IG 1.

1 STOWAGE PLAN 1
Description

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COURSE OUTCOME:
CO1: Interpret a plan for loading and unloading
non-dangerous cargo in accordance with
established safety rules / regulations, equipment
operating instructions and shipboard stowage
limitations
LEARNING OUTCOMES:
LO1.1: Devise a Stowage Plan
CMS 2.10.14.1
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What is a Cargo Stowage Plan?
A completed stowage diagram showing what materiel
has been loaded and its stowage location in each hold,
between-deck compartment, or other space in a ship,
including deck space. Each entry on the plan details the
quantity, weight and port of discharge.
A plan presenting the quantities and description of the
various grades carried in the ship cargo tanks after the
loading is completed.

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A cargo plan serves as a guide during loading and
unloading of freight and is concerned with the full
utilization of a vessel’s weight and volume carrying
capacities, the prevention of damage to freight during
its shipment, and the expedient and rapid loading and
unloading of freight; the plan takes into account the
vessel’s stability and allowable draft and the hull’s
overall and local strength. A cargo plan lists the types of
freight and, for each type, the space allocated to it, its
volume, the location of its center of gravity, and its
destination.
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Cargo Stowage Plan Diagram

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THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Describe the Preparation of vessel for cargo operations
-Collecting cargo and Port Information:
Planning and control of cargo loading and unloading
operations for Bulk Carriers
Preparing vessel for cargo operations -Collecting cargo
and Port Information:
The safe operation of bulk carriers is dependant on not
exceeding allowable stresses in the cycle of loading,
discharging, ballasting and de-ballasting. To prepare the
vessel for cargo stowage and a safe planning, the
loading and unloading sequences and other operational
matters should be informed well in advance.
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It is important to plan in advance, both at the shore
terminal and offshore to aid effective cargo securing.
The objective of pre-planning is the safe and practical
restraint of cargo carried on the deck of offshore support
vessels so that personnel, ship and cargo may be
reasonably protected at all stages of carriage, and
during cargo operations offshore.
The shore terminal should provide the ship with the
following information :
1) Prior to loading bulk cargo , the shipper should
declare characteristics & density of the cargo, stowage
factor, angle of repose, amounts and special properties.
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2) Cargo availability and any special requirements for
the sequencing of cargo operations.
3) Characteristics of the loading or unloading equipment
including number of loaders and unloaders to be used,
their ranges of movement, and the terminal's nominal
and maximum loading and unloading rates, where
applicable.
4) Minimum depth of water alongside the berth and in
the fairway channels.
5) Water density at the berth.

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6) Air draught restrictions at the berth.
7) Maximum sailing draught and minimum draught for
safe manoeuvring permitted by the port authority.
8) The amount of cargo remaining on the conveyor belt
which will be loaded onboard the ship after a cargo
stoppage signal has been given by the ship.
9) Terminal requirements/procedures for shifting ship.
10) Local port restrictions, for example, bunkering and
deballasting requirements etc.

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Cargo trimming is a mandatory requirement for some
cargoes, especially where there is a risk of the cargo
shifting or where liquefaction could take place.
The ship's Master should be aware of the harmful
effects of corrosive and high temperature cargoes and
any special cargo transportation requirements. Ship
Masters, deck officers, charterers and stevedores should
be familiar with the relevant IMO Codes (for example,
the IMO Code of Safe Practice for Solid Bulk Cargoes,
the IMO Code of Practice for the Safe Loading and
Unloading of Dry Bulk Carriers and the SOLAS
Convention).
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THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Explain how to devise a Stowage Plan
Devising a Cargo Stowage Plan and Loading/Unloading
Plan
Exceeding the permissible limits specified in the ship's
approved loading manual will lead to over-stressing of
the ship's structure and may result in catastrophic
failure of the hull structure. The amount and type of
cargo to be transported and the intended voyage will
dictate the proposed departure cargo and/or ballast
stowage plan. The officer in charge should always refer
to the loading manual to ascertain an appropriate cargo
load distribution, satisfying the imposed limits on
structural loading.
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There are two stages in the development of a safe plan
for cargo loading or unloading:
Step 1: Given the intended voyage, the amount of cargo
and/or water ballast to be carried and imposed
structural and operational limits, devise a safe
departure condition, known as the stowage plan.
Step 2: Given the arrival condition of the ship and
knowing the departure condition (stowage plan) to be
attained, devise a safe loading or unloading plan that
satisfies the imposed structural and operational limits.

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In the event that the cargo needs to be distributed
differently from that described in the ship's loading
manual, stress and displacement calculations are
always to be carried out to ascertain, for any part of
the intended voyage, that:
1) The still water shear forces and bending moments
along the ship's length are within the permissible
Seagoing limits.
2) If applicable, the weight of cargo in each hold, and,
when block loading is adopted, the weights of cargo in
two successive holds are within the allowable Seagoing
limits for the draught of the ship.
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These weights include the amount of water ballast
carried in the hopper and double bottom tanks in way of
the hold(s).
3) The load limit on the tanktop and other relevant
limits, if applicable, on local loading are not exceeded.
The consumption of ship's bunkers during the voyage
should be taken into account when carrying out these
stress and displacement calculations.

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Whilst deriving a plan for cargo operations, the officer
in charge must consider the ballasting operation to
ensure:
1) Correct synchronisation with the cargo operation.
2) That the deballasting/ballasting rate is specially
considered against the loading rate and the imposed
structural and operational limits.
3) That ballasting and deballasting of each pair of
symmetrical port and starboard tanks is carried out
simultaneously.

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During the planning stage of cargo operations, stress
and displacement calculations should be carried out at
incremental steps commensurate with the number of
pours and loading sequence of the proposed operation
to ensure that:
1) The SWSF and SWBM along the ship's length are
within the permissible Harbour limits.
2) The load limit on the tanktop and other relevant
limits, if applicable, on local loading are not exceeded.
3) At the final departure condition, the SWSF and SWBM
along the ship's length are within the permissible
Seagoing stress limits.
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There are normally two sets of permissible SWSF and
SWBM limits assigned to each ship, namely:
1) Seagoing (at sea) SWSF and SWBM limits.
2) Harbour (in port) SWSF and SWBM limits.
The seagoing SWSF and SWBM limits are not to be
exceeded when the ship puts to sea or during any part
of a seagoing voyage. In harbour, where the ship is in
sheltered water and is subjected to reduced dynamic
loads, the hull girder is permitted to carry a higher level
of stress imposed by the static loads. The harbour SWSF
and SWBM limits are not to be exceeded during any
stage of harbour cargo operations.
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Distinguishes between bale capacity and grain
capacity of cargo holds

Grain capacity is the volume we measure when we fill

the cargo hold completely with a loose bulk cargo, e.g.
wheat or sugar. The cargo goes all the way to the
vessel’s hull, behind the garnish and between ribs. An
absolute volume measurement.
This space is not only associated with the carriage of
grain, but with any form of bulk cargo which would
stow similarly – completely filling the space.
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THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Bale capacity is the volume we measure inside the
garnish and the ribs, e.g. the volume measurement
used when the vessel is loaded
with boxes or sacks. We are
not able to use the total
capacity of the hold. Bale
capacity is therefore a
smaller volume
measurement than
Grain capacity.
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THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
The Grain (loose bulk) and the Bale (packed cargo)
capacities are volumes, and are expressed in m³ or feet³.
Both expresses the size of a cargo hold and the vessel’s
total cargo capacity.

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Defines 'stowage factor‘ (SF)
In shipping, the stowage factor indicates how many cubic
metres of space one metric tonne (or cubic feet of space
one long ton) of a particular type of cargo occupies in a
hold of a cargo ship.
It is calculated as the ratio of the stowage space required
under normal conditions, including the stowage losses
caused by the means of transportation and packaging, to
the weight of the cargo.
The stowage factor can be used in ship design and as a
reference to evaluate the efficiency of use of the cargo
space on a ship.
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The stowage factor gives information about what
volume the cargo will take, and it is given in feet³/lt or
m³/mt.

If, for example, coal has a stowage factor of 1.3 m³ per

ton, it means 1.3 m³ of this coal has a weight of 1 ton.
Further, 2.6 m³ of the same coal has a weight of 2 tons
etc.

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Example problem 1:
If we have 325 m³ of coal with SF of 1.3 m³/ ton in a
cargo hold, how many tons will this coal represent?

Solution: 325 m³ = 250 tons of coal

1.3 m³/ton

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Cargo capacity Plan
Gives information about the m³ capacity of all cargo
holds on board. We also find information about
Vertical Center of Gravity (VCG) give as a vertical
height over the keel, and Longitudinal Center of
Gravity (LCG) given as the distance from App
(Aft perpendicular) to the center of the cargo hold.

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 Cargo capacity Plan
Hold Vol. in Vol. in Center of Gravity in Center of Gravity in
Number m³ m³ m m
GRAIN BALES Over Keel - VCG From App - LCG
1 2919 2761 7.83 128.32
2 3577 3435 7.14 111.43
3 3607 3465 7.13 93.88
4 3607 3465 7.13 76.29
5 3603 3460 7.13 58.73
6 3539 3430 7.19 41.09
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Example problem 2:
We want to load wheat into C/hold #2 with a SF of 1.6
m³/ ton. How many tons will the hold can take?

Can load in C/Hold # 2 3577 m³ = 2235.625 tons

1.6 m³/ton

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Note:
normally, we would give the answer in whole tons,
and we would therefore round it off to 2,236 tons. But
unfortunately 2,236 tons will not be fit all in the hold.
As a rule, we always round off downwards when
calculating capacities of cargo holds. Here we round off
to 2,235 tons instead of 2,236 tons.

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 Cargo capacity Plan
Hold Vol. in Vol. in Center of Gravity in Center of Gravity in
Number m³ m³ m m
GRAIN BALES Over Keel - VCG From App - LCG
1 2919 2761 7.83 128.32
2 3577 3435 7.14 111.43
3 3607 3465 7.13 93.88
4 3607 3465 7.13 76.29
5 3603 3460 7.13 58.73
6 3539 3430 7.19 41.09
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Example problem 3:
We will load iron ore into C/Hold # 2 with a SF of 0.31
m³/ton . How many tons will the hold can take?

Can load in C/Hold # 2 3577 m³ = 11,538.7 tons

0.31 m³/ton
Notice that we will get many more tons of ore than grain
in the hold. But we would never load such a cargo hold
full with ore. WHY?

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Example problem 4:
We will load a homogeneous cargo of boxes into hold #
6. The cargo has a SF of 2.15 m³/ton. How many tons can
be loaded into # 6.
Solution
Here we must use Bales Capacity

Can load in C/Hold #6: 3430 m³ = 1,595 tons

2.15 m³/ton

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 Cargo capacity Plan
Hold Vol. in Vol. in Center of Gravity in Center of Gravity in
Number m³ m³ m m
GRAIN BALES Over Keel - VCG From App - LCG
1 2919 2761 7.83 128.32
2 3577 3435 7.14 111.43
3 3607 3465 7.13 93.88
4 3607 3465 7.13 76.29
5 3603 3460 7.13 58.73
6 3539 3430 7.19 41.09
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Example problem 5
MV Pepetone has 2,652 tons grain in C/Hold # 3
3607 m³. What is the SF for this grain?
Solution: From CH #3 grain capacity = 3607 m³
Formula : Weight = Volume
SF
SF = 3607 m³ = 1.36 m³/ton
2652 tons

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Take note that in the voyage order stowage factor is
usually stated “SF 85” without a unit, which means
“85 ft³/long ton”

Be guided that, the stowage factor indicates how many

cubic feet of space one long ton (or cubic metres of
space one metric ton) of a particular type of cargo
occupies in a hold of a cargo ship.

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 MISCELLANEOUS DATA
1 long ton = 2,240 pounds
= 1,016.0469088 kilograms
= 1.12 short tons
= 1.0160469088 metric tons
1 kilogram = 2.204623 pounds
= 0.00110231 short ton
= 0.0009842065 long ton
1 metric ton = 2,204.623 pounds
= 1,000 kilograms
= 1.102311 short tons
= 0.9842065 long ton

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 MISCELLANEOUS DATA
1 short ton = 2,000 pounds
= 907.18474 kilograms
= 0.8928571 long tons
= 0.90718474 metric tons
1 cubic foot = 1,728 cubic inches
= 0.028316846592 cubic meter
1 cubic meter = 35.31467 cubic feet

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1. Given:
a. Grain Capacity of Hold: 1 metric ton = 0.9842065 long ton
No.1: 12,601.90 m³ 1 cubic meter = 35.31467 cubic feet
Cargo: Wheat
Stowage Factor: 46
SF (m³/MT ) = (46 x 0.98421 ) = 1.28200 m³/MT
35.3147
W = Hold Capacity (m³) /SF (m³/MT)
= 12,601.90 m³ / 1.28201m³/MT
= 9,830 MT

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2. Given: To convert SF m³/MT
b. Bale Capacity (m³) just x by 0.0278697
No.1 Cargo Hold: 11,940.00 m³
Cargo: Spruce Log
Stowage Factor: 85
SF (m³/MT ) = (85 x 0.98421) = 2.36892 m³/MT
35.3147
W = Hold Capacity m³/SF (m³/MT)
= 11,940.00 m3/2.36892 m³/MT
= 5,040 MT

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Explains 'broken stowage' and states how an
allowance for it is made.
Broken stowage is lost cargo space in the holds of a
vessel due to the contour of the hull and/or the shape
of the cargo. Dunnage, ladders, and stanchions are
example of broken stowage. Broken stowage is shown
as a percentage figure which is estimation of the space
that will be lost.

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“Broken Stowage” is the loss of space caused by
irregularity in the shape of cargo either in bulk or in
packages or simply any void or empty space in a cargo
hold not occupied by cargo.
Sample Problem:
1. You are loading a cargo of canned goods with a
stowage factor of 65. If you allow 15% for broken
stowage, how many tons can be loaded in a space of
55,000 cubic feet?

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1. Solution;
Weight = Volume x Allowance
Stowage Factor
= 55,000 x 0.85
65
Weight = 719.23 tons

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2. Your vessel’s available cargo capacity is 950 tons
and the remaining cubic capacity is 29,000 ft.³
You are to load steel with SF 18 and cotton with SF
52.
If you are to load FULL AND DOWN, how much of
each cargo should be loaded?

•Answer: 600 t steel, 350 t cotton

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2. Solution:
WLF = Weight of cargo having the Large Stowage Factor
WLF = Cu. Ft. – (Cargo Wt. x Small SF)
( Difference in SF )
WLF = 29,000 ft³ - ( 950 tons x 18 )
52 – 18
WLF = 29,000 – 17,100
34
WLF = 350 tons (Weight of Cotton)
Wt of Steel = 950 tons – 350 tons
Wt of Steel = 600 tons
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3.You are to load lead, SF 0.50 m³/t and cotton, SF
2.17m³/t. The available deadweight capacity is
1,625.7 tons of cargo and cubic capacity is 1665.0
m³. Disregarding broken stowage. How much of each
cargo should be loaded to make her full and down?

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3. Solution:
WLF = Weight of cargo having the Large Stowage Factor
WLF = Cu. m. – (Cargo Wt. x Small SF)
( Difference in SF )
WLF = 1,665 m³ - ( 1,625.7 mt x 0.5 m³/t )
2.17 – 0.5
WLF = 1,665 – 812.85
1.67
WLF = 510.3 tons (Weight of Cotton)
Wt of Lead = 1,625.7 tons – 510.3 tons
Wt. of lead = 1,115.4 tons
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5. You are going to load bales of abaca with SF 65
lead with SF 18. The Remaining space is 257,000 cu ft.
and the total weight to be loaded is 5,400 tons.
How much of each cargo should be loaded to make the
vessel FULL AND DOWN?

•Answer = 2,000 t lead / 3,400 t abaca

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5. Solution:
WLF = Weight of the cargo having the large SF
WLF = Volume – ( Wt. of Cargo x Small SF )
Difference in SF
= 257,000 ft³ - ( 5,400t x 18)
65 – 18
= 257,000 – 97,200
47
= 159,800 / 47
WLF = 3,400 t ( Abaca )
Wt. of Lead = 5,400 t – 3,400 t = 2,000 t
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2. MV MAAP of 5080 deadweight has on board 400 tons of HFO, 300 tons of
MDO, 150 tons of fresh water and 130 tons of stores.
She has four holds of capacities as follows:
CH No 1 1320 m³
CH No 2 1972 m³
CH No 3 2050 m³
CH No 4 1530 m³
It is required to load grain stowing at 1.45 m³/t and bales of cotton stowing
at 2.35 m³/t. Calculate how much of each commodity can be loaded if the
vessel is down to her marks and full to capacity. How should the cargo be
distributed?

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SOLUTION:
Capacities in m³
400 tons of HFO CH No 1 1320 m³
300 tons of MDO CH No 2 1972 m³
150 tons of fresh water CH No 3 2050 m³
130 tons of stores. CH No 4 1530 m³
980 tons TOTAL 6872 m³
5080 tons DWT (-)
4100 tons CARGO

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Let x be the number of tons of grain to be loaded
Let y be the number of tons of cotton to be loaded
then x + y = 4,100 (total cargo to be loaded)……………..1 eq.
1.45x + 2.35y = 6,872 (total cargo hold capacity)…………… 2 eq.

Multiply eq. 1 by 1.45

1.45x + 1.45y = 5,945 ……………………………………………………. 3 eq.
Subtract eq.3 from eq. 2
0.9y = 927
y = 1,030 tons (cotton to be loaded)
x = 4,100 – 1,030 = 3,070 tons (grain to be loaded)
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GRAIN to be loaded
CH1 = 3,070 t x 1,320 m³ = 589.7 tons
6,872 m³
CH2 = 3,070 x 1,972 = 881.0 tons
6,872
CH3 = 3,070 x 2,050 = 915.8 tons
6,872
CH4 = 3,070 x 1,530 = 683.5 tons
6,872

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COTTON to be loaded
CH1 = 1,030 x 1,320 = 197.8 tons
6,872
CH2 = 1,030 x 1,972 = 295.6 tons
6,872
CH3 = 1,030 x 2,050 = 307.3 tons
6,872
CH4 = 1,030 x 1,530 = 229.3 tons
6,872

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1. MV PEPETONE with a summer draft of 13.871 m has a maximum
deadweight of 73744 MT. On board ROB FO 1,771.1 tons, DO 93 tons,
Ballast water 8056.2 tons, Fresh water 148 tons, constant 147 tons
She has seven cargo holds and their capacities as follows:
CH No 1 - 11,256.3 m³ CH No 5 - 13,272.2 m³
CH No 2 - 12,817.1 m³ CH No 6 - 12,799.5 m³
CH No 3 - 13, 270.2 m³ CH No 7 - 11,764.2 m³
CH No 4 - 12,118.9 m³
It is required to load barley stowing at 1.58 m³/t and bales of cotton stowing
at 4.25 m³/t. Calculate how much of each commodity can be loaded if the
vessel is down to her marks and full to capacity. How should the cargo be
distributed?

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SOLUTION:
Ballast 8056.2 tons Cargo hold capacity
FO 1,771.1 tons CH No 1 - 11,256.3 m³
DO 93 tons CH No 2 - 12,817.1 m³
FW 148 tons CH No 3 - 13, 270.2 m³
constant 147 tons (+) CH No 4 - 12,118.9 m³
10,215.3 tons CH No 5 - 13,272.2 m³
Max DWT 73,744.0 tons(-) CH No 6 - 12,799.5 m³
Cargo 63,528.7 tons CH No 7 - 11,764.2 m³
TOTAL 87,298.4 m³

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Let x be the number of tons of barley to be loaded
Let y be the number of tons of cotton to be loaded
then x + y = 63,528.7 tons (total cargo to be loaded)……………..1 eq.
1.58x + 4.25y = 87,298.4 m³ (total cargo hold capacity)…………… 2 eq.

Multiply eq. 1 by 1.58

1.58x + 1.58y = 100,375.35 ……………………………………………………. 3 eq.
Subtract eq.3 from eq. 2
2.67y = 13076.95
y = 4,897.7 tons (cotton to be loaded)
x = 63,528.7 – 4,897.7 = 58,631 tons (barley to be loaded)
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Barley to be loaded
CH1 = 58,631 tons x 11,256.3 m³ = 7,559.9 tons
87,298.4 m³
CH2 = 58,631 tons x 12,817.1 m³ = 8,608.2 tons
87,298.4 m³
CH3 = 58,631 tons x 13, 270.2 m³ = 8,912.5 tons
87,298.4 m³
CH4 = 58,631 tons x 12,118.9 m³ = 8,139.2 tons
87,298.4 m³
CH5 = 58,631 tons x 13,272.2 m³ = 8,913.8 tons
87,298.4 m³
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Barley to be loaded
CH6 = 58,631 tons x 12,799.5 m³ = 8,596.3 tons
87,298.4 m³
CH7 = 58,631 tons x 11,764.2 m³ = 7,901.0 tons
87,298.4 m³

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Cotton to be loaded
CH1 = 4,897.7 tons x 11,256.3 m³ = 631.5 tons
87,298.4 m³
CH2 = 4,897.7 tons x 12,817.1 m³ = 719.0 tons
87,298.4 m³
CH3 = 4,897.7 tons x 13, 270.2 m³ = 744.5 tons
87,298.4 m³
CH4 = 4,897.7 tons x 12,118.9 m³ = 679.9tons
87,298.4 m³
CH5 = 4,897.7 tons x 13,272.2 m³ = 744.6 tons
87,298.4 m³
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Cotton to be loaded
CH6 = 4,897.7 tons x 12,799.5 m³ = 718.0 tons
87,298.4 m³
CH7 = 4,897.7 tons x 11,764.2 m³ = 660.0 tons
87,298.4 m³

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MOLOO (More or less in Owner’s option).
This term relates to the quantity of cargo which the ship is
chartered to carry on a voyage charter.
When the master tenders the Notice of Readiness he can
calculate the cargo capacity of the ship after taking into
account the weights of ballast (if any), the fuel, water,
stores, crew and “ship’s constant” and when the Notice is
accepted it is considered that the quantity is also agreed
by the charterer.
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The option is generally stated in percentage terms, for
example, “50,000 metric tons, 5 percent more or less in
owners’ option…” allows the shipowner to declare that his
ship will load between 47,500 and 52,500 tonnes of cargo.

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Example of voyage order items that is necessary for a
loading plan:
Cargo: Wheat, 1.45 m³/t., 45,000 tons 5% MOLOO trimmed
ends. Example of making stowage plan (basis summer
draft along the way where the ship have its maximum
loadable cargo condition for the voyage):

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 Ship Particular
Summer draught: 12.56 m
Displacement: 64640.6 ton (summer)
Light Displacement: 11044.1 ton
Deadweight: 53,596.5 ton (Summer)
Ship Condition Prior Loading
Diesel Oil: 195.2 ton
Fuel Oil: 1,829.9 ton
Fresh Water: 100.0 ton
Unpumpable BW: 198.0 ton
Constant: 177.0 ton
Loadable CGO 51,096.4 ton
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
The vessel's particulars along with the stowage factor of the
cargo are used to determine the maximum cargo which
can be loaded. Draft restrictions at the loading and
discharge ports are also taken into account.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

By order: 42,750 ~ 47,250 tons
Stowage Plan
No.1
12,437.9 m3 8577
CH: 100 % full
No.2
13,347.0 m3 9204
CH: 100 % full
No.3
13,348.7 m3 9206
CH: 100 % full
No.4
13,346.9 m3 9204
CH: 100 % full
No.5
13,271.5 m3 9152
CH: 100 % full
Total Cargo 45343
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Cargo Stowage Plan Diagram

STOWAGE PLAN

WHEAT WHEAT WHEAT WHEAT WHEAT

9152 MT 9204 MT 9206 MT 9204 MT 8577 MT
9204 MT

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC