UNIT 5

DECK CARGO:
DANGEROUS CARGOES NOT PERMITTED BELOW DECK.
VARIOUS TYPES OF DECK CARGO.
EFFICIENT MEANS OF SECURING DECK CARGOES.
NEED OF BATTENING OF CARGO HOLD BEFORE LOADING DECK CARGO.
SAFE ACCESS TO EQUIPMENT AND SPACES.
STANDARD SAFETY PRECAUTIONS DURING CARGO WORK.
MAXIMUM PERMISSIBLE LOAD.
UNOBSTRUCTED VIEW FROM THE NAVIGATING BRIDGE.
HIGH DENSITY CARGO:
STRUCTURAL HAZARD AND PRECAUTIONS, TRIMMING REQUIREMENTS,
PROBLEMS.
HAZARDS ASSOCIATED WITH AND PRECAUTIONS TO BE TAKEN WHILST
LOADING/ CARRYING HIGH DENSITY CARGOES.
MAXIMUM ALLOWABLE WEIGHT FOR SINGLE AND ADJACENT HOLDS,
BLOCK LOADING.
TEXT BOOKS
• Safe cargo handling procedures Vol 1 and Vol 2 by P.
J. Samson
REFERENCE BOOKS:
• Cargo Work for Ship officer – Capt Errol Fernandes
• Cargo Work – Kemp and Young
• Cargo Works – Taylor
• Cargo Works – D. J. House
‘Deck Cargoes’ refers to items and/or commodities
carried on the weather deck and/or hatch covers of
a ship and thereon exposed to sun, wind, rain,
snow, ice and sea, so that the packaging must be
fully resistant to, or the commodities themselves
not be denatured by such exposure.
Deck cargoes, because of their very location and the
means by which they are secured, will be subjected
to velocity and acceleration stresses greater, in most
instances, than cargo stowed below decks.
The stowage, lashing and securing of cargoes,
therefore, require special attention as to method
and to detail if unnecessary risks are to be avoided.
Causes of losses
Losses of large vehicles, rail cars, cased machinery, steel
pipes, structural steelwork, packaged timber, freight
containers, hazardous chemicals, boats, launches, etc.
due to:
• Severe adverse weather conditions.
• Lack of appreciation of the various forces involved.
• Ignorance of the relevant rules and guiding
recommendations.
• Cost limitation pressures to the detriment of known
safety requirements.
• Insufficient time and/or personnel to complete the
necessary work before the vessel leaves port.
• Dunnage not utilised in an effective manner.
Causes of losses(continued)
• Inadequate strength, balance and/or number of lashings.
• Wire attachment eyes and loops made up wrongly,
including incorrect methods of using bulldog grips.
• Lack of strength continuity between the various securing
components.
• Taking lashing materials around unprotected sharp edges.
• Incorrect/unbalanced stowage and inadequate weight
distribution.
• The perversity of shore-based labour when required to do
the job properly.
• Securing arrangements, both supplied and approved, not
fully utilised on the voyage under consideration.
DECK CARGO SHALL BE SO DISTRIBUTED AND STOWED
1. So as to avoid excessive loading having regard to the
strength of the deck and integral supporting structure of
the ship;
2. So as to ensure that the ship will retain adequate stability
at all stages of the voyage having regard in particular to:
a) the vertical distribution of the deck cargo;
b) wind moments which may normally be expected on the
voyage;
c) losses of weight in the ship, including in particular those
due to the consumption of fuel and stores; and
d) possible increases the weight of the ship or deck cargo,
including in particular those due to the absorption of
water and to icing;
DECK CARGO SHALL ALSO BE SO DISTRIBUTED AND STOWED
3. So as not to impair the weathertight or watertight integrity of
any part of the ship or its fittings or appliances, and as to
ensure the proper protection of ventilators and air pipes;
4. So that its height above the deck or any other part of the ship
on which it stands will not interfere with the navigation or
working of the ship;
5. So that it will not interfere with or obstruct access to the
ship’s steering arrangements, including emergency steering
arrangements;
6. So that it will not interfere with or obstruct safe and efficient
access by the crew to or between their quarters and any
machinery space or another part of the ship used in the
working of the ship, and will not, in particular, obstruct any
opening giving access to those positions or impede it’s
being readily secured weathertight.”
Dunnage : If all deck cargo items could be structurally welded to the
weather-deck using components of acceptable strength this would remove
the necessity to consider coefficients of friction between the base of the
cargo and the deck or dunnage on which it rests.
Spread the load : Point-loading and uneven distribution of cargo weight can,
and frequently does, cause unnecessary damage to decks and hatch-
covers. Unless the weather-deck has been specially strengthened, it is
unlikely to have a maximum permissible weight-loading of more than 3
MTs/m2. Similarly, unless hatch-covers have been specially strengthened, it
is unlikely they will have a  maximum permissible weight-loading of more
than 1.8 MTs/m2. The ship’s capacity plan and/or general
Arrangement plan should always be consulted. If the information is not there,
try the ship’s stability booklet. In the event that specific values are not
available onboard the ship, allow no more than 2.5 MTs/m 2 for weather-
deck areas; and no more than 0.75 MTs/m2 for hatch-covers in small
vessels; 1.30 MTs/m2 in vessels over 100m in length.
The adverse effects of point-loading are not always fully appreciated. On the
one hand, a 6-MT machine with a flat-bed area of 3m 2 will exert a down-
load of 2 MT/m2.
Various types of deck cargoes:
• Timber deck cargoes
• Containers
• Vehicles
• Livestock
• Iron and steel pipes or girders
• Dangerous goods
• Heavy lifts and unusually shaped goods such as
locomotives, yachts and small launches, large tanks
or pressure vessels and other such machinery may
also be shipped on deck
EFFICIENT MEANS OF SECURING OF DECK CARGOES:
Cargo Securing Manual (CSM): Regulations VI/5 and VII/6 of the
1974 SOLAS Convention require cargo units and cargo transport
units to be loaded, stowed and secured throughout the voyage
in accordance with the (CSM) approved by the administration
and drawn up to a standard, at least, equivalent to the
guidelines developed by the (IMO).
The guidelines have been expanded to take into account the
provisions of:
• the Code of Safe Practice for Stowage and securing of Cargo -
CSS Code & the amendments to that Code.
• the Code of Safe Practice for Ships Carrying Timber Deck
Cargoes
CSM gives the guidelines regarding the type of lashing and the
equipment to be used for lashing so that the deck cargoes can
be lashed efficiently.
Battening the cargo deck before loading deck cargo:
• All openings in the weather decks e.g. hatch covers, hatch accesses,
etc. should be securely closed and battened down before deck cargo
is stowed on top of them.
• Ventilators, air pipes and other working gear must be in good order
and protected from damage.
Safe access to equipment and spaces:
• Safe and satisfactory access are to the crews quarter, pilot boarding
area, machinery spaces, sounding pipes, emergency steering gear
room, LSA/FFA equipment and all other area used for the necessary
working of the ship must be provided at all times.
• It should be possible to close and secure openings to such places.
Unobstructed view from the navigating bridge:
• Unobstructed view from the navigation bridge is required.
• As per SOLAS, the maximum blind length in the forward direction
from the stem is twice the ship’s length or 500mtrs whichever is less.
MAXIMUM PERMISSIBLE LOAD: Point-loading and uneven distribution of cargo
weight can, and frequently does, cause unnecessary damage to decks and
hatch-covers.
Unless the weather-deck has been specially strengthened, it is unlikely to have a
maximum permissible weight-loading of more than 3 MTs/m2.
Similarly, unless hatch-covers have been specially strengthened, it is unlikely
they will have a maximum permissible weight-loading of more than 1.8
MTs/m2.
The ship’s capacity plan and/or general arrangement plan should always be
consulted.
If the information is not there, try the ship’s stability booklet.
In the event that specific values are not available onboard the ship, allow no
more than 2.5 MTs/m2 for weather-deck areas; and no more than 0.75
MTs/m2 for hatch covers in small vessels; 1.30 MTs/m2 in vessels over 100m in
length.
The adverse effects of point-loading are not always fully appreciated. On the
one hand, a 6-tonne machine with a flat-bed area of 3 m2 will exert a down-
load of 2 MTs/m2.
Dunnage should be used to avoid point loads and to spread the load.
EFFECT ON STABILITY DUE TO ABSORPTION OF
WATER OR ICE ACCRETION:
• For any ship operating in areas where ice accretion
is likely to occur, adversely affecting a ship’s stability,
icing allowances should be included in the analysis
of conditions of loading.
• The master should verify the stability of his ship for
the worst condition, having regard to the increased
weight of deck cargo due to water absorption
and .or ice accretion and to the variations in
consumables.
• An allowance should be made in the arrival
condition for the additional weight.
 High Density Solid Bulk Cargo

High Density Solid Bulk Cargo means the cargo with

stowage factor (SF) of 0.56 Cu.M. per ton or less.
Group-A Cargo means Cargoes, which may liquefy, if
shipped at moisture content in excess of their
transportable moisture limits (TML).
Loading of “high density solid bulk”- cargo of group-a - such as iron
ore fines, chrome ore, concentrates etc.
All the Shippers, Charterers, Agents are hereby requested to take
following precautions while hiring vessels for loading the above
categories of cargo:
1. The vessels are designed and strengthened for loading such cargo. 
2. The Master / Owner of the vessel must be in possession of
comprehensive information on Ship’s Stability and Distribution of
cargo for standard loading conditions, which must have been
approved by the Classification Society or Flag State. 
3. The proposed Stowage Plan must ensure that the permissible forces
and movements are not exceeded during loading taking into
consideration the rate of loading, number of pours and de-
ballasting capability of the vessel.
A declaration may be obtained from the Owners / Master of the
vessel satisfying above three points and submitted to the Port while
requesting for a berth. 
Some of the most common hazards of bulk cargoes on board ships are
mentioned below:
1.  Cargo shift: Cargo shift has always remained as one of the greatest dangers
on bulk carriers. This problem is greater for ships carrying grain cargoes. Grain
settles by about 2% of its volume. Because of this settling, small void spaces
exist on the top of grain surface. These void spaces permit the grain to shift.
The free flowing characteristics of grain reduce the stability of any ship
carrying it. Trimming is undertaken to reduce the danger of cargo shifting.
Rolling can also cause shifting of cargo from one side to the other and reduce
her positive stability resulting in the vessel to capsize.
2. Cargo falling from height: Cargoes like iron ore, quartz and steel scraps are
high density cargo. There is a possibility of cargo falling from height during
cargo operations. Cargo may either fall from the conveyor belt of the
shiploader or from the discharging grab on to the deck of the ship. People
working on deck can get injured badly if hit by the sizeable lumps of the bulk
cargo. It can be as bad as death. Cargo operation should always be monitored
by responsible officers and care should be taken that no unwanted personnel
are present on the working area of the deck. Persons who are involved in the
cargo operation should wear protective clothing including hard hats, safety
shoes and highly visible vests.
3. Dust from working cargo: Dust is one of the most common hazards in bulk carriers. Many
bulk cargoes are dusty by nature. Dust particles are small enough to be inhaled and if
inhaled can have disastrous effects on health. Anyone working on the deck can be exposed
to high levels of dust. Dust can cause sneezing and irritation of the eyes. Where possible it
is always best to avoid exposure to cargo dust however if exposure cannot be avoided
protective face masks should be worn. Those involved in cargo operation and need to be
present on deck when a dusty cargo is being loaded or discharged and anyone sweeping
cargo with a brush or with air should wear a suitable respirator. Filters should be renewed
when soiled. Deck machinery should be properly protected as they can be adversely
affected by dust.
4. Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes are
abruptly transformed from a solid dry state to an almost fluid state. Many common bulk
cargoes such as iron ore fines, nickel ore and various mineral concentrates are examples of
materials that may liquefy. Liquefaction occurs as a result of compaction of the cargo
which results from engine vibrations, ship’s motion and rolling and wave impact that
further causes cargo agitation.
Liquefaction results in a flow state to develop. This permits the cargo to slide and shift in one
direction thus creating free surface effect and reducing the GM thereby reducing stability.
Shippers declaration should be thoroughly examined by the chief officer before loading
any bulk cargo. He must make sure that the moisture content of the cargo to be loaded
should not exceed the transportable moisture limit to avoid liquefaction during the
voyage. Often shippers declaration turn out to be faulty. Spot checks can also be carried
on board ships to check the moisture content.
5. Structural damage: Heavy cargoes place high loads on the structure and structural failure is
therefore probable. High density cargoes occupy a small area for a large weight that is they
have a low stowage factor. It is therefore important that the tank top has sufficient strength to
carry heavy cargoes like iron ore, nickel ore, bauxite etc . The load density of the tank top
should never be exceeded. Tank top strength is provided in the ship’s stability booklet.
Exceeding the maximum permissible cargo load in any of the holds of a ship will lead to over
stressing of local structure. Overloading will induce greater stresses in the double bottom,
transverse bulkheads, hatch coamings, hatch covers, main frames and associated brackets of
individual cargo holds. Poor distribution of and/or inadequate trimming of certain cargoes can
result in excessive bending and sheer forces.
6. Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such as wood,
paper pulp and agricultural products may result in rapid and severe oxygen depletion and
formation of carbon dioxide. Thus apparently harmless cargoes may create potentially life
threatening conditions. The cargo holds and communicating spaces in bulk carriers are
examples of confined spaces where such toxic atmospheres may develop. Several fatal
accidents can occur when people enter unventilated spaces. The IMSBC code lists the following
cargoes as potentially oxygen depleting: coal, direct reduced iron, sponge iron, sulphide
concentrates, ammonium nitrate based fertilisers, linted cotton seed. Various gaseous products
are formed including carbon monoxide, carbon dioxide, hydrogen sulphide and hydro carbons.
Entry of personnel into enclosed spaces should be permitted only when adequate ventilation
and testing of the atmosphere is done with appropriate instruments. Emergency entry may be
undertaken with SCBA. Some cargoes also use up oxygen within the cargo space. The main
examples are rusting of steel swarf cargoes. Some grain cargoes may also deplete the oxygen
content in the cargo space.
7. Corrosion: Some cargoes like coal and sulphur can cause severe damage due to
corrosion. Cargoes of sulphur in bulk are normally subjected to exposed storage and
are thus subjected to inclement weather thereby resulting in the increase of moisture
content of the cargo. Wet sulphur is potentially highly corrosive. When sulphur is
loaded, any retained free water filters to the bottom of the holds during the voyage,
from where it is pumped out via the bilges. Some water remains on the tank top and
reacts with sulphur. This leads to the release of sulphuric acid resulting in the
corrosion of the ship’s holds. Pond coal which is reclaimed after having been
abandoned and dumped in fresh water ponds usually have high moisture content and
sulphur content. This type of coal may be liable to react with water and produce acids
which may corrode parts of the ship.
8. Contamination: Preparation of cargo holds for the next intended carriage is a critical
element of bulk carrier operations. A lack of proper preparation can lead to claims
related to cargo quality such as contamination, water ingress or cargo loss. Residues
and dust of previous cargo can contaminate the presently loaded bulk cargo and can
cause cargo stains that are not acceptable. Cement when contaminated by residues of
previous cargo reduces its binding capacity. Unrefined sugar if stored near or above
dry, refined sugar can damage it by the draining syrup. Water ingress may result from
leaking hatch covers, back flow through bilge systems, leaking manhole lids and
inadequate monitoring. Cargoes like salt can absorb moisture and dissolve into a
liquid. Sugar can ferment in the presence of moisture. The bilges should be pumped
out regularly during the voyage.
9. Fire: Bulk cargoes are deemed to present a great deal of fire
hazards. Many bulk cargoes have a tendency to heat due to the
oxidation process taking place during the voyage. Common
cargoes like coal, sulphur, cotton, fishmeal are liable to
spontaneous heating. Coal also emits methane which is a
flammable gas. When mixed with air it can form an explosive
mixture. Dust created by certain cargoes may constitute an
explosion hazard. Sulphur dust can readily ignite causing an
explosion. Friction between cotton bales can cause spontaneous
combustion and produce heat. Fire precautions should be strictly
observed on bulk carriers.
The ship as carrier is obliged to care for the cargo in an expert
manner to ensure it is discharged in the same state in which it was
loaded. The IMSBC code should be consulted for the safe stowage
and shipment of solid bulk cargoes. Suitable precautions and good
seamanship should be adopted to minimise and overcome the
hazards of bulk cargoes.
Limitations of overloading of cargo holds - How to avoid damage from high
density cargo 
To enhance safety and flexibility, some bulk carriers are provided with local
loading criteria which define the maximum allowable cargo weight in each
cargo hold, and each pair of adjacent cargo holds (i.e. block hold loading
condition), for various ship draught conditions. The local loading criteria is
normally provided in tabular and diagrammatic form.
Over-loading will induce greater stresses in the double bottom, transverse
bulkheads, hatch coamings, hatch corners, main frames and associated
brackets of individual cargo holds.
The double bottom, cross deck and transverse bulkhead structures are
designed for specific cargo loads and sailing draught conditions. These
structural configurations are sensitive to the net vertical load acting on the
ship's double bottom. The net vertical load is the difference between the
vertical downward weight of the cargo and water ballast in the double
bottom and the hopper ballast tanks in way of the cargo hold and the
upward buoyancy force which is dependent on the ship's draught. 
Limitations of overloading of cargo holds - How to avoid damage from
high density cargo  - (Continued)
Overloading of the cargo hold in association with insufficient draught will
result in an excessive net vertical load on the double bottom which may
distort the overall structural configuration in way of the hold . 
The important trend to note from the local loading diagram is that there is
a reduction in the cargo carrying capacity of a hold with a reduction in
the mean draught. To exceed these limits will impose high stresses in
the ship's structure in way of the over-loaded cargo hold. There are two
sets of local loading criteria depending upon the cargo load distribution
namely, individual hold loading or two adjacent hold loading.
The allowable cargo loads for each hold or combined cargo loads in two
adjacent holds are usually provided in association with empty double
bottom and hopper wing ballast tanks directly in way of the cargo hold.
When water ballast is carried in the double bottom and hopper wing
tanks, the maximum allowable cargo weight should be obtained by
deducting the weight of water ballast being carried in the tanks in way
of the cargo hold.
Limitations of overloading of cargo holds - How to avoid damage from
high density cargo  - (Continued)
The maximum cargo loads given in the Local Loading Criteria should be
considered in association with the mean draught in way of the cargo
hold(s). In the case of a single cargo hold, the ship draught at the
mid-length of the hold should be used. For two adjacent cargo holds,
the average of the draught in the mid-length of each cargo hold
should be used.
Fig: Check the tank top indents after discharge and after cleaning
There are three recommended ways by which maximum tonnage allowed in
any cargo hold (not just bulk carriers) can be calculated if no other
information is provided in the ship's documentation. These are:
i. Maximum cargo loaded (in MTs) in a hold = 0.9 × L × B × D
Where L = Length (in metres) of cargo hold; B = Breadth (in metres) of cargo
hold; D = Summer load draught (in metres).
ii. If the cargo is untrimmed or partially trimmed, then:
Maximum height of cargo pile = 1.1 × D × Stowage Factor
Where Stowage Factor is given in m3/ MT.
iii. If the cargo is trimmed level, then 20% more cargo may be loaded (as
calculated in [i] above) in the lower hold.
The cargo officer should calculate the maximum permissible tonnage for each
cargo hold. This is found in the ship's stability book, but can be calculated
by the formula: Permissible Tonnage = Total Area of Tanktop (m 2) ×
Allowed Load (ie., Tanktop Strength in MTs per m 2).
(Note: the above formula may only be used for homogeneous bulk cargoes
and not cargoes such as steel coils.)
Another peculiar characteristic of high density cargoes is that they do
not provide much support to the internal structure of the cargo hold,
which may increase the risk of damage from panting stresses. This is
particularly true with ships where the maximum safe load for cargo
holds is either not given or is not considered when loading such
cargoes.
Panting is a term used to describe the movement of the ship caused by
the shock of contact with a succession of waves at the bow or the
stern. It can be thought of as breathing-like movement in the fore and
aft plane of the vessel. 
The International Association of Classification Societies (IACS) estimates
that an extra 10% load on a vessel's structure increases the still water
bending moments by 40% and shearing forces by 20%. These small
variations in loads can easily be caused by inappropriate and/or
careless loading/discharging. For example, in the loading port, if the
rate of discharge of ballast water is not similar to the rate of cargo
being loaded then stresses are likely to cause severe damage to the
ship's structure.
It is the job of the ship's officers to ensure that this does not happen and
the procedure should be established in the cargo plans. If it is suspected
that a vessel has been overloaded, tank top and deck structures
(particularly deck plates between hatchways and at hatch corners)
should be carefully inspected for any signs of cracking or buckling. 
High-density cargoes
• According to the IMSBC Code, any cargo with a Stowage Factor less
than 0.56 m3/tonne is considered a high density cargo.
• As far as practicable, high-density cargoes shall normally be loaded in
the lower hold cargo spaces in preference to ‘tween-deck cargo
spaces.
Structural Damage due to High Density Cargoes
• High density cargoes have a greater weight than their volume may
imply. Lighter cargoes occupy more space. For example, the stowage
factor for corn is 1.42 m3/tonne while for iron ore, the stowage factor
can be as small as 0.24 m3/tonne.
Structural Damage due to High Density Cargoes. [continued]
• Load density of the tanktop is provided in the ship's stability booklet .
However, as a ship ages, this strength reduces and a greater safety margin is
recommended for older ships.
• High density cargoes do not provide much support to the internal structure
of the cargo hold, which may increase the risk of damage from panting
stresses.
• Panting is a term used to describe the movement of the ship caused by the
shock of contact with a succession of waves at the bow or the stern. It can
be thought of as breathing-like movement in the fore and aft plane of the
vessel.
• The International Association of Classification Societies (IACS) estimates that
an extra 10% load on a vessel's structure increases the still water bending
moments by 40% and shearing forces by 20%. These small variations in
loads can easily be caused by inappropriate and/or careless
loading/discharging.
• For example, in the loading port, if the rate of discharge of ballast water is
not similar to the rate of cargo being loaded then stresses are likely to cause
severe damage to the ship's structure.
Maximum Tonnage Permitted in Hold
• WHEN bulk carriers are designed, a maximum tonnage is
assumed for each hold, and the ship is then built with sufficient
strength to carry the intended tonnage.
• A ship's loading plan should never propose the loading of a
tonnage which exceeds the maximum permitted tonnage.
• In recent years it has become a requirement that the maximum
permitted tonnage for each hold is stated in the loading
manuals of new ships.
• There are, however, many loading manuals in which the
maximum permitted tonnages are not stated.
• The danger of overloading a hold when carrying High Density
cargoes such as iron ore cannot be ignored. Especially when the
ship is loaded to tropical marks, and is carrying a small bunker
tonnage, or when several grades of cargo are being carried.
Ways in which the master can ensure that no hold is overloaded.
1. Do not exceed permissible loadings if stated in the loading manual.
2. Any loading which appears amongst the standard loadings in the
ship's loading manual is permissible.
3. When a ship which has insufficient information about maximum
permissible hold loadings the master should, through his owners,
request advice from the classification society.
4. When a hold is being heavily loaded several considerations should be
kept in mind.
- Planned hold loadings should never exceed the hold loadings given
in the approved loading manual.
- The maximum permitted tonnages are calculated on the
assumption that the cargo will be peaked in the hold although, in
practice, it is recommended that cargo should be trimmed
reasonably level to the boundaries of the space.
- The maximum tonnage which can be placed in a hold with safety
may be considerably reduced when the ship is being block loaded.
Loading Patterns: There are three typical loading
patterns utilized on bulk earners: homogeneous,
alternate hold, and block loading.
1) A homogeneous loading pattern as shown in Figure
is one in which the same amount of cargo is loaded
uniformly in each hold. This is most often done with
lighter cargoes like grain or coal. Care must be taken
in planning a homogeneous load to mitigate the risk
of cargo shifting.
Loading Patterns
2) Alternate hold loading as shown in Figure is used
when high density cargo is being carried to raise the
centre of gravity. If heavy cargo is loaded
homogeneously, snap rolling can result from the low
centre of gravity. By loading the cargo twice as high in
half as many holds, the extreme rolling can be
mitigated. Alternate hold loading is something that
must be considered in the design phase.
Loading Patterns

3) A block loading plan as shown in Figure is similar to

the alternate plan except that adjacent holds may be
filled in the block plan. (ie. Two pairs of adjacent holds
would be filled with one empty hold between them.)
This loading scheme is typically used when a vessel is
partly loaded.
Block loading:
Block loading is the name given to a loading in which
adjacent holds are heavily loaded whilst one or two
remaining holds are empty.
The requirement to load and discharge a number of
parcels of high density cargo in several loading and
discharge ports or berths sometimes leads to the use of
this method of distributing the cargo between holds.
The decision to use one or two extra holds when carrying
a high-density cargo in alternate holds has the same
effect.
Block loading places an increased load on the transverse
bulkhead between the two full holds and this, in turn,
increases the load on the cross-deck structure.
Block loading: [continued]
Block loading has been commonplace in bulk carrier operations for
many years. In 1993 it was reported by IACS that a number of
large bulk carriers had experienced structural damage affecting
the cross-deck structure which separates adjacent cargo
hatchways at the upper deck level. All the damaged ships had
completed a voyage with two adjacent hatches heavily laden.
Classification societies have provided some ships with approved
plans for block loading with high-density cargoes.
The advice of the International Association of Classification Societies
(IACS) to the question of block loading can be summarised as:
1. Never exceed the maximum permitted load in any hold.
2. When using alternate hold loading use only the holds specified in the
loading manual.
3. If it is necessary to depart from the above, and if the ship has not been
provided with approved block loading conditions, consult the
classification society.