Document Title: Document Code:

Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

Syllabus
F2 – Module 1

Competence: Plan and ensure safe loading, stowage, securing, care during the
voyage and unloading of cargoes

1. Application of international regulations, Codes, and standards concerning

the safe handling, stowage, securing and transport of cargoes
1.1. Plans and actions conform with International Regulations
1.1.1. Plans loading to comply with the Loadline Convention in terms of:
 Freeboard,
 Seasonal restrictions
 Zones
 Statical and dynamic stability requirements
 Bunker requirements, and considers
 Expected weather patterns
1.1.2. Plans loading to comply with the IMO Intact Stability Code
1.1.3. Plans cargo stowage and carriage in compliance with the Code of Safe
Practice for Cargo Stowage and Securing
1.1.4. States that an approved cargo securing manual is required to be
carried on board all ships except those engaged solely in the carriage
of bulk cargoes
1.1.5. Lists the information provided in the cargo securing manual
1.1.6. Uses data from the cargo securing manual to plan securing a range of
cargo types
1.1.7. Lists the certificates required for inspection by port state control officers
1.1.8. Plans loading and securing to comply in compliance with the Code of
Practice for the Carriage of Timber Deck Cargoes

2. Use of stability and trim diagrams and stress-calculating equipment

including automatic data-based equipment and knowledge of loading
cargoes and ballasting in order to keep hull stress within acceptable limits
2.1. Shear Forces, Bending Moments and Torsional Moments
2.1.1. States that the carriage of loading calculators in large ships carrying
dry or liquid cargo in bulk is a requirement of the classification societies
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

2.1.2. States that the maximum permissible values of shear force and
bending moment in harbor and at sea are laid down by the
classification societies
2.1.3. State that the maximum torsional moments are also laid down for some
container ships
2.1.4. Describes the use of typical cargo loading instruments and lists the
information obtainable from them
2.1.5. Interprets the information regarding stress limits provided to the ship
2.1.6. Explains the harbor stress limits should not be exceeded during
loading, discharging or ballasting operations and that it is not sufficient
just to finish within the limits
2.1.7. Explain the sufficient information to arrange for the loading and
ballasting of the ship in such a way as to avoid the creation of
unacceptable stresses should be on board, unless the Administration
considers it unnecessary for the ship
2.1.8. Plans the loading and discharge of the ship to ensure the maximum
allowable stress limits are not exceeded
2.2. Compliance with the Minimum Freeboard Requirements of the Load
Line Regulations
2.2.1. Uses the chart of zones and seasonal areas to determine the load lines
which apply for all stages of a particular passage
2.2.2. Plans the loading, discharge and consumption of deadweight items to
determine the minimum departure freeboards and maximum quantities
to load in one or more loading ports to ensure that the vessel is not
overloaded at any stage of voyage through multiple loading zones and
seasonal zones
2.3. Use of Automatic Data Based (ADB) Equipment
2.3.1. Provides an understanding of information obtained from ship stress
indicators and loading programs
2.3.2. Use stress indicators and loading programs in planning for the safe
carriage of dry and liquid cargoes
2.3.3. Advantages and limitations of analogue and digital stability and loading
programs
2.4. Knowledge of loading cargoes and ballasting in order to keep hull
stress within acceptable limits
2.4.1. Explain the importance of devising a cargo stowage plan and
loading/unloading plan
 Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

2.4.2. States that the officer in charge should always refer to the loading
manual to ascertain an appropriate cargo load distribution, satisfying the
imposed limits on structural loading
2.4.3. Explains the stages of development of a safe cargo loading or
unloading plan
2.4.4. Explains that in any event if the cargo needs to be distributed
differently from that described in the loading manual, calculations must
always be made to determine, for any part of the voyage, that still water
shear force (SWSF), still water bending moments (SWBM) and local
loading limits are not exceeded
2.4.5. Explains the reason to keep the hull stress levels below the permissible
limits by the greatest possible margin
2.4.6. Explains that when making a plan for cargo operations, the officer in
charge must consider the ballasting operation, to ensure:
 correct synchronization is maintained with the cargo operations
 that the de-ballasting/ballasting rate is specially considered
against the loading rate and the imposed structural and
operational limits
 that ballasting and de-ballasting of each pair of symmetrical port
and starboard tanks is carried out simultaneously
2.4.7. Explains the importance to know the exact pumping rates achieved on
board their ship to ascertain and ensure the plan are devised and
modified accordingly
2.4.8. Plans loading/de-ballasting operations within acceptable stress
parameters
2.4.9. Plans discharging/ballasting operations within acceptable stress
parameters

3. Stowage and securing of cargoes on board ships, including cargo handling

gear and securing and lashing equipment
3.1. Timber Deck Cargoes
3.1.1. Outlines the contents of the Code of Safe Practice for Ships Carrying
Timber Deck Cargoes with respect to:
 stowage of sawn timber, logs, cants and wood pulp
 fitting of uprights
 lashings and the arrangements for tightening them, including the
use of a wiggle wire
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

3.1.2. States that vibration and movement of the ship in a seaway compacts
the stow and slackens the lashings
3.1.3. States that lashings should be inspected regularly and tightened as
necessary
3.1.4. States that inspections of lashings should be entered in the log-book
3.1.5. Explains the dangers of heavy seas breaking aboard and how to
minimize that risk
3.1.6. States the action to take if cargo is lost overboard or jettisoned
3.1.7. States the maximum height of cargo permitted on deck in a seasonal
winter zone in winter
3.1.8. Describes the controlling factors for height of cargo at other times
3.1.9. Describes the requirements for fencing, for provision of walk-ways and
for access to the top of the cargo
3.1.10. Describes the requirements when loading to timber load lines
3.1.11. Lists the stability information that should be available to the master
3.1.12. Explains when the worst stability conditions during a voyage are likely
to occur
3.1.13. Describes the rolling period test for the approximate determination of a
ship‘s stability and the limitations of the method
3.1.14. Explains the actions to take in the event of the ship developing an
angle of loll
3.1.15. Plans the loading and securing of a timber deck cargo
3.2. Procedures for receiving and delivering cargo
3.2.1. States the period for which the ship is deemed responsible for the
cargo under conventions for the carriage of goods and under typical
carriage contracts evidenced by bills of lading or charter parties
3.2.2. States that damaged cargo should be rejected or steps taken to ensure
that the damage is recorded and endorsed where appropriate on the bill
of lading
3.2.3. Explains that bills of lading may sometimes still be drawn up from
mate‘s receipts and the importance of endorsing mate‘s receipts for the
condition of goods and packages
3.2.4. Describes the endorsement of mate‘s receipts and/or bills of lading for
goods in dispute
3.2.5. Describes the endorsement of mate‘s receipts and/or bills of lading for
cargoes where the weight and quality are not known to the ship
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

3.2.6. Explains the actions to take when a clean mate‘s receipt or bill of lading
is demanded for cargo which is not in apparent good condition
3.2.7. Explains why letters of indemnity offered in return for clean bills of
lading should be refused
3.2.8. Describes the documentation which should accompany dangerous
goods and is required before loading
3.2.9. States that containers should have their seals and locks in place when
loaded
3.2.10. States that, if damage to cargo is suspected, protest should be noted
before commencing discharging
3.2.11. Explains the procedure for noting protest and extending protest
3.2.12. States that an independent cargo survey should be arranged when
cargo damage is suspected or found on opening hatches
3.2.13. States that broken or broached packages should be placed in a locker
until the contents can be checked and agreed with a representative of the
receiver and a receipt obtained for them
3.2.14. Explains how to deal with empty bags or packages, sweepings and
other loose goods
3.2.15. States that cargo spaces should be searched at the completion of
discharging to prevent the over carriage of cargo
3.2.16. Describes the procedure for claiming for damage done to the ship
during loading or discharging
3.2.17. Explains to whom cargo should be delivered
3.2.18. Explains the potential consequences of delivering cargo to the incorrect
party or under a letter of indemnity
3.2.19. Explains the procedure that should be adopted when requested to
deliver cargo against a letter of indemnity
3.3. Care of cargo during carriage
3.3.1. Plans the loading and stowage of a hold or holds using a cargo list and
reference books to take into account of the carriage requirements of the
various cargoes
3.3.2. Describes the precautions to avoid crushing and chafing damage and
states which cargoes are most liable to be affected
3.3.3. Explains how cargo may be damaged by residues of previous cargo,
dirty dunnage or leaking fuel oil tanks
3.3.4. Describes how cargo can be damaged by dust and the precautions to
take when carrying commodities giving rise to dust
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

3.3.5. States which cargoes are particularly liable to damage by ship or cargo
sweat and explains how to minimize the risk of sweat damage
3.3.6. Explains that any goods containing liquids are liable to leak and
describes the stowage required to prevent any leakage damaging other
goods
3.3.7. States that many goods can be spoiled by extremes of temperature
3.3.8. Explains that overheating may occur in cargo stowed against engine-
room bulkheads, heated double-bottom tanks and deep tanks carrying
heated cargoes
3.3.9. States that high temperatures also occur on the underside of steel
decks exposed to tropical sunshine
3.3.10. Describes how to protect cargoes which must be kept from freezing
3.3.11. Describes the measures to take to prevent pilferage of cargo during
loading, discharging and carriage
3.3.12. Describes the damage to cargo which can result from the use of fork-lift
trucks and similar machinery in cargo spaces and methods of preventing
it
3.4. Requirements applicable to cargo-handling gear
3.4.1. Outlines the requirements of ILO Convention 152, the Occupational
Safety and Health (Dock Work) Convention, 1979, which apply to ships
3.4.2. Defines the terms:
 competent person
 responsible person
 authorized person
 lifting appliance loose gear
3.4.3. States that national laws or regulations should prescribe measures to
cover, amongst others:
 safe means of access to ships, holds, staging, equipment and
lifting
 appliances
 opening and closing of hatches, protection of hatchways and
work in holds
 construction, maintenance and use of lifting and other cargo-
handling appliances
 rigging and use of ship‘s derricks
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

 testing, examination, inspection and certification, as appropriate,

of lifting appliances, of loose gear (including chains and ropes)
and of slings and other
 lifting devices which form an integral part of the load
 marking of cargo gear
 handling different types of cargo
 dangerous substances and other hazards in the working
environment
3.4.4. Describes the requirements for guarding dangerous parts of machinery
3.4.5. States that machinery includes mechanized hatch covers and lifting
appliances
3.4.6. States the requirements for the marking of beams and portable hatch
covers
3.4.7. States that only an authorized person, preferably a member of the
ship‘s crew, should be permitted to open or close power-operated hatch
covers and equipment such as doors in hull, ramps and car decks
3.4.8. Describes the requirements for fencing of openings
3.4.9. Describes the requirements for the testing of lifting appliances and
loose gear before they are used for the first time
3.4.10. Describes the requirements for periodic thorough examination and
inspection of lifting appliances and loose gear
3.4.11. Explains what is meant by a thorough examination
3.4.12. Describes the records and certificates which should be kept in respect
of tests, thorough examinations and inspections of lifting appliances and
loose gear
3.4.13. Describes the marking of safe working loads required on lifting
appliances and loose
3.4.14. States that every ship must have a rigging plan and relevant
information necessary for the safe rigging of derricks, cranes and
accessory gear
3.5. Maintenance of cargo gear
3.5.1. Prepares plans for the inspection of cargo gear
3.5.2. Undertakes inspections of cargo gear so that any safety issues
associated with machinery, structure, running and standing rigging and
associated equipment is identified and addressed before use
3.5.3. Maintains the records and plans required for the cargo gear
 Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

3.5.4. Develops maintenance plans and procedures for the maintenance of

machinery, structure, running and standing rigging and associated
equipment of cargo gear, including blocks, shackles, wire and fiber ropes
3.5.5. Provides instruction to crew and manages the maintenance of cargo
gear
3.5.6. States the requirements for the annealing of wrought iron loose gear
3.5.7. Describes the precautions to be taken when working aloft for the
overhaul of cargo gear
3.6. Maintenance of hatch covers
3.6.1. States that track ways should be cleaned of loose material before
closing hatches
3.6.2. States that the tension of draw chains should be adjusted as required
3.6.3. States that wheels, gears, racks and pinions and other moving parts
should be kept lubricated
3.6.4. States that side cleats and cross-joint wedge mechanisms should be
kept greased
3.6.5. Explains that hydraulic systems should be checked for leakage,
especially in between-decks where leaked fluid may damage cargo
3.6.6. States that drainage channels should be cleaned out and drainage
holes checked on weather-deck hatches
3.6.7. Describes how to check that compression bars are making complete
contact with sealing gaskets
3.6.8. Explains that weather tightness may be checked by hose-testing the
covers before loading
3.6.9. Prepares plans and procedures for the inspection and maintenance of
hatch covers

4. Loading and unloading operations, with special regard to the transport of cargoes
identified in the Code of Safe Practice for Cargo Stowage and Securing
4.1. Loading, stowage and discharge of heavy weights
4.1.1. Explains how a load should be spread over an area of deck or tank top by the
use of dunnage to avoid heavy point loading between beams and floors
4.1.2. States that special supports or cradles will need to be built for awkwardly
shaped lifts
4.1.3. Explains the use of shoring in a tween-deck to spread the load over a larger
part of the ship‘s structure
4.1.4. States that the ship‘s stability should be checked to ensure that the resulting
list will be acceptable
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

4.1.5. States that the weight of the lifting gear should be included in the weight of
the lift, both for stability calculations and during consideration of safe working
loads
4.1.6. Explains why double-bottom tanks should be full or empty and the ship
upright before starting to load or to discharge
4.1.7. States that additional stays may need setting up to a mast or kingpost
4.1.8. States that only experienced winch drivers should be allowed to handle heavy
lifts
4.1.9. States that all movements should be controlled and steady, avoiding rapid
stops and starts
4.1.10. Describes methods of securing heavy lifts in the hold or on deck
4.2. Care of Cargo During Carriage
4.2.1. Outlines the content of the Code of Safe Practice for Cargo Stowage and
Securing
4.2.2. Describes how to stow and secure containers on deck on vessels which are
not specially designed and fitted for the purpose of carrying containers
4.2.3. Describes the stowage and securing of containers and other cargo units in
ships other than cellular container ships
4.2.4. Describes the contents of the cargo-securing manual and its use
4.2.5. Lists the elements to be considered by the master when accepting cargo units
or vehicles for shipment
4.2.6. States that cargo spaces should be regularly inspected to ensure that the
cargo, cargo units and vehicles remain safely secured throughout the voyage
4.2.7. Describes the stowage and securing of road vehicles on ro-ro ships
4.2.8. Describes recommended methods for the safe stowage and securing of:
 portable tanks
 portable receptacles
 wheel-based (rolling) cargoes
 coiled sheet steel
 heavy metal products
 anchor chains
 metal scrap in bulk
 flexible intermediate bulk containers
 unit loads
4.2.9. Summarizes the guidelines for the under-deck stowage of logs
4.2.10. Describes actions which may be taken in heavy weather to reduce stresses
on securing arrangements induced by excessive accelerations
4.2.11. Describes actions which may be taken once cargo has shifted
4.3. Methods and Safeguards When Fumigating Holds
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

4.3.1. Explains recommendations given in MSC.1/Circ.1264 - Recommendations on

the Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo Holds,
contained in the added supplement of the IMSBC code
4.3.2. Explains the reasons for the control of pests
4.3.3. states that the control of rodents is required by the International Health
Regulations
4.3.4. Describes the methods for the prevention of insect infestation and states the
areas to which particular attention should be given
4.3.5. Explains how contact insecticides in the form of sprays, smokes or lacquers
may be used by the crew for dealing with local infestation
4.3.6. States that all persons not directly involved in the application should be
evacuated from the areas being treated for a period not less than that
recommended by the manufacturer of the pesticide
4.3.7. States that extensive or hazardous treatments, including fumigation and
spraying near human or animal food, should only be undertaken by expert
operators
4.3.8. States that a fumigator-in-charge should be designated by the fumigation
company or appropriate authority
4.3.9. Lists the information about the fumigation which should be supplied to the
master
4.3.10. States that fumigation of empty cargo spaces should always be carried out in
port
4.3.11. States that crew should remain ashore until the ship is certified gas-free, in
writing, by the fumigator-in-charge
4.3.12. States that a watchman should be posted to prevent unauthorized boarding
and warning notices should be displayed
4.3.13. Lists the precautions to be taken if essential crew members are permitted to
return before aeration (ventilation) of the ship
4.3.14. States that entry to spaces under fumigation should never take place except
in case of extreme urgency and lists the precautions to be taken if entry is
imperative
4.3.15. States that fumigation in transit should only be carried out in ships approved
for such process by the flag State Administration and that the application should
be with the agreement of the port State Administration
4.3.16. States that fumigation in transit may be:
 Treatment continued during the voyage in a sealed space in which no
aeration
 Has taken place before sailing
 Continuation of in-port fumigation where some aeration has taken
place but
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

 Clearance cannot be issued because of residual gas and the cargo

space has been re-sealed before sailing
4.3.17. States that precautions are the same in both cases
4.3.18. States that at least two members of the crew, including one officer, who have
received appropriate training, should be designated as the trained representative
of the master responsible for ensuring safe conditions after the fumigator-in-
charge has handed over that responsibility to the master
4.3.19. States that the trained representative should brief the crew before a
fumigation
4.3.20. Lists the training which the designated representatives should
4.3.21. Lists the items which the ship should carry
4.3.22. Describes the procedures for the fumigation and the handing over of
responsibility from the fumigator in-charge to the master
4.3.23. Describes the safety checks on gas concentration that should be made
throughout the voyage and states that the readings should be entered in the log-
book
4.3.24. Describes the procedures to follow prior to and on arrival at the discharging
port
4.3.25. Describes the precautions to be taken during the discharge of cargo until the
ship is certified free of fumigants
4.3.26. Describes the procedures for the carriage of fumigated freight containers,
barges and transport units that are loaded after fumigation without ventilation
4.3.27. States that the master should be informed prior to loading such freight
containers, barges and transport units and that they should be identified with
suitable warning labels showing the identity of the fumigant and the date and
time of fumigation
4.3.28. Describes the methods which may be used for the control of rodents
4.3.29. Describes the use of baits by the ship‘s crew and the precautions to observe
4.3.30. Explains that the use of pesticides is regulated by Governments, and their
use may be limited by the regulations and requirements of:
 The country where the cargo is loaded or treated
 The country of destination
 The country of registration of the ship
4.3.31. Describes the use of pesticides by the ship‘s crew and the precautions to
observe
4.3.32. Describes the measures to be taken if clothing becomes contaminated
4.3.33. States that, if contact insecticides are to be applied to grain during loading,
the master should be provided with written instructions on the type and amount
of insecticide to be used and on the precautions to be taken
 Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

4.3.34. States the actions to be taken in the event of exposure to insecticides

resulting in illness

5. Knowledge of the operational and design limitations of Bulk Carriers

5.1. Operational and design limitations of bulk carrier
5.1.1. Explains that the problems that are generally considered to be
associated with bulk carriers includes, but is not limited to:
 High density cargoes, leading to loss of buoyancy or structural
failure, if holds are flooded in the loaded condition
 High loading rate, leading to possible loss of control of load
condition; with consequent high stresses
 Vulnerability to internal damage during cargo loading and
discharging operations, leading to protective coating damage,
accelerated corrosion, and local structural failure
 Low freeboard, leading to high green sea loads on deck
structures
 Vulnerability to flooding of forward holds
 Rapid corrosion caused by corrosive cargo
5.1.2. Minor damage to single sided ship structures or hatch covers can lead
to hold flooding
5.1.3. Explain that the nature of bulk cargoes can give rise to a number of
problems
5.1.4. Explains that cargoes such as coal produces gas and acidic conditions,
high density cargoes produce large void spaces, and other cargoes can
produce stability problems due to shifting or liquefaction
5.1.5. Explains that loaded bulk carriers tend to have a low freeboard making
forward hatches vulnerable to heavy seas
5.1.6. Explains that a single hold flooding on a bulk carrier, particularly when
loaded with high density cargoes, can have a severe adverse effect on
stability and hull stresses
5.1.7. Explains that the corrosive effects of some cargoes accelerate the rate
of deterioration of internal structures
5.1.8. Describes that ships can be more heavily stressed during ballast
passage compared to loaded passage because the use of one or two
ballast tanks leads to uneven weight distribution along the hull
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

5.1.9. States that hold cleaning, ballasting at sea and ballast exchange
carried out at sea are vulnerable aspects of a ballast voyage for a bulk
carrier
5.1.10. Describes that improper cleaning during hold cleaning leads to
accelerated corrosion and structural faults going unnoticed
5.1.11. States that additional hull stresses due to redistribution of ballast are
imposed on the ship carrying out ballasting at sea and ballast water
exchange which is required for operational and environmental reasons
5.1.12. Explains that there is also a possibility of hull damage from sloshing‘
when ballasting at sea
5.1.13. States that this is also one of the reasons why some ships have been
fitted with hull stress monitoring systems
5.1.14. Explains why at shallow drafts ships in ballast are vulnerable to
slamming with the consequent risk of bottom damage
5.1.15. Explains why loading operation of a bulk carrier has been identified as
an area of operations that can have immediate and long term affects on
the structural integrity of the ship
5.1.16. Describes that loading of bulk carriers requires the careful
consideration of the loads imparted to the ship structure
5.1.17. Explains that high density cargoes bring high local stresses, particularly
in shear, if the vessel is block loaded and can also cause local damage
and fatigue when being loaded
5.1.18. Explains that loading at excessive speeds can cause high local
stresses
5.1.19. Describes that high loading rates make it difficult to monitor the amount
of cargo being loaded
5.1.20. Explains that continued over stressing has a cumulative effect with
respect to fatigue
5.1.21. Explains that discharging the cargoes causes similar problems to that
of loading
5.1.22. Describes that in addition to the problems associated with discharging,
mechanical grabs, bulldozers, hydraulic hammers, and other machinery
produce local damage and loading that can weaken the ship‘s structure
5.1.23. Explains that ballasting operations during discharge can also
5.1.24. Add to the stresses on the ship if not planned and executed properly
5.1.25. Explains as with loading, the need of good coordination at the time of
discharge and ballasting of the ship
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

5.1.26. Explains the reason why maintenance and inspection play an important
part in the safety of bulk carriers
5.1.27. Explains that all ships are designed with limits deliberately imposed on
their operations to ensure that structural integrity is maintained
5.1.28. Explains that exceeding these limits may over-stress the structure and
lead to catastrophic failure
5.1.29. Explains that the ship‘s hull structure is designed to withstand the static
loads of the ship‘s weight and sea water pressure on the hull and the
dynamic loads on the hull due to waves and ship‘s motion
5.1.30. Explains that overloading in any one cargo hold space will increase
static stress in the hull structure and reduce the capability of the hull
structure to withstand dynamic loads when the ship is at sea
5.1.31. Explains that many bulk carriers are fitted with very large hatch
openings to facilitate cargo loading and unloading and these openings
may represent points of weakness in the hull since they reduce the
torsional resistance of the hull
5.1.32. Explains that when bulk carriers are loaded with dense and heavy
cargoes such as iron, dense ores or steel products they rely on large
empty spaces in holds, ballast tanks, voids and forward tanks as reserve
buoyancy to stay afloat and if seawater enters any of these spaces due to
damaged hull, hatches, accesses, ventilators or air pipes, the vessel can
lose buoyancy and sink very quickly
5.1.33. Explains the need for all crew on the ship to be aware that any loss of
buoyancy in forward spaces due to flooding will reduce the freeboard
forward and dramatically increase the forces of extreme weather on hull
structures and hatches
5.1.34. Explains why there is an urgent need for action if a ship takes on an
unusual trim or heel, or if her motions become changed
5.1.35. Explains the vulnerability of the bulkhead in bulk carriers between
number 1 and 2 holds identified by IACS and IMO and the potential
consequences of this failing
5.2. SOLAS Chapter XII Additional Safety Measures for Bulk Carriers
5.2.1. Explains the regulations provided as Additional Safety Measures for
Bulk Carriers in Chapter XII of the SOLAS convention which apply to bulk
carriers of 150m in length and upwards, carrying high density dry bulk
cargoes, including:
 Damage stability and flotation,
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

 Structure of bulkheads and double bottoms,

 Overall longitudinal strength in the flooded state,
 Strength and flooding requirements for carrying cargoes with
densities of 1,000 kg/m3 or greater
 The bulkhead strength requirements for carrying cargoes of
1,780 kg/m3 or greater
 Hold loading,
 Cargo density declarations,
 Provision of a loading instrument
 Hold, ballast and dry space water ingress alarms
 Availability of pumping systems
 Restrictions from sailing with any hold empty
 The imposition of restrictions on loading higher density cargoes
and homogenous loading in adjacent holds, including the
endorsement of loading information and marking of the ship
5.2.2. Explains that no bulk carrier over ten years old can carry a high density
bulk cargo unless she has undergone either a periodical survey or a
survey of her cargo holds to an equivalent extent, as required by
regulation XII/7
5.3. CSR Bulk
5.3.1. Explains that the IACS Common Structural Rules (CSR) are
classification society rules covering structural requirements for Bulk
Carriers and Tankers
5.3.2. States that IACS Common Structural Rules (CSR) Bulk which contains
structural requirements are applicable for Bulk Carriers with L > 90 m
signed for construction after 1 April 2006
5.3.3. Explains that vessels built to CSR shall have overall safety of the hull
structure equivalent to or better than that currently achieved by present
rules
5.3.4. Explains that the reasons for implementing of these rule are:
 To eliminate competition between class societies with respect to
structural requirements and standards
 To employ the combined experience and recourses of all IACS
societies to develop a single standard, or set of rules
 To fully embrace the intentions of the anticipated IMO
requirements for goal based new construction standards
 Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

To ensure that a vessel meeting this new standard will be

recognized by the industry as being at least as safe and robust
as would have been required by any of the existing rules
5.3.5. Explains the general benefits of these rules
5.3.6. Discusses the critical areas of weakness identified in bulk carrier and
tanker structure and the requirements for enhanced inspection identified
in these rule

6. Loading, care and unloading of Bulk Cargoes

6.1. Application of all available shipboard data related to loading, care and
unloading of bulk cargoes
6.1.1. Outlines and describes all relevant information to be appraised prior
planning of loading a bulk cargo
6.1.2. Outlines the relevant publications, IMO codes and recommendations
that should be referred to prior loading a bulk cargo:
 SOLAS regulation VI/7 and the related code of practice for the
safe loading and unloading of bulk carriers (BLU Code)
 International Maritime Solid Bulk Cargoes (IMSBC)
 International Code for the Safe Carriage of Grain in Bulk
 Code of Safe Practice for Cargo Stowage and Securing
6.1.3. Explains the procedure for loading a bulk cargo in detail
6.1.4. Prepares cargo stowage plans after carefully considering and
assessing information such as seasonal load line zones, port restrictions,
shipboard limits, e.g. draft, cargo capacity, stability, stresses and loading
rates
6.1.5. Explains that prior to loading bulk cargo, the shipper should declare
characteristics & density, stowage factor, angle of repose, amounts and
special properties of the cargo
6.1.6. Explains that in preparing the vessel for a safe planning and cargo
stowage, the loading and unloading sequences and other operational
matters should be informed well in advance by the charterers / terminal
6.1.7. Explains the content of the loading manual
6.1.8. Explains that the consumption of ship's bunkers,
consumption/generation of fresh water, during the voyage should be
taken into account when carrying out the stress and displacement
calculations
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

6.1.9. Explains that loading and unloading sequences must consider the
loading rate, the de-ballasting capacity and the applicable strength and
draught limitations
6.1.10. Plans the loading, care and unloading of bulk cargoes using the ship's
approved loading manual and the typical information provided
6.1.11. Describes the action that should be taken if the Master does not
believe they have been provided with the required or correct information
relating to the cargo to be loaded
6.1.12. Describes the requirements for the carriage of loading instruments
6.1.13. Describes the typical information that can be obtained from a loading
instrument
6.1.14. Explains the certification, testing and use of a loading instrument
6.1.15. Utilizes a typical loading instrument to plan and monitor bulk carrier
loading, ballast exchange and discharge operations
6.2. Code of practice for the safe loading and unloading of bulk carriers
(BLU code)
6.2.1. Outlines the contents of the Code of Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU code) in relation to:
 Planning the sequence of operations
 Communications and coordination between ship and terminal
 Allocation of ships to appropriate terminals
 Condition of ships and terminal equipment
 Training of ship and terminal personnel
 Requirement to be familiar with and comply with local
regulations
 Use of safety checklists
 Responsibility of the Master
 Additional considerations in relation to dangerous cargoes
 The use of the BLU Manual by terminal staff
 The impact of arrival and departure condition on maneuverability
 Actions to minimize hull and local stress
 Actions to take where acceptable hull and local stress levels
may be exceeded

7. Safe cargo handling in accordance with the provisions of the relevant

instruments
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

7.1. Establish procedures for safe cargo handling in accordance with the
provisions of the relevant instruments such as: IMDG Code; IMSBC
Code; MARPOL 73/78, Annexes III and V
7.1.1. Explain the procedures that should be followed for accepting solid bulk
cargoes, packaged dangerous goods and marine pollutants for shipment
in terms of:
 the required documentation
 ensuring that the condition and labeling of the goods are fit for
carriage
 ensuring that the vessel is able to safely stow the cargo in terms of
vessel certification, the ability to achieve separation and
segregation requirements and the availability of any particular
safety equipment that might be required
7.1.2. Develops stowage plans for cargoes that contain multiple packaged
dangerous goods and ensure that separation and segregation
requirements of IMDG, IMSBC and MARPOL are achieved
7.1.3. Prepares dangerous goods manifests and stowage plans in
accordance with IMDG requirements
7.1.4. Discusses the preparations and precautions that should be taken prior
to the handling of bulk cargoes, packaged dangerous goods and marine
pollutants in terms of:
 preparation of spaces
 mooring of the ship
 information exchange and communication with port and
regulatory authorities
 flag and light signals
 provision of emergency, fire and protective equipment
7.1.5. Identifies the appropriate action to take in case of general and medical
emergencies involving packaged dangerous goods using the EMS and
MFAG guidance of the IMDG Code
7.1.6. Discusses the risks that might be created by undeclared dangerous
goods or goods that are not packaged or separated/segregated in
accordance with the IMDG Code
7.1.7. Explains that the loading and discharge of dangerous goods, bulk
cargoes and marine pollutants may be subject to port and national
regulations in loading and discharge ports in addition to the requirements
of the IMO codes
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

7.1.8. Explains that there are procedures also given in the safety
management system for the reporting of incidents involving the loss, or
likely loss of harmful substances
7.1.9. States that the ship carrying marine pollutants should have a special
list or manifest or detailed plan showing the location of these goods as per
MARPOL Annex III/4(3)
7.1.10. States that the master and chief mate should ensure that marine
pollutants are stowed in the location specified in the special list or
manifest or detailed plan
7.1.11. States that the master and chief mate should ensure that when marine
pollutants or any other dangerous goods are loaded on their ship, they
must be stowed as required by Chapter 7.1, Section 7.1.4 of the IMDG
Code in order to comply with MARPOL Annex III/5
7.1.12. States that the information provided on the special list or manifest
should be compliant with section 5.4.3 of the IMDG code as per MARPOL
Annex III/4(3)
7.1.13. States that to avoid accident which may lead to marine pollution, the
master and chief mate should take note that marine pollutants should not
be placed on the outer row or out board stow at the side of the ship. In
addition, if they are stowed on deck, they should be located in such a way
that any leakage will not escape into the sea and containers are not in
exposed location where they may be damaged by the action of the sea or
weather
7.1.14. States that as given in MARPOL Annex III/5, the master and chief
officer should ensure that when marine pollutants or any other dangerous
goods is carried on their ship, the stowage and securing must be in
accordance with the requirements of the Document of Compliance (DOC)
and approved Cargo Securing Manual (CSM)
7.1.15. States that that the disposal of dry bulk cargo residues is regulated by
the requirements of MARPOL Annex V which governs garbage disposal
at sea
7.1.16. States that as per the guidelines given in MARPOL Annex V, cargo-
associated waste means all materials which have become wastes as a
result of use on board a ship for cargo stowage and handling and this
includes but is not limited to dunnage, shoring, pallets, lining and packing
materials, plywood, paper, cardboard, wire, and steel strapping
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

7.1.17. States that as per the guidelines given in MARPOL Annex V,

operational wastes means all cargo-associated waste and maintenance
waste, and cargo residues
7.1.18. States that as per the guidelines given in MARPOL Annex V, cargo
residues, expected to be in small quantities, are defined as the remnants
of any cargo material on board that cannot be placed in proper cargo
holds (loading excess and spillage) or which remain in cargo holds and
elsewhere after unloading procedures are completed (unloading residual
and spillage)
7.1.19. States that this means that under the terms of MARPOL 73/78,
discharge of cargo residues, except in limited safety circumstances, is
prohibited until the ship is more than twelve nautical miles from the
nearest land
7.1.20. States that minimization of cargo residue wash down and discharge
should form part of the ship‘s Garbage Management Plan and all residue
discharges should be recorded as garbage category 4
7.1.21. States that discharges of cargo residues also require start and stop
positions to be recorded in the Garbage record book
7.1.22. States that cargo materials contained in the cargo hold bilge water is
not treated as cargo residues provided that the cargo material is not
classified as a marine pollutant in the IMDG Code and the bilge water is
discharged from a loaded hold through the vessel‘s fixed piping bilge
drainage system
7.1.23. Explains that cargo residues are created through inefficiencies in
loading, unloading and on-board handling
7.1.24. States that as cargo residues fall under the scope of these guidelines
provided by MARPOL annex V, it may, in certain cases, be difficult for
port reception facilities to handle such residues and is therefore
recommended that cargo be unloaded as efficiently as possible in order to
avoid or minimize cargo residues
7.1.25. States that spillage of the cargo during transfer operations should be
carefully controlled, both on board and from dockside and since this
spillage typically occurs in port, it should be completely cleaned up prior to
sailing and either delivered into the intended cargo space or into the port
reception facility
7.1.26. States that areas on the ship where spillage is most common should be
protected such that the residues are easily recovered
 Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

8. Effective communications and improving working relationship

8.1. Basic principles for establishing effective communications and
improving working relationship between ship and terminal personnel
8.1.1. Explains the necessity for effective communication and working
relationships between ship and terminal
8.1.2. Outlines and describes the information that should be exchanged
between the ship and terminal:
 Prior to ship‘s arrival
 When arriving in a part loaded condition or with residues
 For combination carriers (OBO or O/O)
 In relation to the readiness of holds to load cargo
 In ensuring that the plan and understanding of the operation is
up to date and shared by both the ship and terminal
 Ensuring that the cargo declaration as required by chapter VI of
SOLAS 1974 is completed
 Provisions for changing loading or unloading plans
8.1.3. States that the loading plans should be kept by the ship and terminal
for a period of six months

F2 – Module 2

Competence: Assess reported defects and damage to cargo spaces, hatch

covers and ballast tanks and take appropriate action

1. Limitations on strength of the vital constructional parts of a standard bulk

carrier and interpret given figures for bending moments and shear forces
1.1. States that the longitudinally continuous upper deck of a bulk carrier suffers
hull girder stress
1.2. Explains that the longitudinal bending causes an axial force on the upper
deck that may cause cracking of the deck plate at the locations where the
stress is concentrate
1.3. States that bulk carriers have cargo hatchways for the convenience of cargo-
handling facilities
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

1.4. Explains that these hatchways reduce the ship‘s torsional strength and invite
concentrated stress at the hatchway corners which may be evident by
cracking of the deck plates in these areas
1.5. States in this regard upper deck plating at hatchway corners is one of the
focal points for cracking
1.6. Explains that cross-deck strips come under stress by transverse bending
1.7. Explains that the transverse bulkheads provide transverse strength to a bulk
carrier and the cross-deck strips provide the strength to withstand the
resultant axial forces in a transverse direction
1.8. Explains that there are various types of cracking in the upper deck
1.9. States that those propagating from the cargo hatchways are generally
considered serious to the ship‘s safety
1.10. Explains that various metal fittings are welded to the upper deck plating and
these installations may cause stress concentrations at the welded joints or
have defects in the welds
1.11. States that deck platings in the vicinity of manholes, hatch side coaming end
brackets, bulwark stays, crane post foundations and deck houses, etc. are to
be carefully watched for cracking
1.12. States that hatch coamings are subjected to hull girder stress
1.13. Explains that although they are not critical longitudinal strength members,
they should be watched carefully to ensure that these cracks do not spread
1.14. States that the area around the corners of a main cargo hatch can be
subjected to high cyclical stress due to the combined effect of hull girder
bending moments, transverse and torsional loading
1.15. Explains that discontinuous cargo hatch side coamings can be subjected to
significant longitudinal bending stress
1.16. Explains that this introduces additional stresses at the mid-length of hatches
and stress concentrations at the termination of the side coaming extensions
1.17. Explains that hatch cover operations, in combination with poor maintenance,
can result in damage to cleats and gasket, leading to the loss of weathertight
integrity of the hold spaces
1.18. States that damage to hatch covers can also be sustained by mishandling and
overloading of deck cargoes
1.19. States that the marine environment, the humid atmosphere due to the water
vapor from the cargo in cargo holds, and the high temperature on deck and
hatch cover plating due to heating from the sun may result in accelerated
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

corrosion of plating and stiffeners making the structure more vulnerable to the
exposures described above
1.20. States that when carrying out visual inspection, special attention should be
paid to areas where pipes, e.g. fire main pipes, hydraulic pipes and pipes for
compressed air, are fitted close to the plating, making proper maintenance of
the protective coating difficult to carry out
1.21. States that cracking may be initiated at defects in welded joints and metal
fittings to the coamings that will invite stress concentration
1.22. States that such cracking is considered serious to the ship‘s safety because it
may be the initiation of a fracture on a large scale
1.23. States that on typical bulk carriers, the topside and bilge hopper tanks
compose a double hull surrounding the cargo space, which together with the
double bottom provides hull strength and rigidity
1.24. States that if corrosion and waste become excessive, failure of hold frames
invites additional loads to the adjacent ones, which may lead to failure
throughout the side shell structure
1.25. Explains that the transverse bulkheads may also be susceptible to
accelerated corrosion, particularly at the mid height and at the bottom
1.26. States that particular care should be exercised when inspecting hold frames
1.27. States that the transverse bulkheads, in that these members may appear in
deceptively good condition
1.28. States that the tank top and side shell plating generally corrodes from the
steel surface facing the cargo hold and corrosion from inside the double bottom
is usually less than that from the cargo hold side
1.29. States that cargo hold frames should also be carefully inspected for
mechanical damage, corrosion and waste, because many cargoes will damage
hold frames through direct contact
1.30. States that this damage will invite corrosion from seawater brought on board
in loading operations
1.31. States that the most important aspects of cargo hold inspections are the
condition of side shell structures and their reinforcements
1.32. States that special attention should be paid to the condition of hold frames
and their connection to the shell plating
1.33. Outlines and describes the common damage/defects that may occur on
watertight transverse bulkheads situated at the ends of dry cargo holds of a
bulk carrier
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

1.34. States that cracks may often be found at or near the connection of the stool of
the transverse bulkhead and the tanktop in bulk carriers having combination
cargo/ballast holds
1.35. States that wastage/corrosion may affect the integrity of steel hatch covers
and the associated moving parts, e.g. cleats, pot-lifts, roller wheels, etc
1.36. Explains that deformation/twisting of exposed structure above deck, such as
side-coaming brackets and bulwarks, may result from impact due to improper
handling of cargo and cargo handling machinery
1.37. Explains that such damages may also be caused by shipping of green sea
water on deck in heavy weather
1.38. Outlines and describes other fractures that may occur in the deck plating at
hatches and in connected coamings
1.39. Outlines and describes the damages caused by cargoes in cargo holds,
especially to tanktop plating and side:
1.39.1. At loading and unloading ports for coal or iron ore, large grab buckets,
high-capacity cargo
1.39.2. Loaders, bulldozers and pneumatic hammers may be employed for
cargo-handling operations
1.39.3. Large grab buckets may cause considerable damage to tank top
plating when being dropped to grab cargo
1.39.4. Use of bulldozers and pneumatic hammers may also be harmful to
cargo hold structures and may result in damage to tank tops, bilge
hoppers, hold frames and end brackets
1.39.5. Lumber cargoes may also cause damage to the cargo hold structures
of smaller bulkers that are employed in the carriage of light bulk cargoes
and lumbers
1.40. States that side stringers and/or side shells in way of No. 1 cargo hold along
the collision bulkhead are often found cracked
1.41. Explains that this kind of damage is considered to be caused by insufficient
continuity between forepeak construction and cargo hold structure
1.42. Explains that on large bulk carriers such as capsize and panamax bulkers,
bilge hopper plating around the knuckle line may be cracked along the bilge
hopper transverse webs
1.43. States that this is considered to be caused by insufficient local reinforcement
1.44. States that though the water ballast tanks of newer bulk carriers are well
protected against corrosion, the upper portion is susceptible to corrosion
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

because the protective coating will easily deteriorate due to heat from the upper
deck and the cyclic wet/dry effect of seawater
1.45. States that cracks may be found at the intersections of longitudinal and
transverse members
1.46. States that cracks may be found in the side, bottom and/or tank top
longitudinal at intersections with solid floors or bilge hopper transverses
1.47. States that cracks also may be found in the floors or transverses occurring at
the corners of the slots cut for longitudinal
1.48. States that longitudinal may be cracked at the ends of additional (partial) side
girders provided in the double bottom below cargo hold bulk heads or at the
side walls of bilge wells for cargo holds, due to additional stress concentration
caused by the structural discontinuity at those connections
1.49. States that cracks may be observed in transverse webs in bilge hoppers
initiating from the slot openings for longitudinal and at the knuckled corners of
the lower ends of the hoppers
1.50. States that corrosion accelerated by heat have been observed in double-
bottom water ballast tanks adjacent to fuel oil tanks
1.51. States that in recent years, the grade of bunker oil being used requires the
temperature in the tank to be 80°C or more and such a temperature can
accelerate corrosion of the steel in the tanks, particularly in the vicinity of the
boundaries of the fuel oil tanks
1.52. States that bottom plates are often eroded under the suction bellmouths in
tank
1.53. States that a sounding pipe has a pad plate at its bottom end for protection of
the tank bottom against the strike of the sounding scale‘s lead and extent of
diminution of the protection plate should be examined during inspections
1.54. States that connection trunks provided between topside and bilge hopper
spaces are to be carefully watched for signs of corrosion and waste of the
steelworks inside
1.55. Explains that on some bulk carriers, bilge hopper tanks and topside tanks
form one integral tank connected with trunk spaces
1.56. States that the inside surface of a connection trunk is liable to corrosion and
should be examined carefully
1.57. States that the bulk carriers are assigned 2 sets of permissible still water
shear forces (SWSF) and still water bending moment (SWBM) limit to each
ships, namely:
1.57.1. Seagoing (at sea) SWSF and SWBM limits
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

1.57.2. Harbor (in port) SWSF and SWBM limits

1.58. States that the seagoing SWSF and SWBM limits should not be exceeded
when the ship is put to sea or during any part of a seagoing voyage
1.59. Explains that in harbor, where the ship is in sheltered water and is subjected
to reduced dynamic loads, the hull girder is permitted to carry a higher level of
stress imposed by the static loads
1.60. States that the harbor SWSF and SWBM limits should not be exceeded
during any stage of harbor cargo operations
1.61. Explains that when a ship is floating in still water, the ship's lightweight (the
weight of the ship's structure and its machinery) and deadweight (all other
weights, such as the weight of the bunkers, ballast, provisions and cargo) are
supported by the global buoyancy up thrust acting on the exterior of the hull
1.62. Explains that along the ship's length there will be local differences in the
vertical forces of buoyancy and the ship's weight and these unbalanced net
vertical forces acting along the length of the ship causes the hull girder to shear
and to bend, inducing a vertical still water shear force (SWSF) and still water
bending moment (SWBM) at each section of the hull
1.63. Explains that at sea, the ship is subjected to cyclical shearing and bending
actions induced by continuously changing wave pressures acting on the hull
1.64. Explains that these cyclical shearing and bending actions give rise to an
additional component of dynamic, wave induced, shear force and bending
moment in the hull girder
1.65. Explains that at any one time, the hull girder is subjected to a combination of
still water and wave induced shear forces and bending moments
1.66. Explains that the stresses in the hull section caused by these shearing forces
and bending moments are carried by continuous longitudinal structural
members
1.67. Explains that these structural members are the strength deck, side shell and
bottom shell plating and longitudinals, inner bottom plating and longitudinals,
double bottom girders and topside and hopper tank sloping plating and
longitudinals, which are generally defined as the hull girder
1.68. States that over-loading will induce greater stresses in the double bottom,
transverse bulkheads, hatch coamings, hatch corners, main frames and
associated brackets of individual cargo holds, and it can be observed as:
1.68.1. Increased stress in main frames and brackets
1.68.2. Increased stress in double bottom structure
1.68.3. Increased stress in transverse bulkhead
 Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

1.68.4. Increased stress in cross deck strip

1.68.5. Greater distortion of topside tank
1.69. States that exceeding the permissible limits specified in the ship's approved
loading manual will lead to over-stressing of the ship's structure and may result
in catastrophic failure of the hull structure
1.70. States that when deviating from the cargo load conditions contained in the
ship's approved loading manual, it is necessary to ensure that both the global
and local structural limits are not exceeded
1.71. Explains that all officers should be aware over-stressing of local structural
members can occur even when the hull girder still water shear forces (SWSF)
and bending moments (SWBM) are within their permissible limits
1.72. Analyses and interprets the causes and effects of shearing forces and
bending moments on ship‘s structures
1.73. Demonstrate the knowledge gained on the fore mentioned topics by
interpreting given figures for bending moments and shear forces

2. Methods to avoid the detrimental effects on bulk carriers of corrosion,

fatigue and inadequate cargo handling
2.1. States that deterioration of structure through corrosion, fatigue and damage is
identified as a principal factor in the loss of many bulk carriers
2.2. States that failing to identify such deterioration may lead to sudden and
unexpected failure
2.3. States that it is critical to inspect the cargo holds, ballast tanks and vital
constructional parts of the bulk carriers, after every operation to ensure, rapid
action can be taken if the inspection reveals any cracks, fracture or other
damages
2.4. States that Internal degradation through corrosion may be accelerated through
chemical action from certain cargoes
2.5. States that certain cargoes, including coal, phosphates and sulfur, transported
by bulk carriers can rapidly corrode the hold side frames and promote fractures
2.6. States that the scouring effect of abrasive cargoes may cause hold coatings to
deteriorate rapidly
2.7. Explains that corrosive effects of some cargoes like coal which produces acidic
conditions, accelerates the rate of deterioration of internal structures in cargo
holds and welds in particular
2.8. Explains that since bulk carriers tend to have low freeboard the uppermost
continuous deck and other fittings including hatch covers are prone to exposure
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

to green seas, which may again cause accelerated corrosion, and in some
cases even structural damages which may again lead to catastrophic result, if
not detected early and appropriate action taken
2.9. States that since improper cleaning during hold cleaning leads to accelerated
corrosion all crew should be well trained for hold cleaning, and proper checks
to be made after the holds have been cleaned, to ensure no remnants of
previous cargo is left behind
2.10. States that in ballast holds, sloshing forces due to partially filled spaces,
during ballast exchange at sea may result in damage to the structure and this
damage may go unnoticed if it is in inaccessible positions, this has to be prone
in mind while carrying out inspections
2.11. States that coatings are the first barriers to protect metal surfaces against
corrosion
2.12. States that ballast exchange, especially for cargo hold, can also cause
accelerated corrosion, if the hold has any exposed, unprotected steel surface
2.13. States that intact coatings prevent corrosion of the steel surface, however a
local absence of coating (due to coating depletion, deterioration, damage, etc)
can result in corrosion rates similar or greater than those of unprotected steel
2.14. States that periodic inspections at appropriate intervals and repair of coating
as required are effective in minimizing corrosion damage
2.15. States that to ensure that such exposures are not neglected, all officers
should be well trained in identifying and reporting to the chief officer or the
Master
2.16. States that care should be taken, to tend any unprotected surfaces in cargo
holds caused due to any reasons, after carefully examining the structure for
any signs of fatigue or fracture
2.17. States that hold cleaning, ballasting at sea and ballast exchange carried out at
sea are vulnerable aspects of a bulk carrier operation, and thus to avoid any
kind of undue stress, proper, careful procedures, specified, in loading manual,
ballast water management plan, among others should be followed
2.18. Explains that, bulkheads, trunks and ballast tank boundaries in single side-
skin bulk carriers, can present "hard spots" that concentrate forces where the
change in construction occurs (e.g. longitudinal to transverse framing) that may
lead to undetected fractures, hence careful examination at periodic intervals is
necessary
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

2.19. States that damage to bow plating is possible through impacts associated with
swinging or loosely stowed anchors may cause an initiating fracture or fatigue
in bow shell plating that could lead to failure and subsequent flooding
2.20. States that internal integrity of forward spaces (that are usually used for
ballast and/or stores) is therefore of vital importance
2.21. States that to prevent this from happening, the anchor must be fully hauled-in,
stowed and retained in position by the lashing arrangement provided, ensuring
there is three-point contact of anchor with the ship side at all given times
2.22. States that corrosion degradation will seriously reduce the ability of plating
and stiffening to withstand the forces to which it will be subjected
2.23. States that any external forces - horizontal and/or vertical - may cause hatch
cover dislodgement
2.24. States that the cargo hatchway, if it loses its protection in this way, is a major
access for water ingress and a serious threat to the integrity of the hull
2.25. States that to ensure such thing does not happen, the hatch covers must be
stowed, secured, battened down at all given times
2.26. States that metal fatigue is the progressive failure of metal under cyclic
loading and as the name - fatigue‖ implies, it is a mode of degradation in which
the steel is worked until it simply gets tired
2.27. States that bulk carriers are susceptible to many modes of cyclic forces that
combine with other forces acting upon the vessel‘s structure and over time
these cyclic stresses, can seriously weaken the vessel‘s structural capacity
2.28. States that fatigue failure may result due to loss of cross-sectional area in the
plating joints
2.29. States the areas that are prone to fatigue cracks in the cargo holds, which
have to be carefully examined during routine, periodic, scheduled inspections,
are:
2.29.1. Corrugated bulkhead
2.29.2. Shedder plate
2.29.3. Inner bottom longitudinal (tank top)
2.29.4. Side frames
2.29.5. Side longitudinal
2.29.6. Hopper tank
2.29.7. Lower stool
2.29.8. Toes of the hatch coaming termination brackets
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD

2.30. States that carriage of high density cargoes can cause buckling, structural
deformities over a period of years, which can result in acceleration of corrosion
and fatigue
2.31. States that many terminals have the practice of dislodging cargo from side
shell, frames, hoppers using mechanical grabs, bulldozers, hydraulic hammers,
and other machineries
2.32. States that these machineries produce local damage and loading that can
weaken the ship‘s structure
2.33. States that precaution must be taken to ensure the terminals are instructed
not to use any machinery which may cause damage, clearly, during the formal
filling and agreeing as per the ship/shore checklist, contained in the BLU code,
and duty officer‘s to be instructed to stop any such activities that may endanger
the ship‘s structure, also bringing it to the attention of Master
2.34. States that buckling of plating caused due to high density cargoes, found
generally on cargo hold tanktops, can lead to fractures or accelerated
corrosion, if not inspected thoroughly
2.35. States that damage to side shell caused externally through contact with
docksides or tugs and, internally from impact by cargo dislodging equipment
during discharge, can result in initiating fractures and/or fatigue of the structure
2.36. States that careful examination is of prime importance after any such
incidents, to assess the extent of damage and action required.
Document Title: Document Code:
Revision No.:
Management Level Course for Effectivity Date:
Prepared by: SMTFI
Marine Deck Officers Reviewed by: TM
Approved by: MD