Cargo Handling and Stowage (Non-Dangerous Goods) Notes

Course Description

  • Cargo Handling and Stowage (Non-Dangerous Goods) provides students with knowledge and skills for cargo handling and stowage on various vessels.
  • Topics include cargo handling equipment, loading/unloading procedures, cargo hold cleaning, and bulk grain cargo handling.
  • Students learn about cargo documents, cargo-specific information, and the International Maritime Solid Bulk Cargoes (IMSBC) Code.
  • The course also covers Ro-Ro and car carrier vessels, communication during cargo operations, care and inspection of non-hazardous cargo, cargo conditions, damages, incident reporting, and cargo space/tank inspections.
  • Further topics are corrosion and the enhanced survey program for safe transport of non-dangerous goods.

Course Objectives

  • Differentiate procedures for cargo operations (loading, stowage, care during voyage, unloading) of non-dangerous cargoes according to the cargo plan, safety rules, and regulations.

  • Distinguish procedures for inspecting cargo spaces, hatch covers, and ballast tanks for normal and defective/damaged parts, following laid-down procedures.

Learning Outcomes

  • Explain the purpose, operation, and safe working load of cargo handling equipment on General Cargo, Container, and Bulk Vessels:

    • Cargo cranes
    • Derricks
    • Forklifts
    • Conveyor belts
    • Elevators
    • Grabs
    • Gantry cranes
    • Straddle carriers
    • Reach stackers
    • Container spreaders
    • Cargo lashing and securing gear
    • Pallets
    • Hatch covers

  • Explain cargo loading and unloading procedures for General Cargo, Container, and Bulk Vessels according to the cargo plan, safety rules, and regulations.

  • Explain cargo hold cleaning procedures.

  • Outline the purpose and contents of the International Grain Code.

  • Discuss terms used in the International Grain Code:

    • Grain
    • Filled compartment
    • Partly-filled compartment
    • Quantity clause
    • Settling

  • Explain procedures for bulk grain cargo operation:

    • Preparing holds for grain cargoes
    • Approved grain loading methods
    • Trimming of bulk grain cargoes

  • Explain procedures for separating two different bulk grain cargoes loaded into the same compartment, including the effect if mixed.

  • Interpret documents:

    • Cargo plans
    • Boat note
    • Mate’s receipt
    • Bill of lading
    • Including the sequence of cargo plan.

  • Interpret cargo-specific information for loading and unloading:

    • General and broken stowage
    • Forms of cargo (bagged, bales, bundles, cases, crates, cartons, drums, barrels, casks, intermediate bulk containers, heavy indivisible loads)
    • Shipboard stowage limitations during bad weather conditions
    • Methods of cargo testing and examination
    • Break bulk items
    • Iron and steel products
    • Heavy-lift items and project cargo
    • Ro-Ro cargo items
    • Livestock
    • Timber cargoes
    • Oil and fats
    • Pulp and paper products
    • Refrigerated cargoes

Cargo Handling Equipment

  • Topic 1: Cargo Handling Equipment On Board General Cargo, Container, and Bulk Vessels

Panamax Cranes

  • Used to lift containers onto ships that can sail through the Panama Canal.
  • Boom reach: up to 30 meters.
  • Lifting height: about 38 meters.
  • Weight lifting capacity: 50 – 65 tons (single or double lift).
  • Lifting speeds: up to 125 meters per minute.
  • Trolley speed: about 180 meters per minute.

Post-Panamax Cranes

  • Used for ships too large for the Panama Canal.
  • Higher capacity than Panamax cranes.
  • Horizontal reach: up to 45 meters.
  • Lifting height: about 35 meters.
  • Weight lifting capacity: about 50 tons (single lift) and up to 65 tons (double lift).
  • Lifting speed: up to 150 meters per minute.
  • Trolley speed: up to 210 meters per minute.

Super Post-Panamax Cranes

  • Used for very large cargo vessels, reach of about 50 meters and lift to a height of about 40 meters.
  • Lifting speed: up to 175 meters per minute
  • Trolley speed: up to 240 meters per minute.
  • Ports use these to compete for cargo traffic.

Bulk Handling Cranes

  • Have two buckets or grips to grab bulk cargo (coal, ores, grains).
  • Grabbing mechanisms are designed for specific products and conditions.

Gantry Cranes

  • Fixed gantry cranes straddle over workspaces to lift and move shipping containers or cargo.
    Mobile gantry cranes move on tracks or wheels.

Floating Cranes

  • Large cranes on floating platforms for loading/unloading containers from cargo vessels.
  • Platforms are positioned by the ship's side to lift heavy objects.

Tower Cranes

  • Consist of a fixed base, a perpendicular mast, and a boom on a rotating unit.
  • Counterweights balance the boom.
  • The operator controls the crane from a trolley on the boom.
  • A hoist winch and hook raise/lower the load.

Yard Cranes

  • Move shipping containers and cargo within a port's yards.
  • Used to move containers onto trailers or to the quayside.
  • Different types stack containers in the port yard.

Reach Stackers and Container Forklifts

  • Rearrange or stack containers in a yard.
  • Load/unload containers from trucks or rail cars.
  • Have a telescopic boom controlled hydraulically, mounted on a vehicle.
  • A spreader at the boom's tip attaches to the container for lifting/lowering.

Deck Cranes

  • Small ships have deck cranes to lift and lower containers from and to the shore.
  • Useful at ports lacking cranes or when container number is low.

Modern Cranes

  • Designed for maximum speed and efficiency.
  • Loading and unloading completed quickly.
  • Safety of staff and infrastructure is a key consideration.

Loading and Unloading Procedures

  • Topic 2: Loading and Unloading On Board General Cargo, Container, and Bulk Vessels

Preparing Vessel for Cargo Operations

  • Collecting cargo and Port Information
  • Safe operation of bulk carriers depends on allowable stresses during loading, discharging, ballasting and de-ballasting.
  • Loading and unloading sequences should be informed well in advance for safe planning.

Shore Terminal Information

  • The shore terminal should provide the ship with the following information:

    • Prior to loading bulk cargo, the shipper should declare characteristics & density of the cargo, stowage factor, angle of repose, amounts and special properties.
    • Cargo availability and any special requirements for the sequencing of cargo operations.
    • 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.
    • Minimum depth of water alongside the berth and in the fairway channels.
    • Water density at the berth.
    • Air draught restrictions at the berth.
    • Maximum sailing draught and minimum draught for safe manoeuvring permitted by the port authority.
    • 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.
    • Terminal requirements/procedures for shifting ship.
    • Local port restrictions, for example, bunkering and deballasting requirements etc.

  • 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. It is recommended the cargo in all holds be trimmed in an attempt to minimise the risk of cargo shift.

  • 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).

Devising a Cargo Stowage Plan and Loading/Unloading Plan

  • Exceeding the permissible limits specified in the ship's approved loading manual will lead to overstressing 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.

  • 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.

  • In the event that the cargo needs to be distributed differently from that described in the ship's loading manual, stress and displacement calculations should be carried out to ascertain, for any part of the intended voyage, that:

    • a) The still water shear forces and bending moments along the ship's length are within the permissible Seagoing limits.
    • b) 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. These weights include the amount of water ballast carried in the hopper and double bottom tanks in way of the hold(s).
    • c) 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.

  • Whilst deriving a plan for cargo operations, the officer in charge must consider the ballasting operation to ensure:

    • a) Correct synchronisation with the cargo operation.
    • b) That the deballasting/ballasting rate is specially considered against the loading rate and the imposed structural and operational limits.
    • c) That ballasting and deballasting of each pair of symmetrical port and starboard tanks is carried out simultaneously.

  • 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) If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of cargo in two adjacent holds are within the allowable Harbor limits for the draught of the ship. 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.
    • 4) At the final departure condition, the SWSF and SWBM along the ship's length are within the permissible Seagoing stress limits.

  • During the derivation of the cargo stowage, and the loading or unloading plan, it is recommended that the hull stress levels be kept below the permissible limits by the greatest possible margin.

  • A cargo loading/unloading plan should be laid out in such a way that for each step of the cargo operation there is a clear indication of:

    • i) The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.
    • ii) The amount of water ballast and the corresponding tank/hold number(s) to be discharged/loaded.
    • iii) The ship's draughts and trim at the completion of each step in the cargo operation.
    • iv) The calculated value of the still water shear forces and bending moments at the completion of each step in the cargo operation.
    • v) Estimated time for completion of each step in the cargo operation.
    • vi) Assumed rate(s) of loading and unloading equipment.
    • vii) Assumed ballasting rate(s)

  • The loading/unloading plan should indicate any allowances for cargo stoppage (which may be necessary to allow the ship to deballast when the loading rate is high), shifting ship, bunkering, draught checks and cargo trimming.

  • The loading or unloading plan should only be changed when a revised plan has been prepared, accepted and signed by both parties.

  • Loading plans should be kept by the ship and terminal for a period of six months. A copy of the agreed loading or unloading plan and any subsequent amendments to it should be lodged with the appropriate authority of the port State.

Various commodities carried by general cargo ships - stowage methods and precautions

  • Cargoes should be stowed and secured in a manner that will avoid exposing the ship and persons on board to unnecessary risk.

  • The safe stowage and securing of cargo depends upon proper planning, execution and supervision by properly qualified and experienced personnel.

  • The planned procedures for the handling of cargo should be agreed with berth or terminal operators in advance of loading or unloading.

  • In the case of dry bulk cargo (excluding grain), procedures should follow the IMO Code of Practice for the Safe Loading and Unloading of Bulk Carriers, with the associated IMO Ship/Shore Safety Check List. For grain there is more detailed guidance in the International Code for the Safe Carriage of Grain in Bulk

  • Loading, stowage and securing of cargo other than bulk cargo is to be carried out in accordance with the ship's approved Cargo Securing Manual.

  • Handling various commodities on board general cargo ships need extra caution. One must also be guided by practice of good seamanship.

Bagged Cargo (paper bags)

  • These should be stowed on double dunnage.
  • Ideally the first layer should be stowed athwartships on vessels equipped with side bilge systems.
  • Steelwork should be covered by brown paper or matting to prevent bags making contact.
  • Torn bags should be refused on loading.
  • Canvas rope slings should be made up in the hatchway center to avoid dragging and bursting bags.
  • Hooks should never be used with paper bag cargoes.
  • When stowing, bag on bag stow is good for ventilation, whereas bag on half bag is poor for ventilation but good for economical use of space.

Barrels

  • Stowed ‘bung’ uppermost on wood beds, in a fore and aft direction.
  • ‘Quoins’ are used to prevent movement of the cargo when the vessel is in a seaway.
  • Barrels should never be stowed more than eight high.

Coal (bulk)

  • Check that bilge suctions are in working order and that limber boards are tight fitting.
  • Remove all spar ceiling, stow in the ’tween deck, and cover with a tarpaulin or other similar protection.
  • Plug ’tween deck scuppers. Remove all dunnage and make arrangements for obtaining temperatures at all levels if engaged on a long voyage.
  • Ensure that the coal levels are well trimmed and provide the compartment with surface ventilation whenever weather conditions permit.

Copra

  • As it is liable to spontaneous combustion, it should be kept dry and clear of steelwork surfaces, which are liable to sweat.
  • Copra beetle will get into any other cargoes which are stowed in the same compartment.

Cotton

  • Bales are liable to spontaneous combustion, so that the hold must be dry and clean, free of oil stains etc.
  • Adequate dunnage should be laid and all steelwork covered to prevent contact with cargo.
  • Wet and damaged bales should be rejected at the loading port.
  • Hoses and fire appliances should be on hand and readily available during the periods of loading, fire wires being rigged fore and aft.

Edible Oils

  • Deep tank stow, for which the tank must be thoroughly cleaned, inspected, and a certificate issued by a surveyor.
  • Heating coils will be required, and these should be tested during the period of preparation of the space.
  • All inlets and outlets from the tank should be blanked off. Shippers’ instructions with regard to carriage temperatures should be strictly adhered to. A cargo log of these temperatures should be kept.
  • Extreme care should be taken on loading to leave enough ‘ullage’ for expansion of the oil during passage. Overheating should never be allowed to occur, as damage to the oil will result.

Flour

  • Susceptible to damage from moisture or by tainting from other cargoes, it should never be stowed with fruit, new timber or grain.
  • Should a fire occur during passage,‘dust explosions’ are liable from this cargo.

Fruit

  • Usually carried in refrigerated spaces, especially over long sea passages, it may also be carried chilled under forced ventilation.
  • However, regular checks should be made on ventilation system and compartment temperatures.
  • This cargo gives off CO_2 and will consequently require careful ventilation throughout the voyage.

Glass (Crates)

  • Crates of glass should never be stowed flat, but on their edge, on level deck space.
  • Plate glass should be stowed athwartships and window glass in the fore and aft line, each crate being well secured by chocks to prevent movement when the vessel is at sea.
  • Overstowing by other cargoes should be avoided.

Vehicles

  • These should be stowed in the fore and aft line, on level deck space.
  • They should be well secured against pitching and rolling of the vessel by rope lashings.
  • Fuel tanks should be nearly empty.
  • Close inspection should be made at the point of loading, any damage being noted on acceptance.

Methods of cargo carriage for different commodities onboard

  • In general, commodities are either moved in bulk or as general cargo.

  • Bulk and general cargoes are defined relative to their means of transport and the cargo mix onboard.

  • If a ship carries a homogeneous cargo lot which is not packed in any form, this is a bulk cargo:

    • Oil carried directly in tanks
    • Grain carried directly in holds
    • Pig iron loaded directly, in holds

  • When cargoes are packed and mixed onboard, it is referred to as general cargo.

  • Most finished goods are shipped as general cargo, while raw materials in bigger lots are usually bulk cargoes.

  • The distinction between bulk cargoes and general cargoes is not strict.

  • There are examples of more than one bulk cargo being carried onboard the same ship, in different holds or sections.

  • Similarly, there are general cargoes which fill up the whole carrier, e.g. shiploads of sugar in bags. This is referred to as unit loads of general cargoes (which does not necessarily involve pallets or containers).

  • The opposite, where the ship carries different cargoes packed differently is referred to as general break bulk cargoes. Such cargoes may consist of pallets, unpacked machinery, drums, crates and so on.

Containers Stowage on Container Ship

  • As a deck officer, the main responsibilities are safe navigation of ship and safe cargo handling and stowage.

  • As the rank or responsibility of the deck officer rises, the cargo handling and stowage knowledge is must for a competent deck officer for the safety of the ship’s property and personnel.

  • In a container ship, a stowage plan is prepared as per the container to be discharge and loaded on a particular port along with the tanks condition i.e. mass carried by the ship other than cargo.

  • This is done to maintain the stability of the ship at all times. Chief Officer of the ship is responsible for safe and secure stowage of the cargo on ships.

  • Objectives when cargo is stowed in the ship

    • 1. To protect the ship.
    • 2. To protect the cargo.
    • 3. To obtain the maximum use of the available capacity of the ship.
    • 4. To provide for rapid and systematic discharging and loading.
    • 5. To provide for the safety of crew and shore men at all times.

  • Points to remember when loading cargo container on ships:

    • Over stowage should be avoided and cargo planning to be done as per the latest cargo, i.e. cargo for a later port should not be placed over that of an earlier port.
    • Loading conditions must be calculated for intact stability, shearing force, bending moment, torsion moment, trim and draft etc. Torsion moment, bending moment and shear force values must not exceed 100% at any time.
    • The IMO visibility line should be taken care of when planning the stowage of containers on deck.
    • The stowage of IMDG containers to be done as per ships Document of compliance with the special requirements for ships carrying dangerous goods.
    • The GM value is affected (increases/decreases) by means of stowing light containers on top of heavy containers respectively and vice-versa.
    • GM is the also known as Metacentric height which is the distance between the centre of gravity of the ship and its metacentre. The GM is responsible for deciding the stability factor of the ship.
    • In a low GM situation, it is preferable for light containers to be stowed on top.
    • However, usually the GM values for ship are high and stowing light containers on top of heavy ones will only increase GM leading to a “stiff” ship with short rolling periods, which increases the stresses on the lashing.
    • In this situation, it is preferable for the heavy containers to be loaded on top but with due regard to lashing stresses and staking weight.

Cargo Hold Cleaning

  • Topic 3: Cargo Hold Cleaning

  • Preparation of a cargo hold is not just a question of sweeping, cleaning or washing down the hold. There are a number of matters to consider, and failing to adhere to good practice can result in substantial claims.

  • There are many different types of cargoes which are commonly carried in bulk in today'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.

  • A comprehensive hold washing plan approved by the master is to be produced.

    • The plan must include but is not limited to the following:
      • Extent of washing required.
      • Removal of bulk cargo residues
      • Hand washing requirements
      • Cleaning of cargo hold bilge vessels
      • Identity of blanks to be opened / closed

Hold sweeping/washing procedure

  • After carriage of the bulk cargoes, the holds must always be swept before any attempt is made to wash.

  • This will reduce the effects of unwanted cargo residues building up in hold bilges and hindering the process of pumping away the washing water.

  • Old dunnage is not to be retained onboard unless specifically requested for by the Charterers.

  • When disposing of waste materials, attention must be drawn to the International Regulations concerning the disposal of garbage at sea.

  • It must be stressed that on no account are plastics to be thrown overboard into the sea at any time.

  • Consideration must also be given to the type of residues involved; some heavy cargoes may lie in bilge lines and may not be pumped away.

  • There is also the possibility of damage to pumps, valves and valve seals.

  • Washing after carriage of this type of cargo should involve the use of a portable salvage pump to remove washing water rather than using the hold bilge pump.

  • For cement cargoes, the bilge pumping system must not be used as any water left lying in the pipeline will hold cement in suspension and will eventually harden in the pipelines, valves and pumps.

  • If there is no other facility available to you other than the hold bilge pumping system when dealing with cargoes such as the above, a constant and plentiful supply of clean seawater must be supplied to the bilges during pumping to dilute the washing water as much as possible and prevent a build up of residues.

  • Even when using this method it may be necessary to frequently stop washing and pump clean sea water through the system to reduce build up of residues before resuming the washing operation.

  • Bilge strainers must never be removed during washing of holds and pumping of waste water.

  • If the strainers are blocked, the washing and pumping operations must be stopped and the strainers thoroughly cleaned before resuming the operation.

  • This must be done as frequently as necessary to ensure as little solids as possible are passing through the bilge lines.

  • On completion of sea water washing of holds, a fresh water rinse must always be carried out.

  • Salt deposits may contaminate cargo, and due to the corrosive nature of salt, will damage coating, fittings and steelwork.

  • An ample supply of fresh water must always be obtained in anticipation of this operation, although it is often surprising how little fresh water is required to perform this task.

  • Ideally it can be carried out before the hold is allowed to dry, after sea water washing, thus preventing salt deposits to accumulating and so making the job much simpler.

Opening hatches at sea for cleaning

  • To avoid damages to the vessel s equipment, a risk assessment must be completed whenever the cargo hold hatches are required to be opened at sea for the purpose of cleaning and preparation.

  • The risk assessment should include requirements to monitor weather conditions, maximum number of hatches to be open at any given time and vessel s inspected movement during the cleaning operation.

  • For the avoidance of doubt, hatches must not be opened when the ship is rolling and must not remain open overnight.

  • The Chief Officer is to ensure that locking pins are inserted when the hatches are open.

  • In addition to the locking pins, hatches must be secured using wire strops and tensioning devices.

  • Care is to be taken in selecting the point of attachment on the underside of the hatch. This point must be sufficiently well inboard so as not to tip the cover on tensioning down to a strong point on the deck.

Washing of hatch covers undersides

  • Hold washing operations are often carried out with the vessel's hatch covers open, such as when the vessel is lying at anchor.
  • On these occasions, it is important to ensure that the hatch cover undersides are not forgotten.
  • Frames and drain channels are to be well swept and washed out.
  • Any small spaces which are missed may well contain cargo residues which would then contaminate a clean hold while closing the hatch.
  • Similar attention is to be given to the hold accesses and ventilation hatches.

Fresh water rinsing

  • In certain circumstances it will be necessary to rinse the cargo hold with fresh water to remove any salt deposits.
  • If there is any doubt the Master is to seek advice from the relevant Management Office.

Drying time

  • In the final preparation of the cargo holds, it must be remembered that drying time may be greatly reduced by the use of the vessel's forced draught ventilation system, if fitted.
  • In all cases, ventilation for drying purposes must be altered according to the prevailing weather conditions, sea temperature and the temperature of ballast water in adjacent ballast tanks, all of which may cause either condensation or sweat.

Cleaning of hold fixed fire fighting installation

  • The fixed fire fighting installation in the hold is to be inspected for damage.
  • The system is to be blown through with air to ensure that all nozzles are clear.

Cleaning of hold bilges

  • Hold bilges must always be cleaned out thoroughly and bilge suctions tested before loading another bulk cargo.
  • Bilge covers are to be wrapped in burlap, replaced in position and secured. Hold of a bulk carrier that is grain clean and ready to load

Chief officer’s inspection

  • The Chief Officer must always carry out a full and final inspection of all cargo holds before presenting them for shipper's final approval and acceptance, to ensure that all cleaning work has been carried out as per his instructions and to his satisfaction, and that he is satisfied that the cargo holds are in a suitable condition for the carriage of the next commodity and presentation to the shippers.
  • The relevant Management Office must be advised immediately of any expected problem with regard to the holds, passing inspection.

Hold fumigation

  • For the carriage of grain cargoes, it is sometimes a requirement that cargo holds be fumigated before loading to irradiate any insects which may have been present.
  • When selecting the type of fumigation to be used, always consult the local Authority regulations, your agent or hold inspectors who will be able to give you advice on this, as many Authorities require use of a specific fumigant.
  • After fumigation, hatch covers, accesses and vents must not be opened again until the final inspection by shore inspectors.
  • Care and attention must be paid to matters of personal safety when using any fumigant. Reference is to be made to the appropriate Reference publication.

Bulk Grain Cargo

  • Topic 4: Bulk Grain Cargo Internationa l Code for the Safe Carriage of Grain in Bulk (International Grain Code)

General

  • The 1991 International Code for the Safe Carriage of Grain in Bulk (International Grain Code), adopted by resolution MSC.23(59), has been mandatory under SOLAS chapter VI since 1 January 1994.
  • The term "grain" covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behavior is similar to that of grain in its natural state.
  • The International Grain Code applies to ships regardless of size, including those of less than 500 gross tonnage, engaged in the carriage of grain in bulk and to which part C of SOLAS chapter VI applies.
  • The purpose of the Code is to provide an international standard for the safe carriage of grain in bulk.

Outline

  • The International Grain Code requires a document of authorization to be issued for every ship loaded in accordance with the Code.
  • The document of authorization serves as evidence that the ship is capable of complying with the requirements of the Code and it must be accompanied or incorporated into the grain loading manual, which contains information that enables the master to meet the stability requirements of the Code.
  • A copy of the document of compliance together with the grain loading stability data and associated plans must be carried on board so that the master, if required, can produce them for the inspection of the Contracting Government of the country of the port of loading.

IGC Terms

  • Grain - covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behavior is similar to that of grain in its natural state.
  • Filled compartment, untrimmed - refers to a cargo space which is filled to the maximum extent possible in way of the hatch opening but which has not been trimmed outside the periphery of the hatch opening either by the provisions of A 10.3.1 for all ships or A 10.3.2 for specially suitable compartments.
  • Filled compartment, trimmed - refers to any cargo space in which, after loading and trimming as required under A 10.2, the bulk grain is at its highest possible level.
  • Filled compartment - refers to any cargo space wherein the bulk grain is not loaded in the manner prescribed in A 2.2 or A 2.3.
  • Angle of flooding (θ_f)- means the angle of heel at which openings in the hull, superstructures or deckhouses, which cannot be closed weathertight, immerse. In applying this definition, small openings through which progressive flooding cannot take place need not be considered as open.
  • Stowage factor - for the purposes of calculating the grain heeling moment caused by a shift of grain, means the volume per unit weight of the cargo as attested by the loading facility, i.e. no allowance shall be made for lost space when the cargo space is nominally filled.
  • Specially suitable compartment - refers to a cargo space which is constructed with at least two vertical or sloping, longitudinal, grain- tight divisions which are coincident with the hatch side girders or are so positioned as to limit the effect of any transverse shift of grain. If sloping, the divisions shall have an inclination of not less than 30° to the horizontal.
  • The Document of Authorisation certifies that a ship is capable of loading grain in accordance with the requirements of the International Grain Code.

Preparing Cargo Holds for loading Grain

  • 1.Cargo Holds must be thoroughly cleaned and dry and trace of previous cargo in frames, beams, girders, and other structure.
  • 2.There should not be any loose rust and or paint scale anywhere in the Cargo Holds, Bulkheads, upper and lower hopper spaces, underneath of Hatch Covers and tank top.
  • 3.There should not be traces of live & dead insect & weevils.
  • 4.Bilge covers should be cleaned of any cargo residues and have enough drain holes. Bilge cover needs to be grain tight but not watertight.
  • 5.Bilge well should be cleaned of previous cargo dray and odor free.
  • 6.Bilge suction should be operational at all the times.

Grain Loading

  • The ship should be kept upright during loading of this cargo.
  • This cargo shall be so trimmed to the boundaries of the cargo space that the angle of the surface of the cargo with horizontal plane does not exceed 25 deg.
  • This cargo shall be kept as dry as practicable.
  • This cargo shall not be handled during precipitation.
  • During handling of this cargo, all non working hatches of the cargo spaces into which the cargo is loaded or to be loaded shall be closed

Trimming of Bulk Grain

  • Under Part A of the IGC "All necessary and reasonable trimming shall be performed to level all free grain surfaces and to minimise the effect of grain shifting" and "In any filled compartment, trimmed, the bulk grain shall be trimmed so as to fill all spaces under the decks and hatch covers to the maximum extent possible."

  • However, in any filled untrimmed compartment the hatch opening shall be filled with bulk grain to the maximum extent possible but lie at its natural angle of repose outside the periphery of the hatch opening.

  • This is subject to the administration issuing the document of authorisation (as specified in the IGC) granting a dispensation from trimming, or the compartment being specially suitable (as defined in the IGC) and a dispensation being granted from trimming the ends of that compartment.

  • This allows the hatch opening to effectively be used as a feeder to the unfilled ends.

  • However, should neither of the above conditions be met, trimming into the ends of the hold will be required.

  • Similarly, if calculations show that the stability with such loading will be insufficient for the proposed voyage, then trimming into the ends of the hold will be required.

  • Part B of the IGC provides general assumptions in