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.
Stowage plans:
Cargo stow plan.
Planning stowage of general cargo taking into account stowage factor, port rotation,
hazardous nature, special stowage requirement relating to cargoes not covered by
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.
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
CAUSES OF LOSSES OF DECK CARGOES
Losses of large vehicles, rail cars, cased machinery, steel
pipes, structural steelwork, packaged timber, freight
containers, hazardous chemicals, boats, launches, etc.
due to:
1. Severe adverse weather conditions.
2. Lack of appreciation of the various forces involved.
3. Ignorance of the relevant rules and guiding
recommendations.
4. Cost limitation pressures to the detriment of known
safety requirements.
5. Insufficient time and/or personnel to complete the
necessary work before the vessel leaves port.
Causes of losses(continued)
7. Inadequate strength, balance and/or number of lashings.
8. Wire attachment eyes and loops made up wrongly,
including incorrect methods of using bulldog grips.
9. Lack of strength continuity between the various securing
components.
10. Taking lashing materials around unprotected sharp
edges.
11. Incorrect/unbalanced stowage and inadequate weight
distribution.
12. The perversity of shore-based labour when required to
do the job properly.
13. 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
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/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-MT machine with a flat-bed area of 3m 2 will exert a down-
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
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.
STOWAGE CATEGORIES FOR EXPLOSIVES (CLASS 1) – IMDG CODE
STOWAGE ON DECK or
CARGO SHIPS Passenger Ships
CATEGORY UNDER DECK
Allowed in closed cargo
01 On DECK Allowed in closed cargo transport unit
transport unit
01 Under deck Allowed Allowed
Allowed in closed cargo
02 On DECK Allowed in closed cargo transport unit
transport unit
Allowed in closed cargo transport unit
02 Under deck Allowed
as per 7.1.4.4.5 IMDG Code
Allowed in closed cargo
03 On DECK Prohibited except if as per 7.1.4.4.5
transport unit
IMDG Code
03 Under deck Allowed
Allowed in closed cargo
04 On DECK transport unit Prohibited except if as per 7.1.4.4.5
Allowed in closed cargo IMDG Code
04 Under deck transport unit
Allowed in closed cargo
05 On DECK
transport unit Prohibited except if as per 7.1.4.4.5
IMDG Code
05 Under deck Prohibited
For other than class 1 each dangerous goods listed in IMDG Code
stowage requirement is indicated by Category A, B, C, D or E.
On Deck only stowage is always prescribed for cases where:
Constant supervision is required; or
Accessibility is particularly required; or
There is a substantial risk of formation of explosive gas mixtures,
development of highly toxic vapours, or unobserved corrosion of the
ship
Some dangerous goods when permitted to be loaded under deck by
IMDG Code will additionally require mechanical ventilation for the
cargo hold.
class 2.1, class 3 with a flash point of less than 23°C , class 4.3, class
6.1 with a subsidiary risk of class 3, class 8 with a subsidiary risk of
class 3, and dangerous goods to which a specific stowage
STOWAGE
requirement requiring CARGO SHIPS ventilation is
mechanical PASENGER
assigned.SHIPS
CATEGORY
ON DECK OR UNDER ON DECK OR UNDER
A
DECK DECK
ON DECK OR UNDER
B ON DECK ONLY
DECK
C ON DECK ONLY ON DECK ONLY

D ON DECK ONLY PROHIBITED

SEGREGATION AND STOWAGE REQUIREMENTS IMDG AND MHB
CARGOES
 Boundaries of cargo spaces where this cargo is carried shall be
resistant to fire and liquids.
 This cargo shall be “separated from” goods of classes 1 (Division
1.4), 2, 3, 4 and 5 in packaged form (see IMDG Code) and
“separated from” solid bulk materials of classes 4 and 5.1. Stowage
of goods of class 5.1 in packaged form or solid bulk materials of
class 5.1 above or below this cargo shall be prohibited. The master
shall ensure that this cargo is not stowed adjacent to hot areas.
 This cargo shall be “separated longitudinally by an intervening
complete compartment or hold from” goods of class 1 other than
Division 1.4.
 Segregation between bulk materials possessing chemical hazards
and dangerous goods in packaged form unless otherwise required in
this Code or in the IMSBC Code, segregation between bulk materials
possessing chemical hazards and dangerous goods in packaged form
shall be in accordance with the following table.
Segregation table Dangerous goods in packaged form
Bulk materials CLASS 1.1
1.3 2.2 3 4.1 4.2 4.3 5.1 5.2 7 9
(classified as 1.2
1.6 1.4 2.1 2.3
1.5 6.1 6.2 8
dangerous goods)
Flammable solids 4.1 4 3 2 2 2 2 X 1 X 1 2 X 3 2 1 X
Substances liable to 4.2 4 3 2 2 2 2 1 X 1 2 2 1 3 2 1 X
spontaneous combustion
4.3 4 4 2 1 X 2 X 1 X 2 2 X 2 2 1 X
Substances which, in
contact with water, emit
flammable gases
Oxidizing substances 5.1 4 4 X X 3 X
2 2 2 1 2 2 2 1 1 2
(agents)
Toxic substances 6.1 2 2 X X X X X 1 X 1 1 X 1 X X X
Radioactive material 7 2 2 2 2 2 2 2 2 2 1 2 X 3 X 2 X
Corrosive substance 8 4 2 2 1 X 1 1 1 1 2 2 X 3 2 X X
Miscellaneous dangerous 9 X X X X X X X X X X X X X X X X
substances and articles
X X X X X X X X X X X X 3 X X X
Materials hazardous only
in bulk (MHB)
Numbers and symbols relate to the following terms, as defined in this chapter:
1 - “Away from”
2 - “Separated from”
3 - “Separated by a complete compartment or hold from”
4 - “Separated longitudinally by an intervening complete compartment or hold from”
X - The segregation, if any, is shown in the Dangerous Goods List in this Code or the
individual entries the IMSBC Code.
Definitions of the segregation terms
Away from:
 Effectively segregated so that incompatible materials cannot interact
dangerously in the event of an accident but may be transported in the
same compartment or hold or on deck provided a minimum
horizontal separation of 3 m, projected vertically, is provided.
Separated from:
 In different holds when stowed under deck. Provided an intervening
deck is resistant to fire and liquid, a vertical separation, i.e. in different
compartments, may be accepted as equivalent to this segregation.
Separated by a complete compartment or hold from:
 Either a vertical or a horizontal separation. If the decks are not
resistant to fire and liquid, then only a longitudinal separation, i.e. by
an intervening complete compartment, is acceptable.
Separated longitudinally by an intervening complete compartment or
hold from:
 Vertical separation alone does not meet this requirement.