LITHUANIAN MARITIME ACADEMY

Study programme: Navigation

ANALYSIS OF PREPARATION, INSPECTION OF

HOLDS BEFORE LOADING SOYBEANS AND FUMI-
GATION OF CARGO DURING VOYAGE OF M/V
“DANHIL”
PROFESSIONAL BACHELOR THESIS

Author:
18-LU-1 gr. Ilias Dehirmezdzhyiev

Supervisor
Lect. Steponas Litvinas

Reviewer:
Lect. Vytautas Dubra

Klaipeda, 2022
 LITHUANIAN MARITIME ACADEMY

CONFIRM
Vice Director for Academic
Affairs Lect. Rima Mickienė
2021-10-15 Commitment No.S-419

PROFESSIONAL BACHELOR THESIS TASK

Issued 15th SEPTEMBER 2022 for student Ilias Dehirmedzhyiev

Professional bachelor thesis:
ANALYSIS OF PREPARATION, INSPECTION OF HOLDS BEFORE LOADING SOY-
BEANS AND FUMIGATION OF CARGO DURING VOYAGE OF M/V “DANHIL”
Completed 25th OCTOBER 2022.
Data for Final Thesis: m/v DANHIL’s voyage reports, preparation and inspection before
loading soybeans report and fumigation of cargo holds during the voyage from Santos
(Brazil) to Ningbo (China).

Structure of Final Thesis:

Supervisor of Final Thesis Name Surname

(Signature) (Name, Surname)

2
 STUDY PROGRAMME OUTCOMES
Study program: Port and Shipping Management
The list of learning outcomes (Annex 5) according to the study programme is provided af-
ter
the summary. The numbers of the final thesis pages, which contains proof of the outcomes,
must be
indicated next to the result, e. g. 5, 8-11, etc. In the Final Thesis, the student must demon-
strate that
he/she has achieved the study programme learning outcomes and acquired professional
competencies from all the groups of outcomes provided in the study programme. The thesis
must be
comprehensive so that no less than half of the learning outcomes of the study programme
must be
presented.

3
 SUMMARY

The final thesis consists of 59 pages, 12 pictures, 23 tables, 16 references, 3 extra links
and 3 annexes
The object of study in this Thesis work is the bulk carrier DANHIL. The main objective
of the study is to analyze the preparation of holds for further inspection and fumigation during
the voyage from the Brazilian port of Santos to the Chinese port of Ningbo in order to prepare
the most efficient route to ensure safe navigation.
The diploma work consists of three main parts, which includes subparts:

- In the first part you will be able to get acquainted with the general characteristics
and features of the vessel, the preparation of holds for loading, their fumigation of soy-
beans, as well as the characterization and constant inspection of the cargo during the voy-
age. This section contains a description of safety measures on board the vessel, the ISPS
code and so on.

- In the second part, a complete analysis of the choice and preparation of the naviga-
tion route, the meteorological features of the navigation areas, including a description of the
ports of loading and unloading. Also, this part includes a complete calculation of the ves-
sel's stability, in accordance with international conventions and standards.

4
 LIST OF ABBREVIATION

IGC - International Grain Council

NCB - National Cargo Bureau
IMSBC Code - International Maritime Solid Bulk Cargoes Code
USDA – United Stated Department of Agriculture
GMT – Greenwich Mean Time
UN/LOCODE - United Nations Code for Trade and Transport Locations
BR BDN – Brazil Brujo dos Santos 
CN NBO – China Ningbo
AAPA - American Association of Port Authorities
MRS - Malha Regional Sudeste (Southeast Regional Network)
TSS – Traffic Separation Scheme
ISPS – International Ship and Port Facility Security Code
SSP – Ship Security Plan
BMP – Best Management Plan
PFSO – Port Facility Security Officer
SSO – Ship Security Officer
IMB – International Maritime Bureau
ReCAAP - Regional Cooperation Agreement on Combating Piracy and Armed Robbery
EPIRB – Emergency position-indicating radio beacon
SART – Search and Rescue Transponder
FRC – Fast Rescue Craft
VHF – Very High Frequency
TDTG – Total Distance to Go
GC – Great Circle
RL – Rhumb Line
WP – Waypoint
LL – International Convention On Load Lines
ETA – Estimated Time Of Arrival
ETD – Estimated Time of Departure
LOSC - United Nations Convention on the Law of the Sea
NATO - The North Atlantic Treaty Organization

5
 CONTENTS

INTRODUCTION................................................................................................................................7
1. ANALYSIS OF CARGO HOLD PREPARETION AND INSPECTION..............................9
1.1 Passage Planning in a nutshell............................................................................12

1.2 Ship security & safety onboard.....................................................................................14

1.2.1 ISPS Code. Ship’s Security.................................................................................15

1.2.2 The Rescue with Life/Rescue Boats and Life Rafts............................................16

...................................................................................................................................................21

1.3 Hold Preparation Checklist - Additional Measures for Specific Cargo.......................26

1.4 Soybeans Cargo – Storage, Usage, Fumigation, Transportation.........................................28

2. NAVIGATION..........................................................................................................................36
2.1 The Planning of Passage from Santos to Ningbo................................................................36

2.2.1 The Description of the Port of Santos.................................................................37

2.2.2 The main waterways during voyage...................................................................38

2.2.2 Piracy and armed robbery in the Straits of Malacca and Singapore...................39

2.2.3 Charts and Publications used for Passage from Santos (Brazil) to Ningbo
(China) 41

2.2.4 The Description of the Port of Ningbo................................................................43

2.2.5 Alternative routes................................................................................................44

2.3 Analysis of Ship Trim & Stability.......................................................................................46

CONCLUSSION................................................................................................................................52
REFERENCES...................................................................................................................................53
APPENDIXES....................................................................................................................................54
APPENDIX 1. CHARTS USED FOR PASSAGE...................................................................54

APPENDIX 2. CALCULATED PASSAGE PLAN.................................................................56

APPENDIX 3. DISPLACEMENT AND MOMENT CALCULATION..................................59

6
 INTRODUCTION

The relevance of the topic.

Bulk Carrier or Bulker - the type of vessel constructed for transportation of cargo in
bulk. As a rule, these are grains, ore, coal, bauxite and other cargoes of this type.
The term as a “Bulk Carrier” was introduced in 1955. Nowadays, bulk carriers make
up 21 percent of the world's merchant fleets. First, bulk carrier originally was constructed
for carrying cargo in bulk, however it also able to transport a packaged or any other over-
sized cargo. Bulk carrier is divided into 6 main size groups: small(coaster); handy size;
handymax; panamax; capsize and very large.
Couple words about various bulk carrier sizes and employment guide. Bulk carriers
come in all sizes, from the smallest ships of only a few hundred tons deadweight to the
largest of over 360,000 tons, 340 meters or more in length, 63 meters in beam and with
draughts of 23 meters. Many of the problems relating to hold preparation are common to
all bulk carriers. However, the size of holds in capesize, panamax and handysize bulk carri-
ers do present problems when changing cargoes. Bulk Carrier type in this Thesis is “Pana-
max”, subtype of “Kamsarmax”, below brief descriptions about it.
‘Panamax’ (length 200-230 m, draft 13 ~ 15 m) refers to design size limitations im-
posed by the Panama Canal locks and adopted by the international shipping community:
beam must not exceed 106 feet (32.2 m), fully loaded vessels must not exceed 80,000 tons
deadweight. Generally, carry grain, coal and iron ore from US ports.
Kamsarmax (229 m. (max) 82,000 DWT (approx.)) Maximum size allowed for port
Kamsar in Equatorial Guinea.
The Kamsarmax bulk carrier is designed to both barely fit through the Panama Canal
and to barely be accommodated at the loading pier at Port Kamsar in the West African na-
tion of Guinea. Guinea has one of the world’s largest deposits of bauxite. The bauxite is
shipped via railway to Port Kamsar, from where it is carried around the world, primarily to
China and India, for production of aluminum. The sole loading pier at Port Kamsar cannot
handle a ship with a length greater than 229 meters. Thus, a Kamsarmax is a Panamax bulk
carrier with a length of 229 meters, which is several meters longer than the average Pana-
max. If the vessel operates in a fully loaded condition, this gives the Kamsarmax an eco-
nomic advantage over a smaller Panamax.

7
 1. ANALYSIS OF CARGO HOLD PREPARETION AND IN-
SPECTION
The term grain includes: soyabean, wheat, maize (corn), oats, rye, barley, rice, pulses,
seeds and their processed forms which may behave in a similar way to grain in its natural state.
Many grains are shipped in large quantities in bulk for use either as foodstuffs or for oil extrac -
tion while others may be shipped in smaller quantities in bags. Some grains, valued for their
medicinal or other properties, are handled in small quantities only in superior quality bags or
well-made cases. Grain in bags occupies 8% - 10% more space than the bulk commodity.
Preparing Holds for Grain cargo
Preparation of a cargo hold prior grain loading is not just a question of sweeping, clean -
ing or washing down the hold. There are several matters to consider and failing to adhere to good
practice can result in failure to pass cargo hold inspection.
While the IGC is not concerned with cleanliness it is obvious that a high standard is
required for both the handling and carriage of grain. Always, prior to loading, the vessel
will be subject to inspection by an independent surveyor, who will require details of at least
the previous three cargoes. Cargo holds will be inspected for cleanliness and infestation as
well as the presence of any material that might cause infestation.
Therefore, in order to pass survey in accordance with the governing charter party
and/or requirements of the load port it is essential that the holds are properly prepared for
the reception of the grain cargo. Failure to pass survey will result in costly delay to the ship
while the short-coming, be it cleanliness, damage, etc., is corrected. In some ports, the crew
may not be permitted to carry out further cleaning and it will be necessary to bring in shore
labor at greatly increased cost. I had such a situation from my experience, after the carriage
of coal, the next port of loading was scheduled for the charter, it was the port of Santos in
Brazil, we had to load soybeans, but the port authorities said us: if you want to take your
holds under the cargo, without troubles, you must ask us about our shore gangs for washing
holds, otherwise we will find the reason not to accept your holds for loading cargo.
Holds, bilges and hatch covers must be clean and dry, free of previous cargoes and
rust scale, free of taint and infestation. Previous cargo residues must be removed from be-
tween frames, stringers, deck beams and hatch cover beams by washing or sweeping.
Cargo residues are easily dislodged by the motion and vibration of the ship 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 by sealing the holds and treating with an

8
 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. While a cargo
surveyor will normally confirm the readiness of the ship for loading, some administrations
will also be involved in issuing a certificate of cleanliness, e.g., the United States Depart-
ment of Agriculture.
Some national administrations also require the Master to submit stability calculations
for all stages of the proposed voyage. Some administrations (e.g., Australia, Canada, the
USA) also set stricter parameters for stability than those required by the IGC which must, of
course, be adhered to if loading in such a port. In the USA, the National Cargo Bureau is
empowered by the Government to approve the grain loading calculation and has the option
of inspecting the holds but will not approve the calculation until the cleanliness certificate
has been issued.
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 coat-
ings on all surfaces, including the tank top, all ladder rungs and undersides of hatches. The
standard of hospital clean is a requirement for certain cargoes, for example kaolin/Chinese
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.
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 prod-
ucts, alumina, sulfur, 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 charterers requirements), that is, cleaned
sufficiently for taking cargoes like or compatible with the previous shipment. Shovel clean
means that all previous cargo that 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

9
 expected.
Load on top means exactly 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. With such a trade, there is no commercial
need for holds to be cleaned between successive cargoes, and each cargo is simply loaded
on top of any remaining residues from the previous cargo. With load on top, guidance may
be necessary for the master on any cleaning requirements, including the use of bulldozers
and cleaning gangs.
What is “Grain clean”?
The most common cleanliness requirement for bulk carriers is that of grain clean. It
means clean, swept, washed down by fresh water and free from insects, odor, residue of
previous cargo (incl. coal petcock, clinker.)/loose rust scale/paint flakes etc. dried up and
ready to receive charterers intended cargo subject to shippers/relevant surveyors’ inspec-
tion. If the ship fails hold inspection by shipper/relevant surveyor, the ship to be placed off
hire until accepted in all holds, and any extra costs/ expenses/time included stevedores
stand-by and/or cancelling charges, therefrom to be for owner’s account.
The usual instructions a master of a tramping conventional bulk carrier will receive,
particularly if his ship is unfixed for next employment, is Clean to grain clean on comple-
tion of discharge. The guideline here is aimed at most bulk carriers engaged in the carriage
of usual bulk cargoes in conventional ships, which are cleaned to a grain clean standard. As
noted above, there are certain cargoes, such as kaolin, which require the higher standard of
cleanliness or hospital clean.
1.1 Passage Planning in a nutshell
The ship is mainly used to transport goods from one port to another. This re-
quires proper knowledge, planning and execution to navigate a vessel safely to a known port
of destination. In this article, I will talk about my Passage Planning. A passage plan or voy-
age plan is developed and used by the watch crew to determine the safest, most profitable
and economical route. In my work, I prepared four different routes from Santos to Ningbo,
of which I chose the shortest and safest through the Singapore Strait, and it was taken as the
main one!
With the introduction of ECDIS (Electronic Chart and Information Display Sys-
tem) and the phase ending in July 2018, except for those ships that are exempt from it, cross-

10
ing planning has entered the digital age. However, the basic principles of passage planning
remain the same regardless of ECDIS or traditional paper maps.
Chapter V, SOLAS Regulation 34, Appendices 24 and 25 - Voyage Planning Manual (IMO
Resolution 893(21)) and STCW Code, Section A VIII/2, Part 3-1, contain voyage planning
guidance.
There are FOUR stages for planning passage:
 Appraisal - The ship's master will discuss with the second mate (the officer in charge
of navigational matters) on the voyage order received, destination port and how he
intends to sail there. Based on the master's advice the officer will gather all informa-
tion relevant to the proposed passage, including ascertaining the risks and assessing
its critical areas.
 Planning - Once an appraisal is made using the publications and information in hand,
the officer will prepare a plan which is detailed and simple to understand. The plan is
first laid out on a small-scale chart, which is then transferred to charts of suitable
scales, and then tweaked and modified as and when deemed necessary. It is a good
standard practice to lay out the plan from berth to berth and to mark dangerous areas
such as wrecks, shallow areas, hazardous coastal areas, fish farms or fishing zones,
reefs, small islets, anchorages, heavy shipping, density areas, Traffic Separation
Scheme precautionary areas and any other relevant information that will assist with
safe navigation.
 Execution - Once the passage plan is reviewed and approved by the master, the
bridge team will execute the plan. During the passage the speed is adjusted by the
master based on the ETA, traffic density and the sea and weather conditions. The on-
board quantity of fuel, water and food ration should also be taken into consideration
to prevent shortages.
 Monitoring - This phase is where the bridge team use their experience, personal
judgement, and good seamanship to monitor the safe passage. Monitoring is check-
ing the position of the vessel by all available means, to ensure it remains within safe
distance from any hazardous areas. Plotting the ship's position using more than one
method is a good practice and those include e.g., GPS, visual bearings, radar range/
bearings and Astronavigation. At the end of a voyage, a de-briefing meeting is to be
held to share experience and lessons learned from the conducted voyage. This infor-
mation can be used in future passage planning.

11
 Table 1. The Four Stages of Passage Planning
APPRAISAL PLANNING EXECUTION MONITORING
Collecting and Developing and ap- Briefing the Checking the
assessing all rel- proving a passage Bridge and Engine ship's progress
evant informa- plan based on the team on the pas- against the pas-
tion required for outcome of the ap- sage plan. Navi- sage plan.
the intended praisal of all rele- gating the ship in
passage vant information accordance with
the passage plan

Source: Ralph Becker-Heins Voyage Planning with ECDIS. 2016

1.1.1 Ship security & safety onboard

SECURING THE SHIP – KEEP THE CREW SAFE
Security threats arising from geopolitical instability, local conflicts and social struggles are
some of the modern-day challenges of the maritime industry, which may impose an in-
creased risk to a ship and its seafarers in certain areas of the world. Enhanced security mea-
sures may have to be implemented on board when operating in these “high-risk” areas to
make sure that the seafarers stay safe and feel safe.
The physical security threats include terrorism, piracy, robbery and the illegal traf-
ficking of goods and people. Security on board is not only the job of the ship’s security of-
ficer, but the job of the entire crew, therefore it is essential to provide the crew with train -
ing and appropriate security plans together with the necessary resources to implement
them. Various industry guidance has been introduced to assist owners and crew improve
security on board. Much of this information deals with specific threats but can be helpful in
improving on board safety in general.
SECURITY THREAT ASSESSMENT
To determine the necessity of increasing security on board and to implement the cor-
rect countermeasures, it is important that potential threats are quickly identified and under-
stood. As stated above, the Flag or Port State will advise on the applicable security level, as
per the ISPS code, which the ship must comply with in accordance with its SSP.

12
 Other areas may be identified as high-risk areas as per the BMP publications. This
will provide the ship with some prior knowledge of the potential security threats to enable
them to respond accordingly. However, even though an area does not have a raised ISPS
security level nor is classified as a high-risk area, serious security threats may still exist.
Members should therefore maintain a portfolio of security risk assessments covering
their usual trading areas. These should be routinely reviewed as part of the ship’s voyage
and passage planning preparation and updated accordingly based on the latest intelligence
received.
Members should perform due diligence to ensure that intelligence is only gathered
from trusted sources, which may include the:
Port Facility Security Officer (PFSO) in the arrival port.
Local agent or representative; and
Local P&I correspondents.
Furthermore, recognized reporting centers can advise on specific risks. These include the:
International Maritime Bureau (IMB) Piracy Reporting Centre, which provides re-
ports on recent attacks or attempted attacks as well as a Live Piracy Map showing attacks re-
ported to the IMB around the world.
Office of Naval Intelligence, part of the U.S. Navy’s Information Warfare Commu-
nity and which issues weekly piracy reports and a monthly Worldwide Threats to Shipping
report.
Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in
Asia (ReCAAP), which is a regional government agreement that promotes and enhances co-
operation to combat piracy and armed robbery against ships in Asia. ReCAAP also publishes
reports on attacks in Asia.
1.1.2 ISPS Code. Ship’s Security.
In accordance with the approved Ship Security Plan, a thorough inspection of the entire ves-
sel will be conducted prior to departing location. This is to ensure that the vessel does not leave
location with any stowaways on board. Another stowaway search will be conducted just prior
coming to position. These searches will be recorded in the logbook & SSP records. If the vessel
is required to enter any port or approaches during the transit for any reason, the same procedures
for stowaway searches will be done, prior to entering & departing local waters. The procedure in
the confidential SSP will be followed by the Ship Security Officer.
The ISPS code mainly looks after the security aspects of the ship, seafarers, ports and port
workers, to ensure preventive measures can be taken if a security threat is determined. The main
aim of the International Code for the Security of Ships and of Port Facilities (ISPS) is as follows:

13
  To monitor the activity of people and cargo operation
 To detect the different security threats onboard vessel and in port and implement the
measure as per the situation
 To provide a security level to the ship and derive various duties and functions at the dif-
ferent security level
 To establish the respective roles and responsibilities of the contracting governments,
agencies, local administrations and the shipping and port industries
 To build and implement roles and responsibilities for port state officer and onboard offi-
cers to tackle maritime security threat at the international level
 To collect data from all over the maritime industry concerning security threats and imple-
menting ways to tackle the same
 To ensure the exchange of collected security-related information data with worldwide
port and ship owner’s network
 To provide a methodology for security assessments so as to have in place plans and pro-
cedures to react to changing security levels
 To find the shortcomings in the ship security and port security plan and measure to im-
prove them

The ISPS code incorporates various functional requirements so that it can achieve certain
objectives to ensure the security of ships and ports. Some of the important requirements are as
follows:

 To gather the security-related information from the contracting government agencies

 To assess the received information
 To distribute the security-related information to appropriate contracting government
agencies
 Defining the proper communication protocols for ships and port facilities for hassle-free
information exchange
 To prevent any unauthorised entry in port facilities or on a ship and other related
restricted areas, even if the unauthorised entry is not a threat (but always considered as a
potential threat)
 To prevent the passage of unauthorised weapons, incendiary devices or explosives to
ships and port facilities
 To provide different means for raising the alarm if any security incident is encountered or
a potential security threat is assessed
 To implement proper security plan on port and ship-based upon the security assessment
and requirements
 To plan and implement training, drills and exercises for ship and port crew so that they
are familiar with the security plans and there is no delay in implementing the same in
case of a real threat

1.1.3 The Rescue with Life/Rescue Boats and Life Rafts.

Life Rafts: The Bulk Carrier “DANHIL” has 2 x 25 and 1 x 6 persons davit
launched inflatable life rafts. (See fig. 1.)
Outboarding (launching) is carried out by means of the slewing crank handle. The
davit can be rotated both in the light condition (nothing on the hook) and laden with the life raft
pack (life raft only). The davit cannot normally be slewed when life raft is fully laden (loaded
with 16 persons). The section of chain between handrails outboard of the rafts is to be lowered to

14
allow the rafts to be swung outboard with the davit. Slew the davit inboard to the first (outboard)
life raft to deploy by turning the crank handle on the slewing gear in the appropriate direction.
Lower hook by lifting the brake handle on the drum and inserting the crank into the hole located
there and cranking the hook down to the desired position. Remove the crank handle from the
winch afterward.
Release the cradle’s hold downs by disengaging the pelican hook above the
hydrostatic release mechanism.
Attach the hook & “D” ring to the shackle located in the raft canister under the
black rubber cover. This shackle is attached to the life raft’s bridle. Insert the crank handle
above the winch brake on the lifting gear and lift the raft off the cradle.
Uncoil the browsing straps from the side of the canister. Ensure that the inflation
line is attached to the ship.
Slew the raft to the outboard position by turning the slewing training gear crank in
the appropriate direction.
Once the raft is outboard, attach red cord to rail (to hold canisters after inflation), pull the
white painter line/inflation cord completely out of the canister until it comes to a stop. Give the
cord a stiff jerk to inflate the raft. Tie off the browsing straps to the cleats on the deck to
pull/hold the raft in alongside.
Personnel to enter the raft in an orderly manner, evenly distributing the weight around the
raft, feet pointing towards the center of the life raft. (Maximum 25 persons.)
Release the browsing straps and lower the raft to the water by reaching up and pulling
down on the brake handle release handle. Maintain pressure/pull on the brake handle.
Once the raft is waterborne, the release hook can be tripped (hook will not release with a
load on the hook).
After the hook is released, the painter (inflation cord) can be released from the tie off point
on the deck above or cut by the personnel in the raft with the knife provided.
The davit cannot normally be slewed when life raft is fully laden (loaded with 25 persons).

15
 The release hook is then hoisted back up to the embarkation level & the next raft is readied
for launching. Note: There are separate “D” rings for each life raft as the “D” ring is released
with the raft each time.

Fig. 1. 25-person capacity Life-Raft of m/v “DANHIL”

Source: Picture of the voyage from Santos to Ningbo, somewhere in the Indian Ocean, March 2021
Free-fall lifeboat. The mv “DANHIL” is equipped with one NORSAFE free-fall lifeboat
of 25-person capacity (see fig. 2.)
Dimensions of lifeboat: 7.95x3.07x1.55x3.19m.
The lifeboats are the totally enclosed type, capable of passing through burning oil on the
sea for a period of twelve minutes, retaining structural integrity & providing maximum protec-
tion for its occupants.
In case of emergency, when personnel enter the lifeboat, they should remain quiet with
their seat belt & shoulder harnesses fastened.
The boats are motorized with an operating speed of 6.0 knots. Enough fuel is stored in
the boat for a minimum period of running 24 hours at the six-knot speed when fully loaded.
A water sprinkler system is fitted in each boat, that when operating, reduces the adverse

16
effect of fire on the boat's exterior when passing through burning oil on the sea. Water is sup-
plied by a clutch driven pump connected to the engine. The engine should be run at full speed.
A sufficient volume of air is discharged from storage bottles to allow engine operation, life sup-
port for persons in the boat (all access doors closed), and positive pressure for at least 10 minutes
duration.
Lifeboat Lowering Procedure:
a) Prepare the lifeboat for launching.
- Ensure that on the lifeboat davit, the maintenance shackle is removed.
- Open hatches & secure.
b) The Chief Officer enters & prepares the engine for operation.
- Turn main battery switch on (audible tone to indicate that it is on).
- Ensure the drain plug is in place & is tight.
- The designated crew boards the boat & takes up their assigned seating positions.
- Embark passengers, instructing them to occupy the seats furthermost from the doors first, in-
struct them to fasten the seat belt & secure any loose object.
- Close & secure all hatches after everyone is aboard.
- All personnel fasten seat belt harnesses, ready for launching.
- 2-nd Engineer starts engine and ensure no loose object are in the boat.
- Chief Officer confirms order to launch lifeboat from the Master.
- The Chief Officer calls out for launching, ensuring that everybody is ready for the freefall.
- The Chief Officer now operates the release mechanism to launch the freefall boat.
- In case of burning oil on the sea or toxic gas are present, the Chief Officer should now oper-
ate the emergency air supply and sprinkler system as explained in this section.
- The Chief Officer now engages the propeller gear & tells the crew member at the front of
the boat to pull the painter release handle.
- The Chief Officer now steers the lifeboat away from danger on a designated heading. Once
clear of danger, proceed to an upwind mustering area for all boats and rafts.
Engine Starting:
Normal Start:
- Turn on main battery switch.
- Push button on side of throttle control in, to disconnect propeller shaft.
- Push throttle control lever forward.
- Turn start button on instrument panel to glow position for 30 seconds.
- Turn start button on instrument panel to start position & release when engine starts.

17
- Pull throttle lever back to neutral position – button on side of control lever will now pop out
and forward or reverse can now be selected.
Note: This engine can be run with the boat out of the water for a maximum of 5 minutes, but the
propeller shaft should not be engaged as this may damage the shaft bearings and seals.
Note: While the lifeboat engine is running, the alternator will charge all lifeboat
batteries. The battery charger mounted on the back of the Helmsman’s chair only operates when
the boat is stowed in the davit and the ship’s power supply is connected.
Emergency Starting Procedure:
- If the main battery is not usable, take red key switch out of main battery keyhole & insert in
emergency battery keyhole.
- Turn the emergency battery main switch to ON.
- Push the button on side of control lever in to disconnect the propeller shaft.
- Push the throttle lever forward.
- Turn the start button on the instrument panel to the glow position for 30 seconds & then release
the switch.
- Push the EMERGENCY START button located on the steering console next to the steering
wheel on port side until the engine starts, then release the button.
- Pull the throttle lever back to the neutral to reengage the transmission (the button on the side of
the throttle will pop out).
- To stop the engine, push in the engine stop button located on the engine instrument panel
(steering console).
- The third method of starting the engine is by using the available ratchet to tension a spring-
loaded starter and pressing the start lever near the aft end of the engine.
Sprinkler System:
- Ensure all hatches & openings are closed.
- Push red sprinkler control lever (seacock) to the open position. (Note sprinkler control lever is
situated in the forward port end of the engine compartment.)
- After the lifeboat is waterborne, engage the propeller in forward gear and steer the boat away
from danger.
- Push the throttle lever forward to the full rpm position. The sprinkler system will only operate
when the engine is set at full speed.
- To shut off the sprinklers, close the seacock

18
 Emergency Breathing Air System:
Note: This system contains high pressure air and should not be tampered with. Only qualified
personnel should maintain this system. The emergency air system should be kept fully always
charged, i.e., if the pressure drops below 180 Bar, the system should be recharged to 200 Bar.
- The Coxswain will order a crew member to open the valve handle on each air cylinder located
forward beneath the seats (if valves were not already opened during earlier preparation).
- Helmsman and crew will ensure that all hatches are closed.
- After the air cylinders are full opened, open the valve “B” on the low-pressure side of the air
regulator. The “A” valve can now be opened to allow regulated air flow into the lifeboat cabin.
- Increase the boat’s engine speed to full rpms.
Emergency Communication Equipment:
Radio’s: The Lifeboat has fitted VHF GMDSS radio’s, with independent battery supply.
Lifeboat on the “DANHIL” has one GMDSS HANDHELD VHF radio stored by each door to
the bridgewings. An additional GMDSS radio is stored in lifeboat.
The VHF radios are to use Channel 16 for communication during distress or emergency.
SART’s
The Lifeboat has one TRON Search & Rescue Transponder (SART). There are also two (2)
SARTS located on each side in the Bridge next to the bridge-wing doors, & another fitted in
each lifeboat. To activate the SART’s, remove the locking pin & put switch to the “ON” posi-
tion. Recent experience has revealed height of the SART is critical for its operation. Mount the
SART on its extension pole outside the lifeboat & assign someone to watch it.
EPIRB’s
The m/v “DANHIL” is equipped with one 406 MHz Category I Emergency Position Indicating
Radio Beacons (EPIRB’s) mounted with a hydrostatic release on the port bridgewing, & another
stored in each lifeboat.
The bridge wing EPIRB will be released & activated automatically upon submersion with
the sinking vessel. This EPIRB can also be released manually, time allowing, using the
following procedure:
- Remove the latch pin securing the plate.
- Open the latch and remove the EPIRB from the support assembly.
- The EPIRB is activated by placing the switch in the ON position
- Carry the EPIRB to the survival craft and use the tether line provided to attach the floating
EPIRB to the survival craft or to a person.
- Transmission of distress signal will continue for a minimum of 48 hours.

19
 Fig. 2. Free-Fall lifeboat 25-person capacity
Source: Marine Traffic. Place of photo: Seine River (France), August 2015. Photo by Bernard Delmont

Fast Rescue Craft (FRC):

The m/v “DANHIL” has a davit launched NORSAFE RESCUE BOAT. It can be
launched by one of the cranes if necessary (see fig. 3.)
It is supported by a single point wire fall. On the end link of the wire fall is a quick release
hook, which should be released manually by one of the crew when the boat is fully waterborne,
and engine is running.
A rescue boat, when suspended from a sling or lifting hook, should:
1. be of sufficient strength and rigidity to enable it to be launched and hauled with a full
complement of persons and equipment.
2. be of sufficient strength to withstand a load of four times the mass of her full complement
of persons and equipment at an ambient temperature of 20 ± 3°C and with the safety
valves plugged.
3. be of sufficient strength to withstand a load of 1.1 times the mass of her full complement
of persons and equipment at an ambient temperature of -30°C when all relief valves are
operating properly.
4. inflated rescue boats should be designed to withstand:
- storage on the open deck of a vessel at sea.
- stay afloat for 30 days under any sea conditions.
5. inflated rescue boats should be marked with serial number, manufacturer's name or trade-

20
 mark and date of manufacture.
6. the buoyancy of the inflated rescue boat shall be provided either by one buoyancy tube
divided
into at least five separate compartments of approximately equal volume, or by two sepa-
rate buoyancy tubes each not exceeding 50% of their total volume. The buoyancy tubes
shall be designed so that the intact compartments can keep afloat the number of normally
seated persons, weighing 75 kg each, allowed to be placed on the rescue boat, with a pos-
itive freeboard around the entire perimeter of the rescue boat, under the following condi-
tions:
- one forward buoyancy compartment was lowered.
- buoyancy is completely lost from one side.
- buoyancy is completely lost from one side and the bow compartment.
7. buoyancy tubes forming the sides of an inflated rescue boat shall, when inflated, provide
a volume of not less than 0.17 m3 per person allowed to be placed on the rescue boat.
8. each buoyancy compartment shall be fitted with a non-return valve for manually inflating
and venting it. A safety valve must also be provided, unless the Administration considers
it to be optional.
9. the undersurface of the bottom and vulnerable areas of the outer surface of the inflated
rescue boat shall be provided with reinforced strips to the satisfaction of the Administra-
tion.
10. if there is a transom, it shall not protrude into the hull by more than 20% of the greatest
length of the rescue boat.
11. appropriate patches shall be provided for fastening painters in the bow and stern, as well
as lifelines secured with sags inside and outside the lifeboat.
12. the inflated rescue boat shall be kept fully always inflated.

21
 Table 2. FRC Dimensions of M/V DANHIL
LOA: 4.50 m.
BREADTH: 1.86 m.
Number of persons: 6.
Empty Weight: 246 kg.
Weight, davit load:893 kg with 6 persons an 80kg.
Propulsion: Screw Engine.
Max Power: 40 HP / 29.4 kw.
Lifting: Single point (The lifting system is 4 legs
lifting sling with a SWL of 950 kg.
The end of each leg has a sewn and protected loop.
Length of L1 legs aft: L1: 1480 mm,
Length of L2 legs forward: L2: 1835 mm.).
Source: General Ship Dimensions

Table 3. Equipment’s of FRC

Name: Quantity Name: Quantity
Paddles 2 Anchor (2 lines) 1
Thermal Suit 2 Scoop 1
First Aid Kit 1 Engine oil (11 ltr.) 1
Gasoline 2 Bucket with line 1
Powder Extinguisher 1 Radar reflector & line 1
External Raft Light 1 Ladder 1
Fall Prevent 1 Painter line 2
Battery Box 1 Ring with line 2
Set of Tools 1 Metal stick 1
Compass (Ritchie) 1 Fender 1
Lithium battery 1 Service manual 1
Spark plug 1 Filter 1
Whistle 1 Batteries (1,5 V) 6
Tape 1
Source: List from vessel, approved by Master onboard December 2020.

22
 Fig. 3 Rescue Boat of m/v “DANHIL”
Source: Picture of the voyage from Santos to Ningbo, somewhere in the Indian Ocean, March 2021.

1.1.4 The Importance of Drills Onboard

Drills on board ships play an important role in preparing the crew for emergency situa-
tions. The ship’s engine room is a hazardous place where a variety of accidents can take place.
Engine room crew members are therefore required to carry out all important drills and training
procedures on regular basis to ensure safety of the ship and its crew
The purpose of carrying out any kind of drill on the ships is to make the crew acquainted
with various procedures to be followed during emergency situations.
SOLAS Convention requires on board of all Self-Propelled Vessels to carry out: Aban-
don Ship Drills, Fire Drills, Man Overboard Drill, Oil / Chemical Spills, Enclosed Space Entry,
Flooding, Collision, Grounding Drills, Blackout Training, Emergency Steering Drill.

23
 Each member of the ship's crew must participate in one abandon ship drill and one fire
drill each month. If in the port of departure more than 25% of the ship's crew members have been
replaced, then the ship's crew drills must be held within 24 hours after the ship's departure from
the port.
A Drill is an exercise performed on board (or during training ashore) which may be su-
pervised by competent authority or personnel. Mostly Such exercises are specialized for a partic-
ular event, or emergency. Such Drills ideally should be practiced again and again so that every-
one on board is well versed with the situation and is trained enough to tackle if such a situation
arises.
Each crew member has his own muster list, where all his duties are written, for which he
is responsible in case of any emergency, his place on the muster station and inside the lifeboat.
All these duties crewmember shall know on hundred percent and make it automatically, cause in
real emergency could be panic, so it’s very important to learn and understand them in order to
avoid danger.
Below the List of Mandatory required by ISM Code Drills and Trainings.
1 Abandoning Ship Training 1 per Month
2 Fire Drill 1 per Month
3 MOB Drill 1 per 3 Months
4 Rescue Boat “Launching & Maneuvering” Drill 1 per 3 Months
5 Flooding Drill 1 per 3 Months
6 FF Lifeboat “Launching and Maneuvering” Drill 1 per 3 Months
7 SOPEP. Emergency Oil Spill Drill 1 per 3 Months
8 Steering failure Drill 1 per 3 Months
9 Standing or Grounding Training 1 per 6 Months
10 Collision Training 1 per 6 Months
11 Main Engine Failure Drill 1 per 6 Months
12 SAR Training 1 per 6 Months
13 Medical First Aid Drill 1 per 3 Months
14 ISPS Drill 1 per 3 Months
15 Transmission of Distress, Emergency, Security Signals and Drill 1 per 3 Months
Messages using GMDSS Means.
16 Confined Space Training 1 per 3 Months
17 Blackout Recovery Training 1 per 3 Months

24
 Table 4. ISM Code Drills and Trainings

Source: SOLAS 1974

For each general ship exercise, a plan-report must be drawn up, established by the
shipowner and approved by the captain of the ship. The captain of the ship gives instructions on
the announcement of a training alert, supervises the exercise and its analysis. Conducting a train-
ing gathering and training alarms with their description must be registered in the ship's logbook.
If the training session or exercise was not carried out in full at the appropriate time, then an entry
should be made in the ship's logbook explaining the circumstances and scope of the training ses-
sion or exercise.
Each crew member has his own master list, where all his duties are written, for which he
is responsible in case of any emergency, his place on the master station and inside the lifeboat.
Each crew member has his own master list, where all his duties are written, for which he is re -
sponsible in case of any emergency, his place on the master station and inside the lifeboat.

1.2 Hold Preparation Checklist - Additional Measures for Specific Cargo

There are many different types of cargoes which are commonly carried in bulk in to-
day's market, and they all require different methods of hold cleaning, although one basic
rule always applies, and that is that the vessel's cargo holds must always be cleaned to the
highest standards possible, regardless of the next commodity to be carried.
Below hold cleaning checks are only a guide and masters and owners should check
the charterers and shipper’s requirements. The end use of the product may require a higher
state of cleanliness than normally expected. The list below is not exhaustive check with the
IMSBC Code.
 hold bilge pumping and line arrangements understood
 standard and extent of hold cleanliness and preparation for the next cargo is
known from charterers, shippers, owners, charterparty, IMSBC Code
 instructions from charterers are clearly understood
 ensure ship has sufficient water for a freshwater wash-down; additional
freshwater can be taken in the fore or aft peak tanks. (A panamax bulk carrier
requires about 20/25 tonnes of freshwater per hold for freshwater wash-down)
Pre-washing
o holds swept thoroughly after discharge of previous cargo and residues removed.

25
 Residues left on deck are kept covered to reduce dust and pollution risk
o holds and internal structures checked for damages
o bilge wells/strum boxes are cleared of cargo spillage. Bilge cover plate fitted in good
order
o hold bilge sounding pipes and temperature pipes are free of debris
o do not wash holds where adjacent holds are not free of cargo, or if the bulkhead in the
adjacent hold is not clear of cargo (as there is a potential risk of water damage/ingress)
o the bilge line to be blanked off from the engine room for holds with cargo during
washing
o bilges of holds with cargo to be sounded frequently during washing
o before pumping out bilge water, ensure MARPOL and local regulations are not violated
o fixed fire extinguishing lines should be flushed out with air to remove dust and
residues
Post-washing

o the non-return valves in the bilge well are to be checked and operational
o bilge wells should be dry. Strum box and bilge cover plate should be clear and secured
o bilge cover plate should be covered with burlap and secured
o open and inspect the valve/seat of each hold bilge valve in engine room and ensure it is
free of cargo residues and debris
o open and inspect main bilge line valve in engine room and ensure it is free of cargo
residues and debris
o ensure all valves on the hold bilge line are effectively shut to prevent water ingress into
holds from fire and general service pump, ballast and eductor pump, etc. Valves should
be closed, with measures in place to ensure that they stay closed (visible signs)
o ensure that all manhole lids on the hold tank top and ballast line blanks in ballast hold are
watertight and oil-tight
o ensure that ballast well manhole and ballast line blanks are tight
o ensure that high-level bilge alarms are operational
o ensure that the stool spaces are drained of water. (Stool spaces may contain water in
ballast hold through cracks in stool bulkhead). Ensure that stool manhole lids are closed
tight
o ensure that connection pipe and ballast trunking from top-side tank to double bottom are
not leaking into hold
o ensure that the gland packing of extended spindles for double bottom tank valve passing
from top-side tank through cargo hold into double bottom are free of leaks

Cleanliness/preparation specific cargo may require additional measures

o remove all previous cargo residues, loose rust and scale. Ensure that loose rust on under-
side of hatch covers is removed
o after salt water washing, final rinse should be with freshwater. Wash holds with
freshwater alone if required by the charterparty or for the type of cargo
o check for hairline cracks on internals and plating after the holds are washed and cleaned
o ensure that holds are ventilated and dried. The hold should be inspected very closely for
infestation, especially when grain and grain products are to be loaded
o carry out a hose test of hatch covers and access hatch covers and vents before loading

26
 o check ventilation systems and their closing arrangements
o on completion, the chief officer should inspect the hold to ensure its condition is
satisfactory in all respects for loading
o the master should inspect the holds for confirmation of cleanliness prior to presenting the
holds for survey
o hold bilges should be sounded daily at sea, weather permitting the responsible officer
should monitor this
o bilges must be pumped out dry as required
o bilge sounding/temperature pipes must be closed watertight

Prior to loading

o confirm that everything meets the requirements of charterers and shippers

After loading

o avoid carrying ballast in double bottom and top-side tank in way of holds with cargo,
unless unavoidable, for example, for stability reasons
o ventilate the cargo hold as necessary. Compare the dew point of the hold and of the
outside air to avoid damage from ventilation
o fuel in tanks in way of cargo holds to be managed. Fuel oil heating in tanks in way of
cargo holds should not exceed 5ºC above the required transfer temperature
o monitor and record the fuel oil temperature

1.3 Soybeans Cargo – General requirements for transportation

Soybeans occur in various sizes, and in many hull or seed coat colors, including black,
brown, blue, yellow, green and mottled. The hull of the mature bean is hard, water resistant, and
protects the cotyledon and hypocotyl (or "germ") from damage. If the seed coat is cracked, the
seed will not germinate. The scar, visible on the seed coat, is called the hilum (colors include
black, brown, buff, gray and yellow) and at one end of the hilum is the micropyle, or small open-
ing in the seed coat which can allow the absorption of water for sprouting.
Soya beans are used for the manufacture of two principal products: soybean oil and soy-
bean meal, the latter being the product remaining after the oil has been removed, invariably by
the solvent extraction process. They also form the bases to produce soy protein, soy coagulates
(e.g., tofu), soy sauces. Soya beans are, of course, a perishable cargo and one cannot expect to
store them indefinitely. The concept of “safe storage” is probably incorrect since there is no set
of conditions under which bulk soya beans cannot be damaged. However, the two crucial aspects
are heat and moisture. The period of safe storage (before noticeable deterioration occurs) de-
pends largely on the initial moisture content, the temperature of the beans at loading and the sub-
sequent storage conditions; higher temperatures and moisture content increase the rate of deterio-

27
ration. Fully matured soybeans may be kept for a virtually unlimited time after drying. With a
water content of 8%, soybeans have a very good storage life and are thus also well suited to be-
ing transported for relatively long periods and in bulk. Shipping is possible all year round, but
should be as soon as possible after harvest, in order to avoid transporting excessively old goods.
The year of harvest should therefore be ascertained before loading is begun. Soybeans are
generally transported as bulk cargo but occasionally also as break-bulk cargo in bags of woven
natural materials (e.g., jute) or woven plastic bags. Transport in ventilated containers (coffee
containers), if the water content of the goods is < 8% and the lower limits set for the water con-
tent of packaging and container flooring and the oil content of the goods are complied with.

FACTS OF SOYBEANS CARGO

Origin This Table shows only a selection of the most important countries of origin
and should not be thought of as exhaustive.

 Europe: Southern Europe

 Africa
 Asia: China, Japan
 America: USA, Brazil, Argentina, Australia

Stowage factor  1.53 - 1.67 m³/t (flat bags of jute fabric

(m³/t)  1.39 - 1.48 m³/t (bags from Far East)
 1.81 m³/t (bags from West Africa)
 1.59 - 1.62 m³/t (bags, US gulf states)
 1.23 - 1.28 m³/t (bulk)
 1.35 - 1.39 m³/t (bulk, US gulf states)
 1.33 - 1.61 m³/t (bulk)

Humidity/Moisture  Relative humidity: 70%

 Water content: 11 - 14%, max. 13%
 Maximum equilibrium moisture content: 65%
Ventilation Recommended ventilation conditions: air exchange rate: 10 - 20 changes/
hour (airing). It is advisable to stow to leave trenches, so that, where neces-
sary, water vapor and heat may be removed by suitable ventilation measures.
Risk factors Soybeans are sensitive to contamination, moisture damage and insect infes-
tation. Respiration may cause life-threatening CO2 concentrations (TLV:
0.49 vol.%) or O2 shortages in the hold/container. Therefore, before anybody
enters the hold, it must be ventilated, and a gas measurement carried out.

Table 5. Infoblox on Soybeans

Source: Cargo handbook

28
 Ambient Temperature Fumigation Period
5°C Do not fumigate
5-12°C 10 days (240 hours)
12-15°C 5 days (120 hours)
15-20°C 4 days (96 hours)
>20°C 3 days (72 hours)

Table 6. A typical manufacturers’ fumigation time guidelines, assuming uniform application.

Source: USDA Handbook (United States Department of Agriculture).

Risk factor prior transportation of Soybean cargo

 Self-heating / Spontaneous combustion; Insect infestation / Diseases

 Moisture; Toxicity / Hazards to health
 Mechanical-influences;Shrinkage/Shortage

Application Method Cargo depth in (m)

<6 6-12 12-20 >20
(Handymax/Panamax) (Capesize)

Surface 9 15
(45 g of aluminum NOT ACCEPTABLE
phosphide/1000cbf)
Trench-in (45 g of aluminum 8 15 18
phosphide/1000cbf)
Recirculation (33 g of alu- 4 7 9 9
minum phosphide/1000cbf)
(45 g of aluminum 3,5 3,5 3,5 3,5
phosphide/1000cbf)

Table 7. Minimum fumigation time by commodity depth for Handymax and Panamax size ship’s

Source: USDA Handbook (United States Department of Agriculture).

29
 2. NAVIGATION

2.1 Briefly description of m/v Danhil

Fig. 4. The Common view of the M/V “DANHIL”

Source: Marine Traffic. Place of photo: Ijmuiden (The Netherlands), May 2019. Photo by
Lammert Melk
Vessel Specifications:

30
IMO: 9632959

MMSI: 636015908

Call Sign: D5DL5

Flag & Home port: Liberia, Monrovia

Gross Tonnage: 44336 t.

Deadweight: 81354 t.

Length Overall x Breadth Extreme: 229 m × 32.3 m

Year Built: 2012

Name & type: M/V DANHIL, bulk carrier

Owner: MARLOW NAVIGATION COMPANY

Classification: LLOYD’S REGISTER

2.2 The Planning of Passage from Santos to Ningbo

Fig. 5. The passage from Santos to Ningbo via Singapore strait

Source: ECDIS Navi-sailor, Transas 3000

31
 The ship is mainly used to transport goods from one port to another. This requires proper
knowledge, planning and execution to navigate a vessel safely to a known port of destination. In
this article, I will talk about my Passage Planning. A passage plan or voyage plan is developed
and used by the watch crew to determine the safest, most profitable and economical route. In my
work, I prepared four different routes from Santos to Ningbo, of which I chose the shortest and
safest through the Singapore Strait, and it was taken as the main route. Estimated sailing on 3 of
March 2021, at 10.00 UTC from Santos (Brazil) – Ningbo (China). The length of this route is
11231.43 nm with an average vessel speed of 12 knots, the scheduled date and time of arrival in
Ningbo port is on 12 of April 2021 at 09.00 UTC. At an average ship speed of 12 knots, the voy-
age takes about 38 days and 23.00 hours. The distance of the voyage was calculated by the elec-
tronic chart system after drawing the route on the electronic charts. I also calculated the route
distance using GC. The route was created by GC, I picked all nautical charts according to this
voyage, also sailing directions, tide tables, nautical publications etc. The distance is determined
in the following ways: Route length on the electronic chart – 11231.43 nm.

2.2.1 The Description of the Port of Santos

The Port of Santos is the largest in Latin America. Connecting over 600 ports in 125
countries. The Port of Santos is in the city of Santos, state of São Paulo, Brazil. In 2016, it was
considered the 39th largest port in the world for container handling, and the 35th per ton, accord-
ing to the AAPA - American Association of Port Authorities ranking, being the busiest in Latin
America.
The terrestrial access system to the port is made up by the Ancheta and Immigrants high-
ways and by the railroads operated by Ferroan and MRS. It was once considered the "port of
death" in the 19th century due to yellow fever, and ships often avoided docking at the wood
plank port.
The floods in the city's area provoked illnesses. In the early 20th century, major overhaul-
ing and urbanization created the port's modern structure seen today, eliminating the risk of dis-
eases and providing the port with modern, industrial-age infrastructure.
SUMMARY:
Local Time: (GMT -3)
Un/locode: BR BDN
Opened: February 2, 1892
Owned by: Federal Government of Brazil
Type of harbor: Maritime

32
Max size:
Bulk Carriers: LOA 230m. Draft 15,2m.
Employees: 1,486
Fuel: Available.
Medical: Facilities available. Annual cargo tonnage: 147 million tons. Nearest Airport: Santos
Dumont Airport 50 km.pic. Santos

Fig. 6. The Layout of the Port of Santos (Brazil)

Source: Date of photo: 18 October 2012. Route from: ECDIS Transas Navi-Sailor 3000
2.2.2 The main waterways during voyage
The Atlantic Ocean is the second largest of the world's oceans. It covers about 20
percent of the Earth's surface and about 29 percent of its water surface area. In the southern
hemisphere, it includes the Brazilian and Benguela currents. Due to the significant length
of the Atlantic Ocean from north to south, meridional water flows are more developed in it
than latitudinal ones. Brazilian current - a warm current of the Atlantic Ocean off the coast
of South America, directed to the southwest, branch of the southern trade wind current.
Passes in the upper 600-meter layer along the coast of Brazil. The Benguela Current is a
cold Antarctic current located not far from the South Equatorial, Brazilian and Western
Wind Currents. In the Southern Hemisphere, temperatures increase much faster and by
60°S. sh. hover around 0°C. In general, the Atlantic Ocean is colder in the southern
hemisphere than in the northern.
The Indian Ocean is the third largest and deepest ocean on Earth, accounting for
about 20% of its water surface. In the equatorial zone of the Indian Ocean, the surface
water temperature is about 28 ° C all year round in both the western and eastern parts of the
ocean. The Indian Ocean has a special pattern of currents that is unique to it. The South
Equatorial Current (Southern Equatorial Current) - named after the prevailing winds in the
area - the trade winds blowing from east to west - a warm current in the World Ocean,

33
 passing through the southern tropical latitudes. Equatorial (Intertrade-wind) countercurrent
- a powerful countercurrent in the interval between the North trade wind current and the
South trade wind current, observed in the equatorial region around the entire globe in the
Pacific, Atlantic and Indian oceans.
The Strait of Malacca is a strait between the Malay Peninsula (western Malaysia)
and the Indonesian island of Sumatra.
Piracy has been a problem in the strait. Piracy had been high in the 2000s, with
additional increase after the events of September 11, 2001. After attacks rose again in the
first half of 2004, regional navies stepped up their patrols of the area in July 2004.
Subsequently, attacks on ships in the Strait of Malacca dropped, to 79 in 2005 and 50 in
2006. Attacks have dropped to near zero in recent years.
There are 34 shipwrecks, some dating to the 1980s, in the local TSS channel (the
channel for commercial ships under the global Traffic Separation Scheme). These pose a
collision hazard in the narrow and shallow strait.
Another risk is the annual haze due to wildfires in Sumatra, Indonesia. It may reduce
visibility to 200 meters (660 ft), forcing ships to slow in the busy strait. The strait is
frequently used by ships longer than 350 meters (1,150 ft).
The Singapore Strait is a 70 mi, 12 mi strait between the Strait of Malacca in the
west and the South China Sea in the east. Singapore is on the north of the channel, and the
Indonesian Riau Islands are on the south. The two have a maritime border along the strait.
It includes Keppel Harbour and many small islands. The strait provides the
deepwater passage to the Port of Singapore, which makes it very busy. Approximately
2,000 merchant ships traverse the waters on a daily basis.The depth of the Singapore Strait
limits the maximum draft of vessels going through the Straits of Malacca, and the
Malaccamax ship class.
2.2.3 Piracy and armed robbery in the Straits of Malacca and Singapore
Since 2016, attacks on ships have not been reported in the Strait of Malacca. In
2009–2011 was effectively suppressed by the intervention of international coalition forces,
the NATO, and the EU. This intervention followed the aim of Article 100 of LOSC that stip-
ulates the obligation of all States to cooperate fully in the repression of piracy on the high
seas or in any other place outside the jurisdiction of any State. Due to reasons discussed
above, such international intervention absent of the prior permission of the relevant coastal
State(s) is not possible in the Strait of Singapore or in the up to 24-nm-wide part of the Strait
of Malacca as well as in straits situated in the archipelagic waters of Indonesia, e.g., the

34
straits of Sundae and Lombok.
Article 101(1) of LOSC defines piracy as any illegal acts of violence or detention, or
any act of depredation, committed for private ends by the crew or the passengers of a pri-
vate ship or a private aircraft, and directed on the high seas, against another ship or aircraft,
or against persons or property on board such ship or aircraft, or against a ship, aircraft, per-
sons or property in a place outside the jurisdiction of any State. The distinction between
piracy and armed robbery is particularly relevant in the case of Indonesian archipelagic wa-
ters and territorial sea, and the Straits of Malacca and Singapore that fall under the
sovereignty of Indonesia, Malaysia, and Singapore.
In 2020, the incidents of piracy and armed robbery almost doubled in Asia, particu-
larly in the Straits of Malacca and Singapore, and the South China Sea. However, these ab-
solute numbers should be interpreted in the light of the fact that the sea routes in and
around the Straits of Malacca and Singapore are the busiest globally. Thus, from an indi-
vidual seafarer’s perspective, the likelihood of falling the victim of a pirate attack or armed
robbery is not greater than in, e.g., West Africa or West Indian Ocean.
The number of attacks against ships navigating in the Strait of Singapore has in-
creased from 3 in 2018 to 23 in 2020. At the same time, the recent successful counter-
piracy operations in the Strait of Malacca and around the Horn of Africa demonstrate that it
is possible to suppress newly emerged waves of attacks against ships relatively quickly. In
1998, the IMO characterized piracy and armed robbery in the Strait of Malacca as having
an endemic character and, in 2000, the Strait of Malacca reported over 70 incidents of
piracy or armed robbery that was overshadowed only by the number of attacks in Indone-
sia. After Indonesia and Malaysia decided in 2005 to increase their efforts in patrolling
their long coasts and adjacent waters in the Strait of Malacca, the incidents of piracy and
armed robbery were reduced to only a couple per year.

35
 Fig. 7. Piracy and armed robbery in Somalia, Indonesia, and the Straits of Malacca and Singapore
Source: Figure is based on data collected from EU Naval Force

2.2.4 Charts and Publications used for Passage from Santos (Brazil) to Ningbo
(China)
The most importantly, before starting voyage planning, pick up and prepare nautical
charts, publications, and other important information required for a specific voyage. Only official
nautical charts and publications may be used for navigation planning, which must be updated in
accordance with the latest available notices to mariners and radio navigational warnings. Charts
and publications that are not available on the ship must be found in the map catalog or ordered
by mail and received before the ship sails. Large-scale charts should be used for sailing in coastal
waters and for plotting each course change (or waypoint). Smaller scale charts should be used for
planning ocean crossings and open water areas. Navigation publications are presented in Tables
7-11
Charts of passage from the port of Santos to Ningbo are presented in Appendix 1.
Calculated Passage Plans shown in Appendix 2.

Table 8. Admiralty Sailing Direction

Nr. Title, Geographical Area Comprises Volume New
Edition

36
1 NP5 South America Pilot Vol. 1 2014

2 NP32 China Sea Pilot Vol. 3 2013

Source: ADMIRALTY Catalogue

Table 9. The List of Lights & Fog Signals

Nr. Title, Geographical Area Comprises Volume The Last

Edition
1 NP80 Western side of South Atlantic Ocean and East Pacific Volume G
Ocean; from Cabo Orange to Point Barrow, and Hawaiian 2016/17
Islands
2 NP77 Eastern Atlantic Ocean, Western Indian Ocean, Red Volume D 2015/16
Sea & Arabian Sea; from Goulet de Brest southward, incl,
of-lying Islands, to longitude 68° E
3 NP83 Indian and Pacific Oceans, South of the Equator Volume K 2015/16

4 NP79 Northeast Indian Ocean, South China and Eastern Volume F 2016/17
Archipelagic Seas (North of the Equator) & Western parts of
Philippine, East China & Yellow Sea
Source: ADMIRALTY Catalogue
Table 10. The List of Admiralty Tide Tables

Nr. Title, Geographical Area Comprises Volume The Last

Edition
1 NP202 Europe (excl. UK & Ireland), Mediterranean Sea and Volume 2 2017
Atlantic Ocean
2 NP205 South China Sea and Indonesia (incl. Tidal Stream Volume 5 2016
Tables)
3 NP206 North Pacific Ocean (incl. Tidal Stream Tables) Volume 6 2017

Source: ADMIRALTY Catalogue

Table 11. The List of Radio Signals

Nr. Title, Geographical Area Comprises Volume New

Edition
1 NP281(1) Part I, Maritime Radio Stations: Europe, Vol. 1 2014
Africa & Asia (excl. the Far East)
2 NP281(2) Part 2, Maritime Radio Stations: The Ameri- Vol. 1 2013
cas, Far East & Oceania
3 NP282 Radio Aids to Navigation Vol. 2 2015/16

37
4 NP283(2) Part 2, MSIS: The Americas, Far East and Vol. 3 2014/15
Oceania
5 NP284 Meteorological Observation Stations Vol. 4 2014

6 NP285 GMDSS Vol. 5 2015

7 286(4) Part 4, Pilot Services, VTS and Port Operations: Vol. 6 2015/16
India sub-continent, Southeast Asia & Oceania
8 NP286(6) Part 6, Pilot Services, VTS and Port Opera- Vol. 6 2012
tions: Northeast Asia and Russia (Pacific coast)
9 NP286(7) Part 7, Pilot Services, VTS and Port Opera- Vol. 6 2015/16
tions: Central & South America and the Caribbean
10 NP286(8) Part 8, Pilot Services, VTS and Port Opera- Vol. 6 2015/16
tions: Africa (excl. Mediterranean Coast and Suez
Canal), Red Sea & the Persian Gulf
Source: ADMIRALTY Catalogue
Table 12. The List of Admiralty Tide Tables

Nr. Title, Geographical Area Comprises Volume The Last

Edition
1 NP202 Europe (excl. UK & Ireland), Mediterranean Sea and Volume 2 2017
Atlantic Ocean
2 NP205 South China Sea and Indonesia (incl. Tidal Stream Volume 5 2016
Tables)
3 NP206 North Pacific Ocean (incl. Tidal Stream Tables) Volume 6 2017

Source: ADMIRALTY Catalogue

2.2.5 The Description of the Port of Ningbo

Ningbo Port is the busiest port in mainland China, and since 2012 the busiest port in the
world. Ningbo Zhoushan Port has a vast port region and long coastline, with a coastline
stretching across 220 kilometers. It consists of 19 port areas, owns more than 200 large
deepwater berths for vessels over 10,000 dwt., and more than 115 large and super-large
deepwater berths for vessels over 50,000 dwt. Ningbo Zhoushan Port owns and operates most
large and super-large deepwater berths in Mainland China. The cargo volume in Ningbo
Zhoushan Port has grown rapidly since 2005. In 2019, the container throughput of Ningbo
Zhoushan Port reached 27.535 million TEUs, standing firmly in the 3rd place in the world. The
total cargo throughput reached 1.12 billion tons, ranking 1st worldwide for 11 consecutive years.

38
SUMMARY:
Local Time: (GMT +8)
Un/locode: CN NBO
OVERVIEW:
Opened: October 1, 1949
Owned by: Ningbo Zhoushan Port Co., Ltd.
Type of harbor: Maritime
Bulk Carriers: LOA 270m. Draft 17.0m.
Employees: 34,513
Fuel: Available.
Medical: Facilities available.
Annual cargo tonnage: 744 million tons.

Fig. 8. The Layout of the Port of Ningbo (China)

Source: Date of photo: 25 April 2017. Route from: ECDIS Transas Navi-Sailor 3000

2.2.6 Alternative routes

In passage from Santos to Ningbo besides the main passage via Singapore Strait,
were prepared couple of alternative routes.
The alternative routes are shown in Fig. 10 & Fig. 11.
As an alternative routes, first is proceeding through the Drake Passage, the dis-

39
tance in this route equals 11,993 nm., but the passage though Drake strait very dangerous,
because of icebergs, whether here not so good, especially currents, they are very cold, the
passage from Santos to Ningbo was in March, so in South Hemisphere it’s a beginning of
Autumn.
The second alternative route is from Panama Canal is equal 13,658 nm., this
route much better than first alternative route appropriate to weather conditions but is too
longer. This route could be used in case, if the sea through the Atlantic and Indian ocean
rough
In conclusion I can say that the alternative routes are longer. The primary route
is 11,231 nm., and the alternative through Drake Strait - 11,993 nm, difference more than
700 nm, the difference between primary route with route via Panama Canal longer on 2,300
nm.

Fig. 9. The passage from Santos to Ningbo via Panama Canal

Source: Route from: ECDIS Transas Navi-Sailor 3000

40
 Fig. 10. The passage from Santos to Ningbo via the Drake Strait
Source: Route from: ECDIS Transas Navi-Sailor 3000

2.3 Analysis of Ship Trim & Stability

Grain has been carried aboard ships for thousands of years. As one of the major items in
the maritime market, it attracted attention because of its importance and the special problems it
presented. The tendency of grain, when carried in its bulk natural state, to shift within the cargo
space of a ship, moving in a seaway, represents a potential hazard to vessel and crew. Conse-
quently, the problems raised by such carriage are often the subject of national requirements and
international agreements
The term Grain covers wheat, maize (corn), oats, rye, barley, pulses, seeds and processed
forms thereof, whose behavior is like that of grain in its natural state.
The term “pulses” includes edible seeds for such leguminous crops as peas, beans or
lentils. Nuts such as peanuts in the decorticated form are included. However, undecorticated (un-
shelled) forms are not included.
Preparing a Ship for Loading Grain
The requirements do not apply to processed grains such as flour or soybean meal.
CLEANLINESS. It is essential that all spaces intended for grain be thoroughly clean
(i.e., free of previous cargo residues and other contaminants, free of odor and free of loose rust or

41
paint scale). Care must be taken to clean the overhead beams, ledges and the underside structure
of steel hatch covers.
BILGES. Bilges and/or drain wells must be cleaned and then securely covered with
burlap or other suitable material which is grain-tight but not watertight. Bilge suctions and
sounding pipes must be clear. Tween-deck scuppers must be made grain-tight.
MOISTURE. Compartments in which grain is to be loaded should by dry. Considera-
tion should be given to wooden structures, such as ceiling landing pads, bilge limber boards and
grain fittings, where water may become trapped in or behind the structures/fittings.
INFESTATION. A thorough inspection of the grain compartments should be made for
any sings of insect or rodent infestation. This applies particularly to vessels which have previ-
ously carried grain cargoes. Any indication of infestation will be cause for rejection by govern-
ment inspectors or their representatives, who may then require fumigation or extermination prior
to acceptance.
The grain regulations predicated on cargo spaces being as full as possible and well-
trimmed. Constant supervision and inspection by ship’s officers is required to ensure that this is
done. Proper trimming can be ascertained by frequent sighting through trimming hatches and ac-
cess manholes.
When loading dusty cargoes, it may be necessary to interrupt loading periodically to al-
low the dust to settle sufficiently to inspect the trimming. When trimming machines are used, the
throwing distance should be kept to a minimum. Poor trimming is difficult and expensive to cor-
rect.

CARGO (STOWAGE) PLAN

Bulker “DANHIL”; DATE:2021-MARCH-03
Port of Loading: SANTOS
Port of Discharging: NINGBO
Cargo: Soya Beans in bulk; Quantity: 63304,0 mt

HOLD #7 HOLD #6 HOLD #5 HOLD #4 HOLD #3 HOLD #2 HOLD #1

9070,0 9070,0 9070,4 9070,4 9070,4 8976,4 8976,4

Ta = 13,60 m Tm = 13,75 m (HOGGING) Tf = 13,80 m

Loading Sequence:
1-st Step – Hold # 2 up to 50%; Hold # 6 up to Quantity in Compliance with Cargo Plan
2-nd Step – Hold # 4 up to Quantity in Compliance with Cargo Plan; Hold #5 up to 50%
3-rd Step – Holds (# 1; # 7 # 3) up to Quantity in Compliance with Cargo Plan.
4-th Step – Holds (# 2; # 5) Quantity in Compliance with Cargo Plan.

Master of the M/V „DANHIL “_______________ Approved by Charterer: _______________

Fig. 11. Cargo & Stowage Plan

42
 SOLAS Chapter VI previously titled “Carriage of Grain” is now titled “Carriage of
Cargoes”. At the 59-th session in May 1991, MSC adopted amendments to SOLAS Chapter VI
Part C Regulation 9 (resolution MSC.23[59]) to make the International Code for the Safe Car-
riage of Grain in Bulk mandatory. The Grain Code became effective January 1, 1994. The Grain
Code is available to the public from IMO as publication 240-E.
Information in printed booklet form shall be provided to enable the master to ensure that the
ship complies with Grain Code when carrying grain in bulk on an international voyage.
The Document of Authorization and associated data (including the Grain Loading Book-
let) may be drawn up in the language of the issuing country but, if that language is neither Eng-
lish nor French, the text shall include a translation into one of those languages.
A copy of the Grain Loading Booklet and any associated plans shall be maintained on
board the ship in order that the Master, if so required, can produce them for inspection and use
by appropriate authorities at the ports of loading.
Grain Loading Booklet shall contain:
Hydrostatic Properties
Stability Cross Curves (Pantacarenas)
For Stability Calculation for Ships with Grain Cargo:
The Table or Curves for Determination of Volumetric Heeling Moments Mv
The Table or Curves for Determination of the Maximum Allowable Heeling Moment
Mmaxa.
The vessel should have on board a Document of Authorization, issued by the Administra-
tion of the country of registry or by an agency authorized to issue such documents on behalf of
that Administration.
The document should accompany and refer to the approved Grain Loading Booklet
which is provided to enable the Master to meet the requirements of the International Grain Code.
The Table of Displacement and Moment Calculation shown in Appendix 3

STABILITY CALCULATION
Vertical Centre of Gravity
KG = VCG = (ΣMZi + ΣMXj) / D = (967591 + 105187) / 82589 = 12,98 m
Metacentric Height
GM = KM – VCG = 18,87 – 12,98 = 5,89 m.
The Height of metacenter
KM = (T.KM) = 18,87 m. found from Stability Information Booklet Hydrostatic Table if Dis-

43
placement D = 82589 t
Calculation of Static and Dynamic Stability
GZi = KNi – VCG * sinϴ
ΣGZi = GZ0 + 2GZ10 + 2GZ20 + … GZn
∆Θ = 10/2 = 0,17444/2 = 0,0873 rad

Table 13. Static and Dynamic Stability calculation

Angle
of Heel sin θ VCG* sin θ Pantakorenas KNi GZi ∑GZi GZd
(θ)
0 0 0,00 0 0 0 0
5 0,087 1,13 1,648 0,52 0,52 0,05
10 0,174 2,26 3,311 1,05 2,09 0,18
20 0,342 4,44 6,724 2,28 5,43 0,47
30 0,5 6,49 10,205 3,72 11,43 1,00
40 0,643 8,35 12,325 3,98 19,12 1,67
50 0,766 9,94 13,401 3,46 26,56 2,32
60 0,866 11,24 13,679 2,44 32,45 2,83
75 0,966 12,54 13,03 0,49 35,38 3,09
90 1 12,98 11,359 -1,62 34,25 2,99

Fig. 12. Static and Dynamic Stability Curves

From Dynamic Stability Curve found Maximum Dynamic Upsetting Moment. GZdin. = 1,800

44
m. If D = 82589 t, Tm > 12,0 m.; 250 > LOA > 220 m. from Stability Information Booklet
found Dynamic Upsetting Moment from Squall Mdin.Sq, and Rolling range Θr

Mdin.Sq. = 30500,000 t.m. ,

Rolling Range Θr = 18,0

The Lever GZdin.Sq. = Mdin.sq / D = 30500 / 82589,000 = 0,37 m.

Weather Criterion: K = GZdin. / GZdin.Sq. = 1,80 / 0,37 = 4,86 > 1

Table 14. Calculated Stability Criteria

(According to the International Code on Intact Stability, 2008, the following Criteria are
mandatory for Passenger and Cargo Ships)
The area under the righting lever curve (GZ curve) should not be A 0º - 30º > 0,055
1 less than 0,055 meter-radians up to 30° angle of heel. meter-radians
0.968
The area under the righting lever curve (GZ curve) should not be A 0º - 40º > 0,090
2 less than 0,09 meter-radians up to 40° angle of heel or the angle of meter-radians
down flooding if this is less than 40°. 1.395

The area under the righting curve between the angles of heel of 30° A 30º - 40º > 0,030
3 and 40° or between 30° and the angle of down flooding if this angle meter-radians
is less than 40°, should not be less than 0,03 meter-radians. 0.427

The righting lever GZ should be at least 0,20 m at an angle of heel GZ30º = 3,72
4 equal to or greater than 30°.

5 (The maximum righting arm GZmax should occur at an angle of Θmax = 37º
heel preferably exceeding 30° but not less than 25°. GZ max. = 4,10 m.

6 The initial metacentric height GM should not be less than 0,15 m. GM = 5,89 m.

7 Severe wind and rolling criterion (weather criterion) K not less than K = 4,86
1

SOLAS Chapter VI Part C Regulation 9 (resolution MSC.23[59]) to make the International

Code for the Safe Carriage of Grain in Bulk mandatory
8 The angle of heel due to the shift of grain shall not be greater than 12
̊ or in the case of ships constructed on or after 1 January 1994 the Θv = 7,5º < 12º
angle at which the deck edge is immersed, whichever is the lesser
9 In the statical stability diagram, the net or residual area between the
heeling arm curve and the righting arm curve up to the angle of heel AR = 0,992 > 0,075
of maximum difference between the ordinates of the two curves, or
40 ̊ or the angle of flooding (Ѳ1), whichever is the least, shall in all
conditions of loading be not less than 0,075 meter-radians
Grain Stability Control if the Ship has not Curves or Table for Determination of the Maxi-

45
 mum Allowable Heeling Moment
Volumetric Heeling Moments Mv
With the grain in a ship loaded symmetrically and the grain surface(s) leveled, the center
of gravity of the grain mass in on the centerline and the ship should be upright. A 7.3 specifically
requires the ship to be in an UPRIGHT CONDITION before proceeding to sea. Since the
weather, sea, and even operating condition of the ship cannot be fully predicted for the entire du-
ration of a voyage, it is possible that, despite the precautions which have been taken, the grain
will shift. If this occurs, the center of gravity of the grain mass will move off the centerline of the
ship and the distance it moves multiplied by the weight of the shifted grain will create a VOLU-
METRIC HEELING MOMENT (Mv), which will cause the ship to list.
The magnitude of this moment depends upon three factors: the angle of shift, the internal
geometry of the ship (i.e., the shape of the space into which the grain shifts), and the weight of
the grain.
Once the Volumetric Heeling Moment Mv has been determined, the response of the ship
to this moment (i.e., the resultant angle of heel and the amount of reserve stability remaining) de-
pends upon the hydrostatic properties of the ship with the actual displacement and vertical center
of gravity. The Code prescribes the following requirements in these regards:
1) The angle of heel due to the shift of grain shall not be greater than 12 ̊ or in the case of
ships constructed on or after 1 January 1994 the angle at which the deck edge is immersed,
whichever is the lesser.
2) In the statical stability diagram, the net or residual area between the heeling arm curve
and the righting arm curve up to the angle of heel of maximum difference between the ordinates
of the two curves, or 40 ̊ or the angle of flooding (Ѳ1), whichever is the least, shall in all condi-
tions of loading be not less than 0,075 meter-radians; and
3) The initial metacentric height, after correction for free surface effects of liquids in tanks,
shall be not less than 0,30 m.
Volumetric Heeling Lever due to Grain Shift
λo = ∑Mvi / (SF * D) = 71069,5 / (1,212 * 82589) = 0,71 m.
SF – Stowage Factor of Soya Beans
The angle of heel due to the shift of grain Θv shall not be greater than 12 ̊
In the picture of Static and Dynamic Stability Curves I graphically found that the angle oh
heel due to the dhift of grain Θv = 7,5º < 12º
The Residual Area AR = 0,5 * [(2π / (360º * 32,5º)] * 3,5 = 0,992 > 0,075 meter-radians.

46
 2.4 Preparation, inspection and fumigation
The loading, carriage and discharge of bulk soya bean cargoes can present numerous
challenges. This advice highlights the main areas to consider when carrying bulk soya bean
cargoes. The global trade of soya beans has undergone continued expansion in recent times in
part due to the increasing demand in China, the largest soya bean importer, for animal feed. The
largest soya bean exporters are Brazil and the USA who account for approximately 80% of the
global export market. One of the most effective defences against cargo claims is the maintenance
of clear and accurate records and documentation of each stage of the voyage, from loading
through to discharge. The crew can assist by maintaining detailed and accurate logs and
obtaining photographs throughout the voyage.
Clean holds: Following the discharge of the vessel’s previous cargo, it is common practice
for the holds to be cleaned. For most dry agricultural cargoes, including soyabeans, the
charterparty will indicate that the holds must be at ‘grain clean’ standard prior to the
commencement of loading. The term grain clean and its requirements are not clearly defined.
The definitions and stringency to which the hold cleanliness grades are applied varies. It is
known that in some countries, such as the USA, Canada, Brazil and Australia, the cleanliness
standards are applied quite rigidly. Failure to comply with these requirements can result in the
rejection of the vessel for loading by the shipper. Alternatively, if the vessel’s holds are
incorrectly accepted, and the cargo loaded, claims may be lodged following discharge if it is
discovered that there was contamination with rust or previous cargo residue.
Appoint a surveyor: It is recommended that a local surveyor is appointed prior to loading.
The surveyor should pay particular attention to the bilges, ensuring they are clean and dry as
these are a frequent source of wet damage claims.
Hatch cover testing: It is prudent for a hatch cover test to be undertaken prior to loading.
This can be done using an ultrasound device or hose test. These tests are important as they
enable the crew to make any necessary repairs to the hatch covers prior to loading of cargo.
Furthermore, they provides good supporting evidence against accusations of water ingress
through the hatch covers in the event of a wet damage cargo claim.
Check cargo suitability: The Master should also ensure that the cargo being loaded is
suitable for the vessel prior to loading. This will involve carefully reviewing any cargo
declarations or certificates. If the Master is unfamiliar with loading soya beans then accepted
industry guidelines available on board, such as Thomas’ Stowage, should be referred to so the
Master is informed on the safe carriage of the cargo. For soya beans the most helpful information
to obtain at loading are details of the cargo moisture content and temperature

47
 Soya Beans (Soybeans) are one of the major cargoes shipped around the world. They con-
sist chemically of about 20% of oil, 45% of protein, 5%-7% of fiber together with various carbo-
hydrates.
The average passage in bulk carrier from Brazil to China takes approximately 35 days; as
such, practical consideration can and should be given as to what measures the ship can take to
help protect the cargo and engage in good loss prevention.
Ventilation during voyage
Soya beans is a living cargo so there will be a natural tendency for cargoes composed of
them to heat up because of biological activity.
Most natural organic products, including soya beans, loaded in equatorial and tropical cli-
mates tend to throw off warm, moist air during a voyage. While the vessel remains in equatorial
waters, there is little risk of ship’s sweat occurring, as the ship remains at a temperature close to
or above the dew point*. However, when the vessel enters colder waters and the structure cools,
there can then be a significant risk of ship’s sweat occurring. Ship’s sweat can be prevented by
ventilating the cargo spaces. Ventilation can re-
move the warm moist air thrown off by the cargo with drier outside air, before sweat can form on
the inside of the hold. However, the dew point of the outside air must be below the dew point of
the air in the hold. If the temperature in the hold is lower than the dew point of the ventilating
air, moisture in the outside air will deposit in the hold.
A guide of when to ventilate can be found by measuring the dew point of the air in the
hold and if this is higher than the air outside, then ventilation should take place. Changing the air
in the hold in this case will ventilate the cargo space with little risk of condensation occurring.
Ventilation should be restricted if the dew point of the outside air is higher than the tem-
perature of the cargo. To ventilate under these conditions would cause condensation on the cargo
when Fumi-
gation (the action of releasing a toxic chemical in the gaseous state to control a targeted Pest).
Fumigation of soybean cargo may be required because of insect infestation found at loading,
compliance with contractual specifications, or to issue a phytosanitary inspection certification.
Voyage times between countries where soya beans are grown and countries where soybeans are
in demand, can range from three to six weeks. Rather than undertaking a lengthy fumigation at
the port of origin, soya beans are normally fumigated on passage. Recently, it has become appar-
ent that fumigators are requesting much longer fumigation times than has previously been the
case. during the voyage. Soya
bean cargoes, along with other grain and oilseed cargoes, are usually fumigated on completion of

48
loading. The fumigation is typically performed in-transit although sometimes the cargo may be
fumigated ashore prior to loading or on arrival at the destination. Masters should familiarize
themselves with the IMSBC Code Supplement MSC.1/Circ.1264 (27 May 2008) as amended by
MSC.1/ Circ.1396 Recommendations on the Safe Use of Pesticides in Ships Applicable to the
Fumigation of Cargo Holds. The fumigator should provide the Master with documentation de-
scribing the type of fumigant, the method of application, the dosage and duration of exposure.
The quantity of fumigant should be calculated based on the total volume of the hold and not the
quantity of the cargo. In addition to this information, appropriate safety equipment and instruc-
tions should be provided to the Master relating to crew safety during fumigation. This should in-
clude the ventilation requirements to ensure the holds are gas free. The most common fumigant
used for soya bean cargoes is aluminum phosphide. The aluminum
phosphide reacts with moisture to produce phosphine gas. The fumigant is applied in tablet or
pellet form. It may be applied packaged to allow easy removal of the fumigant residue before
discharge. The crew should document the fumigant application from a safe distance and ensure
that the fumigators are applying the fumigant to the method stated on the fumigation documenta-
tion. The standard fumigation exposure period, during which the holds must remain sealed, is not
fixed and may vary between 3.5 and 18 days. The most frequently seen fumigation exposure pe-
riod for bulk soya beans is usually 10 days. In some instances, the Master may be advised not to
ventilate the hold for significantly longer and occasionally for the entire voyage (particularly
when cargo is loaded and fumigated in the USA). If this is the case, owners are recommended to
contact their charterer immediately, as a long fumigation exposure period does not consider
changes in environmental conditions that might result in condensation issues relating to a lack of
ventilation. Following the completion of the exposure period, the holds should be ventilated in
accordance with the fumigation instructions to ensure that any remaining fumigant gas is dis-
persed. It is strongly recommended that a fumigation company is appointed prior to discharge in
order to check the fumigant gas levels and issue a Gas Free Certificate.
No personnel should ever enter a cargo hold which has not been confirmed as gas free and
safe to enter after fumigation.
During voyage. Ship’s sweat and cargo sweat are types of condensation that form within
the hold due to changes in environmental conditions. Condensation can result in a localized in-
crease in the cargo moisture content. This places the affected cargo at increased risk of deteriora-
tion and mold growth and an associated rise in temperature. Further discussion on the effects of
ship’s sweat and cargo sweat on the cargo can be found in the section Risks associated with car-
riage below. When ventilating bulk hygroscopic cargoes such as soya beans, it is recommended

49
that the ‘three-degree rule’ is used. The rule prescribes that ventilation should occur when the
outside ambient temperature is more than 3°C below the temperature of the cargo at loading and
the weather conditions are suitable.
It can be assumed that the temperature of the cargo will not change considerably after
loading due to the high heat capacity of soya bean cargoes, and therefore no additional tempera-
ture measurements need to be taken during the voyage. If the vessel experiences a significant de-
lay prior to discharge, it may be suitable to reassess the cargo temperatures at this stage.
Water ingress. Water ingress can take several forms and can result in significant cargo
claims. The most common sources of water ingress are ingress through poorly maintained hatch
covers, open hatch covers during adverse weather and bilge issues.
• Open hatch covers and ventilation windows: Ingress through the hatch covers may also
occur if they are left open when it is raining, or there is spray on deck during the voyage. If
ingress occurs at loading, wetted cargo must be discharged. Failure to discharge wetted cargo at
load port is likely to lead to cargo claims at disport due to visible mold growth. To prevent these
issues, the Master and crew should pay close attention to the weather and be ready to close hatch
covers if required. Severe weather conditions during the voyage resulting in water on deck and
over the holds can also result in ingress through open ventilation windows for example. In the
event that such adverse weather conditions are experienced, a sea protest detailing the weather
event with photographs may also assist in the defense of a claim.
• Bilge issues: Bilge related water ingress typically presents in cargo surrounding the
bilge box, on the tank top. Mold and wet damage are usually found and are often attributed to
overflowing and poorly maintained bilges. A surveyor or crew member should closely inspect
the condition of the bilges prior to loading cargo to ensure that wastewater can be easily re-
moved. Furthermore, the bilge levels should be measured and recorded regularly during the voy-
age and, if necessary, water pumped out to prevent overflow of the bilges. Once discharge of
each hold has been completed, the bilges should be inspected for any signs of water accumula-
tion.
Self-heating.
Soya bean cargoes carried in bulk, along with other agricultural commodities, still un-
dergo biological reactions during storage. The soya beans will continue to respire – albeit slowly
- consuming oxygen and generating carbon dioxide, water and heat. Due to the large quantity of
cargo within the holds and the high insulation capacity of such cargoes, the soya bean tempera-
ture can slowly increase over time. Self-heating can reach very high temperatures in soya beans,
circa 80 °C is possible, due to microbiological heating followed by chemical breakdown of oils

50
within the soya bean. Self-heating in soya bean cargoes can negatively affect the quality parame-
ters of the cargo, such as the color, odor, protein solubility and free fatty acid content of the oil.
During discharge.
In most circumstances, discharge of bulk soya beans proceeds without incident. In the
event of damage at discharge it is important that the position of damage in the hold(s) is accu-
rately recorded - for instance the location, depth/height above tank top, and area. This will assist
in determining the cause of damage. The crew should closely monitor discharge and any segre-
gation activities. A local surveyor should be appointed to document cargo condition, inspect the
damage and, where relevant, obtain a cargo temperature profile throughout discharge. A sam-
pling superintendent should also be appointed to take representative samples of the cargo during
discharge. Ideally, the sampling should be performed on a joint basis with other interested par-
ties. The representative samples obtained should represent the cargo as a whole and any segre-
gated categories (i.e., additional representative samples should be obtained for both cargo con-
sidered sound and cargo considered damaged).
After discharge:
Once the cargo has been discharged by the vessel there are several steps that are com-
monly utilized to help mitigate potential cargo claims. For any soya beans which are self-heating
and at high temperature at discharge then it is useful to attempt to dissipate this heat. This can be
achieved by spreading the affected cargo out in a flatbed warehouse to help reduce the tempera-
ture of the beans. Care should be taken to avoid piling the cargo in high heaps. Another method
used to mitigate the effects of self-heating damage is the blending of the affected beans with
beans of a better quality. The practice of blending is commonplace at large processing facilities
with reserves of suitable soya beans that can be blended. It is anticipated that suitable blending
will minimize the effect of self-heating damage on the final products, soya bean meal and soya
bean oil. When attempting to quantify or validate a potential claim that is raised following miti-
gation by blending it is important to obtain relevant documents and data, such as the blending ra-
tios and quantities, and the quality parameters and results for each lot that is blended with the af-
fected cargo.

51
 CONCLUSSION

Cargo holds in bulk carrier for edible cargo were cleaned, washed according to the rules,
using light chemicals and soap, then dried and submitted for inspection. The passage plan has
been properly drawn up in accordance with Resolution A893(21) (Voyage Planning Manual),
The loading of soybeans began and continued strictly in accordance with the Preliminary Cargo
Plan. Cargo operations were carried out in accordance with the requirements.
Vessel stability is in accordance with IMO Resolution A.749(18)) and amended Resolu-
tion MSC.75(69).
During the passage, environmental protection and safety of life at sea were fully ensured; Ac-
cording to the schedule, drills were conducted, such as: Abandonment exercises. Firefighting ex-
ercises. Mandatory Enclosed Space Entry and Rescue Drills according to IMO Resolution
MSC.350(92) and others
The voyage turned was profit.

52
 REFERENCES

1. International Code for the Safe Carriage of Grain in Bulk. National Cargo Bureau Inc.
IMO (2018).

2. International Convention for the Safety of Life At Sea (SOLAS), 1 November 1974.

3. General information for Grain Loading 1994, Rev. 2007.

4. U.S. Coast Guard Regulations for Carriage of Grain in Bulk (New York, 17 Battery
Place) 2010.

5. Grain Code and Hazard associated with Grain Cargo. Kasich, L. (2017).

6. Thomas Stowage The Properties and Stowage of Cargoes 9th Edition 2021

7. U.S. Coast Guard Regulations for Carriage of Grain in Bulk (New York, 17 Battery
Place) 2010.

8. Frankel, Ernst G. (1985). Bulk Shipping and Terminal Logistics. Washington, D.C.,

U.S.A.: World Bank.

9. The Swedish Club: Cargo Advice - Soya bean cargoes, 2021

10. Barrass, C. B., & Derrett, D. R. (2013). Ship Stability for Masters and Mates (7th ed.).
Elsevier Ltd.

11. Guide to Maritime Security & The ISPS Code, 2021 Edition

12. Ralph becker-heins voyage planning with ECDIS - a practical guide for navigators 2016
edition

13. MSC (2017). MSC Guidelines for Preparation of Trim & Stability (T&S) Booklets

14. Fortek, P. (2017). Definitions of Light Displacement at Naval Vessel Register. National
cargo Bureau.

15. Brown’s NauticolAlmanoc. Brown, Son & Ferguson. Ltd. Glasgow. 2014

16. Navigation Guide Vol. 1 - Near Control Navigation Coastal. Brown, Son & Ferguson.
Ltd. Glasgow. 2006

External Links
• https://bulkcarrierguide.com
• www.swedishclub.com
• https://safety4sea.com/
• www.cargohandbook.com/Soybeans

53
 APPENDIXES
APPENDIX 1. CHARTS USED FOR PASSAGE FROM SANTOS (BRAZIL) TO
NINGBO (CHINA)
Table 15. Charts of Brazil
Chart Title of Chart or Plan Natural Date of New Edi-
№ Scale Publication tion
19 Porto de Santos 30,000 Dec. 1995 Mar. 2013

530 Cabo de Sao Tome to Rio 1,750,000 Oct. 1975 July 2014
Grande
3980 Ilha de Sao Sebastiano to 300,000 Nov. 2004 Apr. 2014
Ilha de Bom Abrigo
Source: ADMIRALTY Catalogue

Table 16. General Charts of the Oceans

Chart Title of Chart or Plan Natural Date of New Edi-
№ 3Scale Publica- tion
tion
4022 South America to Africa 10,000,000 Dec. 1982 June 2011
4052 North Pacific Ocean – 10,000,000 Feb. 1990 Nov. 2011
Southwest Part
4070 Indian Ocean – Southern 10,000,000 Mar. 1975 Sept. 2015
Part
4073 Indian Ocean – Eastern 10,000,000 June 1979 Apr. 2011
Part
Source: ADMIRALTY Catalogue

Table 17. Charts at 1:3,500,000 or comparable scale

Chart № Title of Chart or Plan Natural Date of Publi- New Edition

Scale cation
4201 Southeast Coast of South 3,500,000 Nov. 1976 Feb. 2011
America
4205 Agulhas Plateau to Discovery 3,500,000 Oct. 1979 Sept. 2015
Seamounts
4206 Tristan da Cunha Group to 3,500,000 Feb. 1979 Feb. 2011
Discovery Seamounts and Islas
Orcadas Rise
Source: ADMIRALTY Catalogue

54
 Table 18. Bay of Bengal

Chart № Title of Chart or Plan Natural Date of Publi- New Edition

Scale cation
830 Andaman Sea 1,500, 000 Nov. 1978 June 1987
840 Little Andaman to Great Nico- 500,000 Oct. 1978 May 2006
bar
Source: ADMIRALTY Catalogue

Table 19. Sumatera, Malacca Strait

Chart № Title of Chart or Plan Natural Date of Publi- New Edition

Scale cation
3901 Tanjung Jamboaye to Per- 500,000 Jan. 2015 -
matang Sedepa
3902 Permatang Sedepa 500,000 Jan. 2015 -
2869 Outer Approaches to Singa- 500,000 Aug. 2007 May 2014
pore Strait
3482 Singapore Strait to Song Sai 1,500,000 Feb. 1997 June 2012
Gon
3833 Singapore Strait – Western 75,000 Sept. 1998 Mar. 2014
Part
3946 Pelabuhan Klang to Melaka 200,000 Feb. 1974 Feb. 2012
3947 Melaka to Singapore Strait 200,000 Dec. 1974 Feb. 2012
3949 Selat Riau 125,000 Feb. 1982 May 2013
Source: ADMIRALTY Catalogue

Table 20. South China Sea & Philippines

Chart № Title of Chart or Plan Natural Date of Publi- New Edition

Scale cation
1968 Taiwan Strait 750,000 May 1985 Dec. 2011
3482 Singapore Strait to Song Sai 1,500,000 Feb. 1997 June 2012
Gon
3488 Song Sai Gon to Hong Kong 1,500,000 Oct. 1997 Feb. 2013
3489 Manila to Hong Kong 1,500,000 May 1998 Aug, 2013
Source: ADMIRALTY Catalogue

55
 Table 21. Charts of South-East China

Chart № Title of Chart or Plan Natural Date of Publi- New Edition

Scale cation
1126 Luojia Shan to Xiangshan 80,000 July 2003 Apr. 2015
Gang
1199 Ningbo Gang to Changjiang 300,000 Nov. 1984 May 2014
Kou
1592 Ningbo Gang 20,000 Aug. 1990 Aug. 2006
1754 Mazu Liedao to Dongtou 300,000 July 1982 Oct. 2015
Liedao
1759 Wenzhou Wan to Ningbo 300,000 Aug. 1982 July 2013
Gang
1760 Taiwan Strait – Southern Part 300,000 June 1983 Oct. 2015
1761 Taiwan Strait – Nothern Part 300,000 Oct. 1982 Oct. 2015
1962 Hong Kong to Shantou 300,000 Oct. 1982 Dec. 2012
1968 Taiwan Strait 750,000 May 1985 Dec. 2011
Source: ADMIRALTY Catalogue

56
 APPENDIX 2. CALCULATED PASSAGE PLAN
Table 22. All Weights and their Vertical Centre of Gravity from Stability Information Booklet’s Tables
WP Lat Lon Distance Course Total Distance
0 23° 58.628' S 046° 17.469' W XXXX XXXX XXXX
1 23° 58.770' S 046° 17.374' W 0.17 nm 148.5 ° 0.17 nm
2 23° 59.067' S 046° 17.368' W 0.30 nm 178.9 ° 0.46 nm
3 23° 59.275' S 046° 17.513' W 0.25 nm 212.6 ° 0.71 nm
4 23° 59.606' S 046° 18.000' W 0.55 nm 233.5 ° 1.26 nm
5 23° 59.537' S 046° 19.181' W 1.08 nm 273.7 ° 2.35 nm
6 23° 59.615' S 046° 19.564' W 0.36 nm 257.4 ° 2.71 nm
7 23° 59.887' S 046° 19.948' W 0.44 nm 232.4 ° 3.15 nm
8 24° 00.072' S 046° 20.090' W 0.23 nm 215.2 ° 3.38 nm
9 24° 03.137' S 046° 21.399' W 3.28 nm 201.4 ° 6.66 nm
10 24° 10.665' S 046° 24.156' W 7.92 nm 198.6 ° 14.57 nm
11 24° 23.156' S 046° 13.424' W 15.85 nm 141.8 ° 30.42 nm
12 25° 20.160' S 045° 10.734' W 80.50 nm 134.9 ° 110.92 nm
13 28° 11.737' S 039° 59.877' W 326.59 nm 121.6 ° 437.51 nm
14 30° 37.334' S 034° 59.030' W 300.20 nm 118.9 ° 737.71 nm
15 32° 46.271' S 030° 01.469' W 284.58 nm 116.9 ° 1022.29 nm
16 34° 38.349' S 025° 00.445' W 274.90 nm 114.0 ° 1297.20 nm
17 36° 11.428' S 020° 00.483' W 262.19 nm 110.8 ° 1559.38 nm
18 37° 31.478' S 014° 58.777' W 254.97 nm 108.3 ° 1814.36 nm
19 38° 35.127' S 010° 00.618' W 243.92 nm 105.1 ° 2058.28 nm
20 39° 24.521' S 004° 59.083' W 240.20 nm 101.9 ° 2298.48 nm
21 39° 58.851' S 000° 00.900' W 232.71 nm 098.5 ° 2531.18 nm
22 40° 22.972' S 004° 58.265' E 230.55 nm 096.0 ° 2761.74 nm
23 40° 32.174' S 009° 58.938' E 229.69 nm 092.3 ° 2991.43 nm
24 40° 29.044' S 014° 57.546' E 227.78 nm 089.2 ° 3219.21 nm
25 40° 12.182' S 020° 00.415' E 232.19 nm 085.8 ° 3451.40 nm
26 39° 53.208' S 023° 13.650' E 149.60 nm 083.8 ° 3601.00 nm
27 38° 04.199' S 029° 59.119' E 334.39 nm 071.0 ° 3935.39 nm
28 36° 20.154' S 035° 00.490' E 262.22 nm 066.7 ° 4197.60 nm
29 34° 24.098' S 039° 57.700' E 269.25 nm 064.5 ° 4466.86 nm
30 32° 06.303' S 044° 59.904' E 288.32 nm 061.5 ° 4755.17 nm
31 29° 28.519' S 050° 00.317' E 302.85 nm 058.7 ° 5058.02 nm
32 26° 31.699' S 054° 57.353' E 316.55 nm 056.1 ° 5374.57 nm
33 23° 13.443' S 060° 01.078' E 339.58 nm 054.4 ° 5714.15 nm
34 19° 32.904' S 064° 57.727' E 353.41 nm 051.6 ° 6067.56 nm
35 15° 36.060' S 069° 59.871' E 372.73 nm 050.7 ° 6440.29 nm
36 11° 22.020' S 074° 59.249' E 386.03 nm 049.1 ° 6826.32 nm
37 06° 57.674' S 079° 56.909' E 394.80 nm 048.2 ° 7221.12 nm
38 02° 21.646' S 084° 58.211' E 407.33 nm 047.6 ° 7628.45 nm
39 02° 16.656' N 089° 58.323' E 408.70 nm 047.3 ° 8037.15 nm
40 06° 18.946' N 094° 19.647' E 355.33 nm 047.1 ° 8392.48 nm
41 06° 26.041' N 095° 08.683' E 49.33 nm 081.8 ° 8441.81 nm

57
42 05° 48.570' N 097° 58.754' E 173.47 nm 102.4 ° 8615.28 nm
43 03° 00.919' N 100° 35.695' E 228.92 nm 136.8 ° 8844.20 nm
44 02° 49.011' N 100° 55.483' E 23.07 nm 120.9 ° 8867.27 nm
45 02° 47.635' N 100° 59.750' E 4.48 nm 107.8 ° 8871.75 nm
46 02° 42.378' N 101° 09.390' E 10.97 nm 118.5 ° 8882.73 nm
47 02° 33.943' N 101° 25.346' E 18.04 nm 117.7 ° 8900.77 nm
48 02° 07.723' N 101° 58.184' E 41.97 nm 128.4 ° 8942.73 nm
49 01° 53.804' N 102° 13.648' E 20.77 nm 131.8 ° 8963.51 nm
50 01° 37.455' N 102° 48.318' E 38.34 nm 115.1 ° 9001.84 nm
51 01° 22.054' N 103° 10.997' E 27.40 nm 124.0 ° 9029.24 nm
52 01° 11.249' N 103° 23.144' E 16.24 nm 131.5 ° 9045.48 nm
53 01° 02.902' N 103° 37.349' E 16.47 nm 120.3 ° 9061.95 nm
54 01° 02.414' N 103° 39.318' E 2.03 nm 103.8 ° 9063.99 nm
55 01° 04.745' N 103° 42.969' E 4.33 nm 057.6 ° 9068.32 nm
56 01° 08.374' N 103° 46.588' E 5.12 nm 045.1 ° 9073.43 nm
57 01° 10.225' N 103° 49.424' E 3.39 nm 057.0 ° 9076.82 nm
58 01° 13.730' N 103° 57.512' E 8.82 nm 066.7 ° 9085.64 nm
59 01° 14.356' N 104° 03.458' E 5.99 nm 084.0 ° 9091.63 nm
60 01° 15.907' N 104° 16.211' E 12.87 nm 083.1 ° 9104.49 nm
61 01° 17.041' N 104° 20.592' E 4.53 nm 075.6 ° 9109.02 nm
62 01° 23.572' N 104° 27.423' E 9.44 nm 046.5 ° 9118.46 nm
63 01° 29.677' N 104° 33.548' E 8.63 nm 045.3 ° 9127.09 nm
64 01° 47.579' N 104° 38.601' E 18.52 nm 015.9 ° 9145.61 nm
65 02° 07.159' N 104° 45.849' E 20.79 nm 020.4 ° 9166.40 nm
66 03° 31.116' N 105° 24.350' E 92.00 nm 024.8 ° 9258.40 nm
67 03° 52.108' N 106° 36.690' E 75.28 nm 073.9 ° 9333.68 nm
68 04° 08.645' N 107° 08.531' E 35.82 nm 062.7 ° 9369.50 nm
69 06° 24.870' N 108° 52.296' E 170.56 nm 037.4 ° 9540.07 nm
70 08° 08.763' N 109° 26.630' E 108.88 nm 018.3 ° 9648.95 nm
71 15° 20.852' N 114° 59.731' E 540.04 nm 037.2 ° 10188.99 nm
72 20° 38.976' N 117° 34.073' E 349.32 nm 024.9 ° 10538.31 nm
73 22° 23.886' N 119° 29.486' E 150.02 nm 045.8 ° 10688.33 nm
74 23° 18.058' N 119° 53.247' E 58.28 nm 022.1 ° 10746.61 nm
75 23° 55.019' N 119° 53.503' E 36.84 nm 000.4 ° 10783.45 nm
76 24° 25.723' N 120° 12.160' E 35.04 nm 029.1 ° 10818.49 nm
77 25° 48.367' N 120° 30.531' E 84.06 nm 011.4 ° 10902.55 nm
78 27° 45.085' N 122° 23.643' E 154.24 nm 041.0 ° 11056.79 nm
79 28° 33.801' N 122° 57.548' E 57.08 nm 031.7 ° 11113.88 nm
80 29° 11.168' N 122° 57.997' E 37.27 nm 000.6 ° 11151.15 nm
81 29° 40.991' N 122° 33.744' E 36.52 nm 324.6 ° 11187.66 nm
82 29° 41.282' N 122° 31.313' E 2.14 nm 277.8 ° 11189.80 nm
83 29° 44.321' N 122° 19.887' E 10.40 nm 286.9 ° 11200.20 nm
84 29° 44.915' N 122° 19.174' E 0.86 nm 313.7 ° 11201.06 nm
85 29° 48.477' N 122° 14.470' E 5.42 nm 311.0 ° 11206.48 nm
86 29° 50.138' N 122° 12.831' E 2.19 nm 319.3 ° 11208.67 nm
87 29° 51.747' N 122° 11.967' E 1.77 nm 334.9 ° 11210.44 nm

58
88 29° 55.517' N 122° 09.775' E 4.22 nm 333.1 ° 11214.66 nm
89 29° 55.569' N 122° 01.729' E 6.99 nm 270.4 ° 11221.65 nm
90 29° 58.457' N 121° 58.590' E 3.97 nm 316.6 ° 11225.61 nm
91 29° 58.551' N 121° 58.372' E 0.21 nm 296.3 ° 11225.83 nm
92 29° 58.142' N 121° 57.257' E 1.05 nm 247.2 ° 11226.88 nm
93 29° 57.654' N 121° 56.027' E 1.17 nm 245.5 ° 11228.05 nm
94 29° 56.037' N 121° 53.471' E 2.74 nm 234.0 ° 11230.79 nm
95 29° 55.981' N 121° 53.285' E 0.17 nm 250.8 ° 11230.97 nm
96 29° 55.987' N 121° 53.128' E 0.14 nm 272.5 ° 11231.10 nm
97 29° 56.018' N 121° 53.019' E 0.10 nm 288.1 ° 11231.20 nm
98 29° 56.065' N 121° 52.989' E 0.05 nm 330.9 ° 11231.26 nm
99 29° 56.107' N 121° 53.031' E 0.06 nm 041.1 ° 11231.31 nm
100 29° 56.107' N 121° 53.098' E 0.06 nm 090.0 ° 11231.37 nm
101 29° 56.092' N 121° 53.168' E 0.06 nm 103.8 ° 11231.43 nm

59
 APPENDIX 3. TABLE OF DISPLACEMENT AND MOMENT CALCULATION
Table 23. All Weights and their Vertical Centre of Gravity from Stability Information
Booklet’s Tables

Vertical Centre Vertical Upsetting Volumetric Heeling

The Place of Load The Weight Pi (tons) of Gravity Moment Moment due to
VCGi (meters) Mzi (tons * meters) Grain Shift Mvi m4
Grain Cargo (Soybeans)
124583
HOLD #1
8976,4 13,88 10309,75
124583
HOLD #2 8976,4 13,88 10309,75
125623
HOLD #3
9070,4 13,85 10150,0
125623
HOLD #4 9070,4 13,85 10150,0
125623
HOLD #5
9070,4 13,85 10150,0
125623
HOLD #6 9070,0 13,85 10000,0
125623
HOLD #7 9070,0 13,85
10000,0
Total 63304,0 ∑Mzi = 877281 ∑Mvi = 71069,5

Heavy Fuel Oil (IFO)

Fuel Oil Tank 19294

1271 15,18 810,24
1(P)
Fuel Oil Tank 18409
1238 14,87 935,04
1(S)
Total 2509 37703 1745

Marine Gas Oil (MGO)

Diesel Oil Tank 206 16,33 3364 103,5

Total 206 3364 103

Fresh Water
Drinking Water
127 18,95 2407 85
Tank
FW Tank (P) 223 18,95 4226 128
FW Tank (S) 96 18,97 1821 32
Total 446 8454 245

Light Ship 15958 11,81 188464

Constant 297,0 13,05 3876

60
∑Di = 82589 ∑Mzi = 1070685 ∑MXj = 2093

61