NCB - General Information For Grain Loading - Rev2018

GENERAL
INFORMATION FOR
GRAIN
LOADING
Contains information
and comment on:
U.S. Coast Guard
Regulations for Carriage of
Grain in Bulk
LM.O. Regulations
(International Code for
the Safe Carriage of
Grain in Bulk)
Recommendations of
National Cargo Bureau, Inc.
NATIONAL
CARGO
BUREAU
180 Maiden Lane Suite 903
New York, NY 10038
National Cargo Bureau, Inc., 1994, Rev. 2018
2018 Revision
NATIONAL CARGO BUREAU, INC.
GENERAL INFORMATION
FOR
GRAIN LOADING
NATIONAL
SCARG0
BUREAU
180 Maiden Lane Suite 903
New York, NY 10038
National Cargo Bureau, Inc., 1994, Rev. 2018

This page left blank intentionally.
II
2100 Second Street S.W.
uS Department Commandant
U.S. Coast Guard
Washington, DC 20593-0001
of Transportation Staff Symbol

Phone
Unt d States
Coast Guard
The 1994 Edition of the "General Information for Grain

Loading," prepared and distributed by Nationa 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 grain.
The 1994 Edition is totally revi sed and supersedes all

previous editions. I t includes information on the Internationaal
Code for the Safe Carriage of Grain in Bulk which was implemented
by the International Maritime Organization (IMO)on January 1,
1994. These regulations are the culmination of 24 years obf
research, experimentation, and development by members of the IMo
Sub-Committee on Containers and cargoes.
This booklet i s intended to facilitate the loading of Lk

grain at u.S. ports by providing information on the pertinent
regulations as well as general information on g r a i n data,
stability calculations, and stowage arrangements.
Subject to the conditions s e t forth in the Navigation and

Vessel Inspection Circular, "Requirements for Vessels Carrying
Bulk Grain Cargo, " which is included herewith, the U.S. Coast
Guard endorses this publication.
J . W. KIME
Admifal, U.s. Coast Guard
Commandant
III
CONTENTS
Page(s)
Preface
National Cargo Bureau Inc. - Headquarters and Regional Offices 2
National Cargo Bureau Inc. - Directory of Offices 3
Services Performed by National Cargo Bureau Ine.
USCG Navigation & Vessel Inspection Circular No. 5-94
General Information on the International Grain Rules 14 39
Foreword 15
International Maritime Organization 15
Principle of the IMO Grain Rules 15
Limitations of the IMO Grain Rules 15
15
History
Information on Requirements 18
Application 18
Definition of Grain 18
Leveling/Trimming 18
Volumetric Heeling Moments 22
Stowage Factor 23
Stability Requirements 24
Angle of Flooding 2
Maximum Allowable Heeling Moments 26
Grain Loading Booklet 27
Document of Authorization 27
A Ship without a Document of Authorization 28

Additional Grain Stowage Requirements 29
Other Methods of Achieving Compliance 31
Ballasting 31
Overstowing 31
Saucers 32
Bundling of Bulk Grain 33
IV
Strapping or Lashing 34
Securing with Wire Mesh 35
Temporary Longitudinal Divisions 36

General Information on Grain Loading 40 105
Acceptance of Vessels to Load Bulk Grain at United States Ports 40
Preparing a Ship for Loading Grain 42

Precautions While Loading a Grain Cargo 43
Carriage of Bulk Grain in Tankers 46
Stability Terms and Symbols 47
Trim Terms and Symbols 48

Forms for Stability Calculations 49
Preparation of Grain Stability Calculations 49
Constructing and Measuring a Statical Stability Diagram 52

Ilustrations of Methods of Securing 58
Calculation of Average Void Depth (Vd) 61
Calculation in accordance with AA9 64

Examples of Loading Conditions 65
Standard Bushel Weights 102
Approximate Test Weights of the Principal Grains Loaded at

United States Ports 103
Products Regulated as Grain 103
Grain Stowage Factors 104
Conversion Table for Grain Stowage Factors 105
Metric Conversions Table 106
Useful ConversionsTable 107
Fresh Water Allowance Tables 108
Approximate Distances (Nautical Miles) 110
V
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VI
PREFACE
This booklet contains compilation of information about the International Grain

Rules, the regulations of the U.S. Coast Guard which apply to the carriage of bulk grain,
recommendations, suggestions, and other information relating to loading bulk grain
aboard vessels and is intended as a handy reference for ship Masters, deck officers,
surveyors and other members of the maritime industry.
This booklet has been prepared from information obtained from sources believed to
be reliable and accurate. National Cargo Bureau does not guarantee its accuracy and
completeness and does not assume any responsibility or liability for damage which may
arise from the use of this booklet.
1
NATIONAL CARGO BUREAU, INC
1952
National Cargo Bureau incorporated as a non-profit organization in May
was
was created to render
and began its actual operation on November 19, 1952. The Bureau
under the
assistance to the United States Coast Guard in discharging its responsibilities
1948 International Convention for Safety of Life at Sea* and for other purposes closely
related thereto.
By assignment and under the authority of the United States Coast Guard, the
certificates issued by National Cargo Bureau, Ine. may be accepted as prima facie
evidence of compliance with the provisions of the Dangerous Cargo Act and the Rules
and Regulations for Bulk Grain Cargo.
National Cargo Bureau, Inc. is a continuation and amplification on a broader base of

the inspection services formerly performed by The Board of Underwriters of New York
and The Board of Marine Underwriters of San Francisco and now operates on a
nationwide basis.
Subsequently superseded, successively, by the 1960 and 1974 Safety ofLife at

Sea Conventions
HEADQUARTERS 180 Maiden Lane

Suite 903
New York, NY 10038
Tel: (212) 785 8300
Email: [email protected]
Website: www.natcargo.org
REGIONAL OFFICES
North Atlantic 614 Frelinghuysen Avenue

& Great Lakes Suite 230
Ports Newark, NJ 07114
Tel: (973) 622 1201
South Atlantic 6004 Commerce Boulevard

Ports Garden City, GA 31408
Tel: (912) 964 7255
Email: ncbsav(@natcargo.orgg
Gulf Ports 2424 Edenborn Avenue

Suite 210
Metairie, LA 7000 1
Tel: (504) 837 1647/8/9
Pacific Ports NY Headquarters (see above)

2
DIRECTORY OF OFFICES
ATLANTIC PORTS Albany, NY (covered by Newark)

Baltimore, MD
Boston, MA (contact Newark)
Bridgeport, CT (covered by Newark)
Brunswick, GA (covered by Savannah)
Charleston, SC
Fernandina, FL (covered by Savannah)
Georgetown, SC (covered by Charleston)
Jacksonville, FL (covered by Savannah)
Kings Bay, GA (covered by Savannah)
Miami, FL
Morehead City, NC (covered by Norfolk)
New Haven, CT (covered by Newark)
New London, CT (covered by Newark)
Newark, NJ/New York, NY
Norfolk, VA
Philadelphia, PA (contact Newark)
Port Canaveral, FL (covered by Miami)
Port Everglades, FL (covered by Miami)
Port Royal, SC (covered by Savannah)
Portland, ME (contact Newark)
Portsmouth, NH (contact Newark)
Providence, RI (covered by Newark)
Richmond, VA (covered by Norfolk)
San Juan, PR (contact Savannah)
Savannah, GA
Searsport, ME (contact Newark)
Wilmington, DE (covered by Baltimore)
Wilmington, NC (covered by Charleston)
GULF PORTS Baton Rouge, LA

Beaumont, TX (covered by Houston)
Brownsville, TX (covered by Corpus Christi)
Burnside, LA (covered by Baton Rouge)
Corpus Christi, TX
Davant, LA (covered by New Orleans)
Freeport,TX (covered by Houston)
Galveston, TX (covered by Houston)
Gulfport, MS (covered by New Orleans)
Houston, TX
Lake Charles, LA (covered by Baton Rouge)
Mobile, AL (covered by Baton Rouge)
New Orleans, LA
Orange, TX (covered by Houston)
Panama City, FL (covered by New Orleans)
Pascagoula, MS (covered by New Orleans)
Pensacola, FL (covered by New Orleans)
3
Point Comfort, TX (covered by Corpus Christi)
Port Arthur, TX (covered by Houston)
Port Isabel, TX (covered by Corpus Christi)
Port Neches, TX (covered by Houston)
Port St. Joe, FL (covered by New Orleans)
Tampa, FL (contact New York)
PACIFIC PORTS Aberdeen, WA (covered by Seattle)

Anchorage, AK (contact New York)
Astoria, OR (covered by Portland, OR)
Coos Bay, OR (covered by Portland, OR)
Eureka, CA (covered by San Francisco)
Grays Harbor, WA (covered by Seattle)
Honolulu, HI
Hilo, HI (covered by Honolulu)
Kalama, WA (covered by Portland, OR)
Longview, WA (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)
Portland, OR
Sacramento, CA (covered by San Francisco)
San Diego, CA (covered by Los Angeles)
Seattle, WAA
Stockton, CA (covered by San Francisco)
Tacoma, WA (covered by Seattle)
Willapa Harbor, WA (covered by Seattle)
Wilmington, CA (covered by Los Angeles)
GREAT LAKES PORTS Ashtabula, OH (contact Newark)

& RIVERS Buffalo, NY (contact Newark)
Burns Harbor, IN (covered by Chicago)
Chicago, IL
Cleveland, OH (contact Newark)
Detroit, Ml (covered by Chicago)
Duluth, MN
Green Bay, WI (contact Newark)
Holland, MI (covered by Chicago)
Milwaukee, WI (covered by Chicago)
Muskegon, MI (covered by Chicago)
Saginaw, MI (covered by Chicago)
Superior, WI (covered by Duluth)
Toledo, OH (covered by Chicago)
Memphis, TN (covered by New Orleans)
St. Louis, MO (covered by New Orleans)
Further details can be found at: www.natcargo.org
4
SERVICES PERFORMED BY
National Cargo Bureau, Inc. is authorized to conduct any type of inspection or

survey that is incidental to the loading or discharging of a ship and issues appropriate
certificates and/or survey reports. Some of the services that National Cargo Bureau
provides are:
1. Cargo Securing, Loading, and Stowage
The loading, stowage, and securing of general cargo on and under deck, including
special surveys of heavy or large items.
The stowage of bulk grain cargoes, including vessel suitability and arrangements.
The stowage of explosives, and packaged and bulk hazardous cargoes in
accordance with the requirements of the Code of Federal Regulations and
International Requirements, including preloading and shipboard temperatures and
the loading and stowage of metal borings, shavings, turnings, and cuttings.
The stowage of one or more concentrates and/or dry bulk cargoes in accordance
with the IMO International Maritime Solid Bulk Cargoes (IMSBC) Code.
Inspection ofcargo compartments for cleanliness and condition prior to loading at
another port or for charter purposes.
Discharge of various bulk cargoes., including cleanliness of receiving railroad
cars, barges, handling of equipment, etc.
Stowage of cargo in barges.
2. Volume and Weight Calculations

Cargo and space measurement surveys.
Determination of tonnage of cargo loaded on or discharged from ships or barges
by immersion computation.
Witness tank soundings of ships and barges, including the computation of the
quantity of liquids in tanks.
3. Container Inspections
Inspections and certification of containers and road vehicles for transportation
under Customs seal.
Condition of the container for suitability to receive any particular cargo.
Stowage of cargo in containers.
Inspection of containers for handling damages.
Inspection of containers for leasing purposes
Inspection of the securing of containers on deck.
.Inspection of containers loaded with hazardous cargo for compliance with U.S.
Coast Guard regulations and/or International Maritime Dangerous Goods (IMDG)
Code.
Out of gauge cargo and flat-rack securing in accordance with IMO Code of Safe
Practice for Cargo Stowage and Securing (CSS Code) Annex 13.
4. Hazardous Materials/Dangerous Goods-Related Services

Inspection of containers loaded with hazardous cargo for compliance with U.S.
Coast Guard regulations and/or International Maritime Dangerous Goods (IMDG)
Code.
Consultation service to ensure proper completion of the Dangerous Cargo
Manifest, including vessel stowage and segregation in accordance with the
International Maritime Dangerous Goods (IMDG) Code and/or 49 CFR.
Training in applicable regulations including:
One-, Two-, and Three-Day Courses in Hazardous Materials Regulations.
5
Shipboard Training Course in Hazardous Materials Regulations.
Marine Terminal Course in Hazardous Materials Regulations.
Self-Study Courses in Hazardous Materials Regulations.
Containerization Course.
Hazard Recognition Course.
Vessel Stowage & Segregation Course
5. Other Cargo-Related Services

Condition of cargo and packaging at point of origin and/or prior to being loaded,
including stowage.
General planning and consultation services concerning any of the abOve cargo0
related problems.
Special cargo and/or safety inspection of specific requirements of governments,
ship operators, insurance companies, or shippers.
Surveys of import and export unboxed automobiles.
On-hire, otf-hire, and condition surveys of cargo compartments and handling
gear
Hatch surveys, including condition of cargo prior to, during, and after discharge.
Witnessing of tests and certification of shipboard cargo gear (accredited by U.S
Coast Guard and U.S. Department of Labor).
The approval on behalf of governmental administrations of vessel plans for the
stowage of bulk grain cargoes under the existing international regulations.
6. Vessel Safety Inspections and Internal Audits
7. National Cargo Bureau Training
Courses in Hazardous MaterialsRegulations (49 CFR and IMDG Code).
Shipboard training course in Hazardous Materials Regulations.
Containerization course.
Flat-rack securing course.
Hazard Recognition course.
Vessel Stowage & Segregation course.
Online courses:
Marine Terminal Hazardous Materials/Dangerous Goods Recognition.
International Maritime Solid Bulk Cargoes (IMSBC) Code.
Stability for Fishermen.
8. Insurance Claims and Loss Prevention Services
Infrastructure project risk control/marine warranty surveys.
Shipping and handling consultations (packaging, handling, stowage and securing).
Cargo security risk assessments (facility and transport).
Warehouse risk assessments.
Desk-top vessel vetting/cargo suitability inspections.
Marine liability risk assessments (terminal operators, ship repairers, ete.).
Vessel and/or cargo damage claim surveys/P & I Club surveys.
Expert witness services.
National Cargo Bureau also offers the following United States Coast Guard
approved self-study courses:
Ship's Stability.
Stability for Fishermen.
Damage Stability.
Hazardous Materials Regulations.
Securing Non-Standardized Cargo.
Grain Loading.
6
NVIC 5-94, 13 July 1994
NAVIGATION AND VESSEL INSPECTION

CIRCULAR NO. 5-94
Subject: REQUIREMENTS FOR VESSELS CARRYING BULK GRAIN CARGO
1. PURPOSE. This circular calls the attention of Coast Guard field units, shippers and
carriers of bulk grain cargo to the International Maritime Organization's (IMO)
Code for the Safe Carriage of Grain in Bulk, referred to as the Grain Code, which
entered into force on January 1, 1994. The Grain Code specifies stability, loading
requirements, and Documents of Authorization for each vessel that loads grain in
bulk.
2. DIRECTIVES AFFECTED. This circular cancels and supersedes NVIC 2-78.
3. BACKGROUND. In response to the growing need for broader regulation of the

carriage of all cargoes which may pose a hazard to ships or personnel, the Maritime
Safety Committee (MSC) decided to replace the original Chapter VI of the Safety of
Life at Sea Convention, 1974 as amended, (SOLAS), which contained detailed
regulations on the carriage of grain in bulk, with requirements of a more general
nature and to place the detailed provisions on grain in a mandatory code. SOLAS
Chapter VI previously titled "Carriage of Grain" is now titled *"Carriage of
Cargoes". At the 59th session in May 1991, MSC adopted amendments to SOLAS
Chapter VI Part C Regulation 9 (resolution MSc.23|59]) to make the International
Code for the Safe Carriage of Grain in Bulk mandatory. The Grain Code became
effective January 1, 1994. The Grain Code is available to the public from the IMO
as publication 240-E. Information on obtaining this publication can be found in
enclosure (1).
4. DISCUSSION.
a. The Grain Code applies to all vessels that load grain in bulk in U.S. waters,
except those engaged solely on voyages on rivers, lakes, bays, and sounds, or on
voyages between Great Lakes ports and specific St. Lawrence River ports as
referred to in the Load Line Convention. The St. Lawrence River ports
exempted include those ports as far east as a straight line drawn from Cap de
Rosiers to West Point, Anticosti Island, and as far east as a line drawn along the
63rd meridian from Anticosti Island to the north shore of the St. Lawrence River.
b. A Document of Authorization is required for each vessel to which the Grain

Code aplies except vessels on certain intracoastal voyages. provided they
comply with the alternative conditions found in enclosure (2). The U.S. Coast
Guard has delegated the authority to issue Documents of Authorization te the
National Cargo Bureau, Incorporated (NCB). Information on contacting NCB
can be found in enclosure (1). Requirements for obtaining a Document of
Authorization are summarized in enclosure (3). The Document of Authorization
format is shown in enclosure (4).
c. Vessels to which the Grain Code applies are required by the Code of Federal
Regulations to obtain a Certificate of Loading before each sailing. A Certificate
of Loading, issued by the NCB, attests that the stability of the vessel complies
with the information approved by its Document of Authorization, or otherwise is
in compliance with enclosure (2) before each voyage from a U.S. port. The
Certificate of Loading is recognized by the Coast Guard as evidence of
compliance with regulation 7.2 of the Grain Code.
7
d. A vessel which carries a cargo of grain in bulk should not, at the same time,
carry any solid bulk cargo which may liquefy unless such cargo is tested and the
moisture content is equal to or less than the transportable moisture limit. Testing
should be conducted in accordance with the procedures set forth in the Code of
Safe Practice for Solid Bulk Cargoes, International Maritime Organization
publication No. 260-E.*
5 IMPLEMENTION. Officers in Charge, Marine Inspection, are encouraged to

bring this NVIC to the attention of appropriate individuals in the marine industry
within their zone.
(Signed) J.C. CARD

Rear Admiral, U.S. Coast Guard
Chief, Ofice of Marine Safety, Security and Environmental
Protection
Enclosures: (1) Sources for Obtaining Additional Information
(2) Voyages and Conditions for those Vessels Exempted from the
Requirements of Obtaining a Document of Authorization
(3) Requirements for U.S. Vessels Obtaining Documents of
Authorization
(4) Document of Authorization Format
This publication has since been superseded by the International Maritime Solid Bulk
Cargoes (IMSBC) Code
8
*
Enclosure (1) to NVIC 5-94
SOURCES FOR OBTAINING
ADDITIONAL INFORMATION
1. The International Code for the Safe Carriage of Grain in Bulk (IMO Resolution
MSC.23(59). publication No. 240-E can be obtained from distributors of IMO
publications or directly from:
Publication Section
International Maritime Organization
4 Albert Embankment
London SEI 7SR
United Kingdom
Telephone: +44 (0)71 735 7611
Fax: +44 (0)71 587 3210
2. Documents of Authorization and additional Grain Code Compliance guidance can

be obtained from:
National Cargo Bureau, Incorporated

180 Maiden Lane
Suite 903
New York, NY 10038
Telephone: (212) 785 8300

Fax: (212) 785 8333
*The original text has been modified here in order to reflect most current information.
9
5-94
(2) to NVIC Enclosure
VESSELS
VOYAGES AND CONDITIONS FOR THOSE
THE REQUIREMENTS OF
EXEMPTED FROM
AUTHORIZATION
OBTAINING A DOCUMENT OF
the
1. Vessels without a grain in bulk subject to
Document of Authorization may carry
limitations imposed by Sections 8.3 or 9 provided
their stability complies with the
of hatches,
requirements regarding subdivision
of cargo compartments, securing
as detailed in Section
9 of the Grain Code.
trimming of cargo and metacentric height
2 Vessels on the following voyages:
Northeast Coast from as far south as Cape Henry;
a. United States ports along the
b. Wilmington, NC and Miami, FL;
C. United States ports in the Gulf of Mexico;

Columbia River ports, or
d. Puget Sound ports and Canadian West Coast ports or
both;
. San Francisco, Los Angeles, and San Diego, CA; or
Northeast coast as far south

f. Great Lakes ports to United States ports along the
as Cape Henry
do not need a Document of Authorization if they comply with the following
conditions:
a. The master or person in charge is satisfied that the longitudinal strength of his
vessel is not impaired.
the weather to be encountered on the
b. The master or person in charge ascertains
it does not pose a risk.
voyage and determines
reduced to a minimum by carrying as few slack
C. Potential heeling moments are
holds as possible.
d. Each slack surface has been leveled.
e. The transversemetacentric height (GM), in meters, of the vessel throughout the

for liquid free surface, has been shown by stability
voyage, after correction
calculations to be in excess of the required GM (GMr), in meters.
(1) The GMR is the sum of the increments of GM (GM1) multiplied by the
correction factor, f
where: f= 1 ifr is 2 0.268 or

f= (0.268/r) ifr is < 0.268.
r= (available freeboard)/(beam of the vessel) and

The GMI for each compartment which has a slack surface of grain, i.e., is
(2)
not trimmed full, is calculated by the formula given
below:
GM =(B x Lx0.0661)/(Disp. x SF)

where: B =
breadth of slack grain surface (m)
L =
Length of compartment (m)
Disp. = Displacenment of vessel (tonnes)
SF Stowage factor of grain in compartment
(cubic meters/tonne)
10
REQUIREMENTS FOR U.S. VESSELS

OBTAINING DOCUMENTS OF AUTHORIZATION
1. General Requirements. The grain stability information required by the Grain Code
that must be included in the Document of Authorization is in addition to that
provided to the master in accordance with 46 CFR 170.110 and 42.15-1.
2 Stability Information. Stability information in the format of a grain loading

booklet or a grain loading appendix to a Trim and Stability booklet shall be
submitted to the NCB for approval.
a. The submittal should contain:

) 5 copies ofthe grain loading stability information which is to be approved
by the Document of Authorization.
(2) 1 copy of the calculations supporting the above mentioned grain loading
stability information.
The data above must be in complete agreement with that found in the Trim and
Stability booklet.
b. The NCB is authorized to perform any additional stability review prerequisite

to approval if, in addition to the grain loading stability information, the
documentation contains stability data pertinent to other bulk cargoes or to
simultaneously with bulk grain such as deck

cargoes which will be carried
cargo or containers on deck.
C.
After review, NCB will forward one copy of the approved grain loading
information to Commanding Officer, U.S. Coast Guard, Marine Safety Center.
400 Seventh Street S.W., Washington D.C. 20590-0001. NCB will inform the
Marine Safety Center of any additional stability related review conducted and
recommend an appropriate statement which may be included in the U.S. Coast
Guard stability letter.
d. NCB will issue the Document of Authorization to the submitter. The

Document of Authorization will have the format shown in enclosure (4).
Coast Guard Marine Safety Center Oversight. Upon receipt of the approved
3.
Center will perform
grain loading conditions, the Coast Guard Marine Safety letter to the
oversight to the degreenecessary and forward the new stability
and to
submitter with copies to the cognizant Officer in Charge, Marine Inspection
can be placed on the
the NCB. A stability letter is not required if the information
Certificate of Inspection or the Load Line Certificate.
Tank Vessels. Under the authority of Section 5 of the Code, a tank vessel designed
4.
for the carriage of liquids and which is issued a Document of Authorization,
solely
trimming when the vessel:
may be exempted from
has two or more longitudinal, oil-tight bulkheads arranged so as to substantially
a.
reduce the horizontal volumetric heeling moment, and
has an adequate number of expansion trunks and access (Butterworth) openings

b.
to meet the intent of Regulation 10.3.1 of the Code.
Whenever bulk grain is carried, the vessel shall not carry any liquid cargo.
11
be
5. Unmanned Barges. Unmanned barges, except for deck cargo barges, may
issued a Document of Authorization without obtaining an approved grain loading
stability booklet, when calculations and supporting plans demonstrate that the barge,
when loaded to its maximum load line assignment with all compartments in which it
is anticipated to carry bulk grain trimmed full, meets the requirements of Section 7
of the Grain Code.
If for any reason upon completion of loading a compartment is partially filled with
bulk grain, the grain must be secured as deseribed in Sections 16, 17, or 18 of the
Code or else discharged from the vessel.
6. Single Voyage Document of Authorization. A vessel without a Document of

Authorization and not exempted by enclosure (4), may engage in a single voyage
carrying grain in bulk by:
a. Submitting stability calculations together with supporting plans to the NCB, for
the proposed. specific loading condition. If the calculations indicate
compliance with the provisions of Section 7 of the Code, a single voyage
approval will be issued by the NCB prior to loading.
b. Upon satisfactory completion of the loading in accordance with the approved

plan, a certificate of loading will be issued.
Note: Subsequent to issuance of the NVIC into which this Enclosure has been
incorporated, the address given in paragraph 2.c. above has been amended to:
Commanding Oficer (MSC)

USCG Marine Safety Center
US Coast Guard Stop 7430
2703 Martin Luther King Jr. Ave SE
Washington, DC 20593-7430
DOCUMENT OF AUTHORIZATION FORMAT
Date of issue
DOCUMENT OF AUTHORIZATION TO LOAD BULK GRAIN
Based upon a review of pertinent plans and calculations, it has been determined that
the SS (or MV) _ meets the requirements of the
International Code for the Satfe Carriage of Grain in Bulk. Accordingly, under the
authority granted by the U.S. Coast Guard, the Ss (or MV)
may load grain provided the ship complies with the stability information contained in the
following booklet:
Identification of booklet containing the grain loading stability information bearing

an approval stamp by the National Cargo Bureau, Inc.
dated
GENERAL INFORMATION ON THE
INTERNATIONAL GRAIN RULES
The information in this booklet is intended for use by ship Masters and ship
operators when engaged in the ocean transport of grain in bulk. It is their responsibility
to comply with the mandatory regulations for such carriage as set forth in the
International Code for the Safe Carriage of Grain in Bulk (hereinafter referred to as "the
Code"), if these regulations are applied by either the home Administration (i.e. vessel's
national flag) or the Administration (i.e. country) of the port of loading. It is not intended
for use by naval architects or ship designers.
The descriptive material and the amplifying information on the regulations, as

contained in this booklet, are not intended as official interpretations but rather as
explanations as to how these regulations are understood by the surveyors of National
Cargo Bureau, Inc., which is the agency designated by the U.S. Coast Guardto enforce
the provisions of the Code on ships loading bulk grain at United States ports. In all cases
where the intent or meaning of any of the IMO Grain Rules discussed in this booklet is
subject to question, resolution must depend solely on the content of IMO publication
No. 1240E. This publication can be purchased at most nautical bookstores or directly
from:

Publication Section
4 Albert Embankment
London SE1 7SR
United Kingdom
Telephone: +44 (0)71 735 76111
Fax: +44 (0)71 587 3210
14
FOREWORD

The International Maritime Organization (IMO) is a specialized agency of the
United Nations which deals with maritime affairs, principally those involved with the
environment. It was
improvement of safety at sea and protection of the marine
established in 1948 and is supported by over 160 member nations. Acting in concert,
these member Administrations develop recommendations and regulations. In the case of
regulations, they mutually agree to incorporate them into their national laws and thereby
give effect to such regulations on a worldwide basis. The organization is headquartered
in London. England (United Kingdom).
Principle of the IMO Grain Rules

The IMO Grain Rules are based on the recognition that, in a compartment nominally
filled with grain, there exists a void space between the surface of the grain and the
overhead of the loaded compartment and that, due to the motions of the ship in a seaway,
there is a possibility that grain will shift, unsymmetrically, into this void and thereby
cause a possibly dangerous loss of stability. The Rules minimize this possibility by
requiring that the grain surface be leveled so that a large angle of motion is needed before
the grain will move or, alternatively, by physically restraining the surface of the grain
calculation that, at
against movement. Additionally, the Rules require demonstration by
all times during a voyage, the ship will have sufficient intact stability to provide adequate
residual dynamic stability after taking into account the adverse effect of a grain shiftif
one should occur. Since the magnitude of a grain shift depends upon various dynamic
factors, it cannot be precisely anticipated. Therefore, the IMO Grain Rules *assume"
an
the
angle of grain shift and then specify a minimum level of acceptable stability for
assumed grain shift.
carriage of grain in terms of the resultant angle of heel due to the
required residual righting energy after such shift, and initial metacentric height. It should
be noted that the pattern of grain movement prescribed in the IMO Grain Rules is not
intended to portray the actual movement of the grain surtaces as the ship moves in a
seaway. it is considered that the calculated heeling moment based on this

Nevertheless,
prescribed pattern of grain movement adequately represents the actual effects which may
be encountered.
Limitations of the IMO Grain Rules
The scope of the Code is limited to matters which relate to the intact stability of the
hull strength. fire
ship. It does not relate to the following matters; damage stability,
individual safety of
safety, pollution prevention, fumigation, matters pertaining to the
persons on board the ship, or matters pertaining to the satisfactory outturn of the cargo.
These concerns are not unique to the carriage of grain and must be considered by the
owners and the Master in the context of the regulations, instructions, or responsibilities
which are otherwise applicable.
HISTORY
Grain has been carried aboard ships for thousands of years. As one of the major
items in the maritime market, it attracted attention because of its importance and the
special problemsit presented. The tendency of grain, when carried in its bulk natural
state, to shift within the cargo space of a ship moving in a seaway represents a potential
15
hazard to vessel and crew. Consequently, the problems raised by such carriage are olten
the subject of national requirements and international agreements.
At the International Conference on Safety of Life at Sea, 1948, international

regulations applicable to the carriage of grain in bulk were developed and incorporated in
Chapter VI (entitled "Carriage of Grain and Dangerous Goods") of the Intenational
Convention for the Safety of Life at Sea. 1948. These regulations proved effective as far
as safety was concerned.
However. in light of this safety record, and in view of the increasingly high costs of
the required temporary fittings and/or bagged grain, a review of the regulations adopted
in 1948 was undertaken. Revisions to the regulations were made at the International
Conference on Safcty of Life at Sea. 1960, and incorporated in the International
Convention for the Safety of Life at Sea, 1960. Under these provisions, ships which met
specified stability requirements were allowed to substitute the required shifting boards
with large feeders. Also, the limitation on the carriage of heavy grain in upper tween-
decks was eliminated. A new concept called "common loading" was introduced which
allowed two or more compartments separated by decks to be treated as a single
compartment.
The 1960 Conference also recognized the need for international agreement on all
aspects of the safe carriage by sea of bulk grain and recommended that Governments
submit to the International Maritime Organization details of their practices with a view
towards reaching an international agreement on requirements for the strength of grain
fittings.
Although the 1960 Convention did not enter into force until 1965, most of the
Contracting Governments to the 1948 Convention, wishing to take advantage of the
economic aid to shipping, in 1961 put the revised Chapter VI into effect as an equivalent.
In a period of about four years following the introduction of the new rules, six ships
loaded with grain were lost and there were several cases where a severe list from shifting
grain had caused a ship to return to port for correction of its list.
Early in 1963, the work of a technical body within IMO studying intact stability of
ships, reexamined the data on which the grain rules of Chapter VI were based.
particularly those relating to grain settlement from feeders into the holds and the ability to
fill all the spaces between the beams and the wings and ends in the hold by trimming.
IMO, recognizing the need to obtain empirical data, initiated a survey to which Masters
of ships of many nationalities loading bulk grain in all parts of the world contributed.
Further studies and tests were carried out by the Sub-Committee on Subdivision and
Stability and the Sub-Committee on Bulk Cargoes, which contirmed that certain
principles on which the regulations were based were invalid and, as such, rendered the
basic requirements unattainable.
Thus, after review of all the regulations of Chapter VI, in light of the
aforementioned studies, new grain regulations were prepared. These regulations, adopted
by the Assembly of IMO in October 1969 (resolution A. 184(VD) and eommonly known
as the "1969 Equivalent Grain Regulations", have been widely accepted and used, in
particular by Administrations of countries involved in the international carriage of grain.
As a companion measure, the Assembly adopted resolution A. 185(V), recommending
that Governments similarly apply the 1969 Equivalent CGirain Regulations to ships of less
than 500 tons gross tonnage.
16
requested the
Grain Regulations, the Assembly
when adopting the Equivalent result of their application
ana
Maritime Safety Committee to study data compiled as a
VI of the 1960 Convention.
determine their suitability as an amendment to Chapter
Sub-Committee on
this evaluation and review was carried out by the
Accordingly, of
Sub-Committee on Bulk Cargoes) over a period
Containers and Cargoes (fornmerly the resulted
three years. It was found that the use of the
1969 Equivalent Grain Regulations
in enhanced safety in the transport of grain
in bulk and proved to be more practical and,
of
of the requirements of Chapter VI
in most cases, less expensive than the application
the 1960 Convention.

amended in light of
The 1969 Equivalent Grain Regulations were only slightly
the IMO Assembly
operational experience and the amended text was initially adopted by
amendment to the 1960 Convention.
in November 1973 (resolution A.264(VI)) as an
which included the 1969 Equivalent
The IMO Assembly revoked resolution A.184(VI), annexed to
new IMO Grain Rules
Grain Regulations, and adopted the provisions of the
VI of the 1960 Convention. It
resolution A.264(VII) as a total replacement for Chapter
the old 1969
issued under the provisions of
was, however, recognized that approvals
would be considered as generally
Equivalent Grain Regulations (resolution A.184(VI))
complying with the new IMO Grain Rules.
recommended, in 1980, that valid
The Sub-Committee on Containers and Cargoes
be deemed to be in compliance
approvals under resolutions A.184(VI) and A.264(VIII)
VI of the 1974 Convention, provided
with, or equivalent to, the requirements of Chapter information had taken place after
that no alteration affecting the approval of grain loading
this end that the
such approval was given. The Sub-Committee further agreed to
1960
of Regulation 12 of Chapter VI of the
approval of ships under the requirements
Convention should remain valid, provided
that all the requirements of that regulation
the grain loading
were met and, further,
that no alteration affecting the approval of
recommend that
made. Finally, it was also agreed to
information had subsequently been
existed for the ships
no further documents
would be required where valid approvals
described above.
the Maritime Safety Committee at its
These recommendations were approved by
international
amended text was to form the basis of new
42nd session in May 1980. The Rules".
in bulk and to be known as the "IMO Grain
requirements for the carriage grain
of
editorial changes, the text of these Rules and
the text of Chapter
Apart from a few minor which entered into
Convention for the Safety of Life at Sea, 1974,
VI of the International
identical.
force on 25 May 1980, are
certain Administrations made some changes
in the
Also, during this interim period, from
their own ships. One of these was to give a dispensation
grain rules as applied to Another was the
the ends of filled holds on specially suitable ships.
trimming surface.
of wire mesh as a means for securing a slack grain
reinforcing
experimental use
Committee, at its 45th session, adopted a

In November 1981, the Maritime Safety
some related to Chapter VI.
number amendments to the 1974 Convention, including
of
Maritime Safety Committee decided to restructure
In 1992, at its 59th session, the
International Convention for the Safety of
Life at Sea, 1974 (SOLAS
Chapter VI of the matters and to transfer the
broader spectrum of cargo-related
1974), to apply to a to the carriage of grain in bulk to a
new document
mandatory regulations pertaining
entitledInternational for the Safe Carriage
Code Grain in Bulk". These changes went
of
into effect on January 1994.
17
INFORMATION ON REQUIREMENTS
Application
In accordance with Requirement 1, Regulation 9, C, Chapter VI of SCOLAS
Part
is mandatory for, al
1974, as amended, and A 1.1 of the Code, the Code applies to, and those of less than
ships which carry bulk grain on an international voyage, including
of the requirements in the
S00 tons gross tonnage. However, it should be noted that
two
Code apply only to ships built after 1 January 1994. One

is a requirement pertaining to
the provisionof a table of Maximum Permissible (Allowable) Heeling Moments (this is
booklet). this The other
discussed in paragraph, marked with an asterisk, on page 26 of
a
and is discussed in a paragraph
requirement pertains to the inmmersion of the deck edge
beginning on page 25 of this booklet.
which were
As provided for in A 8 of the Code, Documents of Authorization
or IMO
previously approved under Regulation 12, Chapter VI of SOLAS 1960,
Resolutions A.184(VI) or A.264(VIII), will continue to be recognized. Existing ships
Documents of Authorization
holding such Documents are not required to obtain new
Documents of Authorization
indicating compliance with the Code. More information on
is given on page 27 of this booklet.
In the case of vessels registered in the United States, the Code applies to all ships
and barges carrying grain in bulk, whether or not engaged on international voyages,
inland waters, the Great Lakes, and specified coastal waters are
except that voyages on
exempted.
Definition of Grain
A 2.1 The term grain covers wheat, maize (con), oats, rye, barley, rice, pulses,
seeds and processed forms thereof, whose behavior is similar to that of grain
in its natural state.
The term "pulses" includes edible seeds for such leguminous crops as peas, beans or
lentils. Nuts such as peanuts in the decorticated form (shells removed) are included.
However, undecorticated forms (shells not removed) are not included. These
requirements apply to saw-delinted cottonseed and acid-delinted cottonseed but not to
linted cottonseed. The requirements do not apply to processed grains such as flour or
soybean meal, but processing is not the determining criteria. For example, the
requirements may apply to pelletized by-products. In general, when there is a question as
to whether or not the requirements apply to an agricultural commodity, the angle of
repose (i.e. the natural angle which a freely poured pile will attain with the horizontal)
should be carefully measured. If it is 30 degrees or less, the requirements of the Code
should be deemed to apply.
Leveling/Trimming
When grain is free-poured into a compartment, it arranges itself into a pile of conical
shape. The angle of the surface with the horizontal varies with the specitic variety of the
grain. This is termed the angle of repose. As long as the pile is static, the surface will
remain undisturbed. However, when the grain is in a ship and subjected to the motions of
the ship at sea, the surface grain can move in response to this motion, resulting in
movement of the center of gravity of the grain mass. This is a grain shift. The off-center
weight condition is termed a GRAIN HEELING MOMENT and causes the ship to list.
But, if the surface of the grain is leveled, then the ship would have to roll to an angle
18
greater than the angle of repose before the grain would shift. That may require a roll in
CXCess ot 23 degrees, for example, when the angle of repose is 23 degrees.
Consequently, to minimize the possibility that bulk grain will shift at sea, the IMO Grain
Rules require that, after loading, all free grain surfaces be level.
The magnitude of a grain shift depends upon the amount of open space above the
grain into which it can move. Thus, when a compartment is filled to the maximum extent
possible, the adverse effect of the grain shift (i.e. the grain heeling moment) will be less
that if the compartment is partly filled. The Grain Rules recognize this by assuming a
15 degree shift of grain when the compartment is filled as opposed to a 25 degree shift
when the compart1ment is partly filled. Obviously, there is a much greater volume of
open space above the grain surface when the compartment is partly filled.
The term "trimming'", as generally used in the context of grain loading, refers to the
physical act of filling underdeck voids, typically outside the perimeter of the hatch
coaming. to the maximum extent possible or practicable. Common methods include
spout trimming (slow free-pour with an angled spout or directional spout fitting), hand
trimming (shoveling), and use of mechanical trimming machines of various types.
A 2.2 The term filled compartment, trimmed, refers to any cargo space in which,
after loading and trimming as required under A 10.2, the bulk grain is at its
highest possible level.
This is understood to mean that, in the hatchway itself, the grain is at a height
corresponding to the position of the closed hatchcovers or the underside of the hatch
beams which either frame or support the hatchcovers. The grain surface must be leveled
at this height.
Beneath the deck, outboard and fore and aft of the hatch opening, the grain must be
trimmed to the maximum extent possible. Due to the capabilities of many of the
machines used for trimming, this is generally to a level slightly above the bottom of the
hatch side girders and hatch end beams.
illustrates a transverse section through a filled compartment. trimmed.

Figure
Figure 2 shows acompartment which appears to be filled, trimmed, but which is not
the hatchway were merely free-poured. It is.
because the spaces outside the periphery of
therefore, filled, untrimmed.
Figure 2
Figure 1
which is
A 2.3 The term compartment, untrimmed, refers to a cargo space
filled
in way of the hatch opening but which
filled to the maximum extent possible
19
hatch opening either by
has not been trimmed outside the periphery of the
the provisions of A 10.3.1 for all ships or A
10.3.2 for specially suitable
compartments.
surface
As illustrated in the grain does not have to be trimmed if its
Figure 3, below,
1S permanently restrained by grain-tight structure which slopes at an angle of 30 degrees
or more. On most bulk carriers this is achieved by

the structural design, which includes
and starboard. In accordance
upper wing tanks extending the lengths of the holds. port
with A 2.7, compartments so fitted are termed specially suitable. While, in a filled
shift in the areas to the port
specially suitable compartment, the grain is restrained against
and starboard of the hatch opening, it is not similarly restrained
forward and aft of the
hatch opening. In accordance with A 10.3.2, dispensation may be granted from trimming
filled (i.e. the
the ends, provided the compartment is specially suitable and otherwise
compartment is filled to the maximum extent possible in way of the hatch opening).
Such dispensation must be included in the approved grain loading information referenced
in the ship's Document of Authorization.
Upper Wing Tanks
Figure 3
Figure 4 shows a longitudinal section through the centerline of a filled compartment

with untrimmed ends. The dashed lines illustrate the relative position of the upper wing
tanks detailed above.
Figure 4
Additionally, the Grain Rules provide that the filled compartment, untrimmed status
can be applied to compartments which are not specially suitable but, instead, are provided
with feeder ducts, perforated decks or other similar means which reduce the open volume
of space above the free-flowing grain surface so that it is equivalent to that which would
be obtained if there were no feeding arrangements and the space was trimmed in the
normal manner. Acceptance of this alternative must be included in the approved grain
loading information. Figure 5 illustrates a transverse section through a ship with a filled
20
of deck perforations in
lower hold which does not have to be trimmed because of the use
the tween deck.
Figure 5
With this type of arrangement, the surveyor will always want to ascertain, before
loading commences, that covers, if any, have been removed from all deck openings
and/or all feeding ducts are fully open to allow grain to flow through to the space(s) to be
fed.
A 2.4 The term partly filled compartment refers to any cargo space wherem the
bulk grain is not loaded in the manner prescribed in A 2.2 or A 2.3.
Whenever a compartment is not filled then, as required by A 10.6, the grain surface
must be leveled to minimize the possibility of a grain shift. It is to be especially noted
that there is no such status as almost filled. Either a compartment is filled, as prescribed
in A 2.2 or A 2.3, or it must be regarded as partly filled. In the former case, the Grain
Rules assume a potential shift of 15 degrees. In the latter case, the rules assume the more
severe effeet of a 25 degree shift. Figures 6 and 7 show examples of partly filled
compartments.
ULLAGE GREATER THAN O
Figure 6 Figure 7
In addition to filled and partly filled, there is another stowage arrangement which
should be mentioned. On multi-deck ships, such as break-bulk or general cargo, A 10.8
permits LOADING IN COMBINATION (also known as common loading). In this type
ofloading, the hatch covers in the intermediate decks (i.e. the tween-decks), are left in
the fully open position. Thus, the grain in way of the vertically aligned hatch openings
21
forms a homogeneous column and void spaces exist only beneath the peripheral decks at
cach level and. of course. beneath the uppermost, closed, hatch cover. The grain inthe
peripheral areas must be trimmed to fill the spaces to the maximum extent possible. This
procedure completely eliminates the void spaces in way of hatch openings at every level
except the uppermost and, therefore, results in a smaller total grain heeling moment than
would apply if the tween-deck covers were closed and the filled grain heeling moments at
each level were summed.
There are a few caveats concerning the use of this option. The data to calculate the
grain heeling moments which apply for this condition must be included in the approved
Grain Loading Booklet. The hatch covers in the tween-decks must be in their fully open
positions. Also, if they are the retractable type, they must not, when in the open position,
restrict the free-flow of grain in the peripheral areas and prevent the attainment of a filled.
trimmed. condition. Figure 8 shows a transverse section through a cargo hold which is
loaded in combination.
Figure 8
Volumetric Heeling Moments
With the grain in a ship loaded symmetrically and the grain surface(s) leveled. the
center of gravity of the grain mass is on the centerline and the ship should be upright.
A 7.3 specifically requires the ship to be in an UPRIGHT CONDITION before
proceeding to sea. Since the weather, sea, and even operating condition of the ship
cannot be fully predicted for the entire duration of a voyage, it is possible that, in spite of
the precautions which have been taken, the grain will shift. If this occurs, the center of
gravity of the grain mass will move off the centerline of the ship and the distance it
moves multiplied by the weight of the shifted grain will ereate a GRAIN HEELING
MOMENT, which will cause the ship to list. The magnitude of this moment depends
upon three factors; the angle of shift, the internal geometry of the ship (i.e. the shape of
the space into which the grain shifts), and the weight of the grain.
As tedious and lengthy arithmetic is involved in the consideration of the above

factors, it is not practical for the ship's officers to attempt to calculate the grain heeling
moments for a specific loading condition from first principles, However, since the
angle(s) of assumed grain shift and the internal geometry of the ship always remain the
same, the naval architect, in accordance with directions set forth in Part B of the Code,
can pre-calculate the Volumetric Heeling Moments for the various cargo compartments
and the different volumes of grain in those compartments. Of course, a volume
multiplied by a distance cannot exert a force. But, a volume of space divided by the
22
So, the
Sowage Factor of the commodity which fills that space, equals a weight.
regulations utilize the mathematical stratagem of tabulating Volumetric Heeling
Moments for each compartment which. when divided by the Stowage Factor (as defined
1n A 2.6) of the type of grain loaded in the compartment, gives the Grain Heeling
Moment. Thus:
Grain Heeling Moment Volumetric Heeling Moment
Stowage Factor (per A 2.6)
A Volumetric Heeling Moment, since it represents an abstract concept of a volume
unusual dimensional unit, namely m*, derived below:
multiplied by a distance, has an as
Volume x Distance = Volumetric Moment
(m') (m) (m)

It becomes a physical moment when divided by the Stowage Factor:
Volumetric Heeling Moment (m') = Heeling Moment (tonne-meters)
Stowage Factor (m'/tonne)
Stowage Factor
Due to the way it is utilized in grain stability calculations, the term *Stowage
Factor" has a different definition from that usually applied in commercial maritime
practice. In accordance with A 2.6, Stowage Factor means the volume per unit weight
While this value allows for
(ftlong ton or m'/tonne) as attested by the loading facility. the
the interstices between the grain particles, it does not include "broken stowage" (i.e.
space left vacant when the compartment is nominally filled) or compaction. This
of grain which moves transversely
approach is necessary because the weight of the mass
in a grain shift is the actual weight and not a weight reduced by
the void spaces which
facilities in the
constitute the broken stowage in the compartment as a whole. Loading
104 of this booklet for a
United States usually furnish test weights per bushel. (See page
means of translating this data into the Stowage Factors specified by the Code).
of grain that can be stowed in a

It should be noted that, when calculating the weight
of the ship, the conventional Stowage Factor.
compartment, and hence the displacement
should be used. Generally. this is
which allows for broken stowage and compaction,
the same ship (or similar type) and the
based on knowledge of previous loadings of
or loading facility.
experience of the particular port
the volumetric capacities shown in
In the case of filled compartments, untrimmed,
condition generally understate the volume(s) of grain
the Grain Loading Booklet for this
This is because Part B of the Code
that can actually be loaded in the compartment(s).
directs the naval architect to base his calculation on an angle of repose of 30 degrees,
as low as 22 degrees. Thus, if the
whereas the actual angle of repose of the grain may be
are used, more grain may be loaded
in the "filled.
tabulated "untrimmed" capacities
untrimmed" compartments than calculations anticipated. This could result in a deeper
another compartment. This, then, could
draft and/or much less grain than planned in
result in a significantly increased Volumetric Heeling
Monment, potentially leading to an
affected. Unless there is prior experience to
unsafe condition. Final trim may also be
the "full, trimmed" capacities in initial calculations, rather than
rely upon, it is wise to use even though no trimming is intended.
the reduced "full, untrimmed" capacities,
Any
calculated condition and the final, loaded, condition will
differences between the initially
then be on the safe side.
23
Stability Requirements
ship to
Once the Grain Moment has been determined, the response of the
Heeling
this moment (1.e. the resultant angle of heel and the amount of reserve stability
of the ship with the actual
remaining) depends upon the hydrostatic properties
displacenment and vertical center of gravity. The Code prescribes the following
requirements in these regards:
shall be
A 7.1 The intact stability characteristics of any ship carrying bulk grain
shown to meet, throughout the voyage, at least the following criteria after
this Code and, in
taking into account in the manner described in Part B of
figure A 7, the heeling moments due to grain shift:
the angle of heel due to the shift of grain shall not be greater than 12° or
in the case of ships constructed on or after 1 January 1994 the angle at
which the deck edge is immersed, whichever is the lesser;
2 i n the statical stability diagram, the net or residual area between the
heel of
heeling arm curve and the righting arm curve up to the angle of
maximum difference between the ordinates of the two curves, or 40° or
the angle of flooding (61), whichever is the least, shall in all conditions
of loading be not less than 0.075 metre-radians; and
3 the initial metacentric height, after correction for the free surface effects
of liquids in tanks, shall be not less than 0.30 m.
A 7.2 Before loading bulk grain the master shal, if so required by the Contracting
Government of the country of the port of loading, demonstrate the ability of
the ship at all stages of any voyage to comply with the stability criteria
required by this section.
A 7.3 After loading, the master shall ensure that the ship is upright before
proceeding to sea.
righting arm curve
angle of heel due to esidual dynamic heeling arm curve due

9rain shift to transverse grain shift
which may be approx
stability mately represented by the
straight line AB
40
40 angle of heel (degrees

Figure A 7
24
(1) Where:
Aoassumed volumetric heeling moment due to transverse shift
stowage factor x displacement
40 0.8 x lo ;
Stowage factor = volume per unit weight of grain cargo
Displacement weight ofship, fuel, fresh water, stores etc. and

cargo.
(2) The righting arm curve shall be derived from cross-curves which are
sufficient 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). This is the same calculation that is made for any cargo ship.
From the KGv, the corrected metacentric height (GM) can be calculated and, as required
by A 7.1.3, it must be not less than 0.3 meters.
The Volumetrie Heeling Moment data for each compartment in which grain is
stowed is provided in the approved Grain Loading 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 calculated individually, they must be summed to obtain the total Grain
Heeling 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 Heeling Moment from that sum. The
Grain Heeling Moment will cause the ship to heel and A 7.1.1 requires that this heel shall
not be greater than 12 degrees. On some ships, with low freeboards, a 12 degree heel
could immerse the deck edge, which is a very undesirable condition. Recognizing this.
the older version of 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. This has been
it is now a requirement, for ships built on or
given even greater weight in the Code and
after 1 January1994, that it not be exceeded.
The basic means of calculating the angle of heel which will result from an applied
KGv
heeling moment is to construct a stability curve for the actual displacement and
from the information furnished in the ship's approved Cross Curves of Stability and to
as shown in
superimpose on it a second curve derived from the Grain Heeling Moment
A 7. A method for doing this is explained, beginning on page 52 of this booklet.
Figure
Regardless of the initial GM, a ship which is heeled to an angle of 12 degrees could
find itself in a very perilous position. To guard against this, the Code requires that a ship,
heeled to an angle of 12 degrees, has an adequate reserve of stability. This is a dynamic,
rather than static, amount and is specified in A 7.1.2 as a minimum of 0.075 metre-
radians of residual area within the boundaries shown in Figure A 7. A method for
determining this area is given on page 56 of this booklet.
Angle of Flooding
In some cases, but not all, one of the boundaries of the residual area may be the
Anole of Flooding (01), which is defined, in A 2.5, as the angle of heel at which openings
in fhe hull, superstructures or deckhouses, which cannot be closed weathertight, immerse.
Small openings, through which progressive flooding cannot take place need not he
25
Considered as open. Progressive flooding means that adjoining watertight compartments
of
ill consecutively as the trim of the ship changes due to the gradually increasing weight
the flood water. Gooseneck vents or tank overflow pipes are examples of small openings
which are exempted in this definition. Figure 9 illustrates the location of an

air intake for
the main engine, which would establish the angle of flooding. Note that the gooseneck
vents at the deck edge do not establish the angle of flooding. Also, it is important to note
that the angle changes as the draft of the ship changes. As the draft increases, the angle
of flooding (61) decreases.
DRAFT 17 DRAFT8,-29
22°
0,-43°
Figure 9
Maximum Allowable Heeling Moments
The construction of a stability curve from the Cross Curves of Stability and the
measurements taken therefrom have been eliminated and the calculations necessary to
determine compliance with A 7.1 of the Code have been greatly simplified by the use of
Tables or Curves of Maximum Permissible (Allowable) Heeling Moments (see A 6.3.2 of
the Code). In lieu of calculating the actual GM, angle of heel, and determining the
residual area for a given displacement, KG, and total Grain Heeling Moment, and then
testing these values against the requirements of the Code, the naval architect pre-
calculates the maximum heeling moments which will meet all three of these conditions
for combinations of displacement and KGv (or GM) within the range of the ship's
operating conditions. These Maximum Allowable Heeling Moments are then shown in
tabular form (or curves)* and contained within the ship's approved Grain Loading
Booklet. Thus, all the ship's Master has to do is calculate the displacement. KGv. GM
and the total Grain Heeling Moment and then compare it to the Maximum Allowable
Heeling Moment shown in the Grain Loading Booklet.
Tables or curves of Maximum Allowable Heeling Moments are not required for
ships built before the Code came into force on I January 1994; they are required for ships
built after hat date. (1This is one of the few changes in the Grain Rules that were
instituted with the inception of the Code). However, most ships now in service have
them as there is a considerable benefit to be gained by their use in terms of less time
spent calculating and consequently less errors made in the calculations.
Notice that the Code requires, in A 7.1, that the stability characteristics must meet
the governing criteria throughout the voyage. Thus, it is not sufficient to check for
26
compliance at the point where the ship completes loading (including bunkering) and
departs upon its voyage. A check must also be made for the arrival condition (1.e. after
the changes in displacement and KGv due to consumption). If the voyage is interrupted
by calls at intermediate ports to load or discharge cargo (whether it is grain or not) or to
bunker, then the departure and arrival conditions must be calculated for each leg of the
voyage. Additionally. if the condition upon arrival at the grain discharge port includes
ballast that was not on board at the time of departure, then compliance with A 7.1 at the
point at which the ballast was taken must be confirmed. To confirm compliance, it is
necessary to calculate the most unfavorable condition that could exist at that time (1.e. a
condition in which the KGv is not yet reduced due to the weight of the pumped-in ballast,
but is already corrected for the potential free surface effect caused by the ballast in the
tank(s) being filled).
Grain Loading Booklet
A 6.1 Information in printed booklet form shall be provided to enable the master to
ensure that the ship complies with this Code when carrying grain in bulk on
an international voyage. This information shall include that which is listed
in A 6.2 and A 6.3.
A 6.2 and A 6.3 list the specific information that is to be included. owever, these
details are not the responsibility of the Master. If the Grain Loading Booklet is approved
by the Administration or an agency authorized to act on behalf of the Administration,
then the content of it shall be deemed to be in compliance with regulation A 6.1. This
will be demonstrated by issuance of a Document of Authorization by or on behalf of the
Administration in accordance with A 3.1. The Document of Authorization and associated
data (including the Grain Loading Booklet) may be drawn up in the language of the
issuing country but, if that language is neither English nor French, the text shall include a
translation into one of those languages. A copy of the Grain Loading Booklet and any
associated plans shall be maintained on board the ship in order that the Master, if so
required, can produce them for inspection and use by appropriate authorities at the ports
of loading
Document of Authorization
One of the basic principles of the International Convention for the Safety of Life at
Sea, is that member nations will be responsible for the details of compliance with the
requirements of the Convention and that other nations will accept, in good faith. that
these details have been properly observed. But, each nation retains the right to ascertain
that any ship which conducts commerce from its ports has, in fact, been subjected to the
promised oversight by its home Administration. In the case of ships carrying grain in
bulk, the mechanism for accomplishing this is the Document of Authorization. referenced
above and described in A 3.
The Document of Authorization is a certification made by an Administration

signatory to the Convention, or by an agency authorized to act on behalf of that
Administration, that a specific ship under its registry is eapable of safely carrying grain in
bulk and that the infornmation in the Girain Loading Booklet, detining such capability, has
been reviewed and is approved as being in compliance with the requirements of the Code.
Thus, when a ship of a nation which is signatory to the Convention presents itself to load
grain at any port of a nation which is also signatory, the information in the approved
Grain Loading Booklet will be accepted as being correct and the Booklet will beutilized
to determine that the specific stowage arrangement and loading condition for the
forthcoming voyage complies With the requirements of the Code. Since over 160 nations
27
that the Document of
are signatory to the Safety of Life at Sea Convention, this means
Authorization will be accepted at almost every port in the world.
member nations would

Of course, if a nation is not signatory to the Convention, then
Booklets and
notextend to its ships the benefits of being signatory (i.e. Grain Loading
Documents of Authorization would not be recognized).
A Ship without a Document of Authorization
Certificate
Unlike Trim and Stability Booklet or a Cargo Ship Safety Construction
a
have a Document
for example, no International Convention requires that every cargo ship
bulk carriers, for
of Authorization. Instead, this Document is optional for ships, usually
which it greatly facilitates their operations. The Code provides two options under which,
certain limitations, ship without a Document of Authorization may load grain
subject to a
in bulk:
a) UnderA 3.5
The ship's home Administration must be provided with plans and calculations
demonstrating that the proposed stowage arrangement and loading condition comply
with the requirements of the Code. The calculations must include derivation of 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. Alternatively, if the home Administration
so authorizes, the authorities at the port of loading may review and approve the
calculations prior to permitting loading.
b) Under A 9
A ship without a Document of Authorization may carry a partial cargo otf bulk grain
without performing all the detailed calculations required under the option previously
described, by utilizing the provisions 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 ofauthorization issued in accordance

with A 3 of this Code may be permitted to load bulk grain provided that:
.1the total weight of the bulk grain shall not exceed one third of the
deadweight of the ship;
.2 all filled compartments, trimmed, shall be fitted with centreline

divisions extending, 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 of
the compartment or 2.4 m, whichever is the greater, exeept that saucers
constructed in accordance with A 14 may be accepted in lieu of a
centreline division in and beneath a hatchway exeept in the case of
linseed and other seeds having similar properties;
all hatches to filled compartments, trimmed, shall be closed and covers
secured in place;
4 all free grain surfaces in partly filled cargo space shall be trimmed level
and secured in accordance with A 16, A 17 or A 18;
28
throughout the voyage the metacentric height after correction for the
free surface effects of liquids in tanks shall be 0.3 m or that given by the
following formula, whichever is the greater
GMR = LB Vd(0.25 B-0.645 VVd B)

SF x A x 0.0875
Where:
L total combined length of all full compartments
metres)
B moulded breadth ofthe vessel (metres)
SF = stowage factor (cubic metres per tonne)
Vd calculated average void depth calculated in accordance

with B 1 (metres - Note: not millimeters)
A = displacement (tonnes); and
6 the master demonstrates to the satisfaction of the Administration or the

Contracting Government of the port of loading on behalf of the
Administration that the ship in its proposed loaded condition will
comply with the requirements of this section.
The factor Vd, average void depth, needed for the calculation required by this option
necessitates reference to Part B of the Code, which contains the details needed by naval
architects to prepare Grain Loading Booklets. However, tables to calculate Vd are
provided on pages 62 and 63 of this booklet together with a rearrangement of the formula
in A 9.1.5, intended to make it easier to perform on a calculator.
Implicit in the option under A 9, is the loading condition whereby no standard grain
stability calculations are required. If, in accordance with A 9.1.4, all the bulk grain cargo
is carried in partly filled holds 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 Administration
imposes a cargo ship stability requirement, then this would still apply.
Additional Grain Stowage Requirements

In addition to trimming to minimize the possibility that bulk grain may shift, A 10
makes other stowage requirements which are necessary to achieve this purpose.
A 10.4 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 this is evident when considering that, if the covers are not secured, a shift in the
grain below could cause the covers to lift, spiling grain into the upper compartment and
thereby generating a Grain Heeling Moment as shown in Figure 10.
See diugram next page l
29
Figure 10
Similarly, A 10.5 requires that when bulk grain is to be stowed on top of closed
tween-deck hatch covers which are not grain-tight by design, such covers shall be made
grain-tight by taping the joints, covering the entire hatchway with tarpaulins or separation
cloths, or other suitable means. It is obvious that if, during the course of the voyage
some of the bulk grain in an upper compartment shifts down to a lower compartment
through the joints in the hatch covers, then the void space above the grain in the upper
compartment will increase. This will increase the potential Grain Heeling Moment so
that the stability calculations, although demonstrating compliance at the start of the
voyage, will not indicate the actual condition.
In the case of specially suitable compartments which are filled. untrimmed. in

accordance with A 10.3.2, the grain in the spaces forward and aft of the hatchwayis
disposed at its angle of repose, flowing outward from the lower edges of the hatch end
beams. However, if there are bleeder (feeder) holes in the hatch end beams, as shown in
Figure 11, the grain flows through the holes, thereby reducing the void space which
would be present if the grain flowed only from the lower boundary. Where such holes
are provided the tabulated Volumetric Heeling Moment is reduced to credit the smaller
Void space. Thus, when the hatchway is filled, time must be allowed for bleeding
through the bleeder holes to be completed. When bleeding ceases and the hatchway is
filled, then loading is complete and the hatch can be closed.
30
BLEEDER HOLES
HATCH END BEAM
Figure T
30
Other Methods of Achieving Compliance
In the event that the calculations for a proposed stowage arrangement do not meet
the stability requirements of A 7.1. alternative stowage arrangements should be
If this is not successful, other, usually more costly, alternatives are
investigated.
available as follows:
A. Ballasting
If there is reserve deadweight (i.e. the proposed loading condition does not bring the
ship to its permitted Load Line draft), then taking ballast may be helpful. The ballast
should be in the double bottom tanks and the tanks should be filled to eliminate any free
surface effect. The addition of weight low down will increase the displacement and
lower the KGv. Generally, this will increase the Maximum Allowable Heeling Moment
and that, in turn, may be sufficient to make the proposed stowage arrangement
acceptable.
If this alternative is to be used, the ballast must be on board at time of departure.
Sometimes, because of dirty harbor water or similar considerations, it is not advisable for
the ship to take ballast while at the loading berth. In such cases, the stability calculation
should show the ballast on board and the Master must certify that the ballasting will be
done en route to sea and will be completed before the vessel departs sheltered waters.
This certification may be in the form of a letter, signed by the Master.
This option does not require any special information or endorsement in the Grain
Loading Booklet.
B . B. Overstowing
If a compartment is partly filled with bulk grain, the Grain Heeling Moment is much
was filled. The Grain Heeling Moment for a
greater than it would be if the compartment
reduced to zero) by securing the slack
partly filled compartment can be eliminated (i.e.
other cargo that will
surface against shifting by overstowing it with bagged grain or with
have the similar effect of restraining the grain surface against any movement. A
achieved by this means, may be sufficient
reduction in the total Grain Heeling Moment,
within the limits specified in the Maximum
to bring the proposed stowage arrangement
Allowable Heeling Moment table.
endorsement in the Grain

This option does not require any special information
or
Loading Booklet.
for overstowing are given in A l6, as follows:

The specific requirements
Where bagged grain or other suitable cargo is utilized for the purpose of
A 16.1
surface shall be level
securing partly filled compartments, the free grain
or by a suitable
and shall be covered with a separation cloth or equivalent
shall consist of bearers spaced not more than
platform. Such platform
1.2 m apart and 25boards laid thereon spaced not more than 100 mm
mm
constructed of other materials provided they are

apart. Platforms may be
deemed by the Administration to be equivalent.
The platform or separation cloth shall be topped off with bagged grain
A 16.2
not less than one sixteenth of
tightly stowed and extending to a height of
the maximum breadth of the free grain surface or 1.2 m, whichever is the
greater.
31
bags which shall be well filled
A 16.3 The bagged grain shall be carried in sound
and securely closed.
tightly stowed and exerting at

A 16.4 Instead of bagged grain, other suitable cargo
stowed in accordance with A 16.2
least the same pressure as bagged grain
may be used.
C. Saucers
The Grain Heeling Moment may be significantly reduced in a filled compartment by
described in A 14. This device is
constructing a saucer in the square of the hatchway, as
considered to have the same effect as a centerline, grain-tight bulkhead in that it prevents
as illustrated in
the grain from shifting across the entire breadth of the compartment,
Figure 12.
SAUCER
CONDITION AFTER A GRAIN SHIFT
Figure 12
Unless there are grain-tight divisions forward and aft of the hatchway, the effect is
limited to the longitudinal length of the saucer. The Volumetrie Heeling Moment which
saucer is fitted must be included in the
applies in a specific compartment when a
approved Grain Loading Booklet if this option is to be available for use by the ship.
The specific requirements pertaining to the use and construction of saucers are given
in A 14 as follows:
A 14.1 For the purpose of reducing the heeling moment a saucer may be used in
place of a longitudinal division in way of a hatch opening only in a filled,
trimmed, compartment as defined in A 2.2, except in the case of linseed
and other seeds having similar properties, where a saucer may not be
substituted for a longitudinal division. If a longitudinal division is
provided, it shall meet the requirements of A 10.9.
A 14.2 The depth of the saucer, measured from the bottom of the saucer to the
deck line, shall be as follows:
1For ships with a moulded breadth ofup to 9,I m, not less than 1.2 m.
2 For ships with a moulded breadth of 18.3 m or more, not less than
1.8 m.
32
3 For ships with a moulded breadth between 9.1 m and 18.3 m, the
minimum depth of the saucer shall be calculated by interpolation.
A 14.3 The top (mouth) of the saucer shall be formed by the underdeck structure
in way of the hatchway, i.e. hatch side girders or coamings and hatch end
beams. The saucer and hatchway above shall be completely filled with
bagged grain or other suitable cargo laid down on a separation cloth or its
equivalent and stowed tightly against adjacent structure so as to have a
bearing contact with such structure to a depth equal to or greater than one
half of the depth specified in A 14.2. If hull structure to provide such
bearing surface is not available, the saucer shall be fixed in position by
steel wire rope, chain, or double steel strapping as specified in A 17.4 and
spaced not more than 2.4 m apart.
D. Bundling of Bulk Grain
Whereas 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
of the compartment), 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 structural boundaries of the hatchway. This is termed "bundling of bulk grain'" and is
an acceptable alternative to a saucer. (See illustration on page 58 of this booklet).
The Volumetric Heeling Moment which applies when bundling of bulk grain is used
in a specific compartment is the same as that which applies for a saucer used 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" are
given in A 15. It is to be noted that the limitations on its use are the same as those which
apply to a saucer and are specified in A 14.1.
A 15 As an alternative to filling the saucer in a filled, trimmed compartment

with bagged grain or other suitable cargo a bundle of bulk grain may be
used provided that:
.1 The dimensions and means for securing the bundle in place are the
same as specified for a saucer in A 14.2 and A 14.3.
.2 The saucer is lined with a material acceptable to the Administration

having a tensile strength of not less than 2,687 N per 5 cm strip and
which is provided with suitable means for securing at the top.
3 As an alternative to A 15.2, a material acceptable to the
Administration having a tensile strength of not less than 1,344 N per
5 cm strip may used if the saucer is constructed as follows:
Athwartship lashings acceptable to the Administration shall be

placed inside the saucer formed in the bulk grain at intervals of
not more than 2.4 m. These lashings shall be of sufticient length
to permit being drawn up tight and secured at the top of the
saucer.
2 Dunnage not less than 25 mm in thickness or other suitable
material of equal strength and between 150 mm and 300 mm in
width shall be placed fore and aft over these lashings to prevent
33
the cutting or chafing of the material which shall be placed
thereon to line the saucer.
The saucer shall be filled with bulk grain and secured at the top
4
material approved under A 15.3 further
except that when using
the
dunnage shall be laid on top after lapping the material before
saucer is secured by setting up the lashings.
If more than one sheet of material is used to line the saucer they shall
be joined at the bottom either by sewing or by a double lap.
The top of the saucer shall be coincidental with the bottom of the
6
beams when these are in place and suitable general cargo or bulk
grain may be placed between the beams on top of the saucer
E. Strapping or Lashing
Moments because
Partly filled compartments have the greatest Volumetric Heeling
surfaces into which grain can shift
they have large volumes of open space above the grain
instead of the 15 degree shift
and, also. because the regulations assume a 25 degree shift
reduction in the total
which applies when the compartment is filled. A significant
Moment can be
Volumetric Heeling Moment and, consequently, the Grain Heeling
The
achieved by completely preventing a grain shift in a partly filled compartment.
reduced to zero.
Grain Heeling Moment attributable to that compartment would then be
construction which
This may be accomplished by fabricating a somewhat costly
restrains it against any
completely covers the slack grain surface and physically
movement which may be generated by the motions of the ship at sea. (See illustration on
page 59 of this booklet).

The use of this option does not require any special information or endorsement in
the Grain Loading Booklet. The specific requirements pertaining to the details of
construction and application are given in A 17:
When, in order to eliminate heeling moments in

partly filled
A 17
compartments, strapping or lashing is utilized, the securing shall be
accomplished as follows:
The grain shall be trimmed and levelled to the extent that is very
slightly crowned and covered with burlap separation cloths
tarpaulins or the equivalent.
2 The separation cloths and/or tarpaulins shall overlap by at least

1.8 m.
3 Two solid floors of rough 25 mm x 150 mm to 300 mm lumber shall
be laid with the top floor running longitudinally and nailed to an
athwartships bottom floor. Alternatively, one solid floor of 50 mm

over the top of a
Jumber, running longitudinally and nailed
S0 mm bottom bearer not less than 150 mm wide, may be used. The
bottom bearers shall extend the full breadth of the compartment and
shall be spaced not more than 2.4 m apart. Arrangements utilizing
other materials and deemed by the Administration to be equivalent to
the foregoing may be accepted.

Steel wire rope (19 mm diameter or equivalent), double steel
4
least
strapping (50 mm x 1.3 mm and having a breaking load of at
49 kN), or chain of equivalent strength, each of which shall be set
34
A
tightly be ofa 32 mm turnbuckle, may be used for lashings.
means
be
winch tightener, used in conjunction with a locking arm, may
substituted for the 32 mm turnbuckle when steel strapping is used,
provided suitable wrenches are available for setting up as necessary.
When steel strapping is used, not less than three crimp seals shall be
used for securing the ends. When wire is used, not less than four
clips shall be used for forming eyes in the lashings.
.5 Prior to the completion of loading the lashing shall be positively

attached to the framing at a point approximately 450 mm below the
anticipated final surface by means of either a 25 mm shackle or

grain
beam clamp of equivalent strength.
6 The lashings shall be spaced not more than 2.4 m apart and each shall
be supported by a bearer nailed over the top of the fore and aft floor.
This bearer shall consist of lumber of not less than 25 mm x 150 mm
or its equivalent and shall extend the full breadth of the compartment.
the voyage the shall be regularly inspected and set

.7 During strapping
up where necessary.
F. Securing with Wire Mesh

This method of reducing the Grain Heeling Moment to zero, by preventing a slack
that
grain surface from shifting, is essentially the same as "Strapping Lashing" except
or
the principal restraining force of the transverse cables, spaced every 2.4 meters for the
length of the hold, is transmitted to the overall, fabric-covered surface of the grain by
means of a stiff wire mesh, of the type used to reinforce concrete, instead of through a
deck constructed of dunnage. (See illustration on page 60 of this booklet).
The use of this option does not require any special information or endorsement in
the Grain Loading Booklet. The specific requirements pertaining to the details of
construction and application are given in A 18:
When, in order to eliminate grain heeling moments in partly filled

A 18
compartments, strapping or lashing is utilized, the securing may, as an
alternative to the method described in A 17, be accomplished as follows:
.
The grain shall be trimmed and levelled to the extent that it is very
slightly crowned along the fore and aft centreline of the

compartment.
The entire surface of the grain shall be covered with burlap

2
material
separation cloths, tarpaulins, or the equivalent. The covering
shall have a tensile strength of not less than 1,344 N per 5 em strip.
Two layers of wire reinforcement mesh shall be laid on top of the

3
burlap or other covering. The bottom layer is to be laid athwartships
and the top layer is to be laid longitudinally. The lengths of wire
mesh are to be overlapped at least 75 mm. The top layer of mesh is
to be positioned over the bottom layer in such a manner that the
squares formed by the alternate layers measure approximately
75 mm x 75 mm. The wire reinforcement mesh is the type used in
reinforced concrete construction. It is fäbricated of 3 mm diameter
steel wire having a breaking strength of not less than 52 kN/cm2
35
welded in 150 mm x 150 mm squares. Wire mesh having mill scale
may be used but mesh having loose, flaking rust may not be used.
4 The boundaries of the wire mesh, at the port and starboard side of the
compartment, shall be retained by wood planks 150 mm x 50 mm.
5 Hold-down lashings. running from side to side across the

compartment, shall be spaced not more than 2.4 m apart except that
the first and the last lashing shall not be more than 300 mm from the
forward or after bulkhead, respectively. Prior to the completion of
the loading, each lashing shall be positively attached to the framing at
a point approximately 450 mm below the anticipated final grain
surface by means of either a 25 mm shackle or a beam clamp of
equivalent strength. The lashing shall be led from this point over the
top ofthe boundary plank described in A 18.4, which has the function
of distributing the downward pressure exerted by the lashing. Two
layers of 150 mm x 25 mm planks shall be laid athwartships centred
beneath each lashing and extending the full breadth of the
compartment.
The hold-down lashings shall consist of steel wire rope (19 mm
diameter or equivalent), double steel strapping (50 mm x 1.3 mm
and having a breaking load of at least 49 kN), or chain of equivalent
strength, each of which shall be set tight by means of a 32 mm
turnbuckle. A winch tightener, used in conjunction with a locking
arm, may be substituted for the 32 mm turnbuckle when steel
strapping is used, provided suitable wrenches are available for setting
up as necessary. When steel strapping is used, not less than three
crimp seals shall be used for securing the ends. When wire rope is
used, not less than four clips shall be used for forming eyes in the
lashings.
7 During the voyage the hold-down lashings shall be regularly
inspected and set up where necessary.
G. Temporary Longitudinal Divisions
The Grain Heeling Moment in a compartment, in either the filled or partly filled
condition, can be significantly reduced by installing, usually on the fore and aft
centerline, a longitudinal bulkhead which prevents the grain from shifting across the
entire breadth of the compartment. This is an expensive alternative, but it is available for
use if the applicable Volumetric Heeling Moment is listed in the ship's Grain Loading
Booklet. Obviously, if the grain is loaded on both sides of a longitudinal bulkhead. the
stress on the bulkhead will be less than it would be if the grain was loaded on only one
side. The Code contains regulations governing the strength of tittings and design of
divisions loaded on both sides and on one side only. The requirements for divisions
loaded on both sides are simpler and detailed in A I| and A 12:
A 11.1 Timber
All timber used for grain fittings shall be of good sound quality and of a
type and grade which has been proved to be satisfactory for this purpose.
The actual finished dimensions of the timber shall be in accordance with
the dimensions specified below. Plywood of an exterior type bonded with
waterproof glue and fitted so that the direction of the grain in the face plies
36
1S
perpendicular to the supporting uprights or binder may be used provided
that its strength is equivalent to that of solid timber of the
appropriate
scantlings.
A 11.3 Other materials
Materials other than wood or steel may be approved for such divisions
provided that proper regard has been paid to their mechanical properties.
A I1.4 Uprights
.1 Unless means are provided prevent the ends of uprights being
to
dislodged from their sockets, the depth of housing at each end of each
upright shall be not less than 75 mm. If an upright is not secured at
the top, the uppermost shore or stay shall be fitted as near thereto as
is practicable.
2 The arrangements provided for inserting shifting boards by removing

a part of the cross-section of an upright shall be such that the local
level of stresses is not unduly high.
A 11.5 Composite section
Where uprights, binders or any other strength members are formed by two
separate sections, one fitted on each side of a division and interconnected
by through bolts at adequate spacing, the effective section modulus shall
be taken as the sum of the two moduli of the separate sections.
A 11.6 Partial division

Where divisions do not extend to the full depth of the cargo space such
divisions and their uprights shall be supported or stayed so as to be as
efficient as those which do extend to the full depth of the cargo space.
A 12.1 Shifting boards
.1 Shifting boards shall have a thickness of not less than 50 mm and

shall be fitted grain-tight and where necessary supported by uprights.
2 The maximum unsupported span for shifting boards of various

thicknesses shall be as follows:
Thickness Maximum unsupported span

50 mm 2.5 m
60 mm 3.0 m
70 mm 3.5 m
80 mm 4.0 m
If thicknesses greater than these are provided the maximum

unsupported span will vary directly with the inerease in thickness.
.3 The ends of all shifting boards shall be securely housed with 75 mm

minimum bearing length.
37
A 12.2 Other materials
Divisions formed by using material other than wood shall have a strength
equivalent to the shifting boards required in A 12.1.
A 12.3 Uprights
Steel uprights used to support divisions loaded on both sides shall
have a section modulus given by
W = a x W
Where:
W section modulus in cubic centimeters
a = horizontal span between uprights in metres.
The section modulus per metre span Wi shall be not less than that
given by the formula:
Wi = 14.8 (h1 - 1.2) cm>/m
Where:
hi is the vertical unsupported span in metres and shall be
taken as the maximum value of the distance between any
two adjacent stays or between a stay and either end of the
upright. Where this distance is less than 2.4 m the
respective modulus shall be calculated as if the actual value
were 2.4 m.
.2 The moduli of wood uprights shall be determined by multiplying by

12.5 the corresponding moduli for steel uprights. If other materials
are used their moduli shall be at least that required for steel increased
in proportion to the ratio of the permissible stresses for steel to that of
the material used. In such cases attention shall be paid also to the
relative rigidity of each upright to ensure that the deflection is not
excessive.
3 The horizontal distance between uprights shall be such that the

unsupported spans of the shifting boards do not exceed the maximum
span specified in A 12.1.2.
A 12.4 Shores
. 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.
38
.2 Subject to the provisions of A 12.4.3 and A 12.4.4, the minimum size
of wood shores shall be as follows:
Rectangular Diameter of
Length of shore section circular section
m (mm) (mm)
Not exceeding 3 m 150 x 100 140
Over 3 m but not exceeding 5 m 150 x 150 165
Exceeding 8 m 200 x 150 215
Shores of 7 m or more in length shall be securely bridged at
approximately mid-length.
3 When the horizontal distance between the uprights differs
significantly from 4 m the moments of inertia of the shores may be
changed in direct proportion.
4 Where the angle of the shore to the horizontal exceeds 10° the next
larger shore to that required by A 12.4.2 shall be fitted provided that
in no case shall the angle between any shore and the horizontal
exceed 450.
A 12.5 Stays
Where stays are used to support divisions loaded on both sides, they shall
be fitted horizontally or as near thereto as practicable, well secured at each
end and formed of steel wire rope. The sizes of the wire rope shall be
determined assuming that the divisions and upright which the stay
supports are uniformly loaded at 4.9 kN/m?. The working load so
assumed in the stay shall not exceed one third of its breaking load.
If the bulkhead is going to be loaded with bulk grain on one side only (usually the
case when a temporary transverse bulkhead is installed to reduce the length ofa
compartment), there are additional strength requirements in A 11.2 and A 11.4.3. These
have been omitted from the above. Also, further details of construction are given in
A 13. These have not been included here as application of this regulation requires a
knowledge of structural engineering. If, therefore, it is to be used on a ship. the plans and
specifications for the bulkhead must be included in, or be a supplement to. the ship's
approved Grain Loading Booklet.
39
Page 1 of 4 W
NATIONAL CARGO BUREAU, INC. '¥
GRAIN STABILITY CALCULATION FORM
• (R6~ od f« vetNlt loacing but- ".in in IN Unltd StaJN of Arn«!Cl)
..
'11
/ - 5/1979
·-- r't ~
ATLA NTIC BATH
~
~
.. . .. . \,\ ..
1--! , ... 70t-t708 ·, U.S.A.
U.S.A. -'572
I
. .
NORTHWEST AGENCIES, INC. I!

GRAIN LOADING BOOKLET _.I\PPROVEO BY NATJONAL CARGO BUREAU
-
-w
ON BEHALF OF (FLa.G STATE} U.S.A.
DRAWING NO. ~\V-~➔8 __ ____ _DATE OF APPROVAL 10 NOVEMBER 1979
.APPLICABLE REGULATIONS RESOLUTION A.264(VIll)
ADDENDUM FOR UNTRIMM ED ENOS APPROVED 8Y _NONE
-
DRAWING NO. DATE OF APPROVAL _
LOADI NG PORT(S) PORTLAND, OR
BUNKERING PORT(S) _ _ _ _ __ _ _ __ _ _ _ _ _ _ _ _ _ __
DISCHARGE PORT(S) VALPARAI_SO, <;tII_
~t --- -, .,,_
TIME 15.14 DAYS
Ii
STEAMING DISTANCE 5300 MILES MILES PER DAY 350
DAILY CONSUMPTION: FUEL 30 LT DIESEL 3 LT WATER 12 LT It
DISPLACEMENT DEADWE!GHT DRAFT FREEBOARD
•"WINTER ~
SUMMER 15130 LT 11014 LT 28'00" 10'08"
••TROPICAL
11
~
FRESH WATER ALLOWANCE 7
_ _ ___ y,(,rrPI (AT SUMMER DRAFT) _ _5_2._5_L_T_
• EXCEPT FOR EXEMPTED VOYAGES
I
THIS IS TO CERTIFY THAT :
1. THIS CALCULATION IS PREPARED IN ACCORDANCE WlTH THE REQUIREMENTS OF THE
VESSEL'S GPA!N LOADING BOOKLET AND THE APPLICABLE GRA.IN REGULAT IONS.
'I=
2. THE ST/1.BIUTY OF THE VESSEL WILL BE MAINTAINED THROUGHOUT TH E VOYAGE IN
ACCORDANC E WITH TH IS CALCULATION_
~
CALCULATION PREPARED BY:
(TO 8E COMPLETED IF THE FORM JS PREPAAED
BY OTHER THAN SHIPS PERSONNEL)
EXMflHEDSY
MASTER'S StGNAT\IAE
J. JONES
MASTEi\'$ NAME (l'RIN'Tt:0)
fl LS.db
-
"5;
NAM'E(PAINT) _ _ _ __ __ _
N.C..8. SUR\~'$ SK;NATIJRE
COMPANY _ _ _ _ _ _ _ __ ~
R L. SMITH
SIGNATURE _ _ _ __ _ __ N,C.B. SURVEYOR'S NAME (PftlNTED)
~~---- -- - - - - DATE 10 OCTOBER 2016 ~

NOTE: ORIGIN.A l STABILITY CALCULATIO N AND GRAI N ARRANGEMENT PLAN ro BE SUBMITTED
TO THEN.CB. SURVEYOR ALL TONNAGES USED IN TH IS CALCULATION SHALL BE
~
SHOWN IN THE SAME UN ITS AS USED IN TH E GRAIN LOADING BOOKLET.
~
~
86
~
Page 2 of 4
SHIP AND CARGO CALCULATION

PARTI
I - ~_7H
TYPE OF GRAIN- -~
COM PT.
_E
CARGO
_A
--"-=-
T___ STOWAGE FACTOR _ _ __ _ __
S.F.
~T 45 FT 3/L T
GRAIN CUBICS (2) WE IGHT V.C.G. MOMENT S. F. S.F. DEN
NO. (1) (1) (3) (3)
I 1 LH 45
TOTAL
60780
USED
60780 1351 20.2 27290 J1: IT MT
MT LT M3
I 2-LH 112610 112610 2502 17.5 43785
1 171
1 184
42
42 5
0 854
0 844
1 198 43 0 83 4
I J LH 51020 51020 1134 16.8 19051

1 212
1m
d3 5
44
0 825
0 815
1 240 44 5 08%
1 254 45 om
I JOT P&S 50600 46035 1023 16.8 17186 1 268
1 282
45 5
46
0 7&9
0 780
1 2% 46 5 0772
I 4 LH 96540 96540 2145 18.5 3%83 131 0

1 324
4)
47 5
0 7&3
0 7~5
1 338 48 0 747
4TD
I 36380 36380 808 36.1 29169 1.352
1.366
48 5
49
0740
0 732
\
,,I 1180 49 5 0 725
5LH 42160
I 42160 937 24.3 22769 1.393
1.40 7
1421
50
50 5
51
0118
0711
0.704
1.4 35 51 5 0 697
I 1.449
1 477
52
53
a69 □
0 67"
1 505 54 0 55,
I THIS CALCULATION IS
PREPARED IN :
CARGO TOTALS 9900 198933 1 533
1 561
55
56
0 652
0 641
LIGHT SHIP 4116 26.1 107428 1.589 57 0 629
I D tvETRIC UNITS CONSTANT 150 35.0 5250

1 616 58 0.619
1.644 59 0 608
I
lx] ENGLISH UNITS
SHIP AND CARGO TOTALS I 14166 311611
1.672
1 700
1 728
60
61
62
0.598
0.588
0 579
( 1) COMPLETE THESE COLUMNS IF MORE THAN ONE TYPE OF CARGO IS LOADED.
(2) FOR PARTLY FILLED COMPARTMENTS, SHOW THE CUBICS USED IN ADDITION TO THE TOTAL CUBICS .
I (3) WEIGHTS AND MOM ENTS SHOULD BE SHOW N TO TH E NEAREST WHOLE UNIT.
CARGO PLAN: INDICATE HOLDS, TWEEN DECKS, ENGINE SPACES, FITTINGS, STOWAGE, TONNAGES, ETC.
I
F-T
I Empty 808 Empty Empty Empty
LT
I i
F-T Common
I !
21 45
I LT
2953 1023 1134 2502 1351
937
LT LT LT LT LT LT
I TOTAL
5 4 E/R JDT 3 LH 2 1
I
"
HTTP /N\IWW NA TCARGO ORG (212) 765-8300
NCBFrnrn 7 (Feb16)
87
Page 3 of 4
FUEL AND WATER CALCULATION

PART II
TH E INTERM EDIATE SECTION MUST BE COMPLETED IF THE ARRIVAL SECTION SHOWS BALLAST THAT IS NOT USTED IN
THE DEPARTU RE SECTION THE INTERMEDIATE CO NDITION IS IMMEDIATELY BEFORE BALLASTING AND MUST INCLU DE
THE EFFECT OF FREE SURFl1CE. BUT NOTTHE EFFECT OF ADDED WEIGHT. ADDITIONAL FUEL TAKEN AFTERDEPARTU RE
MUST BE SHOWN IN THE INTERMEDIATE SECTION IN THE SAME MANNER AS BALLAST
INTERMEDIATE ARRIVAL
DEPARTURE VALPARAISO
PORTL..\~D
FS f S.
n'PE FS ,,,.- ,I' · MOMEr-fT /it Jt•' VC.G M~E~IT
TANK ,,t ,1
VCG MQIAENT VCG Mc»~ MOM
UOUIO MOM
60 2.0 120 5690

IJDB P1~· FO 302 2.0 604 S690
608 PIS f O 212 2.0 414 736
SETT FO 40 34.0 IJ(tO 44 ~ 34.0 IJ60 44
ro 44 JO J4.0 1020 -14

SER\" JO 3t0 1020
53 ll 111 1550
4DBP,~ DO 98 2.1 206 1550
10 34.0 34-0 8
SERY DO 10 ..w.o 340 8
J-4 2.1 71 -
508P!S FW 3-f 2. 1 71
FWT 1''W 2360 326 -
138 17.1
AP FW 100 27.8 2780 817 56 27.8 1557 817
C
TOTALS
964 9155 9215 283 "579 8153
.14166 31.1611 14166 Jl16lt
320766 l"-'49 316190
""" ._,,, ~v.;,}-- 2S' 01'' ,.•.- '....1f.tt':.- .. 1.000
DEPARTURE KG 21.20 l~ITERJAEOlATE KG ..\RRIVAL KG 11.88
'1 l FREE SIJRfACf CORR. I•) Ml 11\ FREE SURFACE.CORR. t+l l 11 FREE SURFACE CORR j+) 0.56
(21VERT SM CORR I• ) (2J VERT SM CORR (+J (2) VERT SM CORR t• l
DEP~RTIJRE KG, 21.81 INTERMEDIATE KG, ARRIVAL I\G 21 ..U
DEPARTURE l'Jd 25.61 tNTERMEDIATE KM ARRIVAL KM 2S..W

DEPARTURE l<G. 21.81 INTERJAEDIATE KO . ARRIVAL KG. 21..U
DEPARTURE GM J.80 INTERMEDIATE GM ARRIVAL GM 2.96
REOUIREO MllfiMUM GM 1.00 REQUlREO MINIMUM GM REOUIREO MIN.MUM GM LOO
(1) FREE SURF.ta CORR. • 8UM OF FREE SURFACE MOME.NT8 (nt• COMtCT10fl WUIT umum ~ AU.S..S ,)
OISPlACEME~T
(llts COMEC TION N'l"UES Wt£N TliE VOWIIIETIVC HEElJIG MOMENT
CUA~S OA TAIUS 00 NOT PECIFICAU..Y STATE THAT THE CORRECTION
(2) VERT. S.M. OORlt = SLltl OF VERTIC.Al. SHIFTING MOMENTS FOR TI£ RISE IN 'tERTICAL C$:NTER Of GRA\1TY HAS BEEN INCWDED
DISPLACEMENT ~ THE MANUAL ,i,oWJE.S ~RTICAL MFllNG MOMENTS.) '
88
Page 4 or 4
PART Ill HEELING MOMENT CALCULATION

GRAIN VOLUME TRIC GRAIN VER TICAJ.. S~F TING MOMENT
COl.l?T
NO
STOWAGE
(I) ........
ULLAGE... HERING
MOMENT .........
H ,.. l<EEUNG
MOMENT
{lF P'ROVIOEO)
SEE NOTE 2 IN PART U
/Jn ~ FT'
(2)
~ IFT-lT M'IFt' MT-M l FT-LT
I 1 LIi F-T 0 25000 45 /

2LH F-T 0 75-'0f)
3 LH
/
F-T 0 30636 /
JOT PF 2A 75300('1in:) /
4 TD/Lil F-T 0 100800
,/
5LH J.'-T t} 30500 ...
/
/
/
" /
TOT.A.LS 3376.16 45 7503 V
(1) UNOE:R STOWAGE INDICATE ·F-T' FOR flllEO COMPARTMEN TS TRIMMED, 'F-UT"fOR FILLED COMPARTMENTS lJNTRlt,U.tED.
'PF' F"OR PARTLY rlll.£D COMPARTMENTS, AND •S£C' FOR S£CUREO OR O\i'ER•SWWED COMP.AIHMENT-S.
(2) M STOWAGHACTOR USEO IN PAAUI SHM.l NOT EXCEED THE ONE BASED OtHHE WEIGHT PER UNITOF VOLUME (TEST 'NEJGHT) Of
TME G:AAIN IF THE STOWAGE FACTOR JS THE SAME IN ALL COMPARTMEN TS, DMOE THE TOTAL VOLUM£TR!C HEELING MOMENT
BY THE STOWAG£
FACTOR OR MULTIPl Y BY it!E DENSITY TO OBTAm THE G!'VIN HEELING MOMENT. IF THE srowAGE fACiOR VARIES. 08TAlN
THE GRNN H£El.JNG
MOMENT FOR EACH COMPAATM£NT
IIHERNATIONAL GRAIN cooe:. Pan A.. 7.1
Rl:CM.ATl◊N 4, CHAPTERV1, SOL.AS 1~4 or
A . rnR VESSELS APPROVED UNDER REGOlATION U MCO RESOW TTO~i A.2$4,/\'ltl), N£1/t CHAPTER VI, SOLAS 1980
REGOlAllON 4. !MCO R£SOlU TlON A.184 AN EOU!V.A!.EN TTO CHAP fER VI. SOLA-S 1960
STABILITY SUMMARY
DEPARTURE INTERMEDIATE ARRJVAl
DISPLACEMENT 15130 1#49
KG , ~ 21.81 22.+i
TOTAL GRA!N HEELING MOMENT
7501 7503
MAXIMUM ALLOWABLE HEELING MOMENT 13069 98.53
• ANGLE OF HEEL (12' MAX.)
0 075 r.!ETER-AAOIANS
* RESIOUAl AAEA (14 If r· OR 4 H.Pl MINIMUM
* GM (0.3M OR 1 FT MINIMUM}
• TOBE COMPLETED IF VESSHSGR.A.1N LOADlNG BOOKLET DOES ~IOT INCLUDE .A TABLE Of ALLOWABLE flEEllNG MOMENTS IN SUCK
CASE. STATICAL STABIUTY DIAGAAMS OEMONSTRATl t·l G THIS INFORMATION SflAl. l BE ATTACHED HERETO
INlERNATIONAL GRAIN CODE. PAR T A~ 2

B FOR SPEWJ..LV SUrTA81.£ SHIPS APPROVED UNDER SECTIOU Vi8) .PART 6. CI-W'TE R Vt SOLAS 1974
S1:CTIOII V!61. PART 8. IMCO RESOlUOON A2tl4 l\/1 11), NEW CHAPTER \1 SOLAS 1960
AHG1.E OF HEEL = GfWN HEELING MOMENT 1157.3 REGULATION 12. CfW'TER \UOI.AS 1'60
DISPLACEMENT XOM
DEPARTURE INTERMEOIATE ARRIVAL

TOTAL GRAIN HEEU~IG MOMEr-fT
DISPlACEMEtH
-
GM
ANGLE OF HEEL ( 5 MAX.)
89
NATIONAL CARGO BUREAU~INC.
CERTIFICATE OF LOADING
(Hulk Grain Only)
IF
This is to Cc1tity. that the ____S_.S_._A_T_L_A_N_T_IC___ registered in _ _U_._S._A_._ _
t"\ame or\',,-..cl) fflag
with l\10 number 701 -'708 _._S_.A_._ _ _ _ m__1

. built at _ _ _ _U _9
_97 _ __
_________ CAPT. J. JONES ____________________________is Master
s
___::____::_
of which
said to he bound for - - - - CHILE DIRECT

-- - - - - - - - -- via - - - - - - - - - - - - - - -
has bttn undt>r 1hr in.s.J)t'ction of 11 sumyor or sun·tyors of NATIONAL CARGO BUREAF, I:iC. at thi.~ port from
time to timt during the courS4' and in ~sJ)('ct of tht loadjug of gr.tin in bulk; that so far as said cargo came under the
ohstrration of such sumyor or surreyors, the stowage wa~ in accordance with tht regulations of tht Cnittd States
Coast Guard.
THIS CERTHlCATE IS XOT ACERTI FICATE OF SEAWORTHINESS
AXD IU:LATES ONLY TO TIU•: HlJI.K GRAIN C,\RGO U)ADtJ)
E
n nsCTJUU'JCATF. 18 NOTA FORM or INSlmANCE. OR GUARA,'lffF.F. Ai\"D 18 ISSUF.DON TH[ FOl,toWl:-lG TERMS A;\l) COl\l>mONs:
TllltCnti1l(:altl!ldptJf<11111111tt Of-•Ct'J~ l,a:tiocul C.!!OBwt~ (")lctn ftuU iu IIO\ll)' btdtt11ttd loboa repre1,mi.fi01L sf1ttmi!ll. <'.l' Wlmlll.t}' °""'"'"1IIJl'lc,§,_lfltill}
Of b1m {OC' I J)lltl('Uhlll~l)f f<l\'J(t. qt WI)' <m.tl. ,ooutn«. wg~. 4rutl\ll~. ~ ..A<:4'nm«hl, Of «pl~ofllffit ~CB iti-il not be !11th r~. 11\iflltt J)Vl)' l<J'lliiON :111,ctrtiici:t
1~•-1'~tt>IOi.,Jdt1mnf> an<lb•~d :,;rn hutu.lc~• 110111 aoo •I"'""
fill) •td • 1ch1111:1. !k1m11•ls. a~40111fo1<1an~u. 111,·tn,Q11i k~ l'•f'>. IO P,,''1>'0• 111,1 ill prOl'(1!} wnidt
'"'~St!•""
Il l} btblW#ll .liill }:(11 ,oo~ut:11 10. an.ii>~ WI o[.-Of IQ l'O!Wlt<lt00 1t11b Ult 'iffit~ 10 ht pr,fo111ltljbl't'f\llwlt1: e\<tf' fot lllu,,'oehin,~ (llJ~I(, OOl•l) l)!' ll!t
o!~Ql. ~,C!i i1all!,to:,:!11f,td!toa1111ltllliilil)' Cot n~liytd p«fl)flllliln (if BOtl·p,,,1'0/l:lllfJ{t of lily 1tfl'im,a (Of11lKti~111tillii;eu111tto!t!litCttli.tk~t. Wllt>t1lllt ;;wt
1, dji(!Y>·tttd i,rjOf w and ;. d e:im«l i1 wdlini ma~ l<l 'ICll •llhin Jil} dt}1 111d lili'!tlioo is canmmctd wi1ruo ont J't°ilr a~tt ~rt'onnall(c of sutvty !ltt\tct'§ THI'.
C'Ol1.81!i:ED UABIUTY Of !\CB. ITS Of'TICTRS, L\lPWYF.fS, .AGE:'1.'TS OR Slfl!CO!\'TR,\ (TORS FOR AJ\'Y LOSS, CL..Q\l. OR DA\UGL
ARJSlt'iG FROM /'lf..GIJGf'.f\'T PFJUORMAM'E OR :-iONPf.RFORM,\l\CF, OF Ai'ff S[R\l('f.<; 11\" CO~"Nt:cnor, \\lTII THE ISSU.-\.'ICt OF
THIS et'.RTltlCATF, <JR JfllOM fllff ,$'11 01' ,Vi\' l.)fl'l,JEl)ClR n :PRt~'i..'i WARR,..\.'ffY m\\l lllK,\l,\ i', l,11..:'f'. P[Rt'OR}l.,\,,\C't:. OR ,\.'f f 01llt:R
Rl:'.ASO:-i. stlAU..'< Ul £X<.:£W I!', JH£ AGGRtC,\Tt: -nl t: GREATER ot· ai m.oclO OR b)A.'L\.\IOUNT ~$lAL ro mrn ll~l ts rnESL~l
A(Tl'ALL\ PA1D FOR Tiff St:R\1Cf.SALCECW TO BE DEFICU)'ff. HU: LJ~lll.ATION A.\ IOU\T MA\" BE lNCRE.ASED l'PTO .-\.\ ' .- l\tol~T
H :\ TlMFB lllAT Sl:M PAIi) FOR srnv,ct:s 1,1'(),'\ RECD PT or CU tf',TS WRITT E:'I REQUEST AT OR llHOR [ nu: r nn: ()f
P(RJ'ORMA.1';:C£ OfSf/,RY!Cl'.S 1.1'()~ f'A\'Mt.NT IW J'lif ( 'lJ fSf OF Al\' AJ)[l!TIONAL f'tf: OF Sl(tOO FOR [ \ '£In' SI.OOi.llltl L\l'RL -\ SE L,
nu LlM1 fA'fl Oi\ AMOlNI. IX i\O t:Vt:N'I ~ IAJ.,l, :\CB m; l,lr\UU: l"l>R A;\ r t u:-s l(Ql'L)\TlAL DA\t\G£S. t.N(' U DI.\ L:, Bl1' \\ mtot·1
UMITA110N, O[L.Ar. nn[NTION, LOSS Of i:st: , OR n ·sro~UR\' l'OJU CIIARGES ro nn: PAIU\'lO \\ HOM H US nRnm:.ur IS
lSSI t:DOR TOA N\'Q f}f[R JJfllSON, CORPl>RAllO~ Oil Jll .SI.Yf!s-'1 f'\'l'I I n ·oR \\JIICISF, llfNt:tlTTHlS ('[Rl Ul(',\ l E ~I,.\\' 8.£ rs.sn:o.
_R_T_L
h~ut'd tl l _ _P_O _ N_D_,_O_R_ _
_A
(l\ ,nl
.15 MARCH 2018 U.-'5 HRS.

llme
oz=..=------- Suneyor
- -~R~J.~'-Al,"""""'
J. JO~ES R. f,. S.\UTU
A final Ctttlicate ol' Loadiog \\tll bt i.stUtd In !kit courSf'.

!'<CB roR.~I I (Ttt .l S)
90
~~~~~~~~~~~~~~ij~~~~~~~~~ ~
EXAMPLE 4: MULTI-PURPOSE VESSEL
....
a b C d e f g h j k
Cargo Variable tween decks may be turned and fitted in

~ See pages:
3 of po~itions b - j as indicated to create bulkheads
(3 bulkheads= 4 holds of desired lengths). 65 (Description of example)
I I Fuel Oil 92 - 97 (Excerpts from the Grain Loading Booklet)
98- 101 (NCB Grain Stability CalculationF01ms)
1111rr1111r11 Fresh Water
\0
~
CARGO HOLD S FULL VOLUM E •-

Section Length
(m)
Volume full-tlimmed
(m~
--
---- ------ -- - --- -- --- --- -------·- - - - - - - - ------------------------------------------------- ---
a- b
b-c
c-d
d- e
4.05
8.72
8.72
8.72
258.9
1030.7
1030.7
1030.7
-
a:
e-f 8.72 1030.7
f- g 8.72 1030.7 ~
g-h 1030.7
h- i
8.72
8.72 1030.7 s
i -i 8.72 1030.7
j-k 10.95 1001.3 ~
-
----- -- ----- ------------ --- - - - - -- - - - - - - ------------------ -----------------
Total Volume 9505.8
'IE
Total non-wedge section (b - j) length = 69. 76 m
~
CARGO HOLDS FULL VHM t

~
Section VHl\'.I ftdl-trimmed ~

(m~
-- ----- . . --- --------------- --- ---- --------·-------- II;
Wedge a - b 14 (total)
Non - wedge 6 ~
b- j (per metre)
Wedgej - k
~
7 5 (total)
~
NB: Untlimmed stowage is not permitted. ~
~
92
~
r-
Fa VOLUMETRIC HEELIN.G MOMENTS
~ ·
WEDGE AFT (Section a - b)

25° shift angle
Sounding Ulfagl' Volume Kg VHM
(m) (m) (~nJ) (m) (m4)
0.00 9.46 0.0 1.20 0.2

0.30 9.16 7.8 1.35 42.8
0.60 8.86 15.8 1.50 77.5
0.90 8.56 24.0 1.65 106.4
1.20 8.26 32.2 1.81 130.3
1.50 7.96 40.5 1.96 149.6
1.80 7.66 48.8 2.11 164.8
2.10 7.36 57.2 2.26 176.1
2 .40 7.06 65.5 2.41 183.9
2.70 6.76 73.9 2.56 188.3
3.00 6.46 82.2 2.71 190.3
3.30 6.16 90.6 2.86 191. 7
3.60 5.86 98.9 3.02 192.9
3.90 5.56 107.3 3.17 193.3
4.20 5.26 115.6 3.32 193.6
4.50 4.96 124 0 3.47 193. 7
4.80 4.66 132.3 3.62 193.3
5.10 4.36 140.7 3.77 191.6
5.40 4.06 149.0 3.92 189.1
5.70 3.76 157.4 4.07 185. 7
6.00 3.46 165.7 4.22 181.5
6.30 3.16 174.1 4.37 177.3
6.60 2.86 182.4 4.52 173.1
6.90 2.56 190.8 4.67 168. 7
7.20 2.26 199.1 4.82 161.9
7.50 1.96 207.5 4.97 151.6
7.80 l.66 215.7 5.12 138.8
8.10 1.36 223.7 5.26 123.8
8.40 1.06 231.5 5.40 105.5
8.70 0.76 239.2 5.54 83.9
9.00 0.46 247.0 5.69 57.1
9.30 0.16 254.7 5.83 22.9
Full 0.00 258.9 5.90 18.2
~ · Slack hold VHM from table to be multiplied by 1.12
~ 93
~
~
VOLUMETRIC HEELING MOM.ENIS
~
NON-WEDGE UNIT LENGT.H(Section b - j) ~
25° shift angle ~
Soundinoe, l'llage \' olume/metre
J
Kg VHM/metl'e ~
..... ... (~1)__ ___ ··········· _{~~J. ............. _(~n_)_...... ·······. - _(m) . (nl) __ ..
0.00 1.20 0.1

~
9.46 0.0
0.30 9.16 3.8 1.35 21.2
0.60 8.86 7.6 1.50 37.G ~
0.90 8.56 11.4 1.65 51.0
1.20 8.26 15.2 1.80 61.8 ~
1.50 7.96 19.0 1.95 70.5
1.80 7.66 22.8 2.10 77.3 C
2.10 7.36 26.6 2.25 82.3
2.40 7.06 30.4 2.40 85.7 C
2.70 6.76 34.2 2.55 87.6
3.00 6.46 38.0 2.70 88.1 C
3.30 6.16 41.7 2.85 88.1
3.60
3.90
5.86
5.56
45.5
49.3
3.00 88.1 E
3.15 88.1
4.20 5.26 53.1 3.30
4.50 4.96 56.9 3.45
88.1 £
88.1
4.80 4.66 60.7 3.60 87.8
5.10 4.36 64.5 3.75 87.1
£
5.40 4.06 68.3 3.90 86.0
5.70 3.76 72.1 4.05 84.4
E:
6.00 3.46 75.9 4.20 82.5
6.30 3.16 79.7 4.35 80.6 ~
6.00 2.86 83.5 4.50 78.7
6.90 2.56 87.3 4.65 76.7 ~
7.20 2.26 91.1 4.80 73.6
7.50 1.96 94.9 4.95 68.9 ~
7.80 1.66 98.6 5.10 63. 1
8.00 1.36 102.2 5.24 56.3 ~
8.40 1.06 105.8 5.38 48.0
~
8.70 0.76 I09.3 5.52 38.1
9.00 0.46 112.8 5.67 25.9
9.30 0.16 116.4
~
5.81 10.4
Full 0.00 118.2 5.88 8.3
~
Slack hold VHM from table to be multiplied by 1.12
94
~
~
~
~
VO.LUMETRIC HEELING MOMENTS
~
~ WEDGE FORWA.RD (Section j - k)
~ 25° shift angle
~ Sounding lHlngr Volume
J
Kg VHM
····· -(m)._ (~~~ . - ---- -- (m )_ . ----.--- .. -(1:n) (m ~)
~ 0.00
•
9.46 0.1 1.20 0.7
(UO 9.16 31.8 ]J5 139.7
0.60 8.86 63.G 1.50 237.9
~ '
0.90 8.56 95.4 1.65 312.6
1.20 8.26 127.2 1.80 368.5
1.50 7.96 159.0 1.95 408.2
~ 1.80 7.66 190.8 2.10 434.3
2.10 7.36 222.6 2.25 449.5
~ 1
2.40 7.06 254.4 2.40 457.2
2.70 6.76 286.2 2.55 459.8
jl 3.00 6.46 319.0 2.70 460.1
3.30 6.16 349.8 2.85 460.1
~ 3.60 5.86 381.6 3.00 460. 1
3.90 5.56 413.4 3.15 460.1
~ 4.20
4.50
5.26
4.96
445.2
477.0
3.30 460.1
3.45 460.1
4.80 4.66 508.8 3.60
JI 5.10 4.36 540.6 3.75
460.0
459.6
5.40 4.06 572.4 3.90 45 9.0
JI 5.70 3.76 604.2 4.05 458.3
6.00 3.46 636.0 4.20 45 7.0
jl 6.30 3.16 667.8 4.35 454.4
6.00 2.86 699.6
,
4.50 451. 7
jl 6.90 2.56 731 .4 4. 65 448.9
7.20 2.26 763.2 4.80 444.0
7.50 1.96 795.0 4.95 432.9
7.80 l.66 826.8 5.10 412.9
J 8.00
8.40
1.36
1.06
858.5
890.2
5.25
5.40
381.2
335.6
J 8.70
9.00
0.76
0.46
921 .7
953.2
5.55
5.70
271.3
189.0
!J 9.30
Full
0.16
0.00
984.6
100 I.3
5.85
5.92
96.7
96.7
? Slack hold VHM from table to be multiplied by 1.12
,
!}
95
-
■
TA NK DATA
Kg Max. i -
-
Tank Contents Volun1e
3 (m4)
(1n) (111)
- - -- -- ---- -- ------ -- - -- -- -- - - ---- --- - --- --- . - --·-- .. ---- - ----- - ---· -- -- -- . - --- - -------- -------------·--------------- -----
Forepeak
1 \VB
2 V/B
3 ~TB
\Vater Bal last
\V ater Ballast
\V ater Ballast
\V ater Ballast
180. l
228.9
187.6
100.2
4.97
3.57
3.59
3.59
144
422
365
190
-
a;
4 \VB ~ Tater Ballast 196.4 3.57 330
5 DB (P) \\Tater Ballast 110.5 0.62 235 ~
5 DB (S) ~ ' ater Ballast 143.8 0.62 240
5 Side (P) Heeling Tank 169.3 3.95 21 ~
5 Side (S) Heeling Tank 164.9 3.95 21
6 \VB Water Ballast 91.5 3.57 155 ~
7 DB (C) Water Ballast 200.3 0.63 305
7 Side (P) Water Ballast 300.9 3.95 37 ~
7 Side (S) Water Ballast 292.1 3.95 36
122.8 0.63 216
8 DB (C) Water Ballast
20
~
8 Side (P) Water Ballast 145.6 3.96
8 Side (S) Water Ballast 145.6 3.96 20
9 DB (P) Water Ballast 113.6 0.63 146 ~
9 DB (S) Water Ballast 115.9 0.63 148
9 Side (P) Water Ballast 214.4 3.94 30 ~
9 Side (S) Water Bal last 201.9 3.94 29
After Peak Water Ballast 85.9 6.14 308 ~
FW (P) Fresh Water 51.9 5.97 32 E

FW (S) Fresh Water 51.9 5.97 32
g
10 DB (P) Fuel Oil 58.3 1.54 46
10 DB (S) Fuel Oil 55.4 1.52 39 ~
11 Side (P) Fuel Oil 142.6 5.82 84
11 Side (S) Fuel Oil 126.3 5.05 77 ~
12 Inner (P) Fuel Oil 73.5 5.59 28
12 Inner (S) Fuel Oil 52.0 5.56 29
Fuel Oil 16.3 5.51
~
Settling 5
Service fuel Oil 13.3 5.46 4
~
DO Storage Diesel Oil 60.8 5.45 30
~
Remarks: 1. Miscellaneous sn1all tanks assun1ed zero free
surface and included in constant. ~
2. Free surface values to be used in calculation
= max. i x density of contents. ~
3. For residual unpmnpable ballast quantities in
tanks, assume zero free surface and zero Kg.
~
96
~
~ GRAIN CONDITION
~ TABLE OF MAXIMUM ALLOWABLE HEELING MOMENTS (p3/3)
~ KG
DISPLACEMEN T
(mt)
~
(m)
9200 9500 9800 1.01.00 10400 10700
4.00 5060 5273 5498 5733 5982 6237
~ 4.10
4.20
4857
4653
5063
4853
5281
5065
5509
5286
5750
5520
6000
5763
~ 4.30
4.40
4450
4246
4643
4432
4848
4631
5062
4839
5290
5060
5527
5290
~
4.50 4043 4222 4414 4616 4830 5053
4.60 3839 4012 4198 4392 4600 4817
4.70 3636 3802 3981 4169 4370 4580
~ 4.80 3432 3592 3764 3945 4140
3910
4343
4107
4.90 3229 3382 3547 3722
~ 5.00 3025 3172 3331 3499 3680 3870
5.10 2822 2962 3104 3275 3450 3633
3220 3397
~
5.20 2618 2751 2897 3052
5.30 2415 2541 2680 2828 2990 3160
5.40 2211 2331 2464 2605 2760 2923
~ 5.50
5.60
2008
1804
2121
1911
2247
2030
2382
2158
2530
2300
2687
2450
~ 5.70 1601 1701 1813 1935 2070 2213

5.80 1397 1491 1597 1711 1840 1977
=-· 5.90 1194 1281 1380 1488 1609 1740

6.00 990 1070 1163 1265 1379 1503
6.10 0 0 946 1041 1149 1134
~ 6.20
6.30
0
0
0
0 0
0 0
0
0
0
641
0
~ KM 6.36 6.39 6.42 6.46 6.50 6.54

KG (max) 6.06 6.09 6.12 6.16 6.20 6.24
MAHM for 883 897 910 648 438
866
KG (max)
Max Heel for 12.0 12.0 12.0 9.0 6.0
12.0
KG (max)
REMARKS: 1. Calculations based on criteria in Regulation 7 (Intact Stability

Requirements) of IMO Resolution MSC.23 (59) 1991.
2. Heeling Moments in tonne-metres.
3. KG value is virtual VCG, i.e. solid KG fOrre(·ted for free surfaces.
4. Minimum initial mdaccntric height considered is GM= 0.30 m.
5. KM values from hydrostatic partkulars.
6. KG (max)= KM - GM (min)= KM - 0.30 m.
7. Maximum angle of heel due to shill of grain is 12° unless a lower angle is
input as part of data entry.
97
s
Page 1 of 4
~
NATIONAL CARGO BUREAU, INC. ~
GRAIN STABILITY CALCULATION FORM
"' (R1cµllld for VNMlt lotcing bole o,tit, in lhl Uniltd &IIN of Amlricl)
~
I'· . 7' PACIFlC , , 91201 -'
I
SPAIN , , -~
..
j_J; - r·~·· 94~9988 -
_....____ - - ·
·, ULSAN
·,· -,•~ KOREA-------l
~
I HUDSON AGENCIES LTD. ~
GRAIN LOADI NG BOOKLET APPROVED BY
ON BEHALF OF (Fl.AG STATE)
DRAWING NO. 47342Y BV
APPLICABLE REGULATIONS
BUREAU VERITAS
SPAIN
DATE OF APPROVAL 20 MARCH 2015
INTERNATIONAL GRAIN CODE
•s
ADDENDUM FOR UNTRIMMED ENDS APPROVED BY .
~
DRAWING NO. --·---·- _ .. DATE OF APPROVAL -
LOADING PORT(S) ALBANY, NY g
BUNKERING PORT(S) NONE
DISCHARGE PORT(S) VERA CRUZ, 'MEXICO g
STEAM IN G DISTANCE __ 2-171____ MILES MI LES PER OAY __ Z,_{i:L. TIME ~.~JJ)A YS
12.0 mt 0.0 mt WATER 0.0 mt (evaporator)
DAILY CONSU MPTION: FUEL DIESEL
~
DISPLAC EMENT DEADWEIGHT DRAFT FREEBOARD
""WINTER a;
SUMM ER .,.,
10525 mt
lj .. - ,,.,,.,..,.
7976 mt 7.072m 2.804 m
" TROPICAL _ ·-· ____ -·-~· - - - · .... -··-.. ____ g
FRESH WATER ALLOWANCE - _ ~ :. 158 '!! _ TPC[}f'i (AT SUMMER DRAFT) _gi.65 ~
~
• EXCEPT FOR EXEhf'T'EO VOYAGES
• · ll' APP'l.lCABU:
THIS IS TO CERTIFY THAT:

1. TH IS CALCULATtON IS PREPARED IN ACCORDANCE WITH THE REQUI REM ENTS OF THE g
VESSEL'S GRA!N LOADING BOOKLET AND THE APPLICABLE GRAIN REGULATIONS.
2. THE STABILITY OF TH E VESSEL WILL BE MAlNTAINEO THROUGHOUT THE VOYAGE IN

~ /
~
ACCORDANCE WITH THIS CALC ULATION.
~ . ,&;.,-fc,-, L
CALC ULATION PREPARED BY: IWTER'$ SIGNATURE ~
(TO BE COMPLETED IF THE FORM IS PREPARED B. KARLOV
BY OTHER THAN SHIP'S PERSONNEL) IWTER'S HAMi {f'!AJO'EX))
~
EXMvllNED BY D ..~
NN.tE (PRINT) _ _ _ _ _ _ __ N.C,i. SU.R ~'S SIGNANRE:
COMPNN _ _ _ _ __ _ __
D. DAVIDSON
I:
SIGNATURE _ _ __ _ _ __ l'tCJ. SUR\'tYOR'S N.wE (PRINTED)
~ TE _ _ _ __ _ __ __ OAr E 1 FEBRUARY 2018 ~
NOTE: ORIGINAL STABILITY CALCULATION N~D GRAI N ARRANGEMENT PLA.N TO BE SUBMITTED ~

TO THE N.C.8. SURVEYOR ALL TONNAGES USED IN THIS CALCULATIO N SHALL BE
SHOWN IN THE SAME UNITS AS USED IN THE GRAIN LOADI NG BOOKLET.
~
~
UTTP ·l{WWW tlAT( ARGO 08,ji {JU) /8S 8:300
98 ~
Page 2 of 4
SHIP AND CARGO CALCULATION

PARTI
TYPE OF GRAIN _ _ _\\_1H_E_A_T_ _ _ _ STOWAGE FACTOR 1.226 M3/MT _ 4_4_._0__ FT3/LT
COMPT. CARGO S.F. GRAIN CUBICS (2) WEIGHT V.C.O. MOMENT S.F. S.F. DEN
NO. (1) (1) TOTAL USED (3) (3)
1 2032.0 1657 5.90 9776 Ml' FT7" MT
MT
11 71
LT w
42 0 81'>4
2 2061.4 1572 1282 4.76 6102 11 64 425 0 1144
11 9fl 43 0 834
1 212 435 0 82'>
3 3092.1 2522 5.88 14829 1 225 44 0818
1240 44 5 0 ilfjj
1 21i4 46 r,,w
4 2320.J 1893 5.88 11131 1 2flll 455 0 7,J'J
1 282 48 07~
1 296 485 0772
1 310 47 07~
1 324 t.75 C, 7':f.,
1 J.38 48 0147
1 362 485 0 7dj
1 366 49 0 712
1 380 495 0 ]2;
1 393 50 0 718
1.407 505 0 :11
1.421 51 07u4
1 435 51 5 C, 697
~
1 449 52 0 600
1 477 ,3 O.o77
1 505 54 (I ~
1 533 55 11652
THIS CALCULATION IS 7354 41838
~
CARGO TOTALS
1 561 56 IJ.64-i
PREPARED IN :
2549 16798
-
LIGHT SHIP 6.59 1. 589 57 0~
B METRIC UNfTS CONSTANT 125 8.11 1014 1.616

1 644
58
59
0.519
0 6{1l
□ ENGLISH UNITS
SHIP AND CARGO TOTALS I 10028 59650
1 672
1700
60
61
o_~
0 5ili
~
1 728 ii2 0 57,l
( 1) COMPLETE THESE COLUMNS IF MORE THAN ONE TYPE OF CARGO IS LOADED .
(2) FOR PARTLY FILLED COMPARTMENTS, SHOW THE CUBICS USED IN ADDITION TO THE TOTAL CUBICS .
~ (3) WEIGHTS AND MOMENTS SHOULD BE SHOWN TO THE NEAREST WHOLE UNIT.
CARGO Pl.AN: INDICATE HOLDS, TWEE.N DECKS, ENGINE SPACES, FITTINGS, STOWAGE., Tot.NAGES, ETC.
;JI
~
F-T
;J F-T F-T
(76%)
PF
J 1893
mt
2522
mt
1282
mt
1657
mt
J
~ a 4 d 3 g 2 1 k
~ HTTP:/NNM'.NATCARGO.ORG (2 12) 785-8300
!J
NCB Form 7 (Feb1 8l
99
:}'
Page 3 of 4
FUEL AND WATER CALCULATI ON

PART II
THE lNTERMEOIATE SECTION MUST BE COMPLETED IF THE ARRIVAL SECTION SHOWS BALL.A.ST THAT IS NOT LISTED 1N
~HE DEPARTURE SECTiON TH E INTERMEDIATECONDITION IS IMMEDIATE LY BEFORE BALLASTING AND MUST INCLUDE
THE EFFECT OF FRE E SURFACE, BUT NOT THE EFFECT OF ADD EO WEIGHT ADDITIONAL FUEL TAKEN AFTER DEPARTURE
MUST B.E SHOWN IN TH E INTERMEDIATE SECTION IN THE SAME MANNER AS BALLAST,
DEPARTURE ·
.-\ LB.\ ~ Y
INTERMEDIATE AARI VAL
YER-\ rRrz
TYPE FS FS FS
TANK VCG MOMENT i, I-. VCG MOMENT ,',I VC.G MCfAENT MOM
LIOUIO ' MOM MOM
- .
10 (P) FO -
. .
IO (S) FO
11 (P) ro 12S 5.82 7-l5 78 99 9 12 576 18
11 (51 FO 115 5.05 58 1 72 115 5.05 581 n
0 . 26
12 (P) FO 35 5.59 196 26
12 (S) FO 35 5.56 195 27 0 . 27
Sf11liog 14 5.51 77 5 14 551 77 5
fO
Smi« FO 10 $.46 55 4 10 ~-46 55 4
CFO Densln 0.9Jil)
1·
Storngr DO 45 5.45 245 26 45 5..45 H5 26
(1)0 llm5lty UM!)
FW(P) FW 50 5.91 299 32 50 5.97 299 32

FW(S) FW JO 5..97 179 32 30 5.CJ7 179 32
...r npumpabl, .
Ballast 35 . JS
TOTALS
2571 302 398 2012 302
10028 59650 10028 59650
10525 62222 10426 61662
7.23m ,... . ~,t ~s~·"?'"' 1.000

.;,;. -·"•: ':,~;.F·
DEPARTURE KG 5.91 INTERMEDIATE KG ARRIVAL KG 5.91

0.03 11) FREE SURFACE CORR (+) (11FREESU:RFACECORR (•) (I.OJ
(tJ FREESURFACE CORR (• }
(2) VERT SM CORR (•) (2J VERT. SM CORR (•) (2) VER T S,M CORR (+\
DEPARTURE KG, S.94 INTERME0iATE KG, ARRIVAL.KG. 5.9,4
DEPARTURE IIJ.1 6.52 INTERMEDIATE KM ARRIVAL KM 6.50

DEPAATURE KG, ~.94 INTERM EDIATE KG, ARRIVAL.KG. S.94
DEPARTURE GM 0.58 INTERMEDIATE GM ARRIVAL GM 0.56
REQUIRED MINIMUM GM 0.30 REOUIRED Ml~llMUM GM REQUIREDMtN!MIJM GM 1130
(1) FREU\JRF~E CORR. = SUM OF FREE SURF~E MOMENTS (nn COMECTION lik.lST IE N'f"UED TO~ ~ S.)
DISPLACEMENT
(THII COMECTIOH Al"PUEI WMEHM WlUMETIVC HE£UNC IQIEHT
CUR~& OR TA&lfl DO NOT SPEClflC,UY STATE THAT THE CORRECTION
<2) VERT, 5.M, CORR. ,. 6lJil Of VERTICAL 6HIFTlNG MOMENTS FOR TWE RISE IN VEATICAI. CENTER OF GAA\1TV HAS BEEN INCUJDED,
DISPLACEMENT #«> TWE IW«JAL PROWlES VERTICAl lH'TING MOlitEHTS.)
►II Jl'lfWWW.ljtifCAAGO ()R(j (212J 18} $300
100
Page 4 of 4
HEELING MOMENT CALCULATION

PART 111
GRAJII VOLUMETRJC GR.AJN VfRTICAl S1-fFTING MOMENT
CDMPT
NO
STOWAGE
(11
lJLLAGE -
~
HEE L.LNG
MOliENT
.......,
H 4WI HEEL1t1 G
MOi.lE tH
(IF PRO~ DtO)
SEE IIOTE 2 IN PAATII
12'1
~ M~ r,Ar - M~ M'I FT' MT-M lfT -L T
1 F-T 0 127 l.226 /

/
2 PF 2.3-4 1-45.a l
ll ~
Lil /
/
3 F-T 0 157
.I
,7
-4 f -T 0 119 7
-/
/
1/
/
TOTALS 1857 1.226 1515 /
(1) - AGE INDICATE ·F-r FOR FILLED COMPARTMENTS TRIMMED . r-U r
UNOER :,TOW FOR FILLED COMl'AATMENTS UNTRUtMED.
--Pf" FOR PAATl Y FILLED COMPARTMENTS, AND ·sEc · FOR SECUR!;D OR OVER-STOWED COMPAATMEtHS
WEJGHTj 01=
(2) iftE STOWAGE FACTOR USEO IN PART Ill SH/-ll NOT EXCEED THE ONE BASED Oil Tfft WEIGHT PER UNIT OF VOLUME /TEST
FACTOR IS 'THE S.AME !NALL TS,
COMPARiMEN" OMOE THE TOTAL VOLUMETRIC HEEUUG UOMEJO' BY iHE STOWAGE
TH£ GRAW. IF THE STOWAGE
THE GRHtl HEEUttG
FA.CTOO.OR MULTIPt Y SY THE DENSITY TO OBTAIN TM!: GAAN HEELING MOMENT ff THE S10'NAGE F'ACTOR VARIES, OBTA!n
¥0M£Nl FOR EACH COMPAATMENT.
INTERNATIONAL ~FWN CODE . ?,rt A. 7 1
REGULATION 4, Cl-iftPTER V1 , SOW 1974 Gf
A. FOR VESSELS APPROVED UNDER REGULATION 4, IMCO RESOtuT10HA264( Vllr). l(f'li' CHAPTER VL SOLAS 1960
REGULATION 4. IMCO RESOLVTIOl4A184;1,J,1 EOUIV.M.ENT TO CH.APTER VI . SOLAS 1960
STABILITY SUMMARY
DEPARTURE INTERMEDIATE ARRIVAL
DISPLACEMENT 10525 10426

KG , .......W- 5.9-4 5.94
TOTAL GRAIN HEELING MOMENT 1515 1515
MAX1MVM ALLOWABLE HEELING MOMENT 1570 1528
* ANGLE OF HEEL (12 MAX )

jl 0.07~ ME TER·RAOWJS
* RESIDUAL ARfA (14.1 H- OR U M0Pi4INIMUM
jl * GM (0.3M OR 1 FT MINIMUM)
,.- TO BE W.1PLETEO IF VESSEL SGRAIH LOAOING BOOKLET DOES NOT INCLUDE A TASLE OF ALLOW.ABLE HEELING MO.IENTS IN
SUCH
C~.SE STATICAL STASlLfT'{ DIAGRAMS DEMOf~STRATING THIS INFORMATION SHALL 8E ATTACHEO HERETO.
IIH£RNATl0NAL GRAIN CODE PART A 9 2

SECTION V (Bt PAAT 8 CHAPTER \>1 SOLAS 1974
8 FOR SPECI/IU Y SrJIT/.6l.E SHIPS APPROVED UNDER
&EC TlOtl V lBi PAR T B. IMCO RESOLUTIOHA 264 \\1 1► NEW CHAPTER \1 SOlAS 1960
ANGLE OF HEEL= GAAIH HEELIMG MOMBiT X 57.3 REGULATION 12, CHAP TER IA . S01,,A,S 19\>0
OISPI.ACEMEHT X GM
DEPARTURE INTERMEDIATE ARRIVAL
' TOTAL GRAJt, HEEtll'tG M Ct~E►fT

DJSPLA.CEMEtH
GM
ANGLE OF HEEL ( 5' MAX)
lf[[P-//IWIW ~lCAA.00.0~G (.212) /8~ 8300
IOI
STANDARD BUSHEL WEIGHTS
WHEAT, SOYBEANS, RI CE
60 lbs. pe r Bushel
3 7 .33 Bushe ls per Long Ton
1,000 Bushe ls = 26.7857 LT
LT = Bushels x 3
112
Bushels = LT x lll._
3
CORN, RYE, SORGHUM, FLAX

56 lbs. per Bushel
40 Bushels per Long Ton
1,000 Bushels = 25 LT
LT = Bushels x _3_
120
Bushels = LT x 120
3
BARLEY
48 lbs. per Bushel
46.67 Bushels per Long Ton
1,000 Bushels = 21.4286 LT
LT = Bushels x _3_
140
Bushels = LT x 140
3
Note: The above are standard Bushel Weight Units used in the Grain Trade and
should not be confused with Bushel Volume Units used to determine Test
Weights.
102
APPROXIMATE TEST WEIGHTS OF THE PRINCIPAL GRAINS
LOADED AT UNITED STATES PORTS
The Test Weight of a pa1ticular grain is the actual weight in pounds of a U.S.
(Winchester) Bushel which is a unit of volume (dry measure) equaling 2,150.42 cubic
inches or 1.2445 cubic feet.
Pounds per bushel Pounds per bushel
BARLEY 49 SORGHUM (MILO) 58

CORN 56 SOYBEANS 55
LINSEED 50 SUNFLOWER SEED 28
MILLET 57 WHEAT, AMBER DURUM 61
OATS 35 WHEAT, HARD WINTER 62
PEANUTS 51 WHEAT, NORTHERN SPRING 60
RICE 60 WHEAT, SOFT RED 59
RYE 58 WHEAT, WHITE 61
SAFFLOWER SEED 41 CANO LA/RAPESEED 51
NOTE: The above Test Weights are approximate figures based on information obtained
from grain loading ports. The specific Test Weights of particular grain cargoes may vary
from the figures shown. Data on Test Weights is usually available from grain inspection
offices at shipping elevators.
The above Test Weights when used in conjunction with the Stowage Factor table on the
following page will give the approximate Stowage Factor for a conventional general
cargo vessel with one tween deck.
The Stowage Factor for a specially suitable bulk carrier will generally be from one to
two cubic feet per long ton less due to compaction and the configuration of the holds.
PRODUCTS REGULATED AS GRAIN

Products considered to be 'Grain', and regulated as such, may include the following:
Barley Oats (including Oat Groats)

Barley Malt Pelletized By-products*
Canola Pulses (includes edible seeds such
Cocoa Beans* as peas, beans or lentils)
Coffee Beans* Rapeseed
Corn (Maize) Rice
Cottonseed, de-linted Rye
(linted Cottonseed is not included) Safflower Seed
Flaxseed or Solin or Linola Screenings and Hulls
Linseed Sorghum (Milo)
Maize (Corn) Soybeans
Millet Suntlower Seed
Milo (Sorghum) Wheat (including Broken
Mustard Seed Wheat, Buckwheat)
Nuts (including peanuts)
with shells removed ( decorticated)
* When angle of repose is less than or equal to 30°.
103
GRA IN STOWAG E FACTORS (SF)
I U .S. Bu shel = 1. 2445 ft 3
2240\bs x 1.2445 ft 3 = ft 3 / Long Ton

Test Weight I Bushel (lbs)
Test Weight SF SF Test Weight SF SF

(lbs/Bushel) 3 3
(m /mt) (ft /LT) (lbs/Bushel) (m 3/mt) (ft3 /L T)
32
,, ,..,
2.428 87. 11 50 1.554 55.75 ~
_) _) 2.354 84.47 51 1.523 54.66
~
34 2.285 81 .99 52 1.494 53.61
35 2.220 79.65 53 1.466 52.60 ~
~
36 2.158 77.43 54 1.439 51.62
37 2.100 75.34 55 1.413 50.68
38 2.045 73.36 56 1.387 49.78 ~
39 1.992 71.48 57 1.363 48.91
~
40 1.942 69.69 58 1.340 48.06
41 1. 895 67.99 59 1.317 47 .25 -c
42 1.850 66.37 60 1.295 46.46
43 1.807 64.83 61 1.274 45.70
C
44 1.766 63.36 62 1.253 44.96 -c
45 1.726 61.95 63 1.233 44.25
46 I .689 60.60 64 1.214 43.56 ~
47 1.653 59.31 65 1.195 42.89
~
48 l.619 58.08 66 1. 177 42.24
49 1.586 56.89 67 1.160 41.61 ~
~
When Test Weights are for Ca nadian Imperial Bushels, multiply the above Stowage
Factors by l .0315 (I Canadian Imperial Bushe l = 1.2837 ft 3). ~
~
~
~
~
104
~
CONVERSIO N TABLE FOR GRAIN STOW AGE FACTORS
Stowage Factors Equivalent Densities
ft3/LT m3/mt mt/m3

LT/ft3
(2240 lbs) ( 1000 kg)
40 1.115 0.02500 0.897

41 1.143 0.02439 0.875
42 1.171 0.02381 0.854
43 1.198 0.02326 0. 834
44 1.226 0.02273 0. 8 16
45 1.254 0.02222 0.797
46 1.282 0.02174 0.780
47 1.310 0.02128 0.763
48 1.338 0.02083 0.747
49 l .366 0.02041 0.732
50 1.393 0.02000 0.718
52 1.449 0.01923 0.690
54 1.505 0.01852 0.664
56 1.561 0.01786 0.641
58 1.616 0.01724 0.619
60 1.672 0.01667 0.598
62 1.728 0.01613 0.579
64 1.784 0.01563 0.560
66 1.839 0.01515 0.544
68 1.895 0.01471 0.52 8
70 1.951 0.01429 0.51 3
72 2.007 0.01389 0.498
74 2.062 0.01351 0.485
76 2.1 I 8 0.01316 0.472
78 2.174 0.0 I 282 0.460
80 2.230 0.01 25 0 0.448
82 2.28 5 0.01 220 0.438
84 2.34 1 0.011 90 0.427
86 2.397 0.011 63 0.4 17
88 2.453 0.011 36 0.408
90 2. 508 0.01111 0.399
Note: Stowage Factor as appli ed in gra in stability calcul ati ons is defined in A 2.6
of the Internati onal Gra in Code.
105
METRIC CONVERSIONS
Use or Conv ersion Factors: C = AX B
C
or A = -
8
A B C
Centim eters 0.0328 1 Feet

(1 /1 00 meter) 0 .3937 Inches
-=
.c
01)
~
..;J
M eters 3. 28084
0.001
Feet
Kilom eters
¥
Kilometers 3280.839 Feet
( I 000 meters) 0.62137 Statute Mil es
0.53997 Nautical Miles g
=
Q,
s...
Square Centimeters 0.155 Square Inches
g
< Square Meters 10.7639 Square Feet
Cubic Centimeters 0.061024
0.001
Cubic Inches
Liters
E
0.033814 Fluid Ounces g
~
Cubic Meters 35.31467 Cubic Feet
E 264.17205 Gallons (U.S. ) g
->
=
0 28.3776 Bushels (U.S. )
Liters 33.81
0.26417
Fluid Ounces
Gallons (U.S. )
E
0.03531 Cubic Feet
61 .02553 Cubic Inches £
Kilograms 2.20462
0.001
Pounds
Metric Tons
g
,:--
..c 0.000984 Long Tons
....
01)
~
0.0011 Short Tons a;
tr,:,
Tonnes 2204.623 Pounds
-g:
~
I:'-)
(metric tons) I 000.0 Kilograms
~ 0.98421 Long Tons
I. I 0231 Sh011 Tons ~
Kil onewton I 01.94 Kilograms
QJ
(j
1,,,
(1000 Newtons) 224.739 Pounds ~
0. I 0033 Long Tons
~ 0. 11 237 Short Tons
~
Kil ogram per Squ are 14.22 333 Pounds Per Square
...
~
Centimeter Inch ~
=r,:,
r,:,
~ Kilogram s per Squ are 0.2048 16 Pounds Per Square
s...
~ Meter Foot ~
-= QJ
e
0
Meters 4
Meter - Tonnes
11 5.86 18
3.22904
Feer~
Foot - Long Tons ~
~
-~
106
~
USEFUL CONVERSIO NS
WATER:
I U.S. gallon = 231 cubic inches
I U.S. gallon = 0.13368 cubic foot
I U.S. gallon = 8.3456 pounds
I cubic foot of salt water = 64 pounds
I cubic foot of fresh water = 62.43 pounds
1 cubic foot of water = 28.375 liters
I cubic meter of water = 1 metric ton
I cubic foot of ice = 57 pounds
Specific gravity of salt water = 1.025 (approx.)
Specific gravity of fresh water = 1.000 (at 4° Celsius)
HYDROSTATI CS:
Displacement: Long tons (SW) x 35 = cubic feet
Long tons (FW) x 35.88 = cubic feet
Tons Per Inch (TPI) x 0.40 = Tonnes Per Centimeter (TPC)
Moment to Trim 1 Inch (MTI) x 0.12192 = Moment to Trim 1 Cm
(MTC or MCTC)
~ NAUTICAL MEASURE:
1 nautical mile = 6,076 feet = 1,852 meters
jl 1 knot = 1 nautical mile per hour
1 fathom = 6 feet = 1.83 meters
~ 1 shot (chain) = 15 fathoms = 90 feet
~
MISCELLANEOUS:
~ I long ton = 2240 pounds
,- l short ton = 2000 pounds

I metric ton (tonne) = 1000 kilograms
Long tons x I.016 = metric tons (tonnes)
Metric tons (tonnes) x 0.9842 = long tons
,' Long tons x 1.12 = short tons
Short tons x 0.893 = long tons
? I Measurement Ton = 40 cubic feet

I barrel = 42 gallons
!J 1 barrel = 5.61 cubic feet

1 cubic foot = 7.48 gallons
Barrels x Specific Gravity x 0.15648 = long tons
~ Pounds per square inch x 0.070307 = kilograms per square centimeter

Kilograms per square centimeter x 14.22333 = pounds per square inch
F'I!}
I !)
107
108
109
APPROXIMATE DISTANCES
(Nautical Miles)
YUCATAN CHANNEL TO: HONOLULU TO:

(21 50' N 85° 03° W)
Hong Kong 4857
881 Inchon 4358
Barranquilla
Brownsville 719 Los Angeles 2228
6822 Manila 4869
Capetown
Corpus Christi 764 Portland (OR) 2332
Galveston 696 Pusan 3973
Houston 739 San Francisco 2091
Seattle 2409
Kingston 550
La Guaira 1044 Shanghai 4336
Lake Charles 737 Singapore 5881
Mobile 558 Sydney 4420
New Orleans 577 Yokohama 3397
Panama 855
Pascagoula 545 YOKOHAMA TO:
Port Arthur 681
Port of Spain 1571 Kobe 357
Rio de Janeiro 4703 Los Angeles 4840
Santo Domingo 928 Manila 1758
Santos 4994 Portland (OR) 4328
Tampa 404 San Francisco 4536
Seattle 4276
Singapore 2889
PANAMA TO:
Antofagasta 2140
HAKODATE TO:
Baltimore 1944
Bishop Rock 4388 Portland (OR) 3999
Buenaventura 352 Pusan 686
Callao 1350 Seattle 3982
Guayaquil 824 Vladivostok 437
Honolulu 4685
Kaohsiung (via Honolulu) 9060
SINGAPORE TO:
Keelung (via Honolulu) 9175
Kobe 7964 Bombay 2441
Los Angeles 2913 Calcutta 1649
Manila 9370 Chittagong 1525
New York 2018 Colombo 1581
Norfolk 1822 Karachi 2882
Philadelphia 1989
San Francisco 3245 PORT SAID TO:
Seattle 4020 Bandar Shahpur 3342
Shanghai 8566 Bombay 3049
Valparaiso 2616 Calcutta 4695
Vladivostok 7833 Chittagong 4808
Yokohama 7682 Karachi 2865
110
APPROXIMATE DISTANCES
(Nautical Miles)
STRAIT OF GIBRALTAR TO: BISHOP ROCK TO:
(35° 57' N 5° 45° W) (49° 45° N 6° 35° W)
Albany 3312 Antwerp 449

Alexandria 1823 Baltimore 3290
Algiers 439 Bremerhaven 657
Barcelona 536 Copenhagen 1001
Baltimore 3461 Gdynia 1370
Charleston 3593 Hamburg 717
Constanza 2036 Helsinki 1668
Genoa 877 St. Petersburg 1822
Haifa 2028 London 413
Istanbul 1819 Montreal 3055
Marseilles 712 New York 3019
Montreal 3243 Norfolk 3168
Naples 999 Oslo 947
New York (great circle) 3188 Philadelphia 3159
New York (36° parallel) 3560 Rotterdanm 453
Norfolk (great circle) 3335 Savannah 3455
Norfolk (36° parallel) 3448 Stockholm 1570
Odessa 2185
Panama 4351 PENTLAND FIRTH TO:
Philadelphia 3344 (58° 42' N 3° 20° W)
Piraeus 1522
Port Said 1935 Antwerp 553
Rijeka 1676 Baltimore 3520
Tunis 819 Bergen 296
Gdynia 1002
STRAITS OF FLORIDA T0: Hamburg 555

(24 24' N 83° 00' W) St. Petersburg 1421
Montreal (via
Baton Rouge 656 Belle Isle Strait) 2641
Bishop Rock (great circle) 3887 New York 3240
Bishop Rock (via Philadelphia 3393
Cape Finisterre) 4352 Rotterdam 495

Bordeaux 4284 Straits of Florida 4100
Casablanca 3967
Corpus Christi 803 MONTREAL TO:
Dakar 3744
Galveston 698 Baie Comeau 335
Houston 741 Chicago 1077
Lake Charles 733 Duluth/Superior 1158
Lisbon 3831 Milwaukee 1021
Mobile 471 Quebec 138

New Orleans 524 Panama 3203
Pascagoula 464 Rio de Janeiro 5354
Port Arthur 677 Sault Ste. Marie 815
Strait of Gibraltar 4038 Thunder Bay 1052
Tampa 232 Toledo 522
111
User Notes
112

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GENERAL

National Cargo Bureau, Inc., 1994, Rev. 2018

of Transportation Staff Symbol

The 1994 Edition of the "General Information for Grain

The 1994 Edition is totally revi sed and supersedes all

Sub-Committee on Containers and cargoes.

This booklet i s intended to facilitate the loading of Lk

Subject to the conditions s e t forth in the Navigation and

Guard endorses this publication.

Services Performed by National Cargo Bureau Ine.

USCG Navigation & Vessel Inspection Circular No. 5-94

General Information on the International Grain Rules 14 39

International Maritime Organization 15

Principle of the IMO Grain Rules 15

Limitations of the IMO Grain Rules 15

Volumetric Heeling Moments 22

Maximum Allowable Heeling Moments 26

Grain Loading Booklet 27

A Ship without a Document of Authorization 28

Bundling of Bulk Grain 33

Temporary Longitudinal Divisions 36

Preparing a Ship for Loading Grain 42

Stability Terms and Symbols 47

Trim Terms and Symbols 48

Preparation of Grain Stability Calculations 49

Constructing and Measuring a Statical Stability Diagram 52

Calculation in accordance with AA9 64

Approximate Test Weights of the Principal Grains Loaded at

Grain Stowage Factors 104

Conversion Table for Grain Stowage Factors 105

Metric Conversions Table 106

Useful ConversionsTable 107

Fresh Water Allowance Tables 108

Approximate Distances (Nautical Miles) 110

This booklet contains compilation of information about the International Grain

National Cargo Bureau, Inc. is a continuation and amplification on a broader base of

Subsequently superseded, successively, by the 1960 and 1974 Safety ofLife at

HEADQUARTERS 180 Maiden Lane

North Atlantic 614 Frelinghuysen Avenue

South Atlantic 6004 Commerce Boulevard

Gulf Ports 2424 Edenborn Avenue

Pacific Ports NY Headquarters (see above)

ATLANTIC PORTS Albany, NY (covered by Newark)

GULF PORTS Baton Rouge, LA

PACIFIC PORTS Aberdeen, WA (covered by Seattle)

GREAT LAKES PORTS Ashtabula, OH (contact Newark)

Further details can be found at: www.natcargo.org

National Cargo Bureau, Inc. is authorized to conduct any type of inspection or

2. Volume and Weight Calculations

4. Hazardous Materials/Dangerous Goods-Related Services

5. Other Cargo-Related Services

NAVIGATION AND VESSEL INSPECTION

3. BACKGROUND. In response to the growing need for broader regulation of the

b. A Document of Authorization is required for each vessel to which the Grain

5 IMPLEMENTION. Officers in Charge, Marine Inspection, are encouraged to

(Signed) J.C. CARD

Enclosures: (1) Sources for Obtaining Additional Information

2. Documents of Authorization and additional Grain Code Compliance guidance can