CARGO HANDLING

NN - 214

Remember that it is the freight on the cargo which pays all our wages.

(Sometimes pride can lead to a failure to seek assistance.)

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 Index

CHAPTER 1 Ship’s cargo gear – cargo slings

CHAPTER 2 Cargo Handling Safety

CHAPTER 3 Inspection and preparation of Cargo Holds

CHAPTER 4 Segregation and separation of cargo

CHAPTER 5 Ventilation and control of sweat

CHAPTER 6 Dunnage

CHAPTER 7 Stowage principles Stowage planning

CHAPTER 8 Cargo Securing

CHAPTER 9 Cargo Documents

CHAPTER 10 Bagged cargo – Cotton – Rice.

CHAPTER 11 Bulk cargo – Coal – Iron Ore – Bulk Grain

CHAPTER 12 Refrigerated cargo

CHAPTER 13 Deck cargo - Timber

CHAPTER 14 Container cargo

CHAPTER 15 Dangerous goods

CHAPTER 16 Entering Enclosed Spaces

CHAPTER 17 Cargo Calculations

CHAPTER 18 OOW Cargo Duties

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 CHAPTER 1
SHIP’S CARGO GEAR & CARGO SLINGS

1.1 Shipboard Lifting Gear

Definition:-
Shipboard lifting gear is the equipment onboard the ship, which is designated to
lift cargo from shore, and land it in the ship’s holds and vice versa, this operation
is called loading and discharging cargo.

Introduction:-
There are four main types of lifting gear on Dry Cargo ships; under each type
there are many designs with a variety of lifting capacity, which varies between 3
tons up to 400 ton on unspecialized ships, and can exceed that on heavy lift
ships.
The four main shipboard-based lifting gears are

1) Union Purchase
2) Single Swinging Derrick
3) Cranes, Deck cranes both level-luffing.
4) Shipboard Gantry System

The Union Purchase was the most common type of shipboard lifting equipment
since the wooden ships up to the early 70s of the last century. It was then
gradually replaced by swinging derricks and cranes, by the early 80s the cranes
was the dominate lifting gear of choice for all new built while the swinging
derricks was only fitted onboard ships designed for heavy-lift. By late 1990s that
again was changed when cranes manufactures was able to produce cranes with
the lifting capacity of over 400 Tons per crane, coupled with greater reliability
and nearly maintenance free crane designs, eliminated the need for the swinging
derricks (Swinging Derricks is still fitted on heavy-lift ships).
The shipboard gantry system, was introduces in the barge-carrying ship “LASH”,
in this concept, the container is itself a floating vessel, usually about 60 feet long
by about 30 feet wide, which is loaded aboard the ship by a high-capacity
shipboard gantry crane.
The same concept was introduced on General Cargo and container vessels, and
was successful on reefer container vessels with the capacity of 2000 TEU.

1.1.1 Union Purchase

This type of lifting equipment still exists on some old vessels, but is fast
disappearing from the ocean going vessels.

The Union Purchase rig consist of two derricks, One derrick, called the 'ship
derrick' is positioned over the hatch-opening (hatchway) in order to allow a direct
vertical lead to the cargo within the hold and the other, called the 'off-shore
derrick' is positioned clear of the rail to allow of discharge to the berth or lighter
(barge).

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Figure (1): Union Purchase rig with a three guys layout

Figure (2): Union Purchase rig with a four guys layout

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Union Purchase Gears and accessory gears:-

a) Cargo boom (derrick)

It is a hollow steel pipe, closed from both ends; Diameter, wall thickness and
length varies depend on the designed load.
b) Gooseneck
It is the assembly which attach the cargo boom to the mast and allow free
movement for the derrick in two direction (Up & Down) and (Port & Starboard).
c) Topping Lift
It’s the wire assigned to hoist or lower the cargo boom (derrick)
d) Topping Lift blocks.& Link band
Topping lift assembly consist of two steel blocks, one attached to the derrick by
the link band and the other attached to the mast by a shackle.
e) Cargo Runner
It’s the wire assigned to hoist or lower the cargo.
f) Runner blocks (Head block Heel block)
Runner assembly consist of two steel blocks, one at the forward end of the cargo
boom (Head Block) and the other attached to the mast under the derrick’s goose
neck (Heel Block).
g) Guys (Outboard, inboard and amidship) (Guy pendants and Guy tackle)
The guy is the assembly used to position the cargo boom (derrick) in the desired
location.
It consist of three parts, one steel wire pendant on each end and a tackle in the
middle, number of sheaves in the wooden block depend on the cargo boom size.
There are two guys for every cargo boom (derrick), (Outboard and inboard), and
in other rigging setting there are only three guys for one set of cargo booms
(Two derricks), two outboard guys and amidship guy).
h) Preventer
It’s a steel wire rope attached to the cargo boom head and the main deck, it is
main purpose is to prevent the boom from moving while under load.
i) Fairlead
It is a deck fitting were the preventer is tied down to the main deck.

Bull Assembly

Bull chain
Bull wire (rope)
Bail

In order to hoist or lower the cargo boom, bull wire will be connected to the
winch, after the desired height is achieved, the bull chain is connected to the
deck through the shackle and the pad eye, then disconnect the bull wire from the
winch.

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1.1.2 Single Swinging Derrick Conventional heavy lift boom

Swinging derrick rig consist of one derrick placed in the centre of the vessel, it
was named swinging because the derrick swing back and forth between the
hatchway and the dockside (or lighter) during Loading/Discharging.

Figure (3): Conventional swinging derrick

It is operated by four winches, top lift, hoisting (runner), shore-side guy and sea-
side guy.
It consist of
i. Single Mast
It is a single vertical mast positioned in the centre-line, where the derricks’
riggings are attached.
ii. Cargo boom (derrick)
It is a hollow steel pipe, closed from both ends and is positioned in the centre-
line in front (or aft) of the mast; Diameter, wall thickness and length varies
depend on the designed load.
iii. Gooseneck
It is the assembly which attach the cargo boom to the mast and allow free
movement for the derrick in two direction (Up & Down) and (Port & Starboard).
iv. Topping Lift wire & blocks
It is the wire and block assembly designed to hoist or lower the cargo boom
(derrick). There are two topping lifts assembly,. It consist of a wire passing
through two steel blocks, one attached to the derrick head and the other
attached to the mast by a shackle, and the wire is connected to the topping lift
winch, dimension of the wire and size and number of block sheaves depend on
the load design of the derrick.
v. Cargo Runner & blocks (Upper block Lower block)
It is the wire and block assembly designed to hoist or lower the cargo. It consist
of a wire passing through two multi sheave steel blocks, one attached to the
derrick head (Upper cargo block) and the other is hanging in the air (Lower cargo
block), and the wire is guided through the heel or lead block (single sheave) and

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then connected to the runner winch, dimension of the wire and size and number
of block sheaves depend on the load design of the derrick.
vi. Guys (Outboard and inboard)
The guy is the assembly used to swing the cargo boom (derrick) in the desired
position.
There are two guys (Outboard and inboard), each guy consist of:-
Two steel wire pendants, tackle & wire, deck block and winch
The steel wire pendant are attached to the derrick head and the ship’s deck, in-
between the pendants the tackle is attached. The guy wire passes through two
multi sheave steel blocks, and the wire is guided through the deck block (single
sheave) and then connected to the guy winch, dimension of the wire and size and
number of block sheaves depend on the load design of the derrick.

1.1.3 Cranes, Deck Cranes Both Level-Luffing.

Electro-hydraulic single deck cranes have hoisting capacities of 3, 5, 8, 10, 12,

15, 20, 25, 40 tons.

Twin cranes “Both Level-Luffing” are designed to have hoisting capacities of 2 x

12; 2 x 20; 2 x 25; 2 x 40 tons, but they can operate either singly or in concert.

Heavier hoisting capacities are also available for specialized ships and cargoes;
they reached the staggering hoisting capacity of 400 tons.

These crane types are suitable for relatively fast moving general, bulk and
container cargoes.

The positioning of deck cranes is a matter of importance. The sitting of deck

cranes on mountings along a mid-transverse position between double hatch
openings greatly assists both speed and radius of operation.

Cranes is mounted on a vertical pillar structure, from the deck. Visibility and line
of vision is important, if not vital, to crane operators.

Effective hoisting, slewing and luffing are the three essentials of good crane work
and are the activities needful of attention by Cargo Officers, depending upon the
type of labour employed as cab operators. Unnecessary acceleration, retardation,
sudden and rapid restriction increases the normal stresses provided by a load
upon the cargo gear, apart from its effect upon the mechanism of the crane,
however robust this may be.
Modern deck cranes incorporate these three functions by automatic lever controls
in the operator's cab

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Figure (4): Modern crane (capacity 400 Figure (5): Both Level-Luffing Cranes
Tons)

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1.1.4 Gantry
Other crane design is the gantry crane, similar to shore based container gantry
crane.

This design is not wide spread onboard vessels as the traditional one.

The ship is equipped with two rails near the bulwark running the full length of the
main deck from under the forecastle up to the superstructure, this enable to
position the gantry crane exactly on top of the cargo.

This design achieved very good loading/discharging rate with light homogeneous
cargo, capacity of these cranes varies but the most common is between 20 to 30
Ton.

Figure (6): A Ship equipped with two Gantry Cranes

(Folded While at sea).

Figure (7): Gantry Crane Extended for cargo operation.

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1.2 Ancillary equipment (Slings):-

Different types of cargoes require different methods of slinging.

Cargo slinging utilizes rope, wire and chain, used either singly or made up into
relevant patterns.
Although specialized cargoes such as containers, bulks, timber and steel, etc.,
require unique discharging methods.

1.2.1 Basics of safe slinging

1) The load must be adequately secured by the sling.

2) The sling must be adequately attached to the lifting appliance.
3) The load must be slung so that it will not collapse or change form when it is
lifted.
4) The load must not damage the sling, perhaps causing it to part.
5) The load must not be damaged by the sling e.g., wire rope slings may rip
paper, score timber, distort steel, etc.; fiber rope slings can rupture paper
sacks.
6) All lifting parts should act as near to the vertical as possible.
7) Use spreaders where appropriate to even out the load on each part of the
sling.
8) Attach a lanyard to heavy, long or awkward loads to assist in controlling its
movement.
9) If a single cargo hook is being used, this should be positioned vertically
above the centre of gravity of the load. This can be achieved using legs
of different length if the CG (centre of gravity) is off-centre.
10) Whenever a shackle is used, any moving part such as the sling must pass
through the bow, the pin must only be secured to fixed parts.

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The following list, though not exhaustive, indicates a fair range of slinging
requirements.

TYPE OF
CARGOES TO LIFT
SLING(S)
Automatic
Bulk cargoes
grabs.
Fragile cargo such as bags of
Board Sling
cement
Boxes Explosives
Canvas slings. Bagged cargo
Can hooks. Barrels & Drums
Packaged timber, timber logs,
Chain slings.
beans/girders ex hatch beams.
Car Slings Motor cars and Lorries
Container
Containers
Spreader
Electro Iron and steel products, scrap
magnets iron.
Fibre straps. Bales of pulp
Looped rope Cases, two slings end looped
slings. together on the hook.
Metal cradles. Loose, round timber.
Paper rolls, where not lifted by
Metal frames.
hydraulic suction methods.
Metal stirrups Pallets
Inhomogeneous packages of
Net slings,
various 'small' sizes. Pallets with
wire or rope
homogeneous loads
Paper rolls, where not lifted by
Nylon straps.
hydraulic suction methods.
Plate Clamps. Steel plates
Wide applications, including
general loads of cases, crates,
Rope slings.
bagged cargo, packaged unit
loads, pallets, packaged timber.
Spiked clamps Heavy cases
Small cases and packages,
Trays
cartons, strapped units
Tongs Log timber
Wire slings Heavy crates/cases,
(Snotter). beams/girders, pallets, etc.
Wire spreaders
Locomotives and similar cargo
(Heavy Lift).

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In this chapter will cover the following slings:-

1.2.2 Rope sling: This is formed by joining the ends of a piece of 25-30 mm rope
about 10-12 metres in length with a short splice. The sling is in very common
use. Bags, baled goods, barrels and cases may all be slung with this.

1.2.3 Canvas sling: This is formed by sewing a piece of canvas between the parts
of a rope sling. It is used for bagged grain, rice, coffee and similar cargoes where
the contents of the bag are small. Any spillage is retained in the canvas and is
not wasted. The stress on the outside bags is spread more evenly and thus the
chance of splitting is reduced.

1.2.4 Board sling: Is similar to the canvas sling but wood is used in place of the
canvas. This is used for slinging fragile cargo such as bags of cement.

1.2.5 Snotter: May be made of either rope or wire by forming an eye at each end
of a If. 20mm wire or 50~60 mm rope 4~6 metres in length. It is used for
slinging cases, bales, wet hides and timber.

1.2.6 Chain sling: Consists of a length of chain with a large ring at one end and a
hook HI smaller ring at the other end. It is used for lifting heavy logs, bundles of
iron and most steelwork. Care must always be taken that no kinks are allowed to
form in the chain when goods are being lifted.

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1.2.7 Plate clamps: There are various types of plate clamp, but the principle is
that the plate is gripped when the weight is taken, so that there is no chance of
the plate slipping c n could do if a chain sling was used.

1.2.8 Can hooks: The hook slips under the lip of the drum or barrel. There are
frequently four or five sets of hooks on a ring, which enable drums and barrels to
be handled very rapidly. They are not to be recommended for handling heavy
barrels as there is a possibility that the staves will be pulled out.

1.2.9 Trays: May be square, rectangular or round. They are slung by short pieces
of rope, called legs, attached to the corners. Used for small cases and drums.

1.2.10 Boxes: Similar to the tray but a wooden side is fixed around it. Used
for handling explosives.

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1.2.11 Nets: Used for handling small packages and mails, A wooden board is
sometimes placed in the net if there is a risk of the packages being crushed. A
canvas net sling is sometimes used for slinging frozen meat.

1.2.12 Car slings: There are many types of these. All are designed for the
rapid handling of cars and Lorries. It is essential that spreaders should be fitted
otherwise there is a possibility that the bodywork of the vehicle will be damaged
(cave in). When heavy Lorries and buses or big chassis are to be slung, wire
slings are usually attached direct to the ends of the axles.

1.2.13 Heavy Lift Slings: Are used for the handling of locomotives and
similar cargo. A large beam is employed to separate the slings which are of large
gauge wire. The slings are attached to the ends of the beam.

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 CHAPTER 2
CARGO HANDLING SAFETY

2.1 Introduction
Seamanship has been defined as the application of common sense and
experience in the marine environment.

Common sense = Safe job =

Employing the right number of people
Possessing the right skills
Wearing the right protection
Using the right tools
Operated by the right methods
Applying the right procedures
Working in the right place
With the right access
Having the right environment

Safety in Port comprise of many aspects, in this chapter will only consider safety
aspects of cargo handling, which are divided as follows:-
2.1 Basics of cargo handling Safety
2.2 Safety of personnel
2.3 Safety clothing and equipment
2.4 Safety precautions during Opening and Closing Hatch Covers
2.5 Safe operation of cargo-handling equipment
2.6 Safety during cargo operation
2.7 Other Safety precautions

2.2 Reference
OOW should read and understand the ILO code of practice entitled Accident
prevention on board ship at sea and in port (ILO copyright 1996); which is the
source or the foundation of all national and international regulation.

2.3 Safety of personnel

a) Before commencing cargo operation, any opening or gape between cargos

with a depth of over one meter should be temporary fenced by ropes.
b) Do not cover any unfenced hatches, openings or gaps between cargos with
tarpaulins, this will give a false safe feeling and will cause persons to fall.
c) Don’t allow workers to use portable ladders located in the hatch opening
during cargo operation.
d) No body is allowed to walk on the hatch coaming.
e) No body is allowed to walk or linger under a moving load; slings can part,
cargo can slip through nets or fall off pallets.
f) Ensure that everybody left the cargo hold before closing the hatch-cover.

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2.4 Safety clothing

The OOW should always ensure that all personnel employed on the ship wear
clothing and other relevant protection which is suitable for the job they are
performing, and the location in which they are working.

Everyone on deck should wear:-

a) Hard hat
b) Safety shoes with steel toecaps
c) Gloves should be worn which offer sufficient protection appropriate to the
materials being handled (e.g., leather gloves for handling wires).
d) Suitable dust mask (If Cargo of a dusty nature)
e) When appropriate, workers should wear eye, face and hand protection.
f) Specialised protection is sometimes provided when certain hazardous cargoes
are carried, which must be used in the event of a spillage.
g) Hearing protection should be worn if there are high noise levels around an
activity.
h) Studded boots or none-slip shoes should be worn by personnel working on
timber deck cargoes.
i) High visibility clothing or markings should be worn by all personnel on Ro-Ro
ships and Car Carriers.

2.5 Safety precautions during Opening and Closing Hatch Covers

a) The OOW must personally supervise all stages of opening and closing hatches.
b) Track-ways should be clear of obstructions, and all personnel should stand
well clear.
c) Secure hatch covers after opening.
d) No-one is permitted to stand on a hatch cover whilst it is moving.
e) Secure Hatch Cover after opening.
f) Guards must be erected around all openings, however temporary.

2.6 Safe operation of cargo-handling equipment

It is the OOW responsible to ensure that the ship's cargo-handling equipment is in

safe condition for the stevedores to use, so he must check all cargo-handling
equipments before commencing cargo operation
The following is a guide; actual checklist should be developed onboard depending
on the actual equipments fitted on the ship
a) All equipment must be clearly marked with its Safe Working Load (SWL).
b) All equipment must be in good condition; there must be no signs of excessive
wear.
c) All wires should be free from barbs, broken strands, flattened areas and kinks,
and be well lubricated.
d) All blocks and other moving parts must be free, and should be kept well
lubricated.
e) All operating controls should be clearly marked, tested regularly, and switched
off when the equipment is not in use.
f) All trips, cut-outs, limit switches, over-load devices, slack wire detectors and
all other safety and fail-safe features must be functioning, and they should be

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 tested regularly; and must not be over-ridden or switched off, except under
specific permitted circumstances; over-ride keys should not be given out to
stevedores..
g) Vents used to provide cooling air to the lifting equipment’s motors must be
open.
h) Sufficient power must be available at all times.
i) Winch-Brakes should be examined and tested regularly.
j) Lubricating and hydraulic oil levels must be checked before operating and
topped up as required.
k) Crane’s windows should be cleaned regularly.

If the OOW detects any faults in the ship's equipment, he shall immediately
suspend using the faulty gear and inform the Chief Officer.

2.7 Safety during cargo operation

a) The operation should be conducted with due care, and without undue haste.
b) The safe working load of the equipment must not be exceeded.
The OOW should check not only the weight of items of cargo but also the
weight of mobile cargo-handling equipment, such as fork lifts and bulldozers,
which is to be lifted by the ship's gear. Often such equipment has a
detachable counterweight to avoid overstressing the lifting gear.
c) The OOW must be sure that all parts of the system are operating within their
designed limits.
d) Use appropriate slings to the type of and packing of cargo
e) The equipment must be operated by a skilled and experienced person.
f) If the operator cannot see the entire operation (e.g., from the quay to the
bottom of the hold) then a signalman must be positioned to cover his blind
area.
g) Controls must never be left unattended, unless switched off.
h) Equipment should be operated smoothly, without any jerking; in particular the
load should be taken up gradually, as snatching produces excessive strains
and stresses in the equipment.
i) The load must not be left suspended, but should be rested on deck, or some
other adequate support, if there is an unexpected delay. This does NOT apply
to very heavy lifts, which should be returned to their original position if delays
arise.
j) Appropriate communication must be used, with all signals clearly understood
by all concerned.
k) Slack wires should be avoided, and any slack turns on a barrel must be
removed as soon as they are noticed, as there is a danger they may pull out
suddenly under load, and maybe cause an accident.
l) Cargo should not be dragged over other cargo or allowed to collide with parts
of the ship's structure or fittings.
m) Employ any specialised equipment available for that type of cargo.
n) Handling-instruction labels on the cargo must be obeyed.
o) Operations such as changing the gearing, or twinning two systems, must only
be performed under the direct supervision of the OOW, who should check the
manuals or consult the Chief Officer if he is not sure of the procedures or
operational requirements.

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2.8 Other Safety precautions

a) No smoking on-deck or in the holds.

b) The OOW must ensure that the Cargo holds has been adequately ventilated
before any person is permitted to enter.
c) Depending on the nature of cargo and stowing equipment used, the OOW
should operate and check ventilation system regularly, in order to maintain
safe atmosphere in the holds.
d) Lighting must always be switched on before entering darkened cargo holds.
e) Portable ladders shall be in good condition and must always be adequately
lashed.
f) Nails should be removed from old dunnage.
g) The gangway must be used for all access between the ship and shore; no-one
should be allowed to step between the deck and the quay when these are
almost level.
h) Stevedores often throw twist-locks and other container fittings onto the deck
when discharging containers. This can cause damage to the ship's structure,
securing equipments and severe injury to personnel below.
i) Some cargoes can create dust or emit flammable gases which create a danger
of explosion.
j) Cargo light (portable light) must never be hanged from the electric cable,
cargo-light must be positioned away from any cargo specially flammable
cargo, heat from the cargo light may cause fire.
k) During rain use only waterproof cargo-light, rain can cause electric short
circuit, sudden cooling by the rain to the light bulbs may cause them to
explode.

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2.9 Communication

Lack of Effective Ship/Shore Communication

The lack of effective ship/shore communication may increase the risk of
unintentional overloading of the ship's structure. It is important that there is an
agreed procedure between the ship's officers and the terminal operators to STOP
cargo operations. The communication link established between the ship and the
terminal should be maintained throughout the cargo operation.

Ship/Shore Communication Prior to the Commencement of Cargo Operations

Effective means of communication are to be established between the ship's deck
officers and the cargo terminal which shall remain effective throughout the cargo
operation.

This communication link should establish the following:

1) An agreed procedure to STOP cargo operations
2) Personnel responsible for terminal cargo operations
3) The ship's officer responsible for the cargo loading/unloading plan and the
officer in-charge responsible for the on deck cargo operation
4) Confirmation of information received in advance
5) An agreed procedure for the terminal to provide the officer in charge with
the loaded cargo weight, at frequent intervals and at the end of each pour
6) An agreed procedure for draught checking
7) The reporting of any damage to the ship from the cargo operations

The ship's officers should be familiar with the IMO Ship/Shore Safety Checklist.

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 CHAPTER 3
INSPECTION AND PREPARATION OF CARGO HOLDS

3.1 Hold Inspection

3.1.1 Reasons and Importance for Hold Inspection

Cargo Hold must be inspected by the Cargo Officer (Chief Officer) before
commencing loading operation to ensure that the hold is suitable for the next
cargo, and to eliminate the possibility of cargo damage due to contamination,
ensure that all fittings are in good order (Bilge, Ventilation, Lighting, Fire and
Hatch covers)

3.1.2 Items to be inspected

1) General cleanliness (No Rust or loose rust).
2) Spar ceiling.
3) Tween Deck draining holes.
4) Bilge system (Bilge well, strum box & non-return valve).
5) Sounding Pipes (Bilge & Double Bottom Tanks).
6) Air Vent. Pipes.
7) Electric cables, Lighting and connections.
8) General condition of side shell, bulkheads, frames and beams.
9) Double Bottom Tanks manholes
10) Ventilation ducts.
11) Fire detection and fixed fire extinguishing systems.
12) Hatch cover, check for water tightness (any damaged rubber must be
changed) (grease all moving parts including wheels, hinges and cleats).
13) Fixed hold ladders (Repair as necessary or place temporary ladders).
14) Hold manholes on the weather deck.

3.2 Hold Cleaning

3.2.1 Reasons and Importance for cleaning holds

Generally speaking, it is the ship’s responsibility to deliver the cargo (at the Port
of discharge) as received (at the Port of loading), cargo damage claim is one of
the main concerns of the shipping companies, shipping companies entrust the
cargo care to the ship’s Master and crew.

Cargo damage can be caused by contamination from the previous cargo, so it is a

must to clean the hold thoroughly (from top to bottom) after every cargo.
It is a common practice with some types of cargo (expensive and delicate cargo)
to hire a surveyor to inspect the ship’s holds before commencing loading, unclean
holds will result in refusing to load till it is cleaned or re-cleaned; time lost will be
on the owner account.

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3.2.2 Hold cleaning procedure

The amount of cleaning with a cargo space will depend upon the nature of the
previous cargo and that which is to be loaded; hold which is ready to receive
cargo should be clean and dry, well ventilated and free from any odour.

1) When discharging is finished, Collect and stack all serviceable dunnage.

2) Unsuitable dunnage must be sent up on deck to be disposed of. It is a
common practice in two deck vessels to shift a quantity of the lower hold
dunnage up to the tween deck, to be passed down again as required in the
lower hold. This saves unnecessary shifting of dunnage when stowing the
lower hold.
3) The hold is then thoroughly swept down and all rubbish is sent up on deck.
4) The Bilge covers are lifted and the bilges thoroughly cleaned out.
5) Particularly, attention must be given to the rose boxes and it is most
important to see that all the holes in the boxes are clear.
6) If necessary, the bilges may be cement or lime washed or coated with
bitumastic; this tends to prevent corrosion and also disinfects them.
7) Before the Bilge covers are replaced, bilge suction must be tested.
8) To clean a hold from which a coal cargo (Or any dusty bulk cargo) has just
been discharged it is necessary first to sweep it down and then to wash it
down with a hose. The bilge suctions and/or rose boxes must be attended to
so that the water can be pumped away. Hold must be wiped down (washed)
with fresh water to remove any salt residues.
9) Ventilate the hold by mechanical ventilation (leaving the hatch cover opened
will help accelerate dryness.). Sawdust sprinkled on all ironwork and on the
tank top (or ceiling) will help to absorb the damp and may be swept up after a
short interval.

3.2.3 Bilges or (drain wells)

The bilges (bilge well) are small collecting space for any water in the hold, there
are two bilges in each hold located in the aft end of the hold, one to the port side
and one to the starboard

Any water accidentally enters the hold or as a result of sweat, will drain to the
bilges carrying with it dust, cargo residues and cargo odour.

Over time (in the long run) dust and cargo residues will form solid mass blocking
bilge suction pipes, so piping out bilge water will be impossible, over flow of the
bilge water will occur contaminating the cargo.

The cargo residue especially if it was Hygroscopic Cargo in contact with water will
start decomposing (rotting-decay) giving terrible odour (smell); this smell will be
transferred to odour contracting cargo such as coffee, resulting in contaminated
cargo which will be refused by the receiver resulting on cargo damage claim on
the vessel.

Some examples for the cargoes which taint easily are tea, flour, tobacco and
coffee.

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 CHAPTER 4
SEGREGATION AND SEPARATION OF CARGO

A) Cargo Segregation

Reason for segregation

The reasons for segregation are that one type of cargo will damage other cargos
if stowed in the same compartment.

Examples for the need to segregate cargo:-

i. Segregation between the incompatible classes of dangerous goods is shown

in the IMDG Code segregation table.
ii. Segregation between cargo emitting strong odour and other cargo sensitive
to these odours.
iii. Segregation between clean cargo (food) and dusty cargo (cement).
iv. Segregation between cargo require ventilation and other cargo damaged by
ventilation.
v. Segregation between heavy cargo and fragile cargo.

Segregation is obtained by maintaining certain distances between incompatible

hazardous materials or by requiring the presence of one or more steel bulkheads
or decks between them or a combination thereof.

Intervening spaces between such sensitive or hazardous materials may be filled

with other cargo which is not incompatible with the sensitive or hazardous
materials.

Segregation is achieved by:-

1) Under-deck: Cargo can be segregate d by stowing different types in

different compartments.
2) On Deck: cargo can be segregated by separating different types with at
least 12 meters of horizontal distance.

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B) Cargo Separations

Reason for separation

An efficient system of cargo separation is necessary to prevent mix-up of

different shipments.

Examples for the need to separate cargo:-

i. Different grade of goods (identical packing for different quality of goods
such as Cotton).
ii. Different receivers. (same cargo for two receivers)
iii. Different destinations (same cargo for two ports).

Chief Officer and officers shall always consider that:-

− The stevedores in some discharge ports may be illiterate.

− Separations are made to aid discharge, so that cargo for different ports, or
different consignees, can be readily identified.
− At the discharge port, the OOW should ensure that the stevedores take note
of the separations, and do not mix the cargoes, as this could lead to expensive
resorting ashore.

Separation is achieved by:-

1) Marking one shipment with distinctive mark.

2) Using coloured separation nets.
3) Ropes (different colours are available).
4) Marking with paint (water-soluble if it may damage the cargo—e.g.,
timber)
5) Using layers of dunnage (flatboard or plywood).
6) Using tarpaulins (canvas).
7) Using coloured adhesive tape or paint.
8) Leaving horizontal distance between different shipments.
9) Natural separation (cargo of different form, shape, or packing).

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 CHAPTER 5
VENTILATION AND CONTROL

5.1 General

Ships are fitted with either natural or mechanical ventilation systems. In addition
to minimising the onset and degree of sweat, ventilation may also serve to
remove taint and disperse any gases which some cargoes may emit.

The process requires close monitoring throughout the voyage as the moisture
content of the cargo coupled with variations in air temperature, cargo
temperature and sea temperature can dramatically influence the amounts of
water vapour retained by and released into the air inside a hold.

Sweat is condensation which forms on all surfaces and on all goods in a

compartment or hold due to the inability of cooled air to hold in suspension as
much water vapour as warm air.

In ventilating practice the ship’s officer can collect only limited evidence of hold
atmospheric conditions through the use of wet and dry bulb temperature
readings in a few locations in the holds and on the open deck.

If there is any circulation of air in the hold it can be assumed that the former will
be representative of overall hold conditions unless the thermometers are placed
close to ventilator inlets.

Comparing the dew points of the hold air and the outside air enables decisions to
be taken as to whether or not to continue ventilating, these reading and duration
of ventilation per hatch will be reordered in the Ventilation Log

5.2 Type of sweats

5.2.1 Ship's sweat:

Definition: Ship sweat is the condensation of water vapour on the ship's
inner structure
Ship sweat takes place when the 'dew point' in a cargo space exceeds the
temperature of the structural parts of the ship. It is minimized, or eradicated, by
passing adequate volumes of outside air over the cargo, more particularly
necessary in a vessel passing from warm to colder atmospheric conditions.

5.2.2 Cargo sweat

Definition: Cargo sweat is the condensation of water vapour directly on to the
cargo
Cargo sweat can arise when passing from cold to warmer climatic conditions
since the cause is from the warmer moisture laden air condensing on the cargo.
Its prevention is by sealing off the ventilating facilities, although extraction fans
will be necessary to offset any moisture effects emanating from the cargo itself,
or its dunnaging materials.

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5.3 Natural Laws of Air Circulation
Warm air, like any other gas that has been heated, tends to expand and rise.
Cool air is heavier than warm air and therefore tends to fall and take the place of
the lighter rising warm air. This difference in the densities of air at different
temperatures produce a circulation within a cargo hold. The air in the lower
portions of the space is relatively warmer than in the higher portions and will rise
in conformity with the natural laws of air circulation.

5.4 Natural Ventilation System

The establishment of a circulatory system of air ventilation can be achieved by

leading to the lower parts of the hold, those ventilator shafts which serve as
'intakes'. The cool air thus entering will dilute the warm air rising through the
cargo and disperse it via the upper ventilators ('out-takes') into the outer
atmosphere. Further improvement is effected by making the lee ventilators
'intakes' and the weather ventilators 'out-takes'. This will aid the circulation
within the hold already established by the ventilator system. This will involve the
trimming of the ventilators (cowl direction); the lee cowls will face the wind and
the weather cowls will back on to the wind. Steady circulation of air in the holds
will disperse any pockets of warm air and prevent possible deterioration of
portions of the cargo.

5.5 Mechanically Ventilation

(Forced ventilation and humidity control for cargo hold)

Modern vessels of all types invariably are now fitted with systems of mechanically
activated air conditioning and ventilation facilities, some more elaborate than
others, depending upon the class of vessel, types of cargoes carried and trades in
which they are involved.

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According to SOLAS regulation, the ventilation rate of the mechanical ventilation
system should be at least two air changes per hour, based on the empty cargo
space.

Modern vessels have a closed circuit ventilation fitted with humidity and
temperature control (fitted with dryers, heating and cooling systems)
Some of this systems is computer controlled to raise or lower hold temperature
as required to adjust for climate change due to ships route, and also lower
humidity in the holds to prevent condensation.

5.6 Ventilation rules

The simple rule concerning ventilation is:

a) VENTILATE if the dew-point of the air inside the hold is higher than the
dew-point of the air outside the hold.
b) DO NOT VENTILATE if the dew-point of the air inside the hold is lower than
the dew-point of the air outside the hold.

We can replace the basic rules by more detailed consideration of the physical
conditions in the hold and outside.

There are six temperatures which are relevant:-

1) Outside Air Temperature
2) Outside Air Dew Point
3) Hold Temperature
4) Hold Dew Point
5) Sea Temperature
6) Temperature of the cargo mass

The last two named are slow changing and exercise a considerable control over
the conditions of the hold, and in particular the cargo temperature is crucial.

Rules of ventilation regarding Hygroscopic and non-Hygroscopic cargos are as

follows:-

Hygroscopic Cargo Non-hygroscopic Cargo

Ventilation is never required.
If a stable cold cargo is carried Cargo sweat is liable to occur
to a warm climate, ventilation if warm moist air comes into
Cold to
will always be unnecessary. contact with cold cargo.
warm
Indeed, in some circumstances Therefore holds should usually
voyage
ventilation may lead to cargo remain sealed to allow the
damage. cargo and internal air to warm
gradually during the voyage.
Vigorous surface ventilation of
Ventilation is largely
the cargo spaces will almost
Warm to irrelevant. Development of
certainly be required due to
cold voyage significant ship’s sweat is very
the likelihood of ship’s sweat
unlikely.
developing.

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5.7 Combined cargoes
Problems may arise if hygroscopic and non-hygroscopic cargoes with different
inherent temperatures are loaded into the same compartment. Their ventilation
requirements may differ, resulting in damage to one or other of the products in
spite of normal routines being followed. As far as possible, hygroscopic and non-
hygroscopic cargoes should not be stowed together.

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 CHAPTER 6
DUNNAGE

6.1 General

6.1.1 Dunnage material

Timber and timber products are the main type of dunnage materials in use.
6.1.2 Dunnage Importance
It is importance to use suitable and sufficient dunnage during the stowage of
break-bulk cargo to prevent damage to the ship and the cargoes.

Dunnage used must be Clean, Dry and free from stain and odour

6.2 Types of dunnage

1) Timber—flat-board, square-section, laths, bamboo, pallets.
2) Timber products: - Plywood, chipboard, hard- board.
3) Paper rolls: - Kraft, corrugated.
4) Sheeting: - Burlap, plastic.
5) Mats: - Straw, dried reeds/grasses/bamboo.
6) Patent devices: - Inflatable bags.
7) Other commodities: - Old tyres.

6.3 Uses of dunnage

1) Spread the weight of the cargo across a large area of the ship's
structure, particularly heavy cargoes with small points of contact.
2) Spread the weight of subsequent layers of cargo over a large area of the
cargo beneath, to avoid crushing it.
3) Increase friction to prevent cargo moving.
4) Used over loaded cargo to form a stable platform to load on top.
5) Prevent chafing of cargo against ship's structure.
6) Prevent cargo from touching ship’s side.
7) Fill in any broken stowage—void spaces within the cargo stow.
8) Assist with cargo ventilation.
9) Assist to stabilise the stow
10) Used in Securing the cargo Lashing (Chocking).
11) Used as a form of cargo separation
12) Enable the easy removal of slings at the load-port, and easy insertion of
slings at the discharge-port.
13) Other uses.

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6.4 Problems arises from the use of timber dunnage

Dunnage used must be Clean, Dry and free from stain and odour

A) INSECTS
Timber rough and can retain moisture, these two factors can provide a haven for
insects which may migrate and infest a produce cargo.
B) MOISTURE.
Moisture can migrate from dunnage into hydroscopic cargoes, such as rice,
coffee, cocoa, sugar, tobacco, paper, etc. and damage them; so use only clean
and dry dunnage.
C) ROUGH SURFACES / EDGES
Timber which is rough sawn may tear bagged cargo, and damage other delicate
cargoes.
D) SAWDUST
Sawdust resulting from cutting timber in the hold may contaminate cargoes, and
can catch fire.
E) DISPOSAL of contaminated dunnage
Dunnage is one of the main reasons of cargo contamination, a leak from the
previous cargo will contaminate the dunnage, type of contamination depend on
the nature of the previous cargo, this contamination will be transferred to the
next cargo if the same dunnage is used.
All dirty (contaminated) dunnage is collected during hold cleaning and transferred
to the deck before loading commence, and will be discharged to garbage
contractor.
i) Some countries (USA) prohibit the landing of any timber.
ii) Some countries prohibit the landing of contaminated timber.
iii) Discharge is expensive (for example: Gearless Bulk carriers at berths
with no cranes).
iv) Discharge is impossible (or example: Vessel at anchor).
v) Shore transportation is difficult to arrange or expensive.

F) RECYCLING.
It is common (economic) practice to reuse uncontaminated dunnage; in order to
reuse, the following steps is essential:
− Remove nails.
− Separate by type and length
− Separate Wet and dry
− Bundle
− Stow in a sheltered area, away from rain/sea.

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6.5 Spar Ceiling

Spar ceiling, or cargo battens as they are called in some trades, comprises
portable wooden battens fitted to the inner edges of the frames of the ship's
structure so to form a sheathing to the ship's side. Normally spar ceiling is made
up of 4 cm (1½ in) boards of about 15 cm (6 in) wide and arranged horizontally
in convenient lengths attached to the frames by angle brackets and spaced about
23 cm (9 in) apart. In some cases vertical sections are made up to fit in between
the frame spaces.

The purpose of this wooden sheathing is to prevent packages of cargo to go

beyond the inner edges of the frames and becoming damaged by moisture which
may collect on the ship’s side.

The space so formed between the spar ceiling and the ship's side helps to provide
an air space around the cargo and thereby improves ventilation.

The spar ceiling should always be kept in an efficient state of repair.

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 CHAPTER 7
STOWAGE PRINCIPLES & STOWAGE PLANNING

7.1 General
7.1.1 Reference
IMO produced the “IMO Code of Safe Practice for cargo stowage and securing”,
all officers must be familiar with this code and refer to it for cargo stowing
regulations and guidance.

7.1.2 Definitions

THE SPACE AVAILABLE FOR CARGO

May be given by either the vessel's deadweight or her cubic capacity, the latter is
given as bale or grain.

DEAD WEIGHT CARGO

Is the cargo on which freight is usually charged on its weight, although there is
no fixed rule in use, cargo stowing at less than 1.2 m3/tonne (40 cu.ft./ton) is
likely to be regarded as deadweight cargo.

MEASUREMENT CARGO
Is the cargo on which freight is usually charged on the volume occupied by the
cargo; this cargo is usually light and bulky stowing at more than 1.2 m3/tonne
(40 cu.ft./ton) but may also be heavy castings of an awkward shape where a lot
of space is occupied.

BALE CAPACITY:
Cubic capacity of a vessel’s cargo holds to carry packaged dry cargo such as
bales/pallets.
The cubic capacity of a cargo hold measured from the inside of the cargo battens,
frames, bulkhead stiffeners or spar ceilings, i.e. the spaces between the frames
are not filled; the bale capacity is generally less than the hold's grain capacity.

GRAIN CAPACITY
Cubic capacity of a vessel’s cargo holds, when the length, breadth and depth are
measured right up to the plating; in this case, the cargo is free-flowing and is
capable of filling the spaces between the ship's frames; an allowance is made for
the volume occupied by frames and beams.

STOWAGE FACTOR “SF in short”

Cubic space occupied by one tonne of cargo.
It is the volume occupied by unit weight of cargo, usually expressed as cubic
metres per tonnes (m3/tonne) or cubic feet per ton (cu.ft./ton)
It is the volume of space in cubic feet/meter required for stowing one ton of a
named commodity; includes dunnage and packing spaces as well as broken
stowage.

BROKEN STOWAGE
Space lost between boxes, between vehicles, around obstructions and over
(above) cargo/vehicles due to irregular shapes/configuration, separation

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requirements and fire lanes, and is expressed as percentage of the total volume
of the hold.
The percentage that has to be allowed varies with the type of cargo and with the
shape of the hold. It is greatest when large cases have to be stowed in an end
hold.

DISPLACEMENT (also known as Full Displacement)

It is a term used to measure the weight of the water displaced by the ship when
she is fully loaded with all her crew, bunkers, fresh water, stores, equipment and
cargo.

LIGHT DISPLACEMENT (also known as “lightweight – lightship”)

The weight of a ship complete with outfit and propulsion machinery, and ready
for sea but without fuel, fresh water, stores, provisions, crew or cargo on board.

DEADWEIGHT “DWT in short”

Total weight of cargo, stores, fuel and water needed to submerge a ship from her
light draught to her maximum permitted draught (summer load line draught);
the difference between the Full displacement and Light displacement is the ship's
deadweight.

GROSS TONS “GT in short”:

Previously known as Gross Registered Tons, is a common measurement of the
total internal volume of a ship, less the volume of certain exempted spaces which
provide comfort to the crew and ship's safety; One ton equals 100 cubic feet or
2.83 cubic meter
Port and Pilotage dues are based on Gross Tonnage.

NET TONNAGE “NT in short”:

Previously known as Net Registered Tons, equals gross tonnage minus
deductions for space occupied by crew accommodations, machinery, navigation
equipment and bunkers, it represents space available for cargo (and
passengers). Canal tolls are based on Net Tonnage.

CANALS TONNAGE
Suez and Panama Canal authorities each have its own calculation method to
obtain the Gross & Net tonnage; and they are named after them:
Suez Canal Gross Tonnage Suez Canal Net Tonnage
Panama Canal Gross Tonnage Panama Canal Net Tonnage

7.2 Stowing

7.2.1 Cargo information

Before accepting a cargo for shipment, the ship-owner should obtain all
necessary information about the cargo and ensure that:
− The different commodities to be carried are compatible with each other or
suitably separated;
− The cargo is suitable for the ship;
− The ship is suitable for the cargo;

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− The cargo can be safely stowed and secured onboard the ship and transported
under all expected conditions during the intended voyage.

7.2.2 Basics of cargo stowage

“Stowing the cargo” is an expression which means the planning to where to load
the cargo so that the vessel will load maximum amount without damaging the
ship or the cargo with maximum dispatch; normally the stowing plan is prepared
by the chief officer, but in some liner service this is done by the supercargo
“shore based experienced Master”.
In order to achieve the above there are some consideration

7.3 Stowage Plan

7. 3.1Initial Stowage Plan (Loading Plan)
Chief Officer will formulate initial stowage plan after he receives the cargo
booking list; putting in his consideration the factors as per section 7.3.2

He will hand a copy of this initial stowage plan to the stevedores to start loading
and a copy to the OOW oversee the proper execution of the plan

OOW must bring any discrepancies immediately to the attention of the Chief
Officer.

The OOW will enter the data of cargo loaded in a working copy of the final
stowage plan (Loaded Plan)
Normally the actual loading is always differs from the planned, due to the
following reasons:-
i) Cargo measurement differs than what was stated in the “Cargo booking
list”.
ii) Cancellation of some cargo.
iii) The effect of the unavailability of specific cargo handling equipment.

Therefore after loading completion Chief Officer will prepare Final Stowage Plan
(Loaded Plan) (see section 7.3.3).

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7.3.2 Factors to be considered in the preparation of stowage plan

1) Stability:
In order for the Vessel to be seaworthy, it must retain proper stability the whole
voyage “that includes loading, sea voyage and discharging”.
− Transverse stability “Suitable GM”
− Transverse stability “No list”
− Longitudinal stability “Suitable trim”
− Any special requirements are met; such as:
a) Trimming of bulk cargoes
b) Timber cargo stability requirements
c) Grain cargo stability requirement.

2) Structural limitations:
− Allowable deck load (Deck Strength) “t/m2 - Tones per Square metre”; on
container vessels the expression “Container stack weight per slot”
− Bending moments “within the allowable range”
− Shear forces “within the allowable range”

Ballast water can be used “if the deadweight permits” to offset any sever stresses
on the hull, always considering the huge amount of consumables “FO, DO and
FW” during long voyages

3) Port rotation and cargo distribution:

− Cargo for the first discharging port to be stowed on top.
Cargo shifting due to over-stowing is loss of time and money; if unavoidable
because of other considerations, owner or charterer must be advised and cost
of shifting is compared against freight; any such cargo must be clearly marked
on the stowage plan and the agent and stevedores of the discharging/transit
port are informed.
− Same destination cargo to be stowed in as many holds as possible “to speed
up the discharging operation and shorten discharging time”
Cargo discharging rate is always calculated by ton per gang, so the more
gangs working the less time the vessel has to spend in port; .but don’t over
do it ”do not over-distribute”, each hold must have sufficient cargo to deserve
to be opened and setting its gear, also some ports will charge a minimum
quantity per gang.
− Separate different shipment of the same cargo.
Sorting cargo is time consuming, different shipment of the same cargo (or
looks the same) must be clearly separated to avoid port delay; separation can
be achieved by “separation coloured nets, coloured stickers, dunnage,
coloured ropes, etc”.

4) Cargo handling equipments

Do not assume that all ports have the latest cargo handling “forklifts, slings,
etc”, especially when calling ports in underdeveloped or developing countries.
It is advisable to check the availability of cargo handling equipments at both
loading and discharging ports “through the local agent” before laying down the
stowage plan, especially with heavy cargo or cargo which need special slinging
arrangement.

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5) Lifting gear
Cargo weight compared to the SWL of the ships’ lifting gear.

Cranes or derricks capacity varies from one hold to another, heavy cargo
should be loaded in the holds with the corresponding capacity cranes, to avoid
using shore or floating cranes which are costly to hire.

6) Draught (Draft)
Allowable draft at both loading and discharging ports.

It is essential to check before commencing loading the maximum draft allowed

alongside the discharging ports.

7) Deck Cargoes
The stowage of deck cargoes should take account of the requirements for safe
access to crew quarters, for crew working the ship, mooring stations, for
boarding of pilots, and access to safety equipment.
This is achieved by leaving a walkway around the deck or by constructing a
catwalk on top of deck cargo.

8) Cargo Securing
It is wrong to assume that the weight of the cargo will keep it in position, so all
cargo must be secured, if cargo start moving it will slam against the ship and
adjacent cargo, damaging:
i) Itself
ii) The ship
iii) Adjacent cargo
The cheapest way to secure cargo is by achieving a solid stow, this is possible
with homogeneous cargo.
With cargos, which are different in type and shape, a good stowage plan will
utilize cargo weight and shape to minimize the securing cost without
compromising the safety, some examples are:
i) Heavy or long cargo, such as beams and pipes, should be stowed fore
and aft.
ii) Steel coils are usually stowed on the round, in athwart-ships rows, with
their core axis fore and aft.

9) Protect the cargo

− Against damage by water
i) Raise it above the tank top on dunnage, to avoid contact with drainage.
ii) Protect it from touching the ship's steelwork, to avoid contact with ship's
sweat.
− Against crushing
i) Same type cargo:
Depend on the packing strength; never exceed the number of stacks as
advised by the shipper, as that will lead to crushing the bottom layer of
the cargo.
ii) Different cargos:
Heavy and well-packed cargo is stowed at the bottom, light or fragile
cargo is stowed on top.

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− Against toppling “collapse”
Dunnage should be so arranged that the cargo is well supported
− Against heat
Stow the Cargo that is liable to be damaged by heat away from:
i) Engine-room bulkhead
ii) Fuel Oil tanks “which will be heated during the voyage”
iii) Unventilated compartments
iv) Immediately under-deck, which is normally heated by the sun
− Against rasping
Sensitive cargoes, can be damaged when they start rasping (rubbing) against
the ship's structure due to vibration, this can be prevented by using plywood
or flat-dunnage between the cargo and the hull.

10) Cargo Separation and Segregation

Damage to cargo by another type of cargo is one of the leading causes of cargo
damage, so always consider the following, and separate and segregate
accordingly:
i) Dust
ii) Chemical reaction
iii) Odour (Aroma) migration
iv) Moisture migration
v) Leakage
vi) Contamination
vii) Taint

11) Ventilation
− Cargos with different ventilation requirements should be stowed in separate
holds.
− Ventilation channels must be available around the cargo, this is achieved by:
i) Constructed using dunnage “as in bagged rice)
ii) Gaps between cargos
− Ventilation inlets and outlets should not be blocked by cargo

12) Discharge efficiently:

In-order to discharge the cargo efficiently, consider the following:
− Use dunnage so that the sling can be easily attached.
− Pre-sling the hatch square.
− Mark the key unit of a stow, the one to discharge first.
− Maintain access, for example, the flow routes of forklifts should not be blocked
off by other cargo which will be discharged later.
− Distribute equally between the holds, so that all holds take the same time to
load and discharge.

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13) Loading/Discharging time:
In order to achieve the perfect stow vessel will consume time for
Loading/Discharging operation, so it is ship’s time VERSES Cargo-Carrying
capacity
Good stowage plan shall consider the time factor for loading/discharging with
the cargo quantity factor, it is not desirable to squeeze in additional tonnage
with the loss of valuable time: In order to maximise vessels earnings a
compromise between efficient space deployment and time deployment is
required

14) Recommendations and Advice

− Shipper recommendation
It is advisable to follow any special stowage requirements recommended by
the shipper (he is an expert concerning his cargo).
− Seeking advice
It does not matter how much experience the Master and the Mate have they
did not see it all, so with unfamiliar cargo it is advisable to seek advice from:-
i) Owner’s superintendent
ii) Charterer
iii) Shipper
iv) P & I Club representatives
v) Insurance companies
vi) Any party “organization” with good experience in this particular
shipment

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 CHAPTER 8
CARGO SECURING

8.1 General

8.1.1 Definitions

Cargo Securing Devices are all fixed and portable devices used to secure and
support cargo units.
Maximum Securing Load (MSL) is a term used to define the allowable load
capacity for a device used to secure cargo to a ship. Safe Working Load (SWL)
may be substituted for MSL for securing purposes, provided this is equal to or
exceeds the strength defined by MSL.
Standardized Cargo means cargo for which the ship is provided with an approved
securing system based upon cargo units of specific types.
Semi-standardized Cargo means cargo for which the ship is provided with a
securing system capable of accommodating a limited variety of cargo units, such
as vehicles, trailers, etc.
Non-standardized Cargo means cargo which requires individual stowage and
securing arrangements.

8.1.2 Reference

In 1991 the IMO Assembly adopted the Code of Safe Practice for Cargo Stowage
and Securing. Its purpose is to provide an international standard to promote the
safe stowage and securing of cargoes by:
− Drawing the attention of ship-owners and ship operators to the need to ensure
that the ship is suitable for its intended purpose
− Providing advice to ensure that the ship is equipped with proper cargo
securing means
− Providing general advice concerning the proper stowage and securing of
cargoes to minimize the risks to the ship and personnel
− Providing specific advice on those cargoes which are known to create
difficulties and hazards with regard to their stowage and securing
− Advising on actions which may be taken in heavy sea conditions
− Advising on actions which may be taken to remedy the effects of cargo
shifting.

8.1.3 Importance of securing the cargo

While the ship at sea, it is subjected to external forces which result in six type
of motion transferred to all cargo onboard; in addition to these forces deck-cargo
are subjected to the wind-force, the slamming of waves and the lifting force of
water when seas is shipping on deck.
If the cargo is not properly secured, it will move, endangering the
seaworthiness of the vessel and damaging the cargo and/or the ship's
structure and fittings; also deck cargo could be lost overboard.
In extreme cases the ship could capsize or the cargo could pierce the hull (side
shell), causing the ship to founder (sink).

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8.1.4 Cargo Securing Principles

The IMO Code of Safe Practice for Cargo Stowage and Securing states the
following general principles:
− All cargoes should be stowed and secured in such a way that the ship and
persons on board are not put at risk.
− The safe stowage and securing of cargoes depend on proper planning,
execution and supervision.
− Personnel commissioned to tasks of cargo stowage and securing should be
properly qualified and experienced.
− Personnel planning and supervising the stowage and securing of cargo should
have a sound practical knowledge of the application and content of the Cargo
Securing Manual, if provide.
− Decisions taken for measures of stowage and securing cargo should be based
on the most severe weather conditions which may be expected by experience
for the intended voyage, taking into account the following factors:
− Duration of the voyage.
− Geographical area of the voyage.
− Sea conditions which may be expected.
− Size, design and characteristics of the ship.
− Dynamic forces under the expected conditions.
− Types of cargo
− Intended stowage pattern.
− Mass of the cargo.
− Ship-handling decisions taken by the Master, especially in bad weather
conditions, should take into account the type and stowage position of the
cargo and the securing arrangements.

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8.2 Ship's motion and Acting forces

8.2.1 Ship's motion at sea

Ships are floating objects, and it doesn’t matter how large the vessel, it will be
moved by the sea and swell, in the following ways:

Transverse motion Longitudinal motion Vertical motion

Roll. Pitch. Heave.
Yaw. Surge. Pitch.
Sway. Yaw. Roll.

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Roll, pitch and yaw are rotational motions.
Surge, sway and pitch are linear motions.

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8.3 Cargo securing manual

8.3.1 Requirements

The Cargo Securing Manual is mandatory on all types of ships engaged in the
carriage of all cargoes other than solid and liquid bulk cargoes.

In accordance with the International Convention for the Safety of Life at Sea,
1974 (SOLAS) chapters VI, VII and the Code of Safe Practice for Cargo Stowage
and Securing, cargo units, including containers shall be stowed and secured
throughout the voyage in accordance with a Cargo Securing Manual, approved by
the Administration.

8.3.2 Cargo securing manual Contents

The Cargo Securing Manual specifies arrangements and cargo securing devices
provided on board the ship for the correct application to and the securing of
cargo units, containers, vehicles and other entities, based on transverse,
longitudinal and vertical forces which may arise during adverse weather and sea
conditions."

The Securing Manual is specially written for each individual ship, so naturally the
contents will vary according to the ship type, but to ensure international
uniformity the IMO guidelines state that the contents will be as follows:-

Chapter 1
Details of fixed cargo securing arrangements and their location, including
their type and strength

Example for General Cargo Vessel

1) On bulkheads (e.g., pad-eyes, eyebolts).
2) On decks (e.g., elephants-feet, container fittings.)
3) On deck-heads (e.g., pad-eyes).

Chapter 2
Location and stowage of portable cargo securing gear

Chapter 3
Details of portable cargo securing gear, inventory of items provided,
including their strength and use.

Example for General Cargo Vessel

1) Container stacking and interlocking fittings, bridge-fittings.
2) Chains, wire ropes, rods.
3) Tensioners, turnbuckles.
4) Securing gear for cars and other vehicles.
5) Trestles and jacks, for vehicle trailers.
6) Anti-skid material.

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 Chapter 4
Correct application of portable securing gear on various cargo units, vehicles
and other entities.

The text should be supplemented by suitable drawings and sketches to

facilitate the correct understanding and proper application of the gear to
various types of cargo and units.

Chapter 5
Indication of the magnitude of forces expected to act on cargo units in
various positions onboard the ship.

Example for General Cargo Vessel

1) Tables or diagrams giving a broad outline of the accelerations (acting
forces) which can be experienced in various positions on board the ship
in adverse sea conditions.
2) Examples of the forces acting on typical cargo units when subjected to
these accelerations.
3) Examples of the number and strength of portable securing required
neutralizing these forces.

It is important that the officers on board are fully aware of the correct
application, use and limitations of the securing gear, and the order of the forces
involved.

The crew and other persons employed for the securing of cargoes should also be
instructed in the correct application and use of the cargo securing gear on board
the ship.

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8.4 Securing
8.4.1 Types of securing arrangements

1) Lashing
Rope, wire, webbing, banding, strapping or chain. Tightened with
turnbuckles, or other patent tensioning devices. (Lashing is often used to
describe all securing arrangements.)

2) Tomming “chocking”
Constructing a framework of square-section softwood, to chock off the cargo
against ship's structure or other cargo.

3) Filling
Use of air bags, empty pallets, old tyres, etc. to fill the voids between items
of cargo, and between cargo and the ship's structure.

4) Anti-skid
Flat boards used to increase friction.

5) Binding
Stabilise a stow with dunnage to make several units into one block, also
stowing bags or cartons in different directions in each layer to form a self-
locking block (a 'brick wall' effect).

6) Structural alterations
Very heavy and/or awkwardly shaped cargo may be secured by welding the
unit directly to the ship's structure, or by fabricating a steel framework or
other support or chock which is permanently attached to the ship's
structure.

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8.4.2 Securing Cargo Basics

Seas and oceans catch the unwary “reckless - careless” and rarely give a second
chance, so the lashings must be suitable before departure.

1) All stowing and securing cargo will be under duty officer supervision.
2) Apply dunnage under the cargo to increase friction and prevent cargo from
moving.
3) Apply vertical dunnage at the extreme ends of the cargo (forward, aft and
both sides), to prevent cargo from moving and prevent contact between
cargo and ship’s hull.
4) Stow longitudinally or latterly according to its type, to minimise cargo
moving.
5) Solid stow, the cheapest and most efficient way of securing is by stowing the
cargos in a tight stow, provided the cargo is adequately packaged, and there
are no heavy units.
6) Select suitable lashing material (turnbuckle, shackles, wire-clips, lashing
wire, securing belt, inflatable bags, wedges, etc) according to the cargo’s
type, weight and expected forces.
7) Number and length of lashing points shall be determined by the cargo’s
weight, acting forces and vulnerability.
i) Lashings should be sufficient to prevent the load from moving when the
ship rolls through 30 degrees with 13 second roll periods.
ii) Lashings should be as short as possible.
iii) Fixed securing points on the cargo should always be used.
iv) All lashings must be secured to suitably strong points of the ships
structure “lashing points”.
v) The total load on lashing points must not exceed their designed limit.
8) Lashings must be capable of being checked and tightened on passage.
9) Lay out the securing system before the cargo is loaded. Bundles can best be
secured by loading them on top of wire rope lashing which has previously
been laid on the deck. This is then tightened and secured above the cargo.
10) If necessary weld extra lashing eyes to the deck to achieve number of
lashing points determined, all the usual welding precautions should be
taken.
11) Stow cargo bearing in mind not to hinder crew movement, stores access,
emergency stations, tank sounding, fire fighting equipments, etc.
12) If cargo will not completely fill the hold, a wooden barrier will be build to
prevent cargo from moving or tipping.
13) Tie down the cargo, use the friction with the floor, normally the Cargo will lift
before it shifts.
14) All spaces between cargo shall be shored (filled with wood or inflating bags)
15) Use lashing nets with small boxes and cartons.
16) Space due to ship’s hold curvature shall blocked by wooden structure
“Tomming or chocking”.
17) OOW must be vigilant, he must check cargo securing individually (one by
one - wire by wire) not at the end of the stowing and securing operation,
you cannot be too careful.

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8.4.3 Strength of lashings

Under-deck Cargo

The holding power of the lashings (the sum of the breaking strains of all the
components of the lashing system) should be twice the weight of the unit.

Deck Cargo

The holding power of the lashings holding the cargo vertically downwards should
be three times the weight of the unit.

The holding power of the lashings preventing athwart-ships movement should be

70% of the unit's weight, and those preventing fore-and-aft movement should be
30% of the unit's weight.

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 CHAPTER 9
CARGO DOCUMENTS

9.1 General

The golden RULE is that the junior officer (OOW) refers all visitors with
paperwork to the Chief Officer or Master, but he may sign the documents if:

1. He is authorised to do so.
The OOW shall not sign any documents brought on board unless he has been
specifically authorised by clear instructions from the Master/Chief Officer; in rare
cases if not signing means stoppage of cargo, OOW may sign with a clear remark
“FOR RECEIPT ONLY”.

2. He understands everything that is written in the document.

The OOW shall not sign any documents written in a foreign language unless he is
fluent in that language, or a written translation is provided and attached.

3. The Facts are Correct

The OOW shall not sign any documents unless he is sure that the facts, numbers
and information provided in the document are definitely correct in all aspects.

4. The cargo is onboard

No documents should be signed for cargo unless it has been loaded.

5. Financial documents
It is a requirement of ship-owners that the clause “subject to owner's approval”
is inserted on all financial documents.

In some trades, where there are a considerable number of documents such as

tally sheets, the Chief Officer may authorise the OOW to sign these on his behalf,
but he must always be convinced of their accuracy first.

9.2 Final Stowage Plan

The final stowage plan; in some trades it is called “cargo plan” is prepared by the
chief officer, and it shows location and cargo data actually onboard.

It will be used by the C/O to calculate the actual cargo figures per hold in-order
to calculate ship’s stability.

It is an important document required to be signed and stamped by the ship “chief

Officer or Master” before ship sale from the loading port, it will be presented to
the port authority and custom before obtaining “Port Clearance”. Combined with
cargo manifest it is evidence of type and quantity of cargo onboard and shall
include cargo loaded and cargo in transit.

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A copy of the final stowage plan will collected by the local agent at the
discharging port, he will in turn presented to the Port authority, custom and
stevedores

The Final Stowage Plan shall contain the following data particulars:-

A) For each hold:-

1) Discharging port
2) Loading port
3) Type of cargo
4) Cargo quantity
5) Type packing
6) Cargo weight
7) Cargo measurement
8) Location of cargo in the hold (either drawn or written)

B) As a total:-
1) Total cargo for each loading port
2) Total cargo for each discharging port
3) Total cargo onboard
4) Total cargo for each hold

9.3 Mate’s Receipt

It is a receipt signed by the chief officer of a vessel and handed to the shipper
acknowledging receiving certain cargo on board; on this document, remarks can be
made as to the quantity and condition of the cargo.

The shipper will hand-over the Mate’s Receipt to the shipping line or his agent in
exchange for the bill of lading.

The mate receipt will include the following particulars:-

1) Vessel name
2) Shipper
3) Port of loading
4) Port of discharge
5) Shipper's description of goods
6) Number and kind of packages
7) Gross weight, kg or ton
8) Measurement, m3
9) Date shipped on board
10) Where loaded onboard.
11) Remarks on the quantity and condition of cargo.

Functions of the Mate’s Receipt:

1) A receipt issued by the ship to the shipper for goods received for
transportation
2) Evidence of the quantity and condition of the cargo.
3) Evidence of the loading date

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If the OOW detects any damage or shortage before or during loading, he shall
report it to the C/O, so he can clause the Mate’s receipt.

General remarks such as “Quality and Quantity Unknown” or “Said to weigh”, is

not accepted, chief Officer must use exact remarks showing number of damaged
parcels or quantity in dispute.

In practice nowadays with ultra high loading rates, the ship hires an independent
tally to insure that quantity is correct.

For some delicate cargo (easily damaged), such as steel cargo, the ship appoints
an approved cargo surveyor (approved by the ship’s P&I Club) to assist the Chief
Officer in writing the condition remarks.

9.4 Bill of Lading

Definitions:-
− The person sending the goods is the "shipper"
− The company or agent transporting the goods is the "carrier"
− The person for whom the goods are destined is the "consignee".

The bill of lading is a document issued by the carrier “The Shipping Company” or
the Master of the vessel or his Agent once the cargo has been loaded. It is the
formal document based on the mate's receipt.

The bill of lading is then sent to the consignee (the buyer of the cargo) by the
shipper upon payment for the goods, and constitutes proof that the recipient is
entitled to the goods when received.

The consignee will hand over the original bill of lading to the Master before start
discharging.

It serves as a receipt for the goods to be delivered to a designated person or to

his order.

It describes the conditions under which the goods are accepted by the carrier and
details the nature, quantity and quality of the goods.

The bill of lading is a contract protecting the shipper by guaranteeing payment

and ensures the carrier that the recipient has proof of the right to the goods.

Bills of lading may be negotiable or non-negotiable. If negotiable, it is the shipper

right to sell the cargo while it is in transit, in that case cargo ownership will be
passed upon delivery of the bill of lading to the buyer.

To assist with commercial arrangements, it is usual to issue three 'original' bills

of lading; first original to be handed to the ship’s Master at the discharging port
void the other two.

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The bill of lading will include the following particulars:-

1) Vessel name
2) Shipper
3) Consignee
4) Notify Party/Address
5) Port & Country of loading
6) Port & Country of discharge
7) Shipper's description of goods.
8) Number and kind of packages.
9) Gross weight, kg.
10) Measurement, m3.
11) Identifying marks.
12) Date shipped on board.
13) Where loaded onboard (on deck or under deck))
14) Cargo condition and remarks.
15) Number of original Bills of Lading
16) Freight
17) Freight payment terms, such as:-
− Pre-Paid
− Collect
− As per charter party
− In accordance with the Contract

Functions of the B/L:

1) It is evidence for receipt of the goods on board at a certain date/place and

in a certain condition.
2) It is evidence of the contract of carriage between carrier and holder.
3) It is a document of title to the goods shipped.
The holder of the B/L is entitled to the delivery of the cargo. The B/L is a
negotiable document, which can be transferred to other parties during the
transit time.

Types of Bill of Lading:

Clean bill of lading

A "clean" Bill of Lading is one which describes the cargo as being in "apparent
good order and condition", without containing adverse remarks as far as would
be apparent from the type of inspection which a reasonable carrier could be
expected to make.

Claused Bills of Lading

When the cargo is not in apparent good order and condition, the carrier is
entitled to insist on the Bill of Lading being claused.

Letters of indemnity (LOI)

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A letter of indemnity is issued by a person who declares that he is taking full
financial responsibility for certain circumstances. It claims that the person signing
the letter will bear any costs resulting from the Master complying with his
request (A clean Bill of Lading)

The shipper may offer a letter of indemnity to the Master in return for a clean bill
of lading when the Master wishes to add clauses about the condition of the cargo.
To issue a clean bill in these circumstances is considered fraud, and such a letter
of indemnity is unenforceable.

9.5 Cargo Manifest

The ‘cargo manifest’ is used in all forms of transport and includes the particulars
of the all cargo (goods) loaded on a particular ship.

Through Cargo Manifest

It is the cargo manifest which includes the particulars of all cargoes which will not
be discharged in this port.

In practice at the loading port, the ship’s agent will prepare a cargo manifest for
each discharging port

The cargo manifest will include the following particulars:-

1) Vessel name
2) Port of loading
3) Port of discharge
4) Bills of Lading numbers
5) Shipper
6) Consignee
7) Shipper's description of goods.
8) Number and kind of packages.
9) Gross weight, kg.
10) Measurement, m3.
11) Freight

The completed manifest is handed in to customs at the port of departure and at

the port of arrival. This handing over is referred to a ‘lodging’, and so a manifest
is ‘lodged’ with customs. The import customs authority use the manifest to
control customs entries submitted to them and to alert them to cargo that has
arrived; once all of the cargo on the manifest is accounted for by way of entries
submitted, it is said to be ‘acquitted’

The Master is solely responsible of the accuracy of the cargo manifest, and he will
be accountable in front of the custom authority for any mistakes in its content,
he may be faced with smuggling charges with heavy penalties and in extreme
cases even jail.

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9.6 Other documents
The OOW should be aware of the functions of:
1. Boat-note
2. Letter of Credit (L/C)
3. Letter of indemnity (LOI)
4. Letters of protest
5. Note of protest
6. Certificate of origin
7. Shipper's declaration
8. Dangerous goods declaration
9. Certificate of moisture content
10. Phyto-sanitary certificate
11. Hold cleanliness certificate
12. Certificate of readiness to load
13. Certificates of loading, and fitness to proceed to sea
14. Certificates of stowage, trimming and lashing
15. Certificate of fumigation
16. Certificate of hatch sealing
17. Empty hold certificate/Certificate of discharge
18. Temperature control sheets
19. Ventilation control sheets

The Chief Officer or the Master should be able to explain the use and contents
of any of these documents, which are unfamiliar to the junior officer.

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 CHAPTER 10
BAGGED CARGO

10.1 General
General cargo ships are normally constructed so that one ton of cargo occupies
about 1.39-1.67 cubic meters of space when loaded to full bale cubic and
deadweight capacity.

10.1.1 Loading Methods:-

There are two ways
1) Mechanical loading, by very specialized equipment.
2) By ships crane using rope slings, and then cargo is stowed using man
power and specially fitted forklifts.

Fig. x Fig. x
Mechanical loading (At Pier side). Mechanical loading (In Cargo Hold).
10.1.2 Stowage methods:-
There are three stowage methods (as shown in Fig. 2), choosing which method
depends on type of cargo and amount of ventilation required.
1) Full bag method.
2) Half bag method.
3) Cross tier method.

Fig. x Fig. x
Methods of stowing bagged cargo Typical stowage of bagged cargo

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10.2 Cotton

Cotton Cargo shipped in tightly pressed bales is a cargo which is accompanied by

fire risk. The preparation of a hold or compartment for this cargo is primarily
directed towards lessening the risk of fire. This cargo is liable to produce heat
and is also subject to spontaneous combustion. Outside elements which may
cause extra fire risks must be considered.

Strapping is essential to maintain compression of the bales during transport. If

the strapping is damaged or broken, compression is diminished, which at the
same time results in an increased supply of oxygen to the inside of the bales.
This in turn increases the risk of combustion or feeds a fire which has already
started. Bursting or chafing of the steel straps and wires may lead to sparking
and external ignition.

Bales vary in size and weight between 100 and 330 kg depending on country of
origin.

It is necessary that Cargo hold in which cotton is to be stowed, should be

perfectly dry, well aired, and absolutely free from any oily or greasy stains. The
previous cargo will determine the amount of cleaning necessary.

Cotton
Cotton, wet

Spontaneously combustible Fire hazard (Flammable solids)

Class 4.2 IMDG Code and ADR Class 4.1 IMDG Code

Precautions Necessary when Loading Cotton

1) All bales should be perfectly dry, clean and free from any stains particularly
those of an oily or greasy nature.
Dampness in bales of cotton is not readily apparent, because the climate of
those countries from which cotton is shipped causes quick drying of the
outside of the bales. The lower layers of cotton may be wet, perhaps from
tropical rain squalls. Considerable vigilance is necessary in this direction,
particularly with transhipment cargo and that loaded from lighters.
Reject any bales suspected under any of the above conditions.
2) Reject any loosely packed bales or any with broken bands.
Such bales permit air circulation between the fibres and are more easily fired.
3) Do not load cotton into any space which has recently been painted.
The heat produced by the cotton might possibly cause ignition of the paint
vapours.

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4) Strict rules must be enforced against smoking in the Cargo Holds and around
Ship’s Deck; all fire fighting equipment must be ready for immediate use.
5) All previous wooden dunnage should be sent up on deck and only that
dunnage which is absolutely clean;, dry and free from any stains, retained for
use with the cotton. This selection also applies to any mats and separation
cloths. Fresh dunnage should be well seasoned and clean to the above
standard.
6) Closing Hatch cover after completion of loading, restricts fire spreading
7) All ventilator cowls (Inlets) must be covered with a thickness of wire gauze
(Spark arrestor).
8) Hatch covers to all decks should be in good condition and ready for immediate
closing in case of rain.
9) Inspect and operate all fire detection and extinguishing apparatuses before
loading.
10) Ensure that the port marks of the bales are not obliterated. With large
consignments, obliteration results in considerable delay to consignees apart
from hindering discharge.

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10.3 Rice
Types of rice:-
− Paddy rice: unprepared rice which is still firmly enclosed in its glumes.
− Brown rice: rice which has had its glumes removed but is otherwise
unprepared. The glumes are removed in the exporting countries by hulling.
The majority of the silver skin is still attached to the hulled rice grain. Brown
rice is shipped only in small batches.
− White or polished rice: prepared rice which has had the silver skin and seed
coat beneath it removed by polishing. An unbalanced diet consisting of hulled
and polished rice, from which the protein- and vitamin-rich silver skin
enclosing the grains has been removed may lead to beriberi (Vitamin B1
deficiency).
− Cargo rice: rice which is provided for maritime transport and consists of 80%
white rice and 20% paddy rice. Due to this mixing ratio, the rice remains drier
and harder during maritime transport, because the coarse-hulled paddy grains
cause loosening and thus better airing of the rice batches. For this reason,
cargo rice is the least susceptible to damage.

Unprepared Rice Prepared Rice

Paddy Rice Brown Rice White Rice

20 % 80 %
Cargo Rice

Rice Cargo calls for a very elaborate and efficient system of ventilation, for the
following reasons:-
a) In rice, metabolic processes continue even after harvesting. The rice grains
absorb oxygen and excrete carbon dioxide (CO2) (TLV: 0.49 vol. %).
b) Rice moisture content, at the beginning of the season particularly, leads to the
sweating of the hold. Condensation will therefore drip on the cargo from
certain points, unless adequate precautions are taken.
c) Rice cargo is liable to heat fairly quickly, and this fact, associated with loss of
moisture, explains the losses of weight in transit varying from 1 ~ 3 per cent,
The heating causes an increased risk of germination (premature sprouting)
and considerable depreciation of the product.

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Precaution Necessary when Loading Rice
1) Rice bags are filled with a mixture of rice (80 per cent) and paddy (rice with
husks) (20 per cent). The latter prevents the rice grains forming an aggregate
which is impervious to ventilation air currents.
2) One of the leading causes of damage is the chewing damage caused by the
cereal pests; A certificate of origin and health should be required from the
shipper, as a rule, rice is fumigated with methyl bromide.
3) Rice is highly odour-sensitive, segregation from all odour omitting cargos
(such as rubber) is essential
4) Using hooks for stowing, may result in damage (tears) to the bags and thus to
losses of volume. Plate or bag hooks, which, due to their shape, distribute the
load and reduce the risk of damage, should thus be used.
5) The floor of the hold should be covered with 7.5 cm x 7.5 cm battens, laid
athwart-ship, and 30 cm x 4 cm boards fore and aft, laid with a space of 10
cm between boards. This will ensure efficient air passages without causing the
bottom bags to split, a result which would certainly occur if the boards were
spaced too far apart.
6) Spar ceiling should be covered with bamboos, arranged either vertically or in
criss-cross fashion, and all other ironwork covered with bamboo mats. The
whole of the bottom dunnage should also be covered with bamboo mats.
7) Temporary vertical and horizontal box ventilators are fitted in position as
follows:
a) One at each corner of the hatchway and one at the middle of the hatch-
coaming on each side, making six in all for the hatchway.
b) Two are fitted at each end of the hold, one to port and one to starboard,
the last mentioned leading to permanent ventilator shafts (see diagram).
c) Two or three tiers of bags are laid to cover the bottom of the hold, followed
by a system of box frame wooden ventilators laid in positions with a five
bag horizontal interspaces.
d) These are arranged so as to interconnect and also lead the air current into
the vertical ventilators.
e) The system of box frame ventilators is repeated with every three tier of
bags. (See diagram of Box Frame Ventilator).
8) This type of cargo requires continuous mechanical ventilation during the
voyage to prevent condensation during the long voyages.
9) During short voyages, natural ventilation and opening the hatch covers will be
effective.

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Fig. x: Arrangement of Box Ventilators to Connect and Lead into the Vertical
Shaft Ventilators

Fig. x: Showing Disposition of Box Ventilators within the Cargo. Arranged at

every Third Tier with Five Bag Spacing.

Fig. x: Example Form of Box Ventilator7.5 cm x 7.5 cm Battens supported by

Wooden Straps. Size 8 in x 12 in Square.

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 CHAPTER 11
DRY BULK CARGO

11.1 General
11.1.1 Resolutions and codes governing the carriage of dry bulk cargo at sea:
− “The Code of Safe Practice for Solid Bulk Cargoes” – adopted 1965.
− “International Code for the Safe Carriage of Grain” – adopted .
− “Code of Practice for the Safe Loading and Unloading of Bulk Carriers” - adopted
by the IMO in November 1997.
− IMO Resolution A.713(17), which contains interim measures designed to improve
the safety of ships carrying solid bulk cargoes.

11.1.2 Type of Bulk Carriers

Bulk carriers are classified by size into Capesize (150,000 dwt class), Panamax
(60,000-70,000 dwt class), Handysize (20,000-40,000 dwt class) and so on.
These classes are named in a global context: Panamax means the maximum size
that can pass the Panama Canal, and Capesize, an economical class which is too
big to pass the Panama Canal and has to sail round the Cape of Good Hope at the
southern end of Africa.

11.1.3 Hazards of bulk cargoes

Potential dangers associated with dry bulk cargoes include:-
1) High structural stresses, which can lead to structural failure.
2) Movement of the cargo during the voyage.
3) Cargo Liquefying.
4) Spontaneous heating, which may lead to a fire.
5) Production of explosive or toxic gases.
6) Absorption of atmospheric oxygen.
7) Corrosion of the ship's structure.
8) Health hazards through contact with the cargo, cargo dust or cargo fumes.

11.1.4 The Code of Safe Practice for Solid Bulk Cargoes

The dangers associated with the carriage of cargo in bulk have been known for a
long time and the 1960 International Conference on the Safety of Life at Sea
recommended that IMO draw up an international code of safe practice dealing
with this subject,. and in 1965 the first Code of Safe Practice for Solid Bulk
Cargoes was adopted.

The Code of Safe Practice for Solid Bulk Cargoes deals with three basic types of
cargo: those which may liquefy; materials which possess chemical hazards; and
materials which fall into neither of these categories but many nevertheless pose
some dangers, as stated above.

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11.1.4.1 General precautions

Stability and Stresses consideration

Loaded conditions vary according to the density of the cargo carried.

It is of fundamental importance that bulk cargoes are properly distributed

throughout the ship so that:-
a) The ship has an adequate standard of stability, anticipating worst conditions
during the voyage.
b) The localized stresses on the ship structure are within design limit.
c) The bending stresses and shear forces are within design limit.

Despite the efforts of IMO and its Member Governments, the number of bulk
carriers sinking during the late 1980s and early 1990s, sometimes without trace,
began to cause serious alarm. As a result, resolution (A.713(17)) which contains
interim measures designed to improve the safety of ships carrying solid bulk
cargoes, was duly adopted.

Protecting the ship

The Code lists other general precautions such as the need to protect:-
a) Machinery
b) The interior of the ship from dust
c) Ensure that bilges and service lines are in good order and not damaged during
loading.

Safety of personnel
The Code gives details of Health hazards which exist. Some cargoes are liable
to:-
a) Oxidation which may result in the reduction of the oxygen supply.
b) The emission of toxic fumes.
c) Create dust
d) Self-heating.
e) Emit toxic fumes when wet.
f) Emit flammable gases, which create a danger of explosion

The shipper should inform the master of chemical hazards which may exist and
the Code gives details of precautions which should be taken.
Health hazards can arise because of dust, and some cargoes can or.

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11.2 Coal Cargoes

Properties and characteristics

Coal is considered one of the high-risk cargos, it is a combustible material and
under certain conditions; generate methane “marsh gas”; If the methane and air
are mixed in the right proportions, a spark will produce explosion; In addition,
coal is known for spontaneous combustion.

IMO Classification:
Appendix B in the BC Code; materials possessing Chemical Hazards

Hazards associated with Coal cargo transportation

1) Coal is a combustible material, if exposed to naked fire will catch fire.
2) Coals may emit methane, a flammable gas.
A methane/air mixture containing between 5 % and 16 % methane
constitutes an explosive atmosphere which can be ignited by sparks or naked
flame, e.g. electrical or frictional sparks, a match or lighted cigarette. Methane
is lighter than air and may, therefore, accumulate in the upper region of the
cargo space or other enclosed spaces. If the cargo space boundaries are not
tight, methane can seep through into spaces adjacent to the cargo space.
3) Coals may be subject to oxidation leading to depletion of oxygen and an
increase in carbon dioxide in the cargo space.
4) Some coals may be liable to self-heating that could lead to spontaneous
combustion in the cargo space.
Flammable and toxic gases, including carbon monoxide, may be produced.
Carbon monoxide is an odourless gas, slightly lighter than air, and has
flammable limits in air of 12 % to 75 % by volume. It is toxic by inhalation
with an affinity for blood haemoglobin over 200 times that of oxygen.
5) Some coals may be liable to react with water and produce acids which may
cause corrosion. Flammable and toxic gases; including hydrogen, may be
produced. Hydrogen is an odourless gas, much lighter than air, and has
flammable limits in air of 4 % to 75 % by volume.

General Precautions
The risk of explosion becomes greater with broken coal especially during loading,
so general precautions associated with the coal cargo shall be:
a) Keep as cool as possible.
b) Only surface ventilation.

In considering the carriage of a coal cargo, the outstanding question is of the

gases which are given off by the coal as from the introduction of quantities of air
into the bulk, of the cargo which promotes spontaneous combustion.

It should, therefore, be appreciated that only surface ventilation be given to any

mass of coal. Ventilation into a mass of coal is dangerous.

Where it is possible to use ventilators which project well above the upper deck,
as for example, those which are fitted through deck houses, these should be
devoted to coal ventilation. These ventilators are less liable to damage from
heavy seas which might fracture less protected coamings and so allow water to

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enter the holds. Masts and derrick posts fitted as ventilators are ideal in this
respect.

Each compartment in which coal is stowed should be provided with at least two
ventilators, one at each end of the compartment.

These shall be so arranged that one shall be an 'inlet' and the other an 'outlet' so
that a continuous and unrestricted flow of air passes over the surface of the coal.
During fine weather it is advisable to open up hatch coverings in order to
facilitate the 'surface ventilation'.

Precautions before and during loading, and until the cargo is discharged, the
master shall ensure that:

1) Before coal is loaded ensure that all cargo spaces and bilge wells are clean
and dry; any residue of waste material or previous cargo shall be removed,
the cargo battens (or spar ceiling) removed (if left in place they would allow
air to circulate between the cargo and the ship's side).
2) All electrical cables and artificial lighting must be of an approved type and free
of defects (Regularly inspected) in vessels engaged in coal cargoes; otherwise
electric power supply should be disconnected in the cargo spaces and the
adjacent compartments.
3) Avoid breaking up the coal during loading; the risk of oxidisation/explosion
becomes greater with broken coal.
4) Cargo shall be trimmed as practically as possible.
5) Trimming helps to cut oxidation by reducing the surface area exposed to the
atmosphere.
6) The atmosphere in the space above the cargo in each cargo space should be
regularly monitored as appropriate for the presence of methane, oxygen and
carbon monoxide.
The ship shall be suitably fitted and carry on board appropriate instruments
for measuring the following, without requiring entry into the cargo space,
where practicable:
i. Concentration of methane in the atmosphere (Explosimeter or
Methanometer type).
ii. Concentration of oxygen in the atmosphere.
iii. Concentration of carbon monoxide in the atmosphere.
iv. pH value of cargo hold bilge samples, as appropriate.
v. Temperature monitoring during the voyage.
These instruments shall be regularly serviced and calibrated. Ship personnel
shall be trained in the use of such instruments.
7) The master should ensure that enclosed working spaces, e.g. storerooms,
carpenter's shop, passage ways, tunnels, etc., are regularly monitored for the
presence of methane, oxygen and carbon monoxide. Such spaces should be
adequately ventilated.
8) The ship shall carry on board self-contained breathing apparatus required by
SOLAS regulation II-2/17. The self-contained breathing apparatus shall be
worn only by personnel trained in its use;

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9) Smoking and the use of naked flames shall not be permitted in the cargo
areas and adjacent spaces and appropriate warning notices shall be posted in
conspicuous places.
10) The coal cargo shall not be stowed adjacent to hot areas;
11) Prior to departure the surface of the cargo shall be trimmed reasonably
level to the boundaries of the cargo space to avoid the formation of gas
pockets and to prevent air from permeating the body of the coal.
12) All access openings leading into the cargo space shall be adequately
sealed;
13) When the coal is carried in both lower holds and 'tween decks, the
ventilators should be independent. That is to say, each compartment should
have its own 'inlet' and 'outlet' ventilators in order to promote independent
surface ventilation.
14) Unless expressly directed otherwise, all holds should be surface ventilated
for the first 24 hours after departure from the loading port. During this period,
one measurement should be taken from one sample point per hold. If after 24
hours the methane concentrations are at an acceptably low level, the
ventilators should be closed. If not, they should remain open until acceptably
low levels are obtained. In either event measurements should be continued on
a daily basis.
15) All reasonable means should be taken to keep the compartments cool;
awnings can be used to great advantage in tropical latitudes, while the
covering of the whole of the upper deck with wooden dunnage would
considerably lessen heating from the sun's rays. Any temperature over 25°C is
considered critical with a mass of coal. Spontaneous heating is accelerated at
38°C with some varieties of coal.
16) Regular hold bilge testing should be systematically carried out. If the pH
monitoring indicates that a corrosion risk exists, the master should ensure
that all bilges are kept dry during the voyage in order to avoid possible
accumulation of acids on tank tops and in the bilge system.
17) Before discharging of the coal. The compartments need to be well
ventilated before men can safely enter them, and it should be realized that the
sudden influx of air to coal compartments immediately before discharge may
have disastrous results. Careful ventilation should be directed towards
removing the gases from the cargo compartments and the adjacent spaces.

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11.3 Grain Cargos

Grain includes; corn, wheat, rye, barley, oats, peas, rice and all other grain.

Hazards associated with Grain Cargo transportation

Grain has a tendency to settle during the course of a voyage, as air is forced out
when the individual grains sink (“sinkage”). This leads to a gap developing
between the top of the cargo and the hatch cover.
Grain cargo is neither perfectly solid nor liquid; if a hold is not completely full,
the surface of the grain can shift and remain inclined toward one side in response
to the rolling of the ship, resulting is a somewhat permanent transverse and
vertical shift of the centre of gravity
This movement can cause the ship to list and, although initially the ship’s
movement will tend to right this, eventually the list can become more severe; in
the worst cases, the ship can capsize.

Trimming Grain
1) In every filled compartment, bulk grain shall be trimmed in such a manner
that all spaces under the decks and hatch covers are filled to the greatest
possible extent.
2) In every partly filled compartment, all free grain surfaces shall be leveled
after loading.

General Requirements for ship intend to carry grain in bulk

When loading grain, all the provisions of the IMO International Grain Code; must
be obeyed. A copy of this should be on every ship which is capable of carrying
grain.

Letter of Authorization
No ship, shall be loaded with bulk grain unless a document of authorization has
been issued in respect of that ship; the document of authorization shall be issued
by:-
i) The Administration.
ii) An organization recognized by the Administration.
iii) A contracting government on behalf of the Administration.

The document of authorization for a ship shall:-

i) Accompany and refer to the grain loading stability information
ii) Shall be written in English
iii) Shall be placed on board the ship.

Grain Loading Stability Information (Grain Stability manual)

Every ship that is to be loaded with bulk grain shall be provided with information
sufficient to allow the master to determine in all reasonable loading conditions
the heeling moments due to grain shift

The grain loading stability information shall be issued by:-

i) Ship’s shipyard
ii) An organization recognized by the Administration.

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The grain loading stability information shall be approved by:-
i) The Administration.
ii) An organization recognized by the Administration.
iii) A contracting government on behalf of the Administration.

Grain loading plan

The Master or Chief Officer before loading will complete a statutory form to prove
that the vessel will have adequate stability at all stages of the intended voyage.

This document has to be verified by the shore authorities before they will
authorise loading. The leading grain exporting countries have their own forms,
copies of which are usually kept on board most bulk carriers.
These forms require the compilation of grain shift moments, and comparing the
actual values to maximum limits given in the ship's Grain Stability Manual. The
values of these moments vary with the height of the grain in the hold, and
whether the ends of the hold are trimmed or not. Junior officers unfamiliar with
these terms should ask the Chief Officer for explanation

It is good training for the OOW to be able to complete these forms.

Certificate of Readiness to Load

The port authority shall not issue the certificate “Fit to load” for the ship until it
receives from the inspector that in his opinion every compartment on the ship in
which grain will be loaded is free from any material that might contaminate the
grain.

The holds will require cleaning to the highest standards. All traces of the previous
cargo must be completely removed, and there should be no loose rust scale. The
holds must be dry and be free of odours, infestation (live insects) and anything
else which could contaminate the grain.

Fumigation:
If any live insects are found in the cargo holds, a fumigation order shall be issued
at the expense of the ship-owner. The usual method is to fumigate using Methyl
Bromide, which is a very expensive and is a hazardous chemical; the cost is
approx. $10,000 per vessel hold, and approx. 75% of the crew must evacuate
the ship for 24 hours. Shifting costs will also be incurred because a safe lay berth
must be used.

Measures to prevent grain from shifting

Longitudinal Divisions and Saucers

For the purpose of reducing the adverse heeling effect of grain shift or of limiting
the depth of the cargo used for securing grain, compartments may be fitted with
longitudinal divisions that are grain-tight and constructed in accordance with
Code - Part I of Schedule II; every division fitted with longitudinal divisions
shall:-
i. If fitted in a 'tween-deck compartment, extend from deck to deck.

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 ii. If fitted in a hold, extend downwards from the underside of the deck or
hatch covers in the manner described in Part II of Schedule I.

Securing Grain in a Partly Filled Compartment

The surface of grain in a partly filled compartment shall be secured by
a) Levelling the grain surface and topping it off with bagged grain or other
suitable cargo exerting at least as much pressure as bagged grain which bagged
grain or cargo
i. is tightly stowed,
ii. has a depth that is not less than one-sixteenth of the maximum breadth of
the free grain surface or 1.2 m, whichever is the greater, and
iii. is supported in the manner described in Part II of Schedule II; or
b) Strapping or lashing; the grain shall be trimmed and levelled to the extent
that it is very slightly crowned.
i. Covered with overlapping tarpaulins (or the equivalent);
ii. Flooring shall be constructed from timber over the tarpaulins; construction
as per Grain Code - Part II of Schedule II
iii. Lashing the surface of the grain; lashing consisting of steel wire rope with
a diameter of 19 mm at least four clips forming eyes, and set tight by a 32
mm turnbuckle; during the voyage the strapping shall be regularly
inspected and set up where necessary.

Feeders and Trunks

a) When feeders or trunks are fitted on a ship; account shall be taken of
their effects on the calculation of heeling moments in accordance with
Grain Code - Part III of Schedule I.
b) The strength of the divisions forming the boundaries of feeders shall
meet the requirements of Code - Part I of Schedule II.

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11.4 Iron Oar

The BC Code states that high density cargoes should be loaded entirely in the
lower holds of the ship unless this results in the ship being too "stiff" or in the
cargo weight on the bottom structure being excessive.

Iron oar is one of the most common commodities transported by sea,

Description:
Iron ore vanes in colour from dark grey to rusty red. It varies in iron content
from haematite, (high-grade ore) to iron stone of the lower commercial ranges.

Characteristics
Size Angle of repose Stowage factor
m3/t
Fines to 250mm N/A 0.29 - 0.80

IMO Classification:
Appendix C, neither liable to liquefy nor to possess chemical hazard.

Weather precautions:
No special precautions; can be loaded in the rain.

Precautions:
i. Iron ore cargoes may affect magnetic compasses.
ii. Iron ore is high density cargo; as a result planning to avert excessive
bending moment and shear force is essential
iii. Trim cargo reasonably level to boundaries of the cargos; so not to exceed
allowable Deck Strength.
iv. Normally, loading rates are very high, preplanning of ballasting operation is
essential.

Iron Oar loading methods:

i) Homogeneous hold loading condition.
ii) Alternate hold loading condition.
iii) Block holds loading condition.
iv) Part holds loading condition.

i) Homogeneous Hold Loading Conditions (Fully Loaded)

A homogeneous hold loading condition refers to the carriage of cargo, evenly
distributed in all cargo holds, (see figure below). This loaded distribution, in
general, is permitted for all bulk carriers and is usually adopted for the carriage
of light (low density) cargoes, such as coal and grain. However, heavy (high
density) cargoes such as iron ore may be carried homogeneously.

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 Figure x: Homogeneous Hold Loading Condition (Fully Loaded)

ii) Alternate Hold Loading Conditions (Fully Loaded)

Heavy cargo, such as iron ore, is often carried in alternate cargo holds on bulk
carriers, (see figure below). It is common for large bulk carriers to stow high
density cargo in odd numbered holds with the remaining holds empty. This type
of cargo distribution will raise the ship's centre of gravity, which eases the ship's
rolling motion.

To support the loading of the heavy cargo in the holds, the local structure needs
to be specially designed and reinforced.

It is important to note that the holds which remain empty, with this type of cargo
distribution, have not been reinforced for the carriage of heavy cargoes with a
non-homogeneous distribution.

Figure x: Alternate Hold Loading Condition (Fully Loaded)

SHIPS NOT APPROVED FOR THE CARRIAGE OF HEAVY CARGOES IN ALTERNATE HOLDS BY THEIR
CLASSIFICATION SOCIETY MUST NOT ADOPT THIS CARGO LOAD DISTRIBUTION.

iii) Block Holds Loading and Part Loaded Conditions

A block holds loading condition refers to the stowage of cargo in a block of two or
more adjoining cargo holds with the cargo holds adjacent to the block of loaded
cargo holds empty, (see figure below). In many cases, block hold loading is
adopted when the ship is partly loaded. Part loaded and block hold loading
conditions are not usually described in the ship's loading manual unless they are
specially requested to be considered in the design of the ship. When adopting a
part loaded condition, to avoid over-stressing of the hull structure, careful
consideration needs to be given to the amount of cargo carried in each cargo
hold and the anticipated sailing draught.

Figure x: Block Hold Loading Condition

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iv) Part holds loading condition
When a ship is partly loaded, the cargo transported is less than the full cargo
carrying capacity of the ship. Hence, the sailing draught of the ship is likely to be
less than its maximum design draught.
Part loaded and block hold loading conditions should only be adopted in either of
the following situations:
− The loading distributions are described in the ship's loading manual. In this
case, the ship's structure has been approved for the carriage of cargo in
the specified loading condition and the loading conditions described in the
ship's loading manual should be adhered to, or,
− The ship is provided with a set of approved local loading criteria which
define the maximum cargo weight limit as a function of ship's mean
draught for each cargo hold and block of cargo hold(s).

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 CHAPTER 12
REFRIGERATED CARGO

12.1 General
Fresh agriculture products are transported in specialised refrigerated cargo ships
known as 'reefer ships'; the cargo may be chilled or frozen, and carried loose, in
cartons or palletised.
Refer ships fleet is shrinking, most shippers prefer refer containers.

12.2 Refrigeration

12.2.1 Basics

Refrigeration is preservation.
Foodstuffs decays in time due to the activities of micro-organisms. These
activities are considerably reduced by the lowering the surrounding temperature.

Fresh fruits and vegetables are living organism which produce heat, and emit
gases; both of these must be removed if the cargo is to be transported without
harming itself.

In order to preserve the cargo, temperature and the atmosphere of the refer
holds must be controlled.

Refrigeration system
In modern reefers, air is blown over successive rows of pipes containing a
coolant. The air is then channelled into the cargo compartment through the
delivery fans and series of ducts, circulating throughout the cargo, and is then
exhausted via the exhaust fan.

Modern machinery is designed to provide:-

− Humidity control
− Temperature Control
− Air changes control (fan speed and adjustable mix of fresh air and circulated
air)

Air Circulation
To achieve adequate circulation of cooled air; ventilation channels must be
available around the cargo, this is achieved by:
iii) Hold and cooling design
iv) Constructed using dunnage
v) Gaps between cargos
vi) Specially constructed ventilation channels.

12.2.2 Temperature control

Each type of cargo has its own recommended temperature, called on the refer
ships “The carriage temperature”

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Reefer ships can provide a range of carriage temperatures from -25°C to +12C,
which can be controlled to within 1°C.

In order to deliver the refrigerated cargo in sound quality, temperature should be

kept constant and as near as possible to the carriage temperature, big
temperature variations during the voyage is very harmful to the cargo.

The temperature difference between the exhaust air and the delivery air is the
indicator of the effectiveness of the cooling process:
Small difference = Good cooling process
Big difference = There is something wrong

It is important to remember that the ship’s refrigeration machinery is designed to

maintain the temperature of the cargo not to reduce it; so the cargo should be
loaded onboard pre-cooled and near the carriage temperature.

Chilled cargoes can be damaged by low temperature; the critical temperature is

the freezing point of its watery contents

12.2.3 Atmosphere control

Through ventilation
Fresh fruits and vegetables are loaded in cartons which have holes to permit
through ventilation, these cartons must be stowed so that their holes are aligned
vertically and horizontally so that the air can flow freely throughout the stow.

Air changes
Efficiency of the ship’s refrigeration system depends on the ventilation capacity of
the system and it is measured by number of air changes per hour, based on
empty hold (one air change means that fans can pump in air equal to the total
volume of the hold).
Modern systems can provide up to thirty air change per hour.

Humidity
Humidity control is vital
Excess moisture (High humidity)
Micro-organisms will be active.
Excess moisture will condensate (as ice) on the cooling pipes, which have to
be defrosted regularly

Dry atmosphere (Low humidity)

Dry atmosphere will damage the cargo by causing a loss of both moisture and
weight 'freezer burn'.

Gases (CO2 and ethylene)

All living cargo produces CO2 and ethylene.

Ship Refrigeration system is like air conditioning systems at homes or cars, it is

more efficient (temperature wise) when you circulate air, but with major

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disadvantage, any harmful gases will be circulated with the air, so a detect
balance should be maintained.
It is common/recommended practice to switch to partly fresh air once the
exhaust air temperature is about 2°C above the delivery air temperature.

A high concentration of CO2 is harmful; level of CO2 should be maintained at less

than 0.5%.

Ripening fruit produces ethylene, which speeds up the ripening process. This
must be removed if the cargo is to arrive at its destination undamaged and not
over-ripe.

12.3 Hold preparation

In addition to the procedures mentioned in sections 3.2.2 and 3.2.3, the
following hold preparations are made:-

The cargo compartments must be scrupulously clean and free from taint. This
also applies to all dunnage to be used.
• Tainted dunnage must be jettisoned.
• Tainted air can be sweetened using an ozonator.
• Tainted structure must be washed with a suitable cleanser.

1) The refrigeration system must be tested and logged, test will include:-
− Compressors
− Expansion valve and cooling coil
− Delivery and exhaust fans
− Temperature and humidity sensors
− Humidity control
2) Inspect and repair as necessary all insulations including ducts.
3) Ensure that all dunnage is clean, dry and odour free.
4) Portable thermometers (the pulp thermometers) which is used by the OOW
to check the temperature of the cargo during loading must be tested
5) If frozen cargo is to be loaded, all scuppers in the cargo holds have to be
sealed with brine; to prevent contamination between holds and acts as
insulation.
6) Pre-cool the holds that will be loaded at the next port to a temperature lower
than the carriage temperature of the intended cargo; this will compensate
for the temperature rise due to opening the hold for loading.
7) Pre-loading inspection (pre-loading survey) is to be carried out to verify that
the cargo compartments are clean, dry, free from taint, and at the correct
temperature.
8) In some loading ports (pre-loading survey) will include a complete test on
the refrigeration system, with special emphasis on the thermometers (both
portable and fixed)

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12.4 Loading procedures

1) High temperature alarms (in the cargo/refer control room and in the bridge)
should be set to the correct temperature according to the cargo being
loaded.
2) Log the temperature of each cargo hold when first opened, and regularly
throughout the operations.
3) The condition of the cargo should be carefully monitored, reject any cargo
which is:-
− Has higher pulp temperature than that declared
(The pulp temperature is the internal temperature of the product)
− Wet, dirty or tainted
− Damaged or disfigured
− Opened or unwrapped
4) Separation and Segregation should be strictly observed according to type of
cargo being loaded, shipper instructions and to the ship's cargo manual
(don’t hesitate to seek advise).
5) Monitor the stevedores to ensure that: no damage is being done during
loading operation to:
− No damage to the ship's side insulation
− No damage to the previous cargo or the cargo being loaded
− Ventilation channels are free around the cargo
− Delivery and exhaust air are well clear of cargo (not blocked)
− Access doors are kept clear.
6) Any spills should be cleaned immediately to prevent contamination
7) Any cargo securing should not interfere with the free flow of cooling air.
8) If the cargo operation is (or will be) suspended for an extended period for
any reason (meal break, waiting for cargo, etc…), close hatch-covers and
start the refrigeration system as necessary to maintain the carriage
temperature.
9) Use insulated tarpaulins to cover already loaded cargo, to prevent it from
defrosting.
10) Immediately upon loading completion, close the hatch-cover and seal doors
and access plugs.

12.5 Discharging procedures

1) Log the temperature of each cargo hold when first opened, and regularly
throughout the operations.
2) Upon request hand over to the consignee the temperature logs of the cargo
holds.
3) If local stevedore's regulations require cooling machinery to be stopped,
monitor hold temperature and suspend discharging, close the hatch-cover
and start refrigeration system until recommended temperature is achieved
again, all this activity should be logged.

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 CHAPTER 13
DECK CARGO - TIMBER

13.1 Deck Cargo

13.1.1 Definition
Deck cargoes are defined as any type of which are carried on an uncovered part
of a freeboard or superstructure deck, exposed to weather and sea

13.1.2 Deck Cargo Types

Ship-owners use deck space to increase ship’s revenue, but the general
requirement of all deck cargo is that the cargo itself or the cargo packing is
weather proof.

Types of deck-cargoes are:

− Any cargo which will not be damaged by the weather.
− Cargo with extreme length or breadth which can not pass through cargo hatch
− Cargo with extreme height which can not fit inside the cargo hold
− Cargo which is un-stackable (loaders, bulldozers, etc…) which if loaded under
deck will cause huge loss of hold space (broken stowage).
− Cargo which may damage other cargoes if loaded under-deck
− Dangerous goods if the IMDG code – states that it must be stowed on deck,
(see section 15.1.5)
− Cargoes which can be shipped on deck or under-deck,

13.1.3 Deck-Cargo General precautions

1) The stowage of deck cargoes should take account of the requirements for
safe access for the crew around the vessel’s deck; this will include
− Access to the working areas of the ship such as (the engine-room,
steering flat and the mooring stations)
− The pilot boarding area
− Ventilators, sounding pipes, air pipes, tank valves, etc. a
− Access to the safety equipment
This is achieved by leaving a walkway around the deck or by constructing a
catwalk on top of deck cargo.
2) Stability:
In order for the Vessel to be seaworthy, it must retain proper stability the
whole voyage “that includes loading, sea voyage and discharging”.
− Transverse stability “Suitable GM”
− Transverse stability “No list”
− Longitudinal stability “Suitable trim”
− Any special requirements are met; such as ”Timber cargo stability
requirements”
3) Allowable deck load (Deck Strength) “normally expressed in t/m2 - Tones
per Square metre”; on container vessels the expression “Container stack
weight per slot” is used; it must not be assumed that all decks has the same
Deck Strength, hatch covers has lower deck strength than the main deck.

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4) The watertight integrity of the ship must not be impaired.
5) Ventilators and air pipes must be adequately protected.
6) The height of the cargo must not interfere with the ship's navigation.
Consideration must be given to limiting the blind area forward of the bows
which is not visible from the bridge. Vessels with limited visibility may have
to employ extra pilots in some ports and canals.
7) The height of the deck cargo should be restricted so that:
− Adequate visibility for safe navigation is assured, always considering blind
sectors.
− Navigation lights shall not be obstructed by Deck cargo.
8) Nothing must obstruct safe access around the vessel.
A suitable walkway must be constructed over the cargo if necessary.
9) The stow should be as solid and compact as practicable to:
− Produce a self-binding effect
− In order to reduce its permeability for seawater
− To aid lashing and to prevent them from becoming slack.

13.1.4 Extra precautions for loading on Hatch cover

1) Hatch cover should be closed properly

2) Secure hatch cover by:
− Cleats
− Wedges (Stopper between panels)
3) Never exceed allowable deck load (Deck Strength) and do not assume that
hatch cover strength is equal to the weather deck strength, practically hatch
covers has lower deck strength than the main deck.
4) Check that hatch cover is watertight before loading.

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13.2 Timber Cargo
13.2.1 Introduction
When timber is carried on the decks of ships causes the combined centre of
gravity of ship and cargo to rise, which adversely affects stability, a situation
made worse when the deck cargo absorbs rain and seawater during the voyage,
especially when freezing occurs and ice accumulates on deck. However, there is
usually an increase in buoyancy and the timber also gives the ship greater
protection against the rough sea conditions. Thus, ships which carry timber deck
cargoes may be granted reduction of the freeboard applicable under the 1966
International Convention on Load Lines except in the North Atlantic zone in
winter where icing can be a problem.

13.2.2 Reference

The Code of Safe Practice for Ships Carrying Timber Deck Cargoes was adopted
by IMO in 1973 and amended in 1978 and 1990; it gives complete information
and guidance.

Like the BC Code and contrary to the International Grain Code, it is not a
mandatory instrument but is intended to serve as guidance to Governments who
can implement it if they desire, either in whole or in part.

13.2.3 Definitions

Weaker deck:
The uppermost complete deck exposed to weather and sea.

Timber
The term timber means sawn wood or lumber, cants, logs, poles, pulpwood and
all other type of timber in loose or packaged forms. The term does not include
wood pulp or similar cargo.

Timber deck cargo:

Timber deck cargoes are defined as cargoes of timber, including logs, and sawn
timber whether loose or packaged, which are carried on an uncovered part of a
freeboard or superstructure deck.

Timber load line:

A special load line assigned to ships complying with certain conditions related to
their construction set out in the International Convention on Load Lines and used
when the cargo complies with the stowage and securing conditions of this Code.

13.2.4 Stowage

Weather deck: preparation for Timber Deck Cargo

1) Hatch covers and other openings to spaces below that area should be
securely closed and battened down.
2) Air pipes and ventilators should be efficiently protected and check-valves or
similar devices should be examined to ascertain their effectiveness against
the entry of water.

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3) Accumulations of ice and snow on such area should be removed.
4) Prepare and place all deck lashings, uprights, etc., in position before
loading on that specific area. This will be necessary should a preloading
examination of securing equipment be required in the loading port.

Stowing precautions:
1) Refer to (look up) Chapter 3 and Appendix A; of the Code of Safe Practice
for Ships Carrying Timber Deck Cargoes.
2) Timber deck cargo to be stowed so that safe and satisfactory access to the
crew's quarters, pilot boarding access, machinery spaces and all other
areas regularly used in the necessary working of the ship is provided at all
times.
3) Timber deck cargo to be stowed so that safety equipment, devices for
remote operation of valves and sounding pipes are left accessible.
4) Timber deck cargo to be stowed so that it will not interfere in any way with
the navigation and necessary working of the ship.
5) Due to the system of athwart-ship lashing, the stowage of packages should
generally be in the fore-and-aft direction.
6) Dunnage should be placed in the direction which will spread the load across
the ship's under-deck structure and assist in draining.
7) During loading, the timber deck cargo should be kept free of any
accumulations of ice and snow.
8) Upon completion of loading, and before sailing, a thorough inspection of
the ship should be carried out. Soundings should also be taken to verify
that no structural damage has occurred causing an ingress of water.
9) The height of the timber deck cargo above the weather deck should not
exceed one third of the extreme breadth of the ship.
10) The height of the timber deck cargo should be restricted so that adequate
visibility is assured.
11) A safe margin of stability is maintained at all stages of the voyage.
12) Any forward-facing profile does not present overhanging shoulders to a
head sea.
13) The weight of the timber deck cargo does not exceed the designed
maximum permissible load on the weather deck and hatches.
14) Packaged timber should not be stowed between the uprights
15) Make the stow as solid and compact as practicable, to prevent slack in the
stow which could cause the lashings to slacken.

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13.2.5 Securing (Lashing)

Lashing plans:
− One or more lashing plans complying with the recommendations of this Code
should be provided and maintained on board a ship carrying timber deck
cargo.

Lashing material inspection:

− A visual examination of lashing materials and components should be made at
intervals not exceeding 12 months.
− A visual examination of all securing points on the ship, including those on the
uprights, if fitted, should be performed before loading the timber deck cargo.
Any damage should be satisfactorily repaired.

Lashing material
− All lashing materials, components and tightening devices used for securing
timber deck cargo, should comply with the specification stated in chapter 4 of
the Code
− All lashing and components used for the securing of the timber deck cargo
should be tested, marked and certified; copies of the appropriate certificate
shall be kept on board.

Uprights:
− Uprights are made of steel or other suitable material of adequate strength,
and are spaced at intervals not exceeding 3 m;
− Uprights to be fixed to the deck, by angles, metal sockets or equally efficient
means.

Securing (Lashing)
− Every lashing should pass over the timber deck cargo and be shackled to eye-
plates suitable and adequate for the intended purpose and efficiently attached
to the deck stringer plate or other strengthened points.
− Every lashing should be provided with a device or an installation to permit the
length of the lashing to be adjusted.
− Every lashing should be installed in such a manner as to be, as far as
practicable, in contact with the timber deck cargo throughout its full height.
− The timber deck cargo should be secured throughout its length by
independent lashings.
− The maximum spacing of the lashings is determined by the maximum height
of the timber deck cargo
i) For a height of 4 m and below, the spacing should be 3 m
ii) For heights of above 4 m, the spacing should be 1.5 m.
− The packages stowed at the upper outboard edge of the stow should be
secured by at least two lashings each.
− Rounded angle pieces of suitable material and design should be used along
the upper outboard edge of the stow to bear the stress and permit free
running of the lashings.

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13.2.6 Stability
Stability information
The ship should be supplied with comprehensive stability information which takes
into account timber deck cargo. Such information should enable the master,
rapidly and simply, to obtain accurate guidance as to the stability of the ship
under varying conditions of service. Comprehensive rolling period tables or
diagrams have proved to be a very useful aid in verifying the actual stability
conditions.

Stability consideration:
The stability of the ship at all times, including during the process of loading and
unloading timber deck cargo, should be positive and to a standard acceptable to
the Administration. It should be calculated having regard to:
1) The increased weight of the timber deck cargo due to:
a) Absorption of water in dried or seasoned timber
b) Ice accretion, if applicable;
2) Variations in consumables
3) The free surface effect of liquid in tanks.
4) The weight of water trapped in broken spaces within the timber deck
cargo and especially logs.

The master should:

1) Cease all loading operations if a list develops for which there is no
satisfactory explanation and it would be imprudent to continue loading;
2) Before proceeding to sea, ensure that:
a) The ship is upright.
b) The ship has an adequate metacentric height.
c) The ship meets the required stability criteria.

Metacentric height
Ships carrying timber deck cargoes should operate, as far as possible, with a safe
margin of stability and with a metacentric height which is consistent with safety
requirements but such metacentric height should not be allowed to fall below the
recommended minimum.*

However, excessive initial stability should be avoided as it will result in rapid and
violent motion in heavy seas which will impose large sliding and racking forces on
the cargo causing high stresses on the lashings.

Stability Recommendation
Operational experience indicates that metacentric height should preferably not
exceed 3% of the breadth in order to prevent excessive accelerations in rolling
provided that the relevant stability criteria are satisfied.

This recommendation may not apply to all ships and the master should take into
consideration the stability information obtained from the ship's stability manual.

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 CHAPTER 14
CONTAINER CARGO

14.1 General

14.1.1 Containerization History

In 1930, Malcolm McLean thought up a shipping container innovation which

revolutionized freight handling. Rather than manually loading and unloading
goods from a truck onto a ship or vice versa, McLean thought it would be much
more convenient to simply load the container itself. Hence a new form of time
saving cargo container was born, one which was stackable for transport by sea
yet could also be loaded onto a truck or a railroad car.

Since first introduced in the 1950s, containers have revolutionized the carriage of
general cargoes which presented great advantages both in ease and speed of
handling, cargo security, and together with other factors have transformed both
ships and ports.

14.1.2 Advantages of containers

1) The handling of the goods between seller and buyer is reduced, leading to
less damage.
2) Containers can be handled rapidly with modern high-speed equipment,
leading to a reduction in port turn-round time of the ships, and hence better
vessel utilisation, and increased efficiency.
3) Pilferage has been reduced by 90% though hijacking of complete container
loads is not unknown.
4) Standardisation has led to a rationalisation of the number and type of cargo-
handling equipment required.
5) Goods are protected against the weather at all stages of their handling, and
are protected in the stow by the container body, rather than be over stowed
directly by all manner of other goods.

14.1.3 Reference

International Convention for Safe Containers, 1972 (CSC) which entered into
force: 6 September 1977

The 1972 Convention for Safe Containers has two goals.

− To maintain a high level of safety of human life in the transport and handling
of containers by providing generally acceptable test procedures and related
strength requirements.
− To facilitate the international transport of containers by providing uniform
international safety regulations, equally applicable to all modes of surface
transport. In this way, the spreading of conflicting national safety regulations
can be avoided.

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14.2 Containers

14.2.1 Containers Dimensions and Weight

Cargo containers come in all different sizes to accommodate an individual’s cargo
needs.

There are three common sizes of International Organization of standardization

(ISO) cargo containers.
The three cargo container lengths are 20 feet, 40 feet, and 45 feet; the width
and height of all these containers are commonly 8 feet by 8.5 feet, respectively.

Heights vary on specialized cargo containers from as short as 4.25 feet up to 9.5
feet. The most common cargo container size is 40 feet.

ISO External Dimensions Max.

Container
designation Length Height Width gross weight
Size
of container L (m) H (m) W (m) Kgs.
45’ - U.S. None 13 716 2 896 2 438 30 480

40’ - ISO 1 AAA 12 192 2 886 2 438 30 480

40’ - ISO 1 AA 12 192 2 591 2 438 30 480

40’ - ISO 1A 12 192 2 438 2 438 30 480

40’ - ISO 1 AX 12 192 <2 438 2 438 30 480

20’ - ISO 1 CC 6 058 2 591 2 438 24 000

20’ - ISO 1C 6 058 2 438 2 438 24 000

20’ - ISO 1 CX 6 058 <2 438 2 438 24 000

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81
The Maximum Gross Weights (MGW) is the weight of the container and the cargo
loaded; in keeping with normal practice, gross, net and tare weights are defined
as follows:
R=P+T
R is the maximum permissible gross weight of the container including cargo
P is the maximum permissible payload (maximum net weight)
T is the weight of the empty container (tare weight).

Equipment parts (such as lashing elements, refrigerating equipment) normally

remaining attached to the container even when transported empty are included
in T.

14.2.2 Types of Container

Cargo containers come in all different shapes to accommodate an individual’s

cargo needs.

According to ISO 4346 of January 1996, a distinction may be drawn between the
following types:
− General purpose containers
− Dry bulk containers/bulk containers
− Named cargo containers
− Thermal containers
− Open-top container
− Platform containers
− Tank containers
− Air/surface containers

Further distinctions are drawn within these groups depending on design and
principal characteristics.

14.2.3 Container Markings

The current standard which deals with the coding, identification and marking of
containers is DIN EN ISO 6346, dated January 1996.
− Owner code, consisting of three capital letters
− Product group code, consisting of one of capital letters U, J or Z
− Six-digit registration number
− Check digit

A distinction is drawn between compulsory and optional marking. Compulsory

ISO marking must be used on all containers, while optional marking does not
have to be: they are included in the standard to improve understanding and to
promote uniform application of marking.

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14.2.3.1 Compulsory container marking

Owner Code
The owner code must be unique and registered with the International Container
Bureau (BIC - Bureau International des Containers), either directly or through a
national registration organization.
In the Figures shown, the owner code consists respectively of the letter
combinations SUD
Product Group Code
The product group code consists of one of the following three capital letters:
U - for all freight containers
J - for detachable freight container-related equipment
Z - for trailers and chassis

14.2.3.2 Optional container marking

AA) Country, Size and Type Codes

Country Code
Appropriate abbreviations are used for the various countries, here US for United
States of America, GB for Great Britain etc.
Size Code
The first digit of the size code indicates the length of the container, with the
number 4 standing for a 40' container. The second digit indicates height and
whether or not a gooseneck tunnel is present. In our example, the number 3
stands for a height of 8'6" with gooseneck tunnel.

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Type Code
In the type code, the first digit (i.e. the 3rd digit overall) indicates the container
type and the second (i.e. the 4th digit overall) indicates special features.

BB) Stackability Marking

It must be possible to stack six ISO containers packed to the maximum weight
vertically on top of one another.

The actual values of modern containers are generally higher. Many are designed
to be stacked 9 high. The maximum stacking load must be marked on the CSC
plate.

On larger container ships, the containers are stowed 9 - 12 high in the hold. In
such cases, the containers loaded must either be only partly full or designed to
have greater stackability, or on modern container vessels it is possible to use
fold-out flaps in the cell guides, which subdivide the stacks.

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84
CC) Weight Marking
One optional marking which most operators do affix states maximum payload or
net cargo weight,
In general, the various markings are so arranged that the weight data are
followed by container volume data:

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85
14.3 Container Vessels

14.2.1 Layout

Slot Position
Specifies the position of the container on board the ship, for example using the
Bay Row Tier system

Bay-Row-Tier System
Numbering system for the arrangement of containers on a vessel; in this
numbering system, the bay is specified first, then the container row, which runs
the breadth of the ship, and finally the tier (vertical layer)

The stowage space of the container on board the ship is unambiguously stated in
numbers and is always recorded in the shipping documents.

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86
Bay
A group of slots running horizontally from one side of the ship to the other and
vertically from the bottom upwards; in other definitions it is the longitudinal-
horizontal numbering of the slots on a container vessel (from fore to aft)

Since the ship can transport both 20' and 40' containers.
− The bay spaces for 20' containers are numbered throughout fore to aft with
odd numbers, i.e. in this case 01, 03, 05 and so on up to 75.
− The bay spaces for 40' containers are numbered throughout fore to aft with
even numbers: 02, 04, 06 and so on up to 74.

Row
A group of slots running horizontally from one side of the ship to the other, in
other definitions it is the transverse-horizontal numbering of the slots on a
container vessel (from one side to the other)
The rows of containers on a ship are numbered with:-
− Even numbers from the centre leftwards.
− Odd numbers from the centre rightwards.

Row numbering where there is an even number of rows

Where there are an odd number of rows, the middle row is numbered 00.

Row numbering where there are an odd number of rows

Tier
Tier is the vertical layer of the container slots onboard a container ship; in other
definitions it is the vertical numbering of the slots on a container ship (from the
bottom upwards)

The container tiers are numbered with even numbers, starting from the bottom.

Page 87 of 113
87
− In hold numbering starts with 02; the number is incremented by two for each
higher layer.
− Deck numbering starts with 80 or 82; the number is incremented by two for
each higher layer.
i) Containers standing directly on the main deck are numbered 80
ii) Containers standing on the hatches are number 82.
There are sometimes slight differences between ships.

14.2.2 Stowage plan

Container ship stowage plan is divided into several sheets, each containing two
Bay plans.

The Bay Plan as shown below is already drawn with the correct numbering and
container location
The following data of the loaded containers are recorded in the bay plans:-
− Container Alpha prefix and numbers
− Container weight
− Loading port
− Discharging port
− Other important details (i.e.: IMDG class and/or UN number)

Colour–labelled containers in a bay plan

According to the bay-row-tier system, the coloured containers were given the
following stowage space numbers:
− a 20' container in the red- coloured slot: 531212
− a 40' container in blue- coloured slot: 540788
− a 20' container in green- coloured slot: 551184

The system shown above is the most widely used. However, other numbering
systems do exist, in which the coordinates are stated in a different order, for
example row-bay-tier systems and similar combinations.

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88
14.4 Stowing and Securing

14.4.1 Stowing
14.4.1.1 Lengthwise stowage
On most container ships the containers are carried lengthwise (fore and aft
stowage)

This stowage method is sensible with regard to the interplay of stresses in rough
seas and the loading capacity of containers. Stresses in rough seas are greater
athwartships than fore and aft and the loading capacity of container side walls is
designed to be higher than that of the end walls.

14.4.1.2 Athwartships stowage

However, on older container ships the some containers are stowed in
athwartships bays; this must be taken into consideration when packing
containers and securing cargo.

14.4.2 Securing

14.4.2.1 General
When securing containers on board, the stresses resulting from the following
must be taken into account:-
− The ship's movements
− Wind pressure
− Breaking-wave impact
All the containers on board must be secured against Slippage and Toppling.

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14.4.2.2 Securing containers on container ships

AA) In Holds
Virtually all container ships are provided with cell guides with vertical guide rails
as securing means for hold cargoes.

The greatest stress the containers are exposed to stems from stack pressure.
Since the containers are not connected together vertically, lateral stress is
transmitted by each individual container to the cell guides. When positioned in
such cell guides, individual containers are not usually able to shift.

Guide rails of two adjacent slots

The containers are guided by these rails of the cell guides during loading and
unloading. The photo shows clearly that the upper ends of the guide rails each
take the form of insertion guides.

BB) On Deck

Securing on deck using container guides

On some ships, containers are also secured on deck in cell guides or lashing
frames; some ships has combined systems; in other ships, cell guides can be
pushed hydraulically over the hatch cover as soon as loading below deck is
completed and the hatches have been covered up.

Securing on deck using stacked stowage securing

This securing method is the one used most frequently. Cargo handling flexibility
is its key advantage. The containers are stacked one on top of the other,
connected with twist locks and lashed vertically. No stack is connected with any
other stack. The system thus allows loading or unloading of an individual stack.
The container lashings do not cross over the lashings from other stacks, except
for the "wind lashings" on the outer sides of the ship.

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90
 Principle of stacked stowage securing

Securing of on-deck containers Securing of on-deck containers

with lashing rods and twist locks with twist locks and chains

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91
14.4.2.2 Securing Containers on General Cargo Vessels

On older, conventional general cargo vessels, stacked stowage methods are used
in the hold, combined with various securing methods:

Example of stacked stowage with conventional securing

The lower containers stand on foundations capable of withstanding the stack

pressures which arise. Dovetail foundations, into which sliding cones fit, are
provided to prevent slippage. The containers are connected together by single or
double stacking cones or twist locks. The entire stack or container block is lashed
using lashing wires or rods and turnbuckles. This system entails a lot of lashing
work and material and, moreover, is less secure than securing in cell guides.

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92
 CHAPTER 15
DANGEROUS GOODS AND MARINE POLLUTANTS

15.1 Objective
The objective of the IMDG Code is to enhance the safe transport of dangerous
goods while facilitating the free unrestricted transport of such goods.
Transport of marine pollutants is primarily regulated to prevent harm to the
marine environment.

15.2 History
The need for international regulation for the transport of dangerous goods by sea
was recognized by the 1929 International Conference on Safety of Life at Sea
(SOLAS).

As a further step towards meeting the need for international rules governing the
transport of dangerous goods in ships, the 1960 SOLAS Conference, in addition
to laying down a general framework of provisions in Chapter Vll of the SOLAS
Convention, invited IMO (Recommendation 56) to undertake a study with a view
to establishing a unified international code for the transport of dangerous goods
by sea.

This new International Maritime Dangerous Goods (IMDG) Code was approved by
the MSC and recommended to Governments by the Assembly of IMO in 1965.

The MSC, at its seventy-second session, adopted on 23 May 2000 Amendment

the IMDG Code, which comprises the first full revision in reformatted style, and
decided that it will enter into force from 1 January 2001.

15.3 Contents of the (IMDG) Code

The carriage of all dangerous goods onboard ship is governed by the IMO
International Maritime Dangerous Goods (IMDG) Code and supplements.

There are two versions:

IMDG Code in Paper publication
IMDG Code on CD-ROM

This publication contains details of the classification of each commodity, and the
documentation, labeling and packaging required. Physical and chemical
properties are described, and advice on fire-fighting and any limiting quantities is
given. Such goods must be appropriately handled, stowed and segregated with
regard to the advice given in this code.

The Supplement to the IMDG Code comprises the following publications:

− Emergency Procedures (EmS)

− Medical First Aid Guide (MFAG)
− Reporting Procedures
− Packing Cargo Transport Units
− Use of Pesticides in Ships
− International Code for the safe carriage of packaged irradiated nuclear fuel,
plutonium and high-level radioactive wastes on board ships (INF Code).

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93
15.4 IMDG Classification

Dangerous Goods are assigned to one of the classes 1-9 according to the hazard
or the most predominant of the hazards they present; some of these classes are
subdivided into divisions.
These classes and divisions are:
The numerical order of the classes and divisions is not that of the degree
of danger.
Class 1: Explosives
substances and articles which have a mass explosion
Division 1.1
hazard
substances and articles which have a projection hazard
Division 1.2
but not a mass explosion hazard
substances and articles which have a fire hazard and
Division 1.3 either a minor blast hazard or a minor projection
hazard or both, but not a mass explosion hazard
substances and articles which present no significant
Division 1.4
hazard
very insensitive substances which have a mass
Division 1.5
explosion hazard
extremely insensitive articles which do not have a
Division 1.6
mass explosion hazard
Class 2: Gases
Class 2.1 flammable gases
Class 2.2 Non-Flammable, Non-Toxic gases
Class 2.3 toxic gases
Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous
combustion; substances which, in contact with water, emit
flammable gases
Flammable solids, self-reactive substances and
Class 4.1
desensitized explosives
Class 4.2 substances liable to spontaneous combustion
substances which, in contact with water, emit
Class 4.3
flammable gases
Class 5: Oxidizing substances and organic peroxides
Class 5.1 oxidizing substances
Class 5.2 organic peroxides
Class 6: Toxic and infectious substances
Class 6.1 Toxic substances
Class 6.2 Infectious substances
Class 7: Radioactive material
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles

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15.5 Stowage

15.5.1 General Provisions

Except for class 1 - Explosives (refer to IMDG Chapter 7 section 7.1.7) Ships are
divided into two groupings for the purpose of making appropriate stowage
recommendations:
a) Cargo ships or passenger ships carrying a number of passengers limited to
not more than 25 or to 1 passenger per 3 metres of overall length, whichever
is the greater number.
b) Other passenger ships in which the limiting number of passengers
transported is exceeded.

15.5.2 Stowage categories

Substances, materials and articles should be stowed as indicated in the
Dangerous Goods List in accordance with one of the categories specified below
(see also appendix B):

Cargo ships or passenger ships carrying a

number of passengers limited to not more than ON DECK OR
Stowage 25 or to 1 passenger per 3 metres of overall UNDER DECK
category A length, whichever is the greater number
Other passenger ships in which the limiting ON DECK OR
number of passengers transported is exceeded UNDER DECK
Cargo ships or passenger ships carrying a
number of passengers limited to not more than ON DECK OR
Stowage 25 or to 1 passenger per 3 metres of overall UNDER DECK
category B length, whichever is the greater number
Other passenger ships in which the limiting
ON DECK ONLY
number of passengers transported is exceeded
Cargo ships or passenger ships carrying a
number of passengers limited to not more than
ON DECK ONLY
Stowage 25 or to 1 passenger per 3 metres of overall
category C length, whichever is the greater number
Other passenger ships in which the limiting
ON DECK ONLY
number of passengers transported is exceeded
Cargo ships or passenger ships carrying a
number of passengers limited to not more than
ON DECK ONLY
Stowage 25 or to 1 passenger per 3 metres of overall
category D length, whichever is the greater number
Other passenger ships in which the limiting
PROHIBITED
number of passengers transported is exceeded
Cargo ships or passenger ships carrying a
number of passengers limited to not more than ON DECK OR
Stowage 25 or to 1 passenger per 3 metres of overall UNDER DECK
category E length, whichever is the greater number
Other passenger ships in which the limiting
PROHIBITED
number of passengers transported is exceeded

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95
15.6 Segregation

General

The provisions of this chapter should apply to all cargo spaces on deck or under
deck of all types of ships and to cargo transport units.

The International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, requires in regulation 6.1 of part A of chapter VII that incompatible
goods should be segregated from one another.

For the implementation of this requirement, two substances or articles are

considered mutually incompatible when their stowage together may result in
undue hazards in case of leakage or spillage, or any other accident.

The extent of the hazard arising from possible reactions between incompatible
dangerous goods may vary and so the segregation arrangements required should
also vary as appropriate. Such segregation is obtained by maintaining certain
distances between incompatible dangerous goods or by requiring the presence of
one or more steel bulkheads or decks between them, or a combination thereof.
Intervening spaces between such dangerous goods may be filled with other cargo
compatible with the dangerous substances in question

The general provisions for segregation between the various classes of dangerous
goods are shown in the following table "segregation table"

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96
 1.1
1.3
CLASS 1.2 1.4 2.1 2.2 2.3 3 4.1 4.2 4.3 5.1 5.2 6.1 6.2 7 8 9
1.6
1.5
Explosives 1.1,1.2,1.5 * * * 4 2 2 4 4 4 4 4 4 2 4 2 4 X
Explosives 1.3 * * * 4 2 2 4 3 3 4 4 4 2 4 2 2 X
Explosives 1.4 * * * 2 1 1 2 2 2 2 2 2 X 4 2 2 X
Flammable gases 2.1 4 4 2 X X X 2 1 2 X 2 2 X 4 2 1 X
Non-toxic, non-flammable gases2.2 2 2 1 X X X 1 X 1 X X 1 X 2 1 X X
Poisonous gases 2.3 2 2 1 X X X 2 X 2 X X 2 X 2 1 X X
Flammable liquids 3 4 4 2 2 1 2 X X 2 1 2 2 X 3 2 X X
Flammable solids 4.1 4 3 2 1 X X X X 1 X 1 2 X 3 2 1 X
Substances liable to spontaneous
4 3 2 2 1 2 2 1 X 1 2 2 1 3 2 1 X
combustion 4.2
Substances which, in contact with water,
4 4 2 X X X 1 X 1 X 2 2 X 2 2 1 X
emit flammable gases 4.3
Oxidizing substances (agents) 5.1 4 4 2 2 X X 2 1 2 2 X 2 1 3 1 2 X
Organic peroxides 5.2 4 4 2 2 1 2 2 2 2 2 2 X 1 3 2 2 X
Toxic substances 6.1 2 2 X X X X X X 1 X 1 1 X 1 X X X
Infectious substances 6.2 4 4 4 4 2 2 3 3 3 2 3 3 1 X 3 3 X
Radioactive materials 7 2 2 2 2 1 1 2 2 2 2 1 2 X 3 X 2 X
Corrosives 8 4 2 2 1 X X X 1 1 1 2 2 X 3 2 X X
Miscellaneous dangerous substances and
X X X X X X X X X X X X X X X X X
articles
KEY 1 "Away from"
2 "Separated from"
3 "Separated by a complete compartment or hold from"
4 "Separated longitudinally by an intervening complete compartment or hold from"
X The segregation, if any, is shown in the individual schedules.
* See IMDG subsection 6.2 of the introduction to Class 1.

Page 97 of 113 97
1) Away from:
Effectively segregated so that the incompatible goods cannot interact
dangerously in the event of an accident but may be transported in the same
compartment or hold or on deck, provided a minimum horizontal separation of 3
metres, projected vertically is obtained.

Prohibited
Stowage Area
‫ﻣﻨﻄﻘﺔ ﻣﻤﻨﻮع اﻟﺸﺤﻦ‬

3m 3m

Prohibited
Stowage Area
‫ﻣﻨﻄﻘﺔ ﻣﻤﻨﻮع اﻟﺸﺤﻦ‬

2) Separated from:
In different compartments or holds when stowed under deck. Provided the
intervening deck is resistant to fire and liquid, a vertical separation, i.e. in
different compartments, may be accepted as equivalent to this segregation. For
on deck stowage, this segregation means a separation by a distance of at least 6
metres horizontally.

Page 98 of 113 98
3) Separated by a complete compartment or hold from:
Either a vertical or a horizontal separation; if the intervening decks are not
resistant to fire and liquid, then only a longitudinal separation, i.e. by an
intervening complete compartment or hold, is acceptable. For on deck stowage,
this segregation means a separation by a distance of at least 12 metres
horizontally. The same distance has to be applied if one package is stowed on
deck, and the other one in an upper compartment.
12 m

One of the two decks must be

resistant to fire and Liquid
‫ﻋﻠﻲ أن ﻳﻜﻮن اﺣﺪي اﻟﻘﺎﻃﻮﻋﻴﻦ ﻣﻘﺎوم ﻟﻠﺤﺮﻳﻖ‬
‫واﻟﺴﻮاﺋﻞ‬

4) Separated longitudinally by an intervening complete compartment or hold from:

Vertical separation alone does not meet this requirement. Between a package
under deck and one on deck, a minimum distance of 24 m, including a complete
compartment, must be maintained longitudinally. For on deck stowage, this
segregation means a separation by a distance of at least 24 metres
longitudinally.

24 m
Including intervening compartment
(‫ﺗﺘﻀﻤﻦ ﻋﻨﺒﺮ ﺧﺎﻟﻲ )ﻃﻮﻟﻴﺎ‬

Page 99 of 113 99
15.7 Precautions
− The OOW should make familiarize himself with the layout of this publication,
including its supplement, so that he is able to extract quickly all information
which is relevant to the cargo carried on a particular voyage. Ships which are
fitted with computers having a CD-ROM drive may be provided with this
publication on disc, for rapid access of the relevant information.
− The OOW should read the entry for each item of dangerous goods that is to be
shipped, and ask the Chief Officer for clarification of any point he does not
understand.
− No Dangerous goods should be accepted onboard without “Dangerous Goods
Declaration”
− Dangerous goods should be loaded and discharged only under the supervision
of the OOW.
− OOW should ensure that they are clearly marked with their appropriate class
and IMO number as described in the IMDG code, and that they are identified
by their correct chemical name and not a brand name.
− The goods must be packaged in accordance with the IMDG Code.
− Dangerous goods should be separated according to Chapter 7.2 and table
7.2.1.16 of the IMDG Code
− It is essential that the OOW checks that all dangerous goods are stowed
exactly according to the preloading plan, to ensure that planned segregations
are made.
− OOW must report any discrepancies to the Chief Officer immediately.
− Empty containers which are being returned to the supplier should be treated
as though they contain the commodity which they previously carried, unless
the shipping documents certify that they have been thoroughly cleaned and
have been examined for contamination from their previous contents.
Dangerous goods in cargo transport units on board container ships should be
segregated according to Chapter 7.2.3 and table 7.2.3.2 of the IMDG Code

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15.8 Dangerous Goods Declaration (form)

Page 101 of 113 101

 CHAPTER 16
ENTERING ENCLOSED SPACES
Definition of an Enclosed Space is:
'Any space that has been closed or unventilated for some time; any space that
may, because of the cargo carried, contain harmful gases; any space which may
be contaminated by cargo or gases leaking through a bulkhead or pipeline; any
store-room containing harmful materials or any space which may be deficient in
oxygen'.
Prior to entry, the following suggested line of action should be taken:
1) Obtain correct authorization from the Chief Officer.
2) Ensure that the space has been well ventilated and tested for oxygen
content and/or toxic gases.
3) Check that ventilation arrangements are continued while persons are
engaged inside the space.
4) Ensure that rescue and resuscitation equipment is available and ready for
immediate use at the entrance to the space.
5) Has a communication system been established and tested between the
persons engaged in the space and the standby man outside the space?
6) A responsible person is designated as a standby man to be in constant
attendance at the entrance to the space while persons are engaged inside.
7) Ensure the space is illuminated before entry and that any portable lights
being employed are of the appropriate type.
8) Are there arrangements to regularly test the atmosphere inside the space in
operation?
9) Is the 'Permit to Work' displayed at the entrance of the space?
10) Have operational personnel been briefed if withdrawal from the space
becomes necessary?
− When the atmosphere is known to be unsafe entry should not be made
into the space.
− When the atmosphere is suspect, the following additional safety
precautions should be observed with the use of breathing apparatus:
11) Ensure that the wearer of breathing apparatus is fully trained in its use.
12) Thorough checks on the breathing apparatus equipment must be made and
the mask seal on the face of the wearer must be a proper fit.
13) The standby man should monitor the times of entry and exit of all personnel
to allow adequate time for leaving the compartment.
14) Rescue harness and lifelines must be worn and if the low-pressure alarm is
activated persons should leave the space immediately.
15) Operational personnel should never take off the mask of the breathing
apparatus when inside the space.
16) In the event of communication failure or ventilation breakdown all persons
inside the space should withdraw immediately.
17) The function of the person on standby, outside the space, is to raise the
alarm in the event of emergency. He should not attempt to effect a rescue
on his own.
18) Emergency signals and communications must be effective and understood by
all parties involved.
NB All equipment including Portable lights and radio communication equipment
must be “approved safe type” when entering spaces which may have a
volatile (explosive) atmosphere.

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 CHAPTER 17
CARGO CALCULATIONS

There are only two simple rules used in cargo calculation

Deadweight = Full displacement – light displacement

Cargo Volume = Cargo weight x Stowage Factor

Question (1)

Cargo hold 10 x 8.5 x 4.2 m having dunnage spread regularly over the floor of
the hold at a height of 20 cm. and the side battens are at 12.5 cm. from the shell
plating on each side.
The hold was loaded with 1000 boxes of lead each measuring 35 x 1 5 x 10 cm,
and it was also loaded with 4000 barrels of paint each of 55 cm high and 30cm
diameter; if the broken stowage for the barrels of paint in the hold was 5% of the
barrels volume.
Calculate the remaining hold volume and the number of cases knowing that S.F.
of cases is 2 m3/ton and each 4 cases weigh one tonne, “Assuming that there in
no broken stowage for the box of lead”.

Answer (1)

Hold breadth = 8.5 - 0.25 = 8.25 m

Hold depth = 4.2 - 0.20 = 4.00 m.
Hold length = 10 m.
Hold capacity = 10 x 8.25 x 4 = 330 m3

Volume of lead box = 0.35 x 0.15 x 0.10 = 0.00525 m3

Volume of total lead boxes = 0.00525 x 10000 = 52.5 m3
Volume of barrel = 3.14 x 0.15 x 0.15 x 0.55 = 0.0388 m3
Volume of barrels = 0.0388x 4000 = 155.43 m3
Barrels broken stowage = 155.43 x .0.05 = 7.77 m3

Hold capacity occupied by

cargoes and broken = 52.5 + 155.43 + 7.77 = 215.7 m3
Stowage
Hold remaining volume = 330 - 215.7 = 114.3 m3
Mass of cases require to = 114.3 / 2 = 57 tones
load
Number of cases = 57 x 4 = 228 case

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Question (2)

A vessel has 8400 tones deadweight; she has onboard 750 tones of fuel, 250
tones of water, and 200 tones of stores.
She has four holds of capacities as follows:
No. 1 = 1500 m3 No. 2 = 2500 m3
No. 3 = 2500 m3 No. 4 = 1500 m3
It is required to load paper reels stowed at 0.5 m3/ton and butter cases stowed
at 1.5 m3/ton
Calculate how much of each commodity can be loaded, when the vessel is down
to her marks and full to her capacity.

Answer (2)

Weights Volume
Fuel = 750 tons No. 1 = 1500 m3
Water = 250 tons No. 2 = 2500 m3
Stores = 200 tons No. 3 = 2500 m3
Total = 1200 tons No. 4 = 1500 m3
deductions
Deadweight = 8400 tons Total Hold Capacity = 8000 m3
Cargo =7200 tons

Let X be the number of tones of paper reels to be loaded.

Let Y be the number of tones of butter cases to be loaded
The X + Y = 7200 (1)
1.5Y + 0.5X = 8000 (2)
Multiply (1) by 1.5
1.5Y + 1.5X = 10800 (3)
Subtract (2) from (3)
Weight of Paper reels = X = 2800 tones
Weight of Butter cases = Y = 7200 - 2800 = 4400 tones

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Question (3)

A ship of 5000 tones deadweight has onboard, 200 tones of fuel-- 90 tones of
fresh water and 110 tones of stores.
The ship is loading 1000 tones cases of cans its stowage factor is 1.5 m3/t.
If the cubic capacity of the ship holds is as follows:
No. (1) 1500 m3 - No. (2) 3100 m3 - No. (3) 2800 m3 - No. (4) 2800 m3 - No. (5)
1500 m3

Find the amount of each of the following cargoes to be loaded in the remaining
spaces of the ship's holds.
Bags of coffee at stowage factor of 2.8 m3/ton
Bags of beans at a stowage factor of 3.1 m3/ton
Noting that the ship will be down to her marks and full to her capacity

Answer (3)

Weights Volume
Fuel = 200 tons No. 1 = 1500 m3
Water = 90 tons No. 2 = 3100 m3
Stores = 110 tons No. 3 = 2800 m3
Total = 400 tons No. 4 = 2800 m3
deductions
Cargo onboard = 1000 tons No. 5 = 1500 m3
Weights = 1400 tons Total Hold Capacity = 12000 m3
onboard
Deadweight = 5000 tons
Cargo to load = 3600 tons

Volume of cargo on board = 1.5 x 1000 = 1500 m3

Remaining spaces of holds = 12000 m3 – 1500 m3 = 10500 m3
Let X be the weight of the bags of coffee
Let Y be the weight of the bags of beans.

X + Y = 3600 (1)
2.8 X + 3.1Y = 10500 (2)
Multiply (1) by 2.8
2.8X + 2.8Y = 10080 (3)
Subtract (3) from (2)
0.3 Y = 420
Y =1400 ton.
X = 3600 - 1400 = 2200 tones
2200 tones of coffee should be loaded and 1400 tones of beans should be loaded,
so that the ship will be down to her marks and full to her capacity

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Question (4)

A vessel of 5080 tones deadweight has on board:

500 tones of fuel, 350 tones of water and 130 tones of stores
She has four holds of capacities as follows:
No. (1) 1320 m3 - No. (2) 1972 m3 - No. (3) 2050 m3 – No. (4) 1530 m3
It is required to load grain stowed at 1.45 m3/tone and bales of cotton stowed at
2.35 m3/tone.
Calculate how much of each commodity can be loaded if the vessel is down to her
marks and full to capacity, and how should the cargo be distributed?

Answer (4)

Weights Volume
Fuel = 500 tons No. 1 = 1320 m3
Water = 350 tons No. 2 = 1972 m3
Stores = 130 tons No. 3 = 2050 m3
Total = 980 tons No. 4 = 1530 m3
deductions
Deadweight = 5080 tons Total Hold Capacity = 6872 m3
Cargo to load = 4100 tons

Let X be the weight of the grain

Let Y be the weight of the bales of cotton.

Then X + Y = 4100 (1)

1.45 X + 2.35 Y = 6872 (2)
Multiply {1} by 1.45
1.45 X + 1.45 Y = 5945 (3)
Subtract (3) from (2)
0.9 Y = 1030 tones
X = 4100 - 1030 = 3070 tones
3070 tones of grain should be loaded and1030 tones of Cotton should be loaded.

Theoretical distribution:
Grain to be loaded in Cotton to be loaded in
No. 1 3070 x 1320 /6872 = 589.7 t. No. 1 1030 x 1320 / 6872 = 197.8 t
No. 2 3070 x 1972 /6872 = 881.0 t. No. 2 1030 x 1972 / 6872 = 295.6 t
No. 3 3070 x 2050 /6872 = 915.8 t. No. 3 1030 x 2050 / 6872 = 307.3 t
No. 4 3070 x 1530 /6872 =683.5 t. No. 4 1030 x 1530 / 6872 = 229.3 t
Total 3070.0 t Total 1030 t

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Question (5)
A hold of capacity 1992 m3 is to be filled with 1212 tones of Jute and gum.
The bales of Jute measure (100 cm x 50 cm x 60 cm) and weighs 1 80 Kg each.
The gum bales measures (100 m x 50 cm x 80 cm) and weighs 250 Kg each.
How many bales of each commodity should be stowed, allowing 5% for broken
stowage?

Answer (5)

Let (X) be the number of bales of Jute

Let (Y) be the number of bales of gunny
Allowing 5% broken stowage, the space to be filled will be 95%.

Space to be filled = 2060 x 95 = 1957 m3

Weight of Cargo = 1212 x 1000 = 180 (X) + 25O (Y) (1)

Volume of Cargo = 1957 = (1 x 0.5 x 0.6) (X) + (1 x 0.5 x 0.8) (Y)
1957 = 0.3(X) + 0.4{Y) (2)
By multiplying (2) x 600
1174200 = 180 (X) + 240 (Y) (3)
By Subtracting (3) From (1)
37800 = 10 (Y)
(Y) = 3780
Substitute the volume 3780 for (Y) in (2)
0.3 (X) + 0.4 x 3780 = 1957
0.3 (X) + 1512.0 = 1957
0.3 (X) = 1957 - 1512
0.3 (X) = 445
3 (X) = 4450
(X) = 4450 / 3 = 1483.3
The number of bales of jute to be loaded will be 1483 bales.
The number of bales of gum to be loaded will be 3780 bales.

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Question (6)
A ship 64 m. long and maximum beam 10 m. has a light draft of 1.5m and load
draft of 4m.
The block coefficient of fineness is 0.6 at the light draft and 0.75 at the load
draft.
She has onboard the following loads:
Fuel: 100 tons
Provisions 100 tons
Fresh water 72 tons.
General cargo 700.6 tones
How many tones of cargo can be loaded to make the ship go down to her load
line mark?
Assuming the ship floats up right in salt water?

Answer (6)
Light displacement = L x B x draft x Cb x D
= 64 x 10 x 1.5 x 0.6 x 1.025 = 590.4 tons
Load displacement = L x B x draft x Cb x D
= 64 x 10 x 4x 0.75 x 1.025 = 1968 tons
Deadweight = Load displacement - light displacement
= 1968 - 590.4 = 1377.6 tons

Weights on board = Fuel + Provisions + Fresh water + General cargo

= 100 + 100 +72 + 700.6 = 972.6 tons
Cargo to load = Deadweight - Weights on board = 1377.6 - 972.6 = 405 tons

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Question (7)

A vessel of 4500 tones deadweight; has onboard 400 tones of fuel, 200 tones of
water, and 200 tones of stores.
She has four holds of capacity as follows:
No. 1: 1300 cu.m.
No. 2: 1880 cu.m
No. 3: 1900 cu.m.
No. 4: 1490 cu.m.
It is required to load grain, stowed at 1.45 m3/ton, and bales of cotton stowed at
2.35 m3/ton.
Calculate how much of each commodity can loaded, if the vessel will be down to
her marks and full to her capacity.

Answer (7)

Weights Volume
Fuel = 400 tons No. 1 = 1300
m3
Water = 200 tons No. 2 = 1880
m3
Stores = 200 tons No. 3 = 1900
m3
Total = 800 tons No. 4 = 1490
deductions m3
Deadweight = Total Hold = 6570
4500tons Capacity m3
Cargo =3700
tons

Let (X) be weight of grain to be loaded & Let (Y) be weight of cotton to be
loaded.
X + Y = 3700 (1)
1.45 (X) + 2.35 (Y) = 6570 (2)
By multiplying 1 by 1.45
1.45 (X) + 1.45(Y) = 5365 (3)
By subtracting (3) from (2)
0.9 (Y) = 1205
Weight of Cotton = (Y) = 1205 / 0.9 = 1338.8 tons
Weight of Grain = (X) = 3700-1338.8 = 2361.2 tons

Page 109 of 113 109

 CHAPTER 18
OFFICER OF THE WATCH (OOW) DUTIES

18.1 Reference
The STCW guidelines: “Principles and operational guidance for deck officers in
charge of a watch in port".

18.2 OOW Port duties

1) Safety of the ship and all personal onboard
(Fire – ship’s access - mooring - sounding of bilges and tanks – etc)

2) Cargo
(Operation – stowing – securing)

3) Damage prevention
(Ship – cargo – berth – shore equipment – ship equipment)

4) Pollution prevention
(Oil – garbage – dust – cargo spillage – ballast – hazardous cargo – smoke)

5) Security
(Stowaways – thieves – pirates – smuggling)

6) Services
(Stores – bunkers – repairs)

7) Loss prevention
(Time – ship’s consumables – ship’s resources)

8) Commercial
(Charter party – Contracts of carriage of cargo)

9) Observe international, national and local rules

10) Weather monitoring

11) Ballast and stability

12) Offer and request assistance in emergencies

(If the Master and Chief Officer are not onboard – it is against the
regulations for both of them to leave the ship at the same time, but it
happens, and the OOW must be trained to act)

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18.3 OOW Cargo Duties

The Chief Officer is the cargo officer, all cargo and ballast operation will be done
to his instruction, he is responsible in front of the ship’s Master for the safe
execution of all related operations; he will be assisted by the OOW, the OOW (2nd
and 3rd officers shall work a duty rota system.

Whilst the OOW will be expected to act on his own initiative, his actions must
always comply with the Master's and Chief Officer's orders, and the OOW must
always call these officers if he is in any doubt whatsoever.

The OOW should ensure that:

1) The preparation of ship’s lifting equipments are made properly and timely

2) The hatch covers are opened and closed properly and timely

3) All personnel are not placed in any hazard which may cause injury.

4) The ship's fixtures and fittings are not damaged.

5) The cargo is handled in a safe manner, and is not damaged.

6) The cargo is stowed properly, in accordance with the initial stowage plan.

7) The cargo is secured according to the approved cargo securing manual

8) Ballast operations is carried out accurately and timely

9) Cargo and ballast operations must be carried out in the planned sequence

10) The quantity and condition of the cargo are accurately recorded.

11) There is communication, co-operation and co-ordination between ship’s crew

and ashore personal.

12) The draught, under-keel clearance and the general state of the ship to avoid
dangerous listing or trim during cargo handling or ballasting.

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18.4 Master's standing orders in port

1) You must call for assistance immediately if you are in any doubt whatsoever,
at any time, or you feel unable to cope alone, or you become fatigued; in
general you are to call the Chief Officer first, but if he is not onboard call the
Master.

2) You are completely responsible for all aspects of the watch at all times,
passing an order to someone else does not relieve you of this responsibility.

3) All deck officers must ensure that the deck watch is maintained strictly in
accordance with:
a) Company regulations
b) International and local regulations
c) Master standing orders
d) Chief Officer cargo instruction

4) Even if there is no cargo work, the OOW should make frequent safety rounds
of the vessel to ensure that all is well, and make a thorough inspection
before turning in for the night.

5) Safety of the ship and all personnel on board is the primary responsibility of
the OOW and it takes precedence over all your other responsibilities.

6) Do not sign any documents unless you are clearly instructed to do so, it is
written in a language you understand and the facts are right.

7) It is a safety requirement that all officers and crew should advise the OOW
or gangway watchman when they are going ashore, and when they return
on board; so in emergency OOW know who to call.

8) OOW shall be on-deck as long as cargo is in operation;

9) Ensure that the cargo is handled, stowed and secured properly; strictly in
accordance with the initial stowage plan and any additional instructions from
the Chief Officer, call chief officer if in any doubt.

10) All cargo and ballast operations must be carried out in the sequence ordered
by the Chief Officer, halt and report any alteration to the Chief Officer
immediately.

11) Ensure that the duty sailor remains alert, and is stationed at the gangway
unless he is required elsewhere.

12) Enforce all security procedures as per the ship’s security manual; assigned
sailor to the gangway must never leave his position, and ensure that no
unauthorised visitors are allowed on board.

13) Check moorings, rat guards, gangway and safety nets and adjust as
required.

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14) Ensure that all parts of the vessel are adequately illuminated at night, both
for safety and security.

15) OOW shall ensure that Flags and signals are hoisted as required by port and
international regulations.

16) Be aware of other ships movements which may cause damage to our ship,
especially if they are mooring/unmooring on the berths ahead or astern.

17) OOW shall report to the Chief Officer immediately any damage (or even a
suspicion) done to the ship, ship fittings or cargo; investigate any unnatural
sound.

18) OOW shall take all necessary precautions to prevent pollution, from bunkers,
cargo spills, ballast and garbage.

19) Enforce company's drug and alcohol policy on all personal (crew –
stevedores – visitors – etc.); report any suspicions or violations.

20) Supervise the opening and closing of all hatch-covers, hatch covers
operation procedure must be strictly followed.

21) OOW shall write all important events in the Chief Officer logbook before
handing over the watch,

22) Make sure that you provide a thorough and clear handover to your relief
officer.

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