A

ION FOR

IN
NG
Copta n information
and to1n1n nts on:
U.S. Coa t Guard
Regulation for Carriage of
G rain in Bulk

l.M.O. Regulatio n s
(International Code for
the Safe Carriage of
Grain in Bulk)

Recommendations of
National Cargo Bureau, Inc.
 2013 Revision
NATIONAL CARGO BUREAU, INC.

GENERAL INFORMATION
FOR
GRAIN LOADING

NATIONAL
~CARGO
~BUREAU
••NC.
• 17 Battery Place • Suite 1232
New York, NY 10004

Na1io11al Cargo Bureau. Inc .. 1994. Rev. 2013

 Ill
a Tronspof10fion
US.Departmeot
~States
Coast Guard
u~·
S Cout Guard
2100 Second Strffl SW
Wash- DC 20593-0001
Statt S~n-Col
Phone

The 1994 Edition of the "General Information for Grain

Loading," prepared and distributed by National Cargo Bureau,
Inc., provides guidance for shipowners, operators, agents, ship
masters, and other seagoing personnel for compliance with the
national and international regulations relative to the stowage
and carriage of bulk grai n.
'!'he 1994 Edition is totally· revised and supersedes all
previous editions. It includes information on the International
Code !or the Safe Carriage of Grain in Bulk which was implemented
by the International Maritime Organization (IMO) on January l,
1994. These regulations are the culmination of 24 years of
research, experimentation, and development by members of the IMO
Sub-Committee on Containers and Cargoes.
This booklet is intended to facilitate the loading of bulk
grain at U.S . ports by providing information on the pertinent
regulations as well as general information on grain data,
stability calculations, and stowage arrangements.
Subject to the conditions set forth in the Navigation and
Vessel Inspection Circular, "Requi r ements for vessels Carrying
Bulk Grain Cargo," which is included herewith, the U.S. Coast
Guard endorses this publication.

Id/~-: a/
W. KIME
Admi , U.S. Coast Guard
Commandant
 CONTENTS Strapping or Lt\hing 34
l'.11•• l Securing with Wire Me\h 35
Preface Temporary Longitudinal Dh i'ion-. 36
i\ational C~1rgo Bureau Inc. - Headquarler'> and Regional Office-; .! General Information on Grain Loading 40 - 105
Na tional C argo Bureau Inc. - Dircclor) of Ollices Acceptance of Vc,,eb to Load Bulk Grain at United State> Pmt\ 40
')
Services Performed by National Cargo Uureau Inc. Pn.:parin g a Ship for Loading Grain 42
USCG Navigalion & Vessel lnspeclion Circular No. 5-94 7 Precautions While Loading a Grain Cargo 43
General Information on lhe International Grain Rules I cl w Carriage of Bulk Grain in Tankers 46
Foreword J'l Stability Tenth and Symbol-, 47
International Maritime Organi1ation J'l Trim Terms and Symboh 48
Prindph.: of the IMO Grain Ruic' l'i Form\ for Stability Calculation' 49
Limitation' of the IMO Grain Ruic'

llislory
15
15
18
• Preparation of Grain Stability Calculation'

Con,truc ting and Mea\uring a Statical Stability Diagram

49
52
Information on Rec1uirements llluslrations of M et hod~ of Securing 58
Application 18 Calc ul ation of Average Void Depth (Yd ) 61
Dclinition of Grain 18 Calculation in accordance with A 9 64
Lcvclingffrimming 18 Examples of Loading Condition\ 65
Volumetric Heeling Moment' 22 Standard Bu~hel Weight-, 102
Stowage Factor 2.~
Approximate Tc~t Wcighh of the Principal Grain~ Loaded at
U!'itcd States Po1h 103
Stability Requiremen t' 2·1
Product~ Regulated a~ Grain '\ 103
Angle of Flooding 25
26 Grain Stowage Factor~ 104
Maximum Allowab le Heeling Moment\
27 Conversion Table for Grain Stowage Factor~ 105
Grain Loading Booklet
Metric Convcr,ion\ Table 106
Document of Authoritation 27
18 l h cful Conver-,ion\ Table 107
A Ship without a Document of Authori1ation
)I) l rc'h Water Allowance 'I ahlc' 108
Additional Grain Stowage Requirement\

'1 i\ppnnimate Di,tance' (l\autical Mile~) I JO

Other Method~ of Achieving Compliance

Ballasting II

Overstowi ng II
p
Saucer~

Bundling of Bulk Grain II

•
 PREFACE
' I hi' h<x>klct contains a compilation of information about the International Grain
Ruic,, the regulation' of the U.S. Coa\t Guard which apply to the ca11iagc of hulk grain.
1cl·o111mcndat ions. ~u ggestions. and other information relati ng lo loading bulk grain
aboa rd ve ... seb and i' intended a\ a handy reference for ship Masters. deck officers.
\lll\Cyor!'. and other 1111.:mhcrs of the maritime indu\try.

Thi' hooklet ha\ hccn prepared from information ohtained from \ource\ helie\cd to
he 1diable and accurate. National Cargo Bureau doc' not guarantee it' accuracy and
co111plctcness and doe' not assume any re\ponsibi lity or liahility for damage which may
;11 i'e from the use of thi s booklet.
 NATIONAL CARGO BUREAU, INC. NATIONAL CARGO BUREAU, INC.
DIRECTORY OF OFFICES
- organ11a11on
National Cargo Bureau wa'> incorporated a' a 11011-prolll . tn \.I.t\ 1•>"i'
and hegan ii'- actu; l operation on November 19. 1952. The Bureau wa'. c.1~atcd to 1cmk1 ATLANTIC PORTS Albany. NY (covered by Newark)
a,,i,tancc to the United States Coast Guard in discharging it~ _respo11'1hil1tll' ' um1L·1 llw Baltimore. MD
1948 Internat ional Conven tion for Safety or Li fe at Sea* and lor ot her pu1po'c' ch>wly Bos1on. MA (contact Newark)
related thereto. Bridgcpor1. C'T (covered by Newar(..)
Brun\wick. GA (covered by Savannah)
By a .. ~ignment :ind under the authority or the United State\ Coa'>t (i.uaid. lhl' Charle ... ton. SC
ceriifo:ate'> i'>\ued by ational Cargo Bureau. Inc. may be accepted a' p11111a lal' tl' Fernandina. 1-L (cmered by Sa\'annah)
evidcnce of compliance ,, ith the provi.,ion\ of the Dangerous Cargo Act and the Ruh:' Georgetown. SC (covered by CharJc,ton)
and Regulation' for Bulk Grain Cargo. Jack'<onvilh:. FL (covered by Savannah)
Kings Bay. GA (i.:overed by Savannah)
National Cargo Bureau. Inc. is a contin uation and amplification 01~ a brrn~de r ba'>e o l Mi am i. FL (contact Newark )
the i n.,pection service<., formerly performed by The Board ot Underwn tcr-; ol New Y ot ~ Morehead City. NC (contact Newar(..)
and The Board of Marine Underwriters of San i:rancisco and now operate., on a New Haven. CT (cm·ered by Newark)
nationwide ba,is. New Lo.ndon. CT (covered by 'ewark)
Newark. NJ/New York. 1 Y
* Suhuquentlr .111per.1cded. :.11ccenin'(1. h1· tl1e 1960 and 197.J Sc1/£•t,r of Lili at orfolk. VA
Sea Co111·e11tio111 Philadelphia. PA (contact Newar(..)
Port Canaveral. FL (covered by Tampa)
HEADQUARTERS 17 Battery Place Port Eve rg lades. PL (contact Newark)
Suile 1232 Port Royal. SC (covered by Savannah)
New York, N Y I 0004 Portland. ME (contact Newark)
Tel: (2 12) 785 8300 Port'>mouth. \J H (contact C\\ ark)
rax: (212) 785 8333 Pro' idence. RI (cmered by 'e\\ark)
Richmond. VA (covered by Norfolk)
San Juan. PR (contact Newark)
W eb Site: www.natcargo.org
Savannah. GA
Searsport, ME (contacl Newark)
Wilmington. DE (covered by Philadelphia)
REG IONAL OFFICES
Atlantic Coa-.t
& Great Lake-.
614 Frelinghuy.,cn Avenue
Suite 230
Newark. N J 07 1 14
• EAST GULF PORTS
Wilmington. NC (contact Newark)

Baton Rouge. LA
Boca Grande. 1-L (contact Ne\\ York)
Tel: (973) 622 120 I Burn~ide. LA (rnvered by Baton Rouge)
Fax: (973) 622 130 I Davant, LA (covered by New Orleans)
Gulfport. MS (rnntact New Orlean')
2424 Eden born A venue Mobile, AL (contact New Orleans)
Gulf Coast
New Orlea1i... LA
Suite 210
Panama City. H . (contact New Orlcan')
Metairic. L A 7000 I
Tel: (50-J.) 837 1647/819
Fax: (504) 837 1610 ,. Pascagoula. MS (contact e\\ Orlcan')
Pensacola. 1-L (coniact New Orlcan\)
Port St. Joe. FL (contact New Orlcan.,)
Tampa. FL (i.:ontac t New York)
I WESTC ULF PORTS Beaumont, TX (i.:overed by I lou'>ton)
Brown.,\ille. TX (contact New Orleati..J
Corpu~ Chti.,ti. TX (contact 1 C\\ Orlean'>)
 NATIONAL CARGO BUREAU, INC. NATIONAL CARGO BUREAU, INC.
DIRECTORY OF OFFlCES
National Cargo Bureau was incorporated as a non-prol -11 org:11111a1
. 1.on .111 M.iv 11i'l1
and bc!!an it-; aclllal opera! ion on November 19. 1952. The Bureau was. cr:a1ed lo 1rnd1·1 ATLANTIC PORTS Albany. NY (covered by NcwarJ..)
a"i'ta~ce to thc United State' Coast Guard in dischatging ii\ rc-.pon,1h11i11c' 111Hk1 lht·
Baltimore. MD
19-18 International Convention for Safety of Life at Sea and for other purpo'c' do,l'I)
Boston. MA (contact ewarJ..)
rclatcd there to.
Bridgeport. CT (covered hy l\cwark)
Brunswick, GA (covered by Savannah)
By a-.signmcnt and under the authority of the United States Coa-.t G.ua1d. lhl·
Charle~ton. SC
certificates i''ucc.I by National Cargo Bureau. Inc. may be accepted a~ pn111.1 I.inc
rcrnandina. H. (covered by Sm annah)
evidence of comrliancc with the provi..,ion.., of the Dangerous Cargo At:I and the Ruic'
Georgetown. SC (t:O\ered by Char1e... 1on)
and Regulation' for Bulk Grnin Cargo.
Jad,..,onvillc. FL (<.:overed by Savannah)
King\ Bay. GA (covered by Savannah)
ational Cargo Bureau. Inc. i<; a continuation and ampli~ication 01~ a bro~1,lcr ha'; ol
Miami. FL (contact Newarl..)
the in~pection services formerly performed by T he Board of Under'' ntef\ ol Ne\\ 'I 111 I..
\llorehead Cit). NC (contact ewark)
and The Board of Marine Underwriters of San 1-ram.:i,co and mm operate' on a
New Haven. CT (covered by Ncwarl..)
nationwide ba..,is.
New London. CT (covered by Newark)
Newark: NJ/New York. NY
* Su/Jiequt'lltly .rnpt'rll'dl'd, ~ucce.nirely. by the 1960 and 197-1 Sqfe11• <l 1.i/(• 111 Norfolk. VA
Sea Co111•c•111io111
Philadelphia. PA (contact :-\e'' arJ..)
Port Canaveral. f-L (covered by Tampa)
HEADQUARTERS 17 Battery Place Port Everglades. FL (contact Newark)
Suite 1232 Port Royal. SC (covered by Savannah)
New York. Y 10004 Portland. ~E (contact Ncw;irl..)
Tel: (212) 785 8300 Porhmouth. H (contact Ncwarl..)
f-ax: (2 12) 785 8333 Providence. RI (cm ered by ewark)
Richmond. VA (covered by Norfolk)
Web Site: www .natcargo.org San Juan. PR (contact Ncwa1l)
Sa\ annah. GA
Sear,port. ME (contact NewarJ..)

•
Wilmington. DE (covered by Phi ladelphia)
REGIONAL OFFICES Wilmington. NC (t:ontact Newark)
Atlantic Coast 614 Frelinghuysen A venue
& Great Lakes Suite 230 EAST GULF PORTS Baton Rouge. LA
Newark, NJ 07114 Boca Grande. H . (contact l\cw York)
Tel: (973) 622 1201 Burnside, LA (covered by Baton Rouge)
Fax: (973) 622 1301 Davant. LA (covered by New Orlcan~)
Gulfport. MS (contact NC\\ Orleans)
Gulf Coast 2..+24 Eden born A venue Mohile. AL (contact Ne'' Orlean..,)
Suite 210 New Orleans, LA
Panama City. FL (contact New Orlcan<,)

,.
I *1
Metairie. LA 70001
Pa ...cagoula. MS (contact New Orleans)
Tel: (50-l) 837 16-l7/8/9
Pensacola. 1-L (contact New Orlcan~)
Fax: (50-l) 837 1640 Port St. Joe. FL (contact Ne\\ Orleam)
Tampa. FL (contact New YorJ..J
I WEST GULF PORTS Beaumont. TX (cmered by l lou ... ton)
Bro\\ n" ille. TX (contact ew Orleans)
Corpus Christi. TX (contact !\cw Orlcrms)
 Freeport. T X (covered by Hou,ltlll)
Galveston. TX (covered by Hou-ion)
Houston. TX
Lake C harles. LA (con tac t New Orh:an~)
Orange. TX (covered by Houston)
Point Comfort. TX (con tact New Orh:an~)
Port Arthur. T X (covered by Houston)
Port Isabel, TX (contac t New Or l ean~)
Port Neches, T X (covered by H ou~ton)
PACIFIC PORTS Aberdeen. WA (covered by Seattle)
Anchora!!e. AK (covered by Seatt le)
Astoria. OR (covered by Portland. O R)
Coos Bay. OR (covered by Portland. OR)
Eureka. CA (covered by San Francisco)
Grays Harbor, WA (covered by Seallle)
Honolulu, HI
H ilo. H T (covered by Honolulu)
Kalama. WA (covered by Portland. OR)
Longview. W A (covered by Portland. OR)
Los Angeles. CA
Maui. HI (covered by Honolulu )
Newport, OR (covered by Portland. OR)
Port Hueneme. CA (covered by Los Angeles)
Pon land. OR
Sacramento. CA (covered by San Francisco)
San Diego. CA (covered by Los Angeles)
Sealt le. W A
Stockton. CA (covered by San Francisco)
Tacoma.WA (covered by Seattle)
Willapa I !arbor. WA (covered by Seattle)
W ilmington. CA (covered by Los Angeles)
GREAT LAKES PORTS Ashtabula. O H (contact Newark)
& RIVERS Buffalo. N Y (contact Newark)
Burns I !arbor. IN (covered by Chicago)
Chicago. IL
C leveland, OH (contact Newark)
Detroit. MI (contact Newark)
Duluth. MN
•
Green Bay. WI (contact Newark)
Holland. M l (contact Newark)
Mi lwaukee. WI (contact Newark)
M uskegon, M l (contact Newark)
Saginaw, Ml (contact Newark)
Superior. W I (covered by Du luth)
Toledo, OH (contact Newark)
Memphis, TN (covered by New Orh:ans)
St. Louis. MO (covered by New Orleans)
SERVICES PERFORMED BY
NATIONAL CARGO BUREAU, INC.
Nat ional Cargo Bureau. Inc. is authorized to conduct any type of i n~pect ion or
~urvcy that is incidental to the loading or discharging of a shi p and issues appropriate
certificates and/or survey reports for services such as described below:
l. The loading. stowage and securing of general cargo on and under deck, inducting
'pecial 1>Urveys of heavy or large items:
2. The approval on behalf of governmen tal administrations of vessel plans for the
!>towage of bulk grain cargoes under the existing international regulat ions;
=II 3. The stowage of bulk grain cargoes. including vessel sui tabi lity and arrangements:
:m 4. The stowage or explosives and packaged and bu lk hazardous materials in
accordance with the requireme nts of the IMO and/or U.S. Code of Federal
Regulations. This includes the taking of cargo temperatures where necessary. both
preloading and shipboard, and the loading and stowage of metal borings. shavings.
turnings and cutt ings;
5. The stowage of ore concentrates and/or dry bulk cargoes in accordance with the
International Maritime Solid Bulk Cargoes (IMSBC) Code:
6. The loading of bulk tallow. grease and simi lar commodities in cargo tanks:
7. Inspection of cargo compartments for cleanliness and condition prior to loading or
when a ship is to load at another port or for charter purposes;
8. Inspec tion of refrigerated cargo prior to loading. including taking and record ing
temperatures at the time of loading. and inspection of refrigerated ~paces for
cleanliness and temperatures:
9. Discharging of variou~ bulk cargoes. including cleanliness of receiv ing rai lroad cars,
barges, handling equipment, etc.;
I 0. Vessel readiness to discharge jute and jute products;
11. Cargo and space measurement surveys:
12. Hatch surveys. including condition of cargo prior to. during, and after di~ch arge:
13. Survey~ of import and export unboxed automobiles;
14. Determination. by immersion computat ions. of tonnage of cargo loaded on or
di\chargcd from ships or barges:
15. On-hire, off-hire and condition surveys of cargo compartments and handli ng gear;
I (l. Condition ol' cargo and packaging at point of origin and/or prior to being loaded, and
stnwag..: and \CCuring of said cargo;
17. Witnc~' tank sounding~ on ships and barges and calcu late the quantities of liq u id~ in
tan!..'..:
I X. C11go container in,pcctions:
(a) Jn,pcction a11d certification of containers and road vehicles for
transportation under Cu~tom~ ~ea!
(h) Condition of th e container for suitability w receive any particular cargo
 (c) Stowage of cargo in the co nt aine r
(d) In,pection of container:. for handling damage-,
(c) h1,1x:c1ion of container\ for lca<.ing purpose~
(f) ln<.pcction of the securing of containers on deck
(g) Inspection of cont ainer\ loaded with hazardou s cargo for co111plia111:c wit h
U.S. Coast Guard regulat ions and/or Intern ational Maritinie Dangc1011'
Goods (IMDG) Code:
19. Consultation service to ensure proper completion of the Dangerou<. Cargo Mani fc,1:
20. Stowage of cargo in barges. including L/\S I I and SEA BEE:
21. Witnc,-,ing of test\ and cenification of -,hipboard cargo gear (accredited hy U.S.
Cml\I Guard and U.S. Dcpanment of Labor):
22. Genera l plan ning and consultation -,crviccs concerning any of the above or 01hc1
cargo-n:lah.:d proble ms:
23. Special cargo and/or safety inspec tion of specific req ui rements of gove rnme nts. ship
opera tor~. insurance companies or :.hippcrs:
24. Providing train ing and conducting -,eminars on cargo stowage and \afety related
mailer-,.
The i\\uance of an NCB Certificate of Loading indicates that the cargo ob,ened ha'
been stowed in compliance with the applicable U.S. Coa\t Guard regulation' or
recommendation' or. in the absence thereof. in accordance with recom1m:nda1ion' ot
Na tional Cargo Bureau. Inc.
NYIC 5-94. 13 July 1994
NAVIGATION AND VESSEL INSPECTION
CIRCULAR NO. 5-94
S11bj1•ct: REQUIREMEN TS FOR VESSEIS CA RRYING BULK GRAIN CA RGO
I. PllUPOSE. Thi' circular call' 1h1.: at1ention of Coast Guard field unih. shippers and
mirier' of bulk grain c;irgo to the l111cmational Maritime Organinttion· s (IMO)
Code for the Safe Carriage of Grain in Bulk. referred to as the Gra in Code. which
enlercd into force on Ja nuary I . 1994. The G rai n Code specifies , tab ili ty. loading
req ui rements, and Dorn ments or /\ uthorizal ion for each vessel 1ha1 loads gra in i ~
hulk.
2. 01RECTIV ES AFFECTED. Thi-, cin.:ular ca ncels and super\ede~ NY JC 2-78.
3. BACKGROUND. In re-,pon'c to the growing need for broader regu lation of the
carriage of all cargoes which may pose a haLard to ships or per.,onnel. the Maritime
S.1tc1y Commit1ee (MSC) decided to replace the original Chap11.:r YI of 1he Safety of
Life at Sea Conven1ion. 1974 a' amended. (SOLAS). which contained detailed
n:gulations on the carriage ot grain in buJJ,.. '' ith requir1.:111enh of a more general
nalUre and to place the detai Jed pro\ ision~ on grain in a mandatory code. SOLAS
Chapter YI previou\ly tilled ··carriage of Grain .. i' now ti1 J1.:d ··carriage of
Cargoes"'. /\ t the 59'h session in May 1991, MSC adopted a111end111ents lo SOLAS
Chapter YI Part C Regulati on 9 (resol utio n MSC.231591) 10 maJ,.e the International
Code for lhc Safe Carriage of Grain in B ul k man daiory. The Gra in Code became
dfcctive January I, 1994. The Grain Code is availab le 10 lhe public from 1he IMO
a' publicalion 2-W-E. Information on oblaining this publication can be found in
enclosure ( I ).
.t. DISCUSSION.
a. "Ibe Grain Cock applic' to all vc"cl' that load grain in bull,. in U.S. waters.
C\ccpt those engaged solely on voyages on ri\er>.. JaJ,.e.,. bay.,. and sounds. or
on \Oyages between Great LaJ,.es port\ and specific St. La\\rence River port., as
rderred to in lhe Load Linc Convention. The St. Lawrem.:1.: Rive r pons
exe mpted incl ude those porh "' far ca\t as a straight line drawn from Cap de
Rosiers to We!>! Point. Anticosli Island. and as far cas t as a line drawn along the
61"1meridian from /\ nicosti h land lo the nort h shore of the S t. Lawrence Ri ver.
h. /\ Document of Authori1ation is required for each vesse l to which the Grain
Code applies except vc-,,eJs on cc11ain intracoastal voyage .... provided they
rnmply with the allemalivc conditions found in cncJo,ure (2). The U.S. Coast
Guard has delegated the authority to i'~ue Document' of Au1hori1ation to the
,,uional Cargo Bureau. Incorporated ( CB). Information on contac1ing CB
can h.: found in em:ki,ure (I). Requirements for obtaining a Document of
Authori1ation arc >.ummari1ed in enclosure (3 ). The Document of
Au1hori1a1ion format i\ \hown in enclosure (4).
c Yc..,,c.:J, to which the Grain Code.: applies are required by 1he Code of federal
Rq.!11latinn-. to ohtain a C1.:11ificat.e of Loading hc fore 1.:ach sailing. A
Cc1tillcatc of Loading. i'sued hy the NCB. attests that lhc \!ability of the vessel
rn111plic.., with 1hc intoi matinn approved by i1' Document of /\uthori1ation. or
01hc1" i-,c i... in compliance with cnclo,ure (2) before each voyage from a U.S.
po11 fhc Cc1t1tll.·a1e ot 1.oading i-, recogni1cd by the Coa,1 Guard a\ evidence
ol compliance\\ uh regul.tllon 7.2 of the Grain Code.
 <l. A VC<,\CI which carrie' a cargo of grain in bulk should noi. al lhe ,;1111t• 111111' Endosure ( I J to NVIC 5-94 *
carry any \Oli<l bull.. cargo which may liquefy unlc~' 'uch <.:argo i' 1e ... 11.·d .111d SOURCES FOR OBTAINING
1hc mois1ure con1cn1 i., equal to or le" 1han 1he 1ran\prn1ahle 111oi\ 11111.· 1111111
Te, ting shoukl be condm:lc<l in accordance wilh the prtx:edu1C\ \Cl lo11h 111 lht· ADDITIONAL INFORMATION
Code or Safe Prnclicc for Solid Bulk Cargoes. lnlemalional Ma1111 1m·
Organi1atio11 publ ication No. 260-E.* I. The lntcrnational Codi! for the Safe Carriage of Grain in Bulk (IMO Resolution
MSC.23(59)). publkation No. 2.fO E can be obtained from di\lributors of IMO
S. IMPLEMENTION. Officl!r\ in Charge. Marine lnspeclion. arc encou1.1!'1.·d 111 publicatiuns or <lirl!ct ly from:
bring 1hi\ VIC to the aucntion of appropriate indi' iduals in 1hc marine 111dt1,1t\
within their 1011e.
P11blirntio11 Section
Intemational Maritime Organization
4 J\lbcrt Embankment
(Sig11ed) J.C. CA RD
London SE I 7SR
Rear Admiral. U.S. Coas1 Guard
United Kingdom
Chief Office of Marine Safely, Sernrity and E1ll'iro11111ental
Protection Telephone: +.f.f (0)71 ns761 I
Fax: +44 (0)7 1 587 32 1()
Enclosures: (I) Sources for Obtaining Addi tional lnl'ormat ion E-mail: publications-!.a lc~@imo.org
(2) Voyages and Conditions for llHhc Vcsseb Exempted from th e
Documelll'> of Authori1ation and additional Grain Code Compliance guidance can
Requirement\ of Obtaining a Document of Authori1a1ion
he ohtai ned from:
(3) Requiremcnh for U .S. Ve,sels Obtaining Documents of
J\uthorization National Cargo Bureau, Incorporated
17 Ballcry Place
(4) Document of J\u1hori1:a1ion Format Suite 1232
New Yml... NY 10004
This p11blirnti1111 htH since been .111per.1eded by 1he lmemali01wl Marilime Solid /Juli. Telephone: (212) 785 8300
Cargoes (IMS/JC) Code. Fax: (212) 785 8333
E-mai l: ncbnyc@nateargo.org

* fhc 11rii:inal 1e.\1 hm been modified hl'rl' in order 10 ref11•u 11w.11 currel// inf(11ma1io11 .

•
•
•
 Enclosure (2) to NV I( · 'l 11 I Enclosure (3) to NVIC 5-94
VOYAG ES AND CONDITIONS FOR THOSE VESSELS REQUIREMENTS FOR U.S. VESSELS
EXEMPTED FROM THE REQ UIRE MENTS OF OBTAINING DOCUMENTS OF AUTHORI ZATION
OBTAINING A DOCUMENT OF AUTHORIZATION
I. General Requirem ents. The grain stabi lit y information rcquir..:d by the Grain Code
I. Ye!>'>els without a Document or Authorinlion may carry g rain in bulk 'ubjet.:l lll liK' that mu<,l be included in the Document of Authori1atio11 i'> in addition to that
limitation'> imposed by Section-. 8.3 or 9 provided their stability complie' with till' prO\ ided to the ma!>ter in accordance with 46 CFR 170.1 I 0 and 42.15-1.
requim·cmenh regarding subdivi'>ion of cargo compartments. securi11g of hatt.:hl''>.
trimming of cargo and merncentrk height a' detailed in Section 9 of the Grai11 C'rnk Stability Information. Stability information in the format of a grain loading
booklet or a grain loading appendix 10 a Trim and Stabilit) booklet shall be
2. ve.,\clS on the following \ oyage\: .,ubmiued to the 'CB for apprO\ al.
a. United State'> port' along the No11hea"1 Coast from a.' far ~outh a' Cape I lc111).
a. The submittal should contain:
b. Wilmington. C and Miami. FL:
(I) 5 copies of the grain loading \!ability information which i., 10 be appro\'ed
c. United States port~ in the Gulf of Mexico; by the Document of Aulhori1a1ion.
d. Puget Sound port~ and Canadian West Coast port<> or Columbia River porh. rn (2) I copy of the calculation'> '>Upport ing the above mentioned grain loading
both: stabil ity information.
e. San Franci\co. Los Angele'>, and San Diego, CA: or
The data above must be in complete agreement with that found in the Trim and
r. Great Lakes porh to United Swtcs purls along the Northeast coast a'> far south Stability booklet.
~ts Cape Henry
h. The NCB is authorized 10 perform any addi tional stability review prerequisite
do not need a Document of Aulhori1.ation if they comply with the fol lowing lo approval iL in addition to the grain loading '>tability information, the
conditio ns: documentation contains stahi lity data pertinent 10 other bulk cargoe'> or to
a. The ma\ter or person in charge is satisfied that the longitudinal Mrength of hi' cargoes which will be carri..:d simultaneously wi th hulk grain such a'> deck
cargo or containers on deck.
vessel i'> not impaired.
b. The master or person in charge a'ccrtains the weather to be encounlerecl on the c. After review. NCB will forward one copy of the approved grain loading
voyage and dcll:rmines it doc' not pose a ri<;k. information to Commanding Officer. U.S. Coa\t Guard. Marin..: Safety Center.
400 Seventh Street S.W.. Wa.,hing1011 D.C. 20590-0001. NCB will inform the
c. Potential heeling moment-. arc reduced to a minimum by carrying a., few slad. Marine Safety Center of any additional '>tability rel:11..:d re' iew conductecl and
holds a'> pos'>ible. recommend an appropriate '>latt:ment "hich may be included in the U.S. Coast
Guard stability leuer.

•
d. Each '>lack surfot.:e ha' been le,cled.
e. The tr<msver.,e metacentric height (GM). in meters. of the vessel throughout the d. NCB will issue the Document of J\u1hori1a1ion to the submitter. The
\Oyage. after correction for liquid free surface. has been shown b) '>labilil) Document of Au1hori1ation will ha\e the fmmal '>ho\\n in enclo.,ure (.f).
calculation., 10 ht.: in exces., of the required GM (G:vtR). in meter:-..
J Coast Guard Marine Safety Cen ter Over!>ight. Upon receipt of the approved
(I) The G MKi., the '>tllll of the increments of GM (GM 1) muhiplied by the
correction factor, f:
• grain loading condition'>. the Coa'>t Guard 'vlarin..: Sakry Centt.:r will perform
mehight to the degree nece'>'>ary and forward the nC\\ '!ability letler 10 the

•
wht:re: f- 1 if r i' ? 0.268 or -,uhmitter with copic~ 10 the cogni1an1 Oflicer in Charge. Marin..: hhpection and 10
=
f (0.268/r) if r i' < 0.268. the NCB. A stability lelter i<. not required if the information can be placed on the
Ccnificate oflnspection or the Load Line Certilicatt.:.
(available fn:eboard)/(bcam of the vessel) and
(2) The GM 1for each compartmt.:nt which has a slack ~urface of grain. i.e .. i'> I. Tank Vc~scls. Under the authority of Section 5 of the Code. a tank ve\'>el des igned
'olcly for the carriage of liquids and wh ich is i~sued a Documem of Aut horization.
not trimmed full. is calculated by the formula g iven below:
GM 1= (B 1 x L x 0.0661)/(Disp. x SF)
where: = bn.:adth of slack grain surface (m)
= Length of compartment (111)
• 111ay he C\cmpted from trimming when the ve">Scl:
a. has t1\o or more longitudinal. oil-tight hulkheath arrangecl so a-. lo su bstantially
1ed ut.:e the hori1011tal vo lu metric heding moment, ancl
= Displace ment of vessel (tonnes) h. ha' :111 adequate 11u111be1 or cxpa11-.io11 11 unks and accc-.s (Butterworth) openings
= Stowage factor of grai n in compartment to meet th..: in tent 0 1· Rt.:gulation ICU. I of the Code.
(cubic meters/tonne)
Wh..:ncver bulk grain i' carried. the \\!s'>cl shall 1101 carry any liquid cargo .
5. Unmanned Barges. Unmanned barge .... exccp1 for deck cargo hargL'.... 111:1y lw
Enclosure (4) to NY IC 5-94
i''ucd a Document of Au1 hori1ation wi1houl ob1aining an approvcd grain lo:1d111v
'tabili1y booJ...lc1. when calcul:11ion'> and 1,upporting plan~ dcmon...1ra1e that thL' h.11 ~'l'
DOCUMENT OF AUTHORIZATION FORMAT
when loaded to ib maximum load line a'> ...ignmenl wi1h all compartmcnh 111 "h1d1 11
i'> an1icipated to carry bulk grain 1rimmed full. meeh the requin.:mcm., ol Scl.11011 7
of the Grain Code.
Dale 11/ i 1111e

If for any rea~on upon completion of loading a compartmen1 i~ partiall) Idled \\ 1th DOCUMENT OF AUTHORIZATION TO LOAD BULK GRAIN
bulk grain. the grain must be secured a' dc\cribcd in Sections 16. 17. m 18 of 1hc
Code or else discharged from the ve~se l. 13'1.,c:d upon a review of pc:rtinen1 plans and calculations. ii ha-. bc:c:n determined that
lhl' SS (or MY) _ __ mee1s 1he rcquiremcrlls of 1he
6. Single Voyage Document of Aul'lwrization. A vessel without a Docu111c111 ol l111 <.:rn:~ 1 ion a l Code for the Safe Carriage or Grain in Bulk.. Accordingly. under the
Au thorii"al ion and not exemp1ccl by enclosure (4). may engage in a single voyag<.: a111horr1y granled by the U.S. Coast Guard. the SS (or MY)
carrying grain in bulk by: -----
may load grain provided 1he .,hip c0111plic:s wi1h 1hc ~tabiliry infor111a1ion con1ained in rhc
a. Submit1ing Mability calcula1ion., 1ogcth<.:r with ~upporting plan'> to 1he NCB. lo1 tollowing hookle1:
the propo\ed. speci fic loading condition. I f the calculmion'> indica1<.:
compliance with the provi.,ion., of Scclion 7 of the Code. a '>inglc \Oyagc ldrn1i/kmio11 cif booklet cm11ai11i11g the gmin loading .lfahilitr i11f<11111a1ion bearing
approval will be issued by the NCB prior to loading. 1111 11ppronil 11amp by 1he Natumal Cargo B11rea11. Jue. dmed __ .

b. Upon ... ati ... factory completion of 1hc loaoing in accordance wi1h 1he approved
plan. a certificate of loading will be i'>~ucd.

Nme: S11IJ.l<'</1t<'lll 10 i.u11w1ce of' the NVIC i1110 11'/1ich thi~ E11c/0111re fun '"'""
i11corpora1ed, the oddre~.v ~fre11 in paragraph 2.c. ohm·e lu11 /Jee11 m11<'11ded to:

Co111111a11tli11g Olficer (MSC)

USCG Mari11c• Safely Ce111er
/9(XJ Half S1ree1, SW.. Suite /000. Room 525
\V(/\lii11g1m1. DC 2002'+

fl/I(/:

Co11111w1uli11g q/]icer (MSC)

USCG Mari11e Sa{i.•1_1• Ce111er
2100 2nd Sir('£'/, S\V.
\V(/\fli11g1011. DC 10593

for reg11/ar mail.

 GENERAL INFORMATION ON TllE FOREWORD
INTERN ATION AL GRAI N RULES l11h:rnatio11a l Maritime Organization
The informat ion in this booklet is int..:nded fo1 use hy ship M : l',tC1 ~ and ~ l11 p T he International Maritime Organization (IMO) is a spccia lil'cd age ncy of the
operators when engaged in the ocean tran~porl of grain i11 bul~. It i ~ their r~'po11 'i hi1 1 1 ~ United Nation'> which deal' with ma ritime affair'>. principally tho\e inrn lvcd with the
to comply " ith the mandatory r~gulati~n' .fo~ ..,uch carrn~ge :'.' .:e~ 1~11 lh 111 ..•hl. 1111pnH"emen1 of safet) at sea and protection ol the marine environment. It wa'
International Code for the Safe Camag.: of Gra111 111 Bulk (herc111.alk 1 H:frrr~cl to ,1, tl~l l'' t.ihli'>hed in 1948 and is '>upported hy over 160 member nations. Acting in concert,
I •" ). ·r
C ()(\; I
tliese
.
reoulations
0
arc a1)plied by e ither the home A<l n11111,.1ra11on
I" (i.e ..I ve-.,..:1
. ' tllL''>C member J\dmini\ lra lions develop recommendations and regu lations. In the case of
national fl ag) or the Administrat ion (i .e .. country) of the port o l !oat mg. t 1<; not 1t•gulations. they mutually agree to incorporate the m into their national laws and thereby
intended for u'>e by naval architects or -;hip designer'> . r ive effect to such regulation\ on a \\Orldw ide ba..,is. The organi1a1ion i~ headquartered
111 London. Lngland (United Kingdom).
The de\criptive material and th.: amplifyi ng information 011 the rcgulauon-.. a'>
contained in this booklet. arc not inte nded as olfo.:ial interpr..:tallon~ but . ratlt~1 "' Principle of the IMO G rain Rules
explanations a-. to how these regulations arc under-;1oocl by the s~rvcyors. o l N'.111.rn~'.1~
Can!O Bureau. Inc .. which i' the agency dc-.1gna1ed by the U.S. Co,t'>l Guaid lo enlo1 ce The IMO Grai n Rules arc based on the recogni tion that. in a compartment nominally
I illcd '' ith grain. there e'i't" a rnid 'pace between the surface of the grain and the
the provi,ion\ of the Code on ~hips loading bul k grai~1 at Uni te~ State' ports.. In all c:~'~'
merhead of the loaded compartment and that. due to the motions of the ship in a \caway.
where the intent or meaning of an y of the IMO Gram Rules d1\CU'>~Cd 111 tlm bo<~klel 1"
tlt..:re i~ a possibility that grain wi ll shift. unsymmetrically. into this void and thereby
,ubjcct 10 qm:~t ion, re~olution must dep..:nd so lel)! on the c~nlen t of IM?. pu.h bc_•:l:on
No. 1240E. Thi'> publication can he purchased at mo'>! nautical booksto1es 01 d11cctly cause a po, sihly dangerous loss of ~t<thili ty. T he Rules mi nimi1c thb po~sibi l ily by
1cquiring th al the grai n surface be le\"cled M> that a large angle of motion is needed he fore
from: the grain ''ill mo,·e or. altemati,·ely. by physically re~training the ..,urface of the grain
again\! moveme nt. Additionally. the Rules require demonstration by calculation that. al
/ntem ational Maritime Orga11izatio11
a ll t ime~ during a voyage. the ship will have suffic ient intact stabi lity to provide adequate
Publication Sectiou
1c,idual dy namic ~tability afte r taking into account the ad verse effect of a grain shift if
4 Albert Embankment
one '>hould occur. Since the magnitude of a grain '>hift depeml'> upon variou'> dynamic
London SE I 7SR
I actor-,. it cannot be preci,ely anticipated. Therefore. the IMO Grain Rules ..a"umc.. an
United Kingdom
angle or grain '> hift and then specify a minimum level of acceptable stability for the
Telephone: +44 (0)7 I 735 76 1I carriage of grain in term' of the resultant angle of heel due 10 the asst11ncd grain shift.
Fax: +44 (0)71 58732 10 1equircd rc,idual righting energy after ~u eh shil"t. and initial mctacemric height. It \ hould
E-mail: publication'>-'>ale<;@imo.org he noted that the pattern of grain mmcmcnt pre,cribcd in the IMO Grain Ruic., i<> not
intended to portray the actual mo\ emelll of the grain surface'> a'> the shi p mmes in a
'>Caway. Ncverthele~~. it i'> con~ idered that the calculated heeling momem ha'>cd on this
p1cscrihed pallern of grai n movement adequate ly represents the ac wal effect\ which may
he encountered.

Limitation'> of t he 1 ~10 Grain Rules

Th.; ~cope of the Code is limited to matters which re late to the intact '>!ability of the
'hip. It doc' not rdatc to the follow ing mailer'>: damage stabi lity. hull strength. fire
'alct}. pollution pre\"ention. fumigation. matter.. pertaining to the indi\ idual \afety of
pl'1, 011' on hoard the '>hip. or matte~ pertaining to the \ati~factory oullurn of the cargo.
'l lt L·~L' concern -. a1c not unique lo the carriage of grain and must he considered hy the
m\ llL'I' and thl' Ma'>tcr in the context of the regulation'>. instruct ion.... or rc'>p<>n'>ibilitie'
"111.;h .11t' 01hc1" i'c apphcahlc.

HISTORY
( i1 .nn ha-. been c:111 1..:d ahoard '> hip-. for thou'>ands of year,. ;\' one or the major
11l'll1' 111 tlw 111;11 it11Hl' 111.u kc!. it all1 acted allention because of ih importance and the
' P'-"cial p1ohlt·111, 11 p1L'' <.' lll..:tl. The h:ndcncy ol grain. when carried in it'> bulk nawral
, l,11l' . to 'hill wnhi n tht· L":ll!!ll '>pace ol a -.hip moving in a seaway rcpresenh a potential
ha1ard to vcs\el and crew. Consequently. the problems raised by such carriagc ;11l' oltl'l1
the ~ubject or national requirements and internat ional agreements.
At the International Conference on Safety of Life at Sea. 1948. inte1nal iu11:il
regulation~ applicable to the c<1rriage of grain in bulk were developed and incorpmatcd 111
Cl~apter YI (entitled "Carriage of Grain and Dangerom. Good~") of the lnte1na111111al
Convention for the Safety of Life at Sea. 1948. The~e regulations pro\'cd e lTccth c ·"I.ii
a~ safety wa., concerned.
Howe\'er. in light of thi'> \afCty record. and in view of the increa~ingly high co'h ot
the required temporary titting\ and/or bagged grain. a re\ iew of the regulation' adopted
in 1948 wa\ undertaken. Rcvi,iom, to the r..:gulations were made at the International
Conference on Safety of Life at Sea. 1960. and incorporated in the International
Convention for the Safety of Life at Sea, 1960. Under these provision~. 'hip'> which 111..:t
~pecificd ~tability rcquir..:mcnh were allowed to q1bstitute the required ~hift ing boa1C1'
with large feeder,. Al-.o. the limitation on the carriage of heavy grain in upper tw..:en
deck~ wa' eliminated. A new concept called "common loading" wa' introduced which
allowed two or more compartments ...eparatcd by decks to be treated a' a single
compartment.
The 1960 Conference also recogni1ed the need for international agreemen t on a ll
aspects of the safe carriage by ,ca of' bulk grain and recommended that Government'
submit 10 the International Maritime Organi7ation details of their practices wilh a view
towards reaching an in1ernational agreement on requ ire ments for the strength of grain
fitti ngs.
Althouu h the 1960 Convention d id not enter inlo force until 1965. mo\t o r the
Conlracting "'Governments to the 1948 Convenlion. wishing to take advantage of the
economic aid to shipping. in 1961 put the revised Chapter YI into effecl a' an equivalent.
In a period of about four year~ fo llowing the introduction of the new rule~. 'ix ship~
loaded with grain were lo'>t and there were ..,e\'eral ca~e where a severe lbt from ~hirting
grain had eau\cd a .,hip to return to port for correction of its list.
Early in 1963. the worl.. of a technical body within IMO studying intact \!ability of
ships. ree;1.amincd the darn on which the grain rules of Chapter VI \\ere ba..,ed.
particularly tho..,e relating to grain settlement from feeders into the hold~ and the abilit) to
till all the '>pace'> between the beam'> and the \1.ing.s and ends in the hold by trimming.
IMO. recog.ni1ing the need to obtain empirical data. initiated a sur\.ey to which Ma..,ter..,
of '>hips of many nationalitic' loading bull.. grain in all parts of the world contributed.
Further ~tudie-. and te\h were carried out by the Sub-Commitlee on Subdivi..,ion and
Stability and the Sub-Commit1ee on Bull.. Cargoes. which confirmed that certain
principles on which 1he regula1ion~ \\ere ba..,ed were invalid and, a~ 'uch. rendered 1he
ba5ic requirements unatlainable.
Thus. after review of all the regulations of Chapter VL in light or tin:
aforementioned studies. new grain regulation' were prepared. The~e regulations. adopted
by the Assembly of IMO in October 1969 (resolution A. I 84(YI)) and commonly l..nown
as the " 1969 &1uivalent Grain Rcgula1ions", have been widely acccpled and l1'Cd. i11
particular by Administration\ of countries involved in the international carriage or grai n.
As a companion measure. the Assembly adopted reso lution A. I 85(Y]). rern111111ending
that Governments s imi larly apply the 1969 Eq ui valent Grain Reg ulations to ships or I..:"
than 500 tons gross tonnage.
When adopting the Equivalent Grain Regulations. the i\s,embly requested the
Mai itillll' Safety Committee to study data compi led as a rc,ull of their applica1ion and
dcte1 mi ne their \u itability as an amendment lo Chapter YI of the 1960 Convention.
Accordingly. th i.., evaluation and review wa\ carried out by the Sub-Committee on
Container.., and Cargoes (formerly the Sub-Commillee on Bull.. Cargoc<,J over a period of
tlu..:e y..:ar-.. It was fou nd that the U'> e of the 1969 Eq ui valent Grain Regulation\ resulted
1n enhanced ... afety in the tran,port of grain in bull.. and prmcd to be more practical and.
111 mo'>t e<l'>es. le..,s expensive than the application of the requiremelll\ of Chap1er VI of
th..: 1960 Comention.
The 1969 Equivalent Grain Regulation.., were onl) 'lightly amended in light of
opc1ational experience and lhe amended te\t \\a' ini1ially adopted by the IMO A~..,embly
in \Jmcmhcr 1973 (rc~olution A.26-HY lll )) a' an .11nendmc111 10 the 1960 Com·cntion.
fhe IMO A.,.,embly revoked rc,olution A. l84(YI}. which included the 1969 Equhalent
C1rain Regulations. and adopted the provi,ion' of the new IMO Grain Ruic' annexed 10
1c,olution A.264(YllI) a\ a tolal replacemem for Chapt..:r YI of the 1960 Convention. It
wa,, howe\'er. recogni1ed that approvals i"ued under the provi'>ions of the old 1969
1'.quivalcnt Grain Regulation\ (re\olution A. I84(V l)) would be ccm\idcrcd as generally
complying with the new IMO Grain Ruic\.
The Sub-Committee on Container'> and Ca rgoc~ r..:eom mcnded, in 1980. that valid
approval' under reso lutions A. I 84(VI) and A.2M(YI11J be deemed to he in compliance
with. or equivalent to. the requirement~ of Chapter VI of the 1974 Convention. provided
that no alteration affecting the approval of g rain loading inf'nrmation had l<lken place after
'>uch approval was g iven. The Sub-Committee rurthcr agreed to this end that the
approval of shipi. under the requirements of Regulation 12 of Chapte r VI of the 1960
Convention should remain valid. provided that all the rcquiremcnh of 1ha1 regulation
were me t and. further. that no alteration atTccting the approval of' the grain loading
Ill 1nfonna1ion had subsequentl y been made. Final ly. it wa.., al'o agreed to recommend that
no further documents would be required where H1lid approval., exi\tcd for the '>hip'
d..:..,crib..:d above.
The'e recommendations were apprmcd by the Maritime Safety Commi11ee at it'
• -l2'"1,..:.,..,ion in May 1980. The amended te:-.t wa' to form the ba\i'> of new international
1cqum~ment\ for the carriage of grain in bull.. and to b..: known a' the "IMO Grain Rules".
•
'\part from a few minor editorial change'>. the te\t of the'e Rufe.., and the te;1.1 of Chapter
YI of th..: lmernational Convention for the Safct) of Life at Sea. 1974, \\hich entered into
•
lorcc on 25 May 1980. are identical.
1\1,0. during this interim period. certain Admini'>tration' made \Omc change' in the
• ~·1.11n 1ulc' a' applied to their own '>hip\. One of the-.e wa\ IO give a di!>pcn'>ation from
t11111111i11g thc ends of fi lled hold' on \pccially -.L1itahlc \hip\. Another was the
•
l'\)lCI 1111..:ntal u'e of wire reinforcing me'h a\ a 111..:an'> for seeming a slack grain ~urface.
In Nm..:mh..:r 1981. the Maritime Sarety C'o111mitt..:e. at it\ 45 111 \es-.ion, adopted a
• 1111111lw1 o l amendments to th..: 1974 Convention. indud ing some re lated to Chapter YI.
111 I1J92. at it' 59' 11 \CS\io n. the Mari1i111e Safety Committee decided to restructure
• <'haplt't VI Pl thl· Internat ional Convention for the Safety of Life at Sea. 1974 (SOLAS
I'J /.Jl. to apply to a hroad..:r ~pcc t n1111 of cargo re lated matters and to transfer the
111.i11d.1tn1v tl'!'ttlatio1h pe11ai11i11g to th..: ca11 iagt• or grain in hull.. to a new document
l'11111k·d "l111l·111ational Cnd..: Im the Saft.: Carriage or Orain in Bull..". T hese changes went
111to l'l Int on I Ja11ua1 y 199 L
• :II
 INFORMATION ON REQUIRE MENTS
Application
In accordance with Requirement I. Regulation 9. Pan C. Chapter VI ol SOI .i\S
1974. as amended. and A I. I of the Code. the Code applies to. and i' mantlatory l'rn . al l
ship'> which carry bulk grain on an international voyage. including tho\C of k 's than 'i()O
ton~ gross tonnage. I lowe\'er. it \hould be noted that two of the rcquircmcnh in the ( 'odl'
apply only to \hip' built after I January 199-L One i'> a rcquiremcm 1:i.:rtaining to thl'
provi,ion of a table of Maximum Permissible (i\llowable) Heeling Mornenh (tlw.. 1-.
discu\sed in a paragraph. marked with an asterisk, 011 page 26 of this bool-.lct). The othc1
requirement pertai 11~ lo the immersion of the deck edge and is disc u ~sed in a paragraph
beginning on page 25 or this booklet.
A' pro' ided for in A 8 of the Code. Documenh of Authori1ation which \\Cle
previously approved under Regulation 12. Chapter VI of SOLAS 1960. or IMO
Resolution' A.184(Vl) or A.264(V lll ). will continue 10 he recogni1cd. Exi,ling !-.hip-.
holding such Documents arc not required to obtain new Document\ or Authorization
indicating compliance with the Code. More infoni1ation on Document\ of Authori1ation
i\ given on page 27 or this bookkt.
In the ca\e of \'e'>'els regi\lered in the United State'>. the Code applies to all \hip-.
and barges carrying grain in bull-.. whether or not engaged on international voyages.
except that voyagcs on inland waters. the Grear Lal-.es. and specified coastal waters ;iii.:
exempted.
Definit ion of Grain
A 2.1 The term grain covers wheat. 111ai1e (corn). oats. rye. barley. rice. puJ,i.;,,
seed\ and processed form' thereof. whose behavior i' simi lar to that of grain
in ils natural state.
The term "pu l\e~ .. include~ edible seeds for -.uch leguminous crop' as peas. bean' or
lentil'>. ul' such a\ pcanuls in the dccorticalcd form ('hells removed) arc included.
Howe\er. undccorlicated form' bhells not removed) are nor included.
requirements apply to saw-delinred cottonseed and acid-delinled eot1onseed but nor IO
linted cottonseed. T he req uirements do not apply ro processed grains such as llour or
soybean meal. but processing i' not the d..:rermining. criteria. For example, the
The'e
• hgure - 'how' a compar1ment '' hich appear-, lo be filled. trimmed. bu1 '' hich is nor
0
1ca1cr than the angle of repose before th.: grain would shift. Thar may require a roll in
l'~l'l'" ol 2' degrei.:': for example. when 1hc angle of repo'e i' 2.' de~rees.
C011-.l'lllll'lll!\. to m1111m11e 1he pos,ibili1y that hulk grain \~ill '>hilt at sea. 1he IMO Grain
Rull·, fL'ljllllC that. after loading. all fri.:e grain surfaces be IC\<.'l.
. The 111a~ n i1~1dc of a grnin shift depends upon the amount of open space above the
which 1t can move. Thus. when a compartment i' filled lo the maximum extent
!' r ,11 11 111111
po...,~hk. 1he adverse effect or the grain 'hifl (i.e .. the grain heeling moment) will he less
that 11 thcum~pa11ment t\ partly filled. The Grain Ruic-; recogniic thi~ b) a"umino a 15
degree -.h1 Ir ol gram \\hen the compa11mcn1 is fi fled as oppo,ed 10 a 25 deorcc shitt'when
th~ .t:o.111par'.mc~11 '.~. parll~ filled. Obvim11,Jy. there is a much greater v~ilume or open
sp.1<.:c .1hovc lhc gr,11n !'>urlacc when the compartmenl is parrly filled.
_1 he tc1111 ·:rr~mming"'. a-, generally used in the contC\I of grain loading. rcfi.:rs 10 rhe
ph) \!Cal ac1 ol hlhng undcrdcck voids. typically out,ide the perimeter of 1hi.: hatch
l·oammg. to_ lhe max11num e\lent possible or practicable. Common method-. include
-.pour _1n1111111ng (~ low free-pour with an angled .,pout or direc1ional spout li11ini.zJ. hand
ll'lfl111111lg (!..hoveling), and U\C or mechanical trimming machini.:s of various types~
;\ 2.2 The term Jilled rn11.11um111e111. f!·i111;11ed. refer' to any cargo space in which.
a~ler loadm~ and tnmmmg a-, required under A 10.2. the bull.. grain i., at ih
highest po\\1blc le\'cl.
Thi' i' undeNood lO mean that. in the hatchway ihclf. the grain i-, at a heioh1
corrcspo n~l 1n g _to th': posilion of the closed hatchcovcri. or rhc underside of rhe ha~h
beams which either I rame or -.upport the hatchcovers. The grain surface must bi.: leveled
ar tlm height.
_. B~nea1h the dee~. ou1board and fore and aft of the hatch opening. rhe graiu must be
111.n~n~e~ 10 '.he. maximum e.\ tent possible. Due to the capabil ities of many of the
111.u:hincs U\cd lor tnrnm1ng. lhl\ is generally to a level slightly above the bot1oni of the
hatch s1dc g1rdcr~ and hatch i.:nd beams.
.. Fi;u1c I illustrates a tranwcrsc \ecrion through a 11lled compartment. 1rimmed.
hecau_-.e th~ :-.paces o~tside the periphery ol the hatchway \\Crc merely free-poured. It is.
therefore. l1llcc.J. untrimmed.

•
requircmenrs do apply lo rapeseed pcllel\. In general. when there i' a question a' lO
whether or nol 1hc requirement-. apply to an ag.ricuhural commodi1y. 1he angle of rcpo-.e
~: .. ·.:. : : .....
...----~·~·:.:.~...:~.):/.:·~::.~---~
(i.e. 1he natural angle which a freely poured pile will atlain wi th 1he hori1ontal) 'hould be
r------1:: . ·. ·:. ~· : : : I - - - - - .
carefully meiNll'cd. II' il is 30 degreei. or less, the ri.:quircme n1s of thc Code should he
deemed lo apply. :.·.~..:.::.·... ~·(::::·:.'·:.:.~.:·~::·:'..:".:.';·..... """:::.:.... ...-_.:; .::;·::: :.~:·~· ·:.~:'.:/ :~:::.'.· .~ :; ·. : .
\::.
. ·: .... :.::·.· .... ·... .. .. . .
:··.: ·. : . . . . . . . .. ·.·... ... ·.. .. .·.• ·:.:-.·. ·.:•.·:··=:··.:.··•...
...·:
Leveling/Trimming
. .. ·.· ·......· .. .. . ... :-:
•
I o '1 I I 01 •o o I I , • ,'

When grain i-. free-poured into a compartmenl. it arranges it,clf into a pile of conkal
'hape. The angle ot lhc surface wit h lhe hori1.on1al valic\ wilh rhc \pccific variety ol 1hc
·::-.·:.: "::.. .·:.<:·>>:.... ...: .:.
·. . .. . ·. : ...
......:.....•. .... ·.. ..·...
~ . .. . . ... ·..
grain. This is termed the an le of re ose. As long a~ the pile b sra1ie. the surface will ... ·. :: .:=·.:. :.· . . .... ·.
remain u1iUislur ct. lowever, w L: 1fc'W'·ain is in a shi p and subjected lo the morion\ ol'
the '>hip at sea, the surface grain can move in rc-.ponse to thi'> motion. re,ulling in
mmement of the center of gravi1y of the grain ma''· rl1i\ is a grain shift. The off ccnll'I FigUIL' I Figurc 2
\\eight condition i-. termed a GRAI I IEELING MOMENT and cau'e' the ship to Ii\!
But. if 1he surface of the grain is leveled. then 1he 'hip would have IO roll to an anrk lhc ll'I m /tllnl '. !llllf1Clrl1111•111. 11111rn11111ed. refer, to a cargo <,pace which is
llilctl lo th i.: rna\lmum extent p<i...sihk in way of the hmch opening but wh ich
 has not been trimmed outside tht: periphery or the hatc h opc11i11!! t· i1hc1 lly Jowi.:1 ho ld w hi ch docs not have to he trimmed becaU\C of the use of deck perforations in
the provi~ions or A 10.3.1 for all ship' or A 10.3.2 fo1 ~pccially ' lttlahk the [WCCll dcd..
compartment\.
A' illu\trated in Figure 3. below. the grain doe' not have to be trimmed ii it' \t11 lan·
is permanently restrained by grain-tight structure which slopes at an angle ot. 10 dcg1cc'
o r more. On most bulk carriers this is achieved by the structural design. wh ich 11 u:ludc'
upper wing tanks extendin g the lengths of the ho l d~. port and sta rboard.. 111 accord:111cc
with A 2.7. compartments so filled are termed .11u•cially s11ita!Jle. While. 111 a Idied
speciall y ~uitablc compartme nt. the grain is restrained aga in't.shi ft in the arc;" to thi.: _rrn t
and \larboard o f the hatch opening. it is not similarly rc 1.tramcd forward :ind al~ of ~hi.:
hatch openi ng. In accordance with A 10.3.2. di~pen,ation may be gran~ed lrom 1r~mm111g
the end,. provided the compartment i<> specially \Uitable and otherwl\C filled (1.c.: the
compartment is filled 10 the ma>. imum extent po,sible in way of the h:~tch O[)C11111g).
Such di,pen<;ation mu st be included in the approved g rain loading information rclcrc nced
in the ship's Document of Aut hori1ation.
Figure 5

~('.-:Y.?·\
With this type of arrangement. thc surYeyor "ill alway-; want lo a\Ccrtain. before
Upper Wing Tank' loading commences. that covcrs. if any. have b.;en n::mmed from all decl-. openings
,111d/or all feeding duct'> arc fully open lo allow grain to !low through to the 'P•H.:e(') to be
fed.
: .·.· ....... : partly .filled co111ptirt111e111 refer;. to any cargo s pace w herein the
·· ..·:. .. .: .:....... :".• ·.. . ... .. .· ·... ....
J\ 2.4 The term
:.
.. ':
bull-. grain is not loaded i11 the manner prescribed in )\ 2.2 or A 2.3.

Figure 3
Fig ure 4 ,hows a longi tudinal section through the ce nterline of a fi l l~d compartment
with untrimmed ends. The dashcd lines illust rate the re lati ve pos111on ol the upper wing
1a11l-.s detailed above.
Whem:vcr a compartment i' not filled then. a' rcquired by A 10.6. the grain \ urface
mu't b.; lc,ele<l to minimi1c the po"ibility of a grain 'hift. It i-; to be c'pcdall) noted
that there i' no such status as a/111011 filled. Either a compartment is filled."' prescribed
in A 2.2 or J\ 2.3. or it mu\ t be regarded as pa11ly lillcd. In the former ca,e. the Grain
Rules a"umc a potential shirt of 15 degrees. In the Iall er c;!'.,c. the rules assume the more
severe cffec t of a 25 deg ree shi ft. Fig ures 6 and 7 show examples of par!ly fi Iled
com part mcnls.
ULLAGE GREATER THAN 0
~

?;-,::.?:~)'""'.\\'~:i:.;·r2~.;;;;F.)t:·_:'.·~?~ ,. •
t .... . ·- . ::· .:
~-----1:'.·............;. . : . · - - - - -
. .. .
·'.::_:·.:_{;f ·. :·..:·...:.:·;: \:.' ·:.~..~:-:-· >.".:": :': ·...... : :: .·:
:·. ': ...·..·.. . .:· .. . . .. . . : .
. . ..· . .. . ·.·:. . ..··.. . ..·· ..
·.· . . :: ·· ·. · .~··.· . . : ;· .···
. .•
. .. . .. . .. : . ... . .. . . . . ... ·. ·...: :.. .:. ·:.:::.:..... -::.· ·: :·:.
:·.··:. ·. . . .. . ·. ..·. ·... ··. ...
Figurc 4

Addit ionally, the Grain Rules provide that the.fl/led cm11part111<'!"· 11111ri111111ed ~1:11u'
"'-.... _____....!_ ___ ./
... . :: ... : .: . .. . •

Figu re 7
. ...
...

ca n he applied to compartments which arc not specially suitable but. mstead . arc provided
with f<'i'dl'I' d1tcts, peiforated dt•c/..1· or other .1i111i/ar 111~a!1.1 wh!ch reduce the op~ 1~ volume 111 .1dd11 iu11 to Iii led and pa1tl y fillcd. there i-. anothcr '>\owage arrangcmcnl which
of ,pace above the free-flowing grain ~urface 'o that 11 "e4u1valen1 to that. wh ich ~vould 'hould hl' 11\l' lllmned. On 11H11l1 ded 'hip\. ~uch a' brcal-.-bull-. or general cargo. J\ 10.8
be obtained if there \\ere no feeding arrangement-. and the 'pace wa' trimmed in t l~l' 11C11111h I OADIMi II\ COi\1BIN1\ I ION (al\o 1-.nown a' common loading). In thi' type
normal manner. Acceptance or thi~ altemathi.: tnU\t be included in the :~ppn)\c<l gra111
loading information. Figure 5 illu<,tratcs a tranwcr'c 'ection through a 'hip" llh a lilkd
• ol load1m• lhl' h,11d1 nnc1 ' 111 till' 1ntc1mcdiatc dee"-' (1.e. the twecn-dccl-.,). arc left in
tlw lull) OJll'll po'ition. I hu,. lhl' g1.lin in \\a) ol the vcnically aligned hatch openings
forms a homogeneous column and void spaces exbt only beneath the pt:riphcrnl 1kd., .11
each level and. of course. benea th the uppermm.t, clo.,ed. hatch cover. ThL' r 1ai 11 i11 1lw
peripheral areas must be trimmed to fil l the spaces lo the maximum extent po,siblc . ' I h1 '
procedure completely elimi nate' the void spaces in way of hatch openings al cvc1y kH·I
except the uppermos t and. therefore. result\ in a \tnaller total grain heeling mon1cn1 1ha11
would apply if the tween dee!.. cover' were clo-;ed and the filled grain heeling momcnh al
each level were summed.
There are a few caveat\ concerning the use of this option. The data to calculate thL·
orain heel in!! moment\ "hi ch apply for thi\ condition mu\t be included in the app11l\ cd
Grain Loadi~1!! Booklet. The hatch cover.. in the tween-decks must be in their fully open
positions. Al~o. if they arc the retractable type. they must not. when in ~he open ~\~tion.
restrict the free -now of grain in the pcriph..:ral areas and prevent the attarnment ot a lilied.
trimmed. condition. Hgur..: 8 \how' a tranwcrse section through a cargo hold which i'
loaded in combination.
! l \, (It \/lc).!lg_l.o1~.f.~:tiie ~!ed~lhe loading facility. While this value al lows for
f-igur..: 8
Volumet ric Heeling Mom e ni<;
With the orain in a 'hip loaded -,ymmetrically and the grain surfaceh} leveled. the
center of !!ravi~y of the grain ma" i\ on the centerline and the ship should be upright.
A 7.3 s~cilically require' the \hip 10 be in an UPRIGHT C01 OlTI01 befor..:
proceeding to sea. Since the weather. \ea. and e\en opcr~t~ng condition of the. 'hip
cannot be fully predicted for th..: entire duration of a voyage. 11 1s pos\lble that. 111 '-Pth! ol_
the precautions which have been taken. the grain will ~hift. If this occu~. the center ol
grav ity of the grain ma\s will move off the centerline of the ship and the di~t<~ncc it
moves multiplied by the weight of the 'hifted g rain will create a GRAIN HEELING
MOMENT. w hi ch will cause the 'hip to li't. The magnitude of thi-; moment depend'
upon three factor': the angle of shift. the internal geometry of the ship (i.e .. the shape of
the '>pace into which the g rain s hilh). and the weight of the grain.
A:, tedious and Ieng.thy arithmetic is involved in the considerati o n o r the above
factors. it b not practical for the s hi p'' ofl'iccrs to attempt to calculate the grain heelin!!
momen ts for a specific loading condit ion from first principles. However. since the
anglc(s) o f a\sumed grain !>hifl and the internal geometry of the ship always remain the
same. the naval architect. in accordance with direct ions set forth in Part B of the Code.
can pre-calc ulate the Volumetric ll celing Moment' for the vari ou' cargo co111par1111e11 h
and the different VOIUllleS (lf grain in thm,e compartment;. Qf COUr,C. a Vll ill lllL'
multiplied by a distance cannot exert a force. But. a vo lume of 'pace divitkd by thl'
Stowage Factor of the commodity w hi ch fil ls that space. equals a weight. So, the
ll')! Ul at 1nn' uti li1e the mathematical stratagem of tahulating Volumetric llcc li ng
Mt1111c11h for each compartment which, wh..:n divided by the Stowage Factor (a~ defined
in /\ 2.(1) of the type of grain loaded in the compartment. give\ the Gra in Heeling
l\lt1111cnt. Thu-;:
Grain Heeling Moment = Volumetric Hc..:ling Moment
Stowage factor (per A 2.6}
A Volumetric Heeling ;-.1omcnt. \ince it rep1e<;cnh an ab<;tract concept of a volume
multiplied by a di stance. ha., an unusual dimt:n'iional unit. namely m~. a\ derived belo\\:
Volume x Di-.tance = Volumetric Moment
(mi} (m} (m~)
It becomes a physical moment when divided by the Stowage Factor:
1
Volumetric Heeling Moment (m ) = llecling Moment (tonn..:-meter<>)
Stowage Factor (m 1/tonne)
SIO\~a~c Factor
Due to the way it i:, uti li1ed in g rain stability calculation\, the term "Stowage
Facto1" has a different definition from that U<;ually app lied in comm..:rcial maritime
practice. In accordance with A,),. f>. Stowage Factor means thu olwnc. pe r 11njt weight
1
1he inl erst iccs between the gra in particles. it docs not include "broken stowagl!'' (i.e .. the
'pace left vacant when the compartment i' nominal ly filled} or compaction. This
approach is necessary because the weight of the ma's of grain which moves transversely
in a grain shift is the actual weight and not a weight reduced hy the void spaces whic h
con,titute the broken stowage in the compartment a\ a whole. Loading facilities in the
United States usually furnish tC'it weight\ per bu~hcl. (Sec page I~ of thi' booklet for a
mean' of tntn\lating this data into the Stowage !-=actor' <,pccificd by the Code).
It .,hould be noted that. when calculating the weight or g rain that can be stowed in a
compmtment. and hence the displacement of the 'hip. the con,·entional Stowage Factor.
"luch allO\\\ for broken stowage and compaction. 'hould be l"ed. Generally. this is
h,1,cd on !..nm\ledge of pre\ ious loadings of the 'ame \htp (or 'imilar type) and the
l'\lJCricncc of the particular port or loading facility.
In the Ca\e of.filled co111part111e11/\. 11111ri1111111'd. the \olumetric capacities s hown in
till' (i1.11n Loading Booklet for this condition generally undel'\latc the volume(s) of grain
th.11 can actually be loaded in the compa11111cnth). This i' bccau'c Part B of the Code
d1tL'l·t, the naval architect to base his calculation on an angle ot rcpo\e of 30 degrees.
11 hL'IL':l'.. thc actual angle of repose of the grain may be a' low as 22 degrees. Thus, if the
1.1h1il.11l·d ··untrimmed" capacities arc U\ed. more grain may be load..:d in the "tilled.
u11t111lllllL'd" rnmpartmenh than calculation\ anticipated. Thi\ could result in a deeper
d1.itt ,111d/111 much ie ...., grain than planned in another compartme nt. This. the n, could
11•,11lt 111 a ' 11•111lu.:a111ly im:rea.,ed Volumetric Heeling Momeni, potentially leading to an
11 11,ak n111d1t1nn. l·inal trim may al'o be affected. Unlcs\ there is prior experience to
IL'ly 11po11, ll "wi'c to ll\C the "full. trimmed" capat.:i ties in initial calculations. rather than
lhl' 11·1h1n·d ' lu ll. 11 nl1ll11111ed" capat.:itil'\. eve n though no trimming is intended. Any
d1llL'IL'llll'' hl'll\L'l'll thc 1111t1ally calculated condition anti the tinal. loaded. condition will
lh1•n i>l' Oil till' ,,llc "dL'.
Stability Requirements
Once the Grain Heeling Momen t has been detennined. the rcspon!>e of the ~hip to
this moment (i.e., the resultant angle of heel and the amount o f reserve !>tabili1y
remaini ng) depends upon the hydrostati c properties of the ship wilh the ac111al
displacement and vertical cen ter of gravity. T he Code prescribes the fo llowing
requirements in these regards:
A 7. 1 The intact stability characteristics of any ship carrying bulk grain ~hall be
shown to meet, throughout the voyage, at least the fo llowing criteria after
taking into account in the manner described in Part B of thi s Code and. in
figure A 7. the heeling momenis due to grain shift:
.I the angle of heel due to the shirt of grain shall not be greater than 12° or
in the case of ships constructed on or after I January 1994 the angle al
which the deck edge is immersed, whichever is the lesser;
.2 in the statical stability diagram. the net or residual area between the
heeling arm curve and the ri gh1ing 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 (01), whichever is the least, shall in all conditions
of loading be not Jess than 0.075 metre-radians; and
.3 the initial metacentric height, afler correction for the free surface effects
of liquids in tanks. shall be not less than 0.30 m.
A 7.2 Before loading bulk grain the master shall. if so required by the Contracting
Government of the country of the port of loading, demonstrate the abili ty or
the ship at all stages of any voyage to comply with the stability criteria
required by this section.
A 7.3 After loading. the mas ter shall ensure that the ship is upright bcfon:
proceeding to sea.
righting arm curve
..
E
"'c:
E
.g»
angle of heel due to
grain shift
\.I
•
Fig ure A 7
( I) Where:
A.i = assumed volumetric heelin!! moment due to transverse shift
stowage factor x displacement
A.in= 0.8 x A.1
Stowage factor volume per unit weigh t of grain cargo ;
Displacement = weigh t of ship. fuel, fresh water. stores etc. and
cargo.
(2) The righting arm curve shall be derived from cross-curves which arc
sufficien t in number to accurately define the curve for the purpose of
these requirements and shall include cross-curves at 12° and 40°.
The first step in determining compliance with these requirements is to calculate the
final displacement and vertical center of gravity corrected for the free surface of the
liquids on board (KGv). T his is the same calculation that is made for any cargo ship.
rrom the KGv. the corrected metacentric height (GM) can be calcu lated and, as required
by A 7.1.3. it must be not less than 0.3 meters..
The Volum etric Heeling Moment data for each compartment in which grain is
!>lowed i:, provided in the approved Grain L oading Booklet. This is used to calculate the
Grain Heeling Moment, for individual compartments when different Stowage Factors are
involved. or the ship as a whole in the case of homogenous loading. If Grain Heeling
Moments are calc·uiated individually. they must be summed to obtain the total Grain
I leeling Moment that the Code assumes the ship may be subjected to if the grain shifts; if
all of the grain loaded has the same Stowage Factor, it is simpler to sum the Volumetric
Heeling Moments and calculate the total Grain Heel ing Moment from that sum. The
Grain Heeling Moment will cause the ship to heel and A 7.1.1 requ ires that this heel shall
not be greater than 12 degrees. On some ships. with low frccboards, a 12 degree heel
could immerse the deck edge, which is a very undesirable condition. Recognizing this.
the older version t>f the Grain Rules recommended that an angle of heel which immersed
the deck edge should not be exceeded. even if it was less than 12 degrees. T his has been
given even greater weight in the Code and it is now a requirement. for ships built on or
arter I January 1994, that it not be exceeded.
The basic means of calculating the angle of heel which will result from an applied
heeling moment is to constru ct a stabi lity curve for the actual displacement and KGv
from the information furnished in the ship's approved Cross Curves of Stabi lity and to
superimpose on it a second curve derived from the Grain Heeling Moment as shown in
Figure A 7. A method for doing this is explained, beginning on page 52 of this booklet.
Regard le~' of th e initial GM, a ship which is heeled to an angle of 12 degrees could
find ih..:t r in a very perilous position. To guard against this. the Code requires that a ship,
lii.'.dcd lo an angle or 12 degrees. has an adequate reserve of stability. This is a dynamic,
1ath.:1 than static, amount and is specified in A 7.1.2 as a minimum of 0.075 metre-
1.1dia11s ol ri.'.~idua l area within the boundaries shown in Figure A 7. A method for
lkl~· 1 111 1111 n/! lhi' area is given on page 56 of this booklet.
Ani-:k of Floodin~
In Gl\i.'.\, hut 1101 all. one or the boundaries of the residual area may be the
'OlllL'
/\11}ifr 11/ /o"/oodi11g(0 1), which i-. dclined. in A 2.5, as the angle of heel at which openings
in lhl' hul l. ' 11pc1s trnc1url'.s or dcckhouse-,, which cannot be closed wcathcrtight, immerse.
Small opl'nings, th1ough which progrcs-,ive flooding cannot take place need not he
considered as open. Progre-,sivc fl ooding mean., that adjoining w atert ight co1111x11t111l·111,
fi ll consecutively a~ the trim or the ship chang..:s due to the gradually incrca,ing weigh! n l
the llood water. Goo\cneek vents or tank overllow pipes arc examples or ~ma l l opcninr'
which are exempted in this definition. foigure 9 illustrates the location of an air in1al..e ln1
the main engine. which would establbh the angle of flooding . Note that the goo,cnc.:I..
vents at the decl.. edge do not 1.:-.tabli\h the angle of flood ing. Abo. it i., important w notl'
that the angle change., a., the draft of the \hip change-.. As the draft increa\e\. the ;111rk
of tlooding (01) dccrea'e'.
DRAFT • 17' DRAFT• 29'
a, - 43• a, - 22°
Figure 9
Maximum Allowable Heeling Moments
The con.,truction of a .,tability curve from the Cros\ Curves of Stability and the
mcasuremenb tal..en therefrom h.ivc been eliminated and the calculations nece.,~ary to
determine compliance with A 7. I of the Code ha\c been greatly simplified by the use of
T ables or Curves of Maximum Permis.,ible (Allowable} Heeling Moments (see A 6.3.2 or
the Code}. In lieu of calculating the actual GM. angle of heel. and determining the
• 111 loading.
residual area for a gi,en di.,placemenl. KG. and total Grain Heeling Moment. and then
testing these value' again't the requirements of the Code. the naval architect pre
calculate'> the maximum heeling mom..:nt'> \\hich will meet all three of the.,e condition'
for combination'> of di.,placement and KGv (or GM) within the range of the '>hip'.,
operating conditions. The\c r.hl\imum Allowable Heeling Moments are then shown in
tabular form (or cune'>) and contained within the ship's approved Grain Loading
Bookie!. Thus. all the '>hip's Ma,tcr has to do i'> calculate the displacement. KG\. GM
and the total Grain Jlceling Moment and then compare it to the Maximum Allowable
Heeling Moment shown in the Grain Loading Booklet.
* Tables or curves or Max imum A llowable Heeling M oments are not req uired for
ships built before the Code came into force on I January 1994; they arc required for ship'
built al'ter that clat..:. (This i., one of the few changes in the Grain Rules that were
instituted w ith the inccption of thc Codc). 1lowever. most ships now in service have
them as there is a con, idcrahle bcnd'it to be gained by their use in terms of less tim..:
spen t calculating and cons..:quently less errors made in the calculations.
Notice that the Code rcquirc'>. in A 7. 1. that the stabi lity characteri'>tics m u~ t 111..:cl
the governing criteria throughout the voyi!£!<_. T hus. it is not sufficient to ch..:cl.. 101
compliance at the point where the ship complctC'> loading (inclnding bunkering) and
1kp:11 h upon ih voyage. A check must also be made for th..: arrival condition (i.e.. after
lhl' diange., in displacement and KGv du..: to consumpt ion). If the voyage is interrupted
hy calls at interm..:diate ports to load or discharge cargo (whether it is grain or not} or to
h11nl..e1. then the departure and arrival conditions mu-.t be calculated for each leg of the
\o~ag..:. Additionally. if the condition upon arrival at th\! grain discharge port include<>
h.tl la,1 rhar wa' not on board at the time of clepa1 tun!. then compliance with A 7. I at the
pornr at \\ hich the ballast wa'> taken must be confirmed. To confirm compliance. it is
n,·n·.,.,ary to calculate the most unfavorable condition that could exi-.t at that time (i.e .. a
rnnd1tion in \\ hich the K G\ is not yet reduced due to the weight of the pumped-in ballast.
h111 " already corrected for the potential free \urface effect caused by the ballasl in the
t.1111..hl bemg filled).
(;rain Load ing Booklet
A 6.1 Information in printed booklet form 'hall be prO\ i<l..:d to enable the master to
en-,ure that the !>hip complie., wi th rhi' Code when carrying grain in bulk on
an international voyage. T his information shall include that which is listed
in A 6.2 and A 6.3. ·
A 6.2 and A 6.3 list the speci fic information that i'> to b..: included. However. these
d..:taih are not the respon ~ ibi lit y of the M aster. II' th e Grain Loading Book lct is approved
hy the Adm inistration or an agency au thorii'ecl to acl on bchall' of the Administration.
then the content of it shall be deemed to he in compliance with n.:gulation A 6. 1. T his
wil l h..: demonstrated by bsuance of a Documelll of Authori1.ation by or on behal f of the
/\dmini ... tration in accordance with A 3. 1. Th..: Document or /\uthori1ation and a~.,ociated
data (including the Grai n Loading Bool..lct) may be drawn up in the language of the
i"uing coun try but. if that language is nt:ith..:r English nor 1-'r..:nch. thc text shall include a
l1<11hlation into one of those languag..:s. A copy of the Grain Loading Booklet and any
a.,.,ociat..:d plans shall be maintained on board 1hc ship in cmkr that the Master. if so
1..:4uir..:d. can produce them for in,pcction and w,c by appropriate authorities at the ports
Document of Authorization
One of the basic principle., of the International Con\ention for 1he Safety of Life at
\l•a. " that member nation., will be respon,ible for the dctails of compliance \\ ith the
ll'1111111:menh of the Conwntion and that other nation-, \\ill accept. in good faith. that
thl''l' Jetail' ha\'e been properly observed. But. each nation r..:tain\ the right to asce11ain
th.it •Ill) ship \\hich conducts commerce from it., port\ ha\. in fact. been \ubjeeted to the
p101111\ed mer,igJ11 by ih homi:: Administration. In the case of \hip-. carrying grain in
hull.., the 111echani'm for accomplishing this i., th..: Doc:ument of Authori1ation. referenced
,1hm l' .1ml d..:,crihed in A 3.
I lw Document or Authori1ation i., a cert i lication made by an Administration
"1'11.tlUJ v to 1h..: Convention, or by an agency authori1cd to act on behal f of that
i\d1111nis11.1t1011. 1ha1 a sp..:ciric ship und..:r its n.:gist 1y is capable or safcly carrying grain in
h11IJ.. .111d 1h.11 lhl' inrni 111ati11n in the Clrain Loadi ng Bool.. lct. ddining such capabi li ty. has
11,·1·11 II'\ 1,·11 cd and " ;1pp1o\'cd as being in complianc..: with the rcquircmcnts of the Code.
' I IHI\, wltl' ll ~•sh i p ol a 11a1io11 which is signatrny 10th..: Convention presents itself to load
fl.1111 al .111\ prnl ol a 1w1 1nn v.hid1 is al\o 'ig1rnt01y. the information in the approved
< :1 .1111 I n.1d111~· llnol..k1 1\111 hL' an·cptcd "' hi:ing corri:ct and the Bool..lct will be utilized
111 d,·11·11111m· 1ha1 llll' ')ll'cil1c st11WafC ;111ang<?m.:nt and loading condition for the
ti11 1 1i,C1111111 ~· 111ya"l' co111pill'' 1\llh 1h,· 1cqu11<?111..:nh 111 th..: Cod..:. Sine..: owr 150 nations
are i.ignatory to the Safety of Life at Sea Convention, this means that the ()()(;u1rn: 11l o l
Authorization will be accepted at almost every port in the world.
Of course. if a nation is not signatory to the Convention. then member nations would
not extend to its ships the benefits or being signatory (i.e.. Grain L oading Booklch and
Documents of Authorization would not be recognized).
A Ship without a Document of A uthorization
U nlike a T rim and Stability Booklet or a Cargo Ship Safety Construction Cert ifica te
for example. no International Convention requires that every cargo ship have a Document
of A uthorization. Instead, th is Document is option al for ships, usually bulk carriers, for
which it greatly faci litates their operations. The Code provides two options under which.
subject to certain limitations, a ship without a Document of Authorization may load grain
in bulk:
a) U nder A 3.5
The ship's home Admin istration must be provided wi th plans and calculations
demonstrat ing that the proposed stowage arrangement and loading condition comply
with the requirements or the Code. The caicLliations must include derivation or the
Volumetric Heeling Moments as well as the calculations demonstrating compliance
with A 7. 1. The home Administration approves the calculations and the approval
must be presented at the port of loading. A lternatively. if the home Adm inistrati on
so au thorizes, the authorities at the port of loading may review and approve the
calculation s prior to permitting loading.
b) Under A 9
A ship withou t a Documen t of Authorization may carry a parti<Li cargo or bulk grain
without performing all the detailed calculations requ ired under the option previously
described, by utilizing the provi sions of A 9. Note that authority to use this option
must be obtained from the home Administration.
A 9 .1 A ship not having on board a document of au thorization issued in accordance
with A 3 of this Code may be permitted to load bulk grain provided that:
•I the total weight of the bulk grain shall not exceed one third of the
deadweight or the ship:
.2 all filled compartments. trimmed, shall be fitted with centrel ine
d ivisions ex tending, for the full length of such compartments.
downwards from the underside of the deck or hatch covers to a distance
below the deck line of at least one eighth of the maximum breadth or
the compartment or 2.4 111. whichever is the greater, ..:xcept that saucers
constructed in accordance with A 14 may be accepted in lieu o f a
cen treline division in and beneath a hatchway except in the case of
linseed and other seeds having similar properties:
.3 all hatches to filled compartments, trimmed. shall be c losed and covers
secured in place;
.4 all free grain surfaces in partly fi lled cargo space shall be trimmed level
and secured in accordance with A 16. A 17 or/\ 18:
.5 throughout the voyage the metacentric height after correction for the
free surface effects of liq uid~ in tanks shall he 0.3 m or that given by the
following formu la, w hichever is the greater;
GM,~ = LB Vd <0.25 B-0.645 ..JVJB)
SF x 6. x 0.0875
W here:
L total combined length of all full compartments
(metres)
B moulded breadth of the vessel (metres)
SF = stowage factor (cubic metres per tonne)
Vd = calculated average void depth calculated in accordance
with B I (metres - Note: 1101111illi111eters)
= displacement (tonnes); and
.6 the master demonstrates lo the satisfaction of the Administration or the
Contract ing Government or the port of loading on behalf or the
Administration that the ship in its proposed loaded condition will
comply w ith the requirements. of this section.
The factor Vd. average void depth, needed for the calculation req uired by this option
ncccs\itates reference to Part B of the Code. which contains the details needed by naval
architect-. to prepare Grain Loading Booklets. However, tables to calculate Vd are
provided on pages 62 and 63 of this booklet together w ith a rearrangement of the formula
in/\ 9.1.5. i ntended to make it easier to perform on a calculator.
Implicit in the option under A 9, is the loading condition whereby no standard grain
~ta hi l ity calculations are requ ired. I f, in accordance with A
9. 1.4. all the bulk grain cargo
i~ carried in partly f illed ho l d~ and secured and the total weight of grain is limited as per
A 9.1.1. then there is no GMR calculation requirement. However, if the Administratio11
impose~ a cargo ship stabil ity requirement, then this would sti ll apply.
Additional G r ain Stowage Requirements
In addition to trimming lo minimize the possibility that bulk grain may shift, A JO
mak..:s other stowage requirements which are necessary to achieve this purpose.
/\ I 0.4 requires that, if there is no bulk grain or other cargo above a lower cargo
space containing grain. the hatch covers shall be secured in an approved manner. The
need for thi~ i-. evident when considering that, if the covers arc not secured. a shift in the
~· 1 a in below could cause the covers to li ft. spi ll ing grain into the upper compartment and
thl'1cby generating a Grain Heeling Moment as shown in Figure JO.
See diagram 11ex1 page .,..
 Olht'r Mt'l hods of Achie\'ing Compliance
In the e\'ent that the calculations for a proposed stowage .arrangement do nm meet
till' \tahi lity rcq uiremcnt~ of A 7. 1. alternative stowage arrangement-. should be
1n\c.,tigated. If chis is not successful. other. LMially more co'>tly. alte rnatives an:
.1\ a1 Jahil' a\ follows:
...
.... ·.
.. . ... ... . ·.· . ..
· .....·: ,. ..· . . . : : . ...
. ... ' ...· ..
...:........... .. ...:. .: . ........ .. II there is re.,en·e deadweight (i.e.. the proposcd loading condition doe., not bring the
..... . . . .· . . .. 'hip to it-, permitted Load Line draft). then tal..ing ballast ma) be helpful. The balla~t
'hould be in the double bottom tan!..-, and the tan!..-, should be filled co eliminate any free
. . ... .. ...
• • • • • • t • • • • • • • •

··......
Figure 10
Simi larly. A J0.5 requirc' that when bulk g1'ain is to he stowed on top of clo~cd
tween-deck hatch covers which arc not grain-tight by design, such covers shall be made
grain-tight by !aping the joi111s. covering the entire hatchway with tarpaulins or separation
cloths, or other !>Uitable means. II is obvious that iL during the course of the voyage,
some of the bulk grain in an upper compartment shifts down to a lower compartme nt
through the joints in the hatc h covers. then the void space above the grain in the upper
compa11111ent wil l incrca,c. This will increase the potential Grain Heeling Moment so
that the stabi lity calculations. although demonstrat ing compliance at the start of thc
voyage. will not indicate the actual condition.
In the c:<1-,e of 'pecially suitable compartmems which are fi lled. untrimmed. in
accordance with i\ 10.3.2. thc grain in the -,paces forward and aft or the hatchway is
di~posed at its angle of repo-,e. nowing outward from the lower edges of the hatch end
beams. Ho\\e\cr. if there arc blccdcr (feeder) holes in the hatch end beams. as !>hown in
Figure 11. the grain tlow-, through the hole~. thereby reducing the void 'pace which
would he pre~ent if the grain tlowed only from the lower boundary. Where such ho(..:,
are provided the tabulatcd Volumetric Heeling Moment is reduced to credit the 'mailer
mid !>pace. Thus. \\hen the h:atchway is filled. time must be allowed for ble..:ding
through the bleeder holes to be completed. When bleeding ceases and the hatchway is
filled, then loading is complete and thc hatch can he clo~ed.
'urlace effect. The addition of \\eight low dO\\n will i11Crca'c the di-.placement and
lmH'I the KG\. Generally. thi' \\ill inc1ea-,e the Ma\imum t\llO\\ able Heeling Momeni
and that. in turn. may be sufficient to mal..c the proposed -.ww;igc arrangement
.1n·ept.1ble.
If thi., alternative is to be used. the balla-.t nw"t be on board at time of departure.
Soml'ti111es. because of dirty harbor water or similar considerations. it is not adv i~able for
thl' ship to take ballast while at the loading berth. In such case,. the -.1ability calculation
-,lmuld ' how the ballast on board and the Master must certify that the ballasting will be
done en route to ~ea and will he completed before the ve-.scl departs sheltered waters.
' j hi-. CL'rt ification may be in the rorm or a letter, sigm:d by the Master.
Thi' option does not require any ~pccia l inJ'ormation or endorsement in the Grain
Loading Boo~ Jct.
B. 0\'crstowing
If a compartment is partly filled with bull.. grain. the Grain Heeling Moment i\ much
gro.:ater than it would be if the compartmcnt was 111lcd. Thc Grain I lceling Moment for a
par 1ly lilied compartment can be eliminated (i.e .. reduced to 1ero) by securing the slack
.. urlace again'>t -,hifting by over:-.towing it \\ ith baggcd grain or\\ ith other cargo that v. ill
ha\e the -.imilar effect of rc-.training the grain -,urface against any movement. A
10.:duction in the total Grain Heeling Moment. achic\ed by thi' mean-.. may be !>ufficient
to hnng the propo,cd \towage arrang..:ment \\ithin the limit' .,pccificd in the Maximum
\lltl\\ahlc llccling Moment table.
I hi' option doc., not require any spccial information or endor,ement in the Grain
I oad1n~ Bool..let.
I ho.: -.peeifo.: requirement'> for O\ eNowing arc given in A I 6. ao, follow\:

...Q' /30 ....Q... .

(
.o
''/ .. . ·'. ;
A 16.1 Where bagged grain or other \Ullablc cargo is utili1cd for the purpose of
·. :.=:.-·:. ~BLEE~~R~O~ES . ;- ._·_. :-: securing partly fi lled compartment\, the free grain -.urfacc shall be level
and '>hall be covered with a .,cparation c loth or equivalent or by a suitable
0

H ATCH END BEAM platform. Such platform shall con-.i.,t or hearer-. spaced not more than
. ·... 1.2 111 apart and 25 mm board\ laid thereon -.paced not more than JOO mm
..
. ·.... apa1t. Platforms may bc con-.tructed of other matcrial\ provided they are
deemed hy the Admini-.tralion to he equivalcnt.

·.·. .·.· 1\ I<• l 'J ho.: platt o1111 or separation cloth -.hal l be topped off with bagged grain
t1 vhtl y 'tm\cd and <.:\tending to a height of not less than one s ixteenth of
thl' rna\111111111 breadth of the free grain surface or 1.2 m. whichever is the
Figure 11 •
1
IL'alL' I

I
 A 16.3 The bagged grain shall be carried in sound bags which shall be wdl lilkd .3 For ships with a mou lded breadth between 9. I m and 18.3 m, the
and securely closed. minimum depth of the saucer shall be calcu lated by interpolation.
A I 6.4 Instead of bagged grain. other suitable cargo tightly stowed and exerting al /\ 14.3 The top (mouth) of the saucer shall be formed by the unclcrcleck struc ture
least the same pressure as bagged grain stowed in accordance with /\ I 6.2 in way of the hatchway. i.e. hatch side girders or coaming~ and hatch end
may be used. beams. The saucer and hatchway above shall be completely filled with
hagged grain or other suitable cargo laid clown on a separation cloth or its
C. Saucers equivalent and stowed tightly against adjacent structure ~o as to have a
bearing contact w ith such structure to a depth equal to or greater than one
The Grain I leeling Moment may be significanlly reduced in a fi lled compartment hy
half of the depth specified in A 14.2. If hull structure to provide such
constructing a saucer in the square of the hatchway. as described in A 14. This device i~
hearing surface is not available. the saucer shall be fixed in position by
considered to have the same effect as a centerline. grain-tight bulkhead in that it preven ts
steel wire rope, chain, or double steel strapping as specified in A 17.4 and
the grain from shifting across the entire breadth of the compartment. as illustra ted in
spaced not more than 2.4 m apart.
Figure 12.
D. Bundling of Hulk Grain
Wherea~ a saucer is formed by a volume of bagged grain or similarly restrained
cargo. the same result (i.e., preventing a transverse shift of grain across the entire breadth
oi' the compartmen t), as illustrated in figure .12. may be achieved by constructing a
single. large bag of bulk grain which fills the hatchway and which is fixed in position by
the ~1ruc1ural boundaries of the hatchway. This is termed ''bundling of bulk grain" and is
SAUCER an acceptable alternative to a saucer. (See illustration on page 58 of this booklet).
... . : '" ·. . . .. ... . The Volumetric I lecling Moment which applies when bundling of hulk grain is used
.. .· . ·..... ·.· . . ... in a specific compartment ii, the same as that which applies for a saucer u~ecl in the same
location and, similarly. it must be listed in the Grain Loading Booklet if this option is to
be available for use by the vessel.

The specific requirements pertaining to the method "bundling of bulk grain" arc
given in A 15. It is to be noted that the limitations on its use are the same as those which
CONDITION /\FTER A GRAI N SHJJ7T apply lo a saucer and arc specified in A 14.1.

Figure 12 A I5 As an alternative lo filling the saucer in a filled. trimmed compartment

with bagged grain or other suitable cargo a bundle of bulk grain may be
Unless there are grain-tight divisions forward and aft of the hatchway. the effect is used provided that:
li mited to the longitudinal length of the saucer. The Volumetric Heeling Moment which

~~
.I The dimensions and mean~ for securing the bundle in place are the
applies in a specific compartmen t when a saucer is fitted must be included in the
same as specified for a saucer in A 14.2 and A 14.3.
approved Grain Loading Booklet if this option is to be available fo r use by the ship.
.2 The saucer is lined with a material acceptable to the Administration
The specific requirements pertaining to the use and construction of saucers arc given
having a tensile strength of not less than 2,687 N per 5 cm strip and

=~
in A 14 as follows:
which is provided with ~ui1ahlc means for securing at the top.
A 14. 1 For the purpose of reducing the heeling moment a saucer may be used in
.3 As an al!ernativc lo A 15.2. a material acceptable to the
place of a longitudinal division in way of a hatch opening only in a filled.
/\drninistration having a ten~ile strength of not less than I ,344 N per
trimmed, compartment as defined in A 2.2, except in the case of linseed
5 mi strip may used if the saucer is constructed as fol lows:
and other seeds having similar properties, where a saucer may not be
~ ·=-
~ '=-
substituted for a longitudinal division. I f a longitudinal divi!>ion i~ .I Athwart~hip la~hings acceptable to the Administration shall be
provided. it shall meet the requirements of A I 0.9. placed i n~ide the saucer formed in !he bulk grain al intervals of
not more than 2.4 m. These lashings shall be of sufficient length
A 14.2 The depth of the saucer. measured from the bottom of the saucer to the
to permit being drawn up tight and secured at the top or the
deck line. shall be as follows:

'=- \ aucc r.
.I

.2
For ships with a moulded breadth of up lo 9. I m, not Jes~ than 1.2 m.

For ships with a moulded breadth of I 8.3 m or more. not less than
1.8 Ill.
. '~
=-
I
.2 Dunnage 1101 less than 25 mm in thickness or other suitable
111atc1 ial uf equal strcnglh and between 150 111111 and 300 mm in
width shall he plat:ed fore and aft over these lashings to preven t
 the culling or chafing of the material which \hal l he plau·d
thereon to line the \aucer.
.4 The i,aucer shall be lilled wi1h bulk grai n and ... ccurcd .ii 1hc lop
except that when using mate rial approved under /\ 15.3 l11r1 hcr
dunnage shall be laid on top af1cr lapping 1he malerial hcloic the
saucer i.., -;ecured by \Citing up the la..,hings.
.5 If more 1han one ~heel of material i<; used to line the saucer thi:y 'hall
be joined al the boll om e ither by sewing or by a doub le lap.
.6 The top of the i,aucer \hall be coincidental with the bo110 111 of the
beam.., ''hen thc\c arc in place <tnd '>Uitable general cargo or bull..
grain may be placed between the beams on top of the saucer.
E. St rapping or Lashing
Partly lillcd compartme1m have the greatest Volumetric Heeling Momcnh becau\c
they have large volumes of open space ~1bove the grain \urfaces into which grain can sh~ft
and. :ilso. hcca11se the regu lations as\urne a 25 degree shift instead of the IS dr..:gree shi ll
wh ich applies when thi.: i:om part ment is filled. • A i,ignificanl reduc ti on in the total
Volumetric I leeling Moment and. consequently. the Grain Heeling Moment can be
achie,ed by completely preventing a grain shift in a partly filled compartment. The
Grain Heeling Moment auributable 10 that compa11mcn1 would then be reduced to 1cro.
This may be accompli!>hcd by fabrica ting a somewhat costly construction which
completely covers the slack grain surface and physically rc,tra ins it again\! any
movement "hid1 may be generated by the motion!> of the ship at sea. (Sec illu~trntion on
page S9 of thi' booklet).
The use of this option docs not ri.:quire any special information or endorsement in
the Grain Loading Booklet. The spc<.:ific requirements pert aining to the de taib of
constru<.:tion and appli<.:ation arc given in/\ 17:
A 17 When. in order 10 eliminate heeling moment\ in partly filled
compartments. strapping or lashing i' utilized. the securing shall be
acco mplished as fo llows:
.I The grain \hall be trimmed and lc\ elled to the extent that i\ very
slightly crowned and covered with burlap separation cloth\.
tarpaulin.., or the equivalent.
.2 The separation c loth<; and/or tarpaulins shall overlap by at lea\t
I.Rm.
.3 Two ...olid noors of rough 2S mm x 1SO mm to 300 mm lumber shall
be laid with the top lloor running longitudinally and nailed to an
athwartships bottom floor. Alternatively. one solid noor o i' 50 mm
lumber. running longitudinally and nailed over the top or a
SO mm bottom bearer not less than ISO mm wide, may be u ... cd. The
bouom bearer.. shall extend the full breadth of the compartment and
shall be spaced nol more than 2.4 m apar1. /\rra ngcmcnh uti li1.i11g
other materiab and deemed by the /\dm inistration to be equivalent to
the foregoing may be accepted.
.4 Steel wire rope ( 19 mm diameter or equivalent). double ...1cd
strapping (SO mm x 1.3 mm and having a breaking load o l at lca\t
49 l..N). or chain of equivalent \trength. each of which \ha ll he \l!l
tightly he means of a 32 mm turnbuckle. may be U\ed for la\hing.... A
winch tightener. U\Cd in conjun<.:tion with a locl..ing arm. may be
substituted for the :n mm turnbuckle when \tcel !>trapping is used •
provided suitabh.: wrenches arc ava ilable for selling up"' necessary.
When steel strapping is used. not le\~ than three crimp seal\ ... ha ll be
u'cd for securing the end~. When wire i\ U\Cd. not les\ than four
cliJh 'hall be used for forming eye' in the la..,hing ....
.5 Prior to the complet ion of loadi ng the la,hing shall be po..,i1ivcly
attached to the framing at a point approximate ly 450 mm below the
anticipated fina l grain surface by mean<; of either a 2S mm shackle or
beam clamp of equi-.alent ~trength.
.6 The la~hings shall be spaced not more tha n 2.4 m apart and each shall
be supported by a bearer nailed over the top or the fore and aft lloor.
Thi\ bearer shall con-.i.,1 of lumber of not les\ tlwn 2S mm x ISO mm
or its equivalent and .,hall extend the full breadth of the compartment.
.7 During. the voyage the straP,ping shall be regularly inspecled and set
up where necessary.
I·. Securing with W ire lesh
Thi\ method of reducing the Grain Heeling Momcnt to 1ero. by preventing a slack
!-'rain surface from shifting. is essentia lly the sami.: as "Strapping or Las hing·· exc.;cpt that
1he principal restraining fnr<.:c of lhc transverse cables. spaced every 2.4 meters for the
length of the hold. is tran.,mitted to the overall. fabric-covered \urface of the grain by
1111.:am. of a 'tiff wire mc..,h. of the type used to reinforce concrete. instead of through a
dee!.. co1htruetcd of dunnage. (See illuMrntion on page 60 of this bool..let).
The use of thi~ option docs not require any i,pccial information or endor\cmc1H in
the Grain Loading Bool..lct. The .,pccific requircmcms pertaining 10 the details of
nm,truction and application arc given in A 18:
A 18 When, in order to e li minate grai n heeling morncnts in part ly filled
compartments. strapping or lashing i.., uti liLed. the ... ccuring may. ai, an
alternative to the method de ...cribed in A 17. be accomplished a<; follows:
.I The grain <;hall be trimmed and levelled to the extent that it i<. very
slightly crowned along the f'ore and aft centreline of the
compartment.
.2 The emire ~urface of the grain .,hall be covered with burlap
separation cloth'>. tarpaulins. or the equivalent. The co' ering material
shall have a tensile 'trength of not le.,s than 1.344 N per 5 cm strip.
Two layers of wire reinforcement mesh shall be laid on top of the
burlap or other covering. The bollom layer i' to be laid athw<1rt<;hip'>
and the top layer i.., to be laid longitudinally. The length' of wire
me\h arc to be over lapped at lca\I 75 mm. The top layer of mc~h i'>
to be positioned over the bottom layer in such a manner that the
squa1c' formed by the alternate layers meawrc approximately
75 mm ' 7S mm. The "ire reinforcement me\h i' the type u...ed in
rcinfrnccd concrete con\truction. It i\ fabricated of 3 mm diameter
\led wire having a breaking \t1ength of not les\ than S2 l..N/cm~
 welded in 150 mm x 150 mm square'>. Wire llle'>h ha\lng m1ll '>l.1k
"pc1 rx·ndic:ular to the s.upporting uprights or binder may be u<ied provided
may he ll\ed but 111c,h having loose. flaking 111~ t may not he u'L'd.
1h,11 11s 'ln:ngth " equivalent to that of solid timber of the appropriate
scant lings .
.4 The boundarie' of the wire mc~h. at the port and <,larboard '>id.: ol the
compartment. shall be rcrained by wood planJ..., 150 mm ' 50 mm
\ II ~ Other 11/llferia/\
.5 Hold-down las hings. ru nning from side 10 s ide aero'' the
compartment. 'hall be '>paced not more than 2.4 m apa11 except that Materials
. I I other thw1 wood or steel may be ai>proved f<>r "'Lr··J
c
i { 1·IVl~IOllS
· ·
the first and the la'>l la~hing shall not be mon.: than 300 mm from the prov1c ct that proper regard ha, been paid to their mechanical propci1ies.
forward or after bulkhead. respecti vely. Prior 10 the compkti on or
J\ 11.4 Uprig/11v
the loading. cad1 la.,hing \hal l be po,itively allached to the framing al
a point approJ1.ima1ely 450 mm below the anticipated final grain .I ~nlc'" me_an' are. prm ided to pre\'cnt the end' of upright\ being
surfocc by means of either a 25 m m shackle or a beam c lamp or
cll\l.odgecl lrolll their 'ocJ...ets. the depth or hou,ing at l!ach end of each
equivalent strength. T he la~h ing shall be led fro m this point ove r the
upright shall be not less tha n 75 mm. If an upri ght i\ not secured al
top of the boundary planJ... dc<.cribcd in A 18.4. which ha' the function
~he top: the uppcnno't \hore or ''"Y ~hall he fitted as near thereto a<.
of diMributing the downward pressure exerted by the la\hing. Two 1s pracllcable.
layers of 150 mm x 25 mm planks shall be laid a1hwa1N1ips centred
beneath each la'>hing and extending the ful l breadth of the .2 The :1rra~1gcmcnts pro\ided for in,erting shifting boards by removing
compartment. a pall ~I the CIO\\-\Cction of an UJ>right \hall be \UCh that the local
le' cl ol stres\C'> i~ not unduly high .
.6 The ho ld-down lashings shall consist of steel wire rope ( 19 nun
diameter or equivalent). double steel \trapping (50 mm x 1.3 mm A 11.5 CompO\i/e .1eC1io11
and ha\ ing a brcaJ...ing load of at lea\I 49 kN). or chain of equivalent
strength. each of which shall be sl!t tight by means o f a 32 mm \:h.e~e '.'pr.i~fus. binder~ or :my other s.lreng~h lll~mbcr~ arc formed by two
turnbm:J...lc. A winch tigh tener. used in conjunction with a locking sep,u<1lc \cc11on'" one fitted on each \Ide o f a d1vi, ion and inten.:onncctccl
arm. may be substillltcd for the 32 mm turnbucJ...lc when \tecl by through boll\ at adequate 'pacing. the effccti\c \ection nmduhh ,hall
!>trapping i' used. provided !>Uitable wrenches are avai lab le for sett ing be taJ...en "'the sum of the t\\o moduli of the separme section'>.
up a' necessary. When steel strapp ing is u~ed. not Jes~ than three
A 11.6 Partial dfri.lio11
crimp '-Cal' '>hall be U'icd for securing the end,. When wire rope is
used. 1101 less than four clips shall be used for forming eyci. in the
lashings.
Wh.~~e divi\ion<, ~o not extend to the full depth of the cargo space such
d1·~·1swns and their ~1 pnghts shall be supported or stayed so as 10 be as
.7 During the rnyage the hold-dm\ n lashing' <;hall be regularly cl I1c1cn1 a\ those which do extend to the full depth of the cargo space .
inspected and set up v.herc necessary.
J\ 12. I Shi/ii11g boards
G. Temporary Longitudi nal Divisions
.I Shifting. board' \hall ha\c a thickncs' of not Jes.. than 50 mm and
The Grai n I lceling Moment in a compartment. in either the fi lled or partly tilled \hall be fitted grain-tight and '' hac necessary ~upported by uprights.
condition. can be <,ignificantly reduced by installing. usuall y on the fore and aft
.2 T~e maximum unsupported <;pan for shifting board\ of various
centerline. a longitudinal bulkhead which prC\Cnt\ the grain from shifting aero'' the th1cJ..ne,,c~ shall be a' follows:
entire breadth of the compartment. Thb i~ an eJ1.pen\i\C alternati\c. but it i' available for
usc if the appl icable Volumetric Ilecling Moment is listed in the ship's Grain Loadi ng Thickness _ _ __ Maxi11111m unsupported span
Booklet. Obviou,Jy. if the grain i' loaded on both 'iidc' of a longitudinal bulkhead. the
50 mm 2.5 111
\tress on the bulJ...head will be less than it \\ould be if the grain \\a~ loaded on only one
side. The Code conta in \ regu lations governing the '>lrength of fitti ngs and design of
60 mm 3.0 m
divisions loaded on bot h sides and on one side only. The req uirement' for clivisirn1'
70 mm 3.5 111
loaded on both 'ides are 'impler and detailed in A I I and A 12:
80 111111 4.0 111

A I l .I Til11/Jer
All timber U\Cd for grain filling' \hall be of good \Ound quality and of a
type and grade which has been proved to he satisfactory for thb puq'Xl\c.
The actual fin ished dimensions of the ti mber shall be in accordant·e with
the dimcn\ion' '>pccilkd below. Plywood of an exterior type bonded with
\\alcrproof glue and filled so thm the direction of the grain in the face plll''
If thicJ...ne<>ses greater than thc.,c are p1m ided the maximum
unsupported span will vary direct ly with the inc rease in thickness.
.I
Tl~c. end' of al! shifting board\ shall be securely hou'>ed ,, ith 75 mm
m1n1111u111 bearing length.
•
J\ 12.2 01/Jer materials .2 Subjec t lo the provisions of A 12.4.3 and A 12.4.4, the mini mum size
of wood shores shall be as follows:
Divisions formed by using material other than wood shall have a strength
equivalent to the shifting boards required in A 12.1 . Rectangular Diameter of
Length of shore section circular section
(m) (mm) (mm)
/\. 12.3 Uprights
.I Steel uprights used to support divisions loaded on both sides shall Not exceeding 3 m 150 x 100 140
have a section modulus given by Over 3 rn but not exceeding 5 rn 150 x 150 165
Over 5 m but not exceeding 6 m 150 x 150 180
Over 6 111 but not exceeding 7 111 200 x 150 190
Over 7 111 but not exceeding 8 m 200 x 150 200
Where:
Exceeding 8 m 200 x 150 2 15
W sect ion modulus in cubic centimeters
a = horizontal span between uprights in metres. Shores or 7 111 or more in length shall be securely bridged al
approximately mid-length.
The section modul us per metre span W1 shall be not less than that
given by the formula: .3 When the horizontal di~tance between the uprights differs
significantly from 4 111 the moments of inertia of the shores may be
W1 = J 4.8 (/i 1 - 1.2) cnr~/m
changed in direct propo1tiop.
Where:
.4 Where the angle of the shore to the hori1.ontal exceeds 10" the next
'1 1 is the vertica l unsupported span in metres and shall be larger shore to that req uired by A 12.4.2 shall be fitted provided that
taken as the maximum value of the distance between any in no case shall the angle between any shore and the horizontal
two adjacent stays or between a stay and either e nd or the exceed 45°
upright. Where this distance is less than 2.4 m the
respective modulus shall be calculated as if the actual va lue A 12.5 Slays
were 2.4 m.
Where stays are used to support divisi ons loaded on both sides, they shall
.2 The moduli of wood uprights shall be determined by multiplying by be fitted hori;1.ontally or as near thereto a-; practicable. well secured at each
12.5 the corresponding rnodul i for steel uprights. If other materials end and formed of steel wire rope. The sizes of the wire rope shall be
are used their moduli shall be at least that required for steel increased determined assuming that the divisions and upright which the stay
in proportion to the ratio of the permissible stresses for steel 10 that of supports are uniformly loaded al 4.9 kN/111 2 . The working load so
the material used. In such cases attention shall be paid also lo the assumed in the stay shall not exceed one third of its breaking load.
relative rigidity of each upright to ensure that the deflect ion is not
If the bulkhead is going 10 be loaded with bulk grain on one side only (usually the
excessive.
case when a temporary transverse bulkhead is installed to reduce the length of a
.3 The horizontal distance between uprights shall be such that the compartment), there are additional strength requirements in A I 1.2 and A 11.4.3. These
unsupported spans of the shifting boards do not exceed the maximum have been omitted from the above. Also, further details of construction arc given in
span specified in A 12.1.2. A 13. These have not been included here as application of this regulation requires a
1-.nowledge of structural engineering. If, therefore. it is to be used on a ship, the plans and
A 12.4 Shores \pccifications for the bulkhead must be included in, or be a supplement to. the ship's
approved Grain Loading Booklet.
.I Wood shores, when used, shall be in a single piece and shall be
securely fixed at each end and heeled against the permanent structure
of the ship except that they shall not bear directly against the side
plating of the ship.
 Fill ini-:s
GENERAL INFORMATION
ON GRAIN LOADING /\I I grain divisions which arc to be utilit.ecl for a particular stowage arrangement
shall Ix' grain-tigh t. in sound condition. and constructed in accordance with the
1t·q11i11.:111l'nh in /\ 11 and A 12 of the Code or the design and specifications as included in
ACCE PTANCE OF VESSELS TO LOAD BULK GRAIN Ilic appmvt:d Grain Loading Booklet, whichever is applicable.
AT UNITED STATES PORTS
Strndurnl Defects
Certificate of Readiness
Th..: boundaries of cargo compartments in whit:h grain is to be loaded shall be
A Certificutc of Readiness is a document which must be issued by a National Cargo s11 11clurally intacl and free of leaks. Deficiencies which may affect seaworthiness or lhe
Bur..:au surveyor before a vessel can load grain al a United States port (see example on "11i,lac1ory t:arriage of the grain may have occurred after issuance of the Cargo Ship
page 82 of this booklet). The information presented in the following pages is intended lo Safely Construction and/or Load L inc Cc11ificates. If such deficiencies are found, they
clarify the n:4uiremenls for the issuance of the Certificate and thereby help preven t cost ly will be brought co the auention of the Master and evaluation or repair to the satisfaction
delays which might result from fai lure lo meet them. ol the !>hip's C lassification Society shall be required before a Certificate of Readiness to
load grain can be issued.
Document of Authorization
The vessel should have on board a Document of Authorization (sec page 27 or this
booklet), issued by the Administration of the country of registry or by an agency
authorized lo issue such documents on behalf of'lhat Administration. The document
should accompm1y and refer to the approved Grain Loading Booklet which is provided to
enable the Master 10 meet the requirements of the International Grain Code.

Change of Registry
When a vessel changes registry. the Grain Loading Book let must be approved or
accepted by th e new Administration or an agency authorized to act on behalf of that
Administration and a new Document of Authori1.ation issued. Owners and operators are
cautioned th at such approval is not automatic and may. in some cases. require preparation
of a new Booklet to conform to th..: requirements of the new Administrat ion. Therefore,
it is strongly Tecommended that timely action be taken to obtain such approval or
acceptance by t he new Administration in order to avoid possible delay when the vei.sel is
presented to load grain.

Seaworthiness.
The vessel should have on board valid Cargo Ship Safety Construction and Load
Linc Certificates .

A Vessel without a Document of Authorization

A vessel which does not have on board a valid Document of Authorization may load
grain under the requirements and limitation~ set forth in A 3.5 or A 9 of the Code (sec
page 28 of this booklet).

St.ability Calculation
A stability calculation, signed by the Master, which demonstrates that the vessel will
comply with the stability requirements of the appropriate regulations al ..:very stage of the
voyage must be presented to the attending Surveyor before a Certil'icate of Readiness wil l
be issued. The source information used in preparing the calculation must correspond lo
that detailed in the approved Grain Loading Booklet. Information on preparation of grain
stability calculations is shown in this booklet. beginning on page 49.
 PREPARING A SHIP FOR LOADING GRAIN
Compartments '>Chcdulcd to be loaded must. in every respect. be fit 10 rcceivc g1 a111
The following wggc'>tion\ arc offered for personnel in charge of prepariug a -,hip 101
loading grain:
MOV AHLE BULKHEADS. Movable bulkheads must be properly po..,itioncd and
secured in accordance with in,truction\ provided on board. The edges of the hull..hcmh
nm'>t be made grain-tight and in\lructions detailing the equipment and methodology to hc
used for that purpo\e \hould be available on board and followed.
CLEANLINESS. fl i' e\\ential that all '>pace!. intended for grain be thoroughly clcan
(i.e.. free of prcviou-. cargo rc'>iducs and other contaminants, free of odor and free of
loose ru\t or paint ~calc). Par1icuk1r care mu~t be taken 10 clean the overhead beam-..
ledge" and the under,idc ...1ructurc of .,tee! hatch covers.
HII~GES. Bilges and/or drain wells must be cleaned and then securely covered with
burlap or other ~uitahlc material which i~ grain-ti g ht but not watertight. Bilge suction'
and sounding pipe~ mu-.1 be clear. Tween-deck scuppers must he made g rain -tight.
MOISTUHE. Compartments in which g rain is to be loaded should be dry.
Consideration should be given to wooden structures, such as ceiling landing rads, bi lge
limber boards and gra in fillings. where water may become trapped in or behind th e
structures/fill i11gs.
INFESTATION. A thorough in, pcction of the gra in compa1tmcnt~ should he made for
any signs of in \cct or rodent infc~wtion . This applies particularly to ves~eb which have
previously carried g rain cargoe .... Any indication of infestation will be cause for rejection
by go vernment in ~pector\ or their representat ives. who may then require fumi gat ion or
extermination prior to acceptance.
STRUCTURAL I NTEGRITY. Cargo compartments must be structurally sound.
Cement boxc-. over holes or craci...., affecting the watertight integrity arc not permitted.
Bulkheads below the main dee!.. nrn-.t be watenight. Manholes on double bottom tan!.. ...
under grain hold' should be in..,pcctcd for tightnes!. and. if necessary. the tank\ should be
te!.ted by pres'>ing up. Weather deck hatch covers ..,hould be inspected for watertightne''
and. if ncces\ary. hO\C te ... tcd.
S HEATHING OF HOT BULKHEADS. Fire-room and engine room bulkheads, which
are subject to temperatures of 110" r: (43.3" C) or above and are adjacent 10 hold' in
which hulk grain is slowed. ~hould be sheathed. Sheathing is al~o required whenever
bulk grai n is stowed adjace nt to the bull.. head of a tank in which a heated liquid is carried.
DEEP TANKS. When grai n is to be loaded in deep tanks, the ballast filling lines and
heating coi l lines must be blanl..ed in the tanks or e ng ine room. Where deep tank-. arc not
titted with drain wells or covered bilges, the bilge :.t1ctions should be adequately boxed .
WINC TANKS. When gra in is to be loaded into wing tanks. precaut ions shou ld b..:
taken against the entry of water throug h ballast filling lines, overboard di scharge va lve ....
deck vents, deck manhole-. and an y other openings. Ballasting of wing tanks is lo hc
avoided when gra in i' carried in the cargo holds.
ELECTRICAL WIHING.
' . . .. .. Wiring and e lectrical eq uipment buried in hulk orain
.::;,
w11 ...111u1c a s1gn1 1tcan t lire ha1ard.Unless es ... cnt ial to the underway operati on of the
ship. all clcctrical circuits in grain compartrncnh nlU\l be disconnected or defu1.ed.
PRECAUTIONS WHILE LOADING A GRAIN CARGO
l'ht.: g rain regulations arc predicated on cargo space-. being as full as po!.siblc and
'' c it 11 immed. Constant ~upcrvi'>ion and in..,pcction by 'hip·., officers i\ required to
l'n -,urc th at thi'> is done. Proper trimming can be a ... cc11aincd by frequent ..,ighting through
l111nm111g hatchco; and acce\\ manhole.... When loading du,ty cargoc\. it may be
nl'l'c"al) to interrupt loading periodically to allow the du ...1 to <,cttlc \uflicicntly to
1n' t1':ct the trimming. When !rimming machine' arc m.cd. the throwing distance should
he 1..cpt lo a minimum. Poor trimming is dif'ficull and expcn'i' c to correct.
TIUMMI NG HATCHES. When twcen-dccl..s and lower hold-. arc loaded in
combination. trimming hatcheo; and acce~' manho le' must be left open. When the 1wccn-
dccl..' and lower holds arc loaded separately. these openings must be closed.
SEALING OF TWEEN-DECKS. When a twccn -dccl.. i~ loaded separate ly from a
lower hold. the tween-deck mu~t be scaled to prcvcnl lh c ~ettl ing of g rain into the
co111part mem below.
SECURING HATCH COVERS OF FILLED COMPARTMENTS. If there is no
hulk grain or other cargo above a lilled compartment or a tween-deck vesse l, the hatch
covers ~hall he secured in an approved manner. having regard to the we ight of the covers
and permanent arTange me nl~ provided for securing ...uch cover,.
ELECTRICAL FIHES. During loading operation\ -.ciiou\ fire\. or even explo\ions.
can be caused by faulty electrical circuih in cargo co111partmeni... and by portable cargo
light... lclt unaltended in grain compartmenh. J\11 electrical circuit... in grain
compartments must be disconnected or dcfu1cd and portable lights nni...t be removed
"hcn not in use.
LO.\D LI NES. A Certificate of Loading'' ill not he i"ued if the \C\\el i' loaded deeper
than her sea,onal marh. after correction for dcn,ity. In all case.,. the applicable
ll cL·hoard. a' shown on the Load Line Certilicatc. will govern. The Cenificate of
I o,1d1ng hccomc'> 'oid if. at any stage of the voyage. the ve\scl is at a draft deeper than
hl'I approp1 iate seasonal marh.
IL 111 order to remain within a certain Load Linc Zone. the vessel must follow an
111d11cll 1outc to her destination, the stability calculation ~hou l d indicate 1his fact and
lhl'lt' sho11 Id hc sufficienl fuel and water on hand for the intended voyage. No allowance
will lw (K'1 n111tcd for pumping oul rcsid ual ba ll a\l after departure.
(;JU:J\T LAKES LOAD LI NE IU~GU LATIONS. J\11 ships loading al U.S. ports on
llw ( :1l'.1l I ah·, 111ust comply with the U.S. Coast G uard Great Lakes Load Line
Rt·1•11l.il 1<111' ((1 CH~ ~ · 15 .9 states as follows:
(a) I 01 llil' pu1 poses ot the law and 1cgulations pmhibiting \Ubmergcncc of loatl
l111l'' (-1(1 ll .S C' 8lk: ·1<1 C'H{ 4 2.07- 10) thc marl.. ... a.,...igncd to vessel\ holding
1111t·111at11111al load l111l' n •11it 1calcs apply durin!! the fo ll owing sca.,ons:
 (I) Ve-.,el' ;l'.\igne<l freeboar<h as new vc"cl' under 1hc International I o;ul
Line Conn:ntion. 1966 - WE \Tll El~- l> EC.h. lli\T~H COVERS. Prccau1ion., ..,hould be t••"en to prc1cnt the
(i) Winter - Nnvc111bcr I 1hrough March 3 1: 1l'.1l..,1t'l" of \\ oill'Iinto g1,un cargOC\ through lhe joinh Of mt:lal \\Cather-deck hatch
(ii) Summer - April I through Apri l 30 and October I through ll•ll"1s. such·" may be cau..,cd by the working of the vessel in heavy weat her. Scalino or
0
I hl"\l' 111111i... hy la pc 01 other means is rccrnnmcnded. particularly with respect lO thc
October 31: lo II\\ oil d h,Jll hl"\
(iii) Tropical - May I through September 30.
(2) Vessd' as~igned freeboards a\ existing ve\scls under thl.! lntcrnalional 0\ tmlfE,\TING OF_ DOUBLE BOTTOM TANKS. Precautions should be ta"en to
Load Line Convention. 1966 - Jlll"ll'IH da111ag..: 10 gram cargoe~ by overheating or double hotlorn or other fuel tanks.
(i) Winter - o\·ember I through March 31: I ll" lllCt'r ul I1n.·1-.. \hould be aclvi,ed regarding thi-. ha/ard.
(i i) Summer - April I through Apri l 30 and October I through
October 3 1:
(iii) 'I ropical - September 16 through September 30:
(iv) Tropical Frl.!..,h - May I through Seplember 15.
(h) Excl.!pl for hopper dredges opera1ing al working freeboard' in accordance wi1h
\uhpart C of part 44 or 1hi' chaph:r. lhe Assigning Authori1y may nol allow for
le..,,er freehoards.

Note that there is no provision for a vessel loading in the G reat Lake1> to utilize
Fresh W<1tcr Allow<mce and suhmerge <my of the applicable marks accordingly.
This mean~ that a c;hip loading in the Great Lake'> in April, for example. "ill not
reach Summer Di<>placemcnt - loading must stop \\ hen the Summer Marks a rc
reached.

The go-.erning regulation.., for the ahmc example can be found in 46 CrR ;:42.07-10
"'follow ... :
(c) When a vc,..,eJ is in fresh water of unil densit y. lhe appropriate load line may he
... ubmerged by lhe amount or the f1 esh waler allowance \hown on lhc applicable
load line cenilicale. Where the dcn ... ity i... 01hcr lhan unit}. an allowance \hall
he made proportional 10 the difference between 1.025 and the actual den\ity.
This paraAraph docs not apply to vessels when navigating the Great Lakes.
( E111p'1(11i1 added)
(cl) When a ve.,-.el depar1' from a port '>ituated on a ri1er or inland \\;Hers. deeper
loading !-.hall he permiued corre!-.ponding to the weight or fuel and a ll 01hcr
materials rctiuired for con\umption between the port of dcpanure and the sea.
This paragraph d oc., not a ppl) to vessels \\ hen na,igating the Great Lakes.
( £111plll/\i.1 added)

UST. A Certilicate of Loading will he i...... ucd only if. after completion of loading and
prior to departure. the \ essel i'> upright or is li..,tcd no more than one degree. 1=-
TRIM HY THE HEA D. If. al the completion of loading. the vessel is trimmed by more 1= 8
than one-ha If percent of the Length Between Perpendiculars (0.005 x LBP) by the head. a
Cenificatc of Loading 11 ill be i..,...ued onl> if the Ma ...1er furni-.hc ... a sl<ltemcnt that hl· 1
c011\iders it safe to proceed in thi!-. condition.

LONGITUDINAL STRENGTll. Longitudinal ..,trcngth is not regulated by tlw

International Grain Code. Should longitudinal 'trcngth become a concern to thl·
surveyor. the ship's Master shall satisfy the surveyor 1hat the longitlldinal ... trcnglh ol lht•
ship is not impaired.
 CARRIAGE OF BULK GRAIN IN TANK ERS
STA BILITY TERMS AND SYMBOLS
A tanker i' defined as a ves,cl 'pccially designed and con•;iructcd for the can iar~· ol
liquid cargoes in bulk, and in which the cargo spaces arc subdivided into snialk 1 CE TER Or BOUY A CY (a single point within the portion
compartments by longi tudinal and tra nwerse bul l-.hcads. of the ship's hull w h ich i\ below the waterline and through
wh ich the fon.:e or buoyancy appears lo operate when the sl;ip
T here arc certain requi rement-; rt:lated to safety and good cargo o uttu rn whic h mu't i-; upright).
he met before a tanker can be considered ready to load bulk grain. These requin.:me nt\
include. but are not limited to. the follo" ing: 1leight above the !-.eel of the Center of Buoyancy.

CJ:NTER OF GRA Y ITY (a single point within the entire

CLEANLINESS. Compartment\ are to be comple te ly clea n, dry. odor-free. and ga' \lruc ture of the 'hip a t which the l<llal weigh t of the ship. and
free. All loo-;c scale is to he removed . In case of douht conce rning odor. the all that is in it. appea rs to be concent rated).
compartment should be closed and rein-;pected 24 hours later.
VCG VERTICAL CENTER OF GR/\ V ITY (height above the keel
PIPELI NES. All pipdines to cargo compartment\ mu\t be thoroughly cleaned. drained. (or K~) of the Center of Gravity of a cargo companmelll or tank).
and hlown dry. I !eating coil lines and deck manifolds must be hlanl-.ed. In tankers whid1
"c; Meight above the !-.eel of the Center of Gravity.
have an in depe ndent stripping system. all pi peli nes, except the stripping li nes. arc to he
blanked o ff in the pum p roo m. In tankers whi ch have the strippi ng lines attached to the V irtual heigh t above the keel o r a ship's Cen ter or Gravity,
main sucti o n lines. all pipelines. except those foro1i ng the stripping arra ngement. arc to obtained by adding the corrections for liq uid free \urfac.:es and
be blanked off in the pump room or other location' as nec..:-.sary. In tankers wher..: 'ertical grain 'hifling moment\ (if applicable) to KG.
blanl-.ing is impossible due to the con\truction of the piping 'Y'lem. applicable valYcs
l\I METACE1 TER or TRANSVERSE METACl:Nl ER (the
must be secured by means of chains. padlock<;. and seab. The time and date of thi'
sec uri ng o pera tion. together w ith the seal numbers. should he e ntered in the ship's Log point of intcr,ection of \ertical lines projected upward'
Boo k. through the Cen ter or
Buoyancy at consecutive small ang les of
hee l).
BOXING OF S UCT IONS. Tankers that do not have bilge 'uction well~ mu'l be K\I 1lcight above the 1-...:cl of the Trnnwcr'c Metaccntcr.
provided with an alternative arrangement to enahlc water to be remO\ ed. They mu\t be
Gl\I METACENTRIC 1IEIGHT (u,ually rcfors to GM corrected for
litted wi th hoxc' of 3" thick lumber or suitable perforated metal (minimum 16 gauge)
cons tructed arou nd the stripping line suction. Such boxes mu\l he grain-tigh t. hu1 not free 'urface cffcc.:t; the vertica l distance hetwccn the
watertig ht, and have a capacit y of not less than 22 cubic feel. Li111bers. or openings, Me taccnter ;111d the Vi rtual Ce nter or Gravity. i.e .. KM - KGv).
properly covered with burlap or mc'h mu\t he provided lo permit the e nt ry of waler. l\10~1ENT The prod uct of a weight mult iplied by a distance.
Where the inside diameter of the \tripping line i\ 'i' inches or le\\. the total area of \Uch
openings should he determined hy multiplying the inside cro\\-scctional area of the HEEL 1 he tranwer'e angle of inclination of a vc~sel.
stripping line pipe by six . Where the ins ide diameter of the stripping line exceeds \ix
inc hes, the mi nimum tota l area of the ope nings m u' t be 180 square inc hes.
=II HEELI NG The moment re,ulting from a tranwcrsc ,hift of weight
l\ 1 0~1ENT through a give n dista nce which tends to heel a vcs~el.
SOUNDING PIPES. Every compartment in w hich grain is carried must be equipped !=91 Expressed as tonne- meters or foot-ton<;. (/\ l-;o known as
1 UPSETTING MOMENT).
with a sounding pipe having an in,idc diameter of not less than I /!"· the lower end of
"hich is to be made grain-tight but not watcnig ht. Pla~tic pipe' 'hould have a wall ~ \ OLU\IETRIC The product of a 'hifted volume multiplied b) a tran\\er~e
ll EELING 4
thickness of not less than 0. 145" (M.:hedulc 40 gauge). Such pipe' arc lo be secured al di-.tance. Exprc,,cd ~" 111 (m ' x rn) or ft 4 (ft ~ x fl). Converted
, uffic ient interval\ al ong their length lo prevent be11d i11g and shou ld be fi lled w ith caps al
the upper ends <llld "T" fittings al the lower ends. =-=II l\IO\JENT

( ;;t,
to I lccling Momeni hy dividing by the Stowage Factor (or
mu ltip lying by the density) of a cargo.

RIGllTING ARM or R IGHTI G LEVER (the hori/ontal

dl\tance betw..:cn the force of buoyancy acting upward'
=II throug h B and the force of gravity acting downward' through
(i) . ~ ~

R ICll l'IM: The produc.:1 of the Righting Arm (GZ) multiplied by the
\101\JEN I dl'placemcnl (weig ht) of the 'hip.

I
 TRIM TERMS AND SYMBOLS FORMS FOR STABILITY CA LC ULA TIONS
TRIM The longitudi nal inclination of the ship. It i'.'. mca,urcd a-. thl' l·n·1\ vc"cl for which stahilily calculation-. arc rcq uin.:d by the Code mu-.1 submit
d ifference hetween the forward and afte r drafts. t1111 l'OPIL'\ oJ ,u..:h <:alculatitlll\ for the intended voyage to the attending National Cargo
111111-.111 \)u1\cyor heforc a Certi ficate of Rcadinc..,, can he i-.wed. With the exception of
LCB LONGITUDINAL CE TER OF BUOYA CY (longitudin;tl
, 1t1p' 1\111ch load under A 9 of the Code. the calc.:ulations -.hall be dralkd on the National
po,ition of Center of Buoyancy. generally cxpn:s..,cd +or - a\ a
< .11~0 B1111:a11 Grain Stability Cakulation h>r111. The calc11la1irn1' mu-.1 he legible. but
di\tance from m id..,hip~. but may he mea..,ured from the Altc1
1·kL 11 onic:/mechanical completion i.., not required. The Form. 11 ith any ncccs-.ary in,crt
Perpendicular).
'hl'ch. "ill be furni.,hed upon requc-.1 by all local otlice-. of ational Cargo Bureau.
LCG LO. GITUDINAL CE TER OF GRA YITY (longitudinal hu 111 .ind in-.crh can al\o he dim nloaded in Adol"! format from the ational Cargo
p<>..,ition of Center of Gravity. generally expre\\ed + or - a' a l1111ca11 11ch,i1e (w11 w.natcargo.org).
di..,tance from mid~hip<;. but may be mea,urcd from the Alte1
In the ca-.c of the required GM calc.:ulallon for a -.hip loading under A 9 of the Code.
Perpendicular).
thc calculation shall be fully documented. although the format i.., not prc-.eribed.
~ITC
MOMLNT TO T RI M ONE CE~TI METER or Moment to
(or MCTC) In each ca...e. the calculation!\) \hall be -.igned by the Ma ... tcr and by the Surveyor.
Change the Trim by I cm. 011c copy shall be retained on board the \hip: the ori!!inal -.hall be retained hy the
MTI MOMENT TO TRIM ONE INCH (moment to change the trim Sun eyor.
by I"). The information and example' ~hown on the fo llowing page' arc intended to as\ist
TPC TONNES PER C ENTIM ETER IMMERS ION. -.hip Ma-.tcr' and Officers with proper preparation or the 1,tahility calc.:ulation.

TPI TO NS PER INCi I IMMERS ION.

PREPARATION OF GRAIN STABILITY CALCULATIONS

REQU ISITE INFORMATION. The fo llowing information ~houl<l he ascertained in
order to prepare an accurate stability calculation:
I. The type and quantity of grain 10 be loaded.
2. An accurate estimate of the Sto1\ age Factor.
3. The quantitie~ of fuel and water on hand at departure. daily conwmption. and
amount\ to be taken at bunl..ering porh during the voyage.
4. The Load Line Zone\ to be tra1 cr-.e<l during the 1O} age.
5. The quantities and sto11 age of other cargo to be carried at the 'ame time a\ the
grain cargo.
6. The distance and ~teaming time required 10 the port(-.) of di,charge.
7. Draft restriction\ which may be encountered during the voyage.
With the ahme information on hand, the Grain Stabi lity Calculation \hould be
Jlll'Jl.tll'd. U\ing the typical condition\ 1,hown in the Grain Loading Booklet as a guide.

t IN ITS. 1\ll ligurcs u\Cd in the calculation 'hould he shown in the same units a~ are used
111 t lw appw\'~·d Grain Loading Bool..h:t. (A Stowage Pact or conversion table is furnished
nn P·'l'l' 10" o l thi' booklct to a\\ist with conversion from English to Metric units - an
:1hllll'\ l:tkd (;()11\e r-.ion table appear~ on the Grain Stabi lity Calcu lation rorm itsel!).
'I 111 1 11.t~c-. and 1110111cnh may he rountkd off to the neare1,t unit.
CONDITIONS DURI NG T llE VOYAGE. T he Stability Calculation shall show:
l. The departure and arrival condition~.
2. The conditions on arrival and departure from bunkering port<>. /\ddilional
ins..:rt sheet\ for Part 11 of the National Cargo Bureau Grain Stability
Calculation Form '>hould be used a<; necessary for this purpose.
3. If an arrival condition indicate'> balla'>t on board which was not \l10wn in the
dcpa11tirc condition. then an intermediate condition shall be included which
will demonstrate compliance with the "'worst.. permi'>\ible \!ability
requirement. Thi\ condition i<; considered to be immediately prior 10 balla'>ting
and mu-.1 include the effect or free 5urfacc. but not the effect or the added
weight of the balla't. In determining the effect of free \urfacc. it i'>
recommended 1ha1 maximum free 5Urface moments are \hown for lanl..\ 1ha1 arc
10 be balla'>led. Bunkering after departure is documented in the <;amc way a.,
balla<;ting.
FREE SURFACE O F LI QU IDS. Part ll of the Grain Stability Calculation Form shall
include a provision for the detrimental effect of ~he free surface of liquid., on board.
Although this may be ln1scd upon the actual condition of the tanks while the ship is al sea.
ii shall not be a les.,er effect than is <tpplicd in the e xample condition., in the approved
Grain Loading Booklet. In the ca\c of U.S. flag vessels, the calcul<Jtion with r..:spccl to
liquid fr..:c surface shall comply with U.S. Coast Guard regulations as set forth in 46 CFR
* 170.285. For all vessels whi le at sea. the free surface of liquids ~hould he kept 10 a
minim um by maintaining all tanks either full or e mpty with the exception of those in
STATI( 'AL STABILITY DIAGRAMS. In instances wh..:rc the approved Grain
I o.1d111!' Bool..kt dot:s not conlain a table of Maximum /\ llowable llccling Moments
<'10" <\11 \'<'' of Stability must h..: utili1cd lo prepare 1,tability diagrams for ~ach loadin~
lOllllit1011 ... huwn in th..: Stability Calcu lation. From these. the numerical rnlue\ to ~
.rpplrnl 111 lht:. t:akulations. i1~ order to demon1,tra1e compliance with the requirement., of
,\ 7 I ul the Code. can be demed (sc..: page-. 55 and 56 of thi., booklet).
B \ 1.1.,\STl'iG. Wh..:rc. in_ order IO meet '>tability rcquircmcnh. balla'>t i., required at
11111, ol dt:panurc and ballas11ng cannot be accompJi.,hed ;It the loading lx:rth due to draft
,,.,11 rt llon-. or dirty harbor water. such ballasting mu'>l be completed \\Iii le the \ c-.sel is in
pr nlcl lt:d '' atcr... TI1c same condition '' ould appl) to dcballaslin!! at the port of
dt•,11n.1tion. ~
SlllFl'l:"IG B~:TWEE:'\ PORTS. Vcs.,cls loading grain at t\\O or more pom in the
u'.ntrncnta~ Unlled _States may. in _some cireurmtancc.,. be exempt from full compliance
'' llh the Cod..: until the loadrng 1s completed at the Ja,t port before commencing the
111lcma11.onal \Oyage. The rule' pertaining 10 thi:-. '>ituation arc gi\cn in Enclosure 2 to
N~I\ rgatron & Vessel Inspection Circular No. 5-95 (sec page JO of thi:-. booklet).
1'/\RT GRA IN CA RGO E~. Vcs-.eh which load part grain cargoe., and :-.ub<;equemly
load other cargo :-.hould 111d1cate the propo'>cd stowage location of th..: other car"o on the
i11i11al Grai1~ Stability_ Calculation . For111. If the fi nal stowage arrangement differs from
that shown 111 the ongrnal Calculatron. a revised Stability Calculation shall be prepared.

actual use. l>ISCllARGE AT MORE THAN O NE PORT. When the grain cargo i., discharged ac
111'.uc than one port (or \~hen other cargo used to '>Ccurc the grain cargo is dbchargcd
PARTLY FILLED COMPARTMENTS. A slack hold/compartment heeling moment p1101 to the gram ca_rgo). 1t shall be the responsibi lity of th..: Master to fully comply with
value, used in the Cak:ulalions. must be al lca<;l as large as the Grain Loading Bool..lct tht: n:qurrcmenh ol ti~~ vc~scl's Grain Loading Document and/or the requirements of
val ue corresponding to the actual level of grain in the slack hold/compartment. To verify lot:al gm·cmrng authontres al ..:very <;tage of the Yoyagc.
thi<> requirement. ullagcs in slack hold<;/compartmcnts will be checked by the auending
NCB Surveyor upon completion of loading. Obviou~ly. if the vessel meets the stability
requirements. even when using ma>.imum heeling moment-; for any \lack
hold/compa11ment. the grain can be loaded to any level within such hold/compartment
without jeopardi1ing compliance with the Code. Checking this. while preparing the
Grain Stability Calculation form. add'> an extra level of security in that. even if there arc
unexpected variation<, in the Stowage Factor or the exact amount of available cargo. the
final loading condition will '>till comply with the Code. It should. hO\\ever. be noted that
use of maximum heeling moment values in the Calculations docs not eliminate or r..:ducc
in any way the necessity for the grain wrfacc in a s lack hold/compartment 10 be leveled.

WING TANKS. When wing tanks arc loaded. the maximum heeling momenh for these
compartmen t ~ should be used in the Stability Calcu lation. since it is impracticable. if nol
impos<;ible, 10 trim the tanks full. When converting Volumetric Heeling Moments 10
Grain Heeling Moments, the same Stowage Factor as that used in the cargo holds must he
used for lh..: wing 1ank1-..

MAXIMUM ALLOWABLE HEELING MOMENT TABLE. This table should IK'

used, provided it i1-. included as p<trl of the Grain Loading Booklet or an addendu111
thereto. The entering argument\ arc usually KG v and Displacement. KGv i1-. 1he hdght
of the center of gravity of the loaded ship (KG) incrc<1sed by the correction for liquid 11,.,.
surface and the correction for vertical grain shirting moment (if applicable). r

CONSTRUCTING AND MEASURING
A STATICAL STABILITY DIAGRAM
In the event that a \hip's approved Grain Loading Booklet tloc' not include a tahk
(or curves) of Maximum /\llowable Heeling Mom en ts, it will be nccc..,sary to manuall y
calculate the residua l area anti the ang h.: of heel tlue to a g rain ' hift in order to
demonstrate compliance wi th the 'tahili ty requirements of A 7 of thi.: Code (sec page 24
or thi\ booklet).
To do thi s. you mu't fir't complete the calcu l ation~ in Part' I. II and the first half ol
Part Ill of the ' ational Cargo Bureau Grain S tability Calculation r:orm (hereinaftc1
identified as the Form). The'e are the ~amc calculation~ that mu't be performed for any
grain loading and furni'h thi.: following info1 mation for each \tage of the voyage. i.e ..
departure, arrival and. if necessary. intermediate conditions:
Displacement NOTE:
KGv A.1 GM /'(:(erred to i.1 obtained
GM fi·om KG 1 • ii trill already be
Grain Heeling Moment correc1ed j(>r fi"l'l' .111rface
Next. you mu't draw the stahility diagram for the 'pecific di,placemcnt and KG,·.
Thb req uires u~e of the '> hip's approved Cros' Curves of Stability. A n example or a
ship'' Cross Curves of Stabilit y is shown on page 57 of this hooklet.
To faci litate the process of drawing the stabi lit y diagram and to complete the
re mai nder of the required calculation. you shou ld u ~c Addendum # I to the Form. An
exam ple of a completed Addendum is ' hown on pages 55 and 56 of lhi' hook let. The
data used is taken from the C'l.amplc Cm's Cune' of Stability. Although the Addendum
b intended t0 be ~elf-explanatory. additional explanation is furni,hed in the paragraph'
below. keyed to the encircled numbers o n the illustration.
Normally the Cross C urves of Stability will be included in the approved Grai n
Louding Booklet. II' not. they may be referenced and iden tii'ied in the Booklet and
fumished separately.
The angle of nooding i'> discu,,cd on pages 25 - 26 of this booklet. For a ship
which doe' not hme a table of Maximum Allowable Heeling Moments. the angle
of nooding should he included in the information fumi,hcd in the approved Grain
Loading Booklet.
The assumed KG of the Cross Curves of Stabi lity will be stated 0 11 the Curve,.
In some cases il wi ll be ident ified a' "pole height". It is now more common I'm
the curves lo be labeled as "KN Curves". in which case the a\sumcd KG (pole
height) is 1cro.
Since the :IS\Umed KG of the cro.,,
Curves will probably not be identical to the
actual KG v or the ship. the correction facror determined here will need to be
applied in order to adjust the Righti ng Arms for the differe nce between the two.
As noted o n Addendum # I . it is important 10 retain the 'ign ( + or - ). For KN
curves (assumed KG of"lcro). the correction factor will always be negative.
The Angle' of Inclination to be entered in the Table of Righting J\nm will depend
upon which angle' arc repre,entcd on the Curves. T he angle' sclecred ,11011ld
l'lll er the range from 5" to at least 45". preferably ro 60°. in order lo i'acilitatc
d1.111 ing of a smooth curve when the point' arc plotted. If a cut vc lor 12" is not
•<·presented. then use the clo'c't one to it. usually either 10° or 15". r:requently.
th<'IC i' no curie for 5". This i,. however. an important angle that should nor be
disregarded in the plot. \O enter 5° as the lirst angle of inclination in the Tahle of
R ighting Arms. I low the val ue for this wi ll be obtained i' <foCU\SCd in a
suhscq ucnl paragraph in thi s section , dealin g with the Plot of Stabil ity C urve.
llsing the example Cross Curves on page 57. for each angle of inc lination find the
point al which a vertical line projected from the appropriate position on the
DISPLACEME T 'calc (top and hottom). intersects the curie labeled for that
angle. Project a hori1ontal line from rhat point of intersection (or set a pair of
di\idcrs) and read off the value of the GZ on the RIGHTING /\RM scale (left and
right).
·1he KG correc ti on factor (previously determined) multiplied hy the sine of the
angle of inclination produce~ the figure that mu...i be added or Mtbtracled from rhc
GZ. on the line above. in order to obtain the corrccred GZ.
lhc corrected Gz, arc the righting arm' at each angle of inclination for the
di..,placement and KGv calculared on Part II of the form.
·1 he'e point~. rig hting arm' versus ang le of inc lination. must he plotted on the
g raph on page 2 of the Addendum. Note that the left side or the graph does not
ha\e a calibrated 'cale. The user mu' l. therefore. calibrate the 'cale to
accommodate the range of righting arm' he is work ing 1\ ith. In the C\ample. the
large't righting arm j, ahout 3 meter-.. and G:vl i' 3.68 meter'>. Since there are four
major 'cale dil isions. mark the scale for a range from 0 to 4 merer,. (If you \\ere
worl..ing in feet. the eq ui va lent maxi111um righting arm would be 9.84 feet and
(;M would be 12.07. 'o most appropriate may be to mark the major divi,ions as O.
.\, 6. 9 and l2 feet).
In this ca<;e. a curve for 5° wa~ included on the Cro~s Curve-.. so the corrected GZ
at the 5" angle of inclination has been dclincd. Even if rhere is no 5" curve. we
can still e\tabli'h a 1·alue for the righting arm at 5° and it i' good practice to
alwa) s plot that value a' it serves a~ a good check on the initial slope of the curve.
II the calibrarion' on the left \Ca le arc of \Ufficient range. marl.. off the length of
the GM on a vertica l line at angle 57.3". Mark a straight line from 0 to this point.
tlwn project a vertical line at angle 5". Where these lines intcr\cct alMl c\tablishcs
th e 5" GZ point.
<;0111ctime,. to provide a reasonable scale for the righting arm value'>. the range of
t .1lah1 .ttion entered on the graph doe' not permit a plot of the GM at 57 .3". In that
t'I ,·nt the corrected GI. at 5° can be tal..cn a' GM multiplied b) sine 5°. It -;hould
lw 1111t<·d that 1alucs obtained from hoth the \traight line plot and U\e of the
1111111111.1 .11c 11kn1iral.
I >a.m " "lH>olh n111·e through the plotted points. This is the ri g hting arm curve
11 Im h dc,r1 1lw' th t• inhere nt stabi li ty characterislics of the ' hip at the given
1l1\ pl.llt'1llt' lll .1ml 1\()1 Plot the g rain heeling arms at angle-..()" and 40". These
t ilt' tlw 1 .1h1<'' uk n1il1<·d a ... (Al and (8) on the first page of the Addendum. Dra1>.
ti \tl.ll"h t lam• tilltlll"h thl''l' t\\ll point\. rill' line i' a \'Cf) clO\C appro'l.imation of
tl11· ' 111 ,,. •>t hn•l111g 1110111<·nt .irms gcnc1.ttcd h) the a"umed grain shift.
@ Inspection of th..: completed plot will reveal a point al whil:h the heding 1110111c11l
curve intersects the righting arm curve. Project a vertical Jim: down fiom lhl\ NATIONAL CARGO BUREAU, INC.
PAGE! OF 2

point. The angle of heel can then be read off on the scale at the bollo111. If an ADDENDUM# 1TO THE GRAIN STABILITY CALCULATIONFORM
a'>sumcd grain shift \hould occur. with the 'hip loaded as dcsc:rihed in Pait-. I and ro llt CCM'LE'TCO \',HEN
A TABLE OF MAXll'UM A, lOWA8,< Hl UNG MOMENTS IS NOT PROVIDED JN Tl VESSEL'S APPROVED GRAIN
II of the Form. the !>hip would lay over and come to re~t at this angk ol H I llu lOO~LET IN SUCH A CASE, CO"lP\.IANCt WITH PERTINEtlT GRAIN RfGULAT!O~S MUST BE DElERMl~ED FRO"l A PLOT OF THE
" TY CURii!:. PREPARE 0'.E ADDENDU'I FOR EACH STAGE Of 1lif VOYAGE ANO USE THE RESULTS TO C0"9LETE Tl'E SUMMARY
inclination. To 'atisry A 7.1.1 of the Code. this angle mu\t not be greater than PART C THE GRlol'. STAB;UTY CALCULATION FORM.
12°. CHECK ONE:
Vl SSLL: M. V.ATLA.'fflC OOOl'•ARTllREFROo"'· NEWORLEA~S
When the ship is heeled to th..: angle determined above. there mu'>t still be a PORT ~Ew ORLEA ·s DATE 16 MAY 'IJ D 1.,1CR"'.1:01AJC
reserve of '>tability to sustain it again'>t possible weather and/or '>Ca condition\. -- DAR.NA.A"
The amount of thi'> reserve is indicated on the plot by the area between the
righting arm curve and the heeling arm curve within the boundaries of the a~g le Q)rnDENTIFICATION OF CROSS CURVES OF STABILITY: l'I GRAIN LOAOI 'G BOOKLET (SEE NOTE 1)
of heel and a limiting angle. whic:h i1, specified in the Code. The vm1011' BASIC DATA:
condition'> used to determine the limiting angle are shown on page 2 or the DISPLACEMENT (FROl'I PART JI) .. •• _ .ul595 mt
Addendum. Note that the limiting angle can never be greater than 40°. Also. a' KGv (FROMPART II) . ..... ... 10.08 m
mentioned previously. when selecting the angles of inclination to be in\'c-.tigated
and plotted on the curve. the last angle should always be 45" or greater. This will GM (FROM PART II) ..... .... ........ ... . _______
3.68 m _
ensure that a smooth curve drawn through the plo11ed point\ will detect a GRAIN HEELING MOMENT (FROMPART Ill). .. ....... . .. ..... ... 29350 mt-m
maximum righting arm if it 'hould occur at an angle less than 40".
@ ANGLE OF FLOODING (SEE NOTE 2) . .... . .' ... ······· ...................... - ---''----
.i90 - - -

@) The remainde r or th..: calculation utili,.cs the data obtained from the graph to
calculalc. by Simpson's Rule. the residual area. This area provides an indication
(A) AoHEELING ARM AT ANGLE 0° (GRAIN HEELING MOMM : 0 1SPLACEMENTJ. _ _ 0.60.J m_ _ _

of the amount of reserve Mabi li1y avail<1hle and. to satisfy the rcquiremenh of (B) A 40 HEELING ARM AT ANGLE40° (o.s xHEELING ARM AT o•) ..
O.-l83 m
/\ 7.1.2. it mu\I be not less than 0.075 meter radians.
@ ASSUMED KG OF THECROSS C\JRV~S ....................... .......... 0.00 m

© GZ CORRECTION FACTOR (ASSUMED KG - KG, )........... .

(MAY BE "+' OR · ' ,RETAIN SIGN)
- Hl.08

TABLE OF RIGHTING ARMS (GZ): l~CLUOE DATA FROM 0° T060° (Ml~l..,UMJ

ANGLE OF INCLINATION 9 50 J2ll 204 301 .ro• I 600

SINE 0 0.087 0.208 0.3-l2 0.500 0.6-l3 0.866
-
© G7 ('qQM CROSS CURVES) l.19 2.90 -l.91 7.-l6 9.38 10.95
© SINE 9 x CORRECTION
FACTOR (oes&VE s;G~J - 0.88 - 2.10 -3.-l5 -5.0.J -6..ul -8.73
@ CORRECTED GZ 0.31 0.80 1.-l<i 2.-l2 2.90 2.22
NOfES:
I Tf,lS INf'ORMATION IS REQUIRED ONLY lF CROSS CURVES OF STAB!Ll1Y (OR TABUlAR DATA) ARE .1:!2I 'lJRN:SHED l~
11£ VESSELS APPROVED GRAIN LOAOl'IG BOO~lfT.

1 H£ ANGLE OF A.OOOING MEANS AN Al>GLE Of HEEL AT WHICH OPENINGS IN THE HUU, SUPfRSTRl!CTURES OR DECK
tiQU,b, 'HAT CANNOT St CLOSED WEAlHER·TIGHT, IMf'LRSE. SMALL OPENINGS lHROUGH l~ H ICH PROGRESSIVE
11 OOl>ING CAN~OT TAKE PLACE N<ED NOT Be CONSIDERED.

I II I Mi !HOD APPllES JN HE USUAi CASI: WHERE THREE POINTS Of.SCRIBE l HE RIGHTING ARM CURVE BETWEEN
1111 AN IL Of IUL AND THE LIMlTING ANGtE; IF hOT, APPLYS!J'PSON'S RUI C USING FIVE STATIONS INSTEAD OF
IHRll AS liO\\N

•I Ml llR l"I .RLE DIVIDED BY 57 fi[ ILRRAOIANS; FOOT DECREES DIVIOEOBY 188 • MElER RADIANS.

' V I/ I Jj\ IW "l~(ll2)78HJOO

 ~
..... ....:
• .."
....
0
•.. ~ ~ ,.
0 .... :. .....
0

-
.
0
e

PAGE 2 O~ 2
J. I
,...
' ' " '
"' • uu Luo..
I
' WJ JilUuUJ
I
PLOT OF STABILITY CURVE:
ii -- I I .,_ ....

Meler\ -
.J
co
-'!'.
/I I
·- -·- _.... ~
::;
..
~
I-
I
RJI

®
llHh

,,,
APM
3
• I
v
~,.. 0"""'
..J IJl
w
If)

....,.. ;...
H-t-+t--+--+-++-+--j.jl.-l-.J-1.4--1--1-~..U.-L.....J....U - ,.... - - I
~
2 ":
;::: ...;
.;)
I
rt-tt--t--+-t--t+'-t-t--!--++-+-~~-+1f-4+-l-+-++~-l--1--L~
v.

I
,\ ... , ( "" ... ··•········ ...... .

--
I

'
I
.. ' J

o0 10° 300 100 500 ---

PLOT HEELING ARM PLOT HEELING ARM~ PLOT GM AT 57.3°..............- I

Aro• AT 400

~'
I
I J
DETERMINE FROM THE ABOVE PLOT: ANG LE OF HEEL (THE FIRST lllTERSECTIOll Of THE RIGHTING ARM CURVE WITH THE HEEUllGAR~ CURVE)
I..
® 9 DEGREES
-
j
-
I

@ l.IMlTING ANGLE =II I

I
(40 OfGllfES OR
1"E AliGlf Of FUXlOL\G <>'I 2
~
I I
I J
.. v I
T"t AliGlf AT WHICH THEPE JS HAXJl4~H DJITTRE•1Ct
ICT\'t'EEtl THE R1Qt:TI11G AR.N cu•'lt A~O THf HffU9'CAPM CURVE) I I
I '
-
40 DEGREES e-i j IJ I
I J ~.+ -+-+-+-11--1--1-1--1--11--1--1--1._ 1 - 1 - -I
I
RESIDUAL AREA CALCULATION: STATJOll SPACING (S) = (J!Mlll!!G AUGIE . A!!GLEOFHEEll . .rn ° . 9 ° .J5.5° (SEE !!OTE ll I I
l +-+-~/-1-t-+-Hf-H+-+--i--+-A---+-!-11 -~
I
~ 1 -r~t.1r--r-ri-r-~1 -1--H1'+-r-+-t-t~-t--+H~j-l--l,.....+.~,~.-4--l-L1-~
1
• I

ANGLE OF INCUNATION RIGHTING ARM HEEUNG ARM DIFFERENCE PRODUCT

ANGLE OF tlEEL 9 0.59 0.59 0 1 0

ANGLE Of HEEL+

ANGLE OF HEEL + 25°

5° 15.5
40
1.0.t
2.90
0.57
O..t8
0.-t7
2.-t2
4

1
1.88
2..t2
1-tt-._tt++-tt-+-~-tt-+/-+-++-/1--1-v-+I-·'-!--l-+--1-1-/V
IV
(llMmNGAl«.ilf>

SUM .t.30 ,\ , 1 ;V ,
\ ' i H, +1-f-1'/:1-+-+-11--1-/-¥-./v-A--~+-l~Y-+1--1--i-1-!-L,....t~
~~~~\-t-tt-+-JrV+-+-H-/hv~~~v4--+-+-~V~/~-+-l.-J--!.-L~
SU M xS
3
RESIDUAL AREA .t.30 'X
3
15.5 22.217
x
m'
1'
0.388 mr
(SU llOTE 4)
I
,1 / +~~//-f:;/'4-+-+-rv,l/~:..+--+-+-+-+-1-1-+-+i
(Musi comply wil/1 A 7.1.2 - /\ / I/ ,
EXAMINED:
see page 24 of this booklet)
---ii.C.B. SURVEYOR
K ... 8
REV07/06
MASTER
!!ill IO'fW\Y !IATCMGO O';G (111)78Hl00
..
D
-:
:T

11\1 l\ll\ ')\I I ll')lll

 ILLUSTRATION OF ILLUSTRATION OF
A SAUCER UTILIZING BUNDLING OF BULK GRAIN SECURING OF PARTLY FILLED COMPARTMENT
(IN LI EU OF BAG<;EDJ
BY STRAPPING OR LASHING
(Specific req11ire111e/l/\ are dewiled in A 15 of the Code)
(Sj1cci/k rcq11ire111e11f\ are detailed in A 17 ol1he Code)

32mm
\ \ TURNBUCKLE

\
LASHING
DUNNAGE

MOULDED BREADTH . GR Al N
"
450mm
OF SHIP DEPTH OF SAUCER BOARDS
25x (150to 300 mm)
Less than 9.1 m 1.2 m minimum RUN ATHWARTSHIPS
25 mm SHACKLE
Between 9.1 m and 18.3 111 1nterpolate
-==:i--
~~ y
18.3 m and over 1.8 m minimum -~
BULK GRAIN HATCH MUST BE
CLOSED WHEN

® Bearing contact of saucer against ship·s structure:

At least one half of dimension@
TR\\\ I.R"E SECTIO\
TWEEN DECK IS
PARTLY FILLED

-OR-

secured in place by tranwerse lashings spaced not more than

2.4 m apart.

@ To retain bulk grain within the saucer:

Lining material (Wength 2687 N per 5 cm strip. i.e. 306.8
pounds per I inch strip) joined by sewing or doubt..: lap
-OR

lining material (strength 13-W N per 5 cm strip. i.e. 153.5

pound~ per I inch wip) joined by sewing or double lap.
restrained by tram.verse lashing~ spaced not more than 2.4 m
apart and protc<.:ted from <.:haffing by dunnagc. 25 mm
minimum thickness and between 150 and 300 mm in width.
placed longitudinally between the lashings and the lin ing
material.

PL\"I VIEW
 ILLUSTRATION OF JLLUSTRATION OF
A SAUCER UTILIZING BUNDLING OF BULK G RAIN SECURING OF PARTLY FILLED COMPARTMENT
(l '.'11 LI EU OF B \G(;I.:0)
(Specific req11ire111e11ts are dewiled in A 15of1/tt• Codi')
BY STRAPPING OR LASHING
( 5ill'£ i/lc- requiremenls are dt•wiled in,.\ 17of 1/te Code)

\
~BOCKLE
BOARDS
BFARER BOARD 7.'imm x (150 to 300mm)
25 mm x 150 RUN LONGITUDINALLY
LASHING
DUNNAGf
UNDER WIRE • I STEEL WIRE
____;~_a£M'-='°'~:=3=(:>=-.......,......_--,L_~- . / 19 mm
-=r
...
. GRAIN \
0 MOULDED BREADTH
OF SHIP
DEPTH OF SAlJCER
BOARDS
25 x (150 to 300 mm)
"
.d50mm
y

Le-.~ than 9.1 m 1.2 m minimum RUN ATHWARTSHIPS

25 mm SHACKLE
Between 9.1 111 and J 8.3 m l nterpolate
18.3 m and over l.8 mminimum
I·
BULK GRAIN HATCH MUST BE
CLOSED WHEN

® Bearing contact of ~aucer again\t \hip·.., \tmcture:

At bl\t one hair of tlimen)>ion@
l'RA\ \ ERSE liECllON
'WEEN DECK IS
PARTLY FILLED

-OR-
~ccuretlin place by tranwerse la~hings ~paced not more than
2.4 m apart.

LON G TUDINAl :!..Im

@ To retain bull. grain within the -.aucer: FtOOR

Lining material (strength 2687 N per 5 cm strip. i.e. 306.8

pounds per l inch strip) joined by sewing or double lap
-OR-
lining material (strength 1344 per 5 cm \ trip. i.e. 153.5
TARPAULIN
pound.., per I inch \trip) joined by sewing or double lap.
re~trained by transverse l:hhing.., ~pacetl not more than 2.4 m
apart and protected from chaffing by dunnagc. 25 111111
minimum thickness and between 150 and 300 111111 in width,
<.RAIN '
placed longitutlinally between the lashings anti the lining
material.

PLAN \'IE\\'
 ILLUSTRATION OF CA LCULATION OF AVERAGE VOID DEPTH (Vd)
SECURING OF PARTLY FILLED COMPARTMENT
WITH WIRE MESH \\ h,·n hullo. grain i' '>towed '>O ""to sati.,fy the rcquircmcnt of A 2.2 of the Co<le. i.e ..
(Specific rcq11ire111e111s are dewiled in A 18 of the Code) "11 llnl l rn11pat1111cnt. tri111111ed". it mu~t be loaded and tri111med so that 1he grain i' at ih
htfhl t po"1hle level. Thu\. the regulation-. rccogni/c that. due 10 1hc sellling of 1he
1•1.1111 .ind tl'\ll icted wor!..ing 1>pncc. it is nm fcasiblc 10 till a co111par1111en1 0111.: hu ndred
Pl'1n·111 Tllt:n: will always bl! small void -,paces between the 1rim111cd surface or 1he
1•1.1111 :111d 1111.: overhead slructure in the companmcnl. The regu lation\ do 1101 '>pecify the
dq1ll1 ol lhi' void but. in'>tead. "as'iumc·· a ckplh which varie\ depending upon 1he
••l'rn111·11' or lhe overhead ;,tructurc.

I hl· nu1m:rical value a\\igned to the a\'erage 'oid depth (Yd) i' cs'>ential 10 the naval
.11d11il'll lrn calculating the Grain Loading Boo!..le1 data. Detail\ of how that value i\
dl'll't n11 111:d arc provided in B I or the Code. Void depth (Yd) b not. however. used hy
,111p's (ll'tsonnel in any or lhl! calculations req uired if 1hc ship has a Document of
i\111hmi1a1ion and an approved Grain Loading Booklet.
In tho.: case of a ship without a Document of Authori/ation which i'> permitlcd. by i1s
\d1111ni,t1,1tion. to load a partial cargo of bull.. grain in accordance with the provi\ions of
\ 9 ('>..:..: page 28 of thi'> boo!..le1). the void dcp1h. in the compartment(\) in which the
t•1.11n '' II> be '1owed. mu;,t be !..nown as ii i\ one or the facwr-; 10 be applied in the
lornrnl.1 for requ ired GM.

In lieu of reference lo B I. the following t<1bles. in Metric and English un it\. furn ish
tho.: aH' ragc vo id depth (Yd):

VOID DEPTH GIRDER DEPTH

Grain slightly crowned a long fore and aft ccnlerlinc of cargo hold.
BOUNDARY· .
.··... 1
·.··· ..
One layer of burlap. canva~ or tarpaulin ('>Cclions lapped 1.8 m minimum). DISTANCE

Two Iaycrs of wire reinforcement mesh (3 mm wire \~eldcd i.n 1~O x l SO mm

'> quares). Bottom layer laid athwarhhips: lop layer laid long1tud1nally. (disregard bleeder hole'>)

I SO 111111 x SO mm lumber bearers again'>I rrames or shell to dis1ributc the

downward thru\I of wire rope lashings al the sides. Transverse Section Through One Side of Ship

Two layers of 150 111111 x 2S mm lu mbcr bearers directly benealh 1hc wire rope
l<L'>hings. Yd = Fe, + Fnn

Steel wire rope la'>hings. 19 mm diamcler. spaced 2.4 m maximum and attached to
the framing about 4SO 111m be low grain surface.
\\ hl'll" Yd = A vcragc \'Oid dep1h
(meter;, for Melric. feet for Engli'>h)

The first and last tranwerse lashings to hc closc to forward and at'tcr bulkheads. I'<,
= faclor~ l'rom Tables I and II
f 1111
32 mm lllrnbud.lc'> to tension la<>hing'>.
 AV l .:RACI ~ VOID UEPTll 'l'A HLI•: • l\U.:TIU( '

'l'ahk I 'l'ahk II 1 n hh• I T ahh· I I

Girder
F,,
Boundary llouudai')' ( :11 d 1•1 ...
(.
llo und:u·) Uounda r)
Depth Dbta ncc F1m l)i.,lmH' C 1'1111 llq1lh (kl'I)
(Ill) tm ) (Ill) l>i.,l ~llll'C 1'1111
Dii,taucc Foo
(Ill) ( Ill ) (Ill) 11ml11•.,) <ll'cl)
(lcet) (feet)
(feet)
1.101·1
0.1
0.2
0.375
0.300
0.5
0.6
0.570
0.562
5.0
5.1
0 1lO
().-.Ill
.,
<>

0.9139
2.()()
2.25
un u
1.8213
16.50
16.75
1.-11-15
1.42-16
p -0.726-1 2.50 1.8013 17.00
0.3 -0.225 0.7 0.55-1 5.2 0. 1lX I ..+3-16
0.4 -0.150 l'i -0.5389 2.75 1.7813 17.25 1.44-16
0.8 0.546 5.3 0.-.1-12
IX -0.3514 .l<Xl 1.7613 17.50 l.-15..J6
0.5 -0.075 0.9 0.538 5.-1 0.-116
21 3.25 1.74 Ll 17.75 1.46-16
0.6 ().()0() 1.0 0.530 5.5 0.-150 -0.1639
3.50 1.7257 18.00 1.-17-16
2-1 +0.0236
0.7 +0.075 I.I 0.52-1 5.6 0.151 3.75 1.7107 18.25 1.-18-16
27 +0.2111 4.00
0.8 +0.150 1.2 0.5 18 5.7 0.-158 1.6957 18.50 l.49..J6
:io +0.3986 -1.25 1.6807
0.9 +0.225 1.3 0.5 12 5.8 0.-162 18.75 1.5046
3J +0.586 1 4.50 1.6657 19.00 1.5146
1.0 +0.300 1.4 0.506 5.9 0.466
36 +0.7736 4.75 1.6507 19.25 1.5246
I.I +0.375 1.5 0.500 6.0 0.470 5.00 1.(1372
39 +0.96 1 l 19.50 1.5346
1.2 +0.450 1.6 0.496 6.1 0.474 5.25 1.6273 19.75
·12 1.5446

=-
+ l.1 486
1.3 +0.525 1.7 0.492 6.2 0.478 -15 5.50 1.6173 20.00 1.5546
+ l.3 36 1
1.4 +0.600 1.8 0.488 6.3 0.482 5.75 l.(107.1 20.25 1.5646
1.5 +0.675 1.9
2.0
0.484
0.480
6.4
6.5
0.486
0.490
=-
'.=II
-18
51
51
+ 1.5236
+l. 171 11
+1.8986
6.00
6.25
6.50
1.5973
1.5873
1.5773
20.50
20.75
21.00
1.57-16
1.5846
1.5946
2.1 0.474 6.6 0.496 57 +2.086 1 6.75 1.5635 21.25 l.60-16
Example:
Girder Depth = 0.5 m
2.2
2.3
0.468
0.462
6.7
6.8
0.502
0.508 =- 60 +2.2736 7.()()
7.25
1.5485
1.5335
21.50
21.75
1.618 1
1.6331
Boundary Di.,1ancc = -1.2 m 2.4
2.5
0.456
0.450
6.9
7.0
0.514
0.520 =- l•:,ample:
7.50
7.75
1.5185
1.5035
22.()()

22.25
1.6481
1.6631
Vd = FG + r111)
-0.075 + 0.-130
= 0.355 m
2.6
2.7
2.8
0.448
0.446
0.-14-1
7.1
7.2
7.3
0.526
0.532
0.538
=-
~
C1mkr Depth = 36 inche~
Boun<lar) Di.,lance
= 19 feet 8 inche.,
8.00
8.25
8.50
1.-1885
1.475..J
1.-170-1
11.50
22.75
13.00
1.6781
1.6931
1.7080
(19.67 feet) 8.75 1.-165..J 23.25 1.7225
2.9 0.-142 7.-1 0.54-1 9.()() 1.-1604 23.50 1.7370
Vd r(, + P'so 9.25 1.455..J 23.75
3.0 0.-140 7.5 0.550 1.7516
- +0.7736 + 1.541-1

=-
IMPO RTANT: 9.50 1.450~ 2..J.!Xl 1.7661
3.1 0.438 7.6 0.558 2.315fce1 9.75 1.-.1-154 24.25 1.7806
If V<l cak:ulate., a~ le.,s 3.2 0.436 7.7 0.566

•
I0.00 1.-140l 24.50 1.7951
than 0.1 111 .... T HEN 3.3 0.434 7.8 0.574 10.25 1.4354 24.75 1.8159
Vd = 0. 1 m 3.4 0.432 7.9 0.582 11\ ll'Oln'ANT: I0.50 1.430..J 25.00 1.8359
3.5 to 5.0 0.430 8.0 0.590 I0.75 1.4254 25.25 1.8559
II Vd r.1k11l:1k'' :I\ lei., I I .00 1.4204
111.111 n \ )x ln·t .... Tl ll:N 25.50 I 8760
11.25 1.4514 25.75 1.8960
Vd = 0.128 l'l'el 11.50 lo
1.4 107 26.00 1.9 160
16.-10
-- -
 CALCULATION IN ACCORDANCE WITll A 9 EXAMPLES OF LOADING CONDIT IONS

The formula for calculating the required GM in accordance "ith J\ 9 ol the Codi: \1111w l'\amph:' of I) pical loading conditiorh. together with compkted calculation'
('cc page' 28 - 29 of thi' bool..let) can be 'impliti.:d for ~olution on an electronic on th1· N.1t111nal Ca1go Bu1eau Stability Calculation Form. are shown on the lollowing
calculalOr as follows: P·'I'\''.

Let: I. BULK CARRIER:

Q = '1 (Yd x B) A lour hold bulk carrier. wh ich has cargo holcb that are not deemed specially
,u11able. i' loading a part c;1rgo of gra in at a Great Lakes port (Duluth) and then
Then: completing loading (lopping off) at Montreal before proceeding to \Ca. The loading
GMR = L " Q ! x ((0.388 " B) - Q) .11 Duluth will be done to meet the requin:mem-. of the U.S. regulations for an
0.136 x Sf x t:i e\empted \'oyagc (\cc page I 0 of thi~ boo!.. let). The final loading will be done 10
meet the rcquircrrn!nh of A 7 of the Internal ional Grain Code. All holds must be
Where symbols and un its are as shown in the following tab le: trimrncd. (Vesse l'i-. dm:urncnts in Eng lish units).

Dimensions 2. HULK CARRIER:

Symbol Meaning
Metric Enl!lish A li\'C hold bull.. carrier. which has cargo hold' that are deemed specially suitable.
Required Metacentric I lcight meter~ feet "ill be loaded to meet the requirement' of A 7 of the International Grain Code. The
GMR . Grain Loading Bool..lct ha' been approved under the International Grain Code. The
L Length of Companmcnt meter:. feet
full cargo of wheat ha' a Stowage Factor of 1.212 m 'tmt and the \C\\cl will take
B Beam of Ship meters feet
ma:-.imum cargo. loading to Summer Draft marks. Nos. I and 4 1lokl' will he slack
Yd Average Void Depth meters reel and must he leveled. The other holds will be completely filled with the enth or the
3 1
SF Stowage Factor m /mt fr /LT holds untrimmed. (Vessel's documents in metric units).
fl; Db placement mt LT
3. GENERAL CARGO SlllP:
J\ l\\o-dcck general cargo ship will be loaded to meet the requirement\ of A 7 of the
International Grain Code. Its Grain Loading Bool..let wa\ pre\iou,Jy apprO\ed
Ex~1mplc: under IMO Re\olution A.26-l(Vlll). The ship is dc.,igned with permanent centerline
h11ll..heads. forward anti aft of the hatch openings, in all cargo compartments. The
Bulk g rain, stowing at 1.254 111 1/mt, i~ ~towed in No~. 2 and 4 Lower 1lolds. No. 2
Gra in Loading Booklet provides Vo lumetric llceling Moment' for all
Lower Hold is 22 meter~ lonl!: No. 4 Lower I lold i' 18.5 meters long. In both holds. the
compartmcnls. shown both without centcrlin<.: divisions fitted and with cen terline
G irder Depth is 0.5 meters ;~1d the Boundary Distance is 4.2 meters. The Beam of the
divisions fitted. The in \lructions in the Grain Loading Booklet stale that the latter
i-.hip i' 34 meters and the anticipated sailing Dbplacement is 23.807 metric tons.
\aluc' may be used only when bundle\. 'auccrs. or temporary bulkheads are
in,tallcd in way of the hatch openings. In thi.., cx:rmple. these arrangement' arc not
From Table' I and II: Yd = 0.355m '"ed. The ship i., loading a full cargo of wheat \\ ith a Stowage I-actor of 45 ft ' ILT.
Length of compartment~ 22.0 + 18.5 = 40.5 Ill Loading in combination (sec page 21 of thi' booklet). is u\cd in l\o. 4 Tween
DedJLowcr Hold. (Vessel's documents in Engli\h units).

Q = ~(Yd x B) = '4 (0.355 x 34) Q = 3.47 111 4. MULTI-PURPOSE VESSEL:

GMR = !J 0 2 x ((0.388 " B) - Q)
0.136 x SF x J\
4.Q.5 " 3.472 x ((0.388 " 34) - 3.47)
0.136 x 1.254 ;>. 23807
40 .5 x 12.04 x 9.72
4060. 14
Required Mc1accn1ric I leight (GMR)
A multi purpose vessel wi ll load a maximum cargo (Summer Draft uwrl..s plus Fresh
Water Allowance) or wheat with a Stowage I ·actor of 1.226 m '!mt. 1lolds are not
'P1.'1. iall) -.uitablc and loading untrimmed i' not authori1.ed. The Grain Loading
Bool..lct ha' been apprmed under the International Grain Code and the \C\\CI will be
lo.1dl'd lo meet the n:qurremcnt' of A 7 of the Code. There arc adjw.tablc tween
1kd., 1h.11 can he tipped onto their sides anti fitted in variou' positions. forming
h1il~ l ll'atl\. 10 create up to four separate cargo holds. Volumes and Volumetric
I ln· l i11~· Moment infrn 111ation arc provided for w1.:dgc sections forward and aft and
GMR = 1.17 m pl·1 1m·tl'1 !or the non wedge 'cction between. Four hold' will he created and
Nm I \.ind I \\Ill h1.· lull with :-lo. '2 slacl... (Vc,sc1·, document\ in metric units).
1.17 meter'
 .:=. ,,, CARGO HOLDS GRAIN DATA
.....t.
c0 E
0
~
ell VOLL\1ETRIC
<::
:0 .g HOLD CAPACITY VCG HEELING MO\IENT
ro .E
c: ::::>
No. (ft"') (ft) Full Comr>artment
u
CJ <:: 05 (ft4 )
c. "§ '-'
n8.741 24.9
E 0 §' 38.5()()
ro w
/.
CJ -5 :.cro 2 200.875 21.7 52JOO
"-
0 E :;; 3 20 1.878 21.4
0 52.300
.2 ,,, .::r!
t!::
.+ 193.873 22.I 55.700
c. E- ..::;
t; co
"'CJ ..;,.,,. ._,
CJ
CJ

~ /
.,., ..... .....
.. .....
..."' '° '°
Ci:;
<:: "° MAXIMUM ALLOWABLE HEELING MOMENTS (FT-LT)
:::... '° :g (bccrpt)
"'
~
VJ RTUAL CENTER OF GRAVITY (KGv)
DISPLACEMENT (Feet)
(Long Tons)
22.5 23.0 23.5
-
24.0
19.000
-
10.047 7.663 5.279 2.895
19.500 10.676 8.303 5.930 3.557
20.000 II .316 8.984 6.622 4.260
20.500 II .931 9.608 7.285 4.962
~
e:
~
~
<
u
~
~
;:J ......
C)
~
..
1"""'4 0 0
3
..c
~

bl) V>
~ ......
C<:S
Q)
::I
Q)
......
~ u tJ... LJ....
~
~
<
:;i<
~ Ill
 Page 1 of 4
Page 2 of 4

NATIONAL CARGO BUREAU, INC. SHIP AND CARGO CALCULATION

GRAIN STABILITY CALCULATION FORM PART!
_ _ _• (RecJndlor -"""""" bo.it. S>'loftrl llt Unolld Slalosol Amlnca) TYPE Of GRAIN COR\ STOWAGE FACTOR !i0r 50 FT llT
.. / SE\ECA
~ • 1984
.,
Cl\RGO SF
(1)
GAAl'i CUBICS fll WEIGHT \cc; 1.•0MENT S.F S.F. DEN
TOTAL USED __ (3) (3'
" PASCAGOLLA
. ,. U.S.A. 6385 1014706
1)1 I'. l>l Ll rH
I 50 l.l8741 80000 1600 17.6 28160
Ji'.
MT
,,
f!...
LT
MT
~MT
:\llN\ESOTA SHIPPl\G CO. 2 200875 200875 4018 21.7 87191 ,,.. "~ ~

GRAIN LOADING BOOKLET APPROVED BY ~ATIO\AL CARGO BUREA U

J 201878 201878 40.l8 21.4 864U ....
.,
•H
..,.
v~

....
ON BEHALF OF (FLAG STATE) I .S.A. "" "'
4 19387.l 126100
- - - - - - - - - - - - - - - ..... - - - - -
2522
4~.3
18.0 45396
11-1960
' .. QIU

DRAWING NO SR\-105799 DATE OF APPROVAL 29 .\IAY 1984 (0\'I L\\I - ----- - - - - - - - - - - - -- 129 38.3 4941
APPLICABLE REGULATIONS CHAPTER \'I, SOLAS 1974 TOI \I <., - - - -----·---- - ----- - - - 16518 367061
AOOENDUM FORUNTRlM~IED ENDS APPROVED BY \A TIO\AL CARGO BL RF.AL
DRAWING NO \O\E DATE OF APPROVAL 15 OCTOBER 1986 DI P. \IO\ TRE.\L
LOADING PORT(S) 0 1.JLUTH. :\I\ A\ 0 l\IO'i"tREAL, OC I 50 1387.it IJ8741 2775 24.9 69098
BUNKERING PORT(S) :\10\TREAL 2 200875 200875 4018 21.7 87191
DISCHARGE PORT(S) ROTTEROAl\l, Nf.TllEIU,A\DS 3 201878 201878 403! _ 2I .4 864 1.l
\ l(llll"·;,11
.j 19387.'
STEAMING DISTANCE 3500 MILES MILES PER DAY 350 TIME I 0.0 DAYS Mllltr"'nbm 193873 3877 22.1 85682
DAILY CONSUMPTION: FUEL 25 LT DIESEL 3 LT WATER 10 LT
DISPLACEMENT DEADWEIGHT DRAFT FREEBOARD
"WINTER TH SCALCULATIO'< IS
PREPARED '< CARGO TOTALS _ 14708 32838.i
SUMMER 20102 LT 15891 LT 29' 10" 11 ' 08" LIGHT SH P 4211 27.3 114960
j ' TRICl..~TS
''TROPICAL COP.,STA\T .___129 38.3
_ _....:..:.
; ; __ _49-'1
_;.__J

7.63" ~p1 (AT SUMMER DRAFT) 64.2 LT

FRESH WATER ALLOWANCE
• 0:1
•• I>
-<lili..Vrt:D~A.2S
r;A#(
\ l',:lllSHt.'. TS
SH PANO CARGO TOTALS I 19048 I
(l)<XA'll'lETETl-tESECOl.~M~SIFl.IO'lETHMQ>,< Y1 Of CARGO SLOADED
THIS IS TO CERTIFY THAT: (2) FOR PAATLY Fii.LED COMPARWENTS SHOW THI. CU8'CS l!SEO IN ADDITION TO T~E TOTAi. COOICS
1. THIS CALCULATION IS PREPARED IN ACCORDANCE WITH THE REQUIREMENTS OF THE (3) l'lflGH SANO MOMENTS SHOULD Bl' SHOWN TO THE NEAREST WHOLE UNIT
VESSEL'S GRAIN LOADING BOOKLET ANO THE APPLICABLE GRAIN REGULATIONS.

2 THE STABILITY OF THE VESSEL WILL BE MAINTAINED THROUGHOUT THE VOYAGE IN

ACCORDANCE WITH THIS CALCULATION -::z:
I CALCULATION PREPARED BY: £ ·w.s; ;;Z:o....
(TO BE COMPLETED IF THE FORM IS PREPARED C'. TH0\1 PSO\
BY OTHER THAN SHIPS PERSONNEL)

NAl.E)PRl'fl) _ __ __ _ __

__
:\1.BUR\S 2522 4038 4018 1600
COl.IPAHY --------~ LT Ll LT
NC B ~ORS NA.I.II: 'II N1\Di LT
SIGNATURE - - - - - - - - -
DATE DATE 1 OCTOBER 2006
Duluth Loading ----+---~
NOTE: ORIGINAL STABILITY CALCULATION AND GRAIN ARRANGEMENT PLAN TO BE SUBMITTED
TO THE N C.B. SURVEYOR. ALL TONNAGES USED IN THIS CALCULATION SHALL BE
SHOWN IN THE SAME UNITS AS USED IN THE GRAIN LOADING BOOKLET

,,., c 11 7151
 Page 3 of 4 Page 4 of 4

FUEL AND WATER CALCULATION HEELING MOMENT CALCULATION

PART ll , PARTlll
THE INTEIWEDIATE SECTION ~·us· BE co,•PLETED !F THE ARRIVAL SCCTION SHOWS BAI.LAST THAT IS •OT LISTED IN \'f'tllCA!. &l4FT •.c; !t:lUl 'T
THE DEPARTURE SECTION THE INTERMEDIATE co-.o TION IS IJ\lEOIATELY BEFORE BALLAST NG ANO MUST l'llCLUOE PllOV«DI
THE EFFECT OF FREE SURFACE. BUT NOT THE EFFECT OF ADDEO WEIGHT ADDITIONAL FUEL TAKE!\ AFTER DEPARTURE [ M) llNPA.Rt
MUST BE SHOWN IN THE INTERMEDIATE SECTION IN THE SAME MAr-.NER flS BALLAST
/ M FT• I.IT Mtff LT

DEPARTURE INTERMEDIATE ARRIVAL

RO'l If.ROA \I 1>11'. ~10\ I REA_L _
1wu rn UEI'. \10\l REAL
FS
,,. ' VCG VCG MOMENT MQl,I
"'" r -1 o 38500
OB P \ FO 100 2.0 200 .lOO ~050 100 2.0 200 4350 f-T 0 52300 _ _~
50H r' to ~8 1.5 Ill!' 2~8 \.1 &90 390 ??8 2.8 6\8 HU
1-T 0 moo
54
\I 11 fO 20 Jl.6 m 20 Jl.6 6\? 54 28 .\1 .6 63? r-T 0 moo
m JOI .\4

r:
10 \0.1 .\0 1 10 JO.I 34 HI \0.1

36 28.U 116 1 30.0

1 3480 86 29.4 25~76
1008 1 176

71 6-0 1918 100 318 .\380 1918

rnr I\\ 200 .158 TOTALS 198800
\P f\\ HO 1780 130 280 •.1640 l.lO 28 U .\640 (11 °''.IGEl'OCA'.F ~ r <
~FORPAR' Y"l.DCOL'P""'Ml'"S AMl"SlC

t
(2 lOIAG FACTORIAfD,,rl,R1'l1$HALL'<OT •CEED'HOOl<l:BAS£DCINTHE~.t ;;t<IPERU'.'TOf'JOl. 1 STV. lGHT Of
TIE CRA" ifl!IESTO\\>GE f.CTOR ISTl'E SA),1( NA<L COVPART\ENT<; or~n T"[ OTA! VOlU\'-ElRICH[h •1 \.,,,C>IT BY'll<C STO..\AGE

... L JACIClllOR MJlTIPlVBYT"EO!:NSITY 100B1AIN THE GRANhEELINGMO\•ENT ~ 11<[ STOWAGE FACTOR VAR rs. OBTAWTHC GRAiNHEEllNG

INIER\AT'°""'-GAANCOOE ""1A 11
REGULATOV: 4 CHAPTER V1 S0U.S 1 4 i:f'
A OR\ LS~ED U>()ER ~GUlAT1()N • llCO ~SOJ.IJro'j A.~\1 ~-A' CklJ"E~ "1 SOlAS I
+

STABILITY SUMMARY
1 ~TERMEOiATE ARRIVAL
TOTALS
1054 1715.\ 692? 674 tl.l19 OISPt.Arr MEN 16818 20102 19722
JOO .\782 6854
KG1 ....-GM- 22.46 23.49 2.l.67
190.l8 448?85 19048 ~mss
16518 TOTAi GRAIN HEEL "IG MOMENT 3976 3976
2010? ~6S-138 19722 MAXIMU'A Al.OWABLE HEELl~G MOMENT
SEE
16818 680-1 5-132
\ODE'.\Ol \1 112
25' 06" l.llOO • .&l<GLEOFHEEL(12 MAX)
(.\ TTACHW)
l llETER"'°"'-'1
~WUJllMTE KG lJ.15 ARRIVAi. KG 2J_\0 • RESIDUAL AREA , •r OR, tJ W<ll....,
DEPARTURE ~G ?l.05
(l)FREE SVRFACE CORR !•) OAl (I) FREE SURFACE CORR •) 0..\4 illFREESURFACECORR •) 0..\7 6.38
• Hl I f.Ol.lf'llltD IF VESStl SGRAIN LOA!J1NC:BOOl\LET DOES NOT ';ClUOt A lABl ! OF ALLOWABlE "tt.ING MOM NIS I~ SUCH
(2) VERT S.M CORR (•) (21 VERT SM C~R (•) (2) VERT S ll CORR t•l
SIATICAI STABILITY DIAGRAMS O! MONSTRATl~G THIS l ~FORMATION SHAll BE AITACHEOHERETO
DEPARTURE KG 2lA6 INTERMEOIATE KG 2.1.49 ARRIVAl KG B.67
IN""E.Rtt.i\TIONALGRANCOOC PNHA &2
SECTION V ill PAATn CHAPTER\ SOlA5 ''"
NTE!\l'fO<ATE IO.I 29.15 ARRrlAl Kl.' ?9.06 stCTIONV(9 PAATB llCO~SOl"TICtlAlf.< 'YI ~CHN'llR SOlAS l*'l
OEPARTIJ!lE l<M 28.$4
ANCI.£ Of'HEEl GRAJ~ HEElJNG MOI.• ~h57l REGUl.A"Q. •2 OIAPTER 5aAS
DEP.ART\JRfl\G 22.-16 NTER\IEOIATE K< 2JA9 ARRl\'ALKG B .67 DISPlACUIEHT x GI.I
l'ITER'.!EDIATE GI.' 5.66 ARRIVAL G~I ~-\9
DEPARTURE GM 6-\8
R~OURE0••\>.4tJMGM ~.7\ REOUl'lf.Ol"WWGl.I 1.00 1.00 DEPARTURE NTER~'EDIATE ARRIVAL
(~tt ,\ddt11dun1 •? - .uachtdJ
( 1) FREE SURFACE CORR. SUM OF FREE SURFACE MOMENTS ( THIS OQAAECTION llUST BE N'Pl.IFO TO Al.I. SHIPS I
DISPLACEMENT (THIS CORRECTION N'Pl.IES Wlt'.NTHE llOlUMETRJC HEELNG t.1()1.l (NT GM
C\.llVESOR TA8lESOO NOT SPlCIFICALLV STATE THAT THE CORRECl ION
Ill VERT S M CORR • SUMOF VERTICAL SHIFTING MOMENTS FOR THE RISE Nll!:RTICAL CEHTtROF ORAYITV HAS BEEN l'<ClUOfO. Al >llOflf l (~MAXI
OISPl.ACEMENT NC THE MANUAl.PllOlllDESll!:JITICAI. Sidi'~ u<M:NrS l

•JOO
 NATIONAL CARGO BUREAU. INC.
ADDENDUM #2 TO GRAJN STABILITY CALCULATION FORM
TOBE CO,'l'l.ETEDl'"<ENAVESSEL CA~ll\'l'IG GIW'< NllU.,MO E~,.O.r,f DOl><A VOYAGE ON ThE '.'IA'U OR COASTAi. o',AfERS Of ;)

~ §
l HI'< EOSTATES ELECTSANOISE"11Tt.EOTOUT IZETHEPROl/lSIOl.;()f • CfR!!ZO:.

MV~ SE:'\ECA POf T 0

a'.l µ..
COlUMN OI)
.g
l .s
t 5 6
&ACK L L COLUMN#Z COLUMN• I B B SF COl.UMN # 7 "C
HOLD !WITHOUT (WITH C L ) DIVIDED BY PLUS DIVIDED BY ~ ..!!!
;:::

~
75 0 0 I
COLUM"la 3
75 66 287~96
0 1)1
1~?5261 -- 50
COi.UM"' oS

28.<il:' E
"',_,
-1
v .s (;;
Ci. ~ u
.,,
CJ g c
'-5
.,,
0
-;;;
.,,"'
Cil

.. 87 0 0 87 70 .\.1.1-0CJCJ 1972490 50 .'9~50

/.
..... £ 15 P::
"' ·~0
.. -=r
0 E ci5
c::
0 c 2

=-+ ~
0
___r- __[_
·a.
.c: Zl
Cil
0
r~
e-
i..:::
El ·-ev
(J
SUM OF COLUMN 9 67955 m v
0

KEY NOTES 9"' I.ii

~
~ u
lE~GT> Of <Oo D 1. All DIMENSIONS MUST BE II\ METERS (M), METRIC TONS (MT), •r , <I
AND M1/MT OR, ALTER~TIVELY, ll'j FEET( FT), LONG TONS( LT), ~ \0 00 00
8 3RfA0 HOF G'WNSURfACE
Cl CENTER!.•;< [)MSI(.',
A>jDfT /LT, ~

~ ..,.
I
00
2. WHERE AC L DIVISIO'll HALVES THE BREADTH, COLUM'llS = 2 '
J
~
SF STOWAGE FACTOR ~
A'ID • 3 ADJUST THE CALCULATION FOR THIS REDUCTION ~

""
~
, .
DEPARTURE FROM

FREEBOARO
DULL rH
-------
DISPLACeMENT • 168 18 REOV1REO GM •
BEAM OISPlACEMENT
GM 6.18 16.00 U.??9
70.00 67Y55' 1.17
16818

l.ttANDIWT . 25.$0 IF r <0268Tre~

I
REOU•REO GM • U.l
F • 02680MDED8Y r

FR!+ SOARD 16.00 OTHERWISE F - I

AVAILABLE GM• 6.38 ~
BEAM 70.00 0.2('8/0.229 = 1.170
e::
\ 10:-. rRE.\L
~
~
AflJl.IVAl. AT

OISl'lACfMEW : 166~

6..17
FREEBOARD
BEAii
0.231
REOU.RED GI.I 0 SUM x F
O~<;IV.CEMENT
<
u
()I.I 16.1 7

~
70.IMJ l17Y:'5 ' 1.1 6
1 66~

. ~
I
;....,
~
l!~AN OllAfT 25.lJ If• <0268THEN
~.72
0
REOUR£0GM•
F • 026&DIV!OEDBY r
~ ~
FREEBOAAD 16.17 01'1ERl',1SE
AVM.Alll.E GM • 6.17
0 6 ~
70.00 0.268/0.2.ll : 1.160 N C(J ..c
BEAM F ;...., :n
0 0;....,
~ a:l ::::
~
u l'..L; µ...

~.a. M.~ ~

IOI
C .""':ll:l
M TE
EXAMl~ED
N.C.B. SURVEYOR ~.
~
~
~
 CARGO HOLDS GRAIN DATA SUMMARY OF TANKS

FILLED FILLED \1AX. F.S.

CAPACITY VCG MO\H<:NT
ENDS UNTRIMMED TANK
Hm.u
ENDS TRIMMED - (m .1) (m) C m~}
No. VOLUM E
VOLLJJ\rn1H1c VOLlfl\1E VOLi-'.\IETRI C VCG * -
(1113) HEEU~G M0'\1, (1113) HEELING MOl\1. ( 111) FUEL OIL
(m4) (m4) I DB (C) 620 0.82 6. 150
I 11. 170 1.650 10,9 12 2.320 10.48 2 DB (C) 685 0.83 6.649
2 15,322 2.149 14,870 4,526 10.28 308 (C) 525 0.83 3. 124
3 15.0IO 1.999 14.656 4.495 10.24 SETTLI NG (SJ 30 15.31 II
4 14,889 1.978 14.584 3.525 10.24 SERVICE (S) 30 15.36 11
5 13.501 1.825 13.199 3.015 10.47 DIESEL O IL
D.O. TANK (P) 185 0.85 565
* In order to compensate for the vertical ,Jiift of grain. the geomc1ric hold center...
SERVICE(P) 15 15.25 7
of gravity. a' indicated in the table above. 'hall be used in full hold' with ends
trimmed or untrimmed. FRESHWATl.:R
P.W.T (P) 175 16.36 130
D.W.T. (S) 175 16.34 320
S.W. BALLAST
·-- -
MAXIMUM ALLOWABLE HEELING MOMENTS (MT-M) FOREPEAK 1.230 7.52 1.625
(beerpt)
I WB (P) 1.595 7.14 6.624
VIRTUAL CENTER OF GRAVITY ( KG, ) I WBCSl 1.595 7.1 4 6.624
DISPLACEMENT (m) 2 WB (P) I. 655 6.94 10.995
(mt) 11.0 2 WB ($) 1.655 6.94 10.995
9.0 9.5 10.0 10.5
3 WB (P) 1.327 6.96 2,0·18
55,000 56,568 50.486 44.404 38.32 1 32,239
3 WB (S) 1.327 6.96 2.0-18
56,000 57.270 5 1,077 44,884 38,692 32.499
4 WB (P) 1,350 6.96 2. 11 2
57,000 58.0 17 51.714 45.410 39. 107 32.804
4 WB (S) 1.350 6.96 2. 11 2
58.000 58.810 52.396 45.983 39.569 33. 155
5 WB (P} 1.495 7.16 2.240
59.0{X) 59.650 53.126 46,601 40.077 33.552
5 WB (S} 1.298 7.18 1.528
60.<XlO 60.533 53.898 47.263 40.628 33.993
AFTERPEAK 895 13.52 4.220
61 ,(){X) 61.455 54.710 47.96.f 41.2 19 34..f73
62.(){X) 62.412 55.556 48,700 4 1.84.f 34.988
63.000 63.399 56.432 49.466 42.499 35.532
64,000 64.41 () 57.333 50,255 43,178 36. 10 1
65,000 65.440 58.252 51 ,064 43.876 3(1,(188
.____
 TOI' O F llOLO ( l R ..H'i '\t F n O :'\I U OI 10\ 1)

1a . o -
;'--' ' ' ' ' ' ' ' ' ' ' ' ' ' M .V. H U RON I I I I I I I I I I I I I I I 1/1 I v
1 7. 0 - o/

- r-;._
r- v. ,,
v

iJill~~;~:! 11 1111 11 111mttffiRUIrH+;1i

"let . 0
-
- /[./
- :~
,•.o - v
~
"'
- -~
G·
~~ - 1- t-- + ... - l - - 1- - 1 - )ooo
-· - ~ 1'..
--·- -1-

0 ~
:I:
c""'
~ ;,::
§ 0
g
~
-
~
.... • • 0 -

""
~.,, 1 0. 0 -

7'
-
~
...'-"
0
?.O

""--~ • . o

~
Q
-
·--
a . o-
-
2 . 0 -

- v
1 . 0 - /
- u.o -~~~::t:::!:J:J:::J[jtat::t:::t:t:t:±::±::±:::t..'.__~~:ht:..t:~~~~d!:~r:t~~-:l!:.~e:::::::::t::t::t::±-~·:t:t:t:t:t:t:±:±:±:t:t:t:t:tj
o. 0
~ .:.:tooo 4000 0000 • • OOO : • • oooo
~
0
\ 01.l ' \ l t : ( \ P ) I • ' I I I I I I I ' I I I I I 1 I I I I I I I I I I I I c I I I I I I I I I I 11:• I I I I I I I I I I I I I
o. 0 2-. O 4 . o •· 0 • •· o I 'tO. o
\'(_'(_: ..
·.... I . I I I I I I t I i _ J_ I I I I I I ' I I I I I I I : I I I I I I I I I : . I I I • I • I I I I I I I
o aooo • <>00 e ooo •OOO -. oooo -. aooo ; 't4000 .,.ooo 't ..000 20000 Z-411..,_
Hl..t Ll"\C \JO'IF'"\1 (:'\ l~) ) , 1 1 1 I 1 1 1 1 I 1 1 1 1 ! 1 1 1 1 I 1 11 1 l 1 1 a 1 !r 1 1 r I 1 1 1 1 f, 1 1 1 (, 1 1 a I 1 1 1 1 J, 1 1 1 I 1 1 1 , ( 1 1 1 1 I 1 1 1 1 I e 1 1 1 I 1 1 e a I 1 1 1 t I 1 a 1 1 l 1 1 1 1 Ja 1 t •I 1 1 11 f 1

TOP Of HOl Du-~ ' I fRO'l BOI 10'1

- VHM
--- - ~
M.V H U
- RO
- N
,,
'l 12450 '.\. I. 12_ I 1. 1 I I I I

..._.~3
.. 0
I I
N
~
= 13944 m• : CARGO HOLD v
Vo l unl<"
13527 rn-' ,,
'7

' .I I' I,
-t-
No. 4 [) i,..
-
-- -- -
~o
.....
-- ... _, -- .... t. ......
"'' 0 -
-
• 0
"' I'
- I· ! •• ~

.- - ·~
... -·· - ....
IC..: I • , • 1-1-

-
o• I •
v I
-··
:::
.... o -

,, • • 0......;
- • 0
""' Ull a I!~·
.. "'
'/
1--f--
""' VCG
-9.39 m v
v I

.
I

~ · - 0 '= 2. 6 7 n1
/ l/v I

u.o~
I
§ = ,: !-.. v ;
g • 0
I , ,..,.
, .. 0 j 0 ' I/ v I
s - 6
7,0
I

,_ v v
~ 'JO. 0 -
- NOTE: : " i.. 1r ~
...,v
I

I
0 - 0 • . 0 - Heeling mon1ent from c u rve v
f!
e:
...., - to be m ultiplied by 1 . l 2 t o I:
• 0 -
w v ..... I

:::: - ;:::: • • 0 -
v
......
;;:: •. o - "' - compensate for the ve r t i cal I
'-
~
- ""
::::.
'tO. O - s h ift of grain . I/ v
I
I
:::: '_,_,_
~ ~ /

- -- -
7. 0 - I I

- :.:a •1 . 0
I
... ,_,_ ,_ - - c:'-
0
• • 0 - I
~
- '-'- '-

,_...
~

:::::
"''
- ~.
11a . o
I
,_,
~
•. 0 -
q_ ... . 0
..., ' - i,.
01 I
25 - I
I
~v v I
• • 0 - I l"v I

-
"l4. 0
',;v I/ .... I

• • 0 - JV .... I

a. o -
- 'tO .. O
..,v I

• '-'
-.... "I

"03
- ,• . o

'J7 . 0
- - ~i;,

t-
vv
1,
.....
I

I I~
I

llOTTO.'.\I U t• ll O J.0 ( 17 .771'1 FRO '\l fO P) •

0. 0
1
o aooo • 4000 •OOO 9000 • 'I 0000 -. aooo '1 4 000
voi l "•F <' 1J> 1 , , , , r, ,, , 1 •• : • , 1 , , , , 1 , , , , 1 , , , , 1 , , , , 1 , , • , 1 , , , , 1 , I ,, 1 • , , , r, , , , 1 • , , , 1 , ,:, , 1 , , , ,
o. o a . o • • · o • · o • · o I "1 0. o -. s. o .. .... o
\'('( ; ('\1) I I I I I I I l I I I l .~.I I 1 t l l __ l_ __l _ ( _ l_ .. _ .____L___l_ _ .l _ .l ___ L _. L _ l_ _j_J _ t.__l__J_ _ _t_l_____l______l__l_l _1_l__~___l___l_l_l__._ __ j____J__L i _ i _ _t _ _1 I I J' 1 I I .. I I I

o • 0000 • aO<>OO aoooo 4 00 0 0 auooo • o<>oo -:roooo

H~ELr:--.rC .:'\10!\l EN' l (i\1
4
) I I I ' I I I I I I I I .: ' I I I , I I I I I t I I I I I I I I I I I I I I I I I I I I I t I I I I I I I I I I I I I I I I I I t I I I I I I I I I I
 Ptl<JC I ul '1 Page 2 of 4

NATIONAL CARGO BUREAU, INC. SHIP AND CARGO CALCULATION

GRAIN STABILITY CALCULATION FORM PARTI
-~-----·...:<Rl<ped_.:::....:..::...""-'-'-'_...-'-'-'--'ioodr'e= ldklJMlin h lhlod SlalNaf ~ TYh 0 < -<Atl ti \IW \\I:\ ffln\llF \ T STOWAGE ~ACT<>'<
CA'<GO s=
.. -
] ?p ~ .t.'T -IJ.5 =T l T
/ HURON 20 12
:'NIT. G'V.IN CUBICS 12) l'r'EIG-iT \>· G ~·ot.'ENT
S.F. S.F. OEN
lrt {1) (1) TOTAL USEJ (3)
D ALI AN 11>
•
PANA M A I 18720 I 9-429999 CHINA ·-
I 1.212 11170 8HO 6799 8.34 S6704 .11.
MT
.EI:
LT
MT
M·
11-,,
PACIFIC STEAMSHIP AGENCIES 2 15322 ,", ..,
-------------- 12642 10.28 129%0
., ..
~

(l
<U

~~'
GRAIN LOADING BOOKLET APPROVED BY LLOYD'S REGISTER OF SHIPPING 3 15010 1238-J 10.24 12('812
ON BEHALF OF (FLAG STATE) PANAMA
<--
DRAW1NG 1~0 1-493001-1 DATE OF APPROVAL 9 SEPTE M BER 20 12 4 14889 13527 11161 9.39 104802
APPLICABLE REGULATIONS INTERNATIONAL GRAIN CODE
ADDENDUM FOR UNTRIMMED ENDS APPROVED BY NIA - D A T A IN BOO KLET 5 11/ 135111 11139 10.47 116625
DRAWING NO DATE. OF APPROVAL
LOADING PORT(S} SEATILE
BUNKERING PORT(S}
DISCHARGE PORT(S) SHANGH A I
STEAMING DISTANCE _ 510LMILES MILESPCRDAY _]£!__ TIME 15.76DAYS
DAILY CONSUMPTION: FUEL 30 MT DIESEL NIL WATER 2 MT
DISPLACEMENT DEADWEIGHT DRAFT FRECBOARD
"WINTER T'ilS CALClUTION IS
r:u:rA'<ED IN CARGO TOTALS t-'-~_12_5_+--+--'-
='.1::..:4:.:..
9;:: 03:..._i
SUMMER 63922 M T 55750 MT 12.539 M 5. 011 M LIG-IT SHI" 8172 10.62 86787
" TROPICAL
B ,. 111.:1J111s ,..,.,._.,.T•UT
""'" ......
1-....:..::...7._:__-f_:...:.:.::..::._+__;::.::..:.;::.:..._~
l 5 13.10 2293
0.282 M TPC?'.'(ATSU~OJERDR.AFT) 56.75 \ff D .u
FRESH WATER ALLOWANCE
• £•(;('PT 'Clflt DVWTEDYOl'M:iES
ltlJNIS
S'iPANJCA~TOTALS I 62472 I I 623983
( 1) c Ml'l[ IE ltt:St CClUl.1NS r r.tCR( lltl\tl Cllt nl'l Cl- Ci\llCO s LCADFO
THIS IS TO CERTIFY THAT (2)10RPllRILYf LLEDCOMPARIMHUS, SllC1'V Ill( CIJUCSUSED NAODHJIJ TO l~tl TOTAi c:unrs
1 THIS CALCULATION IS PREPARED IN ACCORDANCE WITH THE REQUIREMENTS OF THE (3) WlJC,IHS AHO MO•tHITS SllOULO Ut SllOWN 10 rill llfARfS f WHOLE Ullll.
VESSELS GRAIN LOADING BOOKLET AND THE APPLICABLE GRAIN REGULATIONS
CARGO PLAN: INDlCATE HOLDS, lWEEN DECKS, ENGINE SPACES, FITTINGS, STOWAGE, TONNAGES, ETC.
2 THE STABILITY OF THE VESSEL WILL BE MAINTAINED THROUGHOUTTHEVOYAGE IN
ACCORDANCE WITH THIS CALCULATION ~ R._ 7i

CALCULATION PREPARED BY:

' MASTER'S SIGNAlURE- - - -
(TO BE eot.IPl.ETED IF THE FORM IS PREPARED R. LANE
8Y OTHER THAii SHIP'S PERSONNa) MASTER$ NNllE (PRINTED)

NMIE(PRINT) _ __ _ __ __
-r:~
N.CJI~OA'SSIGNATURE
l'-l'T PF
(91°/e)
Jl-l"T F-l'T PF
(7.Wo)

Ct:N.PN'f - - - -- - -- - T. .MOORE
N.CJ. SUR~OA'S IWIE IPRINltD)
11139 11161 1238-4 126-42 6799
~OW.TU~ - - - - - -- - -
DATE _ _ _ __ __ _ _ _ 19 J ANUAR
DATE _ _....;._;:,.:cc:........:.. Y 20 13
. :.___::;:_;_
'" \IT l\IT J\IT \IT

NOTE. ORIGINAL STABILITY CALCULATION AND GRAIN ARRANGEMENT PLAN TO BE SUBMlnEo

TO THE N.C.B SURVEYOR ALL TONNAGES USED IN THIS CALCULATION SHALL BE
SHOWN IN THE SAME UNITS AS USED IN THE GRAIN LOADING BOOKLET
3 2

a.1v I/I~ !!UP rrraacbAlOO!ljQOMi(ll}J 7U-Dl0

 Page 3 of 4 Page 4 of 4
FUEL AND WATER CALCULATION HEELING MOMENT CALCULATION
PARTll

-
THE INTERMEDIATE SECTION MUST BE COMPLETED IF THE ARRIVAL SECTION SHOWS BALLAST THAT IS tlOT LISTED IN
PARTlll

-
THE DEPARTURE SECTION. THE INTERMEDIATE CONDITION IS IMMEDIATELY BEFORE BALLASTING ANO MUST INCLUDE GRAIN VOlUMETRIC GRAIN V'ERTIC/il. SHIFTING MOMENT
ULLAGE<li< lifEl.lllG SF 4111 HEE UNG (IFPROIAOEDJ
THE EFFECT OF FREE SURFACE. BUT NOT THE EFFECT OF ADDED WEIGHT. ADDITIONAL FUEL TAKEN AFTER DEPARTURE tOMPI SIOWAG~

MUST BE SHOWN IN THE INTERMEDIATE SECTION IN THE SllME MANNER AS BALLAST. NO <1i MOMENT MOIAENT SEE NOTE 21NPARTll
(21
Mi l ,.¢< l.H·M ~ 1' 1/ FP MT-Ml FT- LT
DEPARTURE: INTERMEDIATE ARRIVAL
s~:.\'11'LE SIL\ NGIL\I Wl~f
1 PF 5.28 1-1392 \LI ! 1.212 /
TANK
TYPE ,c VCG MOMENT
FS
VCG t,IOMENT
FS
VCG MOMENT
FS 2 F-l'T 0 -1526 /
LIOl.00 MOM MOM. " MOM

IC FO
J F-l'T 0 .t.195
11•~
/
2C FO 600 0.8.J 498 6317 127 0.83 105 6317
.j PF 2.67 139.t.I 'l'.1.12 /
JC FO 250 0.83 208 2968 250 0.83 208 2968
5 Ji-U 0 3015 /
SF.TT FO 25 15.31 383 10 25 15.JI 383 10 ~"'
smv l_FO 25 15.36 3S-I IO 25 !:U6 384 10 /
(fO ll•111~ 9.9l<lt /
nor DO 100 0.85 85 -186 100 0.85 85 486
/
v
SF.RV I no 10 15.25 153 6 15.25 15.3 6
/
(OOD<nsilyO.S<iO) . 10
TOTALS -10372 1.212 33310 /
(I} UNDER STOWAGE lNOICAIE ·F-r FOR FILLED COMPARTMEtllS TRIMMED. 'F·UrFOR All.ED COMPARTMEIHS UNTRIMMED
~WT FW 160 16.36 2618 330 160 16.36 2618 330 'PF FOR PART\.v FILLED COMPARTMENTS. ANO ·sec· FOR SECURED OR OVER-STOWED COMPARTMENTS
O\\"I' FW 160 16.34 2614 320 128 16.34 2092 320
(2) THE STOWAGE FACTOR USED IN PART Ill SHALL NOi EXCEED IHE OllE BASED 00 THE WEIGHT PER UNIT OF \IOLUllE tTESTV.EIGHTi OF
THE GRAIN IF Tl<E STOWAGE FACTOR IS THE SAt.lE INAlt COMPARTMENTS. OMOE THE TOTAL VOLUMEIRIC HEELING MOME•l BV THE STOWAGE
- Unpumpaht. FACTOR OR MULTIPLY av THE DENSITY TO OBTAIN THE GRAIN MEEWiG MOMEtU IF THE STOWAGEFACTOR VARES. OBTAIN THE GR"N HEELING
Ball:ut 120 120 MOMENT FOR EACH COMPARTMENT
INTERNATION.AJ. GRAHi CODE Part A. 7 1
REGULAT ON 4 CHAf'IER Vl. SOLAS 1974 °'
A. FOR VESSELS APPROVED UNDER REGULATION 4 IMCO RESOLUTION A 2$4\Vlll• NEW CHAPTER VI. SOLAS 1960
REGULATION 4 IMCORESOLUTION A 184 AN EQUIVALENT TO CMAPTER VI SOLAS 1960

STABILITY SUMMARY
TOTALS
DEPARTURE INTERMEDIATE ARRIVAL
1450 69H iom
----- --------- 940'
-----
6028

623983
10447 DISPLACEMENT

KG ~
63922
10.03
6H17
10.09
!IP~.C,. ...J 62472 623983 ~
630926
TOTAL GRAIN HEELING MOMENT 33310 33310
-11nH
63922 63m 630011
MAXIMUM ALLOWABLE HEELING MOMENT -19769 -18533
Jlll'->l .llt 1254M TC•:.-' f( 1.025
•ANGLE OF HEEL (12 MAX)

9.93 0075 METER RA()IANS

DEPARTURE KG 9.87 INTERMEDIATE KG ARRIVAi. KG
1 RESIDUAL AREA 114 1FT OR 4 3M- ) MINIMUM
0.16 0.16
0) FREE SURFACE CORR

(2)VERT SM CORR t•)

t'I (11 FREE SURFACE CORR t•)

(?)VERT.SM.CORR(+)
(1) FREE SURFACE CORR (•)

(2) VERT SM CORR(+)

---- • GM {O 3M OR 1 FT MINIMUM)
• TO 6~ COMPLETED IF VESSELS GRAIN LOAIJlNG BOOKLET DOES NOT INClUDE A TABLE OF Al.LOWASLE HEELING MOMENTS 11'1 SUCH
---- CA' f ,J ATICAL STABILITY DIAGRAMS DEMONSTRATING THIS INFORMATION SHALL BE ATIACHED HERETO
DEPARTURE KG 10.03 INTERMEDIATE KG ARRIVAL KG 10.09
NIERNATIONl<I. GRAIN CODE.PART A 8 2
0 I I< I 'tA LY UOTARt• SHPS l>J>PROVEOUNOER SECllONV18).PART B.CHAPIER VI SOLAS 1974
13.37
-13.37
DEPARTURE KM INTERMEDIATE KM ARRIVAL KM
--- SECTION V1111 , PART 8 MCO RESOLUTION A2641Vllli. NEW CHAPTER Vl. SOLAS 1960
DEPARTURE KG. 10.03 INTERMEDIATE KG, ARRIVAL KG, 10.09
DEPARTURE GM 3.34 INTERf.IEDIATE GM ARRIVAi.GM
----
3.28
...NGLE OF HEEL GRAIN HEELING MOMENT x 57.3
DISPLACEMENT X GM
REGULATION 12 CHl>J>TER VI SOLAS 1960

REQUIRED MINIMUM GM O.JO

REQUIRED MIN..,UM GM 0.30
(1)FREESURFACECORR. = SUMOF FREE SURFACEMOMENTS
DISPLACEMENT
121 VERT. S.M. CORR. =SUM OF VERTICAi. SHIFTING MOMENTS
DISPLACEMENT
REQUIRED MINIMUM GM
---- DEPARTURE INTERMEDIATE ARRIVAL
101~1 ( !AllJlll I Lil M ·~ENT
(THIS CORRECTION MUSTBE N'PLIEOTOAU SHIPS.)
Pl' I l.A,CI 1,11 tll
(1115 CORRECTION N'PUES WllENTHE VOUJMETRIC HEELING MOMENT
CUR'.!OS ORTABLES DO NOTSl'ECIACAU.V STATE TllAT 111£ CORRECTION 1u
FOR 11£ RISEINVERTICAL CENTER OF GRAVITY HAS BEENINCUJDED,
- 11£ MNIUAl..PROW>ES VERTICALSHIFTINGMOllENTS.) JI/lul l OFllll l I~ MAXI

RtV0//06 un e uwww NAffAR(iO Of\!:,; (212) 78 ~ 8'.))0 .., 111

 CERTrnCATE OF READINESS ~

-or- .§
..;.<:
NATIONAL CARGO BUREAU, INC. 0
0 E
cc 0
I.;..
O!J c
c
:0 .2
Port _ _ _SEATTLE.
_ _ _ _ _WA
_ _ __ ro t;j
0
..J
:;
0
c (;j
'This is to Ctttify, th.at tbe _ _ _. : .P. :. :A:=-X-'-A"""l\c; ;IA;. ; .______ll_t;_
' R_O_J\_ _ _ __ .2 ·;; v e;,
:::::.. .... c
of 18720 aet
(t.J) (II- o( Yt-0
tons, built 11 _ _ _(_ ll_l,_A____ ia _...;;2.:...0:..::12'---
v.,., .fl ~
~
.,.,
-=§ :.c .3"
wticreor _ _ _ _ _ _ _ _ _C_AP_T_.R_.l_,_A_~_r_. ________ isMLSler '-
0
3
c
I./'
'a
aoc1 now lying at _ _ _ _ _ _A_N_.C
__II_O_l_lA_G_,_E_N_'o_._6________ 0
c..
<!::
·ec '-'
E
e.
J)

(.) 0
t.=
t;
v ·e'-'
Vl
OJ
0
co
i1 passed to load as follows: :;j
/.

GENERAL CARGO - Holds Nos. _ _ _ _ _ _ _\...;./_

A_ __ __ _ _ _ __
0
~
~
~
7
~
v
.,.., ...,. ::.c:
.. oc oc °'
BULK GRAIN - (Full Holds) Nos _ _ _ _ _ _2_._3_.A_~_D_S_________ ~ '° 00

~ rr
oc
•r,
oc
I _A_\_D_4_________
(Part Holcb) Nos. _ _ _ _ _ _ _ ~

"'
~
Olher BULK CARGOES (Identify Carco)------~
()_~_•_:_ _ _ _ _ _ _ _ __
HOLDS Nos. _ __ _ _ _ __ __ _ _._
N_/A__________
!lid bolds having been prepared in ICCOrdance with the Reiul11ions of the United States <:out Guard aod tbe Code
of Federal Rquialions so fat u appliable, and in accordance with tbe recommeodltions of National Cari<> Bureau,
==
=
foe.

rJ':J
THIS CERTlflCATE VALID AT PORT or ISSUANCE ONLY
0
nos CUTIFICATE IS r<ar A FOL\4 or ll'<SlJUNCt. ()!( GUAJANTU. IJ'ID IS ISSlllD °" nn: ra.tOWINC 11'.AMS ""° COllDmor<s:
1\u CCl\1f"* m pufOCW11Cci el K~ICu ~1 N•IOMI Cv10 8urttU fHCB") .i..11 .. ao wtt IN dotM to~ 1. rcpruntUIJo., ~. or fttTUll)' of ~
K•~... ....it, or filllm lot • P't'inllat ••or tetVi«., el uy wctwJ. ~. CMJO, ltl"fCWtt.. ~of ..urial, or • . , . .. NCI ~ Ml lie.
heMc for, W lk party to Mo. 6 .1 CMi(l(tl(. lt 1•Med -erect'° ~'1 ... Wd NCI~ &o. ud *Cli• 111111 aed all d u•, 4':__.,, ....1iou
~
1o<-..............o1r..., .. ,.,.....,.,..,...,, .... -r .. '-P"-NCl'°'*""'110,"""'"'°'··'"-.............
.... ................. . _ ... _
,m.-llCC.~.,..,.ICl"nu••c....-.
,.._ ,_ •-...i r-.a.....,. "' ........
. .., ., .. ~-JO l'Cll .W ..
... _...,.,._cm.c....... ~ ......... ~ff* .. ..., .. .._. • . , . .
<
u
llO ..,, w ...,_ • <---' WW-J"' lft<t ~el_.,--. lll! COMIL'\U UUIUTY OF NCI.
.... 1o Na...._
m omcus. DIPLOYU.I. ACL'ln Oil SIJICOl'lnACT~ roa ANY I.OM, a.AN. Oil 11.\MACI: AUl'IG '110M NIGUCIM ~

~
ruroaMAAa oa IQ.l'Uf'OUIANC& OF ANY Sfll\'JCIS DI' COIS[Crl()N 'll'T11I T1IE IS!il:ANa: or 1l!lS CU11'1CATI. Oil ROM
IUAa! or ANY IMl'LD:D oa lmw& WAUAHTY Of WCUMA.,1.0CI naroaMA'la, oa ANY ono:a IEA.IC)N, SHA.IL NOT
IXCUD II'< T1IE AGCa.t:GATE $It,.... l."I M> lY!NT SHAU. NCI II LIAll,I ro& ANY CONSlQIJl!lmAL DAMAGl'.S, l'ICl.llDlr<C, 11/f
WITllOllT LIMITATION, DIUY, OClVfTIOI<, LOfiS OF UR:, Oil Cll8TOM.UY PORT CHAJIGl!S TO 11lll PAITY TO WHOM 1l!lS

~
CllTIFICATl IS - ()!(TO ANY OT1lElt - · COIPOaATIOI< Oil Mtl>'tSi !HTrrY roa WltOR ll!N!m nos CllTlf!CAn:
MAYICl!&UED.

AGENT _ _ _ _ _ _ _ _ __ DATE _ _19_JA~LARY

_____ 2013
_ __
~
~
1-.

.. ~
~
~

OPERATOR _ _ _ _ _ _ _ __ Tune pusec1 _1_5_:3_0_r_t<_>L_R_S

r: f'l::::ns$,
_ __
=- rr)

~
~
0
CJj
:...
0
(l)
..c
(/)
(l)

=-
<\! ::i 1-.

...... Surveyor (.) u.. r..i...

~
<
><
~
~II
 VOLUMETRIC HEELING MOMENTS (Fl"') SUMMARY OF TANKS

LOADED SF.PARATELY
LO-\DEDll\
FREESURFACf<:
-
C0\1RINATIO"I
HOLD CA PACITY VCG
W111101 1r
-- W1111
TANK
CAPACITY
(ft'')
VCG
(ft)
MOMENT
(ft3) ( fl) WITllOUT W1r11 MAXIMUM (ft-LT)
C.L. C.L. SLA('K C.t,. C. L.
DIVISION DIV l~ION DI VISION DIVIS ION
Slack 98'~' Full
l'llEL OIL
I Lii 60.780 20.2 25,000 18.800 174.500
49.100 47.000 l DB P&S 12.464 2.0 5.690 1.897
I TD 35.900 39.4 26.500 20.600 178. 100
Ci DB P&S 8.170 2.0 2.208 736
2 Lii 112.610 17.5 75.400 51.700 576.300
129.200 I 12.000 SI I fl lt\G 1.586 3-Ul 44
2 TD 47.400 36.5 52.200 40.300 299.900
Sl·RVICE 1.586 34.0 44
3 LH 5 1,020 16.8 30.636 17.900 292.300
70 .8 13 58.900 DIESEL OIL
3TD 35,010 35.0 47.400 36.900 271 ,300
·IDB P&S 6.796 2.1 1.550
3 DT 50,600 16.8 23.500 75.300 529
S FRVICE 464 34.0 8
4 Lii 96.540 18.5 58.900 41.6po 434.000
I 00.800 91.000
4TD 36.380 36.1 43.000 33AOO 254.200 FRESHWATE R
5 Li i 42.160 24.3 30.500 2 1.800 151.900 5 DR P&S 1.220 2.1 182
54.400 50.800 rWT
5 TD 24,460 37.6 25.700 19.400 168,300 5.382 17.1 326
AFl'ERPEAK 7.176 27.8 8 17

NOTE: This ves<>cl has permanently in~tallecl unclercleck centerline division'>. The S.W. BALLAST
above table \how\ heeling momenh "ith and without temporary centerline I DB 8.156 3.5 3.348
divisions in\talled in hatchways. 2 DB P&S 10.852 2.0 3.883
7 DB 1,855 2.2 489
5 DT P&S 8.366 9.5 504
FOREPEAK 10.782 24.0 296
MAXIMUM ALLOWABLE HEELING MOMENTS (FT-LT)

VIRTUAL CENTER OF GRAVITY (KG, )

D ISPLACE:\-1ENT {fl) Kl\ I
(LT) (ft)
21.50 22.00 22.50 23.00 23.50 24.00

14.400 12.764 11 ,172 9.580 7.988 6.398 4.804 25.38

14.600 13.138 11 .525 9.910 8.296 6.682 5.068 25.45
14.800 13.613 11.976 10.339 8.702 7.065 5.428 25.5 1
15.000 13.905 12.245 10.585 8.925 7.265 5.605 25.57
15.130 14.107 12.433 10.759 9.085 7 .4 11 5.737 25.61
 Page 1 of 4 Page 2 of 4

SHIP AND CARGO CALCULATION

NATIONAL CARGO BUREAU, INC. PARTI
GRAIN STABILITY CALCULATION FORM
l Yl'I Of GRAIN WHEAT STOWAGE FACTOR ~T FT /LT
~·------• -'-
(R_ eq'-
u~_ed for vessels loading bulk grain in Ille Uniled Sla~s ol America)

I c ,,
CARGO SF.
SS
ATLA 'T I C= - - - - -
I VEAA8U<T 1977
'1 (1 ) (1)
GRAIN CUBICS (2)
TOTALr USEO
t EIGHT
(3)
ve
· .t MOMENT
(3)
NH TO!'\~ I Al COTY BATH I I.I I ~5 60780 60780 1351
couN1RYor: REG srRY •t.tOM) 20.2 27290
U.S.A. 4572 ~1014708 NCOIJ'<rl<V U.S.A.
•--->--
2 111 112610 1126!0 2502 11.s ~.ms
NORTHWEST AGENC I ES, INC. ~

,,,.
..
12!1
GRAIN LOADING BOOKLET APPROVED BY NATI ONAL CARGO B UREAU .I Lii s1020 s102o+l13.i 16.8 19051 ... CB\6
H& '4$
ON BEHALF OF (FLAG STATE) U.S.A.
11'1< •S 0197
DRAWING NO. GW-348 DATE OF APPROVAL IO N O\'El\IBER 1971_ JD I P&S 50600 46035 1023 16.8 17186 11!~

APPLICABLE REGULATIONS RESOLUTIO~ A.264(VI Ill

,,.,
,,,.
•H

" "'
""
172
~ Lii 965-10 96~0 2145 18.5 39683 , ~ 10 ''"
ADDENDUM FOR UNTRIMMED ENDS APPROVED BY
'v.c "
o~ "'
111
DRAWING NO. _ __ DATE OF APPROVAL .,
~TD '"" 07.&1

....
36380 . 808 36.1 29169
LOADING PORT(S) POR TLA ·o. OR 1352
''" '"'
BUNKERING PORT(S)
"'
•Je< ""
071>
SUI ~2160 937 2t3 22769 !')&•

DISCHARGE PORT(S) VALP ARA I SO, C HILE 1' 1 4(.... "' 0118

IE '°' 0111

-~
142! C7C.t
STEAMING DISTANCE _ 5300 MILES MILES PER DAY ~ TIME l5.14 DAYS "
30 LT 3 LT WATER 12 LT
1 05
"' '647

DAILY CONSUMPTION: FUEL DIESEL

'""
.. ....,
"''1 m
DISPLACEMENT DEADWEIGHT DRAFT FREEBOARD "
THIS CALCULATION IS CARGO TOTALS 9900 198933 ""
113 "
$$
""
.,,
"WINTER PREPARED IN
'"'
SUMMER 15130 LT 11014 LT 28' 00" 10' 08"
D
LIGHTSHIP 4116_ -!-26_. -l +- 107-128 •la>

..., .." 06~

.," ....
METRIC UN•TS CONSTANT 11;11; 61.1
"TROPICAL 150 35.0 5250
!SJ
FRESH WATER ALLOWANCE
• EX.CEPTFOREXEMPTE.OVOYACES
7" ~/TPI (AT SUMMER DRAFT) 52.5 LT
ENGLISH U~ITS
SHIP AND CARGO TOTALS I 14166 I 311611
• 611
1100
" ,,.™
" IF APPUCABlE ( 1) COMPLETE THESE COLUM~S IF MORE THAN ONE TYPE OF CARGO IS LOADED ~

THIS IS TO CERTIFY THAT: (2) FOR PARTLY FILLED COll'PARTME~TS. ShOW THECUBICS USED IN ADDITION TO THE TOTAL CUBICS
1. THIS CALCULATION IS PREPARED IN ACCORDANCE WITH THE REQUIREMENTS OF THE (3) WEIGHTS AND MOMENTS SHOULD SE SHOWN TO THE NEAREST \'/HOLE UNIT.
VESSEL'S GRAIN LOADING BOOKLET AND THE APPLICABLE GRAIN REGULATIONS.
CARGO PLAN· INDICATE HOLDS. TWEEN DECKS, ENGINE SPACES. FlffiNGS, STOWAGE, TONNAGES. ETC.
2. THE STABILITY OF THE VESSEL WILL BE MAINTAINED THROUGHOUT THE VOYAGE IN
ACCORDANCE WITH THIS CALCULATION.
F-T
MASTER'S SIGNATIMIE
Empt) 808 Em11ty Empty Empty
CALCULATION PREPARED BY:
(TO BE COMPLETED IF THE FORM IS PREPARED J. JONES LT
BY OTHER THAN SHIP'S PERSONNEL)

EXAMl~EDBY
MASTER'S NAME (PRll'll'ED)

~LS,..Jih Common
i
NAME(PRINT) _ _ __ _ _ _ __ NC B SURVEYOR'S SIGNATURE
t
COMPANY - - - - -- - - - R. L. S.MITH 2145
NC 8 SURVEYOR'S NAME (PRINTED) LT
SIGNATURE - - -- -- - - -
DATE _ _ _ _ _ __ _ _ __ DATE 10 OCTOBER 2006 937 2953 1134 2502 1351
Ll' LT LT LT LT
NOTE: ORIGINAL STABILITY CALCULATION AND GRAIN ARRANGEMENT PLAN TO BE SUBMITIED TOTAL
TO THE N.C.B. SURVEYOR. ALL TONNAGES USED IN THIS CALCULATION SHALL BE
SHOWN IN THE SAME UNITS AS USED IN THE GRAIN LOADING BOOKLET. f./R J DT 3 Lii

(2Ll) 18~ fUOO

•v J . 2) 78-.·.lllOO
fl EV07Jt;f)
 PclCJl' I ol 4 Page 4 of 4

FUEL AND WATER CALCULATION HEELING MOMENT CALCULATION

PARTll PARTlll
THE INTERMEDIATE SECTION MUST BE COMPLETED IF me
ARRIVAL SECTION SHOWS BALlASTTHAT IS NOT ll$TI DIN
THE DEPARTURE SECTION THE INTERMEDIATE CONDITION IS IMMEDIATELY BEFORE BALLASTING AND MUST INCLUDE
THE EFFECT OF FREE SURFACE. BUT NOT THE EFFECT OF ADDED WEIGHT ADDITIONAL FUEL TAKEN AFTER DEPARTUI
MUST BE SHOW'l IN THE INTERMEDIATE SECTION IN THE SAME MANNER AS BALLAST.

DEPARTURE
PORTI.AND
IHERMEDIATE ARRIVAL
VALPARAISO
''

I Ill f -T
-GAA.N
ULU\~ M

/ <-
0
\IOr.UM IH.

~
'*E ~"
~tONENT

25000
-·--15
~·
GHAI,_,
"£ ~
,,..,VfkT
\/1:"1'1CAI. SttFllNG "CM!.~T
l<PR<MlfD
SEE '<OTE 2 I~ PART H
II" FT"

1Y'l fS FS • 2 111 F-T fl 75-100

T- VCG >.OOMENT t.'()I.< VCG lol()t.•EtrT llCI.' vcc Ll()l.IEllT
L'O'J
LIOIAO ll 11 1-T 0 30636
i:IDBPt. 10 302 z.o- 601 5690 60 2.0 120 >G'lO 2.-1 75300 ,,,.,,
608 P1S 10 212 20 -----m- 736
.lO I
-1 lll/l II
Pf
f -T 0 100800
SEii 10 40 31.0 1360 44 40 34.0 1360 It
5 LH 1- f 0 30500

.T-
SFRV 10 30 31.0 1020 44 30 34.0 1820 11

408 p~ DO 98 2.1 206 mo 53 2.1 II I ISSO

SFRV DO 10 31.0 310 8 10 34.0 310 8

TOTALS 337636 -IS 7503

WBPI~ FW 34 2.1 71 34 2.1 71
(1) Ll'rJER STO>_.GE NOICATE 'f'.r FORflUEDCOllPARNENTS T" VVEO > c FOi< F LEO .OMP•RTl.I \T<UN1R M\tED
FWT FW 138 17.1 2360 326 PF'"fORPARTLYflllEDCOl.IPARWENTS ANO SEC' FOii Si.C""' JOl<OVfR SIC)\\ OCOMPAH1"lN1

Al' FW 100 27.8 2780 817 56 27.8 1557 817 (?) "HE STOWAGE FACTOR USED IN PART lllSHAU. NOT E.l<CHD THE ON£ BAS£00N THI WllGHT Pm v.ir()f 1100.U'-'E TfST ,\flGliTJ or
'HE GRAIN flHE STOWAGE FACTOR IS THE SMtE N Ai.l COVPAR!llfNIS DIV OE 1t<f TOTA' \'Ol.UMflHIC HfEl NG IJOMEl<T BYTH£ STOWAGE
fACTOROIUU1 PLYBYTHEDENSITYT006TA.NTHE GRA.NHEEllNG ..OM[NT IF 1HE S10WAGI fACTOll VARIES OSTAlN THf GAA>NHEEl NG
"'°"'"1 FOR EACH COMPARTMENT
MERNATIONAl GAANC00£ P••A 11
REG!A.A'TlOIH C>W>TERV1SOIAS1W40<
A FCRVF~SHSAPPRO~EOU'4JER REGlA.A1ION4 l.ICORESOIUTIONA/!>4•.\11 I NEWCHAPff~Vl SOI.Ast-.,
RlG<U•ION• l'CORr~u IONA. ~AN EOUIVk!.NTTOCMPTfRVl sov.s 1960

STABILITY SUMMARY
TOTALS
OEPARTUR~ INTERMEOIATE ARRIVAL
961 9165 9215 283 4579 8153
DISP!.ACEMENT 15130
---- 1-1+19
1'1166 311611 311611 KG, ~
21.81 22.-1-1
TOTAL GRAIN HEEL ~G MOMENT 7503
15130 320776 316190 7503
13069 9853
28' 07" ~
• A"IGl.E Of HEEL (12' MAX
_)_ _
DEPARTUREKG 21.20_ _ •ITEl"!EOIATE l<G ARRIVAi.KG 21 88 0 07) llETER'WllAHS
• RESIDUAL AREA '' • fn Ol\.t 3M \l'hl.IUM .f..
(1)FREESURFM:ECORR ") 0.61 (II FREE SURfA:E CORR (') (1) FREE SURFACE CORR (•) O.i6
•GM (0::.MOR 1 FHJ t;IMIJM)
12!VERT SM CORR(') 12)VERT Sii CORR (•I 12iVERT S M CORR 1•1

DEPARTURE KG.
- 21.81
--- NTERMEO<ATE KG ARRIVAi. KG 22.H
• TOBlCOWLETED
CA STATICAL ST~
IESSElSGRAiNLOAl>'lGBOOIClETDOES>;OT ~UOEATA8lEOfAL OWABl· 1<£ l'lGMOMENTS \SIJCH
'Y:JIAGRAAIS DEMONSTRATING TH S '<FOR\IATION SkA1.1. BC ATTACHED f<-RE"O

l ' ' f l -!'°""'-GRAN 000E PAA' A I 7

DEPARTURE •M 2i QI l!ITER'A£0<ATE IJJ ARRIVAi. l<M2•..io n, SEC'IC~V 8 PART 8 Q<.APTERVl SOLAS 1914
ll<TERMEDIATE KG ARRIVAi. KG _lliL_ SECTION\/ 8 PAA!8 ""OORESOIUTIONA1'>C VI N(WO<APTERVl SOV.S19e0
DEPARTURE KG 21.81 ,<,NOif: 01 HEll • GAAl"llEELING llOIJENTx S73 R£G<AATION 11 Cl<APllRVI SOLAS 1 900
DEPARTURE GM 3.80 INTERMEDIATEGM ARRIVAi.GM 2.96 OISPlACEMENT X GM
REQUIRED MINIMUMGM 1.00 REOU1RED M lllMIJ'.1 GM REQUIRED M N ll~UM GM J.00
DEPARTURE INTERMEDIATE ARRIVAL
(1) FREE SURFACE CORR. • SUM Of FREE SURFACE MOllENTS (mis COAAECTION MUST IE APPLIED TO -'LI. SHIPS) 1111~1 l lAl'll I L I'<~ MOMENT
DISPLACEMENT Ill 1 IAll Ml NT
(!llS CORRECTIONAl'PUES WHEN THE VOLUMETRIC HEEUING MOMENT
CURI/ES OR TMLES DO NOT SP£CIRC..U.YSTATE THAT THE COAAECTION
121 VERT. S.M. CORR. • SUM Of VERTICAL SHIFTINGMDllENTS FOR Tl£ RISE INVERTICAL CENTER Of GAAY1TY HAS BEEN t!CLUOED.
DISPLACEMENT NIO Tl£ MNlUAI. PROVllES llERTICAL SHIFTING MOMENT1J NI II U Ill 1 (<,MAXI
 ;; ~

§'·
~
CERTiflCATE OF LoADING
(Bulk Grain Only) ~ 0
µ.
·Of'- gf> c
;.::: S?
NATIONAL CARGO BUREAU, INC. ;;; .:§
0 ;:)
....l <.>
'I> .s <a
0.. r::
'....J
E r~ ~~
nc
This is to Certify, thal lhe l.S.A. s.~. ATLA \
.... ....., "',,,
:.-:
.s :.0
§ Ci5"'
c11oa> (l<owolV-Q
'-
Men:of ( .\PT. J. JO\F\ u Mas1er. of ~572 Net Tons, 0
c ,.=: c
S? .;;
t:.S.. \. ClllLE
built al

viJ
in

DIRECT
1977 , Slid IO be bollnd for 0.
·;:::
,,,
0
"f.
.~.,, ur:5
~
a'.l
Im boeo uadef thc inspection of a surve~ 0< sui-e)O<S of NATIONAL CARGO BUREAU, INC. al Ibis port from 9 ~ ;s
time IO time during the course and in respect of lhe loadioi of grain in bulk; 1ha1 so far as said cargo came under Ille
observ1tion of such surveyor or surveyors, the siowaic " 'IS ia aocordanc.c ,.;tb the rqulatioas of the United SWes
•r.
:.,; ID (

°'r
-
c
COl$I Guard. "'
0()

"'~ °' °'

1 00

~
"'.:!

.,.
~
~ ·=
-e s;
...
'.:

00 :t:: ~
r: :;
00
~ .. ...
'.: .:: ~
c ... ..::
"f ~ ~
°S'll
THIS CERT!JlCATE IS NOT A CEJlT!J1CATE or SEAWORTRIXESS
AND RELATES O!'.'LY TO THE ABOVE CARGO
> c
a... "
..... 2
~
c

--i.,. -C.,..-
~
-*"'°'--·
n.C...-......i ,....._,, \NO'l ..a••
-l:D
t111S CUTD'1CATC IS '>OT A IOll.\I Olf lliSl.,._-.0:. oa Cl .\JL\.-.n&, A.\ll IS 0\ 11lE FOLl.01'1.'>C TU.\IS A.\D CO\llrTIOSS:
•'7 ......... ooloc • - --. «........,.
.t
00 ...
-;, 0 ....
.....
'.: "(;;
..
'.:
"'61"1«61«at lot 1f*'.c:•IM1ue .. wmct. oil ..y vettd, contaiecr. O'fO, ttnKh1rc, ·~• ol ~..i. tr tqu.,_. NCI ..a IOC M
"'d _.., ,.,..,,.
,..... lot. ..., .. l*'l' .. - . . , c...~ ..s...iy""" i..w NCll.......,. r- • ,._..,,..; • ,._ ......., -
0 s :a 0

,.. ...................... _ .... _ ... .., ... ._.._Q'"'*""119,..,.... ,, · · - -.. - ...

10 11<,........ loc.-dc< . _ r. - c1a.• """' ooldy
~ ot 1oe-pMotw«cot.., wf'l.cta .. cOMCthOli •idl •~
1lf 1loc oc1l•1ea« .t NCB NCB ... lie 6o~lo"lal r,.. oil I·~~ lot oc1i•1""
.r a,_. C-trti(Kllk . .._ lk - . tt .......end pnor te a9d "ci..o.t" ~ ~
c ..:
"'
.:...:
"'... "''
'.:
..
-~ ..C
0
"'
'.:

..i. 10 NCI ...... llO "'1•

..; ..._ " - • -.. - J"' ""',..-,<I....,. """"' THI: CO!ONll LIAILITY Olf \Cl,
~
"T
......c .::"'c II
m oa
.."'
oma:ltl. l.MPLOYUS. ACl..\'n oa II.'ICO!\TIACTORS IOI ..,.., LOA, C1Al.\I, DA.\IACI: AJ.ISN: ntOM •"F.GUCEJ<T
P!ll'oa.\IANQ: Oil -·l'UIOL\IAACE Of AllY S&lVICtS IS ~'\ttno'I wrm nu; Lllt1lAl•CI ()If TliJS CU'Tlf1CAT!, Oil ntOM ~ E ~
'.:
llUACH Olf A.~Y l'lll'U[O oa t:.Xl'U5S WAllA.'<TY Of V.IJU.\IA.'1Jli£ l'fJlfOl.\jA.\oCI, OI A.'"f <mlEll 1!.\.9()1j, SHALL '>OT I
llXCUD C. lllll AGCU:C' TI: l it,• C. Ml t\l:."1" SHALL \CS II LIAIU f'Ol A.\"f CO'&(lll'.mUL DA)IAC£S. L'Q.l111:.C, llllT
wmtOllT LIMITATION. Df'.l.AY, OllTE.,TION, LOSS Of l'S&. Oil C\lSTOMAl!Y POIT OIAJ.Ct:S TO nu; PAJ.T\' TO Wl10M nris
CDTIFICATC 18 mt.Uoa TOA.~YO'lllU l'US()N, COIU'oaATIO"i Oil lllSl'>'l'.86 vmrv fOa V.llOSI: ilC'l!m nm CUTmCAll!
~
~ ..
~ ~
.::
i: ....
:::'1
0
c. -
::s
S::

MAY Ill 1!51.'U ~ >

~
c:> .::
...,~
~
~ 2
......
Cl:l
14:45 llOLR!-i ~
f,..
15 OCTOBER 2006
1>&1<
6 ~
0
~ Cf) ...c:
_ _ _ _....:,o....,_
::7-'::,_....:::;..__;..
.:~ _ _ Muttr _ _ _ __.B...._l~
==.;:...__ _ Survetor ~
...... 0 U)
0
Cl:l :::::: .....
J. JO\'f.S R. L. ~" 1111 ~ u µ... ~
~
....... ~l

~DI
A final Cut1ficatc of l..oadma will be 1SSUtd 1n due cou11e .
..-r:
~
~

90
-
CARGO HOLDS FULL VOLUME VOLUMETRIC HEELING MOMENTS
WEDGE AFT (Section a - b)
Section Len2th Volume full- tritnmrd
(m ) (m3,i 25n shift angle
a- b 4.05 258.9 Soundinj! llllaj!t' \ "olumr Kl! Vlll\I
b- c 8.72 1030.7 (111) (m) (1113) (m) (m~)
c- d 8.72 1030.7
d- e 8.72 1030.7 0.00 9.46 0.0 1.20 0.2
e-f 8.72 1030.7 ()J() 9.16 7.8 1.35 42.8
f- g 8.72 1030.7 0.60 8.86 15.8 1.50 77.5
g- h 8.72 1030.7 0.90 8.56 24.0 1.65 106.-1
h- i 8.72 1030.7 1.20 8.26 32.2 1.81 130.3
j j 8.72 1030.7 1.50 7.96 40.5 1.96 149.6
j- k 10.95 1001.3 1.80 7.66 48.8 2. I I 164.8
2.10 7.36 57.2 2.26 176. J
Total Volume 9505.8 2 .40 7.06 65.5 2.41 183.9
.............................................................................................-----·-··--·········-----·-------- 2 .70 6.76 73.9 2.56 188.3
.l.00 6.46 82.2 2.71 190.3
Total non wedge section (b - j) length 69.76 m 130 6.16 90.6 2.86 191.7
.1.60 5.86 98.9 3.02 192.9
190 5.56 107.3 3.17 1913
·UO 5.26 115.6 3.32 193.6
4 50 4.96 1240 3.47 193.7
4.RO 4.66 132.3 3.62 193.3
5.10 4.36 140.7 3.77 191.6
5.-10 4.06 149.0
CARGO HOLDS FULL VHM 5.70 3.76 157.4
3.92
4.07
189.l
185.7
6.00 3.46 165.7 4.22 181.5
<.JO 3. 16 174.1 4.37 177.3
<1.W 2.86 182.4 4.52 173. I
Section VHM fnll-triimned h 90 2.56 190.8 4.67 168.7
(m") 7 20 2.26 199.1 4.82 161.9
7 ·o 1.96 207.5 4.97 151.6
Wedgea- b 14 (total) no 1.66 215.7 5.12 138.8
li JO IJ6 223.7 5.26 123.8
Non -wedge 6 li JO 1.06 231.5 5.40 I05.5
b- j (per metre)
li 70 076 239.2 5.54 83.9
Wedgej - k 75 (total) ') 00 0.46 247.0 5.69 57. 1
') 10 0 I(1 254.7 5.83 22.9
l 1111 000 258.9 5.90 18.2
NB: Untrimmed stowa~e is not permitted.
Siad\ hold VI IM llom tahk to be mult1plicd b~ 1.12
 VOLUMETRIC HEELING MOMENTS VOLUMETRIC HEELING MOMENTS
NON-WEDGE UNIT LENGTH (Section b - j) WEDGE FORWARD (Section j - k)
25° shift angle 25° shift angle
Sounding UUage Volume/metre Kg \'HM/metre So111111in:? llllage Voh1111(' Kg \'U:\I
(m) (m) (m) . J m). (m4) . (m) (m) (mJ) .. (m) (m~)

0.00 9.46 0.0 1.20 0.1 0.00 9.46 0.1 1.20 0.7
0.30 9.16 3.8 l.35 21.2 OJO 9.16 31.8 1.35 139.7
0.60 8.86 7.6 1.50 37.6 0.60 8.86 63.6 1.50 2'.17.9
0.90 8.56 11.4 1.65 51.0 0.00 856 95.4 1.65 312.6
1.20 lU6 15.2 1.80 61.8 1.20 8.26 127.2 . 1.80 368.5
1.50 7.96 19.0 l.95 70.5 150 7.96 159.0 1.95 408.2
1.80 7.66 22.8 2.10 77.3 180 7.66 190.8 2.lO 434.3
2. 10 736 26.6 2.25 82.3 2.10 736 222.6 2.25 449.5
2.40 7.06 30.4 2.40 85.7 2.40 7.06 254.4 2.40 457.2
2.70 6.76 34.2 2.55 87.6 270 6.76 286.2 2.55 459.8
3.00 6.46 38.0 2.70 88.l 3.00 6.46 319.0 2.70 460. l
3.30 6.16 41.7 2.85 88. 1 110 6.16 349.8 2.85 460. 1
3.60 5.86 45.5 3.00 88.1 1 60 5.86 181.6 3.00 460. I
3.90 5.56 49.3 3.15 88.l 3.90 5.56 413.4 3.15 460.1
4.20 5.26 53. 1 3.30 88.1 4.20 5.26 445.2 :uo 460.I
4.50 4.96 56.9 3.45 88. 1 4.50 4.96 477.0 3.45 460. 1
4.80 4.66 60.7 3.60 87.8 4.80 4.66 508.8 J.60 460.0
5.10 4.36 64.5 3.75 87.1 5. ]() 4.36 540.6 3.75 459.6
5.40 4.06 68.3 3.90 86.0 5.40 4.06 572.4 3.90 459.0
5.70 3.76 72.l 4.05 84.4 5.70 3.76 604.2 4.05 458.3
6.00 3.46 75.9 4.20 82.5 6.00 J.46 636.0 4.20 457.0
6.30 3.l6 79.7 4.35 80.6 6JO 3.16 667.8 4.35 454.4
6.00 2.86 83.5 4.50 78.7 6.00 2.86 699.6 4.50 451.7
6.90 2.56 87.3 4.65 76.7 (,_()() 2.56 731.4 4.65 448.9
7.20 2.26 91. 1 4.80 73.6 7 20 2.26 763.2 4.80 444.0
7.50 1.96 94.9 4.95 68.9 7 'i() 1.96 795.0 4.95 432.9
7.80 1.66 98.6 5.10 63. 1 780 1.66 826.8 5.10 412.9
8.00 1.36 102.2 5.24 563 !I()() 1.36 858.5 5.25 381.2
8.40 1.06 105.8 5.38 48.0 8 ·IO 1.06 890.2 5.40 335.6
8.70 0.76 109.3 5.52 38.1 8 70 () 76 921.7 5.55 271.3
9.00 0.46 112.8 5.67 25.9 ') 00 0.46 953.2 5.70 189.0
9JO 0.16 116.4 5.81 l0.4 '> IO 0.16 984.6 5.85 96.7
Full 0.00 11 8.2 5 88 8.3 I 1111 0.00 \OOIJ 5.92 96.7

Slack hold VHM from table to be multiplied by 1. 12 Sli1l'k hold VIIM from table lo he multiplied by 1.12
TANK DATA GRAIN CONDITION
T:ink Contents Volume Kg l\l:n. i I J\ 131 E OF MAXl\itUM ALLOWABLE HEELI G MOMENTS (p3/3)
(nl) (m ) (m ")
"(; DISPL.\CE.\IE'IT
Forepeak Water Ballast 180. l 4.97 144 (111 ) (mt)
l Wl3 Water Bal last 228.9 3.57 422 9200 9500 9800 I() 100 1040() )()700
2 WI3 Water B:illast 187.6 3.59 365 100 5060 5273 5498 57.l.l 5982 6237
3WB W atcr Bal last 100.2 3.59 190 ·1. 10 4857 506.l 5281 5509 5750 6000
4WB W akr B:il last 196.4 3.57 330 ·1.20 4653 •.J85J 5065 5286 5520 576)
5 DH (P) Water Ballast I. IO 4450 46£1) 4848 5062 5290
110.5 0.62 235 5527
l.·10 4246 4432 4631 4839 5060 5290
5 D B (S) Water Ballast 143.8 0.62 240 I ~O 4043 4222 4414 4616 1!00
5 S id~ (P) Ileeling Tank 169.3 3.95 21 5053
I (,() 38.l9 4012 4198 4392 4600
5 Side (S) Heeling Tani.. 164.9 3.95 21 4817
·170 3636 3802 3981 4169 4370 4580
6WB Water Ballast 91.5 3.57 155 4.80 3432 3592 3764 3945 4140 4.l43
7 DB (C) \Valer Ilalla<;l 200.3 0.63 305 190 3229 3382 3547 3722 3910 4107
7 Side (P) \Valer Ballast 300.9 3.95 37 5 00 3025 3172 3331 3499 3680 3870
7 Side (S) Water Ballast 292. 1 3.95 36 5.10 2822 2%2 .H04 3275 3450 36.H
8 DB (C) Water Ballast 122.8 0.63 216 5.20 261 8 275 1 2897 3052 3220 3397
8 Side (P) Water Ballast 145.6 3.96 20 s.:rn 2415 2541 2680 2828 2990 3160
5.40 22 11 2:nt 2464 2605 276() 2923
8 Side (S) Water Uallast 145.6 3.96 20
5.50 2008 212 1 2247 2382 2530 2687
9 DB (P) Water Ballast 113.6 0.63 146 5.60 1804 19 11 2030 2158 2100 2450
9 DB (S) Wat..:r Balla"! 115.9 0.63 148 5 70 1601 1701 1813 1935 2070 2213
9 S ide ( P) Water Ballas t 214.4 3.94 30 5.80 l.l97 1491 1597 1711 18·!0 1977
9 Side (S) Water Ballast 201.9 3.94 29 5.90 1194 1281 USO 1488 l(i(J<) 1740
.\fkr Peak Wala Ballast 85.9 6.14 308 6.00 990 1070 1163 1265 1379 1503
6. IO 0 0 946 1041 1149 1134
FW ( P) Fresh \Valer 51.9 5.97 32 6.20 0 () 0 0 () 641
FW (S) Fresh Water 5 1.9 5.97 32 6..lO 0 0 0 0 0 0

"".I 6.36 6.39 6.42 6.46 6.50 6.54

10 DB (P) Fud Oil 58.3 1. 54 46
10 DB (S) Fuel Oil 55.4 1.52 39 1. . u (nta\) 6.06 6.09 6. 12 6.16 6.20 6.24
l • Side (P) FudOil 142.6 5.82 84 \I \I 1\1 for
11 Side (S) Fuel Oil 126.3 5.05 77 I\( i (rll ;l\) 866 883 897 910 648 438
12 lnner (P) Fuel Oil 73.5 5.59 28
\I." Ik d lor
12 Inner (S) Fuel Oil 52.0 5.56 29 12.0 12.0 12.0 12.0 90 6.0
1'< j ( Ill.I\)
S.:ttling Fuel Oil 16.3 5.51 5
S..:!rYic~ Fud Oil 13. 3 5.46 4
ltl \I \ R" ..,: I. ( akulation' b:1'<'d on nil<'da in Re!!Ulation 7 (Intact Stabilih
DO S torage Diesel Oil 60.8 5.45 30 Ut·1111irmtt' nf,) of l\10 Re,olution i\ISC.23 (59) 1991. ·
2. ll t•t•linl! \loments in tonnl'-m ctr~ .
R.cmal'ks: I. l\1is(·elhuu.'ous small tanks assumed 7.cro free.' .I. 1'.G 'aim· is' irtual \('(;, i.e., solid KG rnrr<'rt<'d for f1w ~urfocc·s.
I. \li11im11111 inilial uwtan·utrk hright rnnsidC'rc·d is Gl\I 0.30 111,
s urface and includl'd in c.·onstant.
::i. 1~ \I \ahu·s from h)drostatk pai1irnl:us.
2. Free sut1"ace values to be used in c.·akulaHon <•. 1-:c; (ma\)
= max. i x d e ns ity of contents .
3. For rl's idual unpump;1 ble ballas t quantitit.·s in
"" (;\I (min)= K\I - 0.30 m.
7. \ l:l\imum auch• of ht•t•I duc• lo ~hi ft of gmin i ~ t2'' unlt•'s a lower an2le i ~
iuput "' pa11 ol dat.t t·nh~.
tanks, a ssume :t.l'ro free surface and .lc1·0 a..'.e.
 Page J ol ~ Page 2 of 4

NATIONAL CARGO BUREAU, INC. SHIP AND CARGO CALCULATION

GRAIN STABILITY CALCULATION FORM PARTI
• (Ro...,..t tor ........1 lo1cing bUk ~ ., h Urited Sla!al al .Americe) IYf'(O G~IN \1 llE.\f
-- STOWAGE FACT~ l.226 ~· IflT .t.t.0 FT LT
· ~ 2011
·- 'f°T CA'<GO SF G~IN CUBICS 12) WEIG-IT VfC WO~'ENT S.F S.F. DEN
PACIFIC ~~--..~------! (1) (1)
ULSAN '"'I TOTAL USl:O (3) (3)

SPAil'\/ 2.t25 I 9.tl9988 KOREA

2032.0 1657 5.90 9n6

1 2061.4 IS72 1282 4.76 6102

GRAIN LOADING BOOKLET APPROVED SY BUREAU VERITAS 3 3092.1 2S22 S.88 14829
ON BEHALF OF (FLAG STATE) SPAIN
DRAWING NO .t73.t2Y BV DATE OF APPROVAL_ 20 MARCH 2011 4 2320.3 1893 S.88 11131
APPLICABLE REGULATIONS INTERNATIONAL GRAIN CODE
ADDENDUM FOR UNTRIMMED ENDS APPROVED BY
DRAWING NO DATE OF APPROVAL -
LOADING PORT(S) ALBANY, NY 0--

BUNKERING PORT(S) NONE

DISCHARGE PORT(S) VERA CRUZ, MEXICO
STEAMING DISTANCE 2172 MIL[S MILES PER DAY 26.t TIME 8.23 DAYS
DAILY CONSUMPTION: FUEL 12.0 mt DIESEL 0.0 mt WATER 0.0 mt (eraporntor)
DISPLACEMENT DEADWEIGHT DRAFT FREE BOARD
"WINTER T-ilS CALCULATION IS
rREIW<ED N
CARGO TOTALS 7354 41838
SUMMER 10525 mt 7976 mt 7.072 m 2.80.t Ill LIGHTSHIP 2549 6.59 16798
"TROPICAL
)8( J.• I H C utlTS CONSTANT 125 8.11 1014
TPC~(AT SUM~'ER DRAFT) 0
FRESH WATER ALLOWANCE
"DCEPTFOfl'E"EMPTEO\OY•GfS
- rlAPPl.ICAlllE
0.158 Ill 16.65 I ti• l ·11ut1TS
S~IPANOCARGOTOTALS I 10028 I 59650
( 1) CO.ll'l.Hf llt:S[ COl.Ul.INS F MCRE TfWj ot(. T'rl'1: C~ CARGO S l C Ill 11
THIS IS TO CERTIFYTHAT (2) ICRPARTLH lLFD <:Cd'ARllJFllTS SHOW Tit Clll csusrn tlACJV,, utUO 111. IOIAI CU!CS
THIS CALCULATION IS PREPARED IN ACCORDANCE WITH THE REQUIREMENTS Of THE (3) VII " llT'> l\llD MOMENTS SHOUI DBE SHOl'IH ·o Tit Hll\RISI Wlf()L uttrr
VESSELS GRAIN LOADING BOOKLET AND THE APPLICAB~E GRA:N REGULATIONS
CARGO PlAN: INJICATE H0tDS. TWEEN DECl<S, ENG "IE SPACES, RTTINGS, 5Tr:JNAGE, TONNAGES, ETC.
2 THE STABILITY OF THE VESSEL WILL BE MAINTAINED THROuGHOUT THE VOYAGE IN
ACCORDANCE WITH THIS CALCULATION id.~/ rI 7 1-----,TT7-rrm-r-r.,...,...~

CALCULATION PREPARED SY: 11.\STER'S SIGNATURE

..
(TO BE COMPl.ETED IF THE FORM IS PREPARED B. KARLOV
BY OTHER THAN SHIP'S PERSOllNEI.) MASTBl'S IWIE V'fl'ITED)
F-T
_ _ _ _ _ _ __
EXMWEOBY D.~
---'-=-'--'"'--""""'~'--""---"''---
F-T PF F-T
~E(PRINT)
N.C.8. SUFMYOlt& &IGNATURE (76%)
COMPANY - - - - - - - - - D. DAVIDSON 1893 2522 1282 1657
N.C.8. SUR\IEYOR'S IWIE (PRINTED) mt
SIGNATURE - - - - - - - - - mt mt mt
DATE _ _ _ _ _ _ _ _ __
l FEBRUARY 2013

NOTE: ORIGINAL STABILITY CALCULATION AND GRAIN ARRANGEMENT PLAN TO BE SUBMITTED

TO THE N.C.S SURVEYOR ALL TONNAGES USED IN THIS CALCULATION SHALL BE
SHOWN IN THE SAME UNITS AS USED IN THEGRAIN LOADING BOOKLET. .1 ti j 2 k

Rh'U//Q6 l!!lltl/WYfWNel~(JtJ>/"~8)_~J
mu
 Pcl<JC 3 of 4 l'dge 4 of 4

FUEL AND WATER CALCULATION HEELING MOMENT CALCULATION

PARTlll
PARTll

- ... '° .;JMETRK:

-
THE INTERMEDIATE SECTION MUST BE COMPLETED F THE ARRIVAi. SECTIO'l SHOWS BALLAST THAT IS NOT LISTED IN \ rn ... Snfllll" ~ "'ENT
THt DEPARTURE SECTION THE INTERMEDIATE CONDIT ON IS IV 1.'EDIATElY BEFORE 8Al.LASTING AND !AUST l'<CLUDE I ,..,WAGE
' ' lll'IG SHl'I
GAAll
HEEi.NG r&PRQ'AD I>
THE EFFECT OF FREE SURFACE BUT NOT THc EFFECT OF ADDED WEIGHT ADDITIONAL FUEL TAKEN AF1ER DEPARTURE NO 111 uou-::NT UOMHIT SlE NOTEZ IN PAAlll
(21
MUST BE SHOWN IN THE INTERMEDIATE SECTION IN THE SAME MANNER AS BALLAST. ... ~ Ml;Ylf UTM ~ UHT "T·MIH-U

DEPARTURE
.\LB.\W
INTE:RM~D ATE ARRIVAL·
\ l:ll\ ( 'Rl l I I I 0 127 1.226 /
FS FS MOMENT
FS /
l'<P£
MOMENT VCG MOMENT 1 VCG MOM tnl
TNiK
LIQUID
VCG MOM " MOM 2 l'I 2.J.j 1-154 'fl.I.! /
10(1') tO
. /
- I-
10(\) 10 -
.I I' 1 () 157 /
~') FO 128 5.82 745 7H 99 $.82 576 78
- - - - - .____ ---- ~'
II(\) ro m 5.05 581 72 115 5.0S 581
·-26
n .j l_!__ - L__ Jt9
- '----
_L _ ---
12 (I') ro .15 5.5'J 196 26 0 /
12 (S) FO 35 5.56 195 l7 0 27
- /
~
Sfltling FO 14 5.51 77 5 u 551 77
-
5 /
\trntt m 10 546 55 4 I 10 546 ~~ 4 TOTALS 1!157 1.226 1515 ,/
(I) UNDfR ifOW.AGE 1·~01CATE 1- T FOR FILLED COMPAATllENTSTR IMMED. 1' UT FDR FILLED COMPAA 1MENTSUIHRIUVED
(10 l l<'1•~:) 11.9.141)
245
- 26 l'f FOR PAATLVFIL1.EOCOUPAATME•TS NiO SEC' FOR SECUPEDOR OYER STOW'ED COMPAATllENTS
45 5.45
Moru~t DO 45 5.45 245 26
- - (2J 11'£ Sl°"'AGE fACTOR _.ED 'PAAT11$MM.J. NOTEXctED Tl£ O"EBAS(OCAI THE "'1G«T PlRUIT Of VOl~ll.E 1TESl1'iEIGHT Of
(00 ()"'"ll "''*' 11<£ GR..N 1F '><' STO\'>llGE FACTOR IS ll<E St.ME INAU.CCMPAATMEN!S O!Vl>£ 11£ rOTAL VOlUMETPIC H[[L i<GUOUEl<T8Y !HE STOWllGE
32 50 5.97 299 .12 F•CTOR OR llULTIPLYBVT~f DENSITY T0081Mi TtlEGR...NHHUNGMOMEIH IT THE STOWAGE f ACTORVARIES oar.... ll<E GA'IN l•EELING
1" (Ii Fl\' 50 5.97 299 MO•EIH FOA EACH COMPARTMENT
32 30 ;; 97 179 32 ~.rE~·•.an0ttAL GAAltt COOE: Pr.A 71
I'll(~) Fl\' .10 5.97 179
PECIJ.ATIO~ • CIW'TlR'll SOLAS 1174•
1 A. FOR VESS£LS N'1'~0VEOU...()(R PEGUl.ATION 4 IMCOA!SDLUTICNA '64.VI NEiii CHAPH RVI. SOLAS 1"60
'"l npumpablt REGULAll01'4 IMCO PESOLUTIONA 184 AN EOUIVALE>H TO CHH>l£RV1. SOL.AS 1~
.15 35
1~11i.1<1

STABILITY SUMMARY
DEPARTURE IN, ERMEDIATE ARRIVAL
TOTAi.$
I llSPLAC[MENT 10525 10-126
497 2572 302 398
--- - - - - - -----
20 12 .102
K~ ~ 5.9.i 5.94
10028 596:-11 TOTAL GRA:N HEEUIW •ACMFNT 1515 1515
10028 596....l
l()J26 61662 MAX MUM Al LOWABLE HEELING MOMENT t:\70 152!1
62222
F'l.-.Cl~t
~
• Al.GLE OF HEEL (!2 MAX) I
7.2.1 m U~lll 001• A!£tER-.P_.AOIANS
• r.r:_ICW•I AREA ~t• Hf OR4 3M )IM~IV.iU
INTERMEDIATE KG ARRIVAL KG 5.91
DEPARTURE KG 5.91
• CM 10 '.lM Ofl I FT '•11NMU1~)
(1) FREE SURFACE CORR !•l OJFREESURFACECORR !•I 0.03
!11FREESURFACECORR (+) 0.0.I • IOU a.11<J 1b>lf V L:>Gl!A II '
12!VERT ;:ol.I CORR <+I (2>VERT SM CORR I
(2)VERT SM CORR !•I
INTFRMFDIATE KG ARRIVAlKG 5.94 IN ltPNATIONAL GRAIN COOE PART A 9 2
DEPARTURE KG 5.94
II I AllV U!TA&LC HP APPROYEOU"1 R CTIONV\81 PAATB C14N>TEFl:V' $0LJ.S1974
C-CllONV 8 PAATI l\ICOP.ESOl.U'TlCNAZ'&Cl\111) JC#CHlifliEst\'I SOLAS IB

DEPARTURE l<I~ 6.52

5.94
J,°'°ER!.~U>"ATE t~

ltHERMEOATE KG
ARRIVAi. tJJ
ARRIVAL KG
----
6.50
5.94
ANOl~ or llE.U. GRAl'f HEELING MOllENh 573
DISPLACEMENT X ~
Gt.UTIO« 12 CliAPTlR IA SOLAS 11GO

DEPARTURE KG
INTEPMEOIATE GM ARRIVAL GM 0.56
DEPARTURE GM 11.58 DEPARTURE NTERMEDIATE ARRIVAL
REQOIREO" '. l.~u\I Gii RECX,. "D~' NMUMGl.I 0.30
REQUIRED 11 NIJJM Gii O.JO

(1) FREE SURFACE CORR.= SIJMOF FREE SURFACE MOMENT~ (ms COAllECTION MUST BE APPLIED TO ALL SHl'S)
DISPIJ>CEMENT (THIS CORRECTIONN'l'UES WIEN T1£ WWllETAIC 1£EUhG YotlENT
~SOR TAil.ES DO kOT Sl'ECIRCllJ.V STA1£ lHAT THE COMIECTlON
'"'
12)VERT.SM CORR ·~~IFTINGMOMENTS FOR 11£ RISE IN'KRTICAl CEN1£R Of GRAVITY HAI llEEN INCl.UOED.
Nit> THE MNiUAL PROVIDES VERTICAi. SHIFTING MOMENTS)
DISPLACEMENT ... ,,
....,11_..u.,1rr"'"'-"""'"""'""'"~· c111 ,
 APPROXIMATE TEST WEIGHTS OF THE PIUNClPAL GRAlNS
STANDARD BUSHEL WEIGHTS l.OAIH•:J> AT UNITED STATES PORTS
I h1 I1·,t \\eight of a particular grain i., the actual weight in pound\ of a U.S.
t \\ 1111 h1•,t1·1 l Bu,hd which ;.., a unit of volume (dry me<Mlre) equaling 2.150..t:?. cubic
1111 In , 111 I 1 4-t'i cubic feet.
WHEAT. SOYBEANS. RICE
60 lb~. per Bu,hel Pounds per bus hel Pounds per bushel
37.33 Bushel\ per Long Ton
1,000 Bushel\ = 26. 7857 LT II \RI I·\ 49 SORGHUM (MILO) 58
<<>1rn 56 SOYBEANS 55
LT = Bushels x _]_ I INSI 1:n 50 SUNFLOWER SEED 28
112 1\111 I I I' 57 WHEAT. AMBER DURUM 61
Bushels = LT x 112 (),\ IS 35 WllEAT. HARD WINTER 62
3 l'I \Nl 'IS 51 WHEAT. NORTHERN SPRING 60
l{I( I 60 WHEAT. SOFr RtD 59
R) I 58 WHEAT. WHll E 61
S \I I I OWl::.R SEED 41 CA OLA/RAPE s 1~1:. D 51
COR • RYE. SORGHUM. !"LAX
56 lbs. per Bu.,hcl N< > 11 :: The above Test Weigh\\ arc approximate figures ba..,cc.l on information ohtained
40 Bushels per Long Ton lw111 ,µrain loading prn1\. The '>pecifk Tc.,t Weights of pa1ticular grain cargoes may vary
1.000 Busheb = 25 LT 1111111 the l1gun:~ shown. Data on Te.,t Weights is usually a\'ai lahle f'rom grain in ~pcction
ul Ill"C\ at 'hipping: elevator'.
LT = Bushels x _]_
120 'I hv above Test Weigh t\ when U\cd in conjunction with the Stowage Factor table on the
tollowing page will give the approximate Stowage Factor for a conventional general
Bushel.., = LT x 120 rar !!O \e.,..,cl with one tween ded,.
3
I Ill' \"1mrnge Factor for a IJ>C'ciallr 111illl/J/e bu//.. carrier ll'ill ge11C'mlfr be from 011e /0
111" uil>tl' /el'/ per /011g 1011 lei 1 """ IO co1111uw1io11 a11d 1/te co11/igurn1im1 of' 1/te !told~.

BARLEY
48 lb'>. per BtP,hcl
46.67 Bu..,hels per Long Ton
PRODUCTS REGULATED AS GRAIN
1.000 Bushels = 21.4286 LT l'rod11t'h con\idered to be 'Grain'. and regulated a~ ~uch. include the l'ollowing:
LT = Bu..,hcls x _]_ 11.11 ll'y Oats (including Oat Groats)
140 ll.11ky Malt Pul\es (includes edible seed\ \ll<.:h
(',1mll.1 a' pea'>, beans or lentil5)
Bushcb = 1; r x 140
< .1n11la l'l'llcl'. Rape,eed
3
( ""'·' lk.an' Rapeseed Pellet'
( ""'"' lkilll\ Rice
( 0111 t\l,ri/l') Rye
< nll1111 w1.•d de-lrntcc.l Safflower Secc.l
d111tnl Cotlon,ecd i' not included) Screenings and I lull,
Note: The above are standard Bw.hcl Weight Units u\ed in the Grain Trade anc.l
I l.1\w1·d 111 <;11Jr11 01 l 1nola Sorghum (Milo)
should not be confused with Bu\hcl Volume Units u~cd to determine Test
I 11 1sl'nl Soybeans
Weights. t\ l,11/l' « '11111) Sunflower Scec.l
t\111 11·1 Wheat (including Brol-.en
i\11111 (\n11•h11m) Wheat. Bucl-. wheat)
1\111 t.11d ...... l'd
J\1111 t1111l11d111" p1. 111111\)
111tlr 'h1•1J, 111111111.·d «k1.'llltll'afl•uJ
 GRAIN STOWAGE FACTORS (SF) CONVERSI ON TAHLE FOR GRAIN STOW/\( ;It I• \( I cms

Sto\\ age Factor1> E<1uivalcnt I

I U.S. Bu\hel = 1.2445 fr' 1 1
ft· 1J.T m · /mt
LTtre 1111/111'
1 1 <2240 lbs) ( 1000 kg)
22-10 lb\ x 1.2445 h - ft I Long Ton
Te-,1 Weight I Bu-,hel (lbs) 40 1.115 0.02500 0 X•I/
-II 1.1-13 0.02439 O.IO'l
-Test Weight SF SF Test Weight SF SF
- 42 1.171 0.0238 1 0.85 I
(lbs/Uushel) 3
( m / mt) (f't3/LTl (lbs/Bushel) (m 3/ml) (ftJ/LT> 43 1.198 0.02326 0.81·1
-14 1.226 0.02273 0.81 (i
32 2.428 87. 11 50 1.554 55.75
-15 1.254 0.02222 0.797
33 2.354 84.47 51 1.523 54.66
46 1.282 0.02174 0.780
34 2.285 81.99 52 1.494 53.61 47 1.3 l<l 0.02128 0.763
35 2.220 79.65 53 1.466 52.60 48 1.338 0.02083 0. 7-17
36 2.158 77.43 ·54 1.439 51.62 -19 1.366 0.020-11 0.732
1.4 13 50.68 50 1.393 0.02000 0.718
37 2.1 00 75.34 55
52 1.-149 0.01923 0.690
38 2.045 73.36 56 1.387 49.78
54 1.505 0.01852 0.664
39 1.992 7 1.48 57 1.363 48.91
56 1.561 0.0 I 786 0.64 1
40 1.942 69.(>9 58 1.340 48.06 58 1.6 16 0.01724 0.619
41 1.895 67.99 59 1.3 17 47.25 60 1.672 0.01667 0.598
42 1.850 66.37 60 1.295 46.46 62 1.728 0.01613 0.579
1.807 64.83 61 1.274 45.70 6-1 1.78-1 0.01563 0.560
43
66 1.839 0.01515 0.5-14
44 1.766 63.36 62 1.253 ~4.96
68 1.895 0.0147 1 0.528
45 1.726 61.95 63 1.233 4U5
70 1.951 0.01429 0.513
46 1.689 60.60 64 1.214 43.56
72 2.007 0.01389 0.498
47 1.653 59.31 65 1.195 42.89 74 2.062 0.0135 1 0.485
48 1.619 58.08 66 1.177 42.24 76 2.118 0.01316 0.472
1.586 56.89 67 1.160 4 1.61 78 2.174 0.01282 0.460
49
XO 2.230 0.01250 0.4-18
.-
lP 2.285 0.01220 0.-138
When Tc'>t Weights are for Canadian l m~rial Bu\hel~. multiply the above Stowage XI 2.'l41 0.01190 0.-127
raetor~ by 1.0315 (I Ca nadian Imperial BtP,hel = 1.2837 ft\ X(1 2 ..W7 0.()1163 0.417
xx 1.-15.\ 0.01136 0.408
1)0 1.508 0.0 I 11 1 0 ..'\99
-
Noh·: \tn11 .11••· l·a, 1n1 ·" ,1pphL·d 111 grain \!ability calculations i\ defined in A 2.6
0

n l lh1 ilil <' l 11,lllllll,il ( it,1111 ( 0dl'.

 MKl'IU(' <'ONVlmSIONS l JS l•: l+'UI , ( '( >NVlmSI< >NS
,\ \ II
('
"' ,\
B \\ \I Fl< :
- - I l I ... '"""Ill I 11 l llhl\ llll 11,.,
I l l <.; 1•.1111111 O I I lhX u1h1, loot
A B c
Centimeler' 0.03281 ! ·eel
- I l '\ 1•all1111
I lt1h11: loot 111
X I I '\Ci pound'
'"It \\
.lll'I 64 pound'
( I/ I 00 meter) o.:w:n lnchc' I rnh1c loOI ol 1,,.,11 \\<tll'I = 62.43 pound'
I cubic 1!101 ol watc1 - 28.37.'i Iiter'
.c Meters .128084 Fee t
I cuhic 111elcr of wa ter = I metric ton
i 0.00 I Ki lo111e1 e1~
I cu hie fool of ice = 57 poumh
::i Kilome1ers 3280.839 Feel Specific gravit y of sail water = 1.025 (approx.)
( I 000 meters) 0.62 137 S1a1111e Mik' Specific gravi1y of fresh water = I .000 (at 4" C\:lsius)
0.53997 Na11tical Mib
-
..
<
.,co: Square Centimeters
Square Meter~
0.155
I 0.7639
Square lnche'
Square reel HYDROSTATICS:
Cubic Centimeter-; 0.061024 Cubic l nche' Di<;pfacement: Long ton' (SW) x 35 = cubic feet
0.001 Liter\ Long ton\ (f-W) x 35.88 = cubic lcet
0.033814 Fluid Ounce), Ton'> Per Inch r rPI) ' 0.40 = Tonne-; Per Centimeter (TPC)
Moment to Trim I Inch (MTI) ·x 0.12192 = Mo111c111 10 Trim I Cm
., Cubic Meters 35.31467 Cubic r eel
(MTC or MCTC)
264.17205 Gallons (U.S.)
~ 28.3776 Bu,hels (U.S.)
0
;;..
Liters 33.81 Fl11id Ounces
0.26-.l 17 Gallon~ (U.S.) NAUTICAL MEASURE:
0.03531 Cubic reet I nautical mile = 6.076 feet = J.852 meter~
61.02553 Cuhic Inches I knot = I nautical mile per hour
I fathom = 6 feet = 1.83 meters
Kilogram~ 2.20462 Poumh
I !>hot (chain) -= 15 fotho1m = 90 feet
-
.c
:>()
0.001
0 .()()()984
Metric Tons
Long Ton'
·~ 0.00 I I Short Ton'
~ Tonnes 2204.623 Pound~ MISCELLANEOUS:
~ (metric tons) I 000.0 Kilograms I long ton = 2240 pountl\
~ 0.98421 Long Ton~ I short ton = 2000 round'
1.1023 1 Short Ton' I metric ton (tonne) = IOOO kilogram\
- Kilonewton 101 .94 Kilogram\
Long ton\ x 1.016 =
metric ton<> (tonne')
.,u
.
0
( 1000 Newton~) 224.739
0.10033
Pound'
Long Torh
Metric ton, (tonne ... ) x 0.9842 = long ton'
Long ton<., x 1.12 = 'hon ton!>
'- 0.11237 Shon Ton'
Shon ton\ ' 0.893 - long tons
I t\tca,uremcnt Ton = 40 cubic feet

.
.,
•
Kilogram per Square 14.22333 Pound' Per Square I barrel = 42 gallon'
ill
Centimeter lnd1 I barrel =
5.61 cuhic fcct
~ Ki lograms per Square 0.2()4816 Pounds Per Square I cubic foot =
7.48 gallon'
~ Meter root Barrel\ x Specifi c Gravity x 0. 15648 = long wm.
Pound\ per square inch x 0.070307 = kilogram' rer :-.quare centimeter
c Meters 1 115.8618 Feet
1 Kilogram' pcr square centimeter x 14.22333 = pound~ per ,quare inch
"'EC>
:;:: Meter - Tonnes 3.22904 Foot Long Ton~
~
 FRESH WATER ..\LLO\\'..\..~CE (F\Y..\) n D~SITY (metric)

Total frt$h \\attr \llOWllDct ICtntimtlU'SI

• omslt) 'Dtnllty
12.00 14.00 16.00 18.00 20.00 22.00 24.00 26.00 28.00 30.00 32.00 34.00 36.00 38.00 40.00 42.00 44.00 46.00 48.00 50.00
1.000 ll.00 J4.00 J6.00 18.00 20.00 !l.00 24.00 26.00 28.00 30.00 32.00 34.00 36.00 3800 40.00 41.00 ~~.00 46.00 48 .00 50.00 1.000
1.001 ll.52 13.44 15.36 17.28 J9.20 11.12 2304 24.96 16.88 28.SO 30."2 326~ ~.56 36.48 38.40 40.32 42.24 44.16 46.08 48.00 1.001
1.002 ll.04 ll.88 14."2 16.56 J8.40 20.H ll 08 23.92 15."6 2· 60 29.4~ 3U8 33.12 34.96 36 80 3864 40.48 41.31 m6 46.00 1.002
1.093 10.56 11.31 14.08 15 84 F.60 19.36 11.11 ll.S8 lt64 16.40 28.16 1991 31.68 33..t-l 3520 36.96 38."l 40AS 4124 44.00 1.003
1.104 10.0S 11."6 13A4 15.ll 16.SO !SAS lO 16 ll.S4 .!3.51 1510 16.88 18 56 30.14 31.92 3360 35 28 36.96 38.64 4031 4200 1.004
1.005 9.60 Jl.lO ll 00 lt40 1600 1;.60 19 !I! 20.SO ll.40 WlO 15.60 l " zo 18.80 30.-lO 32.00 3360 35 lO 36.80 38.40 40.00 1.005
1.006 9.ll J0.64 ll 16 1368 J5.20 J6."l 1814 19.;6 ll.18 ii.so 2432 15 S4 2~.36 1888 30AO 31.92 33.44 34.96 36.4S 3S.OO 1.006
l.007 8.61 JO.OS 1152 12.96 14.40 15.84 1"28 18.il 20.16 21.60 23.04 1448 15.91 l" .36 28.80 30.14 31.68 33.ll 34.56 36.00 1.00'
1.008 8.16 9.51 IO.S8 12.21 JJ.60 J4.96 16.32 I 7.68 19.04 20.40 21.76 23.11 24.48 25.84 27.10 18.56 19.92 31.lS 32.64 3t00 l.008
J.009 ~.68 8.96 J0.24 11.52 12.80 J4 08 15.36 J6.64 17.92 J9.20 lOA8 21.76 23.04 24.32 15.60 26.88 28.16 29. 11 30.72 32.00 1.009
l.010 7.20 8.40 9.60 10.80 ll.00 1320 lUl 15.60 16.80 J8.00 19.20 20.40 21.60 22.SO 24.00 25.20 26.40 2~.60 28 80 30.00 I.Oto
1.011 6 7) ;_34 8.96 10.08 11 lO ll.32 13 ~4 14.56 15.68 J6.SO I".92 1904 20.16 21.28 22.40 13.51 24.64 1S.i6 26 88 28.00 1.011
1.012 6.24 1.28 8.32 9.36 10.40 11.-1-1 ll ~8 13.51 l~.56 15.60 16.64 l".68 18.~2 19.;6 10.SO ll.84 H.88 13.91 24.96 26.00 1.012
1.013 S.16 6 :J 1.68 8.64 9.60 10.56 II 52 11.~S 13.44 14.40 ISJ6 1631 l · .2s 18 24 19.10 10.16 21.ll ll.08 13.04 2~.00 1.013
I.OU S.l8 6.16 1.04 i 9! s.so 9.68 1056 11.44 1232 1120 14.0S 14.96 15.84 16'.;1 li.60 !SAS J9J6 10.!4 ll.ll 2200 1.014
1.015 ISO 5.60 6.40 ·.zo S.00 8.80 960 10.40 llZO Jl.00 12.80 13.60 14.40 15.20 1600 16.80 J".60 18.40 19.lO 20.00 1.015
1.016 Ul 5.04 5.76 6.18 '.20 ;_92 8.64 9.36 10.08 JO.SO 11.52 12.24 12.96 13.68 WO 15.ll 15.84 16.56 I '.28 18.00 1.016
1.01~ 3.84 4.48 5.12 5.76 6.40 i.0-1 7.68 8.32 8.96 9.60 10.24 10.88 Jl.52 12.16 ll.80 13.4~ J4.08 J4.72 15.36 16.00 1.01'
1.018 3.36 3.92 4.48 5.04 : 60 6.16 6."2 i.28 7.84 8.40 8.96 951 10.08 J0.64 1120 11.16 12.32 Jl.88 13.44 14.00 1.018
1.019 2.88 3.36 3.84 432 uo 5.28 5.;6 62~ 6."l ' .20 ".68 8.16 8.64 9.12 960 10.08 10.56 11.04 1152 12.00 1.019
1.021 1.40 2.80 3 20 160 too 4.40 HO S !O 5.60 6.00 6.10 6.80 - .20 7.60 8.00 8.40 8.80 910 9.60 10.00 1.020
1.021 1.92 l.14 l.56 188 320 3.51 3 84 416 4.-18 4.00 sll 5.-14 5."6 6.~8 6.W 6., ".04 i36 ".68 8.00 1.021
1.122 1.H 1.68 1.92 116 2.40 l .64 188 3.12 3.36 3.60 JU to8 4.32 4.56 HO 5.04 5.18 s'l S "6 6.00 1.022
1.023 0.96 1.11 1.28 1.44 1.60 1.i6 1.9! 2.08 l.l-1 2.-10 l.56 2.-2 l.88 3.().l 310 3.36 3.51 3.68 3.84 4.00 1.023
1.024 0.48 0.56 0.64 o.·2 0.80 0.88 0.96 1.04 1.12 l.lO us 1.36 1.H 1.52 1.60 1.68 1.76 1.84 1.92 l.00 1.024
1.025 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1.025
"Density referred lo is obtained from aLoad Line hydrometer (equi\alent toZeal/draft survey hydrometer reading"' 0.002)

FRESH WATER ALLOW..\.'\CE (FW.-\) n DE\SIT\ (Englim)

•JXniilT I I Ulal Ihm Wartt ..\llo"'illCt fincbt~ I l
· I ~.111 6.00 -.oo 8.00 9.00 10.00 11.00 U.00 13.00 1-1.00 15.00 16.00 li'.00 18.00 19.00 ~0.00
*Dtm1t'.
1.000 ; (•) 6.00 - 00 8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 J6.00 1· .00 18 00 19.00 20.00 1.000
1.001 HO 5."6 6 ".l ".68 8.6-1 9.60 10.56 11.51 J2..l8 13.44 1-1.-10 15.36 1-.2s
16.32 18.1-1 J9.20 1.001
1.002 4.60 5.5~ 6..ll 7.36 8.28 9.20 10.12 11.04 11.96 J2.88 13.80 i.t.71 15.6-1 16.56 1i.-18 J 8.40 1.002
1.003 4 .40 5.2S 6.16 i".<M 7.92 8.80 9.68 10.56 IU-1 12.32 13.10 lt08 14.96 J5.8-I 16.72 li.60 1.003
1.004 .,uo 5.0-1 5.88 6.fl ".56 8.40 9.2-1 10.08 J0.91 11.76 11.60 14.28
13.-ll 15.11 15.96 16.80 1.004
1.005 4.00 -I.SO 5.60 6.-10 7.20 8.00 8.80 9.60 10.-10 1110 11.00 12.80 13.60 14.-10 15.lO 16.00 1.005
1.006 380 -1.56 5.32 6.08 6.8-1 i.60 8.36 9.12 9.88 10.6-1 11.40 ll.16 12.92 13.68 l·U-1 15.20 1.006
1.007 3.60 -1.32 5.0-1 5."6 6.48 i.10 -.n 8.6-1 9.36 10.08 10.80 11.Sl Jl.2-1 12.96 13.68 1-1.40 i.oo~
1.008 3..10 4.08 -1."6 5.-1-1 6.12 6.80 7.<18 8.16 S.8-1 9.52 10.20 10.88 11.56 12.1-1 12.92 13.60 1.008
1.009 3.20 3.84 -l.-18 5.12 5.16 6.-10 7.0-1 7.68 8.32 8.96 9.60 10.1.4 10.88 11.52 12.16 12.80 1.009
1.010 3.00 3.60 uo 4.80 5...10 6.00 6.60 7.20 7.80 8.40 9.00 9.60 10.20 10.80 1UO 12.00 1.010
1.011 2.SO 3.36 3.92 4.48 5.0-1 5.60 6.16 6.72 7.18 7.84 8.40 8.96 9.52 10.08 10.6-l 11.20 1.0ll
1.012 l.60 3.12 3.61 4.16 4.68 5.20 5.il 6.1.4 6.76 7.28 7.80 8.32 8.84 9.36 9.88 10.40 1.012
1.013 2.-10 2.88 3.36 3.8-1 -.Ul 1.80 5.28 5.76 6.1.-1 6.71 ~ .20 ".68 8.16 8.64 9.12 9.60 1.013
1.014 1.10 2.64 3.08 3.51 3.96 -UO .U-1 5.18 5 -i 6.16 - .<M
6.60 ".-18 i.9.l 8.36 8.80 1.014
1.015 1.00 1.-10 1.80 3.20 3.60 -100 -1..10 -1.80 5.20 5.60 6.00 6.-10 6.80 ·.20 i.60 8.00 1.015
1.016 1.60 1.16 1.51 1.88 3.1-1 3.60 3.96 4.32 -1.68 5.04 5.40 5.76 6.12 6.48 6.S-1 7.10 1.016
l.Or 1.60 1.91 2.14 l.56 2.88 3.10 3.52 3.84 -l.16 -1..18 4.80 5.12 5.-14 5.76 6.08 6.40 l.OP
1.018 1.40 1.68 1.96 1.14 2.52 2.80 3.08 3.36 3.61 3.92 -.UO 4.48 4.76 5.0-l 5.32 5.60 1.018
1.019 1.10 1.44 1.68 1.91 2.16 2.40 2.64 2.88 3.12 3.36 3.60 3.8-1 4.08 4.32 1.56 4.80 1.019
1.020 1.00 l.20 !AO 1.60 180 2.00 2.20 2.40 1.60 2.80 3.00 3.lO 3.-10 3.60 3.80 -1.00 1.020
1.021 0.80 0.96 1.11 1.18 IA4 1.60 l."6 1.91 l.08 l.2-1 2.40 l.56 -·'-
' " J 2.88 3.0-1 3.20 1.021
1.022 060 O.il 0.84 0.96 1.08 1.20 1.32 1..14 1.56 1.68 1.80
2.04 1 9l 2.16 l.28 l.-10 1.012
1.023 OAO OAS 0.56 0.6-1 0.-2
1.024
0.80 0.88 0.96 1.0-l 1.12 1.361.10 us J .-14 U2 1.60 1.023
0.20 0.2-1 0.18 0.32 0.36 0.40 0.44 0.-18 0.51 0.56
0.6-1 0.60
0.68 0.11 0.76 0.80 1.024
1.025 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 1.025
Density refeired lo is obtained from a Load Line hydrometer (equivalent to ZealIdraft survey hydrometer+ 0.002 l
 APPROXIMATE DISTANCES A PPROX I MAT E DISTA NCES
(Na u tical Miles) (Na utical J\ lilcs)
S 1 1~ \l'I' OF G IB RALT \R TO: BIS HOP ROC K TO:
YUCATA N C HA NNEL TO: HO~OLULU TO: I I~ ~7' '\i 5 -'S' \\ I 1-'9" 45' '\ 6• JS' \\ I
121• 50· ' 35• 03· \\ )
Hong Kong 4857 \lh.111) .~Jl2 Anmcrp 449
Barranquilla 881 Inchon 4J58 \ lnandria 1823 Bahr more J290
Bro\\nsvillc 719 Lo~ Angeles J\l••u.:r'
2228 ;=mi 4.W Brcmerh:ncn 657
Cape1own 6822 Manila 4869 B.uu:lona 536 Copenhagen 1001
Corpus Christi 764 Portland (OR) 2332 B;1h1morc J46 l Gdynia 1370
Galveston 696 Pusa n 3973 cm1 Charleston 3593 Hamburg 717
Hou\ton 739 San f rancisco 209 1 I Co11'tan1a 2036 l-l cl~ink i 1668
Kingston 550 Seattle 2409 Genoa 877 St. Petersburg 1822
La Guaira 1044 Shanghai 4336 llaifa 2028 London 413
Lal..c Charles 737 Singapore 588 1 btanbul 1819 Montreal 3055
Mobile 558 Sydney 4420 Marseille<. 712 'e\.\ Yori.. 3019
"Jew Orleans 577 Yokohama 3397 \font real 3243 Norfoll.. 3168
Panama 855 aplcs 999 0<;1o 947
Pasc:1goula 545 Ne\\ Yori.. (great circle) Jl88 Philadelphia 3159
' YOKOHAMA TO:
Port Arthur 681 NC\\ York (36" parallel) 3560 Roucrdam 453
Port of Spain 157 1 Kobe 357 Norfolk. (great circle) 3335 Savann:1h 3455
Rio tie Jane iro 4703 Los Angeles 4840 Norfolk (36" parallel) 3448 Stocl..holm 1570
Santo Domi ngo 928 Manila 1758 Odes~a 2185
Santo~ 4994 Portland (OR) 4328 Panama 435 1
P ENTL AND FIRTll T O :
Tampa 404 San Francisco 4536 Philadelphia 3344 (58" 42' N ·'" 20' \\' I
Seattle 4276 Piraeu~ 1522
Singapore 2889 Port Said 1935 Antwerp 553
PA NAMA TO:
Rijcka 1676 Baltimore 3520
Antofaga\ta 2140 Tunis 819 Bergen 296
HA KODA T E TO:
Baltimore 1944 Gd)nia HXJ2
Bi\hop Roel.. 4388 Portland (OR) 3999 STRAITS O F FLORIDA TO: Hamburg 555
Bucmt\'Cntura 352 Pusan 686 12-'" 24· r'\ 83" 00' \H St. Pcter,burg 1421
Callao 1350 Seattle 3982 Montreal (via
Guayaquil 824 Vladivostok 437 Baton Rouge 656 Belle Isle Strait) 2641
1lonolulu 4685 Bishop Rock (great circle) 3887 New Yori.. 3240
Kaohsiu ng (via Honolulu) 9060 Bishop Roel.. (via Philadelphia 1393
S INGAPORE TO:
Keelung (via Honolulu) 9175 Cape Finistcm.:) 4352 Rouertlam 495
Kobe 7964 Bombay 244 1 Bordeaux 428-1- Strait' of I Joritla 4100
Los Angele' 2913 Calcutta 1649 Casablanca 3967
Manila 9170 Chittagong 1525 Corpus Chri,ti 803
MONTREA L T O :
C\\ Yori.. 2018 Colombo 1581 Dakar 3744
orfolk.
Philadelphia
S:111 1-rancisco
1822
19!\9
1245
Karachi

PORT SAID TO:

2882
1. Gaheston
I louston
Lake Charles
698
741
Baic Comeau
Chicago
335
1077

Seattle
Shanghai
4020
8566
Bandar Shahpur
Bombay
3342
3049
111 I isbon
Mobile
713
3831
47 1
Duluth/Supcri01
Milwaukee
Quebec
l 158
1021
138
Valparaiso
VladivoMok
26 16
7833
Calcutta
Chittagong
4695
4808 1. New Orleans
Pascagoula
524
464
Panama
Rio de Janeiro
3203
5354
Yokohama 7682 Karachi 2865
!. Pon Arthur
Strait or Gibraltar
r.unpa
677
4038
232
Sault Sic. Marie
Thunder Bay
Toledo
815
1052
522