GENERAL INFORMATION: FOR | > GRAIN ~~ ‘LOADING Contains information and comments on: U.S. Coast Guard: Regulations for Carriage of Grain.in.Bulk LM.O, Regulations (International Code for the Safe Carriage of « Grain in Bulk) Recommendations:of National. Cargo Bureau, inc. NATIONAL a CARGO == BUREAU &S INC. 30 Vesey Street New-York; N.Y. 10007 *National Carge Bureau, Inc, 1994, Rev’ 1998 aS hg : PG: ‘dition NATIONAL CARGO BUREAU, INC. GENERAL INFORMATION FOR GRAIN LOADING NATIONAL z SOneAu @ INC. 30 Vesey Street New York, N.Y. 10007 ©National Cargo Bureau, Inc., 1994, Rev. 1998This page left blank imentionally. I Command 2100 Second street Sw US Deparment G"Coast Guars Washington, O€ 20808-0001 of Transportation Saigo Prone United States The 1994 Edition of the "General Information for Grain Loading," prepared and distributed by National Cargo Bureau, Inc., provides guidance for shipowners, operators, agents, ship masters, and other seagoing personnel for compliance with the national and international regulations relative to the stowage and carriage of bulk grain. The 1994 Edition is totally revised and supersedes all previous editions. It includes information on the International Code for the Safe Carriage of Grain in Bulk which was implemented by the International Maritime Organization (IMO) on January 1, 1994. These regulations are the culmination of 24 years of research, experimentation, and development by members of the IMO Sub-Committee on Containers and Cargoes. This booklet is intended to facilitate the loading of bulk grain at U.S. ports by providing information on the pertinent regulations as well as general information on grain data, stability calculations, and stowage arrangements. Subject to the conditions set forth in the Navigation and Vessel Inspection Circular, "Requirements for Vessels Carrying Bulk Grain Cargo," which is included herewith, the U.S. Coast Guard endorses this publication. 3. we | fis? admifal, U.S. Coast Guard Commandant pheCONTENTS | Preface National Cargo Bureau - Headquarters and Regional Offices National Cargo Bureau - Location of Offices National Cargo Bureau - Services Performed by USCG Navigation & Vessel Inspection Circular No. 5 - 94 Information on International Grain Rules International Maritime Organization Principle of the I M O Grain Rules Limitations of the I M O Grain Rules History Application Definition of Grain Trimming Volumetric Heeling Moments Stowage factor Stability Requirements Angle of Flooding Permissible Heeling Moments Grain Loading Manual Document of Authorization Ships Without a Document of Authorization ‘Additional Grain Stowage requirements Ballasting Overstowing Saucers Bundling of Bulk Grain Strapping or Lashing Securing with Wire Mesh Temporary Longitudinal 3-4 5 7- -6 13 14-40 General Information on Grain Loading Acceptance of Vessels to Load Bulk Grain Preparing A Ship to Load Bulk Grain Precautions While Loading a Grain Cargo Carriage of Bulk Grain in Tankers Stability Terms and Symbols Forms for Stability Calculations Preparation of the Stability Calculations Permissible Heeling Moments Tables (Interpolation) Uti ing a Statical Stability Diagram Methods of securing (Illustrations) Calculation of Average Void Depths (Vd) Calculation for Regulation A9 Examples of Loading Conditions Standard Bushel Weights Average Test Weights of Principal Grains Grain Stowage factors Stowage factor Conversion Tables Metric Conversion Tables Useful Conversion Table Fresh Water Allowance Tables Distances in Nautical Miles 41 - 104 41 43 46 47 49 49 52 54 59-61 62 65 66 - 94 95 97 98 100 101 - 102 103 - 104VI This page left blank intentionally. PREFACE This booklet contains a compilation of information about the International Grain Rules, the regulations of the U. S. Coast Guard which apply to the carriage of bulk grain, recommendations, suggestions, and other information relating to loading bulk grain aboard vessels and is intended as a handy reference for ship masters, deck officers, surveyors and other members of the maritime industry. This bookiet has been prepared from information obtained from sources believed to be reliable and accurate. National Cargo Bureau does not guarantee its accuracy and completeness and does not assume any responsibility or liability for damage which may arise from the use of this booklet or its contents.NATIONAL CARGO BUREAU, INC. National Cargo Bureau was incorporated as a non-profit organization in May 1952 and began its actual operation on November 19, 1952. The Bureau was created to render assistance to the United States Coast Guard in discharging its responsibilities under the 1948 International Convention for Safety of Life at Sea* and for other purposes closely related thereto. By assignment and under the authority of the United States Coast Guard, the cer- tificates issued by National Cargo Bureau, Inc. may be accepted as prima facie evidence of compliance with the provisions of the Dangerous Cargo Act and the Rules and Regulations for Bulk Grain Cargo. National Cargo Bureau, Inc. is a continuation and amplification on a broader base of the inspection services formerly performed by The Board of Underwriters of New York and The Board of Marine Underwriters of San Francisco and now operates on a nation- wide basis. * Subsequently superseded, successively, by the 1960 and 1974 Safety of Life at Sea Conventions HEADQUARTERS 30 Vesey Street New York, NY 10007-2914 Tel: (212) 571-5000 Fax: (212) 571-5005 Tix: 235127 NCB REGIONAL OFFICES Atlantic Coast ~ 30 Vesey Street & Great Lakes New York, NY 10007-2914 Tel: (212) 571-5000 Fax: (212) 571-5005 Gulf Coast - 2424 Edenborn Avenue Metairie, LA 70001-6441 Tel: (504) 837-1647/8/9 Fax: (504) 837-1640 Pacific Coast - Suite 309 ’ 303 Hegenberger Road Oakland, CA 94621-1419 Tel: (510) 635-4298 Fax: (510) 635-4290 NATIONAL CARGO BUREAU, INC. ATLANTIC PORTS EAST GULF PORTS ‘WEST GULF PORTS DIRECTORY OF OFFICES Albany, NY (covered by New York) Baltimore, MD Boston, MA (covered by New York) Bridgeport, CT (covered by New York) Brunswick, GA (covered by Savannah) Charleston, SC Fernandina, FL (covered by Jacksonville) Georgetown, SC (covered by Charleston) Jacksonville, FL Kings Bay, GA (covered by Jacksonville) Miami, FL Morehead City, NC (covered by Wilmington, NC) New Haven, CT (covered by New York) New London, CT (covered by New York) New York, NY Norfolk, VA Philadelphia, PA Port Canaveral, FL (covered by Miami) Port Everglades, FL (covered by Tampa) Port Royal, SC (covered by Savannah) Portland, ME Portsmouth, NH (covered by Portland, ME) Providence, RI (covered by New York) Richmond, VA (covered by Norfolk) San Juan, PR. Savannah, GA Searsport, ME (covered by Portland, ME) Wilmington, DE (covered by Philadelphia) Wilmington, NC Baton Rouge, LA Boca Grande, FL (covered by Tampa) Burnside, LA (covered by Baton Rouge) Devant, LA (covered by New Orleans) Gulfport, MS (covered by Mobile) Mobile, Al New Orleans, LA Panama City, FL (covered by Mobile) Pascagoula, MS (covered by Mobile) Pensacola, FL (covered by Mobile) Port St. Joe, FL (covered by Mobile) Tampa, FL Beaumont, TX Brownsville, TX Corpus Christi, TXPACIFIC PORTS GREAT LAKES PORTS Freeport, TX Galveston, TX Houston, TX Lake Charles, LA (covered by Beaumont) Orange, TX (covered by Beaumont) Point Comfort, TX (covered by Corpus Christi) Port Arthur, TX (covered by Beaumont) Port Isabel, TX (covered by Brownsville) Port Neches, TX (covered by Beaumont) Aberdeen, WA (covered by Seattle) Anchorage, AK (covered by Seattle) Astoria, OR (covered by Portland, OR) Coos Bay, OR (covered by Portland, OR) Eureka, CA (covered by San Francisco) Grays Harbor, WA (covered by Seattle) Honolulu, HI Hilo, HI (covered by Honolulu) Kalama, WA (covered by Portland, OR) Longview, WA (covered by Portland, OR) Los Angeles, CA Maui, HI (covered by Honolulu) Newport, OR (covered by Portland, OR) Port Hueneme, CA (covered by Los Angleles) Portland, OR Sacramento, CA (covered by San Francisco) San Diego, CA (covered by Los Angeles) Seattle, WA Stockton, CA (covered by San Francisco) Tacoma, WA (covered by Seattle) Willapa Harbor, WA (covered by Seattle) ‘Wilmington, CA (covered by Los Angeles) Astabula, OH (covered by Cleveland) Buffalo, NY (covered by Cleveland) Burns Harbor, IN (covered by Chicago) Chicago, IL Cleveland, OH Detroit, MI (covered by Toledo) Duluth, MN Greenbay, WI (covered by Milwaukee) Holland, MI. (covered by Toledo) Milwaukee, WI Muskegon, MI (covered by Toledo) Saginaw, MI (covered by Toledo) Superior, WI (covered by Duluth) Toledo, OH St. Louis, MO SERVICES PERFORMED BY NATIONAL CARGO BUREAU, INC. National Cargo Bureau, Inc. authorized to conduct any type of inspection or sur- vey that is incidental to the loading or discharging of a ship and issues appropriate cer- tificates and/or survey reports for services such as described below: ii 1. 12. 13. 14, The loading, stowage and securing of general cargo on and under deck, including special surveys of heavy or large items; The approval on behalf of governmental administrations of vessel plans for the stowage of bulk grain cargoes under the existing international regulations; The stowage of bulk grain cargoes, including vessel suitability and arrangements; The stowage of explosives and packaged and bulk hazardous materials in accor- dance with the requirements of the Code of Federal Regulations, including preload- ing and shipboard temperatures and the loading and stowage of metal borings, shav- ings, turnings and cuttings; The stowage of ore concentrates and/or dry bulk cargoes in accordance with the IMO Code of Safe Practice for Bulk Cargoes; The loading of bulk tallow, grease and similar commodities in cargo tanks; Inspection of cargo compartments for cleanliness and condition prior to loading or when a ship is to load at another port or for charter purposes; Inspection of refrigerated cargo prior to loading, including taking and recording temperatures at the time of loading; and inspection of refrigerated spaces for clean- liness and temperatures; Discharging of various bulk cargoes, including cleanliness of receiving railroad cars, barges, handling equipment, etc.; Vessel readiness to discharge jute and jute products; Cargo and space measurement surveys: Hatch surveys, including condition of cargo prior to, during, and after discharge; Surveys of import and export unboxed automobiles; Determination of tonnage of cargo loaded on or discharged from ships or barges by immersion computation; Or-hire, off-hire and condition surveys of cargo compartments and handling gear; Condition of cargo and packaging at point of origin and/or prior to being loaded, including stowage; Witness tank soundings of ships and barges including the computation of the quan- tity of liquids in tanks; Cargo container inspections: (a) Inspection and certification of containers and road vehicles for transportation under Customs seal (b) Condition of the container for suitability to receive any particular cargo(c) Stowage of the cargo in the container (@) Inspection of containers for handling damages (©) Inspection of containers for leasing purposes (f) Inspection of the securing of containers on deck (g) Inspection of containers loaded with hazardous cargo for compliance with U. S. Coast Guard regulations and/or International Maritime Dangerous Goods Code; 19. Consultation service to ensure proper completion of the Dangerous Cargo Manifest; 20. Stowage of cargo in barges including LASH and SEABEE; 21. Witnessing of tests and certification of shipboard cargo gear (accredited by U. S. Cost Guard and U. S. Department of Labor); 22, General planning and consultation services concerning any of the above or other cargo-related problems; 23. Special cargo and/or safety inspection of specific requirements of governments, ship operators, insurance companies or shippers; 24. Providing training and conducting seminars on cargo stowage and safety-related matters, ‘The issuance of an NCB Loading Certificate indicates that the cargo observed has been stowed in compliance with the applicable U. S. Coast Guard regulations or recommenda- tions or in the absence thereof, in accordance with recommendations of National Cargo Bureau, Inc. NVIC 5-94, 13 July 1994 NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 5 - 94 Subject: REQUIREMENTS FOR VESSELS CARRYING BULK GRAIN CARGO 1. PURPOSE. This circular calls the attention of Coast Guard field units, shippers and carriers of bulk grain cargo to the International Maritime Organization’s (IMO) Code for the Safe Carriage of Grain in Bulk, referred to as the Grain Code, which entered into force on January 1, 1994, The Grain Code specifies stability, loading require- ments, and Documents of Authorization for each vessel that loads grain in bulk. 2, DIRECTIVES AFFECTED. This circular cancels and supersedes NVIC 2-78. 3. BACKGROUND. In response to the growing need for broader regulation of the car- riage of all cargoes which may pose a hazard to ships or personnel, the Maritime Safety Committee (MSC) decided to replace the original Chapter VI of the Safety of Life at Sea Convention, 1974 as amended, (SOLAS), which contained detailed regu- lations on the carriage of grain in bulk, with requirements of a more general nature and to place the detailed provisions on grain in a mandatory code. SOLAS Chapter VI pre- viously titled “Carriage of Grain” is now titled “Carriage of Cargoes”. At the 59th ses- sion in May 1991, MSC adopted amendments to SOLAS Chapter VI Part C Regulation 9 (cesoiution MSC.23[59}) to make the International Code for the Safe Carriage of Grain in Bulk mandatory. The Grain Code became effective January 1, 1994. The Grain Code is available to the public from the IMO as publication 240-E. Information on obtaining this publication can be found in enclosure (1). 4. DISCUSSION. a. The Grain Code applies to all vessels that load grain in bulk in U.S. waters, except those engaged solely on voyages on rivers, lakes, bays, and sounds, or on voyages between Great Lakes ports and specific St. Lawrence River ports as referred to in the Load Line Convention. The St. Lawrence River ports exempted include those ports as far east as a straight line drawn from Cap de Rosiers to West Point, Anticosti Island, and as far east as a line drawn along the 63rd meridian from Anticosti Island to the north shore of the St. Lawrence River. b. A Document of Authorization is required for each vessel to which the Grain Code applies except vessels on certain intracoastal voyages, provided they comply with the alternative conditions found in enclosure (2). The U.S. Coast Guard has dele- gated the authority to issue Documents of Authorization to the National Cargo Bureau, Incorporated (NCB). Information on contacting NCB can be found in enclosure (1). Requirements for obtaining a Document of Authorization are sum- marized in enclosure (3). The Document of Authorization format is shown in enclosure (4). ¢. Vessels to which the Grain Code applies are required by the Code of Federal Regulations to obtain a Certificate of Loading before each sailing. A Certificate of Loading, issued by the NCB, attests that the stability of the vessel complies with the information approved by its Document of Authorization, or otherwise is in com- pliance with enclosure (2) before each voyage from a U.S. port. The Certificate ofLoading is recognized by the Coast Guard as evidence of compliance with regula- tion 7.2 of the Grain Code. d. A vessel which carries a cargo of grain in bulk should not, at the same time, carry any solid bulk cargo which may liquefy unless such cargo is tested and the mois- ture content is equal to or less than the transportable moisture limit. Testing should be conducted in accordance with the procedures set forth in the Code of Safe Practice for Solid Bulk Cargoes, International Maritime Organization publication No. 260-E. 5. IMPLEMENTATION. Officers in Charge, Marine Inspection, are encouraged to bring this NVIC to the attention of appropriate individuals in the marine industry with- in their zone. (Signed) J.C. CARD Rear Admiral, U.S. Coast Guard Chief, Office of Marine Safety, Security and Environmental Encl.: (1) Sources for Obtaining Additional Information (2) Voyages and Conditions for those Vessels Exempted from the Requirements of Obtaining a Document of Authorization (3) Requirements for U.S. Vessels Obtaining Documents of Authorization (4) Document of Authorization Format Enclosure (1) to NVIC 5-94 SOURCES FOR OBTAINING ADDITIONAL INFORMATION The International Code for the Safe Carriage of Grain in Bulk (IMO Resolution MSC.23(59) ), publication No. 240-E can be obtained from: Publication Section International Maritime Organization 4 Albert Embankment London SE1 7SR United Kingdom Telephone: 44(0)71-735 7611 Fax: 44(0)71-587 3210 or New York Nautical Instrument and Service 140 West Broadway New York, NY 10013 Telephone: (212) 962-4522 Fax: (212) 406-8420 2. Documents of Authorization and additional Grain Code compliance guidance can be obtained from: National Cargo Bureau, Incorporated 30 Vesey Street New York, NY 10007-2914 Telephone: (212) 571-5000 Fax: (212) 571-500510 Enclosure (2) to NVIC 5-94 VOYAGES AND CONDITIONS FOR THOSE VESSELS EXEMPTED FROM THE REQUIREMENTS OF OBTAINING A DOCUMENT OF AUTHORIZATION 1. Vessels without a Document of Authorization may carry grain in bulk subject to the limitations imposed by Sections 8.3 or 9 provided their stability complies with the requirements regarding subdivision of cargo compartments, securing of hatches, trimming of cargo and metacentric height as detailed in Section 9 of the Grain Code. 2. Vessels on the following voyages: a. United States ports along the Northeast Coast from as far south as Cape Henry; b. Wilmington, NC and Miami, FL; United States ports in the Gulf of Mexico; |. Puget Sound ports and Canadian West Coast ports or Columbia River ports, or both; or San Francisco, Los Angeles, and San Diego, CA Great Lakes ports to United States ports along the Northeast coast as far south as Cape Henry do not need a Document of Authorization if they comply with the fol- lowing conditions: ao mo a. The master or person in charge is satisfied that the longitudinal strength of his ves- sel is not impaired, r The master or person in charge ascertains the weather to be encountered on the voy- age and determines it does not pose a risk. ° . Potential heeling moments are reduced to a minimum by carrying as few slack holds as possible. Each slack surface has been leveled. The transverse metacentric height (GM), in meters, of the vessel throughout the voyage, after correction for liquid free surface, has been shown by stability calcu- lations to be in excess of the required GM (GMg), in meters. (1) The GM is the sum of the increments of GM (GM,) multiplied by the corree- s tion factor, f. where: f = 1 ifr is > 0.268 or f = (0.268 +r) ifris < 0.268. T = (available freeboard) = (beam of the vessel) and (2) The GM, for each compartment which has a slack surface of grain, ie., is not trimmed full, is calculated by the formula given below: GM, = (B3 x L x 0.0661) = (Disp. x SF) where: B= breadth of slack grain surface (m) L Length of compartment (m) Disp.= Displacement of vessel (tonnes) SF = Stowage factor of grain in compartment (cubic metres/tonne) Enclosure (3) to NVIC 5-94 REQUIREMENTS FOR U.S. VESSELS OBTAINING DOCUMENTS OF AUTHORIZATION 1. General Requirements. The grain stability information required by the Grain Code that must be included in the Document of Authorization is in addition to that provided to the master in accordance with 46 CFR 170.110 and 42.15-1. ia Stability Information. Stability information in the format of a grain loading booklet or a grain loading appendix to a Trim and Stability booklet shall be submitted to the NCB for approval. a. The submittal should contain: (1) 5 copies of the grain loading stability information which is to be approved by the Document of Authorization. (2) | copy of the calculations supporting the above mentioned grain loading stabili- ty information. The data above must be in complete agreement with that found in the Trim and Stability booklet. b. The NCB is authorized to perform any additional stability review prerequisite to approval if, in addition to the grain loading stability information, the documentation contains stability data pertinent to other bulk cargoes or to cargoes which will be car- ried simultaneously with bulk grain such as deck cargo or containers on deck. ° . After review, NCB will forward one copy of the approved grain loading information to Commanding Officer, U.S. Coast Guard, Marine Safety Center, 400 Seventh Street S.W., Washington D.C. 20590-0001. NCB will inform the Marine Safety Center of any additional stability related review conducted and recommend an appropriate statement which may be included in the U.S. Coast Guard stability letter. S NCB will issue the Document of Authorization to the submitter. The Document of Authorization will have the format shown in enclosure (4). » . Coast Guard Marine Safety Center Oversight. Upon receipt of the approved grain load- ing conditions, the Coast Guard Marine Safety Center will perform oversight to the degree necessary and forward the new stability letter to the submitter with copies to the cognizant Officer in Charge, Marine Inspection and to the NCB. A stability letter is not required if the information can be placed on the Certificate of Inspection or the Load Line Certificate. 4. Tank Vessels. Under the authority of Section 5 of the Code, a tank vessel designed solely for the carriage of liquids and which is issued a Document of Authorization, may be exempted from trimming when the vessel: a. has two or more longitudinal, oil-tight bulkheads arranged so as to substantially reduce the horizontal volumetric heeling moment, and b. has an adequate number of expansion trunks and access (butterworth) openings to meet the intent of Regulation 10.3.1 of the Code. Whenever bulk grain is carried, the vessel shall not carry any liquid cargo. ww . Unmanned Barges. Unmanned barges, except for deck cargo barges, may be issued a Document of Authorization without obtaining an approved grain loading stability booklet, when calculations and supporting plans demonstrate that the barge, when |12 loaded to its maximum load line assignment with all compartments in which it is anticipated to carry bulk grain trimmed full, meets the requirements of section 7 of the Grain Code. If for any reason upon completion of loading a compartment is partially filled with bulk grain, the grain must be secured as described in Sections 16, 17, or 18 of the Code or else discharged from the vessel. Single Voyage Document of Authorization. A vessel without a Document of Authorization and not exempted by enclosure (4), may engage in a single voyage car- rying grain in bulk by: a. Submitting stability calculations together with supporting plans to the NCB, for the proposed, specific loading condition. If the calculations indicate compliance with the provisions of Section 7 of the Code, a single voyage approval will be issued by the NCB prior to loading. b. Upon satisfactory completion of the loading in accordance with the approved plan, a certificate of loading will be issued. Enclosure (4) to NVIC 5-94 DOCUMENT OF AUTHORIZATION FORMAT Date of issue DOCUMENT OF AUTHORIZATION TO LOAD BULK GRAIN Based upon a review of pertinent plans and calculations, it has been determined that the SS (or MV) meets the requirements of the International Code for the Safe Carriage of Grain in Bulk. Accordingly, under the author- ity granted by the U.S. Coast Guard, the SS (or MV) may load grain provided the ship complies with the stability information contained in the following booklet: Identification of booklet containing the grain loading stability information bearing an approval stamp by the National Cargo Bureau, Inc. datedGENERAL INFORMATION ON THE INTERNATIONAL GRAIN RULES The information in this booklet is intended for use by ship masters and ship opera- tors when engaged in the ocean transport of grain in bulk. Itis their responsibility to com- ply with the mandatory regulations for such carriage as set forth in the International Code for the Safe Carriage of Grain in Bulk (hereinafter referred to as “the Code”), if these reg- their national flag, and/or by the Administration at the port of loading. It is not intended for use by naval architects or ship designers. ‘The descriptive material and the amplifying information on the regulations, as con- tained in this booklet, are not intended as official interpretations but rather as explanations as to how these regulations are understood by the surveyors of the National Cargo Bureau, Inc., which is the agency, designated by the U. S. Coast Guard, to enforce the provisions of the Code on ships loading bulk grain at United States ports. In all cases where the intent or meaning of any I M O Grain Rule discussed in this booklet is subject to ques- tion, resolution must depend solely on the content of I M O publication No. 240E. This publication can be purchased at most nautical bookstores or, directly, from: International Maritime Organization Publications Section 4 Albert Embankment London SE1 7SR United Kingdom Telephone: +44(0)71-735-7611 Fax: +44(0)71-587-3210 Telex: 23588 FOREWORD International Maritime Organization The International Maritime Origination (I M ©) is a specialized agency of the United Nations which deals with maritime affairs, principally, those involved with the improvement of safety at sea and protection of the environment. It was established in 1948, and is supported by 133 member nations. Acting in concert, these member Administrations develop recommendations and regulations. In the case of regulations, they mutually agree to incorporate them into their national laws and thereby give effect to such regulations on a worldwide basis. The organization is headquartered in London, England. Principle of the I M O Grain Rules The I M O Grain Rules are based on the recognition that in a compartment nomi- nally filled with grain there exists a void space between the surface of the grain and the overhead of the loaded compartment and that, due to the motions of the ship in a seaway, there is a possibility that grain will shift, unsymmetrically, into this void and thereby cause a possibly dangerous loss of stability. The Rules minimize this possibility by requiring that the grain be trimmed to a level surface so that a large angle of motion is needed before the grain will move or, alternatively, by physically restraining the surface of the grain against movement. Additionally, the Rules require demonstration by calcu- lation that at all times during a voyage the ship will have sufficient intact stability to pro- vide adequate residual dynamic stability after taking into account the adverse effect of a grain shift if one should occur. Since the magnitude of a grain shift depends upon vari- ous dynamic factors, it cannot be precisely anticipated. Therefore, the I M O Grain Rules “assume” an angle of grain shift and then specify a minimum level of acceptable stabili- ty for the carriage of grain in terms of the resultant angle of heel due to the assumed grain shift, required residual righting energy after such shift, and initial metacentric height. It should be noted that the pattern of grain movement prescribed in the I M O Grain Rules is not intended to portray the actual movement of the grain surfaces as the ship moves in a seaway. Nevertheless, it is considered that the calculated heeling moment based on this prescribed pattern of grain movement adequately represents the actual effects which may be encountered. Limitations of the I M O Grain Rules The scope of the Code is limited to matters which relate to the intact stability of the ship. It does not relate to the following matters: damage stability, hull strength, fire safe- ty, pollution prevention, fumigation, matters pertaining to the individual safety of persons on board the ship, or matters pertaining to the satisfactory out-turn of the cargo. These concerns are not unique to the carriage of grain and must be considered by the owners and the master in the context of the regulations, instructions, or responsil ties which are otherwise applicable. HISTORY Grain has been carried aboard ships for thousands of years. As one of the major items in the maritime market, it attracted attention because of its importance and the spe- cial problems it presented. The tendency of grain, when carried in its bulk natural state, 1S‘to shift within the cargo space of a ship moving in a scaway represents a potential hazard to vessel aad crew. Consequently, the problems raised by such carriage are aften the sub- ject of national requitements and international agreements. Atthe interiational Conference on Safety of Life at Sea, 1948, international regu- lations apphcable to (he carriage of grain in bulk were developed and incorporated in Chapler Vi, entitled “Carriage of Grain and Dangcrous Goods", of the International Conventiun tor the Satery of Life at Sea, }948. These regulations proved effective as far as safcly was comemed. However, in tbe light of this safety record, and in view of the increasingly high costs of the required temporary fittings and/or bapged grain, a review of the regulations adopt- ed in 1944 was undertaken, Revisiuns ta che regulations were made at the International Conference on Safety of Life at Sea, 196 and iacorperaied in the International Canvention for the Safety of Life at Sea, 1960, Under these provisions. ships which met specified stability requirements were allowed to subslitute Targe feeders for shifting bourds foctnerly required in and ‘bencath the feeders and the limitation un the carriage of heavy grain in upper (ween-decks was eliminated, A new concept called “common Inad- as introduced which allowed nw or more compartments separated hy decks to be treated ax a single compartment The 1960 Conference alse recugnized the need for international agreement on all aspects of the safe curriage by sea of bulk grain and recommended that Governments sub mt to the International Maritime Grgamzation details of their practices with a view to reaching an international agrecmenl an requirements for the strength of grain fittings, Although the 1960 Convention did not enter into force until 1965, mest of tt Contracling Guvernments 10 the 1948 Convention, wishing to take advantage ef the eco nomic aid to shipping, in 1461 put the revised chapter V1 into effect ax un equivalem. In aperind of about d ycurs following the intraduction of the new rules, six ships loaded with grain were lost and there were several cases where a severe list from shifting grain had caused a ship to relunt io pon for comrection of its list. Early an 1943, the work of a technical budy withia IMO studying intact ability of ships. re cxamincu the data am which the gram cules of Chapter VI were based, particu larly those relating to grain settlement front feeders ante the hokds and che abilicy to fill ald the spaces berwuen the beams and the wings and ends in the bold by wimming. IMC, ree ognizing the need to obtain empireal data. initiated a survey to whic masters ef ships cof many nationalities loading bulk grain in all parts of the world contributed. Further stud- ies and ss were carried out by the Sub-Committee on Subdivision and Stability and the Sub-Commitec on Bulk Cargues which confirmed that certain principles on which the regulations were based were invalid and as such rendered the basic requirements unit: lainable Thus, after review of all the regolatins of chapter VI. ia the light of the aforemen toned studics. new grain regulations were prepared. These regulations adopted by the Assembly of [MO in October 1969 (resolution A.184¢¥1) and commonly knowa as the “1960 Equivalent Girain Reg ations” have been widely accepled and used, in particular by Administrations of countses invalved in the international carnage of grain, Axa com- panion measure, the Assembly adopted resolution AWS4(VI) which recommends thal Governments similarly apply the 1969 Equivalent Grain Regulations is ships of Jess thar 800 gross tonnage 16 When adopting the Equivalent Gran Regulations, the Assembly requested the Maritime Safety Committee to study hue compiled as a result of their application and determine their suitability as an amendment wo chapter VL of the 1960 Convention, Accordingly. this evaluation and review was carried out by the Sub Commitee on Containers ane Cargoes (formerly the Sub Communes on Bulk Cargoes) over 4 period of Byers, ft was found that the use of the [969 Eyuivalem Grain Regulations resulted in enhanced safety si the transport of grain in bulk and proved te be more practical, and in mont cases. less expensive than ihe application of the requirements af chapter ¥I of the (360 Convention, The 1964 Equivalent Grain Regulations were only slightly amended in the light of operational experience, and the amended ally wlupied hy the [MO Assembly an November 1973 (resolution A264, V TIC as an amendment 10 the [6 Convention. When adopting the IMO Grain Rule. the IMO Assembly cewuked resolution A.184(¥ 1) which included the 1969 Equivalent Grain Repulaiions provisions of the new 'MO Grain Rules annexed to resolution 4264, ¥ 111) 4s a total replacement far er ¥1 of the 1960 Convention 6 was revogeized that approvals issued under the provisions of the old 1969 Equivalent Grain Regulations (A. 1H40¥1) } would be considered as gemeratly complying, with the now IMO Grain Rules 11 watts init The Sub-Committee on Containers andl Cargues revommended in 1980 that valid approvals under resalutions A.MHCVIy and A.264VITI) be deemed to be in compliance with, Or equivalent In, Ihe requirements of chapter VI of the 1974 Convention, provided that ny alveration affecting the approval ot grain loading indowmatinn hud taken place after such approval was given, ‘The Sub-Caruaittes fnher agreed to this end thal the approval ef ships under the requirements of regulation 12 of chapter VI of the 196) Convention shoalil remain val, provided that all the requicements of that regularium were ener and further that no alteration affecting the approval uf the grain loading information had sub- sequently been made, Finally, it was alsa agreed to recommend thal no further documents wouk! be required where valid approvals existed for the ships described above. These recommendations were approved by the Muriime Safety Conimittee au its fomty-cecund session in May 1980. The amended test was ter form the basis of new inter- national requirements for che carriage of grain in bulk and ce be known as the “IMO Grain Rules”. Apan from a few minor editorial changes, the text of these Rules and the texiof chapler ¥] uf the Intematianal Convention for the Safety of Lite at Sea, 974, which entered into force on 25 May L9HO, are identical. Also, during this interim period, vertain Admunistrations mati some changes in the grain rules as applied t their own ships, One af these was to give a dispensation fram trimming the ends of filled holds on specially sintable ships. Another was che experi- mental use of wire reinforcing mesh as a means for securing a stack grain surface. In Novermber 1941 the Maritime Safety Comnuittes, at its forty-tilth session, adopted, a number of amendments ta the 1974 Convesition, including some related to chapler V1. In 1992, at its fifty-ninth session, the Maritime Safety Committee decided to resiruc- ture chapter VI of the Lmernational Convention for the Safety of Life al Sea, 1974 (SOLAS 1974), to apply to a broader spectrum of eargo-related maters and ie wanster the mandatory cegulalions pertaining 1c the carriage of grain in bulk w a new document cnti- tled “The International Code for the Safe Carriage of Grain in Bulk. These changes went inte effect on January |. 19H. 1718 INFORMATION ON REQUIREMENTS Application Insecordance with requirement 1, regulation 9, Pari C, chapter VLof SOLAS 1974, a amended, und regulauion A 1.1 of the Cade, the Code applics 12, and is mandavory for all ships regardless of size, including. those of less than 500 gross tons, which eary bulk grain on an international vayage. However, it should by muted that iwo of the require ments i the Code apply only to ships built after January |, [984. One is u vequirernent pertaining 1 the provision of a table of peomissible hueling momemts, This is discussed iia paragraph marked with an asterisk, on page 27, The other requirement pertains 1 the immersion af the deck edpe and is ststed in the sccond paragraph an page 26. Ay provided for im regulation A of ibe Code, Documents uf Authorization which were previnusly approved under Regulation 12, chapter ¥I of SOLAS 1960, of 1 MO Resolutions A 184(¥1} of A.204C VII, wilk continue i he secognized. Existing ships holding such Documents are nut required to obtain anew Documents of Authorization indi- cating compliance with the Code, More iafirmation on Documents of Autbatigaben is given on page 28, In the case of vessels registered in the Linited States. the Code applies to all ships and barges carrying grain in bulk, whether or not engaged on ao international voyage except that voyages on inland waters, the Great Lakes, and specified cnasial waters arc exempied. Definitlon of Grain 2.1 The term eruint covers “heat, maize (com), aats rye, barley, ties, pulses, sccds und processed forms thereof, whose behavive it similar to thal of grain in its natural state. The term “pulses” includes edible seeds for such teguminuys crops as peas, beans orlentils, Maize includes vanetics such as sarghum (milo). Nuts such as pearuls im the decorticated form sre included, However, undecorticated (unshelled) forms are not. These requirements apply te saw-alelinted cononseed and acid-delinied cettonseed but not to Timed cotumseed. “The requirements de ni apply to processed grains such as {our oF soybean meal. but processing is not the deermining criesia. For example the require ments do apply to rapesced peflets. In general, when there is ¥ questing as to whether of not the requirements apply ic an agricultural comumadity, the angle of repose, ie. he nat ural angie vith horizonial which a freely poused pile will attain) should be carcfully eea- sured. If 11 is 30 degrees or less, the requirements of the Code should be deemed to apply. Trimming When grain in ree poured anto a compartment il arranges itself inte a pile of coni- cal shape. The angle of the surface of the grain with horizontal varies with the specific variety of the grain bul may be 4s much as 30 degrees. This is termed the angle of repose If the pile is static, the surfsce would remain undisturbed. However. if the grain is in a ship and is subjected 10 the motions of a ship at sca, the grain surface cuuid move in sesponse tu this motion moving the center of gravity of the grain mass. ‘This is a grain shift. This off-center weight condition is a GRAIN HERIING MOMENT which causes the ship to heel. But if the surface of the grain is levelled (0 a zero degree angle with horizontal, then the ship would have Ww roll in excess of the angle of repose, for example 30 degrees. before the grain would shift, Consequently, to minimize the possibility that bulk grain will shift at sea, the | M © Grain Rules require chat the grain be trimmed, i.c.. levelled after it has been loaded. The magaitude of a yeain shift depends upon the amount of open space above the grain inte which ileum move, Thus when a compartment ix tilled la the maximum catent possible, the adverse effect of the grain shift. i... the grain heeling moment, will be less than if the compartment is partly filled. The Grain Rules recognize this by assuming a 15 degree shift of grain when the compartment 1s filed as opposed co a 25 degree shift when a compartment is partly Aled. In both cakes the grain is (ramened, but there is a much Ercater volume of open space above Ube grain surface when the compartment is parily filled. 2.2 The term jilted compurtment, irimmed, refers to any cargo space in which, after Inauling and trimming as required under A 10.2, the bulk grain is at its highest possible level. This is underslood to mean that, inthe hachway, the grain is Tiled te the level with- in the coaming which will be at the underside ef the hatchouvers ur the underside of the hateh beams which either frame ur sappert the hatchcuvers. The grain oust be trimmed level at this height Beneath the deck, oulboard and fore apd aff of the hatch operung, the grain must be trimmed Level so the maximum extent possible. Because of the capability af the machines used for trimming Us 2% generally w a level slightly above the battom of the hatch side gurdees and hatch end beans Figure ] ilbostrates a wansverse section through 4 filled compartment, immed, Figure 2 shows a companment which appears to be trimmed, filled hur which is not because ihe spaces outside the peaphery of the hatchway were merely free-poured. Figura 1 ACCEPTABLE Figure 2 UNACCEPTABLE 2.3 The term filed compartment, untrimmed, refers to a cargo space Which is filed 10 the maximum extent possible in way of the hatch opening but which has not been trimmed ouside the periphery of the hatch opening cither by the provisions of A 10.3.1 for all ships or A 10.3.2 for spovially suitable compartmentsAs illustrated in Figure 3, below, grain dees nea have to be trimmed if its surface is permanenily restrained by graimight steucture which slopes at an angie of 30 degrees or ‘more. Gn most bulk carriers this is achieved by having the structural design iachude upper wing tanks extending the length of the holds, port and starboard. In uecusdance with reg- ulation A 27 compartments se filed are termed specially sudeble. And, while ina filled Compartment. the grain is restrained against shift in the areas to tne port and suirbeard oF the hateh epening, itis net similarly restrained by the horizontal surface on the underside of the duck forward and aft of the hatch opening, By regulaion A 10 3,2, tdenming is net required in these areas but only in specially suntable comparunents and only when the compartment is otherwise filled, .e., the bull: grain 1s filled 10 the maximum extent pos- sible in way of the hatch opening. Figure 3 ACCEPTABLE Figure 4 shows a longitudinal section, on the centerline, uhrough 2 filled compartment with untrimmed ends. Figure 4 Additionally, the Grain Rules provide that the filled compartment, unirinuned sta. tus can be applied to compartments which are not specially suitable but, instcad, are pro- vided with feeder ducts, perforated decks or uther similar means which reduce ihe open volume of space above the free-flowed grain surface so that it is equivalent to that which would obtain if there were no feeding arrangements and the space was trimmed in the nor- mal manner, Acceptance of this altemative mst be included in the eppcoved grain load- ing information referenced in the ship's Document of Authorization, Figure 5 illustrates a Lansverse section through @ ship with a filled lower hold which does not have to be rimmed because of the use of deck perforations in the tween deck. | Figure 5 With this type of arrangement, the surveyor will always want to ascertain, before loading commences, that covers, if any, have becn removed from all deck operings or thar all feeding duets are fully open to pass grain. 24 The term purtly filled compartment refers to any vargo space where in the bulk grain is not loaded in the manner preseribed in A2Z2orA 23, Whenever a compartment ix not filled then, 38 requited by A 10.6, (he enlire grain surface must be trimmed Level to minimize the possibility of @ grain shift. Ic is tobe espe- vialky noted thal there is no such status a5 afmoss filled, Either a compartment is filled in accordance wilh the preseriplign in requiccments A 2.2 or A 2.3, or it must be regarded as partly filled, In the former case, the Grain Rules assunte a potential grain shift of 15 dugrees, In the latter case, the roles assure the more severe effect of a 25 degree shift. Figures 6 and 7 show examples of partly filled compartments UILAGE GREATER THAN G xi Figure 6 In addition w filled and partly filled, there is another stowage arrangement which should be mentioned. On multi-deck ships, such as break bulk or general cargo ships, 21regulation A 10.6 permity LOADING [LN COMBINATION, (also known as common loading). In this type of loading the hatch covers im the intermediale decks. i... the tween decks. are left in the fully open position. Thus the grain in way of the vertically aligned hatch openings is @ homugeneous column and vuid spaces exist only beneath the perish eral decks at euch level and, of course, beneath the uppermost, closed hatch cover. The grain in the peripheral areas must be filled anil crimmed level. This procedure coniplete Ty eliminates the void space heneath the hutch covers at every level except the uppermost and, therefuve, results in a smaaller grain heeling moment than would apply Jf the filled grain hecling moments at cach level were sumed There are a few caveats concerning the use of this option, The data to calculate the grain hecling moments which apply for this condition rust be included in the approved grain Ioading booklet, The hatch cavers in the (ween decks must be in the fully open pesi- tivn, Ane, if they are the retractable cype they must not. when in the open position, pre vent the grain in the peripheral areas from attaining the filled, rimmed condition. Figure 8 shows a Lrans¥erse section through a cargo hold which is loaded in combination. Figure 8 Yolumetric Heeling Moments Before departure from pon, the grain in a ship tas beén Toaded symmetrically and trimmed level. So the center of gravity of the grain mass is on the centecline and the ship is upright. This UPRIGHT CONDITION is specifically required by regulation 4.7.3 Since the weather, sea, and even operating condition of the ship cumnot be anticipated for the duration of a voyage. it is possible that, in spite of the precautions which have been taken, the grain will shift, LY ehis occurs the center of gravity of the grain mays will move off dhe centerline of the ship and the distance it moves multiplied by che weight of the grain constiutes a force, known as the GRAIN HEELING MOMENT, which will list the ship. The magnitude of this moment depends upon three factars: the angle of shift (15 or 25 degrees as assumed by the regulations), the internal geometry of the ship (i.c., the shage ef the space ito which the grain shifts), and the weight of uhe grain. 22 Because ef the vedious and lengthy arithmetic involved, it is not practical for the ship's officers to calculate the grain heeling anamnents for a specific loading condition, However, since the angle of gtain shifi and the internal geometry of the ship always remains the same, the naval architect. in accordance wath directions set forth in Part B of the Code, can pre-culcwate the volumetic heeling mements for the various cargo cona- pactments and the different ullages of grain in the compartments. Of course, a volume times a distance cannot exer u force. Bula volume of space divider by the stowage face tor of the commodity which fills the volume, equals a weight. So the regulations utilize the mathemarical stratagem of tabulating volumetric hecling moments which, when divid- ed by the stowage factor (as defined ia rule A 2.63 of whatever variety of grain is loaded, gives the grain heeling morsent, Thus, Grain Heeling Moment = Volumeuic Heeling Moment ‘Stowage Factor {per A 2.6) A Yolumeti¢ Hecling Moment, since it tepreseots an uareal concept of a volume times a distance, has an unusual dimensional unit, namely m#, as derived below: Volume x Distance = Moment mi ™ mt It becomes a physical moment when divided by he A 2.6 stowage factor: Volumenic Hecling Moment mt = Heeling Moment Tonne meires Stowage Factor mtonne Stowage Factor Because of the way stowage factor is utilized in grain stability calculations, il has a different definition than is usvally applied in commercial, maritime practios. In sccoc- dance with regulation A 2.6, stowage factor means the vulume per unil weight {ft} long Ion ur m" ftonoc) as atiesled by the loading facility, While uns value aliows for the imter- Mices between the grain particles, it does not include “broken stowage”, ix., the space left vacant when the compartment is nominally filled. This approach is necessary because the weight of the mass of grain which moves transversely in a grain sbift, is the actual weight and not a weight reduced by the raid spaces which constnure ube broken stowage in the compartment as a whole. Since loading facilities in the Wmiced Siates usually furnish test weights per bushel. see page 96 in this booklet ax to how this data can be translated into the stow factors specified by the Code Tlis to be noted that when calculating the weight of grain which cant he stowed in a compartment (.e., for use in calculating the displacement of the ship), the conventional stowage factor, which allows for broken stowage, should be used. Generally, this 1s based of knowledge of previous loadings and/or on the experience in the port. Inthe case of filled, unsrininted compartments ihe data in the Grain Loading manu- al, listing the reduced volume for this condition, generally underslaies the volume. This ts because Part 8 of the Code directs the naval architect to base his calculation on an angle of repose for the grain of 30 degrees whereas it may actually be as low as 23 degrees. ‘Thus, if these values are used more grain may be loaded in the “filled, untrimmed™ com- partment than the calculations anticipated. This can result in a deeper draft and/or a greater uilage in another compartment which was planned to be partly filled, Uniess there 23is priar experience to rely on, it is wine lo use the Full capacities for felfect, wntriumecd compurtnienty in initial caleulations so any diffeeences will be on the safe side and remediable, Slability Requirements, (once the craig hevling sement has been determined, the response of the ship tr this c.. the pennunent angle of hee! and, alsa. the amount of reserve stability which remuins. depends upon the hydrostwlig propecies of the ship at the actual displacement and vertival center of gravity. ‘The Code prescribes the Eollowing requirements in these regards: momunl, TLL The intact stabiliny characteristics of uny ship, canying bulk grain shall be shown to meet, throughout the voyage, at lout the following criteria after taking into accom in the manner described in Part B of this Cade and, ia figure AF. the heeling moments duc ta erain shift: vb the angle of heel due to the shift of geain shall nol be greater shan 12? orm the case of ships constructed on or ater | January 199 the angle at which the deck edge 1 mmmersed. whichewer is the Jesse: 2 inthe statical stability diagram, the net or residual arca between the hoeling urn curve and the righting arm curve up ta the angle af heel sf muximmum difference berween the ordinates of the wo curves, or 40° or the angle of Meoding (H,), whichever is the lease, stall in all conditions of loading be not less than 0.075 metre- radians: ancl 3 the initial metacentric berght. after corsectian tor the froe surface effects of Liquids in tanks, shall be not less than 0.30 m- See diagram next page b righting ann o 40 on Angle of Flooding 3 whichewar it Angle of Meximum loost Difference: between 1 Curves I ei 1 heeling arm curve dug fo [ronsverse grain shift a“ which may be opproximastaly B represented by the sraight line AB hago ° 4 573° angle of heel C1) Whee: Ae = assumed vol, healing moment dun te tronsy, Aero x displocamant Nao 2 08x A, Displocement = weight of ship, fvel, fresh water, shores atc. and cargo. 12] The righting arm curve shall be derived from eross-curves which are suificiant in sumbar ie accurately define the corve foe the purpsn of hove equrerert tnd shal inchada croua-curves at 12" end 40°. one eas Figure A7is 7.2 Before Joading bulk grain the master shall, if so required by the Contracting Government of the eouniry of tet por of loading, demon- strate Une ubiliny af che sbip at all stapes of any voyage to conply with Abe ntability criteria mquiced by this section, 7.3 After loading, the master shall ensure that the ship is upright before procecalitig 10 sea. The tind step m detemiining compliance with these requirements is le calculate the final displacement and vertical center of gravity cectécted for the free surftwe of the Tiy uids un board (KG), ‘This is che same calculation which is made for any cargo ship From the Ki. the metaventrig height (GM) can be valouliied and, as required by A 7.1.3, TPs be nat bess than 3 nicires,, Thy valmnetic heeding mement da fale. in the approved, grat Ieading infor nraton. is used te culeulate the grain beeling monwnt lor each compartment wherein zrin ay sewed, The stm of thes menients is the total gruin heeling moment hich the Cotte assumes the ship may be subjected u gfam shifts. This moment wil) cause the shap: to hech and A 7.1.1 requires Uhat Lhis heel should not be gecater than 12 degrees. Qn yome ships wath low freebourth, 12 degree cel could immerse che deck edge which isu very undesirable condiion, Therefore, the elder version of thy Grain Rules recommended [bat amangle of heel which immersed the deck vale sould stot Be exc: than 12 degrves Que of the few changes which were institured wath the inception al! the Code. namely. regulation A 4.4.2, was tn make this a requirement for ships built after January L. 84, ded ever iP at was bess The hase means for calculming (he angle of hee! which will resale fren a applied beeling mament is tt construct g stubilily curve foe the actual displacement and KG¥ trem the information furnished in the ship's approved Cross Curves of Stability anel to sper impose on it a second curve derived from the grain hecling mement ax showin on Figur: AT. A method far deing this is explained in page 54 in dns booklet Regardless ut amftal CM. a ship which is beeled wan angle of 12 degrees oul be ia very perilous condition. “To guard agains! this, regulation & 7.1.2 reap Heeb an angle: of 12 degrees, have a nescree of stabiicy. This isa dynamic rather thi: nd its indacauled in the Code as a minigun ot (ARS mete cndsans residhua area within specified boundarics am the aforementioned stability curse on figure AT, A method for measuring this area ix givea on pages Sound 87 in Uhis Pook let, jee han a ships nine shen In some cases, but not all, one of the boundarics of the rénidual arca may’ be thy Angle of Flonding (8,1 which is defined in regulation & 2.5.09 the angle of heel al which openings im the hull, superstructures or dee hhinuse: not be clased weathuerhght. immerse. Small openings. Urvagh which progressive Movlling cannon take place need neat be considered as open. Vrogressive foodmg means that adjoining: wanertight compan ments fill consecutively ax the tam of the ship changes due ta the prad 7 weight of the flood water, Gauseneck ‘only ur kink overfew pipes are examples of sanll upenings which ure excnpled in this defiaition, Figure 4 illusiraces the Iovahon of an ar make for the min engines, which would establish the angke of Moagling. Note chav the gooseneck vents wt the deck edge des nol establish the: a Iso. it ix important An ete that the angle changes as the drut of the ship vhanges, As the draft increases, the auygle of flonding (8 1sleereaaes. which Jy ineteaei DRAFT = 17° a= a DRAFT = 29° 8 = 22° Figure 9 The construction of a stabity curve from the Cross Curves of Stability and the mea- surements taken therefrom have beet eliminated and the calculations necessary to deter- Taine compliance with regulation A 7.1 of the Codc have been greatly simplified by the use of Tables or Curves of Maximum Fermissible Heeling Moments. See regulation A 6.3.2 in the Code. Tn lien of calculating the actual GM, angle of heel, and residual arca which will obtain for a given displacement, KGv, and total grain heeling moment and then testing these values againsl the requirements of the Code, the navat architect pre-cakcu- lates the maximum heeling memem which will meet all dures of these conditions fore+ery sombination of displacement and KGw within the range of the ship's operating conditions and lists them in curves or a table which is part of the data in the ship's approved Grain Loading Information. Thus all the ship's master has tu do is caleulate the displacement, KGy, and total grain hecling moment and check in the Permissible Heeling Moment Tabic Cor curves} to determine if his calculated grain heeling moment is equal to or less chan the permissible heeling moment listed in the table. Page 53 in this buoklet gives an example of how this table is used and a method for interpolating as is usually necessary when using the table, * Tables or curves of maximum permissible heeling moments ate nol required for ships built before January 1, 1994. However, most ships have them because of the and erron. saved by their use, They are tequired on ships built after that date, This is another one of the few changes in the Gram Rules which were insiituled with the incep- tion of the Code. Notice that the Code requices, in regulation A 7.1, that these stability regulations must be Met Uitoyghoul ibe voyage. Thus it is out sufficient to check Far compliance at the point where the ship completes loading, including bunkenng, and departs upon its voyage. A check must be made for the departure condition and for the arrival condition, ie. after the change in displacement and KG duc to voyage consumption of fuel and consumables. If the voyage is interrupted by calls at intermediate ports to load or discharge cargo (whether it is grain or not) or io bunker, the departure and arrival condi- tions must be calculmed for cach leg of the voyage. Additionally, if the condition upon arrival at the grain discharge port includes ballast which was not an board at the time of a