Stowage 1, Bulk Carriers

ROMANIAN NAUTICAL COLLEGE
Address: os. Chitila Pdure nr. 2 bis, P. code -077135, Mogooaia

Telephone / Fax: +4 (0) 21 31999 88; Mobile: +4 (0) 75353 5353
Registration No: 22PJ /2073 / 94/ 2010, Fiscal Code: 26849221
Banca Transilvania - IBAN: RO94BTRL04804205T99389XX (Euro)
MODULE 4
WEEKS 1 + 2
Courses 1 to 4 = 4 hrs
Seminars 1 to 10 = 10 hrs
UNIT 22
Stowage-Bulk Cargoes
It is 14.00 lt , the M/T Astra is alongside Vopak terminal in Singapore. Cargo loading was
suspended as per terminal request one hour ago. Deck Cadet is alone in Cargo Control
Room.
Chief Officer: Where is Second Officer, Cadet?
Deck Cadet: He is on Bridge, sir. Captain called about half an hour ago and told him to
check if we do have all charts for the next voyage. Loading is suspended and he told me
to advise him when the terminal is ready to resume loading.
Chief Officer: I see you have been reading Company Operations Manual. Are you looking
for something special?
Deck Cadet: Yes, sir, I have been reading the Company Operations Manual. I thought
that our company only manages tankers, but Ive found out operation instructions for
bulk carriers as well. Do we have bulk carriers in our company?
Chief Officer: Yes, we have, this is why we have procedures for bulk carriers too.
Deck Cadet: If you do not mind, sir, and you are not too busy maybe we can continue
our yesterday discussion about bulk carriers as promised.
Chief Officer: Well, what do you know about bulk carriers?
Deck Cadet: First of all I know that bulk carriers are vessels which carry bulk cargoes.
Chief Officer: Yes, it is correct, but not complete because oil and gas are bulk cargoes as
well. The correct definition would have been vessels which are intended primarily to
carry dry cargo in bulk . This is the exact definition you may find in SOLAS, but it may
be added , consisting of a combination of particles, granules or any larger pieces of
material, uniform in composition which is loaded in the vessel cargo spaces without any
form of containment If I am not wrong, this is the definition of bulk cargo in our manual.
There are many cargoes which are traditionally loaded and carried in bulk. They are
mainly minerals and raw materials. Various processed goods and grains are also
carried in bulk condition.
Ores, especially iron ore, may be considered, by the quantities shipped, the main bulk
cargo at sea. Greatest exporters of iron ores are: Brasilia, Australia and India and the
principal importers are China, Japan and South Korea. Especially in the last years, China
became the first importer of iron ore, competing with South Korea for the first place in
ship building industry. Most of the new sea vessels of these days are built in South Korea
and China . Of course, ship building is not the only industry which needs iron, but it is for
sure the greatest consumer.
Coals. If you need steel, you cannot make it without coals .Coal is exported mainly from
Australia, United States and West Africa and is imported in the same countries where
iron ore is imported. Last years the shipping world has witnessed an incredible race for
Copyright Colegiul Nautic Romn 2013

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building larger and larger bulk carriers for these two types of cargoes. If a few years ago
a bulk carrier of 165000 dwt was considered a very large one, these days it cannot be
compared with the 400 000 dwt ones which are being built or on order. The larger the
ore carriers, the more efficient they are over these large intercontinental distances.
Grains. They are also widely transported in bulk carriers. Maize, wheat, soya beans, rye,
barley, rice and various seeds are all called grains and carried in bulk carriers. They are
exported from the United States, Argentina, Brasilia and Australia, large cereal
producers and imported in China, Japan, India, Middle East, North of Africa and Europe.
Basically bulk carriers do not differ much from tanker vessels. They have very strong
hulls, built in the longitudinal system, designed to withstand the enormous weights
which the heavy cargoes subject them to. Ballast tanks and systems are very much
similar to tanker vessels systems. They need to ballast large quantities of water ballast
and, what is very important, to de-ballast very fast during loading operations in order to
compensate the great loading rates of shore loading equipment. Ballast tanks are evenly
distributed as double bottom, side hopper and wing tanks so that vessel stability
shouldnt be affected during ballast voyage. Most of bulk carriers have the possibility to
ballast even some of their cargo holds, to achieve a better stability when they navigate in
ballast.
Their large cargo holds and hatches make them more fragile than tankers, in terms of
structure, and this is why they are different from tanker vessels .
For many years bulk carriers were considered some sort of simple vessels which carry
raw materials only and which cannot do much harm. The great number of total losses
due to structural failures during the latest years of the last century determined the
International Maritime Organization(IMO) to impose stricter rules for construction and
exploitation of bulk carriers through SOLAS and IMO Code of Safe Practice for Solid Bulk
Cargoes.
A whole new chapter (Chapter XII) called Additional Safety Measures for Bulk
Carriers was introduced in SOLAS as a recognition of the attention which must be paid
to the building and operation of this type of vessels. Like in the case of tanker vessels,
the concept of double skin construction (that is a vessel whose cargo holds area is
bounded by a double skin) was introduced with an aim to increase the hull resistance
and safety in operation. New bulk carriers and old vessels must comply with the
requirements introduced by SOLAS over a certain period of time stipulated in the
Convention.
New rules regarding damage stability requirements and structural strength for bulk
carriers, especially for those designed to carry high density cargoes were also
introduced. For example one of them says that these vessels must have sufficient
strength to withstand flooding of any cargo hold to the water level outside the ship in
that flooded condition in all loading and ballast conditions, taking also into account the
dynamic effects.
Other rules refer to transverse watertight bulkheads which must be of sufficient
strength to withstand flooding of the holds, to the restriction in distribution of the total
cargo weight between the cargo holds or the maximum deadweight.
Additional rules were adopted in reference to the stiffening elements of the hull which
must satisfy minimum requirements as of dimension and number, which must not be
installed inside the cargo holds, as before.

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Also old bulk carriers were prohibited to carry very heavy cargoes before being
properly surveyed in accordance with a so called Enhanced Survey Program. Now the
recommendation that shipper should declare the density of the cargo and additional
information has become an obligation.
Bulk carriers must be provided with loading instruments which may allow the
shearing forces and bending moments to be determined and to provide information
about the ships stability in intact condition. The computer software shall be approved
for stability calculations by Administration and shall be provided with standard
conditions for testing purposes relating to the approved stability information.
All these requirements are applicable to bulk carriers measuring more than 150m
length.
Typical for bulk cargoes, especially when they are carried in the huge cargo holds of very
large bulk carriers, is their tendency to shift and to liquefy. Shifting means changing
the initial position of the bulk cargo inside the hold and liquefying is the separation of
water from the cargoes which were loaded with a very high moisture content. In both
situations vessels stability is greatly affected.
IMO Code of safe Practice for Solid Bulk Cargoes provides that it is compulsory for
shippers to supply for all persons involved in handling of bulk cargoes adequate
information about their physical and chemical properties, so that adequate
precautions may be taken. The IMO code contains the list of cargoes which may liquefy
and the list of cargoes which present chemical hazards. There are bulk cargoes which,
through chemical reactions are very likely to emit toxic or explosive gases, others are
liable to spontaneous combustion or to cause corrosion.
When preparing the cargo holds for loading ships crew need to enter inside the cargo
holds. It must be stressed that in such cases Company procedures for entering enclosed
spaces must be strictly followed. No personnel may enter the cargo space without the
permission of a responsible officer who must ascertain that the atmosphere within the
space contains 21% oxygen and it is free of toxic gases. Adequate ventilation must be
provided well in advance the actual entry and during personnel presence in cargo holds.
One must remember that there are cargoes which may oxidize, while others (especially
of vegetable origin, like grains) may give carbon dioxide or other harmful gases. Many
lives have been lost in cargo holds which were loaded with apparently harmless cargoes.
Deck Cadet: How we may protect ourselves from that, Sir?
Chief Officer: First of all by not entering the cargo holds without following the proper
procedure and secondly by always wearing protective equipment like head gear,
adequate footwear and complete overall. When crew members work in vessel cargo
holds one person must be stationed continuously in attendance on the main deck, in
radio contact with the duty officer on bridge in order to raise the alarm in case of
accident. Times of personnel entering and leaving the cargo holds must be recorded.
Speaking about construction, we must remark that hatch covers and ballast systems are
the most sensitive equipment of bulk carriers.
Hatch covers are particularly sensitive first because of their great dimensions and
secondly because they are supposed to ensure the cargo hold water tightness. If we
consider their large surfaces and weights and various stresses and efforts they must
withstand during long sea voyages over the oceans, we can understand why this is not
easy to achieve without a proper inspection and maintenance program. Producers

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operating and maintenance instructions must be also carefully followed. There are
various hatch covers designs, mainly hydraulic, but most of them provide besides
normal operation, an emergency operation system for pressurizing the hydraulic system
and a manual arrangement for opening and closing of hatch covers. These arrangements
and procedures must be properly understood with regard to their operation. Many
accidents could happen through improper and careless operation. Before attempting to
open or to close any hatch cover, the person in charge with the operation must check
that:
- No persons are on hatch cover top.
- All cleats, locking bolts and wheels are in correct position.
- All wires or chains required for the operations must be correctly secured and in
sound condition.
- Any persons working in the vicinity must be warned.
- All track ways must be cleared of cargo residues.
Very important for ensuring the integrity of the hatch covers are the seals, compression
bar and cleats condition. All these must be inspected for damage on every occasion prior
to hatch covers being closed. Compression bars on the hatch covers are particularly
susceptible to damage during discharging/ loading operations, being frequently hit by
cargo handling equipment. Seals (gaskets) are also very sensitive, especially if the areas
in their vicinity are not well maintained and rust is allowed to develop. A chalk test or a
water pressure test are the best ways to ascertain the integrity of cargo holds and it
should be done regularly.
Deck Cadet: Why so much trouble about a few drops of water, Sir?
Chief Officer: Cargo holds integrity is particularly important for bulk carriers because,
being in bulk that is in no way protected by other means, the cargoes in bulk carriers
holds are very exposed. Actually the ships hold is their only protection. Sometimes
small quantities of water, even condense falling from the underside of hatches, may
cause the cargo to be compromised, especially in the case of grains, and refused to be
received at discharge port.
Hatches inspection must be undertaken both prior loading and after closing them.
Before cargo is loaded, the packing on the undersides of the panels and the compression
bar which ensure a tight seal should be examined. Not only the packing ensures the
integrity, distortion or wastage of compression bar may cause serious leakage. So there
is no use to have one in good condition if the other one is not. Throughout the course of
the voyage and particularly after periods of heavy weather all securing devices should
be checked and tightened as necessarily. Sometimes as a precautionary measure, when
imperfections are suspected, the hatch covers may be additionally sealed using special
sealing bands like Ram Neck tape, which is the most well known.
As I said, the ballast system is also very important. These days loading facilities ashore
are designed to load at huge rates and the vessels need to discharge their ballast as fast
as possible. Any ton of ballast left in vessel left unpumped equals same weight of cargo
unloaded and generates loss of profit for Charterers and Owners. For this reason, when
vessel presents herself for loading, minimum ballast should be kept on board, enough to
ensure good ship handling in the anticipated weather conditions. Ballast tanks and
ballast holds must be either fully loaded or empty. If ballast tanks are not completely
loaded, water ballast movements, known as sloshing, may cause heavy structural

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damages inside ballast tank and greatly reduce vessel stability. Ballasting or deballasting or ballast exchanging in open sea ,which is today a compulsory requirement
in most of the areas around the world, must be performed only in good weather
conditions and always as per vessels Ballast Water Management Plan and Ship Stability
Booklet.
Deck Cadet: Ive seen that a bulk carrier has double bottom and side tanks. Is there any
order of ballasting them?
Chief Officer: Of course there is. Wing tanks were designed to reduce the excessive
stability of the bulk carriers which carry very heavy cargoes and in the same time to
prevent cargo sliding in cargo holds. When ballasting the vessel, first ballast tanks to be
filled are the double bottom tanks because we need to increase vessel stability.
Ballasting side or wing tanks, as they are sometimes called, would be catastrophic for
ship stability and there were many cases of vessel capsizing because of that. On some
bulk carriers there are ballasting systems specially designed so that it is impossible to
ballast wing tanks without ballasting first the double bottom tanks, just as a
precautionary measure. For de- ballasting, wing tanks are the first and they may be
emptied by gravity, of course, because they are always above sea level.
Double bottom ballast tanks could be easily ballasted by gravity as well because they
are always under sea level and this operation is always preferable to be avoided on
muddy rivers since large quantities of mud from the river water may settle inside ballast
tanks and will be very difficult to be removed from tanks due to the multitude of
structural elements present there. Mud additional weight will reduce the cargo carrying
capacity of the vessel and will complicate the de-ballasting process by blocking the
draining holes, pumps, bilges and pipes. If it is absolutely necessary to ballast on rivers,
it is preferably to fill in the ballast holds which may be easily cleaned or to flush rather
than the double ballast tanks as soon as the vessel reaches open sea.
Ballasting and de-ballasting operations must be always supervised by a responsible
officer. Large quantities of water are moved on board the vessel which can negatively
influence vessel stability and even hull integrity. Chief Officer must prepare a plan for
ballasting/ de-ballasting and all persons involved , either from deck or from engine
department must follow it. Great care must be taken to avoid ballast tanks over
pressurizing. Large ballast hold and tanks are particularly sensitive to over pressurizing.
The officer in charge must understand that there is always a possibility of machinery or
valve failure. Any such break down may compromise the whole operation, especially
during the final stages of de-ballasting with the consequences explained. Sometimes,
through negligence or insufficient checking, the tanks which were de-ballasted could be
refilled again and the whole process compromised.
Deck Cadet: You have mentioned holds cleaning. Arent they cleaned by shore gang
when vessel is discharged?
Chief Officer: Cargo holds are only emptied, not cleaned. In Charter Party it is normally
stipulated that the vessel must be grab discharged. Stevedores are only responsible to
discharge the cargo, but you may imagine that cargo residues remain suspended in
remote places of the holds such as the upper parts of frames or undersides of the hatch
covers, for example. It is the duty of the crew to thoroughly clean the cargo holds and
prepare them for the next cargo. Great care and extensive labor are necessary especially
when sensitive cargoes, like grains are to be loaded.

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By properly cleaning the cargo holds possible stevedore damage could be identified and
paint coating failures discovered. Undersides of the hatch covers especially are to be
kept clean and free from scale because during the loaded voyage, these may fall and mix
with the cargo with possible great claims in the port of discharge. The holds must be
thoroughly swept, washed and all residues removed before loading the cargo. On
completion of cargo holds cleaning both ballast and bilge suction wells should be
cleaned and checked to be clear of cargo residues. The ballast suction blanks must be
removed and secured and the bilge suction blanks replaced and secured.
When the vessel comes for loading, cargo holds must be cleaned to the standard
required for the intending cargoes, and with minimum ballast on board. Cargo hatches
must be opened and ready for cargo before the vessel berths. Vessel trim must be by
stern so that ballast tanks could be stripped dry. Ballast pumps are in the engine room,
in the aft part of the vessel and trim by stern helps a lot.
The sequence of loading depends on various factors and especially on the cargo to be
loaded. There are very few instances when a hold can be filled to its maximum capacity
in a single run with the loader. Shearing forces, bending moments and trim would
probably exceed the safe limits. At least two runs of the loader at each hold would be
necessary, if not three. Anyhow, the more, the better for the vessel and always keeping
in mind that stern trim must be kept until completion of de ballasting operation.
Stresses at all stages of loading must be calculated before arrival at load port and loading
plan adjusted to maintain the vessel within acceptable stress limits at all stages of
loading.
During loading a deck officer must be on duty at all times. The cargo loading and deballasting plan is to be made known to all officers and closely followed .Duty officer must
liaise with the stevedores in ensuring that the vessel is kept upright and that cargo is
trimmed properly inside the holds. Particular attention is to be paid to moorings and the
gangway .Vessels draughts must be regularly checked to make sure that cargo
distribution is correct and to avoid vessel overloading. Overloading is a very dangerous,
embarrassing and very costly situation because loading ports do not have usually
discharging facility to discharge the overloaded quantity. A few thousands of metric
tons, depending of ships size must be kept for the last stage of loading- the trimming,
when desired draught can be achieved by loading exactly where it is necessary. As soon
as the loading is completed, the hatches must be closed, vessel never leaving the port for
open sea with open hatches.
At discharge port the vessel must arrive as much as possible on even keel and ,if
weather permits, with all hatches open and in all respects ready to allow
commencement of discharge when the vessel is made fast. Great care must be paid to
ballast, to compensate for the discharged cargo.
During discharging operations a deck Officer must be also on duty at all times as
during loading. Discharging plan must be also known to all officers and always followed.
A common problem during discharge is that the large discharge grabs may cause
considerable damage to cargo holds and hatches, especially during the last stages of
discharge. Structural damage to tank tops, hold ladders, hatch coamings and bilge lids
are very common and duty officer must note them immediately after they occur and
bring to the attention of the foreman. It is very important that the responsibility is
accepted by the stevedores in writing. When it is possible, the damage should be

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corrected before departure. Sometimes, for serious damage, the Classification Society
must be requested to attend and supervise the repairs.
Deck Cadet: Are there any special requirements for various cargoes?
Chief Officer: Yes, there are special requirements depending on the cargo to be
transported, as for the cargo holds preparations and stability requirements.
Ores, for example, do not require very high standard of cleanliness, but, being heavy
cargoes, one must be very careful to longitudinal distribution of weights in vessels holds
so as to avoid sagging or hogging of the vessel. Best practice is to load in alternate holds.
If we load in all holds, vessels center of gravity would be too low and vessel rolling at
sea would be very violent. Of course the longitudinal stresses and especially shearing
forces (caused by loading in alternate holds) must be in acceptable limits. For the very
large bulk carriers this method is not recommended because of these large shearing
forces which, combined with high loading rates, together they may subject the vessel to
unacceptable efforts. Cargo must be loaded and discharged as evenly as possible, and it
is completely unacceptable to discharge completely one hold while the others are still
full. Many ore carriers have been lost at sea due to incorrect loading. Frequent
inspections to ship structure must be performed after heavy cargo loads like ores.
Very dangerous are finely crushed ores, especially when they are loaded in wet
condition. During sea voyage, due to vessels vibration, the ore may become slurry near
the surface and move dangerously to one side causing very dangerous list to the vessel.
Ore concentrates are very dangerous because of dust inhalation and skin exposure.
They need to be properly trimmed at completion of loading.
Coal is a better bulk cargo when it comes about stability. Being not so heavy like the
ores, it fills better the holds and alternate holds loading is not necessary. But coals are
liable to oxidation which may result in reduction of oxygen and self heating. Risk of
explosion or fire may be present when carrying and handling bulk cargo because of the
methane the coals contain, which is liberated during sea passage. As all hydrocarbon
gases, methane acts as an anesthetic and proper entry procedures into cargo holds must
be followed. Coals are susceptible to spontaneous combustion as well. Both these
hazards could be reduced by good surface ventilation of the cargo. Holds temperatures
must be also checked daily.
There are a few basic rules which must be followed when carrying coals:
-Non safe electrical equipments (liable to produce sparks) and non safe torches are not
allowed near the cargo holds loaded with coals.
-Forward facing windows and doors of the accommodation spaces must be always kept
closed.
-Smoking and use of naked lights are forbidden forward of the accommodation and
warning notices must be posted to this effect.
-Any gases which may come out of the cargo must not be allowed to build up in forward
area stores or in cargo space area.
-No hot works are to be authorized in cargo space areas without specific permission of
the Master .If the work must be done, all proper procedures must be followed to ensure
that the area is safe.
Sometimes, when coal cargo gets heated the only solution is immediate discharge of
some, that is at the nearest port available. Cargo details supplied by shippers are very
important in establishing if the cargo is suitable for loading and carriage. Another

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hazard with coal is transversal shifting when the cargo is loaded in wet condition, so
called slurry which we mentioned before.
A few basic precautions against coal hazards are:
-Prior to loading the bilge system should be checked and bilge wells examined to ensure
that they are free of water and previous cargoes residues.
-When pre-planning loading, make sure that coal is not stowed near hot areas.
-On completion of loading the cargo must be trimmed level to facilitate good ventilation
which will disperse the methane, and to reduce cargo shifting during sea transit.
-Any openings which provide ventilation to the lower parts of the holds should be
blanked off.
-If the cargo is wet, on completion of loading and during voyage bilges should be
pumped and records of this activity kept on board together with samples of bilge water
for further claims.
If heating or spontaneous ignition occur, holds where same are suspected(by regular
checking of cargo temperatures) must be sealed until the port of discharge or port of
refuge, surrounding areas must be continuously cooled by sea water or the empty space
in holds be filled with CO2, inert gas (if available) or foam. Water or steam must not be
used on burning coal.
Deck Cadet: What about grains, sir. Ive heard they are very sensitive for loading and
transportation.
Chief Officer: Yes, they are, especially if they are intended for human use. The carriage
of grains is governed by International Convention on Safety of Life at Sea (SOLAS) and by
the IMO International Code for the Carriage of Grains in Bulk (1991).
As I said, cargo holds preparation for loading of grains is a very important matter. If the
holds are rejected at first inspection, large claims may appear due to delays and
additional work performed by shore gangs. For this reason every effort should be made
that this situation does not appear. The cargo holds must be clean and dry, free from
previously loaded cargoes, rust scale and from foreign odors and signs of vermin or
insects. Bilges must be clean and dry. Piping system and non return valves must be
checked and proved free and operable. Bilge wells should be then covered with burlap
and cover plates secured. Hatch sealing arrangements, including manholes and
ventilators must be checked and hose tested. Damaged packing must be renewed. In all
important exporting countries there are Government Agencies empowered with
regulating loading and transportation of grain cargoes. Their inspections are
compulsory and loading cannot commence until their certificates are issued. They also
supervise ship stability calculations and vessel cannot leave the port without complying
with same.
These stability calculations are very strict because of the physical characteristics of
grains which make them very dangerous for ship stability. In order to be able to prove
that these criteria are met, the vessel must be provided with a Document of
Authorization issued by the vessels Country of Registry. This document must be
accompanied by appropriate stability data so that the Master could demonstrate the
ability of the ship to comply with the stability criteria required by SOLAS and IMO
international Code for the Carriage of Grains in Bulk (1991).-International Grain Code.

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Vessels specially built to carry grains (with self trimmed holds) are also requested to
meet some criteria of stability and to be provided with a Grain Loading Manual and
Stability Booklet approved by the Country of Registry.
All these precautions are taken because of grain physical properties which allow them
to settle (5-6 % sometimes), creating free surfaces which generate very dangerous
moments and finally cause them to move inside the holds. There were various technical
solutions employed to prevent these situations on board of the vessels which were not
specialized in grain carriage, from feeder wells to covering the surface of the cargo
with tarpaulins and straps and bagging the cargo on top layers. Specialized vessels solve
these problems through the design of their holds and enhanced stability.
Deck Cadet: How is the cargo quantity measured, Sir?
Chief Officer: The cargo quantity is measured on board the vessel by Draught Survey. It
is the most economical and convenient means to ascertain weight loaded and
discharged. Cargo is weighted ashore by various methods, but the loaded or discharged
weight must be confirmed by ships staff.
Ships calculations are very important not in terms of accuracy, but in terms of
consistency, which means that cargo quantity loaded (by ship calculation) must be
confirmed, by ship calculation at discharge port. This will prove that the vessel is not
responsible for any loss during transportation. No matter the Charter Party
requirements, Draft Survey must be performed by ships staff prior commencement of
loading and after the completion of discharging/ loading in each port.
Draft Survey is a complex method of calculating the cargo quantity. For that experience,
good knowledge of own ship and carefulness is necessary. If all these are present, the
method is quite exact although the whole weight of the vessel is ascertained. There are
many factors which influence method accuracy.
First of all it is the density of water where the vessel floats. Any error in reading the
density could result in high inaccuracy. The sample of sea water used for density reading
must be collected at various depths, because the density varies with water depth, and
must never be taken near vessels overboard discharges.
Secondly, all liquid weights on board must be carefully ascertained by measuring and
multiplying with their respective density and correcting for temperature. Ballast water,
heavy fuels and diesel fuels, lubricating oils, sludge tanks , sewage tanks and even
swimming pools, if fitted, and filled with water. All these volumes must be corrected for
the effects of list and trim. Even relatively small trims and angles of list can cause
significant errors. Ship staff must be familiar with the vessels plans and hydrostatic
tables.
Thirdly, it is the ships constant. Under this name (K) we can find all unidentified
weights which remain after all the known weights have been deducted from the
displacement. A record of vessel constant should be maintained for each loaded and
ballast condition. This is never the same and it is normal to vary. The degree of variance
gives you an idea of how reliable the weights of cargo and other calibrated weights used
in your calculations are. Large variations are indications of some mistakes.
Longitudinal hull bending that is hogging and sagging of the vessel, which is a common
phenomenon especially for large vessels, plays also an important role in method
accuracy and must never be ignored.
Deck Cadet: But how is the actual method, sir?

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Chief Officer: Well discuss about it some other time. It takes some time to understand
it, especially for the first time and now we must resume the discharge because the
terminal is calling us.
Deck Cadet: You are right. They are calling us. Thank you.
A. Vocabulary
1.Raw materials- materii prime.

2.Ores- minereuri.
3.Coals- carbuni.
4.Grains-grane.
5.Longitudinal system-sistem longitudinal (de construire a navei).
6.Double bottom-dublu fund.
7.Side hopper ballast tank- tank de balast lateral inferior.
8.Wing balast tanks- tancuri de balast laterale superioare.
9.Total loss- Avarie totala;stare in care se afla nava dupa o avarie majora- costul
reparatiilor este mai mare decit valoarea ei de piata si reparatia nu mai este justificata.
10.Structural failures- defectiuni structurale.
11.Double skin- invelis dublu.
12.Structural strength rezistenta structurala.
13.To withstand- a rezista (la).
14.Transverse watertight bulkhead-perete transversal etans(la apa ).
15.Deadweight- capacitate de incarcare a navei( in MT).
16.Enhanced Survey Program-Program de Inspectii Amanuntite.
17.Intact Stability-Stabilitatea Navei Intacte(neavariate).
18.Damaged Stability-Stabilitatea navei avariate.
19.Administration-Administratia(Statul de pavilion)
20.Stability Information- Informatia de Stabilitate.
21.To liquefy- a(se)lichefia.
22.Shipper- expeditorul marfii.
23.Enclosed spaces- spatii inchise.
24.To give off- a degaja (vapori).
25.Emergency operation- operare de avarie.
26.Manual arrangement for opening- Dispozitiv de deschidere manuala.
27.Cleat-pana de asigurare.(wedge)
28.Locking bolts-suruburi de asigurare.
29.Wheel- rola pe care aluneca capacul magaziei.
30.Track way- cale de rulare ( a rolelor).
31.Seal- garnitura.
32.Compression bar- bara de comprimare.
33.Chalk test-testcu creta.
34.Water pressure test-Test de presiune de apa ( al magaziei de marfa).
35.Packing- garnitura a capacului de magazie.
36.Distortion-deformare.
37.Wastage-uzura.
38.Charterer- chiriasul navei

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39. To slosh- deplasarea apei de balast in interiorul tancului ,a plesni cu apa (splash).
40.Ballast exchange- schimbarea balastului( in timpul voiajului).
41.Ballast Water Management Plan-Plan de Management al Apei de balast.
42.Ship Stability Booklet- Manualul de Stabilitate al Navei.
43.Draining holes- orificii de drenare.
44.Bilge- santina.
45.Break down- defectiune.
46.Grab- cupa metalica a utilajului de descarcare (greifer).
47.Frame-coasta, element structural al navei.
48.Underside- fata inferioara( a unui capac de ex.)
49.Stevedore damage- defect (cauzat ) de stivatori.
50. Rust scale- solzi/placi de rugina.
51.Suction well- put de aspiratie.
52.Stripped dry- golit pina la fund.
53.Run- trecere a utilajului de incarcare.
54.Stage of loading-faza de incarcare.
55. To liaise- a tine legatura
56.Upright- vertical.
57.Overloading- incarcare peste limita.
58.Even keel- chila dreapta- fara inclinare longitudinala. Pescajul prova sa fie egal cu
pescajul pupa.
59.Bilge lid- capac de santina.
60.Hold ladder- scara de acces in magazia de marfa.
61.Foreman- sef de echipa.
62.Made good- reparat.
63.Classification Society- Societate de clasificare, Registru Naval.
64.Sagging- incovoiere concava(care tine apa)
65.Hogging- incovoiere convexa(care nu tine apa).
66.Center of gravity- Centru de greutate.
67.Rolling- ruliu- oscilatie periodica transversala.
68.Crushed- zdrobit, macinat.
69.Slurry- semilichid.
70.List- inclinare permanenta transversala.
71.Ore concentrate- minereu concentrat (semi prelucrat)
72.Spontaneous combustion- combustie spontana.
73.Naked light- lumina neprotejata.
74.To this effect- in aceasta privinta, cu acest scop.
75.Hot work- lucru cu flacara deschisa.
76.Suitable- potrivit pentru.
77.Bilge well- put de santina.
78.To trim level- a aranja marfa(vrac) uniform, la acelasi nivel.
79.Bilge water- apa colectata in santina.
80.Shore gang- echipa de la uscat( de muncitori).
81.Non return valve- clapeta de retinere- valvula cu unic sens.
82.Burlap- pinza de sac.
83.Manhole- gura de acces intr-un spatiu inchis.

11

84. Hose tested- testat cu jet de apa.

85.Country of registry- Tara de inregistrare( a navei).
86.Stability data-Date de stabilitate.
87.Grain Loading Manual- Manual de Incarcare a Granelor.
88.Feeder wells- puturi de alimentare.
89.Tarpaulin- pinza de vela (groasa)
90.Strap- benzi de legare/ asigurare,centura.
91.Bagging- sacarie (marfa incarcata in saci)
92.To enhance- a imbunatati.
93.Draught Survey- Calcul de Marfa prin Metoda Pescajelor
94.Consistent- consistent.
95.Overboard discharges- evacuari(lichide) peste bord.
96.Sludge tank- tanc de slam (reziduuri petroliere)
97.Sewage- ape uzate menajere.
98.Hydrostatic Tables- tabele hidrostatice.
99.To resume-a relua.
100.Layer- strat.
B. Cititi cu voce tare si traduceti textul.
C. Grammar:
The ing form. The Gerund. The Participle.
D. Puneti verbele din paranteza la forma corecta (infinitiv sau forma in ing)
1.The anchor began (drag) when the wind speed reached 7 Beauford.
2.I have been looking forward to (get employed) with this company since I graduated
from the Nautical Colege.
3.The Chief Officer avoided (tell) the Captain about the water ingress in cargo hold no 1
which was fully loaded with coals.
4.At first the Cadet enjoyed (work) with the deck hands on deck, but, after one month ,
he got tired of (chip) the cargo hatches.
5.I do not mind (clean) the alleyways ,but, please stop (call) me the mess boy.
6.The ratings deciced (go) ashore without asking permission from the Chief Mate who
was the head of their department.
7.Bosun brought the brooms (sweep) the tank top, but he found (carry) them on the
holds ladders difficult.
8.It was hard (trim) the cargo of grains in hold no 1;finally the Captain decided ( ask for)
shore gangs.
9.We are sorry (inform) you that, due to the late arrival of the vessel at the load port, the
Charterer decided ( cancel) the present contract.
10.After (correct) charts all day on the bridge, 2nd Officer did not feel like (go) ashore
with his fellow mates.

12

E.Traduceti in Lb. Engleza urmatoarele fraze:
1.Titeiul, minereul de fier si carbunii sunt toate materii prime care constituie principalul
tip de marfa pentru vrachiere.
2.Find o marfa grea, minereul de fier a fost incarcat in magazii alternative, in
conformitate cu cerinta Companiei.
3.Minereurile si carbunii sunt cele mai obisnuite marfuri transportate in vrachiere.
4.Magaziile de marfa trebuie sa fie curatate si spalate amanuntit inainte de incarcarea
grinelor in vrac.
5.Tancurile de balast din dublul fund nu pot fi debalastate si Capitanul Secund crede ca
o spartura in tubulatura de aspiratie este cauza.
6.Doua fisuri de un metru lungime fiecare au fost gasite ieri dupa terminarea descarcarii
,in tancul de balast inferior.
7.Toate tancurile laterale superioare au fost decarcate ieri, inainte de sosirea la portul de
descarcare.
8.Acest vrachier a esuat acum o luna complet incarcat si nu a putut fi adus in stare de
plutire, asa ca societatea de asigurare l-a declarat pierdere totala
9.Inspectorul Societatii de Clasificare a descoperit citeva defecte structural in magazia
de marfa nr. 1.
10.Structura de rezistenta a navei a fost afectata in mod considerabil de ultima incarcare
care nu a fost planificata corespunzator.
11.Judecind dupa felul cum arata, aceasta nava nu va rezista la un voiaj incarcata peste
Atlanticul de Nord iarna.
12.Peretele transversal etans dintre magaziile numarul 3 si 4 avea o fisura de
aproximativ un metru lungime in coltul din dreapta.
13.Capacitatea de incarcare a nave nu o face potrivita pentru incarcarea marfurilor cu
densitate mica.
14.Vrachierele mai vechi sunt supuse unui Program de Inspectii Amanuntite de catre
Societatea de Clasificare pentru a se stabili daca mai pot fi folosite pentru transporul de
minereu de fier.
15.In timpul inspectiei Controlului Statului Portuar Comandantul nu a fost in stare sa
prezinte Manualul Stabilitatii Navei Intacte.
F.Scrieti dupa dictare urmatoarele texte:
I. The sequence of loading depends on various factors and especially on the cargo to
be loaded. There are very few instances when a hold can be filled to itst maximum
capacity in a single run with the loader. Shearing forces, bending moments and trim
would probably exceed the safe limits. At least two runs of the loader at each hold
would be necessary, if not three. Anyhow, the more, the better for the vessel and
always keeping in mind that stern trim must be kept until completion of de ballasting
operation. Stresses at all stages of loading must be calculated before arrival at load
port and loading plan adjusted to maintain the vessel within acceptable stress limits
at all stages of loading.

13

II. Hatches inspection must be undertaken both prior loading and after closing them.
Before cargo is loaded, the packing on the undersides of the panels and the
compression bar which ensure a tight seal should be examined. Not only the packing
ensures the integrity, distortion or wastage of compression bar may cause serious
leakage. So there is no use to have one in good condition if the other one is not.
Throughout the course of the voyage and particularly after periods of heavy weather
all securing devices should be checked and tightened as necessarily. Sometimes as a
precautionary measure, when imperfections are suspected, the hatch covers may be
additionally sealed using special sealing bands like Ram Neck tape, which is the most
well known.
III. IMO Code of safe Practice for Solid Bulk Cargoes provides that it is compulsory
for shippers to supply for all persons involved in handling of bulk cargoes adequate
information about their physical and chemical properties, so that adequate
precautions may be taken. The IMO code contains the list of cargoes which may
liquefy and the list of cargoes which present chemical hazards. There are bulk
cargoes which, through chemical reactions are very likely to emit toxic or explosive
gases, others are liable to spontaneous combustion or to cause corrosion.

14

Stowage 1, Bulk Carriers

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ROMANIAN NAUTICAL COLLEGE

Address: os. Chitila Pdure nr. 2 bis, P. code -077135, Mogooaia

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

1.Raw materials- materii prime.

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

84. Hose tested- testat cu jet de apa.

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

E.Traduceti in Lb. Engleza urmatoarele fraze:

Copyright Colegiul Nautic Romn 2013

ROMANIAN NAUTICAL COLLEGE

Copyright Colegiul Nautic Romn 2013

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