You are loading grain (wheat) in a bulk carrier's holds. Three holds will be partly filled. As Master, what stability and cargo documentation is required?

A. GRAIN CARRIAGE REQUIREMENTS — PARTIALLY FILLED HOLDS: REGULATORY FRAMEWORK: SOLAS Chapter VI Part C and the International Grain Code (Resolution MSC.23(59)) govern bulk grain carriage. For vessels with one or more partly-filled (slack) holds — additional requirements apply. DOCUMENT OF AUTHORISATION: the vessel must hold a Document of Authorisation (issued by the flag state or RO) confirming the vessel is suitable for grain carriage. This document lists the ship's approval basis. LOADING GRAIN IN PARTLY FILLED HOLDS: Grain in a partly-filled hold can shift because: (a) grain settles during voyage; (b) grain can flow when wet; (c) heeled surface of grain creates free surface-like effect. SOLAS VI STABILITY REQUIREMENTS: the grain stability criteria require: (1) GM (metacentric height) after grain shift shall be POSITIVE; (2) The static angle of heel due to grain shift shall NOT EXCEED 12°; (3) In the STATICAL STABILITY DIAGRAM, the AREA between the heeling arm and the righting lever curve from 0° to the angle of flooding (or 40°, whichever is less) shall not be less than 0.075 metre-radians; TRIMMING: trimmed holds reduce the risk of grain shift. The International Grain Code specifies that trimming (levelling the grain surface) reduces the shifting moment; ALIMENTARY CALCULATIONS: the loading computer/grain loading manual must be used to confirm the vessel meets all three stability criteria for the intended partly-filled hold configuration. The master must approve the loading plan showing compliance; SHIPPER DOCUMENTS: Certificate of Quality (moisture content, purity), phytosanitary certificate.

B. Grain is a dry bulk cargo with no special stability requirements. Treat it like iron ore — fill holds as required by the cargo plan without additional stability calculations.

C. Partly-filled holds are not permitted for grain carriage. All holds must be pressed full to top of hatch coamings to prevent shifting.

D. Grain stability requirements only apply to vessels carrying grain on ocean voyages over 500nm. Short coastal voyages are exempt from the International Grain Code.

A. CONTAINER LOSS OVERBOARD — MASTER'S OBLIGATIONS AND INVESTIGATION FOCUS: IMMEDIATE ACTIONS: (1) SAFETY: no crew on deck in the current conditions. Head count — is anyone missing?; (2) MANOEUVRE: alter course to reduce vessel motion and prevent further casualties. Inform VTS if in TSS or coastal waters; (3) MAIB NOTIFICATION: lost containers and damage to vessel = significant marine incident. Call MAIB 023 8023 2527; (4) MARPOL: if containers contained goods that are now discharged into the sea — MARPOL reporting obligation (material that could pollute); (5) SOPEP/Emergency Response: if hazardous goods are in the lost containers — what is the UN number? IMDG EmS code? Coastal state environmental alert?; (6) LOG: immediate OLB entry — number of containers lost, position, time, sea state, course/speed; (7) NOTIFY: owner, DPA, P&I Club, charterer; (8) MARK ON CHART: position of lost containers. MAIB will want this. Container stranding is a major navigation hazard — notify MRCC/VTS for NAVTEX broadcast; INVESTIGATION FOCUS: (a) WAS THE CARGO SECURED IN ACCORDANCE WITH THE CSS CODE AND CARGO SECURING MANUAL (CSM)?: the CSS Code (Code of Safe Practice for Cargo Stowage and Securing) and vessel-specific CSM (approved under SOLAS VI/5.6) specify lashing requirements. Did the lashings meet specification? Were they correctly applied?; (b) WAS THE VESSEL'S STABILITY AND LOADING CONDITION APPROPRIATE?; (c) WAS THE WEATHER FORECAST CONSIDERED IN STOWAGE DECISIONS?; (d) WERE LASHINGS CHECKED EN ROUTE?; (e) MASTER'S SIGNATURE ON CARGO PLAN: did the master approve the stowage and securing plan?

B. Container losses at sea are covered by cargo insurance. Notify the charterer and continue the voyage — the containers are their problem once they fall overboard.

C. Container lashing is the chief officer's responsibility. The master is only accountable for navigational decisions and has no cargo securing liability.

D. Three containers overboard is a minor incident. Continue voyage and report at the next port. MAIB notification is only required for vessel damage.

A. IRON ORE FINES LOADING — TML AND MOISTURE ASSESSMENT: LIQUEFACTION RISK: iron ore fines are an IMSBC Code Group A cargo (may liquefy). Liquefaction is when cargo behaves like a liquid due to high moisture content exceeding the Transportable Moisture Limit (TML). Several bulk carriers have sunk due to liquefaction (e.g., Bulk Jupiter 2015, Vinalines Queen 2011). TML TESTING: the shipper must provide: (a) TML certificate (maximum 6 months old for iron ore fines); (b) Moisture content (MC) certificate showing actual MC is below TML. The margin: actual MC should be BELOW TML — the IMSBC Code requires actual MC < TML. A "can test" may be used as a pre-load indicator. RECENT RAINFALL — ADDITIONAL DUTY: if rainfall has occurred since the TML/MC certificate was issued, the moisture content of the surface cargo stockpile may have increased. THE MASTER'S DUTY: (1) REQUEST UPDATED MOISTURE CONTENT TEST: ask the shipper for a fresh moisture content test reflecting post-rainfall conditions. IMSBC Clause 4.4.2 allows the master to request additional testing if there is reason to believe moisture content has increased; (2) VISUAL INSPECTION: inspect the stockpile. Wet sheen on surface, water pooling, flowing consistency when disturbed — all indicators of elevated moisture; (3) CAN TEST: IMSBC Appendix 2 — can test procedure. Take a sample of the cargo into a tin can, seal it, shake vigorously. If free moisture appears or the cargo flows — it is too wet to load; (4) REFUSE TO LOAD IF UNCERTAIN: the master has the right (and duty) to refuse to load Group A cargo that may be unsafe. This is backed by ISM Code 5.3.

B. The shipper's TML certificate is valid. Once the certificate is presented, the master has no further obligation to assess moisture content.

C. Iron ore fines do not liquefy in transit — they are a solid mineral cargo. Moisture content testing is only required for agricultural cargoes such as grain.

D. Rainfall affects only the surface layer of stockpiled cargo. Load the cargo at reduced speed and the surface moisture will dissipate once in the hold.