Grain Cargoes

Grains includes wheat, rye, maize, rice, oats, barley , pulses, seeds and their processed forms whose
behaviour is similar to that of grain in its natural state
The loading and carriage of grain cargoes is governed by the International Convention on Safety of Life
at Sea (SOLAS), Chapter VI, Part C, supplemented by the International Code for the Safe Carriage of
Grain in Bulk (International Grain Code, 1991).
The carriage of grain is associated with two main hazards
1. Settling and
2. Shifting
There are other minor hazards associated with grain such as contamination, dust explosion, fire, rotting
due to ingress of water and consequent depletion of oxygen or evolution of toxic vapours.

Hazard of shifting
A compartment may be full when the cargo is loaded but, due to ship's vibration and other
movements, the grain settles by about 2 % of its volume leaving space at the top of the cargo. This
space allows cargo to move from side to side in conjunction with the rolling and pitching of the vessel.

As the cargo shifts the vessel lists to one side. The shifting of grain is the greatest hazard involved in the
carriage of grain and all regulations contained in the International code for the safe carriage of grain in
bulk are directed towards limiting this shift of grain to within acceptable limits

Grain has a low angle of repose (15 – 18 deg depending on the type of grain) and this results in its
shifting very easily. As soon as the angle between the grain surface and the horizontal exceeds the
angle of repose, the grain will shift.

As shown in fig. next

The heel is the result of heeling moment = w x d

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 Where ‘w’ - Weight of cargo shifted

‘d’ - dist by which it shifts

These heeling moments in all holds add up, as cargo in all holds will shift to same side.

Total heeling moments w x d = W x GG1

Where W = displacement and

GG1 = shift in ship’s CG or heeling arm

When the ship heels it is the result of all the heeling moments put together

Tan ϴ = GG1 = w x d Where ϴ is the angle of heel

GM W x GM
It can be seen that the angle of heel is directly proportional to the heeling arm or heeling moments
and inversely proportional to the metacentric height . If the heeling moments are more, the heel will
be more but if the GM is more the heel will be less

Allowable heeling moments

The ship is allowed a certain amount of heeling moments known as Permissible or Allowable heeling
moments based on her displacement and KG. As long as the heeling moments are less than the
Allowable heeling moments, the ship will suffer a heel and loss of stability within allowable limits. The
total heeling moments are not to exceed the allowable heeling moments.
Thus the heeling moments for the ship are to be kept as small as possible
This is done by
1. Having maximum number of holds Completely filled with grain
2. Restraining or securing the grain surface to prevent shifting

Planning of Loading
1. Calculate maximum quantity that can be loaded taking into account the ship’s dead weight, the load
line zones she will pass through, the weights on board, draft limitations etc.

2. Distribute this cargo into the holds so as to have the maximum no of filled holds considering reqd
draft, trim, stresses etc

3. From SF get the volume / depth of cargo in each hold

4. From heeling moment diagrams in grain loading booklet find out the Vol Heeling Moments for each
hold.

5. Multiply the VHM by appropriate factor to compensate for vertical shift of G

6. Divide the corrected VHM by SF to obtain Weight Heeling Moments. Add up all the heeling moments
for each hold to obtain Total H moments

7. Compare the total with Allowable from Grain stability booklet.

If Total heeling moments ˃ Allowable heeling go back to step-2

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 If total heeling moments ˂ Allowable heeling proceed further to stability calculations.

The International Grain Code was written at a time when grain was predominantly carried onboard
general cargo vessels, employing methods including saucering, bundling and strapping. However,
modern bulk carriers are designed and constructed taking the problems of carrying grain into
consideration. The BLU Code refers to loading and discharging operations and develops an
understanding of procedures.

Grain Loading Booklet

Above calculations would not be possible without the VHM being provided to the ship. All this
information must be provided by the shipyard and should include :

A) Curves or tables of volumes, vertical centres of volumes and assumed volumetric heeling moments
for every compartment.

B) Curves or tables of maximum permissible heeling moments i.e allowable heeling moments for
varying displacements and Varying KG’s of the ship.

C) Details of scantlings of temporary fittings provided to meet the stability requirements.

D) A worked example for the guidance

E) Typical loaded arrival & departure conditions using SF 1.25, 1.50, 1.75 m3/t

F) Additionally the normal stability information should be provided which includes

a) Ship’s particulars

b) Light ship weight & KG

c) Tables of liquid free surface corrections

d) Capacities & CG’s of all compts

e) Curves/tables of angle of flooding where less than 40°, at all permissible displacments.

f) Hydrostatic properties for the range of operating drafts

g) Cross curves of stability which are sufficient to plot the GZ curve and which include curves at 12° &
40

Grain Heeling Moments

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Document of Authorization
SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a cargo ship
carrying grain must hold a Document of Authorization as required by the International Grain Code,

The Document of Authorisation certifies that a ship is capable of loading grain in accordance with the
requirements of the International Grain Code.

A document of authorization shall be issued for every ship loaded in accordance with the regulations of
this Code either by the Administration or an organization recognized by it or by a Contracting
Government on behalf of the Administration. It shall be accepted as evidence that the ship is capable
of complying with the requirements of these regulations.

The document shall accompany or be incorporated into the grain loading manual provided to enable
the master to meet the requirements mentioned in para A 7 of Grain code.

A ship without a Document of Authorization must not load grain until the master satisfies the flag State
Administration, or the SOLAS Contracting Government of the port of loading on behalf of the
Administration, that the ship will comply with the requirements of the International Grain Code in its
proposed loaded condition (regulation 9.2).

Application
The International Code for the Safe Carriage of Grain in Bulk is commonly called the “International
Grain Code” was adopted by the IMO Maritime Safety Committee by resolution MSC.23(59). It applies
to ships regardless of size, including those of less than 500grt, engaged in the carriage of grain in bulk,
to which part C of chapter VI of the 1974 SOLAS Convention, as amended, applies (A 1.1).

Effective 1 January 1994

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Terminology Used in the Carriage of Grain in Bulk Carrier
Type of compartments
A filled compartment, trimmed, is one in which the grain, after loading , is trimmed so as to fill all
spaces under the decks and hatch covers to the maximum extent possible, so that the grain is at its
highest possible level. Thus even after trimming there will still be void spaces under the deck and hatch
covers, although small, and there will still be heeling moments for these compartments although small.

The term filled compartment, untrimmed, refers to a cargo space which is filled to the maximum
extent possible in way of the hatch opening but outside the periphery of the hatch opening the grain
will be at its natural angle of repose .

The grain surface in all compartments must be trimmed except in following cases:-

a) The compartment is provided with feeder ducts, perforated decks or other similar means or

b) The compartment is specially suitable.

In any case the heeling moments used must be for filled compartments untrimmed

Specially suitable compartment

Is one which has at least two, vertical or sloping, longitudinal, grain tight bulkheads, coincident with the
hatch side girder or so positioned as to limit the transverse shift of grain, If sloping, the division shall be
inclined at greater than 30 deg to the horizontal. Specially suitable ships include bulk carriers with wing
tanks forming self trimming hatches or OBOs / tankers with longitudinal divisions.

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 The term partly filled compartment refers to any cargo space wherein the bulk grain is at any level but
is not filled whether trimmed or untrimmed.

Hold preparation for grain loading

The cleaning and preparation of holds and decks for the carriage of grain must be similar to hold
cleaning for bulk cargoes with much more stringent cleanliness standards because food grains are
supposed to be consumed by humans .

No foul smell must remain in the holds and the bilges must be very dry .

Hold ventilation must be functional and hatch cover water tightness must be good.

Also a thorough check for insect or rodent infestation should be made .

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Carriage of grain safe procedure

One of the most difficult and dangerous cargoes to carry in bulk are grain cargoes. Most grains have an
angle of repose (slip angle) of about 20° from the horizontal, which means that if the ship rolls more
than 20° the cargo will shift. When this happens the ship will develop a large list, lying on her side and
still rolling will obviously cause a greater shift of cargo which in turn will capsize the vessel. Most
authorities therefore request that the master proves that his ship is capable of remaining stable even if
the grain cargo shifts. This is done by the compiling of the Grain Loading Form which fully outlines the
ships stability at the worse condition on passage. Because grain cargoes are liable to shift, heavy
emphasis is placed on the stability of ships that carry them.

1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

a) Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck and hatch
covers are filled to the fullest extent possible.

b) Filled compartment, untrimmed the cargo should be trimmed within the hatchway but may be left
at its natural angle of repose on the surrounding area of the hatchway. The same can be applied for a
filled compartment, trimmed if:

2. If the cargo is stowed only in the lower compartment, the lower compartment hatch covers should
be secured in the approved manner.

3. If the cargo is stowed in the upper compartment above a tween deck whose covers are not grain-
tight, the covers should be made grain-tight using sealing tape, tarpaulins or separation cloths

4. In partly filled compartments, the surface of bulk grain should be secured by over-stowing except in
cases where heeling moments due to grain shift have been calculated and taken into consideration for
stability of the vessel.

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 5. Longitudinal divisions may be fitted to reduce heeling moments due to shift of grain in filled
compartments, trimmed, filled compartments, untrimmed and partly filled compartments, provided
that each division:

a. Is made grain-tight.
b. Is constructed according to the Grain Code standards
c. Extends from deck to deck in tweendecks.
d. Extends downwards from the underside of the hatch covers.

6. The Master shall ensure that the ship:

a. Before loading, can comply with intact stability criteria at all stages of the voyage.
b. Is upright before proceeding to sea.
c. Has all the paperwork completed and onboard.

Fumigation requirement
Charterers and shippers may require the cargo to be fumigated. If this is to be done during the voyage
or before or after loading, full and clear instructions should be received from the charterers and
shippers. These instructions should refer to product data sheets and the correct procedures and safety
advice, application dangers, method of handling, and requirements for personal protective equipment
and monitoring equipment. Refer to IMO Recommendations on the Safe Use of Pesticides on Ships.
Always carry out a risk assessment.

A qualified fumigator should be engaged by the charterers when fumigation is to be done in port.
All spaces should be padlocked and sealed to prevent anyone from entering the space. No-one
should enter a
space that has been fumigated until after it has been thoroughly ventilated. It is recommended that an
expert
chemist declares whether the space is safe to enter. If the cargo requires ventilation after fumigation,
advice
should be sought from fumigation experts in respect to crew safety.

Fuel oil tanks precautions

masters and officers must be aware of the location of the heated fuel oil tanks
masters and officers should monitor the tank top temperature above the fuel oil tanks as this can affect
the integrity of certain cargoes – particularly grain cargoes
fuel oil temperatures can be monitored on the fuel oil transfer pumps
masters and chief engineers should manage the fuel oil onboard to reduce heat damage to cargoes
loaded in holds above heated fuel oil tanks heat only fuel oil tanks in use

Stability Criteria for Grain Cargo

1. The angle of heel due to an assumed shift of grain shall not be greater than 12˚
or in the case of ships constructed on or after 1 January 1994 the angle at which the deck edge is
immersed, whichever is the lesser;

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 2. In the statical stability diagram ‘the net or residual area between the heeling arm curve and the
righting arm curve up to the angle of heel of maximum difference between the ordinates of the two
curves, or 40˚ or the angle of flooding (θ), whichever is the least, shall in all conditions of loading be not
less than 0.075 metre-radians; and
3. the initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be
not less than 0.30 m.
Before loading bulk grain the master shall, if so required by the Contracting Government of the country
of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the
stability criteria required by this section.

After loading, the master shall ensure that the ship is upright before proceeding to sea

Stability requirements for a ship without DOA

Ships without DOA are most likely those not having Grain loading Booklet and heeling moment
information. In such cases

1. The weight of grain loaded cannot exceed 1/3rd deadweight. (This rule does not apply to ships built
before 25 May 1980-Existing ships which can load grain without any limitation on weight but must
comply with other requirements.

2. All grain surfaces in filled compartments must be restrained by a centre line division extending for
the full length of the compartment from the underside of the deck or hatch covers to a distance below
the deck line of at least 1/8th of the maximum breadth of the compt or 2.4 m which ever is greater.
Alternately saucering or bundling may be used, except for linseed or other seeds having similar
properties. Alternately saucering or bundling may be used, except for linseed or other seeds having
similar properties.

3. All free grain surfaces in partly filled compartments must be trimmed level and secured by over
stowing, strapping, or lashing or by wire mesh.

4. All hatch covers of tween decks must be in place & battened

5. Throughout the voyage the GM fluid should be 0.3m or that given by the formula , which ever is
greater

GM = L x B x Vd (0.25B – 0.645√(Vd x B)
SF x W x 0.0875

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 L = Total combined length of all full compts.

B = Moulded breadth of vessel

Vd = Calculated average void depth

W = Displacement

6. The Master should demonstrate that the ship complies with these requirements prior to loading.

Grain lashing methods

Shifting Board (F+P)
b) Over stowing (F+P)
c) Strapping and Lashing (F+P)
d) Bundling (F)
e) Saucering (F)
f) Feeders (F)
g) Securing with wire mesh (F+P)
(F‐filled, P‐partly filled)

Shifting Board

Longitudinal divisions (called shifting board), which must be grain tight may be fitted in both "filled”
and "partly filled compartments” to reduce the adverse heeling effect of a grain shift.
In "filled compartments, they must extend downwards from the underside of the deck or hatch covers,
to a distance below the deck line of at least one‐eighth the breadth of the compartment, or at least
0.6m below the surface of the grain after it has been assumed to shift through an angle of 15 deg

In a "partly filled compartment', the division, should extend both above and below the level of grain, to
a distance of one‐eighth the breadth of the compartment.

The division should be grain tight and its strength should meet the requirements given in part A-11, 12,
& 13 of the code. Ships that are suited for this method of securing may have vertical brackets inside the
hatch coaming and F & A transverse b’hds and lashing eyes/material to support the division.

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 Overstowing

For a partly filled compartments –topped off by loading bagged grain or other suitable cargo,
Surface to level off over and spread with separation cloth (gunny sack) or wooden boards

Overstowed with sound well filled bags to a height of 1/16th the maximum breadth of the free grain
surface, or to a height of 1.2 m whichever is greater

Saucering
For reducing heeling moment a saucer may be used in place of longitudinal division in way of hatch
opening only in a Filled Trimmed Compartment. But not for linseed or other seeds having similar
properties.
The top (mouth) of the saucer is formed by the under deck structure in the way of the hatchway, i.e,
hatch side girders or coaming
The saucer and hatchway above is completely filled with bagged grain or other suitable cargo laid
down on the separation cloth and stowed tightly against adjacent structures and the hatch beams

The depth of the saucer from bottom of saucer to the deck line shall be
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 For ship having moulded breath of upto 9.1 m not less than 1.2 m and moulded breath of 18.3m or
more not less than 1.8m. For ships with intermittent breath depth by interpolation.

Bundling

filled compartment", shifting prevented by bundling the grain cargo.

A bundle of similar bulk cargo is made by lining a saucer with tarpaulin or similar materials with
suitable means of securing. Athwartship lashings to be placed inside the saucer formed in the bulk
grain at interval not more than 2.4metres.
Dunnage of not less than 24mm x 150 to 300mm to be placed fore and aft over these lashings to
prevent the cutting or chafing of the material which is placed thereon to line the saucer. The saucer is
filled with bulk grain and secured at the top.
Further dunnage to be laid on top after lapping the material before the saucer is secured by setting
up the lashings. If more than one sheet of tarpaulin is used to line the saucer, they shall be joined at
the bottom either by sewing or double lap.
The top of the saucer should be made level with the bottom of the beams when these are in place
and suitable general cargo or bulk grain may be placed between the beams on top of the saucer.

Strapping & Lashing

When, in order to eliminate heeling moments in partly filled compartments, strapping or lashing is
utilized, the securing shall be accomplished as follows:
• The grain shall be trimmed and levelled to the extent that it is very slightly crowned and covered
with burlap separation cloths, tarpaulins or the equivalent.
• The separation cloths and/or tarpaulins shall overlap by at least 1.8 m.
Two solid floors of 25mm x 150mm to 300mm lumber to be laid athwartship‐first tier and F&A‐2nd tier.
Lashed with double steel strapping, wires with ends at a point approx 450mm below the final grain
surface. Lashings should not be placed more than 2.4m apart. Steel wire rope (19 mm diameter or
equivalent), double steel strapping (50 mm x 1.3 mm and having a breaking load of at least 49 kN), or
chain of equivalent strength, each of which shall be set tightly by means of a 32 mm turnbuckle, may
be used for lashings. Prior to the completion of loading the lashing shall be positively attached to the
framing at a point approximately 450 mm below the anticipated final grain surface by means of either a
25 mm shackle or beam clamp of equivalent strength. The lashings shall be spaced not more than 2.4 m
apart and each shall be supported by a bearer nailed over the top of the fore and aft floor. This bearer
shall consist of lumber of not less than 25 mm x 150 mm or its equivalent and shall extend the full
breadth of the compartment.

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 During the voyage the strapping shall be regularly inspected and set up where necessary.

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 Securing by wire mesh
1. Grain slightly crowned along F & A center line of cargo hold

2. One layer of burlap or canvas/tarpaulin (sections overlapped 1.8 m)

3. Two layers of wire reinforcement mesh

4. 50mm x 150mm wide lumber bearers against frames or shell to distribute the downward thrust of wire
rope lashings at the sides

5. Two layers of 25 mm x 150 mm lumber bearers directly beneath the wire rope lashings.

6. Steel wire rope lashings 19 mm dia, spaced 2.4 m maximum and attached to framing 450 mm below

7. First & Last transverse lashing to be close to fwd & to aft bhds.

8. 32 mm turn buckle to tension lashing

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