PIMSAT COLLEGES

McArthur Highway, Bolosan District, Dagupan City

Email Address: pimsat_colleges@yahoo.com www.pimsatcolleges.net

SEAM 3
Cargo Handling and Stowage
(Carriage of Non – Dangerous Goods)

Research 8
2 Sem. 2022
nd

2M FRANKLIN P. VICENTE
Instructor

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 First Semester
2nd Semester S.Y. 2021-2022

Target Time Frame: 2 Weeks Duration

Approach: Distance Learning Alternative

Learning Strategy: PDF saved in USB to be picked up at

the office of Academic Director every two weeks

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 TABLE OF CONTENTS

Learning Outcomes……………………………………………………....04

Lesson 8 – Cargo Handling Safety

Topic 1 – Inspection and Checking of Cargo Gears...………..05

Topic 2 – Safe Working Load Limit……………………………..07

Topic 3 – Checking of Cargo Gears during Operations…..….07

Topic 4 – Precautions in Operating Hatch Covers.………...…08

Topic 5 – Testing Weathertight Integrity of Hatch Covers.......09

Topic 6 – Coded Signs to be used when Operating Cargo

Gears…………………………………………….……..11

Assessment……………………………………………………………...15

Laboratory Instruction……………………………………………17

Reference…………………………………………………………17

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 LEARNING OUTCOME
After the end of this lesson, the student
Subject matter
shall be able to:

Lesson 8  State why cargo gears should be inspected

visually before the start of cargo operation;

 Explain why SWL of equipment should never be

exceeded;

 Explain the importance of frequently checking

cargo gears during cargo operations; and

 Explain why a mechanically or hydraulically

operated hatch should be closed or opened by
ship’s crew under the supervision of a
responsible officer.

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Lesson 8 – CARGO HANDLING SAFETY

TOPIC 1 – INSPECTION AND CHECKING OF

CARGO GEARS
The Regulation states that all personnel involved with the handling, securing, and/or
operation of mechanical or hydraulic operated hatch covers must be properly instructed
in the correct application and use of the cargo securing gear on board the ship. For
guidance on securing of cargoes and handling of security devices refer to the ship’s
approved Cargo Securing Manual.

All cargo handling gears should be inspected before the cargo operation commences, to
ensure that all gears is in good working condition and to prevent any accident and/or
damage to cargo and ship, and loss of human lives. When the cargo operations are in
progress, routine inspections on all cargo gears, crane wires, sheaves, etc. must be
conducted for any signs of damages. If found defective, stop the cargo operation and
follow the maintenance procedures as stated on the maker’s manual.

The rubber sealing joints should be properly secured and in good condition so as to
provide a proper weathertight seal.

Beams and hatch covers remaining in position in a partly opened hatchway should be
securely pinned, lashed, bolted, or otherwise properly secured against accidental
dislodgement. Hatch covers and beams should not be removed or replaced until a
check has been made that all persons are out of the hold or clear of the hatchway.

General safety measures extracted from the Code of Safe Working Practices for
Merchant Seamen are as follows:

1. All appliances and gear used for lifting, lowering, and handling loads on a ship
should be inspected, examined and, where necessary, tested at regular intervals.
Particulars of inspections, examinations, and test carried out should always be kept
up to date. Inspections, examinations, and tests should be carried out by a
competent person.

2. All appliances and gear should be marked, where appropriate, with their safe
working load.

3. Any lifting, or handling appliance, or gear that has been subjected to regular
inspection, examination, or test, or is in any way defective, should not be used at
any time. Any defects arising in the course of use should be reported promptly and
operations suspended.

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4. Controls of lifting and handling appliances should be permanently and legibly
marked with their function and their operating directions shown by arrows or other
simple means, indicating the position for hoisting, lowering, slewing, luffing, etc.

5. No lifting appliance should be used with any locking pawl, safety attachment, or
device rendered inoperative. If, exceptionally, limit switches need to be isolated in
order to lower a crane to its stowage position, the utmost care should be taken to
ensure the operation is completed safely.

6. Before a derrick is raised or lowered, all persons on deck and in the vicinity should
be warned so that no person stands in or is in danger from bights of wire, and other
ropes. All necessary wires should be flaked out.

7. Where derricks have not been marked with safe working load in union purchase,
they should not be used for loads in excess of one third of the SWL of the derrick.

8. Mechanical handling appliances such as fork-lifts, trucks, etc., carried on board to

assist in the handling of cargo, should be periodically inspected, examined, and
tested.

9. When hatches are opened, the area around the openings should be adequately
illuminated. Such illumination should be maintained for as long as the hatches
remain open where there may be a risk of a person falling into the space.

10. All types of mechanical hatch cover should be opened and closed with due care and
attention under the direct supervision of a ship’s officer or boatswain. All persons
should keep clear of the hatch and stowage position during the operation of the
hatch covers. The area should be clear of guys, dunnage, runners, etc. which might
foul the covers.

11. Mechanical hatch covers in the open position should be secured against movement
using chain preventers or other suitable means.

Access to holds/cargo spaces should only be undertaken on the authority of a

responsible ship’s officer who should ensure, prior to granting authority, that the place
has been adequately ventilated and, where appropriate, tested for noxious
gases/oxygen content.

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TOPIC 2 – SAFE WORKING LOAD LIMIT
The Regulation states that a load greater than the safe working load should not be lifted
unless the following is satisfied:

1. A test is required by Regulation.

2. The weight of the load is known and is the appropriate proof load.

3. The lift is a straight lift by a single appliance.

4. The lift is supervised by the competent person who would normally supervise a
test a carry out a thorough inspection.

5. The competent person specifies in writing that the lift is appropriate in weight and
other respects to act as a test of the plant and agrees to the detailed plan of the
lift.

6. No person is exposed to danger thereby.

TOPIC 3 – CHECKING OF CARGO GEARS

DURING OPERATIONS
Safety of the personnel working on the cargo operations is the prime objective during
cargo operations. Any equipment made available to workers should comply with the
standards laid down on the Cargo Securing Manual, maintained and operated in
accordance with the manufacturer’s instructions. Every cargo gears must be securely
guarded and operated for the safety of anyone working on cargo operations of the ship.
The following conditions must be checked:

1. Exposure of the dangerous part must be minimum.

2. A responsible deck officer must check cargo gears frequently.

3. Any crew operating these gears must have appropriate training in operational
procedures.

4. A conspicuous notice must be displayed on or close to the machinery.

5. Means of taking prompt action to stop any machinery and cut off power in the
event of an emergency.

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 6. Any electrical hazards must be checked frequently.

7. Any lifting gears must not exceed SWL.

8. Wire ropes splits/cut should be monitored.

9. Greasing of sheaves and movable parts.

TOPIC 4 – PRECAUTIONS IN OPERATING

HATCH COVERS
All personnel involved with the handling and/or operation of hatch covers must be
properly instructed in their handling and operation. All stages of opening or closing of
hatches should be supervised by a responsible officer. When hatches are open, the
area around the opening and in the hatchways should be appropriately illuminated and
guard rails erected. Guard rails should be tight with stanchions secured in position and
properly maintained.
No loads should be placed over nor does work take place on, any section of hatch cover
unless it is known that the cover is properly secured and can safely support the load.
Partly opened unguarded hatches should never be covered with tarpaulins as this would
present a serious hazard for any person walking across the hatch.
During operations, personnel should keep clear of the hatches and the cover stowage
positions. The area should be kept clear of all items which might foul the covers or the
handling equipment.

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TOPIC 5 – TESTING WEATHERTIGHT INTEGRITY
OF HATCH COVERS
Loss of weathertight integrity continues to be a constant factor leading to cargo damage
which could result in a threat to the safety of the crew, the ship and its cargoes, despite
advances in modern shipbuilding technology, construction, navigation, and means of
preventing ingress of water into hold spaces.

Regulation 3.12 of the International Load Line Convention, 1966 which states:
“Weathertight means that in any sea conditions, water will not penetrate into the ship”.
Regulation 16 of the Convention concerns “hatches closed by weathertight covers”. The
means for securing weathertightness is defined in regulation 16.4 of the convention
which states: “The means for securing and maintaining weathertightness shall be to the
satisfaction of the administration. The arrangements shall ensure that the tightness can
be maintained in any sea conditions, and for this purpose, tests for tightness shall be
required at the initial survey, and may be required at periodical surveys and at annual
inspections or at more frequent intervals.”

Traditionally, the routine tightness testing of hatch covers of dry cargo vessels will
include the following:

1. Chalk test

2. Light test

3. Hose test

4. Ultrasonic test

The Chalk Test

Chalk is applied to the compression bars of the coamings and the individual panels
cross seams. The hatches are then battened down fully and in the proper manner after
which they are immediately re-opened and the rubber packing (joints) carefully
examined. Where a clean regular chalk mark is observed on the packaging, it is
assumed that sufficient pressure exists between the joint and the adjacent compression
bar. If the chalk mark is found to be intermittent or less pronounced at some points than
at others, then it is assumed that weathertight integrity does not exist over those areas.
This dated method can only be considered as indicative of a possible problem with likely
inconclusive results even after rectification of possible defects which may have been
exposed by the test.

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The Light Test

The simplest means of establishing if a defect exists and its location is by means of the
light test. The hatches are battened down fully and properly for seagoing; the
responsible officer enter the hold and view the underside of the covers from below. In
strong sunlight, defects should readily be visible with daylight shining through any gaps
in the packaging. If the test is being undertaken during poor light conditions, strong
torchlight properly directed from above will serve the same purpose.

The Hose Test

The most commonly used of the traditional tests is the hose or water test, whereby, a
strong jet of pressurized water is directed at the seams and joints of the hatch covers.
Hatch covers are battened down fully in the proper manner and with the surveyor
stationed in the hold, a survey assistant must be stationed on deck/top of the hatch
covers, to ensure that the water, usually supplied from the vessel’s fire main, is directed
at a constant and sufficient pressure in the proper direction. Ideally, the hose must be
held at a distance not more than 1 meter from the joint under test with a pressure of not
less than 200 kN/m2. There are a number of disadvantages however which include the
following:

1. Time-consuming method.

2. Ensuring adequate water pressure.

3. Excessive water draining from decks when vessel may be alongside wharf, pier,
or jetty.

4. Test cannot be safely carried out when vessel is laden for fear of wet damage to
the cargo.

5. Two surveyors are required to undertake the test.

6. Test cannot be carried out if weather conditions/air temperatures are at or below

0°C.

Ultrasonic Test

There have been, over the past 12 to 15 years since the ultrasonic testing equipment
became available, a great debate concerning the efficiency and acceptability of this type
of equipment. However, the technique is now widely used throughout the industry to test
and prove the weathertightness of hatch covers. The equipment, when properly used,
gives the exact location and the extent of leakage and is relatively easy and quick to
operate. It does not require the assistance of crew members, once the hatch covers

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have been properly battened down. Sound is generally produced by a vibrating body.
Air surrounding the body can form waves and can transmits sound. The frequency of
the sound produced to measure the cycles in per second and hertz, which indicates the
number of vibrations a sound wave makes over a period. The smaller number of
vibrations, the lower the frequency. Ultrasonic sound vibrations are similar to audible
sounds, the human ear who’s upper and lower limits of 15 and 2khz. The frequency of
ultrasonic sound is above 20 khz, it is propagated in a directional fashion and somewhat
similar to a beam of light whose intensity diminishes with distance. Ultrasonic waves
produced by a transmitter placed within an enclosed space will be released through the
smallest of openings. Thus, any leakage of the sound may be detected by a receiver or
detector between frequencies of 36.7 and 40.7 khz and convert them into aural
frequencies or into digitally reproduced information.

TOPIC 6 – CODED SIGNS TO BE USED WHEN

OPERATING CARGO GEARS

MEANING DESCRIPTION ILLUSTRATION

A. General hand signals

START Both arms are extended horizontal

Attention with the palms facing forward.

TAKING THE STRAIN The right arm points upwards with

OR INCHING THE LOAD the palm facing forwards. The
Fingers clenched and then
Unclenched.

STOP The right arm points upwards with

Interruption the palm facing forwards.
End of Movement

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END Both hands are clasped at
of the operations chest height.

OR

Both arms extended at 45°

downwards and lower arms
crossed back and forth
sharply across torso.

B. Vertical Movements

RAISE The right arm points upward with

the palm facing forwards and slowly
makes a circle.

LOWER The right arm points downwards

with the palm facing inwards and
slowly makes a circle.

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DERRICK THE JIB Signal with one hand, the other
hand on head.

TELESCOPING Signal with one hand, the other

THE JIB hand on head.

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VERTICAL DISTANCE The hand indicates the relevant
Distance.

C. Danger

DANGER Both arms point upwards with the

EMERGENCY STOP palms facing forwards.

D. Other

SECURE Both arms are crossed closely to

the chest with hands clenched.

TWISTLOCKS The left arm points upwards.

Twist locks on/off Rotate wrist of left hand clockwise
signaling twist off.

E. Operating Instruction

QUICK All movements faster

SLOW All movements slower

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 SEAM 3
Cargo Handling and Stowage
(Carriage of Non – Dangerous Goods)

Learning Activity #8

INSTRUCTION:

1. Observe spellings correctly.

2. Paper must clean and neat.
3. Answer the following question in the space provided.
4. Don’t copy answer from your fellow students. Cheating and copying is
prohibited!

Name: __________________________ Date: _____________

Year/Section: BSMT 2 Score:_____________ /45

Directions: Answer the following depending on what the question is looking for.

Essay: Explain Briefly by your own words, do not copy answer from your batch
mates:

1. Who is normally responsible for the maintenance and inspection of cargo gears?
(5 pts.)

________________________________________________________________
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2. What is cargo gear certificate? (5 pts.)

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3. Why it is important to inspect and examined all the lifting equipment before using
it? (5 pts.)

________________________________________________________________
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4. What are the safety measures you have to implement with regards to cargo lifting
gears? (5 pts.)

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5. What are the items to be inspected in the cargo hold? (5 pts.)

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6. How do you secure hatch covers? (5 pts.)

________________________________________________________________
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7. What are the common leak detection test for hatch covers? (5 pts.)

________________________________________________________________
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8. How do you find water tight integrity? (5 pts.)

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9. Why does the hatch cover testing in important? (5 pts.)

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Reference: Cargo Handling and Stowage I (Carriage of Non – Dangerous
Goods) – Capt. Florencio D. Cosare

Prepared by: Reviewed by:

2/M Franklin P. Vicente Capt. Juan P. Iñigo

Instructor Dean, Maritime Education

Approved by:

Dr. Alfredo F. Aquino

VP for Research and Planning

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