signs/placards shall be appropriately
displayed at the gangway and on deck.
7. Location and properties of dangerous cargo shall be considered when carrying out
any particular work onboard, such as hot work, etc.
8. Obtain container packing certificate: Certificate indicating correct loading of a
dangerous goods container and the observance of the regulations set out in the

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

IMDG Code (International Maritime Dangerous Goods Code). The container packing
certificate is issued by the person responsible for packing the container.
9. Other precautions shall be taken when handling dangerous cargo shipments as
warranted by good seamanship, SOLAS, MARPOL, IMDG code, local and national
regulations.
10. Further guidance for handling D.G cargo is contained in IMDG Code vol 1, 2 &
supplement.
DG stowage:
Particular caution is to be exercised when stowing dangerous

cargo on board the vessel. DG cargo must be acceptable for
carriage as per IMDG code guidance. The reference here is
made to the list of UN numbers restricted/prohibited for
carriage on board particular vessels. After confirming the DG
cargo's acceptability, the plan must be checked for proper
stowage and segregation.
Specific storage requirements for DG cargo (e.g., Clear of

living quarters OR if under the deck, in a mechanically
ventilated space, etc.) may be verified from individual entries of dangerous goods list in the
IMDG Code. DG segregation shall be verified for compliance with the requirements of the
IMDG code.
Segregation
The most excellent care should be taken to ensure that incompatible substances are never
stowed together in the same compartment or container. The IMDG Code classifies such
substances according to the principal hazard. Still, not all particular class substances are
necessarily compatible (e.g., Class 8, where a violent reaction may occur between acids and
alkalis).
Foodstuffs must not, as a general rule, be packed with Dangerous Goods.
DG Stowage on Deck
Dangerous Goods stowed on deck must be secured appropriately, regarding the nature of
the packages and the weather conditions liable to be experienced. Adequate security can be
obtained employing temporary structures made by using bulwarks, hatch coamings, and
bridge bulkhead, the structure being closed utilizing portable angles bolted to bulwarks and
hatch stiffeners. The cargo so stowed should be further secured through overall lashings or
nets.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Dangerous goods classes – Classes of dangerous goods according to SOLAS (Chapter VII,
Part A), the IMSBC-Code, and the IMDG-Code, are as follows:
CLASS 1 – Explosives
Division 1.1 Substances and articles which have a mass explosion hazard.
Division 1.2 Substances and articles have a projection hazard but not a mass explosion
hazard.
Division 1.3 Substances and articles with a fire hazard and either a minor blast hazard or a
minor projection hazard or both, but not a mass explosion hazard.
Division 1.4 Substances and articles which present no significant hazard.
Subdivision 1.4S contains substances and articles so packaged or designed that any
hazardous effects arising from accidental functioning are confined within the package unless
the package has been degraded by fire, in which case all blast or projection effects are
limited to the extent that they do not significantly hinder fire-fighting or other emergency
response efforts near the package.
Division 1.5 Very insensitive substances which have a mass explosion hazard.
Division 1.6 Extremely insensitive articles which do not have a mass explosion hazard.
CLASS 2 – Gases, compressed, liquefied, or dissolved under pressure
Class 2.1 Flammable gases
Class 2.2 Non-flammable, non-toxic gases
Class 2.3 Toxic (poisonous) gases
CLASS 3 – Flammable liquids
Flammable liquids are grouped for packing purposes according to their flashpoint, boiling
point, and their viscosity.
CLASS 4 – Flammable solids; substances liable to spontaneous combustion; substances
which, in contact with water, emit flammable gases
Class 4.1 Solids have the properties of being easily ignited by external sources, such as
spark and flames, and being readily combustible or liable to cause or contribute to a fire or
cause one through friction.
Class 4.2 Solids or liquids possess the common property of being liable spontaneously to
heat and ignite.
Class 4.3 Substances which, in contact with water, emit flammable gases.
CLASS 5 – Oxidizing substances (agents) and organic peroxides
Class 5.1 Substances that, although themselves, are not necessarily combustible, but may,
either by yielding oxygen or by similar processes, increase the fire's risk and intensity in
other materials that they come into contact with.
Class 5.2 Organic peroxides
CLASS 6 – Toxic and infectious substances
Class 6.1 Toxic substances liable either to cause death or severe injury or to harm health if
swallowed or inhaled, or by skin contact.
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Class 6.2 Infectious substances.
CLASS 7 – Radioactive materials
CLASS 8 – Corrosive substances
Substances, which, by chemical action, will cause severe damage when in contact with living
tissue or, in case of leakage, will materially damage, or even destroy, other goods or the
means of transport. Many substances are sufficiently volatile to emit vapor, irritating the
nose and eyes.
CLASS 9 – Miscellaneous dangerous substances and articles
Special Container Stowage:

Chief Officer must ensure that all Deck Officers are aware of any specialized containers due
to be worked, such as reefers, vents, over-heights, over-widths, flat racks, etc., unique
requirements. In the case of reefer containers, Ch. The officer is to ensure that he receives
written carrying instructions for the cargo. Will include all requirements such as
temperatures to be maintained and any ventilation required. The temperature recording

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

chart on the reefer container is sighted to ensure it is in working condition and regularly
monitored during the passage. Other reefer container equipment, including plugs and plug
sockets, must also be maintained in good working order.
High cube containers on Deck, visibility from bridge must be considered if several high cube
containers are in the same stack. When stowing these Under Deck, Hatch cover clearance
must be considered.
The stowage of 45-foot containers is restricted by lashing requirements, lashing bridges,

Reefer monitoring platforms, or other obstructions. Allowable positions for loading 45'
containers must be carefully checked before loading. Many containerships are designed to
carry. Locomotives, large yachts, planes, entire factory plants, boilers, wind generators,
giant turbines, ship propellers, or art statues are more than ten meters high. Even items
weighing more than 350 tons or being over 30 meters long can be safely carried on.
Such heavyweights have to be specially handled during loading/discharging and firmly
secured for transport by sea.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
References

– 3G E-Learning (2017). Ship and operation’s management. USA: 3G E
Learning LLC
- Patterson, Chris J. & Jonathan D. Ridley. (2014). Ship stability, powering, and
Venus books.
- Barrass, C.B. and Derrett, D.R. (2012). Ship stability for masters and mates. 7 th
Ed. USA: Butterworth-Heinemann.
Checkpoint
Activity 1
Match type: match column A to column B.
A B
1. a. space stacker
2. b. twist lock

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
3. c. rod lashing bar
4. d. bridge
5. e. double stacker
6. f. car carriers
7. g. dry containers
8. h. refrigerated ISO container

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
9. i. double doors container
10. j. drums
Do this
Activity 2
Fill in the blanks.
1. ______ is the weight of the empty container and is usually 2200KGS for a TEU.
2. ______ may be anything from 20000KGS to 32000KGS (strengthened steel
construction).
3. ______ are the most commonly used containers in the world. They can be used to
transport most of the products.
4. ______ are used to load over-sized items, construction equipment, building supplies,
or heavy machinery.
5. ______ is the ability of a ship to float in an upright position and if inclined under an
external force's action.
6. ______ deals with the stability of a surface ship when the intactness of its hull is
maintained.
7. The ship ______ is the difference between the forward draft and the aft draft.
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

8. The ______ is the degree to which a vessel heels (leans or tilts) to either port or
starboard.
9. Individual packages are known as _____, which may be divided, depending on
atmosphere requirements.
10. Container vessels are equipped with a power source for specific places to plug in
the refrigerated containers known as _____.
Assessment
True or false
1. Containers come in two basic sizes – 20-Footer and 40-Footer and are commonly known as
TEU (Twenty Equivalent Units) and FEU (Forty Equivalent Units).
2. The container's external body is made of corrugated sheet metal and is capable of taking any
load.
3. The ship is divided into BAYS or ROWS.
4. Swap bodies are a special kind of container used mostly in Europe.
5. The trim of the ship ensures that the ship remains stable and it does not move a lot.
Fill in the blanks.

1. ____ is a measure of the ships leaning to port or starboard measured in degrees.
2. ____ is a measure of the ship's fore and aft departure from level.
3. The actual handling of the cargo in loading and discharging is done by _____.
4. The _____ runs the length of the ship.
5. _____ are containers that are stacked vertically and secured horizontally by stackers
or lashing.
Multiple Choice
1. These are specialized storage shipping containers made solely for intermediate
shipping of goods.
a. Dry Containers
b. Double doors container
c. Intermediate bulk shift containers
d. Tunnel container
2. Not the ordinary containers; these are the container units, custom made for
specialized purposes.
a. Car carriers
b. Insulated or thermal containers
c. Drums
d. Special purpose containers

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

3. These containers are made mostly of steel, used primarily for goods like coal, stones
which need easy loading and unloading.
a. Half the height containers
b. Open side storage container
c. Refrigerated iso containers
d. Tanks
4. Container storage units are provided with doors on both ends of the container; they
accommodate the quick loading and unloading of materials.
a. Cargo storage roll container
b. Flat rack shipping containers
c. Swap bodies
d. Tunnel container
5. These are the shipping storage containers with a regulated temperature control
allowing them to maintain a higher temperature.
a. Car carriers
b. Insulated or thermal containers
c. Special purpose containers
d. Tanks

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Lesson 17
Learning Module: Bulk Cargo (5 hours)
Competence:
Course Outcome/s:

Learning Outcomes:
1. Prepare a report on the hazards of bulk cargoes.
Overview
It refers to material in either liquid or granular, particulate

form, as a mass of relatively small solids, such
as petroleum/crude oil, grain, coal, or gravel. This cargo is
usually dropped or poured, with a spout or shovel bucket,
into a bulk carrier ship's hold, railroad car/railway wagon,
or tanker truck/trailer/semi-trailer body. Smaller quantities
(still considered "bulk") can be boxed (or drummed)
and palletized. Bulk cargo is classified as liquid or dry.
This section also discusses the characteristic of different
cargo loaded. the common Hazard when loading cargoes
in bulk, also checkpoint is provided for students at the last
part of the lesson.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Discussion
Key Concept
The Baltic Exchange is based in London and provides a range of indices benchmarking the
cost of moving bulk commodities, dry and wet, along popular routes around the seas. Some
of these indices are also used to settle Freight Futures, known as FFA's. The most famous of
the Baltic indices is the Baltic Dry Indices, commonly called the BDI. This is a derived
function of the Baltic Capsize index (BCI), Baltic Panamax index (BPI), Baltic Supermax
index (BSI), and the Baltic Handysize index (BHSI). The BDI has been used as a bellwether
for the global economy as it can be interpreted as an indicator of an increase or decrease in
the number of raw commodities countries are importing/exporting
The angle of repose:

The angle of repose, or critical angle of repose, of granular material is the steepest angle of
descent or dip relative to the horizontal plane to which a material can be piled without
slumping. At this angle, the material on the slope face is on the verge of sliding. The angle
of repose can range from 0° to 90°. The morphology of the material affects the angle of
repose; smooth, rounded sand grains cannot be piled as steeply as rough, interlocking
sands. The angle of repose can also be affected by additions of solvents. If a small amount
of water can bridge the gaps between particles, electrostatic attraction of the water to
mineral surfaces will increase the angle of repose and related quantities such as the soil
strength. When bulk granular materials are poured onto a horizontal surface, a conical pile
will form. The internal angle between the surface of the pile and the horizontal surface is
known as the repose angle. It is related to the density, surface area, and shapes of the
particles and definition of angle of repose. One physics: the angle that the plane of contact
between two bodies makes with the horizontal when the upper body is just on the point of
sliding: the angle whose tangent is the friction coefficient between the two bodies.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Measurement
The equation for calculating the angle of repose is tan-1(2h/d). Using your scientific
calculator, multiply the height by two and divide this value by the distance. Then, hit the
inverse tan key (or tan-1), and the answer was just calculated.
CARGO LIQUEFACTION
The general definition of liquefaction is converting a substance from its solid or gas state
into its liquid state. In more scientific terms, the concentration particles are held together by
friction in their solid-state. Certain cargoes, particularly nickel ore and iron ore fines, initially
look dry, and their characteristics are stable during loading on the ship. But during the
voyage, concentrate cargoes like nickel ore or iron ore fines are exposed to agitation under
certain conditions, including the ship‘s rolling, wave impact, and engine vibration, resulting
in the cargo's compaction. Due to sufficient moisture in the cargo, external agitation can
increase water pressure inherent within the concentrate, pushing particles apart, as shown
in figure 1. The material suddenly starts to transition; friction is lost. The cargo begins to
behave like a liquid with a free surface effect and creates sudden and major stability
problems for the vessel. The cargo starts to shift in one direction with the ship‘s rolling and
does not return to the center. Further rolling causes listing. This situation may lead to loss of
ship stability and potentially capsizing.
Fig 1: Liquefaction as a result of cargo compaction.
ACCIDENTS and TOTAL LOSS DUE TO CARGO LIQUEFACTION
There have been a series of total losses and serious incidents caused by cargo
liquefaction. This may result in serious stability problems as loss of lives and total loses of
the ship,
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Cargoes like nickel ore and iron ore fines are known to suffer the risk of liquefaction if the
cargo's moisture content exceeds the transportable moisture limit (TML) when loaded.
Liquefaction is a consequence of excessive moisture in the cargo. One of the leading
causes of the casualties and near misses is poor compliance of some shippers with the
testing and certification requirements concerning the moisture test of cargoes required
under SOLAS and the IMSBC Code. If the cargo is loaded and the moisture content is more
than its transportable moisture limit, it reaches its flow moisture point and turns into a fluid
state. Liquefaction reduces a ship‘s positive stability, and metacentric height (GM) may
cause the ship's possible loss.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
What is Liquefaction?
In a fine-grained, moisture-laden cargo, the spaces between cargo grains are filled with air
and water. While at sea, the cargo is subject to forces due to the vessel's vibration and
rolling. These forces cause the inter-grain spaces to contract. The water in the spaces
between grains is subject to a compressive force, but it cannot be compressed as it is a
liquid. This has the effect of reducing the inter-grain frictional force that holds the cargo in a
solid-state. Where enough moisture is present, the reduction in inter-grain friction due to
the ship‘s motion and vibration can be sufficient to cause the cargo flow like a liquid, i.e.,
liquefy.
Fig: Iron ore liquefaction

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Consequences of Liquefaction
The most significant consequence for the vessel resulting from liquefaction is cargo shift
leading to loss of stability. This may produce dangerous angles of the list, and in some
instances, the resulting loss of stability can be such that the vessel and the lives of those on
board are lost. Therefore, seafarers must be aware of cargo types and conditions that may
give rise to liquefaction.
Transportable Moisture Limit (TML) for bulk cargoes by taking

representative samples of cargo and determining the Flow Moisture Point
(FMP).
The FMP is the point at which a granular bulk material becomes fluid. A Flow Table Test
(FTT) is conducted to find the FMP, with the TML calculated to be 90% of this figure. This is
the maximum moisture level at which it is safe to ship the material; if the cargo is found to
have a higher moisture content than the TML, it is strongly recommended that the cargo be
transported (unless the vessel is specially built for this).
SHIPPER and MASTER RESPONSIBILITIES
According to IMSBC Code, Regulation 4, the shipper has to provide the master, or his
representative, with appropriate information about the cargo. The shipper should provide
adequate and appropriate information in advance. The ship will take any necessary
precautions for proper stowage and safe carriage of the cargo on board by providing this
information. This information should be presented to the Master before loading and
confirmed by officially prepared documents.
The most important subject for the ship operators and master is the laboratory's
actual TML value. SOLAS requires that a Group A cargo's average moisture content in any
cargo space must not be higher than the TML. To find the TML using the Flow Table Test,
FMP should be determined by laboratory tests. Loading a cargo above, at or near its FMP,
represents an unacceptably high risk for vessels. The cargo is safe to load when the
moisture content of the cargo sampled is below the TML.
The master should ensure that the moisture content of the cargo is not more than
the TML. As per the IMSBC Code, the shipper's moisture content certificate must be declared
to the master. The interval between testing moisture content and loading current moisture
content should not be more than seven days.
Masters and officers should check and inspect the cargo moisture content visually
before the commencement of loading by undertaking a visual inspection of the cargo before
loading. If the Master believes in the necessity, additional testing should be done to
determine moisture content. Suppose there is any doubt about the validity of the signed
certificate of average moisture content, or the cargo moisture content has excessively high
moisture. In that case, the master should stop or refuse to load the cargo until he is
satisfied that the cargo is safe for carriage. Also, an independent surveyor should take
samples of the cargo to test the actual moisture content.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
SOLAS
Requiremen
ts
The
International
Convention
for the Safety
of Life at Sea
(SOLAS)
Chapter VI –
Carriage of
Cargoes -
provides the
general framework for all cargoes' carriage.
Masters Duties
SOLAS Chapter VI Part B, Regulation 6.2, states that ―Concentrates or other cargoes which
may liquefy shall only be accepted for loading when the actual moisture content of the cargo
is less than its TML.‖ Therefore, a master should not accept such cargo for loading without
first receiving the appropriate documentation certifying the moisture content and TML of the
cargo with the moisture content shown to be less than the TML.
Terminal Representatives Duties
SOLAS Chapter VI Part B, Regulation 7 deals with the loading, unloading, and stowage of
bulk cargoes and introduces the Code of Practice for the Safe Loading and Unloading of Bulk
Carriers (BLU Code). The BLU Code is included as a supplement to the IMSBC Code. The
BLU Code, although primarily concerned with arrangements between the terminal and the
ship to ensure safe and efficient cargo operations in the port, does under section 3.3.3 state
that: ―The terminal representative should be satisfied that the ship has been advised as
early as possible of the information contained in the cargo declaration as required by
chapter VI of SOLAS 1974 as amended.‖ A question confirming that the cargo information
has been received is also included in the recommended ship shore safety checklist at
Appendix 3 - question 12 - of the BLU Code.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Fig: Bulk carrier American Mariner at sea
SOLAS Chapter VI Regulation 6 states that:
"Concentrates or other cargoes which may liquefy shall only be accepted for loading when
the actual moisture content of the cargo is less than its transportable moisture limit.
However, such concentrates and other cargoes may be accepted for loading even when
their moisture content exceeds the above limit, provided that safety arrangements are to the
satisfaction of the Administration..."
IMSBC Code Group A cargoes are susceptible to liquefaction during a voyage, even if they
are trimmed. Compaction of the cargo can reduce the space between the cargo particles
and increase the water pressure. The water rises to the surface while reducing the friction
between the particles and generating a free-flow state. This free flow state does not develop
if:
 The cargo contains small enough particles that restrict the movement of cargo by
cohesion
 the cargo particles are large enough to allow free passage of water between empty
spaces between the particles
 the moisture content is so low that even compaction does not cause a flow of liquid.
Problem with Mill Scale
Mill Scale, a byproduct of hot-rolled steel-making, is a bulk commodity liable to liquefaction,

like iron ore fines. Mill Scale and Mill Scale Fines possess a transportable moisture limit
(TML) and have thus been confirmed as Group A cargoes, which should not be accepted for
loading without the shipper having certified the moisture content and TML. Due to the high
density of the cargo, the IMSBC Code requires that it should be trimmed flat for the voyage,
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

distributing the weight evenly over the tank top - wet base cargoes are prone to shifting, as
the bottom liquefies and the top of the stow becomes free to slide over the base.
Confidence that material is safe to transport via bulk carrier.
Dry bulk cargo ("dry" trades)
This heap of iron ore pellets will be used in steel production.
 Bauxite
 Bulk minerals (sand & gravel, copper, limestone, salt, etc.)
 Cement
 Chemicals (fertilizer, plastic granules & pellets, resin powder, synthetic fiber, etc.)
 Coals and cokes
 Agricultural products such as dry edibles (for animals or humans: alfalfa pellets, citrus
pellets, livestock feed, flour, peanuts, raw or refined sugar, seeds, starches, etc.)

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

 Grains (wheat, maize, rice, barley, oats, rye, sorghum, soybeans, etc.)
 Iron (ferrous & non-ferrous ores, ferroalloys, pig iron, scrap metal, pelletized taconite),
etc.
 Wood chips
 Refrigerated goods
 Livestock and animal products
 Unitized goods
 Wheeled and heavy units
Liquid bulk cargo ("wet" trades)
Nonedible and dangerous liquids
 Hazardous chemicals
 Petroleum
 Gasoline
 Liquefied natural gas (LNG)
 Liquid nitrogen
Liquid edibles and non-dangerous liquids
 Cooking oil
 Fruit juices
 Rubber
 Vegetable oil
 Zinc ash
Bulk cargo is a shipping term for shipped items loosely and unpackaged instead of being
shipped in packages or containers.
An item may be classified as bulk cargo if it is not containerized and easily secured on a
vessel. Items such as oil, grain, or coal are all examples of bulk cargo.
Bulk cargo is classified as either free-flowing, a liquid, or a dry item. This type of cargo is
typically dropped or poured as a liquid or solid into a merchant ship, railway car, or tanker
truck.
Items may also be referred to as breakbulk cargo, which is cargo that is packaged but non-
containerized. Some breakbulk examples include drummed fuel, bagged cement, vehicles,
and large parts to build an airplane. Items described as breakbulk cargo can be transported
in bags, barrels, and pallets.
Use the following diagram to determine if your product classifies as bulk cargo:

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
These constructional developments have ensured that the bulk carrier vessels remain an
indispensable and integral cog in the maritime merchant domain. These developments also
enhanced the safety of bulk carriers.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Statistics show that in the current prevailing merchant marine scenario, bulkers account for
almost 40% of the total mercantile vessels operable globally, which could very well rise in
the coming decades.
Many dry bulk cargoes are also classified as ‗dangerous goods‘ requiring special attention
during loading, transportation, and discharging. The carriage of solid bulk cargoes possesses
potential hazards and thus requires efficient and safe stowage and shipment.
1. Cargo shift: Cargo shift has always remained one of the greatest dangers on bulk
carriers. This problem is more significant for ships carrying grain cargoes. Grain settles by
about 2% of its volume. Because of this settling, small void spaces exist on the top of the
grain surface. These void spaces permit the grain to shift. The free-flowing characteristics of
grain reduce the stability of any ship carrying it. Trimming is undertaken to reduce the
danger of cargo shifting. Rolling can also cause the shifting of cargo from one side to the
other and reduce her positive stability resulting in the vessel capsize.
2. Cargo falling from height: Cargoes like iron ore, quartz, and steel scraps are high-
density cargo. There is a possibility of cargo falling from height during cargo operations.
Cargo may fall from the ship loader's conveyor belt or the discharging grab onto the ship's
deck. People working on deck can get poorly injured if hit by the sizeable lumps of the bulk
cargo. It can be as bad as death. Responsible officers and care should always monitor cargo
operation should be taken that no unwanted personnel is present on the working area of the
deck. Persons involved in the cargo operation should wear protective clothing, including
hard hats, safety shoes, and highly visible vests.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

3. Dust from working cargo: Dust is one of the most common hazards in bulk carriers.
Many bulk cargoes are dusty by nature. Dust particles are small enough to be inhaled and, if
inhaled, can have disastrous effects on health. Anyone working on the deck can be exposed
to high levels of dust. Dust can cause sneezing and irritation of the eyes. It is always best to
avoid exposure to cargo dust; however, protective face masks should be worn if exposure
cannot be avoided. Those involved in cargo operation need to be present on deck when a
dusty cargo is being loaded or discharged. Anyone in total cargo with a brush or with air
should wear a suitable respirator. Filters should be renewed when soiled. Deck machinery
should be adequately protected as it can be adversely affected by dust.
4. Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes are

abruptly transformed from a solid dry state to an almost fluid state. Many common bulk
cargoes such as iron ore fines, nickel ore, and various mineral concentrates are examples of
materials that may liquefy. Liquefaction occurs due to the cargo's compaction, which results
from engine vibrations, ship‘s motion, and rolling and wave impact that further causes cargo
agitation.
Liquefaction results in a flow state to develop. This permits the cargo to slide and shift in
one direction, thus creating a free surface effect and reducing the GM, thereby reducing
stability. The chief officer should thoroughly examine the shipper's declaration before
loading any bulk cargo. He must ensure that the cargo's moisture content to be loaded
should not exceed the transportable moisture limit to avoid liquefaction during the voyage.
Often shipper‘s declaration turns out to be faulty. Spot checks can also be carried on board
ships to check the moisture content.
5. Structural damage: Heavy cargoes place high loads on the structure, and structural
failure is probable. High-density cargoes occupy a small area for a considerable weight. That
is, they have a low stowage factor. Therefore, the tank top must have sufficient strength to
carry heavy cargoes like iron ore, nickel ore, bauxite, etc. The load density of the tank top
should never be exceeded. Tank top strength is provided in the ship‘s stability booklet. They
exceed the maximum permissible cargo load in any of the holds of a ship that will overstress
local structure. Overloading will induce more significant stresses in the double bottom,
transverse bulkheads, hatch coamings, hatch covers, mainframes, and associated brackets
of individual cargo holds. Poor distribution of and inadequate trimming of certain cargoes
can result in excessive bending and sheer forces.
6. Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such as

wood, paper pulp, and agricultural products may result in rapid and severe oxygen depletion
and carbon dioxide formation. Thus, harmless cargoes may create potentially life-
threatening conditions. The cargo holds, and communicating spaces in bulk carriers are
examples of confined spaces where such toxic atmospheres may develop. Several fatal
accidents can occur when people enter unventilated spaces. The IMSBC code lists the
following cargoes as potentially oxygen depleting: coal, direct reduced iron, sponge iron,
sulfide concentrates, ammonium nitrate-based fertilizers, lintel cotton seed. Various gaseous
products are formed, including carbon monoxide, carbon dioxide, hydrogen sulfide, and
hydrocarbons. The entry of personnel into enclosed spaces should be permitted only when
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

adequate ventilation and testing of the atmosphere is done with appropriate instruments.
Emergency entry may be undertaken with SCBA. Some cargoes also use up oxygen within
the cargo space. The primary examples are rusting of steel swarf cargoes. Some grain
cargoes may also deplete the oxygen content in the cargo space.
7. Corrosion: Some cargoes like coal and sulfur can cause severe damage due to
corrosion. Cargoes of sulfur in bulk are generally subjected to exposed storage and are thus
subjected to inclement weather, thereby increasing the cargo's moisture content. Wet sulfur
is potentially highly corrosive. When sulfur is loaded, any retained free water filters to the
bottom of the holds during the voyage, from where it is pumped out via the bilges. Some
water remains on the tank top and reacts with sulfur. This leads to the release of sulphuric
acid resulting in the corrosion of the ship‘s holds. Pond coal reclaimed after having been
abandoned and dumped in freshwater ponds usually has high moisture content and sulfur
content. This type of coal may be liable to react with water and produce acids that may
corrode parts of the ship.
8. Contamination: Preparation of cargo holds for the next intended carriage is a critical
element of bulk carrier operations. A lack of proper preparation can lead to cargo quality
claims such as contamination, water ingress, or cargo loss. Residues and dust of previous
cargo can contaminate the presently loaded bulk cargo and cause cargo stains that are not
acceptable. Cement, when contaminated by residues of previous cargo, reduces its binding
capacity. Unrefined sugar, if stored near or above dry, refined sugar can damage it by
draining syrup. Water ingress may result from leaking hatch covers, backflow through bilge
systems, leaking manhole lids, and inadequate monitoring. Cargoes like salt can absorb
moisture and dissolve into a liquid. Sugar can ferment in the presence of moisture. The
bilges should be pumped out regularly during the voyage.
9. Fire: Bulk cargoes are deemed to present a lot of fire hazards. Many bulk cargoes tend to
heat due to the oxidation process taking place during the voyage. Common cargoes like
coal, sulfur, cotton, fishmeal are liable to spontaneous heating. Coal also emits methane
which is a flammable gas. When mixed with air, it can form an explosive mixture. Dust
created by certain cargoes may constitute an explosion hazard. Sulfur dust can readily
ignite, causing an explosion. Friction between cotton bales can cause spontaneous
combustion and produce heat. Fire precautions should be strictly observed on bulk carriers.
The ship, as the carrier, is obliged to care for the cargo expertly to ensure it is discharged in
the same state in which it was loaded. The IMSBC code should be consulted for the safe
stowage and shipment of solid bulk cargoes. Suitable precautions and good seamanship
should be adopted to minimize and overcome the hazards of bulk cargoes.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
References
– 3G E-Learning (2017). Essential seamanship. USA: 3G E-Learning LLC.

– 3G E-Learning (2017). Ship and operation’s management. USA: 3G E
Learning LLC
- Patterson, Chris J. & Jonathan D. Ridley. (2014). Ship stability powering and
- Arora, Shiven (2014). Merchant ship naval architecture. New Delhi, India:
Venus books.
- Barrass, C.B. and Derrett, D.R. (2012). Ship stability for masters and mates. 7 th
Checkpoint
Activity 1
True or False
1. The angle of repose of a granular material is the steepest angle of descent or dip relative
to the horizontal plan.
2. The angle of repose cannot be affected by additions of solvents.
3. Cargo compaction can result in liquefication.
4. Cargoes like nickel ore and iron ore fines are known to suffer the risk of liquefaction.
5. Liquefaction reduces a ship‘s positive stability and metacentric height (GM) and may
cause its possible loss.
6. The most significant consequence for the vessel resulting from liquefaction is cargo shift
leading to loss of stability.
7. A Flow Table Test (FTT) is conducted to find the FMP, with the TML calculated to be
70%.
8. According to IMSBC Code, Regulation 4, the master has to provide the shipper, or his
representative, with appropriate information about the cargo.
9. The master should ensure that the moisture content of the cargo is not more than the
TML.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

10. The International Convention for the Safety of Life at Sea (SOLAS) Chapter VI – Carriage
of Cargoes - provides the general framework for all cargoes' carriage.
Do this
Activity 2
Fill in the blanks.

1. The internal angle between the surface of the pile and the horizontal surface is
known as the ______.
2. The angle of repose can range from ______.
3. ______ is the process of converting a substance from its solid or gas state into its
liquid state.
4. The ______ is the point at which a granular bulk material becomes fluid.
5. ______ requires that the average moisture content of a Group A cargo in any cargo
space must not be higher than the TML.
6. As per the IMSBC Code, a ______ must be declared by the shipper to the master.
7. The ______ is included as a supplement of the IMSBC Code.
8. _______, a byproduct of hot rolled steel-making, is a bulk commodity liable to
liquefaction, like iron ore fines.
9. ______ is a shipping term for shipped items loosely and unpackaged as opposed to
being shipped in packages or containers.
10. _____ is a cargo that is packaged but non-containerized.
Assessment
True or false
1. Bulk cargo is classified as liquid materials only.
2. The BLU Code primarily concerned with arrangements between the terminal and the
ship
3. Items such as oil, grain, or coal are all examples of bulk cargo.
4. Items as breakbulk cargo cannot be transported in bags, barrels, and pallets.
5. A conical pile will form when bulk granular materials are poured onto a horizontal
surface called a repose angle.
6. Fire precautions should be strictly observed on bulk carriers.
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

7. Proper preparation can lead to claims related to cargo quality, such as
contamination.
8. Deck machinery should be adequately protected as it can be adversely affected by
dust.
9. Overloading will reduce more significant stresses in the double bottom, transverse
bulkheads, hatch coamings, hatch covers, mainframes, and associated brackets of
individual cargo holds.
10. SOLAS Chapter VI Regulation 6 states that "Concentrates or other cargoes which
may liquefy shall only be accepted for loading when the actual moisture content of
the cargo is less than its transportable moisture limit.
Multiple Choice
1. It has always remained one of the greatest dangers on bulk carriers and is a greater
problem for ships carrying grain cargoes.
a. Cargo shift
b. Contamination
c. Corrosion
d. Dust from working cargo
2. Is it a phenomenon in which solid bulk cargoes are abruptly transformed from a solid
dry state to an almost fluid state?
a. Cargo shift
b. Cargo liquefaction
c. Corrosion
d. Fire
3. States that ―Concentrates or other cargoes which may liquefy shall only be accepted
for loading when the actual moisture content of the cargo is less than its TML.‖
a. SOLAS Chapter VI Part B, Regulation 6.2
b. SOLAS Chapter VI Part B, Regulation 7
c. SOLAS Chapter VI Regulation 6
d. SOLAS Chapter VI Regulation 8
4. Deals with the loading, unloading, and stowage of bulk cargoes and introduces the
Code of Practice for the Safe Loading and Unloading of Bulk Carriers.
a. SOLAS Chapter VI Part B, Regulation 6.2
b. SOLAS Chapter VI Part B, Regulation 7
c. SOLAS Chapter VI Regulation 6
d. SOLAS Chapter VI Regulation 8
5. Cargoes that are known to suffer the risk of liquefaction.
a. Agricultural products
b. Grains
c. Nickel ore and iron ore fines
d. Livestock and animal products

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Lesson 18
Learning Module: Bulk Grain Cargo (5 hours)
Competence:
Course Outcome/s:

Learning Outcomes:
2. Describe the cleaning and preparation of cargo hold for the carriage of grain
cargoes.
Overview
Carrying Grain: One of the most challenging and dangerous cargoes to carry in bulk are
grain cargoes. Most grains have an angle of repose (slip
angle) of about 20° from the horizontal, which means that
the cargo will shift if the ship rolls more than 20°. Then this
happens, the ship will develop an extensive list, lying on her
side and still rolling will cause a more significant shift of
cargo, which will capsize the vessel.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

On this lesson will discuss the importance of loading sequence, the Hold preparation prior to
loading, the terms and definitions applicable to the lesson and on the last part
students will perform checkpoints.
Discussion
Key Concept:
What is bulk grain cargo?

Cargoes of bulk grain typically consist of bulk cereals, oilseeds, and the
value-added products and by-products yielded from the processing of both cereals and
oilseeds. Cereal grains frequently shipped in bulk or breakbulk include rice, wheat, maize
(corn), oats, barley, millet, sorghum, and rye.
One of the most challenging and dangerous cargoes to carry

in bulk are grain cargoes. Most grains have an angle of repose
(slip angle) of about 20° from the horizontal, which means
that the cargo will shift if the ship rolls more than 20°.
Each ship carrying grain has to provide grain-specific stability

information, including grain heeling moments, to the terminal.
This section looks at various problems, methods, and
precautions taken when carrying grain cargoes. Grain cargoes
carried in bags are not considered bulk cargo.
Fig: Bulk grain loading
The bulk carriers' grain loading manual contains Volumetric
Heeling Moments (VHM), which are values based on an
assumed surface grain shift of 15° (for a full compartment) and 25° (for a partially full
compartment).
Grain Stowage Factors
The stowage factor for a particular grain may vary considerably for several reasons,
including the quality or the density of grain, pea, bean, or seed which can vary according to
grade, crop, season, and country of origin as well as whether it is shipped early or late in
the season. Thus, the factors quoted for grains under the individual entries are
approximations only, as no figure can be relied upon to express the actual space to be
occupied by any grain or seed in all seasons and from all ports.
Stowage factors of bagged grain also vary according to whether the compartment is large or
small, deep or shallow, square or pointed, the presence of obstructions, and whether the
bags are well-or slack-filled.
While the quoted stowage factors will be sufficient to estimate a ship's capacity or
compartment within a reasonable margin, the stowage factor required to be provided by the
shipper will provide a more accurate estimate before loading.
S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Loading preparation
Preparation of a cargo hold before grain loading is not just a question of sweeping, cleaning,
or washing down the hold. There are several matters to consider, and failing to adhere to
good practice can fail to pass cargo hold inspection.
Preparing Holds for Grain
Cargo Holds must be thoroughly cleaned and dry and trace previous cargo in frames,
beams, girders, and other structures.
There should not be any loose rust and or paint scale anywhere in the Cargo Holds,
Bulkheads, upper and lower hopper spaces, underneath Hatch Covers, and a tank top.
While the IGC is not concerned with cleanliness, it is evident that a high standard is required
for handling and carriage of grain. Before loading, the ship will be subject to inspection by
an independent surveyor, who will require details of at least the previous three cargoes.
Holds will be inspected for cleanliness and infestation and the presence of any material that
might cause an infestation.
Holds, bilges, and hatch covers must be clean and dry, free of previous cargoes and rust
scale, free of shame and infestation. Previous cargo residues must be removed from
between frames, stringers, deck beams, and hatch cover beams by washing or sweeping.
Cargo residues are easily dislodged by the ship's motion and vibration to fall onto the new
cargo, thus causing it to be contaminated. Any signs of insect infestation must be dealt with
by spraying with appropriate insecticides or sealing the holds and treating with an approved
fumigant. Any timber or dunnage remaining in the holds must be removed. All bilge suctions
must be thoroughly clean, free from previous cargoes, and dry.
In the dry bulk trades, there are essentially five grades of hold cleanliness:
1. hospital clean, or ‗stringent‘ cleanliness

2. grain clean, or high cleanliness
3. normal clean
4. shovel clean
5. load on top
Hospital clean is the most stringent, requiring the holds to have 100% intact paint coatings
on all surfaces, including the tank top, all ladder rungs, and undersides of hatches.
The standard of hospital clean is a requirement for individual cargoes, for example,
kaolin/china clay, mineral sands including zircon, barytes, rutile sand, ilmenite, fluorspar,
chrome ore, soda ash, rice in bulk, and high grades of wood pulp. Generally, these high
standards of cleanliness will only be met by vessels trading exclusively with such cargoes. It
will rarely be required in the tramp trades.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Grain clean is the most common requirement. A ship will be required to be grain clean for
most bulk and break-bulk cargoes, such as all grains, soya meal and soya products, alumina,
Sulphur, bulk cement, bauxite, concentrates, and bulk fertilizers. Some ports and shippers
may allow a different standard of cleanliness.
Normal clean means that the holds are swept clean, with no residues of the previous cargo,
and washed down (or not, depending on the charterer‘s requirements), cleaned sufficiently
for taking cargoes similar to or compatible with the last shipment.
Shovel clean means that all previous cargo can be removed with a ‗Bobcat‘ or a rough
sweep and clean with shovels by the stevedores or crew. The master should clarify what
standard is expected.
Load on top means precisely what it says – the cargo is loaded on top of existing cargo
residues. Usually, this means ‗grab cleaned.‘ This standard will commonly be required where
a ship is trading continuously with the same commodity and grade of that commodity. This
will typically occur when a ship is employed under a Contract of Affreightment to carry, for
example, a single grade of coal over a period. There is no commercial need for holds to be
cleaned with such trade between successive cargoes, and each cargo is loaded on top of
any remaining residues from the previous cargo. With the load on top, guidance may be
necessary for the master on any cleaning requirements, including the use of bulldozers and
cleaning gangs.
What is ‘loose scale’?
It is essential to differentiate such scale from oxidation rust (i.e., light atmospheric rusting).
The loose scale will break away when struck with a fist or when light pressure is applied
with a knife blade or scraper under the scale's edge. Oxidation rust will typically form on
bare metal surfaces but will not flake off when struck or when light pressure from a knife is
applied.
Countries apply different standards to what constitutes an acceptable amount of loose scale
or loose paint. While in some countries, no such material is permitted, the United States
Department of Agriculture permits a single area of loose paint or loose scale of 2.32 sq. m,
or several patches that in total do not exceed 9.26 sq. m, before a hold is deemed to be
unfit.
The industry-accepted definition of grain clean is provided by the National Cargo Bureau
(NCB).
―Compartments are to be completely clean, dry, odor-free, and gas-free. All loose scale is to
be removed.‖
 all past cargo residues and any lashing materials are to be removed from the hold
 any loose paint or rust scale must be removed
 if it is necessary to wash the hold, as it generally will be, the holds must be dried
after washing
 the hold must be well ventilated to ensure that it is odor-free and gas-free

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

The term grain includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds, and their
processed forms which may behave in a similar way to the grain in its natural state. The
loading and carriage of grain cargoes are governed by the International Convention on
Safety of Life at Sea (SOLAS), Chapter VI, Part C, supplemented by the International Code
for the Safe Carriage of Grain Bulk (International Grain Code, 1991).
Part A of the IGC lays down specific requirements relating to stability information, stability
requirements, the stowage of bulk grain, grain fittings, divisions (i.e., shifting boards), and
their associated equipment together with strict regulations if a saucer, bundling, over
stowing, strapping or lashing, or wire mesh is being used as a means to eliminate heeling
moments in a partially filled compartment.
The following definitions are from the IMO International Grain Code
Grain covers wheat, maize (corn), oats, rye, barley, rice,

pulses, seeds, and processed forms thereof, whose behavior
is similar to that of grain in its natural state.
Filled compartment, trimmed, refers to any cargo space

in which, after loading and trimming as required under A
10.2, the bulk grain is at its highest possible level.
Filled compartment, untrimmed, refers to a cargo space

filled to the maximum extent possible in the hatch opening
but has not been trimmed outside the periphery of the hatch
opening either by the provisions of A 10.3.1 for all ships or A
Fig: bulk wheat
10.3.2 for, especially suitable compartments.
A partly filled compartment refers to any cargo space wherein the bulk grain is not
loaded in the manner prescribed in A 2.2 or A 2.3.
The angle of flooding (1) means the angle of heel at which openings in the hull,
superstructures, or deckhouses cannot be closed weathertight, immerse. In applying this
definition, small openings through which progressive flooding cannot occur need not be
considered open.
Stowage factor, to calculate the grain heeling moment caused by a shift of grain, means
the volume per unit weight of the cargo as attested by the loading facility, i.e., no allowance
shall be made for lost space the cargo space is nominally filled.
A mainly suitable compartment refers to a cargo space constructed with at least two
vertical or sloping, longitudinal, grain-tight divisions that are coincident with the hatch side
girders or are so positioned to limit the effect of any transverse shift of grain. If sloping, the
divisions shall incline not less than 30° to the horizontal.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

The Document of Authorization certifies that a ship is capable of loading grain by the
International Grain Code requirements.
Fig: Hold of a bulk carrier that is grain clean and ready to load
SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a cargo
ship carrying grain must hold a Document of Authorization as required by the International
Grain Code. For regulation 9, the requirements of the Code should be treated as mandatory.
A ship without a Document of Authorization must not load grain until the master satisfies the
flag State Administration, or the SOLAS Contracting Government of the port of loading on
behalf of the Administration, that the ship will comply with the requirements of the
International Grain Code in its proposed loaded condition (regulation 9.2).
The International Code for the Safe Carriage of Grain in Bulk is commonly called the
―International Grain Code,‖
which the IMO Maritime
Safety Committee adopted by
resolution MSC.23(59). It
applies to ships regardless of
size, including those of less
than 500gt, engaged in the
carriage of grain in bulk, to
which part C of chapter VI of
the 1974 SOLAS Convention,
as amended, applies (A 1.1).
How do you maintain and

clean cargo hold for grain
cargo?
All past cargo residues and any lashing materials are to be removed from the hold. Any
loose paint or rust scale must be removed. If it is necessary to wash the hold,
the holds must be dried after washing as it generally will be. The hold must be well
ventilated to ensure that it is odor-free and gas-free.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Reasons why cargo holds cleaning matters:
Inadequate cleaning can cause cargo contamination, leading to cargo damage claims from
the receivers. For instance, if contaminated by residues, cement loses its binding capacity,
salt becomes liquid, and sugar can ferment.
The free-flowing characteristics of grain reduce the stability of any ship carrying it. Trimming
is undertaken to reduce the danger of cargo shifting. Rolling can also cause the shifting
of cargo from one side to the other and reduce her positive stability resulting in the vessel
capsize.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
References

– 3G E-Learning. (2017). Ship and operation’s management. USA: 3G E
Learning LLC
- Patterson, Chris J. & Jonathan D. Ridley. (2014). Ship stability powering and
Venus books.
- Barrass, C.B. and Darrett, D.R. (2012). Ship stability for masters and mates. 7 th
Checkpoint
Activity 1: True or False
1. Cargoes of bulk grain typically consist of bulk cereals, oilseeds and the value-added
products and by-products yielded from the processing of both cereals and oilseeds.
2. Preparation of a cargo hold before grain loading is just a question of sweeping,
cleaning, or washing down the hold.
3. Stowage factor refers to a cargo space constructed with at least two vertical or
sloping, longitudinal, grain-tight divisions.
4. A filled compartment, trimmed, refers to a cargo space filled to the maximum extent
possible.
5. A partly filled compartment refers to any cargo space wherein the bulk grain is not
loaded in the manner prescribed in A 2.2 or A 2.3.
6. SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that
a cargo ship carrying grain must hold a Document of Authorization.
7. International Grain Code applies to ships regarding size, including those of less than
500gt, engaged in the carriage of grain in bulk.
8. The free-flowing characteristics of grain reduce the stability of any ship carrying it.
9. All past cargo residues and any lashing materials should not be removed from
the hold.
10. The International Code for the Safe Carriage of Grain in Bulk is commonly called the
―International Grain Code.‖

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Do this
Activity 2: Matching Type
A B
1. Covers wheat, maize (corn), oats, rye, barley, A. Department of

rice, pulses, seeds and processed forms. Agriculture
2. Means that the holds are swept clean, with no B. Oxidation Rust
residues of the previous cargo, and washed down.
3. This means that all previous cargo that can be removed C. Shovel Clean
with a ‗Bobcat‘ or a rough sweep and clean with shovels.
4. The form on bare metal surfaces but will not flake off when D. Normal Clean
struck or when light pressure from a knife is applied.
5. Permits a single area of loose paint/loose scale of 2.32 sq.m, E. Grain
or several patches that in total do not exceed 9.26 sq.m.
6. Governs the loading and carriage of grain cargoes. F. Loose Scale
7. Certifies that a ship is capable of loading grain in accordance G. Grain Cargoes
with the requirements of the International Grain Code.
8. Means the volume per unit weight of the cargo as attested H. Stowage Factor
by the loading facility.
9. One of the most challenging and dangerous cargoes to carry I. Department of
in bulk. Authorization
10. Breakaway when struck with a fist or when light pressure J. International Conven-
is applied with a knife blade or scraper under the edge of tion on SOLAS
the scale.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
Assessment
Fill in the blanks.
1. _____frequently shipped in bulk or breakbulk.

2. Most grains have an angle of repose (slip angle) of about _____from the horizontal.
3. The bulk carriers' grain loading manual contains _____.
4. _____ means that the holds are swept clean, with no residues of the previous cargo,
and washed down.
5. _____ are to be completely clean, dry, odor-free, and gas-free.
True or False
1. Cargo Holds must be thoroughly cleaned and dry and trace previous cargo in frames,
beams, girders, and other structures.
2. There should be loose rust and or paint scale anywhere in the Cargo Holds, Bulkheads,
upper and lower hopper spaces, underneath Hatch Covers, and tank top.
3. Load on top means the cargo is loaded on top of existing cargo residues.
4. The hold must be well ventilated to ensure that it is odor-free and gas-free.
5. Grain cargoes carried in bags are not considered bulk cargo.

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

Multiple Choice
1. This is the most stringent in the dry bulk trades and requires all hold surfaces to have
100% intact paint coating on all surfaces.
a. Grain Clean
b. Hospital Clean
c. Normal Clean
d. Shovel Clean
2. Cargoes typically consist of bulk oilseeds, cereals, cereal grains such as rice, wheat,
maize, oats, barley, millet, sorghum, and rye.
a. Break Bulk Cargo
b. Bulk Grain Cargo
c. Container Cargo
d. Deck Cargo
3. Refers to a cargo space that is filled to the maximum extent possible in the hatch
opening by the provisions of A 10.3.1 for all ships.
a. Partly filled compartment
b. Trimmed filled compartment
c. Especially suitable compartment
d. Untrimmed filled compartment
4. It means the angle of heel at which openings in the hull, superstructures, or
deckhouses cannot be closed weathertight, immerse.
a. Angle of Flooding
b. Angle of Repose
c. Flow State
d. Stowage Factor
5. In hold cleanliness, it is the most common requirement for the majority of bulk and
break-bulk cargoes.
a. Grain Clean
b. Hospital Clean
c. Normal Clean
d. Shovel Clean

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST
CORRESPONDING COMPONENT FOR GRADES COMPUTATION:
A) ORAL COMPONENT:
Lesson 15 ”Deck Cargo‖
Activity 2. Enumerations
Instructions:
1) Students will enumerate in activity 2 of lesson 15 as an Oral Presentation
correspond for Oral grades on Final Period.
2) Computation of grades will be based on the given Rubrics.
Rubrics
Criteria Poor Fair Satisfactory Very Good Excellent

1 2 3 4 5
1. Introduction
2. Comprehensive
Coverage of topic
3. Bearing
/Delivery
4. Deadline/Time
TOTAL = 20 pts
Transmutation Value
Pts. Grades (%)
1 = 50
20 = 98

S E
MT
C
Iloilo, Philippines
E

R
C
E
OL
. T H

LEGES
ST

B) RESEARCH COMPONENT:
Lesson 17. Bulk Cargo

Instructions:
1) Students will conduct research work base on topic about the different
Hazard while loading cargoes in bulk.
2) Submitted work will be graded based on Rubrics.
3) Accumulated grades will correspond to Research grade on final period.
CRITERIA POOR FAIR SATISFACTORY V.GOOD EXELLENT

1 2 3 4 5
1. Introduction
2. Comprehensive
Topics
3. Neatness
4. Grammar &
other Mechanics
5. Summary &
Deadline
TOTAL = 25 points
C) OUTPUT COMPONENT:
Lesson 9: Bulk Grain Cargoes
Activity 1&2: True or False/ Multiple Choice
Instructions : Accumulated score will be transmuted equivalent to as Output
grades on Final period.
Score :
1 POINT = 50 %
`
20 points = 98

1 Seam 2 LM Final

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

1 Seam 2 LM Final

Uploaded by

Copyright:

Available Formats

Issue No.

1 Page 179 of 262

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

Learning Module 14.1 Securing cargo (5 hours)

Competence, Course Outcomes, and Learning Outcomes

A-II/1 F3.C2: Maintain seaworthiness of the ship

Calculate ship stability in compliance with the IMO intact stability

At the end of learning module, the student can:

1. Describe securing methods as per cargo.

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

Need for solid stow and securing of all cargoes

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

Shoring and Tomming

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

 Anti-skid: Flat-boards are used to

 Binding: Even out a stow with dunnage

 Structural Modifications: Cumbersome and uncomfortably shaped cargo

Different kinds of lashings

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

Heavy loads and Heavy lifts

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE

Revision No. 2 Effectivity date: Reviewed by: Approved by:

01 September 2021 QMR President

Cargo securing arrangements

A passenger ship is a merchant ship

© All Rights Reserved.

Trim, Stability, Stress

STUDENT LEARNING MODULE