Exceeding the permissible limits specified in the ship’s approved loading manual will lead to

overstressing of the ship’s structure may result catastrophic failure of the hull structure. The amount
and type of cargo to be transported and intended voyage will dictate the proposed departure cargo
and/or ballast stowage plan. "On deck" simply means an uncovered space and includes deck houses
having doors which can be continuously open. Deck houses and mast houses may be considered suitable
for either on or under deck stowage, depending on their structure and closing arrangements. Bills of
lading for cargo carried on deck must be clause accordingly and suitable provision made for the securing
of the cargo. It is prudent for the Master to check the bill of lading to establish under which cargo
convention the goods are being carried. Goods often carried on deck include: Dangerous Goods for
which on deck stowage is prescribed in the IMDG Code; heavy logs, sleepers, props, sawn timber
exceeding that which can be stowed under deck as per charter-party ; long structural steel and other
forms of steel, heavy bridge girders or sections, pipes; heavy unpacked machinery and vehicles, boilers
and pontoons; crated machinery; small vessels; etc.

When planning a deck cargo some point needs to be considered: the weight of individual pieces
and the total weight of the cargo, its location and distribution on the deck; the strength of the deck by
reference to the point loading or maximum permissible weight expressed in tonnes per square metre
from the ship's plans and consequent consideration of the necessity for any under deck shoring; the
stability of the ship at the time of loading or discharging a particular heavy lift. While deck cargo is
usually carried at shipper's risk, liability for loss or damage may rest with the ship in certain
circumstances, e.g. if due diligence and practical measures are not observed in securing and preserving
the cargo or the stowage is negligent or improper, such as by over stowing weak packages with heavier
goods. Proper loading and unloading operations follow steps for a safe operation of bulk carriers
dependent on not exceeding allowable stresses in the cycle of loading, discharging, ballasting, and de-
ballasting. To prepare the vessel for cargo stowage and a safe planning, the loading and unloading
sequences and the other operational matters should be informed well in advance. The ship terminal
should provide the ship with the following: Prior to loading bulk cargo, the shipper should declare
characteristics and density of the cargo, stowage factor, angle of repose, amounts and special
properties; Cargo availability and any special requirements for the sequencing of cargo operations;
Characteristics of the loading or unloading equipment including number of loaders and unloaders to be
used, their ranges of movement, and the terminal’s nominal and maximum loading and unloading rates,
where applicable ; Maximum depth of water alongside the berth and in the fairway channels; Water
density at the berth; Air draught restrictions at the berth; Maximum sailing draught and minimum
draught for safe manoeuvring permitted by the port authority; The amount of cargo remaining on the
conveyor belt which will be loaded onboard the ship after a cargo stoppage signal has been given by the
ship; Terminal requirements/procedures for shifting ship Local port restrictions, for example, bunkering
and deballasting requirements etc; Cargo trimming is a mandatory requirement for some cargoes,
especially where there is risk of cargo shifting or where liquefaction could take place. Safety precautions
should be followed by the authority. Handling this cargoes are risky, precautions and proper ways of
loading and unloading/stowing this deck cargoes are highly important.