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FLEET OPERATION MANUAL
CARGO OPERATIONS REEFER VESSELS
Section 11
Cargo section
Issue 1
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SECTION 11.0
Issue 1
SECTION 11.0
Description
Date
Cargo section reefer vessels
Rev. No.
No of
Pages
1
11.1
General information
18.12. 09
11.1.1
Voyage planning
18.12. 09
11.1.1.1
Charterers instructions
18.12. 09
11.1.1.2
Notice of readiness
18.12. 09
11.1.1.3
Statement of facts
18.12. 09
11.1.1.4
Bills of lading
18.12. 09
11.2
Cargo handling
18.12. 09
11.2.1
18.12. 09
11.2.1.1
Cleaning
18.12. 09
11.2.1.2
Deodorizing
18.12. 09
11.2.1.3
11.2.1.4
Scuppers
18.12. 09
Gratings
18.12. 09
11.2.1.5
Side shoring
18.12. 09
11.2.1.6
18.12. 09
11.2.1.7
18.12. 09
11.2.1.8
Thermometers
18.12. 09
11.2.2
18.12. 09
11.2.2.1
Cargo holds
18.12. 09
11.2.2.2
Brine systems
18.12. 09
11.2.2.3
18.12. 09
11.2.3
Loading of cargo
18.12. 09
11.2.3.1
Stowage
18.12. 09
11.2.3.2
18.12. 09
11.2.3.3
18.12. 09
11.2.3.4
18.12. 09
11.2.3.5
18.12. 09
11.2.3.6
18.12. 09
11.2.3.7
Pulp temperatures
18.12. 09
11.2.4
18.12. 09
11.2.4.1
Cargo instructions
18.12. 09
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SECTION 11.0
11.2.4.2
Description
Carrying temperatures
Date
18.12. 09
Rev. No.
0
11.2.4.3
18.12. 09
11.2.4.4
18.12. 09
11.2.4.5
Relative humidity
18.12. 09
11.2.4.6
Machinery breakdowns
18.12. 09
11.3
18.12. 09
11.3.1
Deciduous cargoes
18.12. 09
11.3.1.1
Types of fruits
18.12. 09
11.3.1.2
18.12. 09
11.3.1.3
Pre cooling
18.12. 09
11.3.1.4
18.12. 09
11.3.1.5
18.12. 09
11.3.2
Banana Cargoes
18.12. 09
11.3.2.1
18.12. 09
11.3.2.2
18.12. 09
11.3.2.3
Pre cooling
18.12. 09
11.3.2.4
18.12. 09
11.3.2.5
Part cargoes
18.12. 09
11.3.2.6
Fan speeds
18.12. 09
11.3.2.7
18.12. 09
11.3.2.8
18.12. 09
11.3.2.9
Reduction period
18.12. 09
11.3.2.10
18.12. 09
11.3.3
Citrus cargoes
18.12. 09
11.3.3.1
General information
18.12. 09
11.3.3.2
18.12. 09
11.3.3.3
Pre cooling
18.12. 09
11.3.3.4
18.12. 09
11.3.3.5
Palletized cargoes
18.12. 09
11.3.3.6
Pulp temperatures
18.12. 09
11.3.3.7
Carrying temperature
18.12. 09
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Issue 1
Description
SECTION 11.0
11.3.3.8
Fan speeds
Date
18.12. 09
11.3.3.9
18.12. 09
11.3.3.10
Relative humidity
18.12. 09
11.3.4
Potato cargoes
18.12. 09
11.3.4.1
18.12. 09
11.3.4.2
18.12. 09
11.3.4.3
18.12. 09
11.3.4.4
18.12. 09
11.3.4.5
Pulp temperatures
18.12. 09
11.3.4.6
18.12. 09
11.3.4.7
Stowage
18.12. 09
11.3.4.8
18.12. 09
11.3.4.9
18.12. 09
11.3.4.10
18.12. 09
11.4
18.12. 09
11.4.1
18.12. 09
11.4.1.1
18.12. 09
11.4.1.2
Pulp temperatures
18.12. 09
11.4.1.3
Stowage
18.12. 09
11.4.1.4
11.4.1.5
18.12. 09
Carrying condition
18.12. 09
11.4.1.6
Fan speeds
18.12. 09
11.4.1.7
18.12. 09
11.4.1.8
18.12. 09
11.4.1.9
Relative humidity
18.12. 09
11.4.1.10
Ozone
18.12. 09
11.4.2
11.4.2.1
Fish cargoes
18.12. 09
Precooling
18.12. 09
11.4.2.2
Stowage
18.12. 09
11.4.2.3
Tuna
18.12. 09
11.4.2.4
Squid
18.12. 09
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11.4.2.5
Description
Loading Temperatures
Date
18.12. 09
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11.4.2.6
Cargo damage
18.12. 09
11.4.2.7
18.12. 09
11.4.2.8
Carrying conditions
18.12. 09
11.5
18.12. 09
11.5.1
18.12. 09
11.5.1.1
General information
18.12. 09
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SECTION 11.1
VOYAGE PLANNING
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SECTION 11.2
11.2.1.1 Cleaning
11.2.1.1.1
Refrigerated cargoes may only be loaded into clean
cargo spaces. It is therefore most important that all spaces are
maintained in a clean and fresh condition.
11.2.1.1.2
Normal cleaning would consist of sweeping the decks,
bulkheads and gratings to remove all traces of dust and debris.
It is particularly important that any remains of previous
refrigerated cargoes are cleaned up and that no rotting fruit or
other products are left under gratings or on exposed surfaces.
Some cargoes leave quite a mess which can only be properly
cleaned up by washing down all surfaces, this is most effectively
done using high pressure water washing equipment with
appropriate detergents.
11.22.1.1.3
At intervals of about every three months cargo spaces
and fan rooms are to be sterilized after cleaning and washing. A
sterilizing chlorine based chemical is best applied using a spray
gun. It is most important that during this procedure the
underside of the deck gratings are well treated as this area is a
good breeding ground for moulds which would otherwise spread
and affect cargo.
11.2.1.2 Deodorizing
11.2.1.2.1
Occasionally the holds might have a strong smell from a
previous cargo (particularly after salted fish), which is difficult to
get rid of by normal washing, ventilating and ozonizing.
11.2.1.2.2
One simple but efficient method of deodorizing the holds
is as follows:
(i)
(ii)
(iii)
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PRE-COOLING CHECKS
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SECTION 11.2
11.2.2.2.4
Start up the necessary compressors having first checked
power availability. Increase capacity manually to 100% then
switch to automatic operation. Check refrigerant levels in
receivers and evaporators.
11.2.2.2.5
Select the required pre-cooling temperatures on the
control panel. Brine temperatures should not normally be more
than 5 deg. C below required air delivery temperatures.
Once the brine temperature has been reduced, progressively
start the fans.
11.2.2.2.6
Carry out a visual check in all fan spaces - that the fans
are running correctly and that cooling is progressing normally.
11.2.2.2.7
Switch on temperature recorders/data logger and set any
alarm limits.
11.2.2.2.8
If frozen cargoes are to be loaded ensure that the risk of
frozen drip tray scuppers is eliminated by sealing those scuppers
with brine. Then insert wooden plugs into the scuppers and
cover with calcium chloride flakes.
11.2.2.2.9
11.2.2.3.7
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SECTION 11.2
11.2.2.3.9
It must be remembered that with direct expansion
systems any drop in evaporation pressure will result in an
immediate drop in temperature which could be detrimental to
cargo under certain circumstances. Particular attention should
therefore be paid to ensuring the proper operation of control
equipment to obviate any severe fluctuations of off coil air
temperatures.
11.2.3
LOADING OF CARGO
11.2.3.1 Stowage
11.2.3.1.1
When we or shippers consult you on different stowage
alternatives we would ask you to consider them very carefully
with regard to stability, trim etc. If you find our suggestions
unworkable do not only answer "no" but please give us your own
ideas of the best stowage. If you think that you have a better
solution to a problem than that which is suggested please always
give your views.
11.2.3.2 Checks During Loading Period
11.2.3.2.1
Note the temperatures of the cargo spaces immediately
prior to opening. Record the date and time when loading in each
space commences in the Deck Log Book.
11.2.3.2.2
Allow cold brine to circulate through the air coolers and if
possible run the fans at reduced speed.
11.2.3.2.2
Make sure that the delivery air temperatures in the fan
spaces never drop below the required carrying temperature.
11.2.3.2.4
Take pulp temperatures of the cargo as per the
Company instructions and check the stowage is correct allowing
for proper ventilation. Do not allow stowage to block return air
flow under deckheads or allow stowage in front of any return air
grids.
11.2.3.2.5
Full refrigeration must be started with the cargo fans on
full speed once a deck is closed after completion, if possible
even earlier. Cooling should also be started during any long
intervals in loading.
11.2.3.2.6
Record delivery and return air temperatures immediately
after each deck is closed.
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11.2.3.2.7
Any shock treatment programmes for banana cargoes
are to be carried out as per shippers instructions. A note
(printout) should be made at the time when the required
minimum temperatures are reached.
11.2.3.2.8
It is imperative that cargo temperatures are reached as
quickly as possible if a good outturn is to be achieved. Use all
available brine pumps and as many compressors as necessary
to obtain the required delivery air temperatures. Under no
circumstances are temperatures to fall below those stipulated in
the shippers instructions.
11.2.3.3 Cargo Stowed in Hatch Coamings
11.2.3.3.1
Special attention must be paid to the stowage in the
hatch coamings. The cargo must be stowed in such a manner
that a free circulation of air is safeguarded. This can be
achieved by an ample usage of dunnage, especially in order to
leave enough space against the coamings and to prevent this
space from being blocked when the ship is moving at sea.
11.2.3.3.2
As the hatch coamings are not normally efficiently
insulated and have reduced ventilation we recommend the use of
dunnage or stepping back between the cargo and the hatch
coamings to avoid a heat bridge being formed.
We
recommended a minimum clearance of 500 mm for this purpose.
11.2.3.3.3
Cartons may also be placed at such an angle to the
hatch coaming so as only a corner of the carton touches the
coaming thereby forming air pockets between the carton and
coaming and dunnage can be avoided.
11.2.3.4 Engine Room Bulkheads
11.2.3.4.1
Dunnage should always be used between cargo and
bulkheads to the engine room, steering gear room and tanks if
these bulkheads are not separately cooled by air circulation.
11.2.3.5 Different Temperatures between Non Insulated Decks
11.2.3.5.1
Occasionally two different temperatures may be required
even though the deck separating the chambers is not insulated.
This can be achieved provided that each deck is served by a
separate cooling unit and has its own coolers and fans.
11.2.3.5.2
The maximum allowable difference between decks is 5
deg C and the following conditions must be fulfilled:
(i)
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11.2.3.5.3
Difference in temperature may cause condensation
under the non-insulated deck with consequential damage to the
cargo, if these conditions are not observed.
11.2.3.6 Different Temperatures Between Insulated Decks
11.2.3.6.1
If you are requested to load fruit or other cooled
commodities in a separate insulated unit, but in the same hatch
as frozen commodities such as frozen fish, it is of course
important that the insulation between the units is absolutely tight.
If not, we suggest that you improve the insulation around the
hatch opening in those decks, forming separate insulated units.
11.2.3.6.2
When chilled cargo is carried on one side of a deck and
frozen on the other, the hatch cover has to be specially tightened
to avoid contamination.
First the hatch cover has to be battened down by screws or
wedges in order to make the packing as tight as possible. Then
special tightening is to be applied. The following alternatives are
suggested:
(i)
(ii)
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cargo. It is the only temperature that the vessel's personnel can actively
control.
Critical Temperature - the temperature below which the product will suffer
irreversible damage such as freezing or chilling.
11.2.4.3 Reduction Period/Time
11.2.4.3.1
The reduction periods or times are to be calculated for all
cargoes. If the cargo consists of bananas, the reduction periods
are to be calculated according to Charterers instructions.
11.2.4.3.2
For all other cargoes, the reduction time in each deck is
the time required from the completion of the loading in that
particular deck until the required carrying temperature for the
particular cargo is reached, either delivery air, return air or cargo
hold temperature. This time to be inserted in the refrigerating
report.
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cannot be avoided.
11.2.4.5.2
The relative humidity will normally vary between 85
and 95% and it is almost impossible to achieve a lower
relative humidity than 85% as long as the outdoor
temperature is more than 5 deg C warmer than that of the
cargo hold. It is sometimes possible to reduce relative
humidity slightly by increasing the difference between the
cooling medium and the offcoil air temperature. The offcoil
air temperature is fixed for a given product and cannot be
reduced however if the brine or evaporation temperature is
reduced - some heating will result but humidity of offcoil air
will be reduced.
11.2.4.6 Machinery Breakdowns
11.2.4.6.1
In the case of a breakdown of the refrigerating plant
or generators which in one way or another results in an
insufficient capacity and inability to maintain correct
carrying temperatures in one or more decks you must cable
us immediately and keep us informed about the nature and
the extent of the breakdown. You also must keep us
informed of any changes in the hold temperatures during
the breakdown.
11.2.4.6.2
In the case of a breakdown of the generator plant
which results in an insufficient electric supply to enable
both the main engine and refrigerating plant to run
simultaneously priority must be given to the refrigerating
plant.
This means that the main engine has to be stopped as
soon as circumstances allow. At sea where there is no risk
involved in leaving the ship adrift this should be done
immediately. In such case the refrigerating plant is to be
kept running at the required capacity.
11.2.4.6.3
In narrow waters the ship should be anchored until
the electric capacity is sufficiently restored to run both
refrigerating plant and main engine again.
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11.3.1
DECIDUOUS CARGOES
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SECTION 11.3
BANANA CARGOES
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11.3.2.5.1
Should a deck not be completely filled with cargo, the
cargo must be spread out over the whole area of the gratings.
However, for a shorter voyage other steps may be taken to
ensure a good circulation through the cargo (eg cover the empty
grating area with tarpaulins).
11.3.2.6 Fan Speeds
11.3.2.6.1
The cargo hold fans are to be operated at maximum
speed during the whole voyage.
11.3.2.7 Brine / Refrigerant Circulation
11.3.2.7.1
It is very important that the largest possible amount of
refrigerant or brine is circulated through the cooling batteries, at
the temperature producing the delivery temperature requested,
within shortest possible period.
11.3.2.7.2
The refrigerant or brine temperature is not to be reduced
below the level required in order to achieve the delivery
temperature requested. Temperatures below 0 oC (32 oF) should
be avoided, if possible.
11.3.2.7.3
When the temperature of the delivery air is steady on the
level requested, the refrigerant or brine temperature is to be
raised to the highest level at which the requested delivery
temperature can be maintained.
11.3.2.8 Fresh Air Ventilation During Voyage
11.3.2.8.1
The fresh air ventilation is to be started as soon as the
cooling down period is over but not more than 24 hours after the
loading is finished in the respective cargo spaces.
11.3.2.8.2
The baffles are to be opened and any existing fans to be
started and the amount of fresh air adjusted to 2-3% per minute if
the vessel has equipment for this control. Otherwise full fresh air
ventilation is to be maintained throughout the voyage unless
such action affects the control of the delivery air temperature in
which case we are to be informed.
11.3.2.8.3
Should a cargo show an abnormally large percentage of
ripening or turning bananas, the supply of fresh air is to be
increased provided that the increased supply of fresh air does
not jeopardise the control of the delivery temperature.
11.3.2.8.4
If there is the slightest suspicion that the quality of the
bananas being loaded is unsatisfactory, it is essntial that fresh air
is given as early as possible. In such a case, advise the Fleet
Team immediately.
11.3.2.9 Reduction Period
11.3.2.9.1
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11.3.2.10
11.3.2.10.1
When the bananas are discharged in areas where a cold
climate is prevailing, the cold outdoor air might seep into the hold
causing the temperature in the hold to drop below the delivery
temperature requested for the cargo.
11.3.2.10.2
In such cases it is advisable to run the fans at slow
speed and circulate the brine or refrigerant so that the delivery
air temperature ordered for the voyage is kept.
11.3.2.10.3
In these instances the pulp temperatures have to be
watched carefully in order to avoid a drop below the requested
delivery temperature.
11.3.2.10.4
At very low temperatures during the voyage (-10oC or
lower) it is possible that the fresh air fed into the cargo hold is
cold to the extent that even the delivery air temperature drops
below the requested values. In such instances the brine of
refrigerant must be heated so that the correct delivery
temperature is kept.
11.3.2.10.5
The amount of fresh air must not be reduced until all
heating facilities are maximally utilised.
11.3.3
CITRUS CARGOES
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SECTION 11.3
11.3.3.2.1
The cargo holds should be thoroughly cleaned, ozonised
and aired during the ballast passage. All planned spaces for
loading are to be completed prior to commencement of loading.
11.3.3.3 Pre-Cooling
11.3.3.3.1
Pre-cooling is not always required by the Charterers but
the holds should always be pre-cooled to required temperature
when pre-cooled fruit is loaded.
11.3.3.3.2
When no specific instructions regarding pre-cooling are
given, advice in this respect is to be obtained from the
Charterers.
11.3.3.4 Loading / Stowage of Cargo
11.3.3.4.1
11.3.3.4.2
The appearance of cartons is especially important in the
sale of fruit. Therefore where it is necessary to separate different
ports and / or cargo of varying marks do not use paint or marker
pens. Any separation necessary should be done by using
coloured separation nets.
11.3.3.4.3
To prevent chafing of the cartons which would affect the
marketability of the fruit, it is important that a tight stowage is
achieved.
11.3.3.4.4
Materials for securing the cargo including air bags, if not
already onboard should be supplied by the Charterers. When air
bags are supplied from ashore make sure that air guns are also
supplied to enable the air bags to be inflated from the vessels
deck low pressure air line.
11.3.3.4.5
Oranges and lemons may be stowed together.
Grapefruit, where possible, should be stowed separately but
where necessary could be stowed with lemons. In such a case
the lemons are carried at the grapefruit temperature.
11.3.3.4.6
Many ports now use electric pallet jacks in the cargo
holds for loading and discharging of the cargo. It is therefore
very important that the gratings are in good condition and level
so that the operation of the pallet jacks is not impeded.
11.3.3.4.7
Where pallet jacks are used the ship's crew should be
especially vigilant for any damages to the gratings caused by the
stevedores operating the jacks. Any damages should be entered
on the company "Stevedores Damage" form and presented to
the stevedores for acceptance of damage at the earliest
opportunity.
11.3.3.5 Palletised Cargoes
Copyrights: Univan Maritime (H.K) Limited. All rights reserved
Any unauthorized reproduction of this manual, in any form is prohibited
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SECTION 11.3
11.3.3.5.1
Citrus cargoes are often loaded on pallets which sit on
top of the vessel's gratings. In such a case to maintain a tight
stow the vessel's semi-permanent side shorings (where fitted)
are to be erected prior to arrival at the loading port.
11.3.3.5.2
Where the vessel is not fitted with side shorings the
pallets are to be tightly secured by means of dunnage or air bags
to prevent movement of the pallets in rough weather.
11.3.3.5.3
This is especially important in cargo spaces towards the
bow and stern of the vessel where due to the lines of the vessel
the holds may not be square. If the pallets are allowed to move
in such spaces considerable damages will occur to the ship's
side insulation and to the cargo.
11.3.3.5.4
The Master/Chief Officer is to ensure that the Charterers
arrange for palletised cargoes to be properly secured at their
cost.
11.3.3.6 Pulp Temperature
11.3.3.6.1
Unless advised otherwise follow general instructions
given in Section 11.2.3.7.
11.3.3.6.2
Any fruit tested is not to be put back into the carton as it
will decay and affect the remaining fruit.
11.3.3.7 Carrying Temperatures
11.3.3.7.1
Citrus fruits are generally carried at a certain temperature
observing that the delivery air must not drop below a somewhat
lower temperature. The difference between the lowest permitted
delivery air temperature and the return air temperature is
normally between 2 deg C and 5 deg C.
11.3.3.7.2
Late harvested citrus fruits may require a lower carrying
temperature than the earlier cut fruit.
In such case the
Charterers have to give special instructions.
11.3.3.7.3
The usual accepted carrying temperatures for citrus fruits
are as follows:-
Fruit
Oranges
Return
Temperature
o
C
Lowest
Delivery
o
C
3 - 10
0 - 5
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Grapefruits
10 - 16
6 - 10
Lemons
5 - 14
3 - 10
Mandarins
2 - 6
1 - 4
Tangerines
0 - 4
0 - 2
Limes
8 - 10
6 - 8
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SECTION 11.3
11.3.3.7.4
Temperatures are however dependent on variety
and maturity and the vessel should always obtain written
temperature instructions from Charterers. Should the
vessel not receive written instructions, the Fleet Team
should be immediately informed.
11.3.3.8 Fan Speeds
3.3.8.1 The cargo hold fans are to be operated at maximum speed
during the whole voyage.
11.3.3.9 Fresh Air Ventilation During Voyage
11.3.3.9.1
Unless advised otherwise by the Charterers, it is
normal to keep the CO2 content in the cargo spaces below
0.1% which entails supplying a quantity of fresh air per
hour equivalent to between two and two and one half times
the cargo spaces by volume.
11.3.3.10
Relative Humidity
11.3.3.10.1
Normally kept at 85 - 90% but some cargoes such
as mandarins are stated as 75 - 80%. Keep humidity at the
higher level unless Charterers written instructions state
otherwise. If lower humidity level is requested, contact the
Fleet Team for advice.
11.3.4
POTATO CARGOES
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11.3.4.7 Stowage
11.3.4.7.1
The potatoes are to be stowed in a way that makes
it possible for the cooling air to penetrate the cargo. A tight
and safe stow with complete coverage of the gratings will
thus achieve the most accurate cooling.
11.3.4.7.2
A stowage with every second layer fore an aft and
the others athwartships is recommended and stowage
more than ten bags high (50 kilo bags) should be avoided.
11.3.4.7.3
If Shippers/Charterers demand higher stowage,
please note that if the cargo is fixed on FIOS terms, the
responsibility is normally theirs and not the Owners, if the
condition of the cargo gets deteriorated for this reason.
THIS FACT SHOULD BE POINTED OUT TO
EVERYBODY CONCERNED BEFORE A HIGHER
STOWAGE OF THE BAGS IS COMMENCED.
11.3.4.7.4
If you are at all doubtful about what has been
agreed for your cargo or if the cargo is fixed on a higher
stowage you should contact this office.
11.3.4.7.5
Dunnage in the cargo is not allowed and walking on
the bags should be avoided.
11.3.4.8 Ventilation and Carrying Temperature
11.3.4.8.1
The cargohold fans are to be run at full speed until
the carrying temperature is reached and thereafter they are
to be run at 2/3 or 1/2 speed until three or four days prior to
discharging when the temperatures are to be raised.
11.3.4.8.2
Carrying temperature for table potatoes is usually
stated by the Shippers and may vary somewhat, but is
normally about +5 oC. Seed potatoes are carried at various
temperatures which are to be specified by the Shippers for
each cargo.
11.3.4.8.3
The carrying temperature is to be measured in the
return air and care should be taken that the delivery air is
never allowed below +3 oC for table potatoes or +5 oC for
seed potatoes unless otherwise stated by the Shippers.
11.3.4.8.4
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11.3.4.10.1
Most cargoes of TABLE potatoes are treated with
sprout retarding chemicals. As these chemicals may have
an undesirable effect on SEED potatoes, it is of utmost
importance that the holds are carefully washed down after
having discharged TABLE potatoes in case it should
happen that a cargo of SEED potatoes is to be loaded
directly afterwards.
Note
The foregoing instructions in this section only apply to
potatoes carried under refrigeration. For potatoes carried
"ventilated stowage" separate instructions apply.
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SECTION 11.4
11.4.1.1.4
Before making remarks in the Bills of Lading, the
Master is to advise the Fleet Team.
11.4.1.2 Pulp Temperature
11.4.1.2.1
During both loading and discharging, pulp
temperatures of the cargo are to be taken and recorded at
least once an hour. Pulp temperatures should be taken
both in the middle of the commodity and just below the
surface and recorded separately. A daily summary of the
pulp temperatures is to be recorded in the Deck Log Book.
11.4.1.2.2
Cargo with a pulp temperature warmer than -12 oC
for fish and -10 oC for meat must not be loaded without
applying to the Fleet Team by telex or facsimile.
Permission may be given provided that the cargo is hard
frozen and the packings are in good condition so a close
inspection by the ships personnel is essential.
Should loading be permitted, any suspect cargo is to be
stowed away and separated from correctly frozen cargo.
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11.4.1.3 Stowage
11.4.1.3.1
When loading frozen commodities where there is
any risk that the different parcels could freeze together and
stop the air circulation around the cargo, you must ensure
ample space is provided within the cargo to enable the air
to circulate.
In such cases we recommend the use of 1" x 1" dunnage
in one row vertically through the cargo in the centerline if
the Robson air circulating system is installed and 2" x 2"
dunnage on the bulkhead most distant from the cooler
room when the system is ductless.
11.4.1.3.2
With regard to the carriage of frozen carcasses, we
have experienced moving cargo, particularly in those
compartments with open space. This has resulted in
damage to the carcasses, such as broken legs etc.
Therefore the cargo in those compartments only partially
loaded should be adequately secured.
11.4.1.4 Loading in High Ambient Temperatures
11.4.1.4.1
Damage is often caused to frozen cargo by a high
outside air temperature combined with a slow cargo
operation. This type of damage is accentuated especially
in vessels with big hatches.
11.4.1.4.2
We draw the attention of all Masters to this problem
and would suggest that in order to avoid such damage in
the future, the following precautions are taken:
(i)
(ii)
(iii)
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commodity.
11.4.1.10
Ozone
11.4.1.10.1
Should odour develop in the cargo holds, small
quantities of ozone may be used to eliminate the odour,
BUT ONLY AFTER OBTAINING OUR APPROVAL. Ozone
must not be used for butter.
11.4.2
FISH CARGOES
11.4.2.1 Precooling
11.4.2.1.1
Start precooling of the holds about 48 hours before
arrival at the loading port. The precooling temperature -20
o
C, is to be reached at least 24 hours before arrival.
11.4.2.1.2
In order to maintain the low temperature as long as
possible during loading when the outdoor temperature is
high, all decks are to be precooled even if the loading is
only to take place in the lower decks. This is not required
when the outdoor temperature is low.
11.4.2.2 Stowage
11.4.2.2.1
The vessel will be furnished with all details such as
quantities to be loaded each port, combination prospects (if
any) and the stowage proposal. The vessel is to either
confirm the stowage plan or give comments/objections as
soon as possible.
11.4.2.2.2
As changes often occur, the vessel will receive
updated details from time-to-time as the loading
progresses.
11.4.2.2.3
Once a stowage plan has been agreed upon, it
should not be changed without prior consultation with
shippers.
11.4.2.2.4
Parcels loaded by different Shippers may be
stowed in the same deck but with careful separation. Very
often the cartons are insufficiently marked and therefore
extra separation may be required.
11.4.2.2.5
Each consignment to be block stowed in order to
simplify separation and to avoid sorting during discharge.
11.4.2.2.6
Where tuna is carried in bulk, the various parcels
are to be separated by means of secondhand fish nets or
similar (consult with local agent) and marked with the name
Copyrights: Univan Maritime (H.K) Limited. All rights reserved
Any unauthorized reproduction of this manual, in any form is prohibited
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SECTION 11.4
11.4.2.2.9
Whenever possible, "tuna" should be stowed close
to the cooling batteries thus protecting this cargo best
possible during the discharging.
11.4.2.2.10
Fish is packed in various types of cartons, also in
plastic bags without an outer carton. The most common
size of packages is designed to hold about 10 kilos, or a
larger one holding about 20 kilos (two 10 kilo packages).
11.4.2.2.11
When the cargo is produced by Japanese trawlers,
the quantity is indicated in "net" or "casetons" which
consists of 50 standard cartons (cases) of a nominal weight
of 20 kilos each regardless of actual weight.
These 50 cartons are stowing about 75 cb ft and a "net"
merely represents the volume instead of the weight. The
actual weight of one "net" is generally varying between
1,100 - 1,400 kilos.
11.4.2.2.12
When the cargo is not produced by Japanese
trawlers, the quantity is expressed in metric tons net actual
weight. The stowage factor is then 65 - 70 cb ft per mton
net.
11.4.2.2.13
Gross weight will only be given whenever there is a
risk that the dead weight of the vessel is not sufficient. In
case you fear that deadweight problems might occur, you
are requested to let the Fleet Team know without delay.
11.4.2.2.14
Particular attention must be paid to the fact that the
stowage factor, calculated per gross ton, can be as low as
50 - 55 cbft/ton, especially in the Canary Islands for squid
during the winter period.
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11.4.2.3 Tuna
11.4.2.3.1
All fish stowed loose in bulk in the ship's holds is
called "tuna" although other species than tuna such as
black marlin, swordfish and sharks are often included.
11.4.2.3.2
As "tuna" is loaded without any wrapping, the net
and the gross weight are the same. In the Bill of Lading the
gross weight is to be reflected.
11.4.2.3.2
The stowage factor for "tuna" is about 80 cb ft per
ton except when loading a homogeneous cargo of skipjack
or yellowfin tuna which stows about 65.
11.4.2.4 Squid
11.4.2.4.1
Frozen squid is mostly shipped as frozen blocks
without wrapping of any kind, so called naked blocks.
When loading naked blocks from fishing boats note that
the cargo is to be blockstowed, interlocked and at least the
two blocks on top to be turned upside down to prevent
drying out.
11.4.2.4.2
Squid blocks are easily melted by wind and
sunshine. Extreme care must be taken to prevent the
blocks from sunshine and strong winds during loading and
discharging. Temperature and weight of the cargo to be
noted during loading.
11.4.2.4.3
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(i)
(ii)
(iii)
(iv)
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11.5.0
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11.5.1