Cargo Securing Manual

CARGO LOADING AND
SECURING MANUAL
DIAMOND 53 – HANDYMAX BULK CARRIER
M/S SPAR SCORPIO

***********
Chengxi Shipyard
Newbuilding No. 4210
Published : 2008.10.16
Project : 40.3580.00
057_03_CXS4210A.doc
Prepared : HVH
Checked : MHS
DIAMOND 53 - CARGO LOADING MANUAL
THIS MANUAL IS DIVIDED INTO THE FOLLOWING MAIN PARTS:
GENERAL AND VESSEL PARTICULARS

• SECTION 1-2
‘
CARGO LOADING MANUAL
• SECTION 3-8
• SECTION 14-16 (APPENDIX A-C)
CARGO SECURING MANUAL

• SECTION 9-13
• SECTION 17 (APPENDIX D)
TABLE OF CONTENTS
1 GENERAL
1.1 Owners preamble / general introduction

1.2 Introduction
1.3 Validity
1.4 Approval of and Amendments to this Manual
1.5 Usage of this Manual
2 VESSEL PARTICULARS
2.1 Ship Data

2.1.1 Position of Draught Marks and Other Dimensions
2.2 General Arrangement
2.3 Reference Documents
2.3.1 Location of reference documents
3 DESIGN LOADS
3.1 Max. Uniform Distributed Loads

3.2 Longitudinal Strength
3.2.1 Section modulus
3.2.2 Allowable bending moments
3.2.3 Allowable Shear Forces
3.3 Max. Allowable and Min. Required Mass of Cargo in Each Cargo Hold as Function
of Hold Mid Draught
3.3.1 Cargo hold no. 1
3.4 Max. Allowable and Min. Required Mass of Cargo in Adjacent Cargo Holds as
Function of Holds Mid Draught (Block Loading)
3.5 Max. Load on Fixed Cargo Securing Devices
4 LOADING RESTRICTIONS AND LIMITATIONS
4.1 General Remarks

4.2 Limitations due to Slamming
4.3 Limitations due to Visibility
4.4 Limitations on Draught Aft
4.4.1 Emergency fire pump
4.4.2 Propeller immersion
4.4.3 Calculation of propeller immersion
4.5 Limitations due to Strength in Flooded Conditions
5 THE VESSEL’S BALLAST SYSTEM
5.1 Capacity and Location of Ballast Pumps etc.

5.2 Sketch of Ballast System
5.3 Ballast Water Capacity
6 STABILITY INFORMATION
6.1 General
6.2 Allowable GM-values
6.3 Damaged Conditions
6.4 Loading Instrument
7 CARGOES TO BE CARRIED
7.1 General
7.2 Dangerous Cargoes (THIS SECTION IS FOR INFORMATION ONLY)
7.2.1 Electrical Installations
7.2.2 Other Equipment For transport of Dangerous Cargo
8 LOADING AND UNLOADING OF THE VESSEL – BULK CARGOES
8.1 Loading Patterns

8.2 Cargo Information
8.3 Loading Plan
8.4 Trimming Procedures
8.5 Loading Sequences
8.6 Cargo Hold Washing
9 LOADING AND UNLOADING OF THE VESSEL - CARGOES OTHER THAN

BULK CARGOES
9.1 General Information

9.2 Stowage and Securing
10 LOADING OF TIMBER
10.1 General
10.2 Stowage Patterns for Timber Cargoes
10.3 Stability while carrying Timber Deck Cargoes
10.4 Height and Extent of Timber Deck Cargo
10.5 Lashing Equipment
10.5.1 Location and Strength of Fixed Timber Lashing Equipment
10.5.2 Location and strength of Loose Timber Lashing Equipment
10.5.3 Inspection and Maintenance of Lashing Equipment
10.6 Loading of Timber Deck Cargo
10.6.1 Safety Measures
10.6.2 Before Loading Timber Deck Cargo
10.6.3 Stowing Timber Deck Cargo
10.6.4 Securing Timber Deck Cargo
10.6.5 Before Leaving Port
10.7 Actions to be taken during the Voyage
10.7.1 Tightening of lashings
10.7.2 Voyage planning and ship handling
10.7.3 Listing during voyage
10.8 Advice on Stowage Practices for Timber Deck Cargoes
10.8.1 General
10.8.2 Packaged timber and cants
11 UNDER DECK STOWAGE OF LOGS
11.1 General Guidelines for the Under-Deck Stowage of Logs

11.1.1 Introduction
11.1.2 Prior to loading
11.1.3 During loading operations
11.1.4 After loading
11.2 During the voyage
12 LOADING OF STEELCOILS
12.1 Dimensions, Dunnage and Number of Coils

12.1.1 Coil Dimensions
12.1.2 Dunnage
12.1.3 Longitudinal Distance between Loaded Coils
12.1.4 Capacity for Steel Coil Loading
12.2 Coils of Other Dimensions
12.3 Stowage Pattern for Steel Coils
12.3.1 Transverse Stow
12.3.2 Longitudinal Stow
12.4 Lashing Etc.
12.5 Loading and Unloading of Steel Coils
12.5.1 Loading: Light ballast to full steel coil load
12.6 General Advice on Safe Stowage and Securing of Coiled Sheet Steel
12.6.1 General
12.6.2 Coils
12.6.3 Lashings
13 SAFE STOWAGE AND SECURING OF METAL SCRAP IN BULK
13.1.1 Introduction
13.1.2 Recommendations
14 APPENDIX A: CALCULATION FOR LOADING SEQUENCES
15 APPENDIX B: EMPTY SHEETS FOR CALCULATION OF LOADING

SEQUENCES
16 APPENDIX C: LOADING SEQUENCES FOR SPECIFIC PORTS
17 APPENDIX D: MAINTENANCE OF CARGO SECURING EQUIPMENT

REVISION HISTORY:
Revision Revision Summary Date

No.
0 Final edition 2006.10.02
A Final edition. Bulk Carrier Practice Corrections. 2008.10.16
r:\projects\glo\40\40358000\06_output\pos. g - delivery documentation\4210 - SPAR SCORPIO\cargo loading\057_03_CXS4210.doc

DIAMOND 53 - CARGO LOADING MANUAL PAGE 1-1
1 GENERAL
1.1 Owners preamble / general introduction
The Booklet is prepared for the ship’s Master for obtaining information and suitable instruc-
tions as guidance to the stability of the ship under varying conditions of service.
Relevant requirements in MSC Resolution A749(18) of IMO, and the relevant Class require-
ments of DNV are to be referred to in the usage of this manual.
This Booklet comprises following contents. General information and instruction are given for
calculation and evaluation of stability of the ship accompanied by a number of loading condi-
tions. Data, such as those of free surface moment of tanks (initial and large inclination), wind
capsizing lever, immersing and flooding angles, limit height of center of gravity, etc., and
those of the maximum still water bending moments.
Since determined lightweight and COG of this vessel differ less than 0.5% of sister vessel,
SPAR LYRA, therefore lightweight and COG used are according to inclining test of SPAR
LYRA dated 2004 .11.22, as can be found in the report of lightweight test report, the calcula-
tions in this booklet use the same lightship data of M/S “SPAR LYRA”.
Light ship: M/S “SPAR LYRA” M/S “SPAR SCORPIO”

Lightweight 11044.1 T 11079.5 T
Longitudinal center of gravity from FR0 84.076 M 84.278 M
Vertical center of gravity from B.L. 11.853 M 11.853 M
General hydrostatic data of the vessel, such as displacement, deadweight, center of buoy-
ancy, center of floating, metacenter, displacement per centimeter of draught and so on, are
tabulated against the vessel’s mean draught. Cross stability data, excluding the buoyancy
effects of timber deck cargoes or the similar, are provided therein.
It is necessary to ensure a satisfactory safety of the ship at any time during each voyage.
Therefore, prior to loading, the Master shall make a calculation in order to verify that no un-
acceptable stress in the ship’s structure, no insufficient stability, nor inappropriate floating
state will occur during the forthcoming voyage.
1.2 Introduction
According to the International Convention for the Safety of Life at Sea,1974 (SO-
LAS), Chp. VI, Part A, Reg. 5.6 all cargoes other than liquid or solid bulkcargoes
shall be loaded, stowed and secured throughout the voyage in accordance with a
Cargo Securing Manual approved by the Administration.
Likewise in accordance with SOLAS Chp. VI, Part B, Reg. 7, a vessel that is in-
tended for transport of solid bulk cargoes shall be provided with a booklet that de-
scribes safe procedures for loading, stowage and unloading of the vessel in order to
enable the master to prevent excessive stresses in ship’s structure.
As the present vessel is intended for transport of bulkcargoes as well as for trans-
port of steel coils and timber on deck this manual has been prepared to meet both
these requirements and consequently contains both procedures for safe loading and
unloading of the vessels and procedures for stowage and securing of timber and
steel coils.
The manual has been prepared in accordance with the following rules and regula-
tions:
• International Convention for the Safety of Life at Sea,1974 (SOLAS), Consoli-

dated Edition 2004, chapter VI, Part B, Reg. 6 & 7 and Chp. VII, Part A-1, Reg.
7.2.2.
• Code of Practice for Solid Bulk Cargoes (BC Code), 2001 Edition IMO 2002.
• Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU
Code) (IMO Res. A862(20)).
• IACS URS1: Requirements for Loading Conditions, Loading Manuals and Load-
ing Instruments.
• IACS URS1A: Additional Requirements for Loading Conditions, Loading Manu-

als and Loading Instruments for Bulk Carriers, Ore Carriers and Combination
Carriers.
• IACS URS17: Longitudinal Strength of Hull Girder in Flooded Condition for Bulk
Carriers (IACS 2003, Rev. 5). (Please refer to note in Sect. 6.2).
• IACS URS25: Harmonised Notations And Corresponding Design Loading Condi-

tions For Bulk Carriers.
• IACS: Bulk Carriers – Guidance and Information on Bulk Cargo Loading and
Discharging to Reduce the Likelihood of Over-stressing the Hull Structure. (IACS
1997).
• Code of Safe Practice for Cargo Stowage and Securing (CSS Code),
(IMO Resolution A.714(17)).
• Code of Safe Practice for Ships carrying Timber Deck Cargoes,

(IMO Resolution A.715(17)).
• IMO/MSC/Circular 745 (13 June 1996),

„Guidelines for the Preparation of the Cargo Securing Manual“.
• International Code for the Safe Carriage of Grain in Bulk (International Grain
Code), IMO 1991.
• Rules of Det Norske Veritas (DNV) as applicable.
1.3 Validity
This manual is valid only for the particular ship as identified in „1.2.1 General data“.
It shall be used together with and in accordance with the documents as referred to in
„1.2.3 Reference documents“.
The manual shall be kept on board and available for inspection by port/flag state
control and class surveys and others to whom it may concern.
In case the vessel is converted to such an extent that stability is influenced, new
data for this manual may have to be prepared accordingly.
1.4 Approval of and Amendments to this Manual
This manual has been approved by Det Norske Veritas and no alterations nor revi-
sions shall be made to any part of it without the prior approval of Det Norske Veritas.
A copy of the current Approval Letter from Det Norske Veritas is inserted overleaf.
The manual should be regularly updated and maintained with loading sequences for
harbours encountered on a regular basis.
Cargo securing equipment is only to be renewed by certified equipment. Material

certificates for new components are to be inserted in the manual. The manual is to
be kept updated with certificates for existing and new equipment, and the certificates
are to be available in case of inspection.
If project cargoes are to be carried onboard, the manual is to be updated according

to the requirements for ship specific accelerations and calculation examples.
1.5 Usage of this Manual
The Cargo Securing Manual is often subject to control by the flag authorities and
port states. Therefore the manual is divided in the following main parts:
• General and Vessel Particulars (Sect. 1-2)

• Cargo Loading Manual, Sect. 3-8 and Sect. 14-16 (Appendix A-C)
• Cargo Securing Manual, Sect. 9-13 and Sect. 17 (Appendix D)
This manual shall be used as guidance for safe loading and unloading as well as for
securing of cargoes.
The Manual shall be used in conjunction with the vessel’s loading computer.
Additional information and documentation can be found in the documents mentioned

in Sect. 2.3.
The guidance given herein should by no means rule out the principles of good sea-
manship, neither can it replace experience in stowage and securing practice.
2 VESSEL PARTICULARS
2.1 Ship Data
Name of Ship M/S SPAR SCORPIO
DNV ID no. D25303
IMO Number 9307578
Flag NIS
Call Sign LAFN6 Official No.: -
Builder ChengXi Shipyard
Hull No. CX4209, keel lying date: 2006.05.29
Type of Ship Handymax Bulk Carrier
Class and Notation Det Norske Veritas: 1A1 Bulk Carrier ESP ES(D)
NAUTICUS (New Building) BC-A(Holds No. 2, 4 or 3
may be empty) GRAIN-U EO DK (+) HA(+) IB(+)
TMON
Length overall 190.00 m
Length B.P.* 183.05 m (CL rudderstock to FP)
Breadth Moulded 32.26 m
Depth Moulded 17.50 m
Maximum Draft 12.54 m
Tonnage (international) Gross 32474 t Net 17790 t
Deadweight 53,565 t at 12.54 m draught
Design Speed (knots) 14.0 kn
Number of Hatches/Holds 5
Hatch Dimensions (LxB) CH1: 19.20 x 22.40
CH 2-5: 21.60 x 22.40
Hold Dimensions (LxBxD) CH1: 30.40 x 29.86 x 15.70
CH 2-4: 28.80 x 29.86 x 15.70
CH5: 31.20 x 29.86 x 15.70

* The rudderstock is 200 mm forward of frame 0. For all calculations of stability,
conditions etc. frame 0 is used as reference point and Lpp is taken as 183.25 m.
2.1.1 Position of Draught Marks and Other Dimensions

DIAMOND 53 - CARGO LOADING MANUAL Page 2-3
2.2 General Arrangement

2.3 Reference Documents
The documentation mentioned below provides supplementary information that can

be used in connection with this manual.
In this manual smaller copies of some of the below mentioned drawings are inserted
for reference.
Doc. ID Document / Manual Issued Approval
Stability Information
DMC 40.3580.00.055-01
Manual
DMC 40.3580.00.055-02 Grain Stability Manual
Diamond53 – URS25 (BC-

A)
DMC 40.3580.00.101-01
(Calculation of longitudinal
strength in flooded condi-
tions)
DMC 40.3580.00.009-01F General Arrangement - -
DMC 40.3580.00.005-01 Capacity and Tank Plan - -
DMC 40.3580.00.331-01 Bilge and Ballast System - -
Ballast Water Management

DMC 40.3580.00.055-03
Plan
Arrangement of Dangerous
DMC40.3580.00.362-03
Areas
Cargo Washing and Drain-

DMC 40.3580.00.980-01
age System
As the vessel is equipped for transportation of certain classes of dangerous goods a

copy of the vessel’s Document of Compliance with the requirements of SOLAS Chp.
II-2, Part G, Reg. 20 is inserted overleaf when available.
2.3.1 Location of reference documents
The reference documents in normal scale can all be found on the bridge.
CARGO LOADING MANUAL
SECTION 3-8
3 DESIGN LOADS
3.1 Max. Uniform Distributed Loads
The vessel is designed for the following uniformly distributed loads:
Hatch covers 2.5 t/m²

Upper deck 4.5 t/m²
Tanktop 25.0 t/m²
3.2 Longitudinal Strength
3.2.1 Section modulus
The vessel's longitudinal strength is based on the following hull data:
Section Modulus
Actual Required Material
Deck 13.953 m3 13.663 m3 NV-36
Bottom 22.364 m3 14.838 m3 NV-32
3.2.2 Allowable bending moments
The vessel has been checked for the following still water bending moment:
Distance Seagoing Harbour

from
AP Sagging Hogging Sagging Hogging
m kNm kNm kNm kNm
AP 0 0 0 0
64.4 -1,500,000 1,700,000 -2,260,000 2,420,000
72.6 -1,500,000 1,700,000 -2,260,000 2,420,000
117.98 -1,500,000 1,700,000 -2,260,000 2,420,000
128.28 -1,500,000 1,700,000 -2,260,000 2,420,000
FP 0 0 0 0
3.2.3 Allowable Shear Forces
The vessel has been checked for the following longitudinal still water shear force:
Distance Distance Seagoing Harbour

from from
AP AP Positive Negative Positive Negative
Fr. No. m kN kN kN kN
fr. 34 27.20 86,627 -86,194 95,289 -95,072
0.2L 36.30 81,492 -80,254 92,721 -92,102
0.3L 54.45 81,492 -80,254 92,721 -92,102
fr. 73 58.40 82,456 -81,487 92,203 92,719
0.4L 72.60 85,920 -85,920 94,935 -94,935
fr. 109 87,20 85,920 -85,920 94,935 -94,935
0.6L 108.90 85,920 -85,920 94,935 -94,935
fr. 145 116.00 82,898 -83,414 93,424 -93,682
0.7 127.05 78,194 -79,515 91,072 -91,732
fr. 181 144.80 78,197 -79,518 91,073 -91,733
0.85L 154.28 78,198 -79,519 91,074 -91,734
fr. 219 175.20 96,794 -97,163 100,372 -100,557
3.2.3.1 Corrections to actual shear force
For comparison with the allowable values of shear force the actual calculated shear
force may be corrected, using the following formula:
Q = Qact - ∆QSL
(In case of negative values of Qact the value of ∆QSL to be added to Qact.)
Where
∆Q SL = CP (PH + ∑(K NPN )) − CD T1 (kN)
And
PH = cargo or ballast (in t) in the hold in question.

PN = bunker or ballast (in t) in the double bottom below the considered hold.
T1 = draught in m at the middle of the hold.
KN = To be taken from the table below.

CP = To be taken from the table below.
CD = To be taken from the table below.
Hold No. KN CP CD (t/m)
1 1.1518 1.993 1423
2 1.0096 2.333 1771
3 1.0098 2.333 1771
4 1.0096 2.333 1771
5 1.2775 1.797 1357
The mass of ballast water in a side ballast tank shall not be included in the shear
force correction calculation.
The correction of shear force is described in detail in DnV rules Pt.3 Ch.1 Sec 5,
D201.
3.3 Max. Allowable and Min. Required Mass of Cargo in Each Cargo Hold as Func-
tion of Hold Mid Draught
The loading of any cargo hold should always comply with the limitations set by the
longitudinal strength of the whole vessel as well as with limitations set by the local
strength of the individual cargo hold.
For each hold there is a relation between how much cargo can be loaded in the hold
and the draught of the vessel measured in way of the hold in question.
This vessel is designed for alternate and block loading as described above. Conse-
quently, some of the holds can be empty without any damage to the structure, even
if the vessel is loaded to the summer load line.
For each of the 5 holds or combination of holds this relation is illustrated in the fig-
ures below.
When using the diagrams below the content of ballast water below a cargo hold
shall be included in the cargo mass.
NO. 1 CARGO HOLD ALLOWABLE MASS

DIAGRAM
Maximum cargo mass (incl. WB below cargo hold) 16,800 t at full draught
20000
18000
Not allowable
16000
14000
12000
HOLD MASS (t)
10000
8000 Allowable
6000
4000
2000
Not allowable
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Harbour
DRAFT (m)
Seagoing
Definition points :
Point no. 1 2 3 4 5 6 7 8
Draft [m] 0 8,46 0 10,86 10,82 14,00 13,68 14,00
Hold mass [t] 9.347 16.800 7.224 16.800 0 2.806 0 286

Cargo hold no. 2

DIAGRAM
20000
18000
Not allowable
16000
14000
HOLD MASS (t)
12000
10000
8000 Allowable
6000
4000
2000
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Harbour
DRAFT (m)
Seagoing
Definition points :
Point no. 1 2 3 4 5 6 7 8
Draft [m] 0 8,46 0 8,46 8,94 10,93 - -
Hold mass [t] 7.547 15.000 5.965 13.250 13.250 15.000 - -


DIAGRAM
20000
18000
Not allowable
16000
14000
HOLD MASS (t)
12000
10000
8000 Allowable
6000
4000
2000
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Harbour
DRAFT (m)
Seagoing
Definition points :
Point no. 1 2 3 4 5 6 7 8
Draft [m] 0 8,46 0 11,07 - - - -
Hold mass [t] 10.297 17.750 7.992 17.750 - - - -


DIAGRAM
20000
18000
Not allowable
16000
14000
12000
HOLD MASS (t)
10000
8000
Allowable
6000
4000
2000
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
DRAFT (m) Harbour
Seagoing
Definition points :
Point no. 1 2 3 4 5 6 7 8
Draft [m] 0 8,46 0 8,46 9,04 11,02 - -
Hold mass [t] 7.547 15.000 5.880 13.250 13250 15.000 - -


DIAGRAM
20000
18000
Not allowable
16000
14000
HOLD MASS (t)
12000
10000
8000 Allowable
6000
4000
2000
Not allowable
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Harbour
DRAFT (m)
Seagoing
Definition points :
Point no. 1 2 3 4 5 6 7 8
Draft [m] 0 8,46 0 10,96 10,72 14,00 13,72 14,00
Hold mass [t] 10.197 17.650 7.990 17.650 0 2.891 0 243

3.4 Max. Allowable and Min. Required Mass of Cargo in Adjacent Cargo Holds as
Function of Holds Mid Draught (Block Loading)
ADJACENT HOLDS ALLOWABLE MASS

DIAGRAM
30000
Not allowable
25000
20000
HOLD MASS (t)
15000
Allowable
10000
5000
Not allowable
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Harbour
DRAFT (m)
Seagoing
Definition points :
Point no. 1 2 3 4 5 6 7 8
Draft [m] 0 6,20 0 8,46 9,47 14,00 11,72 14,00
Hold mass [t] 15.572 26.503 11.596 26.503 0 7.995 0 4.020

3.5 Max. Load on Fixed Cargo Securing Devices
“Maximum Securing Load” (MSL) is a term used to define the allowable load capa-
city for a device used to secure cargo to a ship. “Safe Working Load” (SWL) may be
substituted for MSL for securing purposes, provided this is equal to or exceeds the
strength defined by MSL.
The maximum securing load (MSL) of each lashing ring on upper deck and on cargo
hatch coamings are:
Lumber lashing sockets on upper deck and on cargo hatches 47 kN
This corresponds to a breaking strength of each ring of 133 kN.
Permissible load on the loose cargo securing devices is described in Sect. 10.
4 LOADING RESTRICTIONS AND LIMITATIONS
4.1 General Remarks
The general remarks in the following publications on even distribution and trimming
of bulk cargoes should be noted.
• Code of Practice for Solid Bulk Cargoes (BC Code), IMO 1998.
• Code of Practice for Solid Bulk Cargoes 2001 Supplement to 1998 Edition, IMO
2001.
• Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU
Code) (IMO Res. A862(20)).
• IACS: Bulk Carriers – Guidance and Information on Bulk Cargo Loading and
Discharging to Reduce the Likelihood of Over-stressing the Hull Structure. (IACS
1997).
4.2 Limitations due to Slamming
If slamming is envisaged the vessel is required to have the following minimum

draught on FP in order to avoid damage caused by slamming:
• 5.2 m – in case waterballast tanks DB1 and FP are filled with water.
• 6.0 m – in case waterballast tanks DB1 and FP are empty.
It will often be possible to avoid slamming by reducing speed and/or change course.
4.3 Limitations due to Visibility
According to the requirements in SOLAS the surface of the sea forward of the ves-
sel shall not be obscured for more than two ship lengths as seen from the conning
position in the wheelhouse.
The length of the obscured area can be calculated as follows:
 D − DS 
f = a tan C  − F
 K CK S 
 T − TF 
F = a tan A 
 L PP 
 sin(90º −f − F)   T − TF 
novis =   ∗  D S − TF + K FK S ∗ A 
 sin(f )   L PP 
No load on hatches
Load on hatches
Please note that the point “S” in general can be located two different places, de-
pendent on whether there is a deck load on hatch no. 1, higher than 3.8 m. If the
deck load is lower than this the point S is located in the bow. If higher, point S is lo-
cated in the top forward corner of the stow on hatch no. 1.
symbol no load on hatch no. 1 or load load on hatch no. 1 higher than
lower than 3.8 m 3.8 m

LPP 183.1 m 183.1 m
TA to be measured to be measured
TF to be measured to be measured
DC 35.7 m 35.7 m
DS 23.0 m to be measured*
KCKS 162.0 m 143.2 m
KFKS 2.9 m -7.9 m
*The distance from baseline to top of hatch no. 1 is 20.5 m – for hatch no. 2, 3,
4, 5 the distance is 20.7 m.
where:
LPP = Length between perpendiculars

TA = Draught on AP
TF = Draught on FP
DC = Eye height of conning position
DS = Height of position S above baseline
KCKS = Horizontal distance from conning position to S
KFKS = Horizontal distance from FP position to S
novis = Length of obscured area forward of the vessel’s bow
If
novis < 366.1 m (equal to two ship lengths)
The visibility is according to requirements.
4.4 Limitations on Draught Aft
4.4.1 Emergency fire pump
To ensure that the emergency fire pump located beneath the steering gear com-
partment is always able to obtain suction the draught aft shall be at least 6.3 m.
4.4.2 Propeller immersion
The propeller is fully submerged when the draught at AP is at least 6.5 m.
4.4.3 Calculation of propeller immersion
If necessary the propeller immersion can be calculated as follows:
I/D% = (Taft – 550)100/5900
where:
I/D is the ratio of the propellerdisc that is submerged for a given draught. For defini-
tions of the other terms please see the figure in Sect. 2.1.1 above. As the distance
between the longitudinal centre of the propeller and frame 0 is small compared to
the Lpp, the draught iwo. the propeller centre is taken equal to taft.
4.5 Limitations due to Strength in Flooded Conditions
• In the block loading condition with CH3 empty the density of the cargo is re-
stricted to 1.35 t/m3 if equal filling rate is used for all holds.
In the alternate loading condition cargoes with a density of 3.0 t/m3 can be loaded if
equal filling rate is used for all holds.
Higher density cargoes can be loaded in these conditions if the cargo is redistributed
to reduce the still water bending moment, i.e. without using equal filling rate in all
holds.
Note: The above restriction is caused by the requirement that the vessel shall com-
ply with the rules for flooding outlined in URS17 as well as with the requirements to
strength in URS25 – See also Sect. 6.3.
However, harbour conditions, docking conditions afloat, transient loading- and
unloading conditions in port and loading conditions encountered during ballast water
exchange need not to be considered.
DIAMOND 53- CARGO LOADING MANUAL Page 5-1
5 THE VESSEL’S BALLAST SYSTEM
5.1 Capacity and Location of Ballast Pumps etc.
Capacity
Pump Location
m³/h Head
No. 1 ballast pump ER floor PS forward 1,000 4.0 bar
No. 2 ballast pump ER floor PS forward 1,000 4.0 bar
No. 1 ballast eductor ER floor PS forward 50 2.0 bar
No. 2 ballast eductor ER floor PS forward 50 2.0 bar
The ballast system can be operated from the following locations:
• The Engine Control Room (ECR)

• The Deck Office/Ballast Control Room
IMPORTANT: It is important to note that when ballasting or de-ballasting each pump

should serve at least two ballast tanks at the same time. For a short period of time
one pump can be used for topping-up of one tank.
Pumping with two pumps to one ballast tank could lead to serious damage to the
vessel's structure.
It is also very important to ensure that the aircaps are i full working order before any
ballast operation commences.
5.2 Sketch of Ballast System

5.3 Ballast Water Capacity
Capacity
Tank No. Description
m³ (netto)
FPT Fore peak tank 1874

DB1P No. 1 DB ballast water tank P 245
DB1S No. 1 DB ballast water tank S 245
WT1P No. 1 wing ballast water tank P 1067
WT1S No. 1 wing ballast water tank S 1067
WT2P No. 2 wing ballast water tank P 1,009
WT2S No. 2 wing ballast water tank S 1,009
WT3P No. 3 wing ballast water tank P 1,010
WT3S No. 3 wing ballast water tank S 1,010
TECHP Hold wash water P 377
TECHS Hold wash water S 377
APT Aft peak tank 642
Total capacity excl. hold no. 3 18,134
CH3 Cargo hold no. 3 13,349
Total capacity incl. hold no. 3 31,483
6 STABILITY INFORMATION
6.1 General
For extensive information on the vessel's stability, please refer to the Stability Infor-
mation Manual etc. as mentioned in sect. 2.3: Reference Documents.
6.2 Allowable GM-values
In general the minimum required GM value for the vessel is 1.2 M.
The Stability Information Manual presents in detail the minimum required GM values
of the vessel in conditions ranging from –1 m to +3 m trim.
6.3 Damaged Conditions
In accordance with the requirements in IACS URS17: Longitudinal Strength of Hull

Girder in Flooded Condition for Bulk Carriers, all service conditions included in the
Stability Information Booklet have been examined for flooding of any one hold.
To date URS17 is only considering single skin bulk carriers. No requirements are at
present available for double skin bulk carriers. To allow for the double hull URS17
has been adopted for this vessel with the following modifications:
• The wave moment used in calculations of longitudinal strength in damaged con-

ditions is taken as 70% of the rule design wave moment (URS17 stipulates
80%).
• Each damage in the calculations is taken as simultaneous flooding of one cargo

hold and the adjoining wing tank (in URS17 only the cargo hold is flooded).
In all flooded conditions the bending moments and the shear forces are within the al-
lowable limits.
Some of the results are presented in closer detail in the document: Diamond53 –
URS25 (BC-A).
6.4 Loading Instrument
The vessel is equipped with an approved loading instrument.
The instrument should be used for monitoring and control during loading/discharging
and ballasting/de-ballasting processes in order not to exceed the vessel's capability
with regard to strength and stability.
In case of loading sequences not described in this manual the instrument should be
used in planning and simulation of intended loading sequences to enable the Master
to fulfil his obligations to agree on a loading plan with terminal representatives.
7 CARGOES TO BE CARRIED
7.1 General
The vessel is designed to carry ordinary bulk cargoes as well as packaged timber,
logs and steel coils.
7.2 Dangerous Cargoes (THIS SECTION IS FOR INFORMATION ONLY)
In addition to the cargoes mentioned above the vessel is designed and certified to
carry certain dangerous solid bulk cargoes according to the IMDG and BC Code and
in accordance with the IMDG Certificate issued.
A Document Of Compliance certifying that the vessel complies with the relevant
parts of the requirements of SOLAS Chp. II-2, Part G, Reg. 20 is issued and a copy
can be found in Sect. 2.3 Reference Documents.
The table below outlines the specific cargoes for which the vessel is certified. The
Note column indicates specific measures to be taken.
It should be noted that all the allowed cargoes can be carried in all holds.
For a definition of the IMO classes please refer to BC-Code Sect. 9. This code also
provides information on the individual cargoes.
MHB means “materials only hazardous in bulk”.
IMO
UN No. CARGO Hold Note
Class
1395 Aluminium nitrate 5.1 1-5
1438 Ammonium nitrate 5.1 1-5 2, 3
2067
2068
Ammonium nitrate fertilizer, type A 5.1 1-5 2, 3
2069
2070
2071 Ammonium nitrate fertilizer, type B 9 1-5 2, 3
1446 Barium nitrate 5.1 1-5
Calcined pyrites (pyritic ash, fly ash) MHB 1-5
1454 Calcium nitrate 5.1 1-5
2969 Castor beans 9 1-5
Charcoal MHB 1-5
Coal MHB 1-5 1, 3
1363 Copra 4.2 1-5
Direct reduced iron, briquettes, hot
MHB 1-5
moulded
Ferrous metal, borings, shavings, cutting
2793 4.2 1-5
etc
2216 Fishmeal 9 1-5 3
Fluorspar (calcium fluoride) MHB 1-5

1376 Iron oxide, iron sponge, spent 4.2 1-5
1469 Lead nitrate 5.1 1-5
Lime (unslaked) MHB 1-5
Magnesia (unslaked) MHB 1-5
1474 Magnesium nitrate MHB 1-5
Metal sulphide concentrates 5.1 1-5
Peat moss MHB 1-5
Petroleum coke calcined or uncalcined MHB 1-5
Pitch, pril, prilled coal tar, pencil pitch MHB 1-5
1486 Potassium nitrate (saltpetre) MHB 1-5
Radioactive material, low specific activity
2912 7 1-5
material (LSA-1)
Radioactive material, surface contami-
2913 7 1-5
nated objects (SCO-1)
Sawdust MHB 1-5
1498 Sodium nitrate (chile saltpetre) 5.1 1-5
Sodium nitrate and potassium nitrate
1499 5.1 1-5
mixture
Tankage (garbage tankage, rough am-
MHB 1-5
monia tankage, tankage fertilizer)
Wood chips MHB 1-5
Wood pulp pellets MHB 1-5
Sulphur (lump or coarse grained) 4.1 1-5 2, 3
Vanadium ore MHB 1-5
NOTES:
The vessel shall be provided with 4 sets of protective clothing and two
General extra sets of self-contained breathing apparatus over and above the
requirements to fireman's outfit.
When coal emitting methane is carried, adequate surface ventilation
1
should be maintained.
Electrical installation to be disconnected or to be of explosion proof
2
type.
3 Spark arresting screens on ventilation openings to be provided.
When loading, transporting or unloading dangerous goods the rules laid down in
SOLAS chp. VII Part A-1 shall be closely followed with regard to loading plan and
requirements to stowage and segregation.
7.2.1 Electrical Installations
According to the requirements in SOLAS for carriage of the above mentioned Dan-
gerous Cargoes the electrical equipment in the cargo holds is required to be of certi-
fied safe type. This includes also the Water Ingress Detection System.
The requirements are referenced in drw. 362-03: Arrangement of Dangerous Areas

as mentioned in Sect. 2.3: Reference Documents.
Any loose electrical gear used in connection with loading and discharge is also re-
quired to be of certified safe type.
7.2.2 Other Equipment For transport of Dangerous Cargo
The vessel is equipped with instruments for measuring of:
• temperature in cargo holds

• concentration of methane
• concentration of carbon monoxide
• concentration of oxygen above the cargo
• concentration of hydrogen
• ph-values of cargo hold bilge samples
4 sets of protective clothing and two sets of emergency breathing apparatuses to be

used in connection with the transportation of dangerous goods can be found in the
Fire Station aft of the funnel.
8 LOADING AND UNLOADING OF THE VESSEL – BULK CARGOES
8.1 Loading Patterns
The vessel is designed and constructed for loading of cargo as follows:
• Homogenous full cargo loading at design and scantling draught.
• Heavy bulk cargo in holds no. 1, 3 and 5 with holds no. 2 and 4 empty and at
scantling draught (Alternate Loading).
• Light dry bulk cargoes in holds no. 1, 2 and 4,5 to full scantling draught (Block
Loading).
• Packaged timber on weather deck hatches and side decks.
• Steel coils loaded in holds to full scantling draught.
8.2 Cargo Information
Prior to shipment the shipper should provide all necessary information about the
cargo to enable the shipowner or ship operator to ensure that:
• the different commodities to be carried are compatible with each other or suita-
bly separated;
• the cargo is suitable for the ship; and
• the cargo can be safely stowed and secured on board the ship and transported
under all expected conditions during the intended voyage.
The Master should be provided with adequate information regarding cargo to be car-
ried so that its stowage may be properly planned for handling and transport.
8.3 Loading Plan
SOLAS Chapter VI, Part B, Reg. 7.3 calls for the Master and the terminal represen-
tative to agree on a plan to ensure safe loading, discharging and voyage of the ves-
sel. This plan should be made in accordance with the directions given in this man-
ual.
The Master and the terminal representative shall ensure that loading and unloading
operations are conducted in accordance with the agreed plan.
If during operations the vessel's strength limits as mentioned in Sect. 3 are ex-
ceeded with risk of damaging the vessel's structure, the Master has the right to sus-
pend operation and the duty to inform port authorities that corrective measures may
be taken.
8.4 Trimming Procedures
To minimize the risk of a bulk material shifting, the cargo should be trimmed rea-
sonably level to the boundaries of the cargo space.
For further information, please refer to BC-Code Sect. 5.
8.5 Loading Sequences
The following section presents a set of example typical loading sequences to be en-
countered when loading or unloading cargoes of the types mentioned in Sect. 6.
Details of the loading conditions that are calculated as basis for the loading se-
quences are inserted in this booklet as Appendix A.
The following should be noted with regard to the calculations:
• All conditions shown are calculated with 10% consumables on arrival and 100%
at departure.
• When new, actual loading sequences are simulated on the vessel’s loading, in-
strument, bunkering etc. should be taken into account.
• In the initial and final loading conditions seagoing moments and shear forces are
used. During cargo operations, harbour values are referred to.
• Loading rates have not been considered in the example calculations as they are
unknown.
• Only loading is shown in the examples. Unloading can be done by reversing the
processes.
A loading sequence for steel coil cargoes is shown in Sect. 11 below.
For timber deck cargoes information is found in Sect. 9 below.
Loading sequences referring to actual loading rates and patterns should be worked
out according to the vessel's actual service.
Loading: Light ballast to homogenous cargo

Loading: Light ballast to heavy cargo (Ch1 3 5 loaded)

Loading: Light ballast to block cargo (Ch1 2 4 5 loaded)

8.6 Cargo Hold Washing
The vessel is equipped with a portable air/water-driven combi gun for cargo hold
washing.
Washing water is deposited in the upper parts of wing tanks No. 5 P and SB. On the
following page is inserted a copy of the diagram for the cargo hold washing system.
LADDER
CARGO SECURING MANUAL
SECTION 9-13
9 LOADING AND UNLOADING OF THE VESSEL - CARGOES OTHER THAN

BULK CARGOES
This vessel is designed to carry packaged timber as deck load and steel coils in the
holds.
Such cargoes should be loaded and stowed in accordance with the vessel’s equip-
ment and with the general principles outlined below.
9.1 General Information
1. „The guidance given herein should by no means rule out the principles of good
seamanship, neither can it replace experience in stowage and securing prac-
tice“.
2. „The information and requirements set forth in this manual are consistent with
the requirements of vessel’s trim stability manual, International Load Line Cer-
tificate (1966), the hull strength loading manual (if provided) and with the re-
quirements of the International Maritime Dangerous Goods (IMDG) Code “.
3. „This Cargo Securing Manual specifies arrangements and cargo securing de-
vices provided on board the ship for the correct application and the securing of
cargo based on transverse, longitudinal and vertical forces which may arise
during adverse weather and sea conditions.“
4. „It is imperative to the safety of the ship and the protection of the cargo and
personnel that the securing of the cargo is carried out properly and that only
appropriate securing points or fittings should be used for cargo securing.“
5. „The cargo securing devices mentioned in this manual should be applied so as

to be suitable and adapted to the quantity, type of packaging, and physical
properties of the cargo to be carried. When new or alternative types of cargo
securing devices are introduced, the Cargo Securing Manual shall be revised
accordingly. Alternative cargo securing devices introduced should not have less
strength than the devices being replaced.“
6. „There should be sufficient quantity of reserve cargo securing devices on board

the ship.“
7. „Information on the strength and introduction for the use and maintenance of
each specific type of cargo securing device, where applicable, is provided in
this manual. The cargo securing devices should be maintained in a satisfactory
condition. Items worn or damaged to such an extent that their quality is im-
paired should be replaced.“
9.2 Stowage and Securing
1. General principles of cargo securing:
• All cargoes should be stowed and secured in such a way that the ship and
persons on board are not put at risk.
• The safe stowage and securing of cargoes depends on proper planning,

execution and supervision.
• Personnel commissioned to tasks of cargo stowage and securing should be

properly qualified and experienced.
• Personnel planning and supervising the stowage and securing of cargo

should have a sound practical knowledge of the application and content of
this Cargo Securing Manual.
• In all cases, improper stowage and securing of cargo will be potentially

hazardous to the securing of other cargoes, will endanger the lives of the
personnel and will reduce the safety of the vessel.
• Decisions taken for measures of stowage and securing cargo should be

based on the most severe weather conditions which may be expected by
experience for the intended voyage.
• Ship handling decisions taken by the Master, especially in bad weather

conditions, should take into account the type and stowage position of the
cargo and the securing arrangements.
2. Appropriate precautions shall be taken during loading and transport of heavy

cargoes or cargoes with abnormal physical dimensions to ensure that no struc-
tural damage to the ship occurs and to maintain adequate stability throughout
the voyage.
3. Cargo should be stowed such that the design loads for upper deck, hatch cov-
ers and inner bottom, indicated under ship’s particulars at the beginning of this
manual, are not exceeded.
10 LOADING OF TIMBER
10.1 General
Please note that this vessel is only meant for and equipped for transportation on
deck and cargo hold hatches of packaged sawn timber with a package length of at
least 3.6 m and does not have a timber load line.
Consequently the vessel cannot be loaded deeper than the normal summer load
waterline when loading timber.
When calculating on the stability in timber loading conditions allowance should be

made for the extra weight in arrival condtions due to aggregation of water or ice in
the timber deck load during voyage. According to rules and practice this extra weight
should be calculated as 10% of the original deck load in departure.
Timber deck cargoes are to be stowed and secured in accordance with the IMO
Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991. (Res.
A715(17)
• Timber means sawn wood or lumber, cants, logs, poles, pulpwood and all
other types of timber in loose or packaged form. The term does not include
wood pulp or similar cargo.
• Timber deck cargo means a cargo of timber carried on an uncovered part of a

freeboard or superstructure deck. The term does not include wood pulp or
similar cargo.
• Cargo Securing Devices are all fixed and portable devices used to secure and
support cargo units.
• Maximum Securing Load (MSL) is a term used to define the allowable load
capacity for a device used to secure cargo to a ship. “Safe Working Load”
(SWL) may be substituted for MSL for securing purposes, provided this is
equal to or exceeds the strength defined by MSL.
10.2 Stowage Patterns for Timber Cargoes
Lashing plans showing use of the actual lashing equipment on board in compliance
with the requirements in the Code should be made by the vessel’s officers and in-
serted in this manual.
Any stowage plan should be evaluated before loading with regard to stability,
strength of deck and hatches, permissible stowing heights, visibility etc. as outlined
below.
The vessel’s loading instrument should be used for simulation and validation of the
condition.
When making stowage and lashing plans it should be noted that the vessel does not
have any equipment allowing uprights to be used.
When planning to load and stow timber deck cargo the remarks in Sect. 10.6.3
should be considered.
10.3 Stability while carrying Timber Deck Cargoes
As noted in Sect. 10.1 this vessel is not provided with a Timber Load Line and can-
not claim any advantage with regard to deeper immersion due to timber loading. The
vessel can only be loaded to the normal summer load water line and the stability
shall be evaluated according to the intact and damage stability criteria outlined in the
Intact Stability Manual as referenced in Sect. 2.3 above.
In Sect. 6.2 above the minimum required GM-values resulting from intact and dam-
age stability calculations are shown in diagrammes.
Due to damage stability requirements the lowest GM at which the vessel is al-
lowed to operate is 1.35 m.
Further the vessel and the equipment is only meant for transport of packaged timber
where the package is at least 3.6 m long.
The Stability Information Manual contains standard loading conditions (L*50-L*52)

for timber loading. The extent of cargo in these conditions comply with the require-
ments as outlined in this manual. The weight of the timber in arrival conditions are
calculated as the load of the timber in departure plus 10% to allow for absorbtion of
water and possibly ice in and between the timber during voyage.
If timber deck cargo is stowed differently from the presented conditions, the situation
can be simulated on the vessel’s loading computer to ensure compliance with the
requirements.
In general, the following remarks from the Code concerning stability should be con-
sidered in any condition:
• The stability of the vessel at all times, including during the process of loading
and unloading timber deck cargo, should be positive and to a standard accept-
able to the Administration. It should be calculated having regard to:
• the increased weight of the timber deck cargo due to:
• absorption of water in dried or seasoned timber
• ice accretion, if applicable
• consumables
• free surface in tanks
• the weight of water trapped in broken spaces within the timber deck cargo
and especially logs
• The Master should:

• cease all loading operations if a list develops for which there is no satisfac-
tory explanation and it would be imprudent to continue loading
• before proceeding to sea, ensure that:
• the vessel is upright
• the vessel has an adequate metacentric height in both departure and ar-
rival conditions
• the vessel meets the required stability criteria, the required strength, pro-
peller immersion, draught forward and visibility.
• Vessels carrying timber deck cargoes should operate, as far as possible, with a
safe margin of stability and with a metacentric height which is consistent with
safety requirements, but such metacentric height should not be allowed to fall
below the minimum allowed GM-value as stated in Sect. 6.2 above.
• However, excessive initial stability should be avoided as it will result in rapid and
violent motion in heavy seas which will impose large sliding and racking forces
on the cargo causing high stresses on the lashings.
10.4 Height and Extent of Timber Deck Cargo
On this vessel timber can be loaded in packaged form on the cargo hatch covers
and on the side decks where lashing eyes are provided.
In the forward part of the vessel any forward-facing profile shall not present over-
hanging shoulders to a head sea.
Subject to the limiting factors below the Code specifies that in general the height of
the timber deck cargo above the weather deck on a ship within a seasonal winter
zone in winter should not exceed one third of the extreme breadth of the ship.
The possible height of the timber stow is determined by one or a combination of the
following limiting factors:
• Distance between lashing points – Sect. 10.5.1 below mentions the dis-
tances between lashing eyes. Referring to the Code and the Rules of DnV the
maximum possible stowing heights due to these distances are:
• 4.8 m on cargo hatch covers (for a spacing of lashingeyes of 2.4 m on

the hatchcoaming brackets)
• 6 m or above on upper deck (for a spacing of lashingeyes of 1.5 m on

the upper deck)
• Strength of upper deck and cargo hatch covers - the weight of the timber
deck cargo shall not exceed the designed maximum permissible load on the
weather deck and hatches, allowing also for a 10% augmentation of weight
during voyage due to absobtion of water etc. The permissible loads are ren-
dered in Sect. 3.1 and 4.4 above.
• Stability – The cargo should not be stowed in greater weight or height than it
is possible to comply with the required GM-values presented in Sect. 6.2
above. Further, an allowance should be made for possible augmentation of
weight during voyage due to absobtion of water etc.
• Visibility - adequate visibility shall be assured. The visibility can be calculated

using the procedures shown in Sect. 4.3 above.
10.5 Lashing Equipment
All lashing and components used for the securing of the timber deck cargo should
be tested, marked and certified according to national regulations or an appropriate
standard of an internationally recognized standards institute. Copies of the appropri-
ate certificate should be kept on board.
No treatments which could hide defects or reduce mechanical properties or strength

should be applied after testing.
10.5.1 Location and Strength of Fixed Timber Lashing Equipment
The vessel is equipped with a number of lashing eyes for securing of timber deck
load. The lashing eyes are located on the main deck and on the hatch coamings
brackets as indicated on the drawing “Lashing Eyes for Timber Deck Loads” in-
serted overleaf.
The maximum securing load (MSL) of each lumber lashing

socket on upper deck and on cargo hatch coamings is: 47 kN
(corresponding to a breaking strength of 133 kN).
Please note that:
• If a new fixed securing device is to be fitted on the vessel, structural details

and calculations, demonstrating structural adequacy of the supporting struc-
ture, are to be submitted for review by DNV.
• Loads exerted on the ship’s structure, by cargo securing devices and associ-
ated attachments, are not to exceed the loads indicated under Ship’s particu-
lars/Design loads at the beginning of this manual.
As shown on the enclosed drawing the distance between lashingpoints is
• 2,400 mm for the lashingpoints located on the cargo hatch coaming brackets.
• 1,500 mm for the lashing points located on the upper deck.
Due to the spacing of lashing eyes the timber packages shall at least be 3.6 m long
and the cargo shall be stowed to no greater height than mentioned in sect. 10.4.
10.5.2 Location and strength of Loose Timber Lashing Equipment
The following table lists all loose equipment for stowage of timber deck cargoes ac-
cording to their type and MSL:
All lashings and components used for securing should:
• possess a breaking strength of not less than 133 kN
• after initial stressing, show an elongation of not more than 5% at 80% of their
breaking strength.
• show no permanent deformation after having been subjected to a proof load of

not less than 40% of their original breaking strength.
• Lashings shall be not less than 19 millimetres (1 inch) close link chain or flexi-
ble wire rope of equivalent strength, fitted with sliphooks and turnbuckles,
which shall be accessible at all times.
• Shackles, stretching devices and all other ancillary components incorporated

into a chain or wire rope lashing and its securings should have a minimum ul-
timate load of 14,100 kg. Each component should be proof loaded to 5,600 kg.
No part should be damaged or permanently deformed after proof loading.
The vessel is not yet equipped with the loose material for timber lashing. When the
material is delivered, list of items to be approved by DnV with regard to strength etc
and a list to be inserted here.
The following general precautions should be followed to maintain the strength and
the tension of the lashings:
her indsættes tegning

• Upon completion and after the initial securing, the tightening device or system
should be left with not less than half the threaded length of screw or of tighten-
ing capacity available for future use.
• Every lashing should be provided with a tightening device or system so placed

that it can safely and efficiently operate when required. The load to be pro-
duced by the tightening device or system should not be less than:
• 27 kN in the horizontal part
• 16 kN in the vertical part
• Every lashing should be provided with a device or an installation to permit the

length of the lashing to be adjusted (E.g. a short length of chain for wire lash-
ings).
• If wire rope clips are used to make a joint in a wire lashing, the following condi-
tions should be observed to avoid a significant reduction in strength:
• the number and size of rope clips utilized should be in proportion to the
diameter of the wire rope and should not be less than four, each spaced
at intervals of not less than 15 cm;
• the saddle portion of the clip should be applied to the live load segment
and the U-bolt to the dead or shortened end segment;
• rope clips should be initially tightened so that they visibly penetrate into
the wire rope and subsequently be re-tightened after the lashing has
been stressed.
• Greasing the threads of grips, clips, shackles and turnbuckles increases their
holding capacity and prevents corrosion.
10.5.3 Inspection and Maintenance of Lashing Equipment
Regular inspections and maintenance are carried out under the responsibility of the
Master.
Cargo securing device inspections should as a minimum include regularly inspection

while not in use or before using as well as inspections during use under voyage.
When securing devices are replaced, the inventory lists should, as far as practica-
ble, be updated and relevant certificates inserted in an appropriate place in the
manual.
Inspections before use:
• As a general rule a visual examination of lashings and components should at

least be made at intervals not exceeding 12 months.
• Routine visual examinations of components being utilised:

• Before using any cargo securing device, whether fixed or portable, the
equipment must be visually inspected to ensure that there are no defects
and that when appropriate, all moving parts have been greased and are
operating correctly. Any damage should be satisfactorily repaired.
• After use, and before going into storage, each device should be visually
inspected to ensure that the device has not sustained damage, is still in
good condition and does not require repair or replacement.
Especially after heavy weather voyages the lashing equipment should

be carefully examined. Defective portable lashing equipment should be
put aside into a suitable separate location, i.e. bins marked “BAD“, and
any necessary repairs and testing must be carried out prior to re-use. If
beyond repair the equipment is to be scrapped.
• Discarded parts of equipment should be replaced by equivalent parts.

Cargo Securing Equipment is only to be renewed by certified equipment.
• All portable securing devices shall be visually examined and greased as

necessary at intervals not exceeding 3 months.
• Portable equipment not in use should be collected and stored in bins.
• Periodic examinations/re-testing as required by the Administration. When re-

quired, the cargo securing devices concerned should be subjected to inspec-
tions by DnV.
• The welds connecting the fixed cargo securing equipment to the ship’s
structure should be inspected regularly and any fractures or tearing
should be gouged out and rewelded. Welding of the device to the struc-
ture should be carried out by approved personnel in accordance with
recognised welding practice.
• If the underlying structure of the deck, tank top, hatch covers, bulkheads
or side structure is deformed to such an extent that an uneven stow
would result, the structure should be repaired by the most appropriate
method. Any significant deformation of the ship’s structure in way of se-
curing points is to be reported to DNV at the earliest opportunity.
• Cargo securing equipment used several times, both loose and fixed,
should be re-tested regularly. The equipment to be tested should be se-
lected by random selection, for instance 1 of 50 pieces of each type of
equipment. These tests should be to proof strength load.
The following procedures should be followed for accepting, maintaining, repairing or

rejecting cargo securing devices, and should be carried out by the ship’s crew:
Cargo Sec. Inspection Check Maintenance Actions:

Device if/for:
Lashingeye deformed repaired or re-
placed
corroded replaced if top
plate is less than
75 % of original
Turnbuckle bent Threads of turn- straightened
pins damaged or buckles should be renewed
missing greased regularly,
hook damaged at least every 3 renewed
destructive, thread months scrapped
Lashing chain link is deformed replace if any link
w/tensions is deformed
Wire rope lash- permanent kinks
ings flattening
corrosion replaced if any of
drying out of the the listed defects
fibre core protru- are found
sion of the fibre
core
Shackles bolt damaged or renewed
missing
bent scrapped
wear and tear scrapped
Inspections and adjustments of securing arrangements during the voyage:
• The securing devices should be regularly inspected to ensure that the cargo
remains safely secured throughout the voyage.
• The securing arrangement should be adjusted, if found necessary after in-

spection, during the voyage. Adjustment of securing devices includes re-
tightening of lashings or remaking the lashing. If necessary additional lashings
should be fitted, and if possible the friction could be increased. This is particu-
larly important when heavy weather or swell is expected. Moreover, when
heavy weather has passed.
• Particular attention should also be paid to lashings, which may become slack
due to the cargo deforming or compacting during the voyage. Lashings may
also become slack when cargoes are loaded and secured in conditions of low
ambient temperature and the vessel then proceeds to areas of significantly
higher ambient temperature.
• If adjustment to the cargo securing arrangement has to be carried out at sea

under adverse weather and sea conditions adequate precautions have to be
taken to avoid dangerous situations for the crew. Good seamanship is neces-
sary.
• During a voyage, partial discharge may result in an exposed cargo face. This
should preferably be secured while loading to avoid hazards while discharging
other cargo.
• Sufficient reserve securing devices should be carried to deal with unexpected

circumstances.
• Entries of all examinations and adjustments to lashings should be made in the

ship’s record book.
Inspections and maintenance carried out are to be entered into the “Log for Mainte-
nance of Cargo Securing Equipment“. The log can be of the form rendered in the
example below.
LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT
Securing De- Insp./Maint. Test Re-

Date Comment Sign.
vice carried out sult
Example of maintenance log
10.6 Loading of Timber Deck Cargo
The basic principle for the safe carriage of any timber deck cargo is solid stowage
during all stages of the deck loading. This can only be achieved by constant super-
vision by shipboard personnel during the loading process.
Section 10.8 provides general advice on stowage practices, which have proved to
be effective for various types of timber deck cargoes.
10.6.1 Safety Measures
When carrying out stowage and securing of cargo the following safety instructions
should be observed:
• The working area should be sufficiently illuminated.
• If ladders are to be used, they should be adequately secured against sliding and
tipping.
• People at work should wear head and foot protection.

• If wire ropes are to be cut to length by a cold chisel, the men at work should
wear eye protection.
Power saws for cutting timber to required length should be operated by skilled per-
sons only.
10.6.2 Before Loading Timber Deck Cargo
Before timber deck cargo is loaded on any area of the weather deck:
• Hatch covers and other openings to spaces below that area should be securely
closed and battened down;
• Air pipes and ventilators should be efficiently protected and check valves or simi-
lar devices should be examined to ascertain their effectiveness against the entry
of water;
• Accumulation of ice and snow on such an area should be removed; and
• It is normally preferable to have all deck lashings, uprights, etc. in position be-
fore loading on that specific area. This will be necessary should a preloading ex-
amination of securing equipment be required in the loading port.
10.6.3 Stowing Timber Deck Cargo
The timber deck cargo should be stowed in such a way that:
• safe and satisfactory access to the crew's quarters, pilot boarding access, ma-
chinery spaces and all other areas regularly used in the necessary working of
the ship is provided at all times;
• where relevant, openings that give access to hatch covers and other openings to
spaces below that area can be properly closed and secured against the entry of
water;
• safety equipment, devices for remote operation of valves and sounding pipes
are left accessible; and
• it is compact and will not interfere in any way with the navigation and necessary
working of the ship.
During loading, the timber deck cargo should be kept free of any accumulation of ice
and snow.
10.6.4 Securing Timber Deck Cargo
Timber deck cargo shall be effectively secured through its length by a lashing sys-
tem acceptable to the Administration for the character of timber carried.
The lashing system for packaged timber should consist of independent lashings and
every lashing should pass over the timber deck cargo and be shackled to the eye-
plates attached to the deck or the cargo hatch coaming brackets.
The packages stowed at the upper outboard edge of the stow should be secured by
at least two lashings each.
Rounded angle pieces of suitable material and design should be used along the up-
per outboard edge of the stow to bear the stress and permit free reeving of the lash-
ings.
The spacing of the lashings should be such that the two lashings at each end of
each length of continuous deck stow are positioned as close as practicable to the
extreme end of the timber deck cargo.
For more detailed advice on how to stow and secure a timber deck please refer to
sect. 10.8 below that presents parts of the Code.
10.6.5 Before Leaving Port
Upon completion of loading, and before sailing, a thorough inspection of the vessel
should be carried out. Soundings should also be taken to verify that no structural
damage has occurred causing an ingress of water.
10.7 Actions to be taken during the Voyage
10.7.1 Tightening of lashings
It is of paramount importance that all lashings be carefully examined and tightened

at the beginning of the voyage as the vibration and working of the ship will cause the
cargo to settle and compact. They should be further examined at regular intervals
during the voyage and tightened as necessary.
Entries of all examinations and adjustments to lashings should be made in the ship's
logbook.
10.7.2 Voyage planning and ship handling
The Master should plan the voyage so as to avoid potential severe weather and sea
conditions. To this effect, weather reports, weather facsimiles or weather routing
agencies should be consulted.
In cases where severe weather and sea conditions are unavoidable, masters should
be conscious of the need to reduce speed and/or alter course at an early stage in
order to minimize the forces imposed on the cargo, structure and lashings. The lash-
ings are not designed to provide a means of securing against imprudent ship han-
dling in heavy weather. There can be no substitute for good seamanship.
10.7.3 Listing during voyage
If a list occurs that is not caused by normal use of consumables (water and fuel),
such list can probably be attributed to one of three caused or possibly a combination
of same.
• Cargo shift
• A major shift of deck cargo will obviously be immediately apparent: Deck

cargo may, however, have shifted imperceptibly or there may have been a
shift of cargo below decks. An immediate examination should determine
whether or not cargo has shifted and if this is the case the Master will have
several remedies available to him depending on the exact circumstances.
• The ballasting and transferring of ballast or fuel to reduce or correct a list

caused by a shifted cargo should, however, be carefully considered since
this action would, in all probability, result in a far greater list if the cargo
should subsequently shift to the other side.
• As any cargo shift will in most cases occur in adverse weather conditions,
sending crew to release or tighten the lashing on a shifted or moving cargo
may well represent a greater hazard than retaining an overhanging load. A
moving or shifted timber deck cargo should only be jettisoned after careful
consideration; jettisoning is unlikely to improve the situation as the whole
cargo stack would probably not fall at once. Severe damage may also be
sustained by the propeller if it is still turning when timber is jettisoned.
• Water ingress
• The possibility of water ingress should immediately be determined by sound-

ing throughout the vessel. In the event that unexplained water is detected, all
available pumps should be used to bring the situation under control. Subse-
quent actions will obviously depend on whether or not such ingress of water
can be controlled by use of pumps.
• Angle of roll
• If the rolling of the ship prior to the detection of the list has been exception-
ally slow and the ship has returned to the upright position in a sluggish man-
ner, this will indicate that the ship has little or no metacentric height remain-
ing. The list is therefore due to the ship rolling to one side and having no
righting arm to return to the upright position. This situation may be rectified
by either adding weight to the low part of the ship (ballasting DB tanks) or
removing weight from the high part (deck cargo). Of the two options, ballast-
ing is usually preferable and if empty divided double bottom space is avail-
able, the tank open the lower side should be ballasted first in order to imme-
diately provide additional metacentric height – after which the tank on the
high side should also be ballasted. However, special care should be taken in
ballasting and de-ballasting to rectify the situation since this may cause a far
greater list to the other side.
10.8 Advice on Stowage Practices for Timber Deck Cargoes
10.8.1 General
The ‘Code’ in this Section refers to IMO Resolution A.715(17) - Code of Safe Prac-
tice for Ships Carrying Timber Deck Cargoes, 1991.
1.1 The stowage practices described in this appendix have been found to
achieve satisfactory results, provided that account is taken of the recommen-
dations of the Chapters 1-6 of the Code of Safe Practice for Ships Carrying
Timber Deck Cargoes, 1991. Although specific conditions may dictate a de-
parture from these guidelines, the basic principles as detailed in 1.2 below
should nevertheless be adhered to.
1.2 The basic principle for the safe carriage of timber deck cargo is, as indicated
earlier, to make the stow as solid and compact as practicable. The purpose
of this is to:
1. prevent slack in the stow which could cause the lashings to slacken;
2. produce a binding effect within the stow; and
3. reduce to a minimum the permeability of the stow.
1.3 Lashings prevent deck cargo from shifting by increasing the friction due to
pre-stress forces and counteracting forces on the stow in the direction of
possible shifting. The lashings should meet the following criteria:
1. The strength of all lashing elements should be at least equal to that rec-
ommended in the Code; and
2. The necessary tension should be maintained during the whole voyage.
1.4 The shifting of timber deck cargo is due mainly to the following causes which
may occur singly or together:
1. Lashings becoming slack due to compaction of the cargo during the voy-
age, unsuitable devices for tightening the lashing systems and/or inade-
quate strength of the lashings;
2. Movement of the cargo across the hatch covers due to insufficient fric-
tion, particularly in ice and snow;
3. Heavy rolling or pitching of the ship;
4. Impact from heavy seas.
1.5 Great care should be taken to keep the ship in an upright condition during
loading as even a slight list will impose a considerable load on the retaining
uprights. The necessity for prudent ship handling during the voyage cannot
be overstressed; imprudent ship handling can nullify even the best of stow-
ages.
1.6 The lashings should be in accordance with Chapter 4 of the Code and may
comprise the following types:
1. Wire rope lashings which are used in addition to chain lashings. Each of
these may pass over the stow from side to side and loop completely
around the uppermost tier. Turnbuckles are fitted in each lashing to pro-
vide means for tightening the lashing at sea (see figure 1).
2. Wiggle wires which are fitted in the manner of a shoelace to tighten the
stow. These wires are passed over the stow and continuously through a
series of snatch blocks, held in place by foot wires. Turnbuckles are fitted
from the top of the foot wire into the wiggle wire in order to keep the lash-
ings tight at sea (see figures 2 and 3).
3. Chain lashings which are passed over the top of the stow and secured to
substantial padeyes or other securing points at the outboard extremities
of the cargo. Turnbuckles are fitted in each lashing to provide means for
tightening the lashing at sea (see figure 4).
Systems for securing timber deck cargoes are shown in figures 3, 4, and 5.
Figure 1
Figure 2
Figure 3
Figure 4
Figure 6
Note: Roller shackles to be affixed between all foot wires and wiggle wires and at
least two turnbuckles to be inserted between the wiggle wire and the foot
wire on each side (port and starboard).
10.8.2 Packaged timber and cants
2.1 Timber packages are usually bundled by bandings fastened mechanically

(hard bundled) or by hand (soft bundled). The packages may not have stan-
dard dimensions and they are not always flush at both ends. The stowage
problem is compounded by differences in the lengths of packaged timber
when the packages are stowed on board the ship. Moreover, the Master of
the ship often has no influence on the order in which the packages are deliv-
ered.
2.2 Packages which contain random lengths likely to disrupt the compaction of
the stow should not be loaded on deck. Other packages of random lengths
capable of compact stowage may be loaded on deck in a fore-and-aft direc-
tion but not on exposed surfaces or in the stowage outboard of the hatch
coamings (see figures 6 and 7).
2.3 Packages for deck stowage should be solidly made up. They should have
bands adequate to prevent slackening or disintegration of the package during
the voyage, which could cause a loosening of the stow as a whole. Slack
bands on the top surface of the deck cargo are dangerous foot traps.
2.4 Cants are usually bundled by banding, but the irregularities caused by vary-
ing thicknesses and curved sides make compact bundling very difficult to
achieve. Because of these factors, considerable broken stowage is encoun-
tered as well. The tendency is for the packages to assume a rounded cross-
section within the bands due to the curved sides of the individual pieces (see
figure 8).
Figure 6
Figure 7
Figure 8
2.5 A solid stow of packaged timber is not always possible as the packages of
timber have different measurements, may be partially soft bundles, and gaps
may exist between the packages. It is essential, however, that the upper tier
and outboard packages be stowed as compactly as possible and the upper
tiers chocked as necessary.
2.6 The methods used to stow cargoes of loose timber for transport cannot al-
ways be applied to the transport of packaged timber as:
1. packaged timber cannot be stowed to give a compactness as tight as

that achieved with loose timber, and lashings may therefore be less ef-
fective;
2.7 Before commencing to load on the deck or hatches, a firm and level stowage
surface should be prepared. Dunnage, where used, should be of rough lum-
ber and should be placed in the direction which will spread the load across
the ship's underdeck structure and assist in draining.
2.8 Due to the system of athwartship lashing, the stowage of packages should
generally be in the fore-and-aft direction; the wings of the upper two tiers
should always be in the fore-and-aft direction. It is advisable to have one or
more non-adjacent tiers stowed athwartships when above the level of the
hatches in order to produce a binding effect within the cargo. Also, athwart-
ship packages should be carried above the hatches to interlock the load. If
packages with great differences in length are to be loaded, the longest pack-
ages should be stowed fore and aft outboard. Short packages should be con-
fined to the inner portions of the stowage. Only packages flush at both ends
can be stowed athwartships (see figures 9, 10 and 11).
2.9 The timber should be loaded to produce a compact stow with a surface as
level as practicable. Throughout the loading, a level and firm stowage surface
should be prepared on each working tier. Rough dunnage, if used, should be
spread over at least three adjacent packages to produce a binding effect
within the stow, particularly in the wings.
2.10 Any gaps occurring around packages in which the cargo may work at sea,
such as in the vicinity of hatch coamings and deck obstructions, should be
filled with loose timber, efficiently chocked off or effectively bridged over. For
this purpose a supply of timber chocking material should be made available
to the ship.
2.11 Packages at the outboard edges of the stow should be positioned so that
they do not extend over the padeyes and obstruct the vertical load of the
athwartship lashings. The end of each deck stow should be flush in order to
minimize overhangs to resist the influence of green seas and to avoid the in-
gress of water.
2.12 Large heavy boards and squares of timber, when loaded on deck in combina-
tion with packages, should preferably be stowed separately. When placed in
upper tiers, heavy pieces of timber tend to work loose at sea and cause
some breaking of packages. In the event that boards and squares are stowed
on top of packages, they should be efficiently restrained from movement.
2.13 When the final tier is loaded on a large number of tiers, it may be stepped in
from the outer edge of the stow about 0.5-0.8 m (a half package).
Figure 9
Figure 10
Figure 11
11 UNDER DECK STOWAGE OF LOGS
11.1 General Guidelines for the Under-Deck Stowage of Logs
11.1.1 Introduction
The purpose of this annex is to recommend safe practices for the under-deck stow-
age of logs and other operational safety measures designed to ensure the safe
transport of such cargoes.
11.1.2 Prior to loading
1. Each cargo space configuration (length, breadth and depth), the cubic bale ca-
pacity of the respective cargo spaces, the various lengths of logs to be loaded,
the cubic volume (log average), and the capacity of the gear to be used to load
the logs should be determined
2. Using the above information, a pre-stow plan should be developed to allow the
maximum utilization of the available space; the better the under-deck stowage,
the more cargo can safely be carried on deck
3. The cargo spaces and related equipment should be examined to determine

whether the condition of structural members, framework and equipment could
affect the safe carriage of the log cargo. Any damage discovered during such
an examination should be repaired in an appropriate manner
4. The bilge suction screens should be examined to ensure they are clean, effec-
tive and properly maintained to prevent the admission of debris into the bilge
piping system.
5. The bilge wells should be free of extraneous material such as wood bark and
wood splinters.
6. The capacity of the bilge pumping system should be ascertained. A properly

maintained and operating system is crucial for the safety of the ship. A portable
dewatering pump of sufficient capacity and lift will provide additional insurance
against a clogged bilge line.
7. Side sparring, pipe guards, etc., designed to protect internal hull members
should be in place; and
8. The Master should ensure that the opening and closing of high ballast dump
valves (CH 3) are properly recorded in the ship's log. Given that such high bal-
last tanks are necessary to facilitate loading and bearing in mind regulation
22(1) of the International Convention on Load Lines, 1966, which requires a
screw-down valve fitted in gravity overboard drain lines, the master should (en-
sure that the dump valves are properly monitored to preclude the accidental re-
admission of water into these tanks. Leaving these tanks open to the sea could
lead to an apparent inexplicable list, a shift of deck cargo and potential capsize.
11.1.3 During loading operations
1. Each lift of logs should be hoisted aboard the ship in close proximity to the ship
to minimise any potential swinging of the lift.
2. The possibility of damage to the ship and the safety of those who work in the
cargo spaces should be considered. The logs should not be swinging when
lowered into the space. The hatch coaming should be used, as necessary, to
eliminate any swinging of the logs by gently resting the load against the inside
of the coaming, or on it, prior to lowering.
3. The logs should be stowed compactly, thereby eliminating as many voids as is

practicable. The amount and the vertical centre of gravity of the logs stowed
under deck will govern the amount of cargo that can be safely stowed on deck.
In considering this principle, the heaviest logs should be loaded first into the
cargo spaces.
4. Logs should generally be stowed compactly in a fore-and-aft direction, with the

longer lengths towards the forward and aft areas of the space. If there is a void
in the space between the fore and aft lengths it should be filled with logs stowed
athwartships so as to fill in the void across the breadth of the spaces as com-
pletely as the length of the logs permits.
5. Where the logs in the spaces can only be stowed fore-and-aft in one length,
any remaining void forward or aft should be filled with logs stowed athwartships
so as to fill in the void across the breadth of the space as completely as the
length of the logs permits.
6. Athwartship voids should be filled tier by tier as loading progresses.
7. Butt ends of the logs should be alternately reversed to achieve a more level
stowage, except where excess sheer on the inner bottom is encountered.
8. Extreme pyramiding of logs should be avoided to the greatest extent possible. If

the breadth of the space is greater than the breadth of the hatch opening, pyra-
miding may be avoided by sliding fore-and-aft loaded logs into the ends of the
port and starboard sides of the space. This sliding of logs into the ends of the
port and starboard sides of the space should commence early in the loading
process (after reaching a height of approximately 2 m above the inner bottom)
and should continue throughout the loading process.
9. It may be necessary to use loose tackle to manoeuvre heavy logs into the un-
der-deck areas clear of the hatchways. Blocks, purchases and other loose
tackle should be attached to suitably reinforced fixtures such as eyebolts or
padeyes to be welded on for this purpose. However, if this procedure is fol-
lowed, care should be taken to avoid overloading the gear.
10. A careful watch by ship's personnel should be maintained throughout the load-
ing to ensure no structural damage occurs. Any damage which affects the sea-
worthiness of the ship should be repaired.
11. When the logs are stowed to a height of about 1 m below the forward or aft
athwartship hatch coaming, the size of the lift of logs should be reduced to fa-
cilitate stowing of the remaining area; and
12. Logs in the hatch coaming area should be stowed as compactly as possible to
maximum capacity.
11.1.4 After loading
The ship should be thoroughly examined to ascertain its structural condition. Bilges
should be sounded to verify the ship's watertight integrity.
11.2 During the voyage
1. The ship's heeling angle and rolling period should be checked, in a seaway, on
a regular basis.
2. Wedges, hammers and portable pump, if provided should be stored in an easily

accessible place; and
3. The Master or a responsible officer should ensure that it is safe to enter an en-
closed cargo space by:
1. ensuring that the space has been thoroughly ventilated by natural or me-
chanical means;
2. testing the atmosphere of the space at different levels for oxygen defi-
ciency and harmful vapour where suitable instruments are available; and
3. requiring self-contained breathing apparatus to be worn by all persons en-

tering the space where there is any doubt as to the adequacy of ventilation
or testing before entry.
12 LOADING OF STEELCOILS
12.1 Dimensions, Dunnage and Number of Coils
12.1.1 Coil Dimensions
The vessel is designed to carry:
• 2 - tiers of 25 tons each at 3 wooden dunnages
The minimum dimensions of the coils is:
• Length min. 1,200 mm
• Diameter min. 2,000 mm
12.1.2 Dunnage
For coils 1.2 m x 2.0 mØ the 3 wooden dunnage should be distributed as in the fig-
ure below:
Coils seen from above
Coils seen from side
Position of dunnage below coils and distances between coils.
In general the dunnage should be positioned with equal spacing beneath the coils
following the same principle as illustrated above.
12.1.3 Longitudinal Distance between Loaded Coils
Coils 1.2 m x 2.0 mØ should be stowed with a longitudinal distance of 240 mm be-
tween rows of coils.
In general the distance should be 20% of coil length, but not more than 300 mm.
12.1.4 Capacity for Steel Coil Loading
The number of coils 1.2 m x 2.0 mØ that can be loaded in the holds are as follows:
Hold 5 Hold 4 Hold 3 Hold 2 Hold 1

Upper tier 154 252 252 252 174
Lower tier 170 234 234 234 194
Total 324 486 486 486 368
Weight (@25 t) 8,100 t 12,150 t 12,150 t 12,150 t 9,200 t
Total weight 53,750 t
The loading of steel coils in cargo holds should never exceed the loads for the ap-
proved loading condition according to Sect. 3.3.
12.2 Coils of Other Dimensions
In case coils of other dimensions or weight are loaded, the number of dunnage etc.
should be carefully considered.
The table on the following page gives an indication of allowable weight and size of
coils that can be loaded in the holds in relation to no. of dunnage that should be
used and without damaging the structure.
Steel Coil Loading - Cargo Hold No. 1
Where the table indicates “NOT OK” steel coils of the given dimension and weight cannot be loaded, as the structure will be damaged.
2 wooden dunnage 3 wooden dunnage 4 wooden dunnage
Length of steel coil in metres Length of steel coil in metres Length of steel coil in metres
Total coil
1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00
weight*
30.0 OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK
NOT NOT NOT NOT

50.0 OK OK OK OK OK OK OK OK OK OK OK
OK OK OK OK
NOT NOT NOT NOT NOT NOT
55.0 OK OK OK OK OK OK OK OK OK
OK OK OK OK OK OK
*Total coil weight indicates the total weight of all coils in tiers. E.g. 30 ton total coil weight can consist of 2 tiers of 15 ton each or 3 tiers of
10 ton each etc.
Total coil
1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00
weight*
NOT
45.0 OK OK OK OK OK OK OK OK OK OK OK OK OK OK
OK
NOT NOT NOT NOT
OK OK OK OK
OK OK OK OK OK OK
10 ton each etc.
Total coil
1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00
weight*
NOT NOT NOT

50.0 OK OK OK OK OK OK OK OK OK OK OK OK
OK OK OK
OK OK OK OK OK OK
10 ton each etc.
Total coil
1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00
weight*
NOT NOT NOT

50.0 OK OK OK OK OK OK OK OK OK OK OK OK
OK OK OK
OK OK OK OK OK OK
10 ton each etc.
Total coil
1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00 1.00 1.20 2.00 2.50 3.00
weight*
NOT NOT NOT NOT

OK OK OK OK
OK OK OK OK OK OK
10 ton each etc.
12.3 Stowage Pattern for Steel Coils
The following illustrations and remarks all refer to coils of 1.2 m x 2.0 mØ.
All coils are to be stowed with the axis in the longitudinal direction of the vessel with
distance between rows as indicated in Sect. 12.1.3.
12.3.1 Transverse Stow
In the following illustrations transverse sections of the vessel show stowing of coils
in two tiers with timber for chocking and shoring between. Details on how to do this
is rendered in Sect. 12.6.
Stowage in cargo holds 2, 3 and 4
Stowage in cargo hold 1 (typical)

Stowage in cargo hold 5 (typical)
12.3.2 Plan View.
234 steel coils in lowest tier midships

194 steel coils in lowest tier hold no. 1

170 steel coils in lowest tier hold no. 5
12.4 Lashing Etc.
General advice on shoring and lashing of the coils is given in Sect. 12.5 below.
12.5 Loading and Unloading of Steel Coils
When loading or unloading steel coils the advice in Sect. 3 and 4 regarding longitu-
dinal and local strength should be closely followed in order not to damage the struc-
ture of the vessel.
Overleaf is shown an example loading sequence for coils where the vessel is loaded
to scantling draught.
12.5.1 Loading: Light ballast to full steel coil load

12.6 General Advice on Safe Stowage and Securing of Coiled Sheet Steel
12.6.1 General
1.1 This section deals only with coiled sheet steel stowed on the round. Vertical
stowage is not dealt with because this type of stowage does not create any
special securing problems.
12.6.2 Coils
2.1 Coils should be given bottom stow and, whenever possible, be stowed in
regular tiers from side to side of the ship.
2.2 Coils should be stowed on dunnage laid athwartships. Coils should be

stowed with their axes in the fore-and-aft direction. Each coil should be
stowed against its neighbour. Wedges should be used as stoppers when
necessary during loading and discharging to prevent shifting (figures 1 and
2).
2.3 The final coil in each row should normally rest on the two adjacent coils. The
mass of this coil will lock the other coils in the row.
2.4 If it is necessary to load a second tier over the first, then the coils should be
stowed in between the coils of the first tier (figure 2).
2.5 Any void space between coils in the topmost tier should be adequately se-
cured (figure 3).
Figure 1 - Principle of dunnaging and wedging coils

Figure 2 - Inserting of locking coils
Figure 3 - Shoring and chocking in voids between coils

12.6.3 Lashings
3.1 The objective is to form one large, immovable block of coils in the hold by
lashing them together. In general, strip coils in three end rows in the top tier
should be lashed. To prevent fore-and-aft shifting in the top tier of
bare-wound coils group-lashing should not be applied due to the fragile na-
ture of the coils; the end row of a top tier should be secured by dunnage and
wires, which are to be tightened from side to side, and by additional wires to
the bulkhead. When coils are fully loaded over the entire bottom space and
are well shored, no lashings are required except for locking coils (figures 4, 5,
and 6).
Figure 6 - Securing of end row in top tier against fore-and-aft shifting (view from top)
3.2 The lashings can be of a conventional type using wire, steel band or any
equivalent means.
3.3 Conventional lashings should consist of wires having sufficient tensile

strength. The first tier should be chocked. It should be possible to retighten
the lashings during the voyage (figures 5 and 6).
3.4 Wire lashings should be protected against damage from sharp edges.
3.5 If there are few coils, or a single coil only, they should be adequately secured
to the ship, by placing them in cradles, by wedging, or by shoring and then
lashing to prevent transverse and longitudinal movement.
3.6 Coils carried in containers, railway wagons and road vehicles should be
stowed in cradles or specially made beds and should be prevented from
moving by adequate securing.
13 SAFE STOWAGE AND SECURING OF METAL SCRAP IN BULK
13.1.1 Introduction
1.1 This section deals with the stowage of metal scrap which is difficult to stow
compactly because of its size, shape and mass, but does not apply to metal
scrap such as metal borings, shavings or turnings, the carriage of which is
addressed by the Code of Safe Practice for Solid Bulk Cargoes.
1.2 The hazards involved in transporting metal scrap include:
1. shifting of the stow which in turn can cause a list;
2. shifting of individual heavy pieces which can rupture the side plating be-
low the waterline and give rise to serious flooding;
3. excessive loading on tank tops or 'tween decks; and
4. violent rolling caused by excessive metacentric height.
13.1.2 Recommendations
2.1 When loading, care should be taken to ensure that the first loads are not
dropped from a height which could damage the tank tops.
2.2 If light and heavy scrap is to be stowed in the same cargo space, the heavy
scrap should be loaded first. Scrap should never be stowed on top of metal
turnings, or similar forms of waste metal.
2.3 Scrap should be compactly and evenly stowed with no voids or unsupported
faces of loosely held scrap.
2.4 Heavy pieces of scrap, which could cause damage to the side plating or end
bulkheads if they were to move, should be overstowed or secured by suitable
lashings. The use of shoring is unlikely to be effective because of the nature
of the scrap.
2.5 Care should be taken to avoid excessive loading on tank tops and decks.
DIAMOND 53- CARGO LOADING MANUAL
14 APPENDIX A: CALCULATION FOR LOADING SEQUENCES

15 APPENDIX B: EMPTY SHEETS FOR CALCULATION OF LOADING SE-

QUENCES
LOADING - UNLOADING SEQUENCE
Name Builder/Hull No. DnV ID

D53K CXS
CH 5 CH 4 CH 3 CH 2 CH 1
LOADING SEQUENCE :
APT BALLAST 5 4 3 2 1 FPT Port (specific or typical): Initial condition:

TANK NOS.
Total cargo to be loaded/disch. (t): Final Condition:

CH 5 CH 4 CH 3 CH 2 CH 1
Dock water density (t/m3): Max. Load./unload. rate (t/hr): Average Load./unload. rate (t/hr):
Number of loaders/dischargers: Max. ballasting rate (t/hr): Average ballasting rate (t/hr):
Volume of hold, Vh (m3) 13.272 13.347 13.348 13.347 12.438
Height of hold, h (m) 18,00 18,00 18,00 18,00 17,80 Note: At each pour, the allowable hull girder shear force and bending moment and applicable mass in hold limits are not to be exceeded.
Loading/discharging operations may have to be paused to allow for ballasting/deballasting in order to keep actual values within limits.
Hold loading at initial condition Ballast content at initial condition Initial Condition (Seagoing moments)
Cargo mass APT Ball. No. 5 Ball. No.4 Ball. No. 3 Ball. No. 2 Ball. No. 1 FPT d aft Trim d fwd Maximum
Density (t/m3) wing tanks (m) (m) (m) S.F. (%) B.M. (%)
Grade DB or peak tank
Total amount of cargo at beginning of operations: t Total amount of water ballast at beginning of operations: t
CARGO OPERATIONS BALLAST OPERATIONS Condition after each operation (harbour moments)
Hold Hold Hold Hold Hold Ballast tank Ballast tank Ballast tank Ballast tank Ballast tank d aft Trim d fwd Maximum
Pour No. / Grade 5 4 3 2 1 APT No. 5 No. 4 No. 3 No. 2 No. 1 FPT (m) (m) (m) S.F. (%) B.M. (%)
wing tanks
1
DB or peak tank
wing tanks
2
DB or peak tank
wing tanks
3
DB or peak tank
wing tanks
4
DB or peak tank
wing tanks
5
DB or peak tank
wing tanks
6
DB or peak tank
wing tanks
7
DB or peak tank
wing tanks
8
DB or peak tank
wing tanks
9
DB or peak tank
Total cargo/hold (t): Total wing tanks
All holds on board: (t) Total DB or peak tank
Remaining cargo to be loaded/discharged: (t) Calc. values at end of operations (seagoing moments)
d aft Trim d fwd Maximum
Total amount of cargo at end of operations: t Total amount of water ballast at end of operations: t (m) (m) (m) S.F. (%) B.M. (%)
NOTES: Approval Draft mark readings for control

d aft d fwd
Approved by: Place: Date: (m) (m)
16 APPENDIX C: LOADING SEQUENCES FOR SPECIFIC PORTS

17 APPENDIX D: MAINTENANCE OF CARGO SECURING EQUIPMENT

LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT PAGE:
Securing De- Insp./Maint.

Date Test Result Comment Sign.
vice carried out

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CARGO LOADING AND

DIAMOND 53 – HANDYMAX BULK CARRIER

M/S SPAR SCORPIO

THIS MANUAL IS DIVIDED INTO THE FOLLOWING MAIN PARTS:

GENERAL AND VESSEL PARTICULARS

CARGO SECURING MANUAL

1.1 Owners preamble / general introduction

2.1 Ship Data

3.1 Max. Uniform Distributed Loads

4 LOADING RESTRICTIONS AND LIMITATIONS

4.1 General Remarks

5 THE VESSEL’S BALLAST SYSTEM

5.1 Capacity and Location of Ballast Pumps etc.

8 LOADING AND UNLOADING OF THE VESSEL – BULK CARGOES

8.1 Loading Patterns

8.6 Cargo Hold Washing

9 LOADING AND UNLOADING OF THE VESSEL - CARGOES OTHER THAN

9.1 General Information

11 UNDER DECK STOWAGE OF LOGS

11.1 General Guidelines for the Under-Deck Stowage of Logs

12.1 Dimensions, Dunnage and Number of Coils

13 SAFE STOWAGE AND SECURING OF METAL SCRAP IN BULK

14 APPENDIX A: CALCULATION FOR LOADING SEQUENCES

15 APPENDIX B: EMPTY SHEETS FOR CALCULATION OF LOADING

16 APPENDIX C: LOADING SEQUENCES FOR SPECIFIC PORTS

17 APPENDIX D: MAINTENANCE OF CARGO SECURING EQUIPMENT

Revision Revision Summary Date

r:\projects\glo\40\40358000\06_output\pos. g - delivery documentation\4210 - SPAR SCORPIO\cargo loading\057_03_CXS4210.doc

1.1 Owners preamble / general introduction

Light ship: M/S “SPAR LYRA” M/S “SPAR SCORPIO”

• International Convention for the Safety of Life at Sea,1974 (SOLAS), Consoli-

• IACS URS1A: Additional Requirements for Loading Conditions, Loading Manu-

• IACS URS25: Harmonised Notations And Corresponding Design Loading Condi-

• Code of Safe Practice for Ships carrying Timber Deck Cargoes,

• IMO/MSC/Circular 745 (13 June 1996),

• Rules of Det Norske Veritas (DNV) as applicable.

1.4 Approval of and Amendments to this Manual

Cargo securing equipment is only to be renewed by certified equipment. Material

If project cargoes are to be carried onboard, the manual is to be updated according

1.5 Usage of this Manual

• General and Vessel Particulars (Sect. 1-2)

Additional information and documentation can be found in the documents mentioned

2.1 Ship Data

Name of Ship M/S SPAR SCORPIO

DNV ID no. D25303

IMO Number 9307578

Call Sign LAFN6 Official No.: -

Builder ChengXi Shipyard

Hull No. CX4209, keel lying date: 2006.05.29

Type of Ship Handymax Bulk Carrier

Length B.P.* 183.05 m (CL rudderstock to FP)

Breadth Moulded 32.26 m

Depth Moulded 17.50 m

Maximum Draft 12.54 m

Tonnage (international) Gross 32474 t Net 17790 t

Deadweight 53,565 t at 12.54 m draught

Design Speed (knots) 14.0 kn