Cargo planning definitions

• (a) Gross tonnage is the internal cubic capacity of the vessel expressed in
gross tons.   It is also called gross registered tonnage.   One hundred cubic
feet equals one gross ton.
• (b) Net tonnage is the tonnage remaining after deducting from the gross
tonnage all nonrevenue-producing space taken by the boilers, engines, shaft
alleys, steering apparatus, chain lockers, charthouse, crew quarters, and so
forth.
 Cargo planning definitions
• d.   Bale Cubic Capacity. Bale cubic capacity is the space available for
loading cargo measured in cubic feet extending to the inside of the cargo
battens on the frames and to the underside of the beams.   This measurement
is used to compute the space available for general cargo.
• e.   Grain Cubic Capacity. Grain cubic capacity is the maximum space
available for cargo.   It is measured in cubic feet from the inside of the shell
plating to the underside of the deck plating.   This measurement is used for
computing cubic space available for loading bulk commodities
 Cargo planning definitions
• STOWAGE PLANNING FACTORS. The amount of cargo that can be placed
in a vessel will vary according to the skill and compactness with which it is
stowed.   The following factors help to determine the space available in the vessel
for cargo, the amount of cargo that can be stowed, and the most economical use of
space
• .   Broken Stowage. 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 and prestowage
methods.   Dunnage, ladders, and stanchions are examples of broken stowage.  
Broken stowage is shown as a percentage figure which is an estimation of the space
that will be lost.   The percentage factor will be applied to the cargo or the ship's
space
 Cargo planning definitions
• .   Stowage Factors. The stowage factor is the relation of cube (cargo or
space) to weight (cargo).
• (3) CSF is a number that expresses the relationship between the LTONs of
cargo allocated to a compartment and the cubic space within that
compartment, less an allowance for broken stowage.   The CSF is obtained
by subtracting broken stowage from the cubic capacity of the compartment,
and then dividing the LTONs allocated to the compartment into the
remaining space..
 Cargo planning definitions
•   Although the VSF is used to determine basic tonnages going to each
compartment, the CSF helps determine the commodities that can be used to
fill those tonnage allocations.   For example, compartments with a low CSF
(high broken stowage) will tend to be filled with high density items
 Cargo planning definitions
• .   Free Space. Free space is the space in the hold that is available for
additional cargo after loading has been completed
• Full and Down. A vessel is said to be full and down when all the available
cubic capacity has been used (full) and sufficient weight is aboard to
submerge the vessel to its legal loadline (down).   All the weightlifting and
cubic capacities of the vessel will then have been used.
 Arrival
• Draft readings must be taken immediately upon arrival in port.   Personnel
will insert sailing and arrival drafts in the log.   Draft readings must also be
taken before and after receiving fuel, after the loading or discharging of
cargo, or after any other great change in weight
 During cargo operation
• A ship's officer must take the vessel's draft at 0700 and 1700 when the ship is
alongside the wharf.   This reading indicates the effect of cargo being taken aboard
on the ship's trim and shows the amount of fuel and water consumed.
• Sagging
• Hogging
• List
• Trim
• SF/BM
 cargo planning
• .   STABILlTY. Stability is a critical factor on vessels.   For proper stability,
personnel should load a vessel to produce easy rolling, neither too fast nor
too slow.   Personnel must ensure that the vessel does not carry excessive
deckloads that could make it top-heavy
 cargo planning
• . STOWAGE AND CAPACITY BOOKLET. Stowage and capacity booklets
contain information on the following:
• Hatch size.
• Headroom under deck.
• Weight limitations per square foot.
• Cargo boom capacity.
• Obstructions (ladders, escape hatches, bulkheads, and overhead beams).
• .
 cargo planning
• Vessel capacities (bale cubic, grain cubic, fuel, water, and stores).
• Vessel dead weight scale.
• Trim table.
• Loadlines.
• Deck plans.
 cargo planning
• Loadline. The loadline and Plimsoll marks are placed amidships on both
sides of the hull of a vessel to denote the maximum mean draft to which a
vessel may be lawfully submerged for a particular voyage, depending on the
area to be traveled and the season of the year.   
cargo planning
 cargo planning
• .   VESSEL DEAD WEIGHT SCALE. The cargo planner should know
the dead weight tonnage of the vessel before planning the loading.   Dead
weight tonnage is determined by using the vessel dead weight scale.   A
particular vessel's dead weight scale gives the dead weight and displacement
tonnages and the effects these tonnages have on the mean draft
 cargo planning
• .   WEIGHT DISTRIBUTION. Cargo planners prorate the weight of the
cargo to be loaded throughout the cargo compartments.   Tonnage will be
distributed so that no undue strain is placed on any one part of the vessel
• Vessel Stowage Factor. An efficient method used to determine distribution
is the VSF.   The VSF, an important measurement in cargo stowage, is
usually stated as the number of cubic feet that one LTON (2,240 pounds) of
particular lot of cargo will occupy when properly stowed and dunnaged in
the ship's hold
 cargo planning
• Cargo with a stowage factor of more than 40 is called measurement
freight; cargo with a stowage factor of or below 40 is called dead
weight freight.
 Cargo planning calculation
• To find the VSF, the bale cubic capacity noted in the stowage plan is divided
by the CDWT.   For example, assume that all cargo will be stowed below
deck in a vessel having a bale cubic capacity of 456,525 cubic feet and a cargo
carrying capacity of 8,425 LTONs.   This results in a vessel stowage factor of
54.2.   If only 7,430 LTONs are allocated, the bale cubic capacity of the
vessel (456,525 cubic feet) divided by the weight of the cargo available for
loading (7,430 LTONs) results in a VSF of 61.4.   The cubic capacity of each
compartment is then divided by the VSF to determine the number of tons to
be planned for each compartment.
 Cargo planning calculation
• .   Compartment Stowage Factor. To find the compartment stowage
factor, the bale cube taken from the stowage plan is noted and 10 percent of
this figure is deducted as broken stowage.   This results in a remaining space
figure.   The remaining space figure is divided by proposed tonnage.   This
result is rounded off to the nearest whole number and is the CSF.
 Cargo planning calculation
• .   TRIM TABLE. The trim of a vessel is the difference of the forward and
aft draft.   Trim is largely dependent upon the stowage of cargo.   Most
shipmasters prefer the stern to be from 2 to 6 feet deeper in the water than
the bow.  
Cargo stowage
 Cargo planning stage-1
• OVERALL CARGO LOAD PLANNING. Once the cargo planner is
notified that a vessel is to be loaded, he begins to formulate a plan for
loading the vessel.   A prestowage plan is never firm, and it is frequently
necessary to change it.   However, having a prestowage plan helps expedite
cargo loading and helps ensure maximum use of the vessel's dead weight
carrying capacity.   Planning for the vessel loading is listed below
 Cargo planning stage-1
• Obtaining Vessel Characteristics. Apply the procedures below to obtain vessel
characteristics.
• (1) When preparing the cargo loading plan the cargo planner first obtains the following
information pertinent to the particular cargo vessel to be loaded:
• (a) Type of vessel.
• (b) Number of hatches.
• (c) Capacity and location of cargo booms.
• (d) Bale cubic capacity.
• (e) Dead weight tonnage.
 Cargo planning stage-1
• (f) Weight of fuel, water, stores, dunnage, and so forth.
• (g) Cargo dead weight tonnage (vessel dead weight less fuel, stores, and so
forth).
• (h) Estimated deck cargo space.
• (i) Seasonal load draft.
 Cargo planning stage-1
• (2) The foregoing information can be obtained from three sources:
• (a) Stowage and Capacity Booklets.
• (b) The local representative.
• (c) The vessel itself.
 cargo planning stage-2
• Determining VSF. The VSF is determined by dividing the bale cubic
capacity of the vessel by the weight of the cargo to be loaded below deck.
 cargo planning stage-2
• .   Making Initial Cargo Allocation. Cargo in LTONs is initially allocated
to compartments below deck by dividing the cubic capacity of each
compartment by the VSF.
 cargo planning stage-2
• Determining the Vessel's Trim. To ensure that the distribution of weight
planners use a trim table to estimate the loaded trim. The method used here
for estimating trim assumes that all fuel, water, and stores necessary for this
voyage are on board when the vessel arrives.If additional fuel, water, and
stores are required before sailing, their weight and location should be
included when estimating the loaded trim.
 Cargo stowage
• Preparing a Prestowage Plan. Cargo handlers must prepare a plan showing
where the cargo will be loaded.This prestowage plan (also called the loading
plan) is tentative and will be changed several times before or during actual
loading. The prestowage plan must be prepared before any cargo is loaded. It
should show cargo distributed throughout the cargo compartments in a
manner which prevents undue strain on any portion of the vessel. Cargo
handlers should stow cargo so that the vessel will be stable and correctly
trimmed.
 Cargo stowage
• Analysis of cargo. Of the commodities , the types requiring special attention
are listed below.
• (a) Heavy lifts. 
• (b) Weight cargo or bottom cargo. This cargo is suitable for bottom stowage in
the lower holds or between decks.   As a rule, the stowage factor of weight
cargo is lower than the VSF.   The items and respective dimensions listed
below are examples of weight cargo.
 Cargo stowage
• Filler cargo. Filler cargo is normally used to prevent or help reduce broken stowage
during transport. It consists of small durable packages or pieces of cargo that may
be stowed in the spaces between larger pieces. Filler is also the term applied to
small cargo used to reduce the space above larger packages where headroom is
restricted or where space is irregular and limited.   Small packages used to fill the
space between larger pieces must not be subjected to undue pressure, dragging, or
possible damage.   Dunnage and blocking material should be used to prevent this
type of damage.   Examples of filler cargo could include rubber tires, roofing paper,
baled clothing, and items of this nature.
Cargo stowage
 Cargo stowage
Draft

Arrival

9 ft forward, 18 ft 8 in aft, 13 ft 10 in mean

Immersion

15 ft 5 in forward, 9 ft 8 in aft
Sailing
24 ft 5 in forward, 28 ft 4 in aft, 26 ft 5 in mean
 Cargo stowage
•  Specific allocation of cargo. Using the data found in a weight distribution
plan and the cubic capacities of the compartments, personnel can allocate
cargo to specific compartments according the guidelines listed below.
• (a) Deduct allowance for broken stowage from each compartment.
• (b) Allocate cargo by weight and cubic capacity to ensure that maximum
space is used.
• (c) When possible, stow like items together to reduce delay in discharging
and error in checking.
 Cargo stowage
• (d) Place heavy lifts within reach of the heavy lift or jumbo booms, except
when the discharging port will furnish equipment for discharging heavy lifts.
• (e) Keep items of other services (Navy, Air Force) together if possible.
• (f) Stow items requiring special handling such as mail, post exchange, or
security cargo, in a safe place.
• (g) Personnel must not exceed the weight limitations per square foot.
 Cargo stowage
• Compartment stowage factor.  cargo is allocated to each compartment using
the VSF. This factor does not make an allowance for broken stowage; the
CSF is used for this purpose.   To find the CSF, the allowance for broken
stowage (10 percent in this example) is subtracted from the cubic volume of
each compartment and the difference divided by the weight allocated to it.
Another method is to deduct 10 percent from the VSF, which in this case
produces a compartment stowage factor of 58.
 Cargo stowage
• The cargo stowage factor is used to allocate general cargo to compartments.  
To determine the space required to load several commodities in one
compartment, cargo handlers should multiply the weight in tons of each
commodity by its stowage factor.
 Cargo stowage
• Cubic capacity maximization. When allocating cargo to ensure maximum
use of the cubic capacity of the compartment, cargo handlers must consider
the size of the cargo, the size of the hatches, and the overhead clearance.
 Cargo loading

• a.   Cargo is normally delivered to the port by railroad cars, lighters, and

trucks.   Heavy-lift cargo is scheduled for delivery at a specified time and
place to effectively coordinate the use of heavy lift gear.
• b.   After the date and hour have been determined for the vessel to start
loading, the bottom cargo is called forward before the vessel is ready to start
loading.   Filler cargo is also assembled on the pier to be used as needed.
 Cargo loading

• a.   If cargo were equally distributed in each hold, and tons handled per hour
for all commodities were constant, estimating the working time would be
relatively easy and accurate.   However, these ideal conditions do not exist.
 Cargo loading
• CONVENTIONAL CARGO VESSELS. Conventional cargo vessels are
constructed with several hatch openings on the weather deck into the holds
below.   In the deck arrangement of a conventional cargo ship, cargo is
lowered through the main deck hatch opening into one of the between deck
levels in the hold.   It is landed in the hatch square and moved forward, aft,
or into the wings by machine or by hand, where it is stowed.   The hatches
are numbered in order from bow to stern and the various deck levels are
normally designated as upper tween deck, lower tween deck, and hold.
 Cargo loading plan
• BREAK-BULK VESSEL STOWAGE PLANS. The break-bulk vessel
cargo stowage plan is a complete diagram of a vessel's cargo space showing
the location (both on and below deck) of all cargo aboard ship.
 Cargo loading plan
• General. The stowage plan looks like a vessel when viewed from the side.  
It contains information about cargo stowed in the vessel's hold, tween decks,
and forecastle deck.   The cargo shown in the tween decks is shown from the
birds-eye view.  
 Cargo loading plan

It contains the following information

• A summary of cargo to be discharged at each port.
• A summary and location of heavy lifts.
• Information on the capacity and location of heavy lifts.
• Information on the capacity and location of the ship's boom.
• General information such as the location of special items of cargo (protected, controlled,
sensitive, mail, high-value, and so forth).
 Cargo loading plan
• Ships vary in their size and hatch configuration.   Some ships have anywhere from
five to seven hatches.   Some hatches are two levels and some are four levels deep.  
Not all ships are built the same way; some have the superstructure closest to the
bow, some have it in the center, and some have it at the stern.   However, the
stowage plan for any given ship can be interpreted in the same basic manner.  
Before discharge operations begin, personnel must be familiar with the cargo
aboard ship.   To read a cargo stowage plan, personnel must know where to locate
information on the plan relating to the loading and discharge of the cargo (ship's
data), boom and hatch configuration (deck data) and stowage location (hold data).
 Cargo loading plan
• Draft measurements. Draft measurements are given at forward and aft
points as well as the mean (average) draft of the vessel.   (Drafts are
expressed in feet and inches.) The cargo stowage plan provides space for
recording the vessel's draft before and after loading.  
 Cargo loading plan
•  Loading location. The port of pier within the loading port is entered in this
block.
•  Destination. This space shows the final cargo discharge port of the voyage.  
The vessel may make several stops on its way to this destination.  
• Port of discharge codes. On the second line of stowage plan, beneath the
vessel block, is the port of discharge codes
• Deck Data. .   It contains information about cargo stowed on the vessel's
main deck, specifies the type of standard and heavy-lift gear of the vessel.
 Cargo loading plan
• On-deck cargo stowage.  Large pieces of cargo such as trucks and cranes can
be stowed on deck so long as they are properly secured.   Cargo is on deck,
not on the square of the hatch.   Personnel could open the hatch and
discharge all cargo without having to move the trucks or cranes.
 Points to remember
• cargo information
• Cargo quantity
• Port rotation
• Draft restriction
• Cargo calculation
• Stowage plan
• Loading plan(including deballasting operation).