Bulk Carrier – BLOCK LOADING

(1) Every ship loading solid bulk cargoes other than grain shall comply with the general
requirements of the IMSBC code and the particular requirement or precaution specified in
appendix A, B and C of that code.
(2) Bulk cargoes shall be loaded and trimmed reasonably level, as necessary, to the
boundaries of the cargo space as to minimize the risk of shifting and to maintain adequate
stability throughout the voyage.
(3) Concentrates or other cargoes which may liquefy shall only be accepted for loading
when the actual moisture content of the cargo is less than its transportable moisture
limit;
Provided that such concentrates and other cargoes may be accepted for loading even
when their moisture content exceeds the above limit, where the safety arrangements
including adequate stability in case of an assumed shift of cargo and adequate structural
integrity are to the satisfaction of the Port Administration.
When bulk carriers are designed a maximum tonnage is assumed for each hold and the
ship is then built with sufficient strength to carry the intended voyage. A ship’s loading
plan should never propose the loading of a tonnage which exceeds the maximum
permitted tonnage.
The distribution of cargo along the ship’s length has a direct influence on both the local
bending & shearing of the hull girder and on the stresses in the localised hull structure.
A) Homogenous Hold Loading Condition:-

Cargo is distributed homogenously in all holds. Loading of this type is adapted for
all types of cargoes, but in particular for carriage of low density cargoes such as
coal and grain. Heavy density cargo such as iron ore may also be carried in same
fashion.
B) Alternate Hold Loading:-

Cargo is distributed in Alternate Holds used for loading high density cargo and is
commonly employed in large Bulk Carriers. Such type of cargo distribution helps to
keep Gm of vessel small and reduce adverse rolling period of stiff ships. Weight
carried in each hold is approximately twice of that maximum permissible load in a
single hold in a homogenous load distribution. The structure of the ship is specially
designed and reinforced to withstand stresses. Holds which remain empty are not
reinforced. Ships which are not approved for alternate holding must never do this.
C) Block Hold Loading:-

In Block loading the weight of cargo to be carried should cater to ship’s sailing
draught and capability of the structure.
The quantity of cargo which can be carried in blocks is much less than the sum of
full cargo capacity of individual hold at the max. draught condition.
Part loaded or Block loading conditions should only be adopted in either of the
following Conditions:-
Such loading distribution is described in ship’s loading manual specifying the holds
designated for block loading.
The ship’s structure in the way of cargo holds is transverse cross decks, double
bottom structures & transverse watertight bulkhead in the way of cargo hold are
adequately reinforced.
The ship is provided with approved loading criteria that define the maximum cargo
weight limits as function of mean draught for each hold & block of holds and
ensure that sea-going SWSF and SWBM are within the permissible limits.
Planned hold loadings should never exceed the hold loading criteria given in the
approved loading manual.
The max. permissible tonnage for each hold is calculated on the assumption that
the cargo will be trimmed reasonably level to the boundaries of the spaces and the
double bottom cross deck structures are designed based upon trimmed cargo
distributed symmetrically in hold space.
The maximum tonnage which can be placed in a hold with safety may be
considerably reduced when the ship is being block loaded, where the total max
permissible load in the two adjacent holds should not exceed 1.25x maximum
corresponding alternate hold load with D.B. Tanks empty.
The loading criteria is specified in the loading manual defines the max permissible
cargo on each hold & block hold loading to be a function of non-permissible draft
at mid-length of the hold for each condition of loading. According to IMSBC code
any cargo with a SF of 0.56 m3/t or less is defined as high density cargo & specifies
structural strength arrangements for Cargo Hold, designed to carry such cargoes.
Maximum cargo loaded (in tonnes) in a hold = 0.9 × L × B × D
Where L = Length (in metres) of cargo hold
B = Breadth (in metres) of cargo hold
D = Summer load draught (in metres).
If the cargo is untrimmed or partially trimmed, then:
Maximum height of cargo pile = 1.1 × D × Stowage Factor (Where Stowage Factor is
given in m3/t)
If the cargo is trimmed level, then 20% more cargo may be loaded (as calculated in
[i] above) in the lower hold.
The cargo officer should calculate the maximum permissible tonnage for each
cargo hold. This is found in the ship’s stability book, but can be calculated by the
formula:
Max. Permissible Tonnage = Total Area of Tanktop (m2) × Allowed Load (i.e.,
Tanktop Strength in Tonnes per m2).
(Note: the above formula may only be used for homogeneous bulk cargoes and not
cargoes such as steel coils.)