Deck Cargo Handling and Stowage

Q.1. what are deck cargoes? What is the importance attached to deck cargoes?

 The phrase ‘deck cargo’ refers to items or commodities stowed on the weather deck or hatch covers of a ship
and therefore they are exposed to sun, wind, snow, ice and sea. Below decks and unaffected by the elements of
weather provides a level of assumed security completely opposite to the weather risks associated with deck
cargoes.
 As these cargoes are exposed to weather, their packaging should be fully resistant to weather and the contents
should not be damaged by this exposure.
 Deck cargo because of the very location and means by which they are secured, will be subjected to velocity and
acceleration stresses greater in most instances, than cargo stowed below decks.
 The combined effects of wind, sea and swell can be disastrous. Hence the stowing, lashing and securing of
cargoes require special attention to method and to detail if unnecessary risks are to be involved.

Q.2. Give some examples of deck cargoes?

 IMDG Cargoes (such as acids, corrosives, chemicals etc)- liquid acids and dangerous corrosive substances are
usually carried in glass containers known as carboys. These containers are straw protected by a steel wire frame
and are often crated for shipping. They are always allocated deck stowage away from crew quarters in
accordance with the IMDG Code and would need to be well lashed and secured against movement. Cargoes
likely to emit flammable gases are stowed on deck in open spaces. The dangerous cargoes/chemicals are packed
and stowed in accordance with the specific instructions from IMDG Code. In the event of spillage, the
accompanying documentation should be consulted and any persons involved in clear up procedures should be
issued with protective clothing inclusive of goggles, gloves and suitable footwear. Special attention should be
paid to instructions in the event of spillage occurring, as some chemicals react with water or air, and become
harmful to personnel if incorrect procedures are adopted.
 Containers- regularly carried on open decks of container vessels in the ‘stack’. However, containers carrying
hazardous goods are identified and given appropriate segregated stowage. Where single containers with
dangerous goods are carried on open decks on other than dedicated container vessels, suitable stowage and
securing are expected to be provided.
 Gases- carried in cylinders of various sizes. These must be well secured against unwanted movement. They
should not be stowed near any heat source and protected from the sun’s rays usually by tarpaulin.
 Livestock- most livestock would be carried on a sheltered part of the upper decks, along with shipper’s
instructions for feeding and hygiene.
 Oil (drums) - can be carried below decks as well as above decks. Part cargoes are often carried as deck cargo to
provide an improved stability condition without having to shut cargo out. Drums are usually of 50 gallon size and
should be tightly packed, the most common being for the carriage and shipping of lubricating oil. Once stowed,
they should be securely lashed and bowsed into the side bulwarks. If total deck coverage is employed then a
walkway, similar to timber deck cargoes, would need to be constructed to provide crew access to fore and aft
parts of the ship.
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  Steelwork- may be shipped in a variety of forms: castings, bulldozers, railway lines, etc. Must be stowed on
timber bearers and not steel to steel. The bearers are meant to reduce friction between the deck and load but
also spread the deck load capacity weight. In every case, heavy steel cargoes should be well secured preferably
with chains and bottle screws. A combination of chains and wires is also considered as being suitable, depending
on the nature of the load. Some loads may lend to being welded to the deck to prevent unwanted movement.

Q.3. What could be the various reasons for losses of deck cargoes?

 Severe adverse weather conditions.

 Lack of appreciation of various forces involved.
 Insufficient time or personnel allowed to complete the necessary lashing work before departure from port.
 Dunnage not utilized in the correct manner.
 Inadequate strength, balance or number of lashing
 Wire attachment eyes and loops made up wrongly, including incorrect methods of using bulldog grips.
 Lack of strength continuity between the various securing components.
 Lashing materials taken around unprotected sharp edges.
 Incorrect or unbalanced stowage and inadequate weight distributions.
 Securing arrangements, both supplied and approved, not fully utilized on the timber cargoes carried on the
weather deck, and of large commercial vehicles carried in Ro-Ro ships.

Q.4. What are the general stowage principals of deck cargoes?

 Deck cargo should be stowed and distributed in a manner that will avoid undue stress on deck areas and ensure
that adequate stability is retained throughout the voyage.
 Certain deck cargoes like timber have the associated danger of absorbing moisture at a position higher than the
ship’s centre of gravity. With the combined burning off of fuel and the consumption of fresh water from the
lower tanks of the vessel, the danger to generate a loss of metacentric height (GM) or even create a negative
GM is readily apparent.
 Icing of cargoes, particularly container deck stows, could also be extremely detrimental to the stability of the
vessel.
 Other cargoes may be large or heavy and generate their own restrictions on the ship.

Q.5. What is the criteria to be met when carrying deck cargo?

 The vessel must have adequate stability at all stages of the voyage. Cargoes such as coke and timber can absorb
up to about a third of their own weight of water. Losses of weight such as those due to consumption of fuel,
water and stores must also be considered. Upsetting moments- wind shall be taken into account.
 Adequate provision for safety of crew when passing from one part of the vessel to another- a walkway has to be
provided over the cargo. Walkway not less than 1 metre in width, not less than 3 courses of guard rail or wires
supported by stanchions interval of not more than 1.5m. the vertical opening between lowest rails or wires not
to exceed 230mm and no opening above that shall exceed 380mm.

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  Steering arrangements-effectively protected from damage. Breakdown in the main steering arrangements-
emergency gear.
 Where the cargo is stowed on the hatches- properly battened down, sufficient strength to take the intended
cargo.
 Deck- sufficient strength for the intended cargo. If necessary strengthened by tomming or shoring underneath.
 Deck cargoes must not impair the working of the vessel, particularly obstructing the lookout duties or preventing
access to the working spaces of the vessel.
 Large cargo parcels could increase the windage experienced by the ship and cause excessive leeway affects and
such affects would need to be monitored by navigation officers.
 During loading, chief officers are advised to ensure that decks are not overstressed by ‘point loading’ and that
supporting structures about the loaded area are adequate to cater for the size and volume of load.
 All loads must be suitably secured to prevent movement in a seaway, and in the event of heavy weather, prior to
sailing.
 All deck cargoes should be loaded in accordance with the Merchant Shipping (Load Lines) (Deck Cargo)
Regulations and S.I No. 1089 of 1968.

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