Seam3 - Course Packet

Cargo Handling and
Stowage
(Non Dangerous Goods)
SEAM 3
College of Maritime Education
Disclaimer Statement:
This Course Study Guide is not intended to be presented as the original work of
COURSE STUDY GUIDE
the module compiler. It is meant to be the primary reference material for the
course composed of the flexible learning syllabus, learning plans, course
content, and assessments compiled from various sources. Accordingly, the sale
and distribution of such outside the University of the Visayas is strictly
prohibited.
2
`
Course Study Guide Contents
Week No. Module Topic Page
1 Cargo handling
2 Planning the cargo Operation
3 Care of Cargo During Voyage
4 Inspection, Reporting and Damage control
Editorial Committee
Module Compiler 2M Kent Climaco
2M Fritz Nomar Basnillo

Content Experts CM Judelito D. Balos
2M Kent Climaco
Language Editor Dr. Ma. Crispy B. Velasco, RGCT, LPT
Ms. Jedediah K. Singco

Design/ Media Specialist
Dr. Ma. Crispy B. Velasco, RGC, LPT
3
`
Flexible Learning Course Syllabus
Flexible Learning Course Syllabus
College of Maritime Education
Professional Education Subjects
First Semester, Academic Year 2020 – 2021
I. Course Information
Course Code SEAM 3 Course

Cargo Handling and Description
Stowage (Non
Course Title
Dangerous Goods)
1. Interpret a plan for loading and unloading non-dangerous
cargo in accordance with established safety rules / regulations,
Prerequisites(s) SEAM 2 equipment operating instructions and shipboard stowage
Course limitations
Learning 2. Determine the significance of monitoring the cargo during the
Outcomes voyage
Credit Unit 4 units 3. Explain the importance when defects and damage to cargo
spaces, hatch covers and ballast tanks are found
A-II/1 F2.C1.KUP1: Cargo Handling, Stowage and securing

A-II/1 F2.C1.KUP1.1: Knowledge of safe handling, stowage and securing of cargoes, including dangerous,
hazardous
and harmful cargoes, and their effect on the safety of life and of the ship
A-II/1 F2.C1.KUP1.3: Ability to establish and maintain effective communications during loading and unloading
A-II/1 F2.C2.KUP1: Knowledge* and ability to explain where to look for damage and defects most commonly
encountered
.1 loading and unloading operations
KUP .2 corrosion
.3 severe weather conditions
A-II/1 F2.C2.KUP2: Ability to state which parts of the ship shall be inspected each time in order to cover all parts
within a given period of time
A-II/1 F2.C2.KUP3: Identify those elements of the ship structure which are critical to the safety of the ship
A-II/1 F2.C2.KUP4: State the causes of corrosion in cargo spaces and ballast tanks and how corrosion can be
identified and prevented
A-II/1 F2.C2.KUP5: Knowledge of procedures on how the inspections shall be carried out
A-II/1 F2.C2.KUP6: Ability to explain how to ensure reliable detection of defects and damages
A-II/1 F2.C2.KUP7: Understanding of the purpose of the “enhanced survey programme”
A-II/1 F2.C1: Monitor the loading, stowage, securing, care during the voyage and the unloading of cargoes
Competency
A-II/1 F2.C2: Inspect and report defects and damage to cargo spaces, hatch covers and ballast tanks
II Instructor’s Information
Instructor Name Capt. Jonathan Relacion Corporate Email jrelacion@uv.edu.ph
Title: Phone
III Course Syllabus
Mode of Assessment
Learning Materials and
No. of Intended Learning Instruction/ Task/ Graded
Week Module Topic Resources
Hours Outcomes Delivery Tools Output
No.
Required Suggested
1 Lesson 1:  discuss proper  Lesson 1.  Guner-  Course Packet Learning Log 1:
Planning the securing method Course Ozbek,  Printed Essay on the Risk
Cargo Operations of cargoes; Module on Meltem  Digital Assessment Prior
Cargo Deniz . The  Microsoft Teams to Hold Cleaning
Handling Carriage of
 explain the and Dangrous Learning Log 2:
different Stowage Goods by Essay on Cargo
procedure in (Non- Sea: Hold Cleaning
stowing of cargo; Dangerous Springer,
and Goods). 2008; Weekly Student
College of  Kim, Kap Journal Entry 1
Maritime Hwan &
 identify ship Education, Gunther,
structure which University Hans-
are critical to the
1
of the Otto.Contai
safety of the ship. Visayas; ner
 Table A-II/1 Terminals
of the 1978 and Cargo
STCW Code Systems:
as amended Springer,
4
`
Function: 2007;
Cargo  https://cult
handling ofsea.com/c
and argo-
stowage at work/hatch-
the covers-
operational function-
level ; inspection-
 Annex A of tests-
CMO No. precautions-
20, Series operation-
of 2015 maintenanc
(Curriculum e/;
Mapping for  https://ww
BSMT) w.marineins
ight.com/gu
idelines/insp
ecting-
tanks-
onboard-
ships/;
 https://ww
w.marineins
ight.com/m
aritime-
law/what-is-
enhanced-
survey-
programme
-esp/
Lesson 2:  explain the  Lesson 2.  Guner-  Course Packet Learning Log 3:
Planning the importance of Course Ozbek,  Printed Essay on Bulk
2
Cargo Operation Module on Meltem  Digital Cargo Loading,
making plans for
Cargo Deniz . The  Microsoft Teams Handling of
cargo operation; Handling and Carriage of Ballast &
Stowage Dangrous Trimming Pours
 discuss proper (Non- Goods by
procedure when Dangerous Sea: Learning Log 4:
loading cargoes; Goods). Springer, Essay on Cargo
and College of 2008; Stowage Plan
Maritime  Kim, Kap Guidelines for
Education, Hwan & General Cargo
 identify the University of Gunther, Ships
hazards present the Visayas; Hans-
during discharging  Table A-II/1 Otto.Contai Weekly Student
operations. of the 1978 ner Journal Entry 2
STCW Code Terminals
as amended and Cargo
Function: Systems:
Cargo Springer,
handling and 2007;
stowage at  https://cult
the ofsea.com/c
operational argo-
level ; work/hatch-
 Annex A of covers-
CMO No. 20, function-
Series of inspection-
2015 tests-
(Curriculum precautions-
Mapping for operation-
BSMT) maintenanc
e/;
 https://ww
w.marineins
ight.com/gu
idelines/insp
ecting-
tanks-
onboard-
ships/;
 https://ww
w.marineins
ight.com/m
aritime-
law/what-is-
enhanced-
survey-
5
`
programme
-esp/
Lesson 3: Care of  distinguish  Lesson 3.  Guner-  Course Packet Learning Log 5:
Cargo During appropriate cargo Course Ozbek,  Printed - Essay on Cargo
Voyage equipment to be use Module on Meltem  Digital Lashing and
on specific type of Cargo Deniz . The Microsoft Teams Securing
cargo; Handling and Carriage of
 identify different Stowage Dangrous Learning Log 6:
securing materials (Non- Goods by Essay on Cargo
3
available onboard; Dangerous Sea: Watches
and Goods). Springer, Weekly Student
 explain the College of 2008; Journal Entry 3
procedures taken Maritime  Kim, Kap
onboard to make Education, Hwan &
sure that the cargo University of Gunther,
is taken care of. the Visayas; Hans-
 Table A-II/1 Otto.Contai
of the 1978 ner
STCW Code Terminals
Function: Systems:
Cargo Springer,
handling and 2007;
the ofsea.com/c
operational argo-
level ; work/hatch-
2015 tests-
BSMT) maintenanc
e/;
 https://ww
w.marineins
ight.com/gu
idelines/insp
ecting-
tanks-
onboard-
ships/;
 https://ww
w.marineins
ight.com/m
aritime-
law/what-is-
enhanced-
survey-
programme
-esp/
Lesson 4:  discuss proper  Lesson 3.  Guner-  Course Packet Learning Log 7:
Inspection, procedures on Course Ozbek,  Printed Short Answer
reporting and how the Module on Meltem  Digital Exam on
damage control Cargo Deniz . The  Microsoft Teams Inspection,
inspections shall Handling and Carriage of Reporting and
be carried out; Stowage Dangrous Damage control
 explain the
4
(Non- Goods by
importance of Dangerous Sea: Weekly Student
ensuring a reliable Goods). Springer, Journal Entry 4
detection of College of 2008;
defects and Maritime  Kim, Kap
Education, Hwan &
damages; and University of Gunther,
 describe the the Visayas; Hans-
purpose of the  Table A-II/1 Otto.Contai
Enhanced Survey of the 1978 ner
Programme. STCW Code Terminals
Function: Systems:
Cargo Springer,
handling and 2007;
the ofsea.com/c
operational argo-
level ; work/hatch-
6
`
2015 tests-
BSMT) maintenanc
e/;
 https://ww
w.marineins
ight.com/gu
idelines/insp
ecting-
tanks-
onboard-
ships/;
 https://ww
w.marineins
ight.com/m
aritime-
law/what-is-
enhanced-
survey-
programme
-esp/
IV - A Points for Graded Output IV-B. Grade Equivalent Based on Points Earned
100% 1.0 86% 2.1
Course Week Module Topic Output Points
99% 1.1 85% 2.2
98% 1.2 84% 2.3
1 Major 200 97% 1.2 83% 2.4
96% 1.3 82% 2.4
2 Major 200 95% 1.4 81% 2.5
94% 1.5 80% 2.6
3 Major 200 93% 1.6 79% 2.7
92% 1.6 78% 2.7
4 Minor 125 91% 1.7 77% 2.8
90% 1.8 76% 2.9
89% 1.9 75% 3.0
Total 725
88% 2.0
74% and below INC
87% 2.0
INC is given if the final grade is 2.5 or better but missing any two of the course requirements listed above. INC should be complied
within 365 days immediately after the close of the Semester.
Approval
Prepared by: Reviewed by: Approved by:
CAPT JONATHAN RELACION CM JUDELITO D. BALOS DR. AILEEN B. CATACUTAN DR. ANNA LOU C. CABUENAS
Instructor Program Coordinator Director of Libraries Chief Academic Officer
7
`
Lesson 1
Les
Planning the Cargo Operations
At the end of the lesson the student should be able to:

1. discuss proper securing method of cargoes;
2. explain the different procedure in stowing of cargo; and
3. identify ship structure which are critical to the safety of the ship.
8
`
College College of Maritime Education
Program Bachelor of Science in Marine Transportation
Course Code SEAM 3
Course Title Cargo Handling and stowage (Non - Dangerous Goods)
Credit Unit 4 units (Lecture)
Lesson 1 Week 1
Module Topic Cargo Handling
1. discuss proper securing method of cargoes;
Intended Learning 2. explain the different procedure in stowing of cargo; and
Outcomes 3. identify ship structure which are critical to the safety of the ship.
Number of Hours
1. How to implement the proper securing method of cargoes?
Study Questions 2. What are the different procedures in stowing of cargo critical to the safety of the ship?
3. Why ship structure critical to the safety of the ship?
Required Suggested
 Lesson 1. Course Module on Cargo  Guner-Ozbek, Meltem Deniz . The Carriage
Handling and Stowage (Non- of Dangrous Goods by Sea: Springer, 2008.
Dangerous Goods). College of  Kim, Kap Hwan & Gunther, Hans-
Maritime Education, University of the Otto.Container Terminals and Cargo
Visayas. Systems: Springer, 2007.
Learning Resources  Table A-II/1 of the 1978 STCW Code  https://cultofsea.com/cargo-work/hatch-
as amended Function: Cargo covers-function-inspection-tests-
handling and stowage at the precautions-operation-maintenance/
operational level  https://www.marineinsight.com/guidelines/i
 Annex A of CMO No. 20, Series of nspecting-tanks-onboard-ships/
2015 (Curriculum Mapping for BSMT)  https://www.marineinsight.com/maritime-
law/what-is-enhanced-survey-programme-
esp/
1. Student shall study and learn Lesson 1 on Cargo Handling. Student may refer to the
suggested and other recommended learning materials indicated in this Course Study Guide as
additional reading resources.
2. He shall read and understand the important details imprinted in the topics discussed on the
Course Notes.
Learning Activity 3. After careful study of the topics the student shall then divert his interest through the Learning
Log 1 (Essay on the Risk Assessment Prior to Hold Cleaning) and Learning Log 2 (Essay on
Cargo Hold Cleaning) , which are purposely created for him to be able to explain, apply and
translate his learning.
4. Student shall elaborate and synthesize his learning through Weekly Journal Entry 1.
Learning Log 1 and 2

Required Output Weekly Student Journal no. 1
Learning Log No. 1 - Essay on the Risk Assessment Prior to Hold Cleaning
Learning Log No. 2 - Essay on Cargo Hold Cleaning
Assessment Tasks Weekly Student Journal Entry 1
1. Short Answer Rubric
Assessment Tool
2. Student Journal Rubric
1. Monitor the loading, stowage, securing, care during the voyage and the unloading of cargoes; and
Target Competency
2. Inspect and report defects and damage to cargo spaces, hatch covers and ballast tanks.
Prepared by: Reviewed by: Approved for use:
CAPT. JONATHAN RELACION CM JUDELITO D. BALOS DR. ANNA LOU C. CABUENAS

Instructor BSMT Program Coordinator Chief Academic Officer
9
`
Cargo Handling
Ancient cargo handling consisted almost
exclusively of manually carrying cargo in single
man-loads. For example, grain would be packed
into sacks, each of a size that a man could carry
on or off the ship on his shoulders. During the
many centuries of dominance by sailing vessels,
this process might be supplemented by hoisting
with the ship’s running rigging. A line reeved
through a block on the end of a yard might be led
to a capstan by which a group of men might
develop the force needed to lift an object far
heavier than a single man-load.
Steam propulsion brought the steam winch and rigging that was intended solely for lifting cargo. The near-universal
practice as it developed into the 20th century was to fit at least one pair of booms to serve each cargo hatchway, with
each boom supported by rigging from a “king post,” a short, stout mast whose sole function was boom support.
Winches were mounted at the base of the king post. In action, the head of one boom would be rigged in fixed position
over the hatchway; the head of the other would be rigged over the cargo-handling space on the pier alongside. A
single lifting hook would be used, but a line would lead from the hook to each of the two boom-heads (“married falls”)
and thence each to its individual winch. By cooperative tensioning and slackening of the two lines, the winch operators
could cause the hook to move vertically directly beneath either boom-head or horizontally between them. Cargo was
thereby moved between cargo hold and pier with no gear movement save that of the hook and its two supporting
lines. This scheme is known as burtoning.
Burtoning was gradually replaced by systems better adapted to special cargoes. It remained in favour only for
handling very heavy objects, so that the few ships that were built during the late 20th century for this type of cargo
were usually fitted with at least one set of massive burtoning gear. The first cargo to require a unique handling
system was petroleum. When first carried by sea, petroleum products were packaged in barrels that were handled in
the traditional way, but the great volume to be moved quickly soon made this method of packaging and handling
woefully inadequate. Since the late 19th century crude oil and its many products have been transported in bulk—i.e.,
without packaging. The hulls of tankers (as described above; see Types of ships: Tankers) are subdivided into a
number of cells, or tanks, into which the liquid cargo is pumped through hoses by pumps mounted on the shore.
Unloading is effected in the reverse manner by pumps mounted within the ship. Usually the only external cargo-
handling gear is a pair of cranes or boom-post winch sets (one for each side of the ship) for handling the rather
massive hoses that connect ship to shore facility.
The handling of many other commodities is more economical if done without packaging and with at least some of the
continuous-flow features of pumping. For example, the loading of “dry bulk” commodities such as coal, ore, and grain
is nearly always done from special shore facilities that pour them from a high elevation directly into the cargo holds of
the ship. Although the ship may be designed for the commodity, almost any cargo-carrying ship except the tanker can
accept dry-bulk cargoes in this fashion.
CLEANING OF HOLDS
A. Bulk Carrier (Solid Bulk)
Preparation of a cargo hold is not just a question of sweeping, cleaning or washing down the hold. There are a number
of matters to consider, and failing to adhere to good practice can result in substantial claims. There are many different
types of cargoes which are commonly carried in bulk in today's market, and they all require different methods of hold
cleaning, although one basic rule always applies, and that is that the vessel's cargo holds must always be cleaned to
the highest standards possible, regardless of the next commodity to be carried.A comprehensive hold washing plan
approved by the master is to be produced. The plan must include but is not limited to the following:
10
`
Residue of Previous Ore Cargo Caught in the Frames
 Extent of washing required.

 Removal of bulk cargo residues
 Hand washing requirements
 Cleaning of cargo hold bilge vessels
 Identity of blanks to be opened / closed
B. Hold sweeping / washing procedure

After carriage of the bulk cargoes, the holds must always be swept before any attempt is made to wash. This will
reduce the effects of unwanted cargo residues building up in hold bilges and hindering the process of pumping away
the washing water.
Fig: Washing down hold
Old dunnage is not to be retained onboard unless specifically requested for by the Charterers. When disposing of
waste materials, attention must be drawn to the International Regulations concerning the disposal of garbage at sea.
It must be stressed that on no account are plastics to be thrown overboard into the sea at any time.
Consideration must also be given to the type of residues involved; some heavy cargoes may lie in bilge lines and may
not be pumped away. There is also the possibility of damage to pumps, valves and valve seals. Washing after carriage
11
`
of this type of cargo should involve the use of a portable salvage pump to remove washing water rather than using
the hold bilge pump. For cement cargoes, the bilge pumping system must not be used as any water left lying in the
pipeline will hold cement in suspension and will eventually harden in the pipelines, valves and pumps.
If there is no other facility available to you other than the hold bilge pumping system when dealing with cargoes such
as the above, a constant and plentiful supply of clean seawater must be supplied to the bilges during pumping to
dilute the washing water as much as possible and prevent a build-up of residues. Even when using this method it may
be necessary to frequently stop washing and pump clean sea water through the system to reduce build-up of residues
before resuming the washing operation.
Bilge strainers must never be removed during washing of holds and pumping of waste water. If the strainers are
blocked, the washing and pumping operations must be stopped and the strainers thoroughly cleaned before resuming
the operation. This must be done as frequently as necessary to ensure as little solids as possible are passing through
the bilge lines.
On completion of sea water washing of holds, a fresh water rinse must always be carried out. Salt deposits may
contaminate cargo, and due to the corrosive nature of salt, will damage coating, fittings and steelwork. An ample
supply of fresh water must always be obtained in anticipation of this operation, although it is often surprising how
little fresh water is required to perform this task. Ideally it can be carried out before the hold is allowed to dry, after
sea water washing, thus preventing salt deposits to accumulating and so making the job much simpler.
Hold structure
The conventional bulk carrier has a box construction with large frames, usually smooth hopper sides fore, aft, port
and starboard. The underdeck and coaming frames are situated high up and are often impossible to get to physically,
as are the high ship side frames. These frames can retain traces of old cargo: corrosion, scale and residues of
previous cargo can collect and fall, and contaminate the next cargo.
Some bulk carriers, including many smaller coastal-type ships, are built with box holds. This means that the hold sides
are ‘boxed’ in with smooth steel sides, making discharge and cleaning much easier as there are no frames. These box
holds, however, often have adjacent ballast tanks that may be prone to water leakage through grab damage.
The ship structure, including ladder rails, stanchions, rungs and pipe protection fittings, can become damaged during
discharge. Any such damage should be noted and repaired on a continuing basis so that steel fittings torn from the
ship’s structure by grabs or bulldozers do not contribute to cargo contamination. This can also result in damage claims
to shoreside discharging and conveyor machinery and equipment. The sheer size of the holds is a factor that often
prevents a good hold-cleaning operation from being performed.
In addition, the following can cause contamination of the next cargo:
1. grab damage to steel fittings and protection brackets

2. loose bulkhead or tank top rust scale increased by damage from grabs or cargo
3. grab damage to hold ladders or hold fittings
4. tank top and ballast side tank integrity jeopardised by grab damage
5. tank top, double bottom and side tank access lids damaged by bulldozers and grabs
Opening hatches at sea for cleaning
To avoid damages to the vessel’s equipment, a risk assessment must be completed whenever the cargo hold hatches
are required to be opened at sea for the purpose of cleaning and preparation. The risk assessment should include
requirements to monitor weather conditions, maximum number of hatches to be open at any given time and vessel’s
inspected movement during the cleaning operation. For the avoidance of doubt, hatches must not be opened when the
ship is rolling and must not remain open overnight.
The Chief Officer is to ensure that locking pins are inserted when the hatches are open. In addition to the locking pins,
hatches must be secured using wire strops and tensioning devices.
12
`
Care is to be taken in selecting the point of attachment on the underside of the hatch. This point must be sufficiently
well inboard so as not to tip the cover on tensioning down to a strong point on the deck.
Washing of hatch covers undersides
Hold washing operations are often carried out with the vessel's hatch covers open, such as when the vessel is lying at
anchor. On these occasions, it is important to ensure that the hatch cover undersides are not forgotten. Frames and
drain channels are to be well swept and washed out. Any small spaces which are missed may well contain cargo
residues which would then contaminate a clean hold while closing the hatch. Similar attention is to be given to the
hold accesses and ventilation hatches.
Fresh water rinsing
In certain circumstances it will be necessary to rinse the cargo hold with fresh water to remove any salt deposits. If
there is any doubt the Master is to seek advice from the relevant Management Office.
Drying time
In the final preparation of the cargo holds, it must be remembered that drying time may be greatly reduced by the
use of the vessel's forced draught ventilation system, if fitted. In all cases, ventilation for drying purposes must be
altered according to the prevailing weather conditions, sea temperature and the temperature of ballast water in
adjacent ballast tanks, all of which may cause either condensation or sweat.
Cleaning of hold fixed fire fighting installation
The fixed fire fighting installation in the hold is to be inspected for damage. The system is to be blown through with air
to ensure that all nozzles are clear.
Cleaning of hold bilges
Hold bilges must always be cleaned out thoroughly and bilge suctions tested before loading another bulk cargo. Bilge
covers are to be wrapped in burlap, replaced in position and secured.
Fig: Hold of a bulk carrier that is grain clean and ready to load
Chief officers inspection
The Chief Officer must always carry out a full and final inspection of all cargo holds before presenting them for
shipper's final approval and acceptance, to ensure that all cleaning work has been carried out as per his instructions
and to his satisfaction, and that he is satisfied that the cargo holds are in a suitable condition for the carriage of the
next commodity and presentation to the shippers.
13
`
The relevant Management Office must be advised immediately of any expected problem with regard to the holds,
passing inspection.
Hold fumigation
For the carriage of grain cargoes, it is sometimes a requirement that cargo holds be fumigated before loading to
irradiate any insects which may have been present. When selecting the type of fumigation to be used, always consult
the local Authority regulations, your agent or hold inspectors who will be able to give you advice on this, as many
Authorities require use of a specific fumigant.
After fumigation, hatch covers, accesses and vents must not be opened again until the final inspection by shore
inspectors. Care and attention must be paid to matters of personal safety when using any fumigant. Reference is to be
made to the appropriate Reference publication.
Equipment/Items necessary for hold cleaning:
1. High pressure Hold cleaning gun(with sufficient deck wash down hoses)
 Air pressure combi
 Toby gun
2. Wash down hoses (20 meters in length and 45 meters dia,complete with coupling for ship’s fire main.
3. Plastic jet nozzles suitable for above hoses
4. Submersible pump with spares
5. High pressure water machine with extended handle & 30 meters of pressurized hose.
6. Freshwater –sufficient to complete a high pressure rinse for all holds.
7. Ladders-Telescopic,to extend appr. 5 meters
8. Steel Scrappers-Long handle
9. Rubber squeegee-Long handle
10. Brooms –heavy duty
11. Corn brooms
12. Mops- heavy duty
13. Roller wringer- galvanized
14. Turk heads
15. Shovel- steel hand
16. Soogee cloth
17. Burlap
18. Duct tape-gray color
19. Chemical spray pump-kew gun( if last cargo is coal )
20. Garden hose (transparent) complete with coupling
21. Portable halogen lights with 50 mtrs cable and waterproof plug
22. Aqua tuff (if last cargo is coal)
23. Muriatic acid (if last cargo is cement)
24. Rags
Images 1 high pressure cleaner gun Images 2. Wash down Hoses
14
`
Images 3 plastic jet nozzle Images 4 submersible pump
Images 5 high pressure water

Images 7, telescopic ladder
machine
Images 9, rubber squeegee-long

Images8, steel scrapper handle
Images 11, corn broom

Images 10 broom
15
`
Images 12, mop- heavy images 13,roller wringer
duty
Images 14, turk head Images 15, shovel
Images 16 ,Burlap Images 19, chemical spray pump
Images 21, aqua tuff

Images 20, Portable Halogen Lights
16
`
CHECKLIST FOR HOLD CLEANING
1. hold bilge pumping and line arrangements understood

2. standard and extent of hold cleanliness and preparation for the next cargo is known from charterers, shippers,
owners, charterparty, IMSBC Code
3. instructions from charterers are clearly understood
4. ensure ship has sufficient water for a freshwater wash-down; additional freshwater can be taken in the fore or
aft peak tanks. (A panamax bulk carrier requires about 20/25 tonnes of freshwater per hold for freshwater
wash-down)
Pre-washing
1. holds swept thoroughly after discharge of previous cargo and residues removed. Residues left on deck are
kept covered to reduce dust and pollution risk
2. holds and internal structures checked for damages
3. bilge wells/strum boxes are cleared of cargo spillage. Bilge cover plate fitted in good order
4. hold bilge sounding pipes and temperature pipes are free of debris
5. do not wash holds where adjacent holds are not free of cargo, or if the bulkhead in the adjacent hold is not
clear of cargo (as there is a potential risk of water damage/ingress)
6. the bilge line to be blanked off from the engine room for holds with cargo during washing
7. bilges of holds with cargo to be sounded frequently during washing
8. before pumping out bilge water, ensure MARPOL and local regulations are not violated
9. fixed fire extinguishing lines should be flushed out with air to remove dust and residues
Post-washing
1. the non-return valves in the bilge well are to be checked and operational
2. bilge wells should be dry. Strum box and bilge cover plate should be clear and secured
3. bilge cover plate should be covered with burlap and secured
4. open and inspect the valve/seat of each hold bilge valve in engine room and ensure it is free of cargo residues
and debris
5. open and inspect main bilge line valve in engine room and ensure it is free of cargo residues and debris
6. ensure all valves on the hold bilge line are effectively shut to prevent water ingress into holds from fire and
general service pump, ballast and eductor pump, etc. Valves should be closed, with measures in place to
ensure that they stay closed (visible signs)
7. ensure that all manhole lids on the hold tank top and ballast line blanks in ballast hold are watertight and oil-
tight
8. ensure that ballast well manhole and ballast line blanks are tight
9. ensure that high-level bilge alarms are operational
10. ensure that the stool spaces are drained of water. (Stool spaces may contain water in ballast hold through
cracks in stool bulkhead). Ensure that stool manhole lids are closed tight
11. ensure that connection pipe and ballast trunking from top-side tank to double bottom are not leaking into hold
12. ensure that the gland packing of extended spindles for double bottom tank valve passing from top-side tank
through cargo hold into double bottom are free of leaks
Fig: Cleaning the holds requires resources
17
`
Cleanliness/preparation – specific cargo may require additional measures
1. remove all previous cargo residues, loose rust and scale. Ensure that loose rust on under-side of hatch covers
is removed
2. after salt water washing, final rinse should be with freshwater. Wash holds with freshwater alone if required
by the charterparty or for the type of cargo
3. check for hairline cracks on internals and plating after the holds are washed and cleaned
4. ensure that holds are ventilated and dried. The hold should be inspected very closely for infestation, especially
when grain and grain products are to be loaded
5. carry out a hose test of hatch covers and access hatch covers and vents before loading
6. check ventilation systems and their closing arrangements
7. on completion, the chief officer should inspect the hold to ensure its condition is satisfactory in all respects for
loading
8. the master should inspect the holds for confirmation of cleanliness prior to presenting the holds for survey
9. hold bilges should be sounded daily at sea, weather permitting – the responsible officer should monitor this
10. bilges must be pumped out dry as required
11. bilge sounding/temperature pipes must be closed watertight
Fig:Maintaining the paint work reduces claims
Prior to loading
 confirm that everything meets the requirements of charterers and shippers
After loading
1. avoid carrying ballast in double bottom and top-side tank in way of holds with cargo, unless unavoidable, for
example, for stability reasons
2. ventilate the cargo hold as necessary. Compare the dew point of the hold and of the outside air to avoid
damage from ventilation
3. fuel in tanks in way of cargo holds to be managed. Fuel oil heating in tanks in way of cargo holds should not
exceed 5ºC above the required transfer
temperature
4. monitor and record the fuel oil
temperature
Garbage disposal and handling of residues

from solid bulk cargoes
The latest amendments to MARPOL Annex V take

effect on 1 March 2018 and require vessels to
implement changes associated with the handling,
management and record keeping of garbage
onboard.
18
`
ALERT
The current version of MARPOL Annex V entered into force on 1 January 2013 and prohibits the discharge of all
garbage into the sea in general. The regulations apply to ships as well as to fixed and floating offshore installations
and a simplified overview of the discharge provisions can be found on IMO’s website. New in 2013 was also the
prohibition of discharge of residues from solid bulk cargoes classified as harmful to the marine environment (HME).
However, while such discharges have been prohibited since 2013, MARPOL Annex V has not set out mandatory criteria
for how to classify cargoes as either HME or non-HME.
Additional amendments to MARPOL Annex V were adopted at the 70th session of the Marine Environment Protection
Committee (MEPC 70) in October 2016 and enter into force on 1 March 2018. The amendments are contained within
IMO Resolution MEPC.277(70) and significant changes are:
Inclusion of specific criteria for classifying solid bulk cargoes as HME, along with a requirement for shippers of
solid bulk cargoes, other than grain, to declare whether or not the cargo is classified as HME in accordance with the
criteria.
A new format for the Garbage Record Book, splitting the book into Part I and II. Part I shall be used to record
discharges of garbage from all types of vessels and includes the new garbage category e-waste. Part II shall be used
to record discharges of cargo residues from vessels carrying solid bulk cargoes, covering both HME and non-HME
cargo residues.
Along with an up to date Garbage Record Book, receipts obtained from receptions facilities must also be kept on
board for a period of two years.
The 2012 Guidelines for the implementation of MARPOL Annex V has been revoked and replaced by the new 2017
Guidelines, aligning it with the MARPOL amendments and the relevant requirements of the Polar Code.
Recommendations
Members and clients must ensure that vessels have the required new format of the Garbage Record Book onboard
from 1 March 2018 to ensure compliance with the amended MARPOL Annex V. Vessels’ Garbage Management Plans
and Placards posted onboard should also be reviewed and revised as necessary so as to display valid garbage disposal
requirements.
Unfortunately, no list of substances that are harmful to the marine environment (HME) under MARPOL Annex V exists.
It is therefore all the more important that crews of vessels carrying solid bulk cargoes continue to verify that shippers’
cargo information states whether or not the cargo in question is harmful to the marine environment (HME). Such
declaration should be included with the information required in section 4.2 of the IMSBC Code. Given that some ports
may not be able to receive and process all types of waste, advanced planning is key, both with respect to minimising
ship-generated residue/waste as well as considerations given to the logistical and commercial arrangements. As
Members and clients may be aware, BIMCO published its new “HME Cargo Residues Disposal Clauses for Voyage
Charter Parties” in response to the entry into force on 1 January 2013 of the revised MARPOL Annex V.
We would also like to remind vessel owners and operators that compliance with MARPOL Annex V entails that the crew
is familiar with the current garbage disposal requirements and have a clear understanding of the conditions permitting
certain discharges. The “Consolidated Guidance for Port Reception Facility providers and users” (MEPC.1/Circ.834) is
intended to be a practical users’ guide for vessels’ crew who seek to deliver MARPOL residues/wastes ashore and
provides a basis for establishing best practice procedures. To support the establishment of adequate reception
facilities world-wide, Members and clients should encourage their Masters to report any inadequacies for port
reception facilities in accordance with the procedures set out in Appendix 1 of the circular.
B. GENERAL CARGO
1. The compartment should be swept clean, and all traces of the previous cargo removed. The amount of
cleaning is dependent on the nature of the previous cargo: some cargoes, such as coal, will require the holds
to be washed before the carriage of a general cargo. Washing is always carried out after the compartment has
been swept. Drying time for washed compartments must be allowed for, before loading the next cargo; this
time will vary with the climate, but two to three days must be expected.
2. Bilge areas should be cleaned and all ‘bilge suctions’ seen to be working satisfactorily. All ‘holes’ in rose boxes
should be clear to allow the passage of water and the lines’ non-return valves seen to be in a working
19
`
condition. Should the bilges be contaminated from odorous cargoes, it may become necessary to ‘sweeten’
them by a wash of chloride of lime.This acts as a disinfectant as well as providing a coating against corrosion.
3. The fire/smoke detection system should be tested and seen to function correctly.
4. The holds drainage system and ‘tween deck scuppers should be clear and free from blockage.
5. Spar ceiling (cargo battens) should be examined and seen to be in a good state of repair.
6. Steel hatch covers should be inspected for their watertight integrity about any joints. If hard rubber seals are
fitted, these should be inspected for deterioration.
7. Ladders and access points should be inspected for damage and security.
8. Hold fitments such as built-in lighting and guard rails should be checked and seen to be in good order.
9. Soiled dunnage should be disposed of.New dunnage, clean and dry, should be laid in a manner to suit the next
cargo, if needed.
10. Hold ventilation system should be operated to check fan conditions.
Additional for Special Cargoes

1. Grain : Limber boards should be plugged and covered with burlap. This prevents grain blocking bilge suctions,
while at the same time allowing the passage of water.
2. Coal: Spar ceiling should be removed and covered (most bulk cargoes require this).
3. Salt: Metalwork should be whitewashed.
Inspection and Preparation of Holds
After unloading of cargo it is very important the responsible officer does a proper inspection and preparation of Holds.
Inspection of hold helps identify for structural damage or defects in the hold. It also help to know if any damage done
by the stevedores, and same can be mentioned in the stevedore damage report. We will study further about
inspection of holds.
Similarly it is important to prepare holds before loading the next cargo. Preparation of holds depends upon the next
cargo, if next cargo is compatible with the last, a good sweep down and removal of leftover cargo is all that is
required. If however, the next cargo is incompatible with the last or if you are loading sensitive cargoes such as
foodstuffs, a more thorough cleaning may be required.
Why inspection and preparation of holds is important?
Cargo spaces intended to be used for loading should be inspected to ensure that the compartment intended to be
loaded with cargo is clean, dry and ready in all respect to receive the cargo being offered.
Thorough inspection of holds is needed to:

1. Avoid contamination
 No residue of the previous cargo to be left
 Holds are Taint free.
 No Visible loose rust which can cause contamination.
2. Safety
 Holds are safe for stevedores to work.
 Detect physical damage within the hold. It also benefits in raising new stevedore damage claims.
 Damages to the ship structure, checking for corrosion/ cracks to get an early warning for parts/ portions/
strengthening structures to be renewed/ repaired.
3. Prevent Cargo Damage
 which can be caused from operational bilges
 ballast lines and/or
 lack of weather tight integrity of hatch covers
4. Fire Safety
 Identification of fire hazard for the intended cargo and availability of firefighting equipment.
 So, now we know why it is important, let us see what all you need to inspect
ITEMS TO BE INSPECTED:
1. Check that the designated compartments are clean and ready to receive cargo.
a. Holds properly swept and cleaned from previous cargo residue.
b. Loose rust scale and loose paint removed.
c. Holds free from all stains.
20
`
d. Depending upon charterers’ requirement, holds effectively washed/rinsed & dried.
2. Check that the drainage and bilge suctions are working effectively and that bilge wells are dry. Bilges to be
sweetened for some particular cargoes and covered with burlap and cemented.
3. No leakage from ballast tanks present.
4. Sounding pipes and air pipes passing from holds are clean and rust free.
5. Ensure that cargo battens (spar ceiling) is in position and not damaged (Note: some cargoes may require
cargo battens to be removed.
6. Check that the hatch lighting’s are in good order. Isolate lights if it poses fire hazard for the intended cargo.
7. Inspect and ensure all means of access to the compartments are safe.
8. Guard rails and safety barriers should be seen to be in place.
9. Ensure all necessary fixed and portable fire-fighting arrangements are ready for immediate use. Blow through
CO2/Halon lines with compressed air.
10. Inspect Cargo Hold Ventilation system.
11. Inspect and ensure hatch covers are weather tight and that all the securing devices are in good working
condition.
12. If Cargo Hold is meant to take heavy weather ballast then pressure test the lines for leakage and
subsequently blank off the ballast lines.
13. Double Bottom tank manhole covers to be absolutely tight.Cargo securing points/ fixed fittings etc are in good
condition.
So once a Hold is inspected let us proceed to prepare a Hold for loading.
Hold Preparation
As per Charter party or as per contract of carriage the owner is required to “… make the holds, refrigerating and
cooling chambers and all other parts of the ship where goods are carried, fit and safe for their reception, carriage and
preservation”.
The owner is required to present his vessel in a state that he is ready to load cargo, that means the holds are ‘clean
and dry’ prior to commencement of loading. If the owner fails to present his ship in a proper state to receive cargo, he
risks to claims amounting to large sums of money. It is, therefore of utmost important to prepare cargo holds of ship
to loading.
Cargo quality can be affected due to

 Contamination
 Staining
 Water contact
 Inadequate ventilation
To avoid contamination and water contact of cargo it is better to inspect and test the Hatch Covers and Bilge Suction.
Contamination, Staining, Water contact and Inadequate ventilation can also occur if proper dunnage is not used or
laid in the cargo hold.
1. Checking weather-tightness of the hatch cover

The two most common leak detection tests are
 the water hose test
 the ultrasonic test
Ultrasonic testing is the preferred method because areas of inadequate hatch sealing are accurately located.
While other methods are also used such as, Chalk testing gives only an indication of poor compression and potential
leaks. Chalk testing is not a leak detection test. Light testing is also effective but is potentially dangerous because
personnel are in a closed, dark hold looking for light infiltration between panels.
2. Checking Bilge Suction

Neglecting maintenance and testing of hold bilge systems can have serious consequences, resulting in unnecessary
cargo claims due to water contamination.
21
`
The bilge suction line in the hold bilge is normally fitted with a perforated strum box which prevents cargo debris from
entering the bilge line. The strum box should be thoroughly cleaned after each cargo discharge and if possible,
dismantled and checked for damage or corrosion. The end of the bilge suction line must be confirmed as clear, with no
debris fouling the end of the suction pipe.
bilge filters
Bilge arrangement
Follow Below procedure to test Hold Bilges:

 Test bilge suction by filling bilge well with water and pumping it out.
 Non return valves fitted in the hold bilge pumping systems are to ensure that water pumped from the hold
bilges to the engine room and over-side or into a holding tank cannot flow back via the bilge line into the hold
bilge wells and then into the cargo hold.
 The easiest way to test the non-return valve is to stop the pump (or educator) and allow water to flood back
into the bilge line up to the non-return valve. If no water enters the hold bilge then the non-return valve is
working correctly. As prudent seamanship all non-return valves on the bilge line should be overhauled on a
regular basis.
Excerpt: SAFETY
Working at height in and around cargo hold
The Safety DO’S and DON’TS of Working At Heights
HE DO’S & DON’TS OF WORKING AT HEIGHTS

 DO as much work as you can while you are on the ground.
 DO make sure that the employees can safely move to and from the area where they are working at height.
 DO ensure that the equipment that you’re using for the job is strong, stable and suitable enough to get the
job done. Inspect and maintain them regularly.
 DO be careful when you are working near to a fragile surface.
 DO ensure that you are protected from falling objects.
 DO make preparations for emergency evacuations and rescues.
 DON’T overload the ladders that they are working on, with equipment or materials.
 DON’T try to reach too far when you’re on a ladder or stepladder.
 DON’T use ladders or stepladders to do work that entail heavy or strenuous tasks. Only use them to do work
that’s quick and light.
 DON’T allow incompetent workers do any work at height.
 DON’T lean or place the ladder on or fragile upper surfaces.
 DON’T stay quiet when you feel someone is compromising their own safety or the safety of others
22
`
LEARNING LOG NO. 1
Essay on the Risk Assessment Prior to Hold Cleaning

Direction: Express your thoughts on what you have learned from the video clip you have just watched. In maximum
of 50 words, make a comprehensive discussion regarding the potential risk that might happen while cleaning the hold.
What will be the corrective actions or measures in order to anticipate that risk? A Short Answer Rubric is provided in
the succeeding page for you to know on how you will be graded by your instructor.
1. Working at height and around cargo holds.
2. Working in enclosed spaces.
3. Disposal of Garbage and other waste residues
4. Handling chemicals (hold washing)
5. Deck and hold lightings
23
`
Short Answer Rubric
Reminder: This rubric will be rated by your instructor only!

Note: Each of the items in Learning Log No. 1 requires a 15-point answer guided with the criteria and levels of assessment.
Levels of Assessment
Criteria
Exemplary Above Average Adequate Inadequate
1
5 3 2
Writing shows high Writing is coherent and Writing is coherent and Writing lacks logical
Organization of degree of attention to logically organized with logically organized. organization. It shows
Thoughts logic and reasoning of transitions used between Some points remain some coherence but
(5) points. Unity clearly leads ideas and paragraphs to misplaced and stray ideas lack unity.
the reader to the create coherence. Overall from the topic. Serious errors.
conclusion and stirs unity of ideas is present. Transitions evident but
thought regarding the not used throughout
topic. essay.
1
5 3 2
Content indicates Content indicates original Content indicates Shows some thinking
Level of Content synthesis of ideas, thinking and develops ideas thinking and reasoning and reasoning but
(5) indepth analysis and with sufficient and firm applied with original most ideas are
evidences original evidence. thought on a few ideas. underdeveloped and
thought and support for unoriginal.
the topic.
1
5 3 2
Main points well Main points well developed Main points are present Main points lack
Grammar and developed with high with quality supporting with limited detail and detailed development.
Development quality and quantity details and quantity. Critical development. Some Ideas are vague with
(5) support. Reveals high thinking is weaved into critical thinking is little evidence of
degree of critical points. present. critical thinking.
thinking.
Organization of Level of Content Development

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4 /15
5 /15
Total Points /75

*Adapted from: Teaching Commons, Center for Innovation and Excellence in Learning, by Dr. Rhonda Dubec,2018
24
`
LEARNING LOG NO. 2
Essay on Cargo Hold Cleaning
Direction: Below is the topic involving Hold Cleaning operation prior to accept cargo. Express your thoughts by
creating a comprehensive discussion in a maximum of 50 words based on the topic below. A Short Answer Rubric is
provided in the succeeding page for you to know on how you will be graded by your instructor.
1. Washing of holds
2. Drying of holds
3. Preparation of bilges and fittings
4. Hold inspection
5. Final preparation
25
`
Short Answer Rubric

Criteria
5 3 2 1
Writing shows high degree Writing is coherent and Writing is coherent and Writing lacks logical
of attention to logic and logically organized with logically organized. Some organization. It shows
Organization of reasoning of points. Unity transitions used between points remain misplaced some coherence but
Thoughts clearly leads the reader to ideas and paragraphs to and stray from the topic. ideas lack unity. Serious
(5) the conclusion and stirs create coherence. Overall Transitions evident but errors.
thought regarding the unity of ideas is present. not used throughout
topic. essay.
5 3 2 1
Content indicates synthesis Content indicates original Content indicates Shows some thinking
of ideas, indepth analysis thinking and develops ideas thinking and reasoning and reasoning but most
Level of Content and evidences original with sufficient and firm applied with original ideas are
(5) thought and support for evidence. thought on a few ideas. underdeveloped and
the topic. unoriginal.
5 3 2 1
Main points well developed Main points well developed Main points are present Main points lack detailed
with high quality and with quality supporting details with limited detail and development. Ideas are
Grammar and quantity support. Reveals and quantity. Critical thinking development. Some vague with little
Development high degree of critical is weaved into points. critical thinking is evidence of critical
(5) thinking. present. thinking.

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4 /15
5 /15
Total Points /75

26
`
Weekly Student Journal Entry No. 1
Direction: Based on your readings about the week’s topics log your learning on the space provided below. Write a
maximum of 350 words on the salient points you have gained from the lessons. Please refer to the Student Journal
Rubric in the next page of what is expected from you and how you will be graded. Start your Journal Entry with the
given introductory statement
Cargo Handling
I have learned from the topics that _____________________________________________________

____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
27
`
Weekly Student Journal Rubric
Exceeds Meets
Acceptable Unacceptable Points
Criteria Expectations Expectations
20 15 10 1
Selected items that Selected items that Selected items and Selected items and
are important and are important in details that discuss details that are not
help make content discussing the the activities for important or
interesting; the activities for the the week, but they relevant
details focus on the week; the details are not very
Content most important help the reader see important.
information. things about the
Choices help the items in interesting
reader see things in ways.
a new way. /20
Journal entry is Journal entry is Journal entry is Journal entry lacks

logical and generally logical somewhat illogical logical order and
Organization of effective. and effective with a and confusing in organization.
thought units few minor places.
problems.
/20
1
15 13 10
Mechanics and Many instances of

Grammar Correct spelling, Few or no spelling Several spelling, incorrect spelling,
(15) punctuation and errors; some minor punctuation and punctuation and
grammar punctuation and grammar errors. grammar.
grammar mistakes
/10
Total Points
/50
*Adapted from: Teaching Commons, Center for Innovation and Excellence in Learning, by Dr. Rhonda Dubec, 2018
28
`
Lesson 2
Planning the Cargo Operation
At the end of the lesson, the student should be able to:

1. explain the importance of making plans for cargo operation;
2. discuss proper procedure when loading cargoes; and
3. identify the hazards present during discharging operations.
29
`
Course Code SEAM 3
Course Title Cargo Handling and stowage (non-dangerous)
Lesson 2 Week 2
Module Topic Planning the Cargo Operation
At the end of the lesson the students are able to:
Intended Learning 1. explain the importance of making plans for cargo operation;
Outcomes 2. discuss proper procedure when loading cargoes; and
3. identify the hazards present during discharging operations.
Number of Hours
1. What is a stowage plan?
2. How important is the Hydrostatic table in relation to loading plan?
3. Why is it important to monitor the stability and stress of the ship?
Study Questions
Required Suggested
 Lesson 2. Course Module on Cargo  Guner-Ozbek, Meltem Deniz . The Carriage of
Learning Resources Handling and Stowage (Non- Dangrous Goods by Sea: Springer, 2008.
Dangerous Goods). College of  Kim, Kap Hwan & Gunther, Hans-
Maritime Education, University of the Otto.Container Terminals and Cargo Systems:
Visayas. Springer, 2007.
 Table A-II/1 of the 1978 STCW Code  https://cultofsea.com/cargo-work/hatch-
as amended Function: Cargo covers-function-inspection-tests-precautions-
handling and stowage at the operation-maintenance/
operational level.  https://www.marineinsight.com/guidelines/ins
 Annex A of CMO No. 20, Series of pecting-tanks-onboard-ships/
2015 (Curriculum Mapping for BSMT)  https://www.marineinsight.com/maritime-
law/what-is-enhanced-survey-programme-esp/
5. Student shall study and learn Lesson 2 on Planning the Cargo Operation. Student may refer to
the suggested and other recommended learning materials indicated in this Course Study Guide
as additional reading resources.
Course Notes.
Log 3 (Essay on Bulk Cargo Loading, Handling of Ballast & Trimming Pours) and Learning Log 4
(Essay on Cargo Stowage Plan Guidelines for General Cargo Ships), which are purposely
created for him to be able to explain, apply and translate his learning.

Required Output
Weekly Student Journal no. 2
Learning Log No. 3 - Essay on Bulk Cargo Loading, Handling of Ballast & Trimming Pours
Learning Log No. 4 - Essay on Cargo Stowage Plan Guidelines for General Cargo Ships
Assessment Tasks Weekly Student Journal Entry 2
Assessment Tool
Target Competency

30
`
Planning the Cargo Operation
Introduction:
The aim of ship’s officers and crewmembers on board

should be to prevent damage or deterioration whilst
the cargo is under their care and to deliver it, as far
as possible, in as good condition and order as it was
when received aboard. If unacquainted with a certain
type of cargo you should ascertain as to its nature
and any necessary precautions. Therefore, the Master
and officers of all vessels require a good working
knowledge of the various kinds of cargo they are likely
to carry: their peculiar characteristics, liability to
damage, decay, or deterioration, their measurement,
and the usual methods of packing, loading and
discharging, stowage, dunnaging, etc., as the Master
is responsible for the safe loading of his vessel and
the proper stowage of the cargo. The actual handling
of the cargo in loading and discharging is done by
stevedores, who are experienced men appointed for
this purpose when a vessel arrives at a port. This
does not release the Master from the responsibility for
the safety of the ship and cargo, and he must
supervise the work of the stevedores for general safety. Therefore, during stowage the first consideration must be
given to safety, i.e. the cargo must be stowed so that the ship will be stable and seaworthy, and it must be secured in
such a manner that it cannot shift if the vessel encounters bad weather.
The type of vessel, the cubic capacity of her compartments destined for the cargo and the appliances on board or on
shore for loading or discharging, as well as the nature of the cargo, affect the question of how to stow the cargo in the
best
• damage to cargo
• deterioration
• liability to damage
• decay
• measurement
• methods of packing
• stowage
• dunnaging
• handling
• stevedores
• safety of the ship
• stable and seaworthy ship
• compartments
• shifting
• tainting
• sweating
• broaching of cargo
• trim
• draught marks
• heel-list
• load lines possible manner.
The ship must be made neither stiff nor too tender. The next consideration is for the safety of the cargo itself: it must
not be damaged by shifting; certain commodities become easily tainted by others, water might find its way into the
hold and condensation or sweating must be prevented. Valuable cargo may be stolen or broached. Finally, the Chief
Officer must bear in mind the various destinations of the goods the ship carries, and arrange things, as far as he can,
to see that the cargo for a certain place can be lifted out without disturbing the other cargo. The Chief Officer must
watch closely the ship's stability (i.e. what the ship's trim is or how she is sitting). Since a ship is supported by fluid
31
`
pressure she will incline in any direction according to the position of the weights placed on her. The trim, therefore, is
the angle that a ship is making, fore and aft, with the water. The levels are read by numbers painted on the ship's
stem and stem. These are called draught marks. Another word is heel. This means a list or inclination from one side to
another, caused by loading. The Chief Officer must watch the load lines. They are welded or punched on and then
painted. Loading, discharging, stowage, lashing, securing, etc. are the operations and activities specific for each type
of ship and cargo
Ships responsibility of bulk cargo loading, handling of ballast & trimming pours
Loading orders may reach the master from the owner or direct from the time charterer. To minimize
misunderstanding orders should be written in plain English and should avoid use of excessive abbreviations
particularly when recipient is not a native English speaker. Despite this, the use of abbreviation will undoubtedly
continue because of the resultant savings in cost of communication.
Loading orders should contain all information which the master will require to enable him to plan the voyage and
calculate the quantity of cargo to be carried. The information needed will depend upon the nature of voyage: a
complicated voyage involving several cargoes and ports require more information than will a single consignment from
one loading port to one discharge port. Loading orders are likely to contain some or all of the following ports;
discharging ports ;port rotations; loading duties; proposed cargo and its characteristics ; proposed tonnages
,tonnages limits; manners of segregation of different commodities ,limiting drafts and airdrafts ;intended bunkering
ports and quantities ;intended route and speed and /or details of fuel and diesel oil consumption proposed.
The master will normally be asked to confirm that he has received and understood the orders. To emphasized that the
master must only accept the orders if he is satisfied that they are safe.,he should also be asked to confirm that he
has completed the necessary calculation and ensure that the vessel can safely comply with orders.When master
receives the orders they must always be considered carefully.All questions which the orders contain must be
answered and any orders which are not clear and not fully understood must be questioned.
INFORMATION REQUIRED BY SHIP MASTER PRIOR HANDLING CARGO
Solid bulk cargoes are defined as any cargoes that are transported in a loose form without any packaging. The IMO
defines these as:
"any material, other than a liquid or gas, consisting of a combination of particles, granules or any other larger pieces
of material, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any
intermediate form of containment".
Before commencement of loading of a solid bulk cargo, the shipper must provide the master with the characteristics
and properties of the cargo, including:
 Stowage factor, angle of repose, trimming procedures, and likelihood of shifting.
 The transportable moisture limit and average moisture content where (Code of Safe Practice for Solid Bulk
Cargoes - BLU code) applies.
 Flammability, toxicity, corrosiveness, chemical, oxygen depletion and any other hazards of the cargo, as
applicable.
The terminal representative should verify that the master has received the relevant cargo declaration form
information, as applicable, in good time.
The master should inform the terminal representative of any particular precautions to be taken with the loading or
unloading of the cargo.
Ship master should aware that a bulk cargo may be carried as the only cargo on his ship or as one of a number of
different commodities carried in different holds.
The ship is responsible for loading the cargo at all times. The safety of the ship and those onboard is paramount. In
preparing for any cargo loading operation, commercial understanding and cooperation with the loading terminal is
essential to ensure maximum efficiency.
32
`
The loading of the ship must be done in accordance with the ship's instructions, not those of the terminal. In the event
of any unresolved differences involving safe loading or the safety of the ship after loading, it is recommended the master
should inform immediately to ships agent, the port safety services or the coastguard where appropriate.
When the cargo loading plan is agreed, the master and terminal representative should confirm the method of cargo
operations so as to ensure no excessive stresses on the hull, tank top and associated structures, and exchange
information to avoid any structural damage to the ship by cargo handling equipment.
The terminal representative should alert the master, when the cargo is heavy, or when the individual grab loads are
large, that there may be high, localized impact loads on the ship's structure until the tank top is completely covered
by cargo, especially when high free-fall drops are permitted. As such impacts have the potential for causing structural
damage, special care should be taken at the start of the loading operation in each cargo hold.
Special care needs to be taken with heavy cargoes such as iron ore, scrap iron, lead and other concentrates on
general bulk carriers with uniform hold lengths alternate hold loading or block hold loading may be utilized to stow
high density cargoes. With such loading arrangements high shear forces occur at the ends of the holds requiring
additional strengthening of the side shell in way of the bulkheads.
The loader chute, spout or grab should be kept as close to the tank top as possible and loading should be started at a
low rate until the tank top in the loading area is covered with a layer of cargo. As the pile builds up on that area the
cargo will roll down the pile and slowly spread over the rest of the tank top without any heavy impact.
Monitoring of the cargo handling operation, and effective communication between the terminal and ship, must be
maintained at all times, and especially during final trimming of the ship.
Communications may be maintained by all or any of the following:
a. Direct verbal contact between the designated ship's officer and the terminal representative.
b. Portable radio communication between designated officer, terminal representative and/ or loader operator.
c. Telephone and/or easily accessible Talk Back speakers on loader structure to allow surveyor/designated ship's
officer/terminal representative speak directly with loader operator during trimming operations.
Any requirement for cargo trimming should be in accordance with the procedures of the IMO Code of Safe
Practice for Solid Bulk Cargoes (BC Code).
The master, the terminal representative and the loader operators at the load port should bear the unloading of
the cargo in mind while they are loading the ship. They should, where possible, avoid trimming cargo on to
beams or ledges from where it will be difficult or unsafe to remove.
In order to effectively monitor the progress of the cargo loading operation it is essential for both the master
and terminal representative to have readily accessible information on the total quantity loaded, as well as the
quantities per pour.
Trimming pours:
a. The loading belts should be run empty before the 90% survey if there is any doubt about the quantity of cargo
remaining on them.
b. Where applicable scale weights should be checked against the draught survey estimates of cargo loaded and
cargo remaining to be loaded, and allowances made for the balance to be loaded.
c. The quantity of cargo to be trimmed into the fore and aft holds should be delivered exactly as required to
ensure the ship finishes with the required fore and aft draughts and trim. This will ensure it will be able to
depart from the load port and proceed to and arrive at its unloading port safely and with the required under
keel clearance.
d. On completion of loading, the master and the terminal representative should agree in writing that the ship has
been loaded in accordance with the loading plan, including any agreed variations.
33
`
The ship's agent should assist in preparing the necessary documentation on completion of loading.
Ships responsibility during cargo operation:
The ship is responsible for loading the cargo at all times. The safety of the ship and those onboard is paramount. In
preparing for any cargo loading operation, commercial understanding and cooperation with the loading terminal is
essential to ensure maximum efficiency. The loading of the ship must be done in accordance with the ship's
instructions, not those of the terminal. In the event of any unresolved differences involving safe loading or the safety
of the ship after loading, in addition to advising owners agent or operating office it is recommended that the situation
is discussed with the port safety services or the coastguard.
Measures Against Shifting of Bulk Cargo
Generally, to prevent cargo shift, bulk cargoes with an angle of repose less than 35° should be trimmed level to fill
spaces within the cargo hold. This is not such a problem in bulk carriers with wing tanks designed to fill the top spaces
within the hold.
Another advantage of trimming cargoes is that it reduces their surface area, reducing the possibility of spontaneous
combustion by cargoes such as concentrates.
Most modern ports now use flexible extending grain chutes capable of rotation to reach all parts of a hold. At the final
stages of loading, bulldozers can be used to trim the cargo.
In most cases, the angle of repose is provided by the shipper before loading. If there is any doubt, the IMSBC code
provides detailed procedures for its calculation.
What is Angle of Repose?
The maximum slope angle of non-cohesive (ie, free- flowing) granular material. It is measured as the angle between a
horizontal plane and the cone slope of the material.
Deck officer of the watch/ cargo officer duties
During the cargo watch, as well as the normal duties expected of an officer of the watch (OOW), the cargo officer
should:
1. monitor the ballasting operations
2. monitor the discharge to ensure that the grabs and bulldozers are not causing damage to the holds, tank tops
and frames. Rough or bad grab or ‘dozer’ handling should be reported to the terminal authority and stopped
3. OOW should remain especially vigilant where cargoes are sensitive to water damage
4. hopper sides and indents paint coating: damaged areas to be repaired
5. attention to tank top damage and indents
6. tank top double bottom or side tank access lid damage. If double bottom lids are removed to inspect the
tanks, they must be properly refitted. The condition and the fitting of the gaskets must be checked by a
competent person, and nuts should be screwed down securely and pressure-tested before the next cargo is
loaded
7. hold ladders, platforms and hand rails should be in a sound and safe condition
8. checks on hold piping, air vent and water ballast sounding lines, and piping protection brackets
9. bilge wells, including bilge covers, strum boxes, and bilge well valves, including non-return valves should be in
a clear and sound condition. Bilge systems are an increasing cause of wet damage cargo claims. Non-return
valves must be checked to ensure they are fully operational. They should be included in the planned
maintenance system and formally checked every three to four months, operations permitting. Bilge lines
should be blown back to confirm the effectiveness of the valves
10. bilge high-level alarms should be checked
11. lights and light fittings should be checked as operational. There have been claims, including some of high
value, where the ship and the cargo have been in jeopardy after the hold lights were left on and/or the
lighting wiring was in poor condition, leading to fires in the cargo hold or the ladder trunking. All hold lighting
circuits should be disarmed prior to loading.
34
`
Cargo stowage plan guideline for general cargo ships
Plans showing the disposition of all cargo loaded should always be prepared. The value of full and accurate plans
cannot be over emphasized. Inaccurate plans may cause delay and costly, unproductive employment of stevedores.
During the passage cargo plans should be carefully checked with any error likely to affect the intended discharge
pattern communicated to agents/stevedores at the discharge port(s).
The plan should be large and whilst not necessarily to scale, should be sufficiently approximate so as to indicate the
comparative volume of a stow in any compartment. This may be the only means of conveying to agents and others at
discharging ports the proportion and quantity of cargo in any hold destined for that port. Pillars, beams, lockers and
positions of doors should be shown and it is good practice to indicate the number and type of derricks/cranes of each
hatch and the length and breadth of each unless the ship is well known to the agent or stevedore. The position of
cargo should be shown accurately in relation to these features. Suitable details should be advised: whether cargo is on
pallets, whether stowed by forklift trucks, whether or not pre-slung, etc.
Where mechanical handling equipment has been used, indication of the exact flow of traffic used to achieve the stow
may be useful to facilitate discharge. Notes on how any particularly awkward cargoes have been loaded can be of
considerable assistance during discharge.
With a mixed general cargo it is not possible to show the marks of various packages on the plan, but in the case of
substantial consignments the marks, quantities and position should be shown. Where practical, identification of
individual Bills of Lading in the stow can be extremely useful. Fuller details, particularly of tonnages, should be given
in relation to overstowed cargo, always indicating whether such tonnages are weight or measurement.
To facilitate discharge planning it is essential that a copy of the plan reaches the discharging ports ahead of the ship
and modern communications technology makes this easily achievable.
Container plans are drawn up and delivered by the container terminal, usually under the direction of a central
authority for a particular service. The number and weight of each container must be recorded together with any
specific information need by the Master, e.g. IMDG cargo, temperature controlled, tank, etc.
Planning and Control of cargo handling
All cargoes should be stowed and secured in a manner that will avoid exposing the ship and persons on board to
unnecessary risk. The safe stowage and securing of cargo depends upon proper planning, execution and supervision
by properly qualified and experienced personnel. Advance planning, exchange of information, and continuous ship to
shore communication are all critical. Key factors will include:
1) Terminal/ cargo data for the ship.

2) Stowage and loading/ unloading plans
3) Communication before and during cargo operations.
4) Monitoring of stevedoring
5) Monitoring the ship's condition and
6) Checking for hull damage
Preparation for cargo handling
Cargo and port information: To plan stowing, loading and discharge , the cargo terminal should provide the ships staff
well in advance with :
1) Cargo characteristics, amounts and properties.
2) Availability and any special sequence required.
3) Characteristics of loading/unloading gears,number,
4) Range of movement loading/unloading rates.
5) Depth of water alongside and fairway
6) Water density at berth and any air draft restrictions
7) Maximum sailing draught and minimum draught for safe manoeuvring
35
`
8) Terminal requirements/ procedures for moving ship.
9) Relevant local port restrictions ( bunkering/ deballasting etc.)
To minimise cargo shift it is recommended cargo in holds to be trimmed. The ships master should be aware of the
possibility of harmful effects from corrosive and high temperature cargoes, and cargoes which may liquefy if the
moisture content exceeds a certain limit.
The amount and type of cargo and intended voyage will dictate the proposed cargo and or ballast stowage plan for
departure. The officer in charge should always refer to ships approved loading manual to determine a cargo load
distribution consistent with the structural loading limits imposed.
If cargo needs to be distributed differently from the loading manual, calculations must always be made to determine ,
for any part of the voyage , that SWSF, SWBM, block loaded cargo weights and local loading limits are not exceeded.
Ballasting must be considered to ensure: correct synchronisation with cargo operations; loading rates and imposed
structural / operational limits; simultaneous ballasting/de-ballasting of symmetrical port/starboard tanks.
Stress and displacement calculations must be commensurate with the number of cargo pours and loading sequence to
ensure that SWSF/SWBM, cargo weights and tank top/local loading limits remain within limits.
At all times, hull stress limits should be kept below permissible limits.
For each step of the cargo operation, the cargo loading/unloading plan should give a clear indication of:
1) Cargo quantity and corresponding hold numbers.

2) Amount of water ballast and corresponding tank/hold to be discharged/loaded.
3) Ships draft and trim at completion of each stage.
4) Calculated SWSF and SWBM at completion of each cargo.
5) Estimated time for completion of each cargo.
6) Assumed rates of loading/unloading
7) Assumed rates of ballasting/deballasting
8) Allowances for any necessary cargo operation stoppages
Cargo ships guidelines
The MS (Carriage of Cargoes) Regulations 1999 (SI 1999/336) (regulation 6) specifies that the owner and master
must ensure that:
• cargo and cargo units carried on or under deck are loaded, stowed and secured so as to prevent as far as
practicable, throughout the voyage, damage or hazard to the ship and the persons on board, and loss of cargo
overboard;
• appropriate precautions are taken during loading and transport of heavy cargoes or cargoes with abnormal physical
dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the
voyage;
• appropriate precautions are taken during loading and transport of cargo units on board ro-ro ships, especially with
regard to the securing arrangements on board such ships and on the cargo units and with regard to the strength of
the securing points and lashings;
• cargo on ships required to carry a Cargo Securing Manual is stowed and secured throughout the voyage in
accordance with the Cargo Securing Manual; and
• cargo on board all ships having ro-ro cargo spaces and required to carry a Cargo Securing Manual is stowed and
secured in accordance with the Cargo Securing Manual before the ship leaves the berth.
36
`
Where packaged goods have been packed into or onto a cargo unit, the shipper or forwarder of the goods must
ensure that:
• the cargo is packed and secured so as to prevent, throughout any voyage, damage or hazard to the ship and the
person on board; and
General Stowage
Charter Parties normally call for the cargo to be loaded under the supervision and/or responsibility of the Master who
must ensure that the stowage is safe and does not endanger his ship. The charterer, of course, may have time
considerations foremost in his mind and not be as concerned about a safe stowage as the Master. However, should
the Master be dissatisfied with the stow for any reason, loading should be stopped and the matter brought to the
attention of the superintending stevedore and the charterer's representative. Tallies and mates receipts must
accurately record the quantity and condition of the cargo. To issue a Bill of Lading that does not accurately reflect the
condition of a cargo is fraud .
When loading in several ports, the stowage is likely to be carried out by different stevedoring companies and, unless
supervised by the Master and his officers, there may be a tendency for the stevedores to choose easily accessible
stows for their cargo. The loading stevedore may have despatch at his end more in mind than speed of operation at
the port of discharge. Thus, if left without firm guidance and control, he may find it to his advantage to confine to one
or two holds cargo which would discharge twice as fast if stowed in three or four.
Stowage should aim at distributing the cargo for any particular load or discharge port equally in every hold, such that
all the cargo handling equipment is employed to full capacity throughout loading and discharging operations. It is best
to ensure that the "heavy" hatch does not have to remain working for extensive periods after all other hatches are
finished and have been battened down, with the added restriction, probably, of only one gang and one hook being
able to get access to the space being worked.
Where foodstuffs and fine goods are stowed (i.e. goods such as carpets, clothes, etc., which may be easily damaged
or take on taint) only clean nail-free dunnage should be used and stowage should be found in separate compartments
away from such obnoxious commodities as creosote, aniline, essential oils, petroleum, copra, hides, manures, cassia,
certain chemicals, turpentine, newly sawn or most kinds of timber, green fruit, onions, etc.
Weighty packages such as cases of machinery, railway bar or plate iron, blocks of stones, ore billets, ingots or pigs of
metal, etc., should always be stowed on the tank top or floor with lighter cargo on top. As a general rule, fragile and
light packages should be stowed in `tween deck spaces the deck of such being, if necessary or advisable, covered
with weighty goods where they will not be subjected to excessive top weight.
The nature of the packages sometimes calls for them to be kept in a certain position, i.e. coils and rings on the flat,
etc. Avoid stowing bale and light goods on top of cargo which has life and spring, or against bulk head stiffeners, deck
beams, brackets, frames, stanchions or other projections, using plenty of dunnage to protect them from contacting
such projections and rough surfaces.
Each tier should be kept as level as possible (with packages of uniform size it should be perfectly level). Packages
should not be stowed in such a manner or position that they tilt either way, as will occur at the turn of the bilge or
with the rise in floor in the fore part of the forward hold, etc. Properly placed dunnage or bridging will ensure that this
does not occur.
Broken Stowage
Any break in stowage or broken stowage caused by the presence of pillars, stanchions, brackets, web frames, etc., for
the filling of which certain packages are not available, or space which is unsuitable to receive a package of cargo,
should be packed firmly with suitable dunnage or airbags, in order to prevent movement of cargo in a seaway and to
afford a stable and level platform for the next tier.
The loss of valuable cargo space, where the nature of the cargo justifies economy, is best avoided by:
1. Compactness of stowage.
37
`
2. Selecting packages which, by the nature and value of their contents and their construction, are suitable for
filling broken stowage. Reels of barbed wire, bales of binder twine, coils of small wire, for example, are very
useful for this purpose.
3. Always keeping a supply of such packages, or of low freighted goods, ready at hand in the holds, for use when
wanted.
4. Stowing casks and drums upright rather than on their sides.
5. Nesting and/or stowing pipes "bell and cantline". Blocking in spaces left between large cases with smaller
packages. Care should be taken that these packages cannot become crushed.
6. Special selection of cargo suitable for filling beam spaces, i.e. cargo which is not liable to chafe or damage by
sweat, if moist or heated cargo is carried in the same compartment, or refrigerated cargo in the compartment
above. It should be borne in mind that 68% of the hold capacity in `tween decks may be contained between
the deck beams.
Cargo handling equipment
Equipment commonly use in break bulk cargo include:
1) Bridles-a bridle is made of four legs of equal lengths of either fibre or wire rope.one end of each leg is spliced
into a steel ring . The other end into the eye of the hook , with one hook for each of the eyebolts at the corner
of a tray. The steel ring is placed over the runner hook and the tray of hook lifted.
Four Leg Wire Bridle
2) Bull ropes- are use in holds when goods have to be dragged from the ends or sides of the cargo space into the
square of the hatch before hoisting. One end of the bull rope is made fast to a pillar or some secure
foundation and the other end is passed around the cargo runner (onto which the cargo package is already
hooked) then back to the pillar, around which turn is taken. Leaving the bight of the bullrope slack enough to
keep runner from rasping the underside of the hatch coaming the weight is taken on the runner to drag the
sling goods more or less horizontally to the hatchway. The end of the rope is then let go and the good is
hoisted out of the hold.
3) Cargo nets-Cargo nets are made of fibre or wire rope in a variety of shapes size and safe working loads .They
are very suitable for suitable in lifting small package, bags etc, and loose cargo.
Cargo Net
4) Chain slings-have a hook at one end and a large link at the other. They are used to sling heavy coarse goods
such as steel bars, sheet steel and structural steel. The chain is passed around the material once or twice and
the end hooked around the standing part of the chain. The link is is placed on the runner hook and taking
weight tightens the turn of the chains around the load. When used in this way, the load should not exceed
80%of the marker SWL.
38
`
Chain Sling
5) Drum hooks –are used for lifting cask or drums. the sling of pair of hooks is usually of chain and passes
through the eyes of the hook to allow them to ride along the sling, thus accommodating different sized drums.
The end of the sling rings are attached to steel ring which can accommodate several slings to facilitate lifting
of number of drums at one time a hook is attached at each end of the drum or cask to grio the chine when
the weight is taken .the heavier the weight of the drums or cask the better will be the grip of the hooks.
Drum Hooks
6) Dunnage -Inflatable Bags. Dunnage bags fill void spaces within containers and trucks preventing goods from
falling or shifting during transportation. This eliminates any risk of damage to goods during transit.
Inflatable Dunnage Bags
7) Dunnage timber- Wood can be used to create barriers between items, usually used for strong and heavy
goods.
39
`
Dunnage Timber
8) Forklift trucks- in many trades the forklift trucks is an important piece of a cargo handling equipment .Some
ships carry a number of their own trucks while others rely on stevedores to supply them. For ship to make to
make use of fork lift trucks. The tween deck must be of adequate strength, level and free of obstruction.
Cargo is loaded and stowed on pallets which can be picked up and moved by the forklift truck .Although cargo
loaded on pallets take up more room than when each piece is separately stowed the speed of handling in
more than adequate compensation for r the loss of cargo space. When using petrol –or diesel –driven trucks
mechanical ventilation must be used to disperse the dangerous fumes given off ,for this reason battery
powered trucks are more popular use in ship’s hold. Some ships are specially designed to be loaded and
discharge by forklift trucks .Instead of conventional hatches these ships have side or stern doors with
elevators inside the ship which move the pallet to different deck levels.
forklift truck
9) Pallet trucks(hand)- are lightweight ,manually –operated machines that are ideal for moving pallets short
distances ,e.g. from where a pallet is landed in a hold square to its stowage position. the forks of the truck
slide into the pallet and activation of the hydraulic pump lifts them to take the weight of the pallet .The fork
rollers and multi-directional steering wheels enable the pallet to be moved to exactly where the stowage is
required. Release of the hydraulic pump lowers the pallet onto the deck and allows the truck to be withdrawn.
Pallet Truck (hand)
40
`
10) Polythene sheeting-while matting fibre was used in the past to protect vulnerable cargo from contact with
steelwork or other cargo ,polythene sheeting is now commonly used to achieve the same end more quickly
,with less expense and with less cleaning required at the completion of discharge.
Polythene Sheeting
11) Slings- traditionally made of 10-16 meters of 24-36 mm fibre rope with the end joined by a short splice
,slings are now usually of synthetic webbing. A sling is passed around the package with the parts spreads to
provide greatest support to the package. One loop of the sling is passed through the other and then placed on
the runner hook and tightened to firmly hold the load.
Sling (fibre rope)
12) Snotters- were made of 4.8 meters of fibre or wire rope with an eye spliced in each end but those of fibre
now tend to be of synthetic webbing . The middle of the snotter is passed under the package, one end is move
through the eye at the other end and placed on the runner. Taking the weight tightens the snotter round the
package.
13) Spreaders- the functions of a spreader is to hold lifting wires apart over a load to prevent crushing damage
and is thus used when lifting high sided or irregular –shaped items. The spreader, which is usually rectangular
in a shape, has a hook at each corner to which the lifting wires are attached . A development is the
container spreader which is fitted with twist locks and designed to engage the corner casting of a container.
Safety locks prevent the container being lifted until all four locks are engaged.
Spreader
14) Vehicle nets- Are made of galvanized wire rope to lift wheeled vehicles ranging from cars to trucks .They are
used in conjuction with spreader to ensure that the lifting wires do not foul the vehicle.
41
`
Vehicle Net Cargo Net with Spreader
15) Wooden trays-are used for lifting a number of articles such as small drums ,cases ,cartoons or similar
packages that can be lifted conveniently by one man and place on a tray .The trays are constructed to
carry a load of up to 1.5 tonnes and are lifted using bridle.
Maximum Amount of Cargo the Ship Can Carry
On any particular voyage the amount of cargo that the ship can carry maybe decided by her deadweight of by her
volume of her cargo spaces.high density cargo such as ore ore will bring the ship’s down her marks before the cargo
spaces are filled. With low density cargoes like grains ,the opposite is true-the cargo spaces will be filled before the
ship is down in her marks.
Establishing Quantity of Cargo Loaded or Discharge
The draft of a vessel is a measure of the distance between the surface of the water which meets the hull of the vessel,
commonly termed as the waterline, and the keel or baseline of the vessel, which is the lowest member running in a
longitudinal direction that provides support and structure to the shape of the hull.
The draft (denoted by T), the length between the fore and aft perpendicular, referred to as the length between both
perpendiculars (Lpp or Lbp), and the vessel’s breadth at the upper deck (B) are commonly taken as the principal
standard dimensions of a vessel. These provide important results and conclusions about the hydrostatic forces, as well
as aiding in draft surveys.
What are Draft Surveys?
Simply put, draft surveys are any calculations or studies carried out, which record the draft of a vessel for the primary
purpose of measuring its weight in any condition of loading.
42
`
To do so, these surveys make extensive use of the draft readings of the vessel, either from the stability manual or
from the physical readings of the measures painted on the side of the hull.
Draft surveys enable ship operators, owners and engineers to conveniently calculate various important quantities
without investing significant amounts of time on trivial computations. This saves both time and money, which are
equally important for cargo and passenger-carrying vessels.
The revenue made by these companies relies on maximising the cargo shipped in the least amount of possible time,
and at the least cost.
in such cases, the weight being transported plays a major role in carrying out optimisation studies. Also, for warships
and other ancillary military vessels, these draft surveys are significant in ascertaining the speed, turning ability,
propulsion and possible resistance faced by the ship while sailing. This is done by taking into account the weight of
any additional machinery or weapons that are present either on or below the deck.
For such vessels, the localized loads of machinery vary rapidly, and care must be taken to ensure that due to the
high-frequency oscillations and weight of the weaponry, the deck and flooring are suitably reinforced. The weight of
the individual machinery can be measured like that of the cargo.
Another important reason for carrying out draft surveys is to ensure a vessel is stable before being allowed to dock at
any port. Unstable vessels are prone to collisions while in port or may even capsize while sailing, costing millions of
dollars in damage and loss of revenue to both the parent company and the country of docking.
This is why port authorities diligently conduct inspections to ensure that no such untoward incidents take place.
How are Draft Surveys Carried Out, and by Whom?
Draft surveys are generally carried out by inspection teams and safety officials belonging to either the parent
company of the vessel or the port at which the vessel is currently docked.
These officials are tasked with inspecting the manifesto, goods, passenger and crew records, documents of the vessel,
and the safety standards. Another important task of these officials is to measure and verify the draft values of a
vessel.
The inspectors responsible for ensuring the safety and stability standards use small watercraft or boats to get around
the ship, inspecting for any damage or wear and tear on the external hull, propellers, and rudder.
Also, they check and note down the draft readings as measured at the multiple scales painted on the sides of the
vessel. These painted measures are generally located at six major points for medium to large size vessels- fore port
side, midship port side, stern port side, fore starboard side, midship starboard side, and stern starboard side.
The forward section of the vessel is referred to as the fore or bow, the rear portion as the aft or stern and midship to
the section which divides the vessels length into two halves.
Similarly, starboard and port are nautical terms referring to the right and left halves of the vessel, when viewed in the
forward moving direction of the vessel, or from stern to fore.
In general, while carrying out draft surveys, the fore and stern drafts are taken into consideration. Since a permanent
tilt of the deck of a vessel can be dangerous, corrections are made in the loading so that the port and starboard drafts
match.
The points at the fore and stern where the drafts are measured refer to the fore and aft perpendiculars. These are 2
imaginary lines that pass through the vessel and serve as reference points for various calculations.
The aft perpendicular passes through the rudder stock of the vessel. The fore perpendicular passes through the
foremost point on the hull where it intersects the waterline.
Mathematically, computing these drafts result in the most accurate values due to their relative position with the
midship and centre of floatation.
43
`
Once the preliminary readings are taken, these are then cross-checked with the values noted in the stability booklet of
the vessel. Along with this, the weight of the vessel is then calculated using the Archimedes principle.
Since this requires the correct density of the water in the port, a sample survey of the water is routinely conducted so
that any fluctuations can be monitored.
On completion of the survey, the vessel is given a certificate of clearance from the port officials and is allowed to
either enter the port or continue on her journey.
Draft Survey Calculations: Calculating the Weight of a Vessel
Calculating the weight of a vessel is necessary on several counts, as outlined in the previous section. However, unlike
normal modes of transport, measuring the weight of the load on board a ship is much more complex. Certain vessels
transport easily measurable cargo, such as container ships.
Container ships have the individual weight of each container available in the manifesto of the ship and the sum of the
weights of the individual containers results in the final weight of the cargo being transported.
Similarly, oil tankers can compute the weight of oil loaded based on the volume and density of oil, and their
associated calculations. Such weights are calculated as follows:
However, bulk carriers that carry grain, ore or other loosely placed items are more difficult to assess. The draft of a
vessel helps to measure the total weight that the vessel has taken on by utilizing the Archimedes Principle of
hydrostatics. Briefly put, the weight of a body is directly proportional to the volume of water that is displaced when it
is submerged or floating.
The volume of water that is displaced is equal to the underwater volume of the vessel. The underwater volume of the
vessel can be computed from the Bonjean curves that are computed during the manufacturing and design process.
Bonjean curves are mathematical plots unique to every vessel that graphically depicts how the cross-sectional area,
its moment of inertia and the total submerged volume vary based on the draft.
The Bonjean curves are mentioned in the trim and stability manuals of every vessel, and are computed as follows:
44
`
In the above formulae, x, y, and z represent the three coordinate axes that define a 3D volume. The length of a ship
is generally taken about the x-axis, the breadth is taken about the y-axis, and the draft is taken about the z-axis.
The origin is found on the centre plane, at the intersection of the keel and aft perpendicular.
In the unloaded condition, we can measure the weight of the vessel without its cargo by using the draft to assess the
volume of the portion of the vessel that has been submerged.
On measuring the draft again, but in the fully loaded condition, we can find the total weight of the vessel when loaded
with cargo. By computing the difference between the two weights, one can easily find the weight of cargo that has
been taken on board a vessel.
We have to keep in mind any deductible weights that can vary throughout measuring the weight. These include fuel
levels, ballast tank levels and other non-essential fluids that can be measured using a sounding technique of their
storage tanks.
The aim is to weigh the vessel in a lightship condition its cargo so that the most accurate weights are recorded.
Using the Archimedes principle, we can compute the total weight of any floating body as follows:
Weight of the body in tonnes = [(Submerged volume of the body in m3) x (Density of water in kg.m-3)] / 1000
 Then, by computing the weights at both loading conditions, we can get the weight of the cargo as follows:
Weight of cargo in tonnes = (Weight of fully loaded ship in tonnes) – (Weight of empty ship in tonnes)
 By taking into account any deductible weights, we can rewrite the corrected equation as:
 Corrected weight of cargo in tonnes = (Weight of fully loaded ship in tonnes) – (Weight of empty ship in
tonnes) – (Weight of deductible loads)
 Similarly, for military warships, to calculate the weight of individual machinery, we compute the weight of the
vessel when the weaponry is not loaded, and then again when it has been loaded. By comparing the weights
at both conditions, we can get the weight of the weaponry as follows:
 Weight of weaponry in tonnes = (Weight of ship with a weapon in tonnes) – (Weight of empty ship in tonnes)
– (Weight of deductible loads)
 The weight of ships and boats are usually measured in tonnes, because of the large magnitude of quantities
used in their measurement.
 Another point to keep in mind is that the density of water changes depending on various factors such as
temperature and salinity. This has to be taken into account when computing the weight of the vessel.
 If the vessel has been weighed at one location in the unloaded state, measuring its fully loaded weight in
another location might not yield accurate values due to the difference in salinity.
 For small crafts and high-speed boats, this does not make a major impact in the calculations, and a constant
value is usually taken depending on the operating conditions.
 On the other hand, for tankers and bulk carriers, this value could translate to a few hundred kilograms or
more, because of the sheer size of these kinds of vessels.
Possible Sources of Error

When computing the weight of any item, errors creep in either due to operator, instrument or other unavoidable
inaccuracies. For conventional road transport such as trucks and cars, this does not pose a major problem.
However, when it comes to the case of vessels, small calculation mistakes translate to considerably large errors
because of the sheer size of ships and boats.
Even a few millimetres off from the accurate value can result in a difference of several hundred kilograms due to
the large size of such vessels.
The most common source of error that might result in wrong values for either draft or weight measurement arises
from instruments that have been inaccurately calibrated and set up.
45
`
To calculate the draft from the measures painted on the sides of the ship, scales are used to accurately determine
where the vessel sits on the water.
Since these measures only contain base units and certain values, it is up to the inspection teams to further compute
the exact draft. However, when instruments are inaccurate, the wrong values of the draft may be recorded in the
manuals of the vessel.
The other source of error in the calculation of draft surveys is operator error. Due to the nature of the location of the
draft measures on the sides of the hull of a vessel, approaching them while the boat is either moored at a port or
stationed away from the quay can be extremely tricky.
Large propellers on the aft of the vessel make it dangerous for individuals to take the measures unless they are
properly trained in handling their instruments. As a result, minute errors can emerge while calculating the draft
surveys.
Hogging or sagging of the vessel is another source of error that occurs due to unavoidable circumstances. This error
results in different sections of the vessel having a considerable difference in the drafts, due to structural fatigue in the
hull.
In general, the weight of a ship is not evenly distributed along the keel. This is because essential machinery such as
the engines and shafts are located at the stern of the ship so that they can efficiently transfer power to the propellers
of the vessel.
However, this results in an imbalance of weights between the stern and fore due to the additional load at the aft.
Moreover, during the loading and unloading processes carried out, the weight distribution can be skewed. Since the
force of buoyancy is dependent on the weight distribution along the length of a vessel, these sections tend to create a
bend in the hull of the vessel, known as hogging or sagging.
Hogging occurs when the midship section of the vessel has a lower draft than the fore and aft sections and is termed
as being concave to the water surface.
Sagging occurs when the midship section of the vessel has a higher draft than the fore and aft sections and is termed
as being convex to the water surface.
46
`
Another reason for hogging and sagging is the presence of waves. Hogging occurs when the midship is located at the
crest of a wave, and sagging occurs when the midship is on a trough.
To prevent this from happening at ports, breakwaters are constructed along with the entry so that they dampen
incoming waves and ensure a still water condition.
Since any such large-scale computations are prone to error, necessary measures have to be put in place so that it can
be minimized. Also, in the event of any drastic weather conditions, vessel stability must not be affected.
To do this, the production company that carries out sea trials and tests on the completed lightship provides the vessel
operators with a safety range of load weights.
Within this range, the integral stability of the vessel is not upset by the additional load weight. However, at values
outside this range, the stability may be compromised.
Captains and ship operators are required by international standards and laws to keep the load on the ship below the
pre-set value.
Types of Stress on Ships
The modern ship is made up steel plating, section and builds up girders so connected as to provide adequate strength
in all parts to withstand the forces acting on the ship under all condition of service.
The forces acting on a ship may be static or dynamic. The static forces are due to the difference in the weight and
buoyancy, which occur throughout the ship. The dynamic forces are cause by the motion of the ship at sea and the
action of the wind and wave.
These forces create:
1. Longitudinal stress
2. Transverse stress
3. Local stress
The greatest stress set in the ship as wholes are due to the distribution of load along the ship, causing longitudinal
bending.
Longitudinal Stress
 The forces are two in number, the weight of the ship and all that it carries acting downwards and the vertical
component of the hydrostatic pressure.
 Depending upon the direction in which the bending moment acts the ship will Hog or Sag.
Hogging
 If the buoyancy amidships exceed the weight due to loading or when the wave crest is amidships, the ship will
Hog, as a beam supported at mid length and loaded at the end.
Transverse Stress
 A transverse section of amidships is subjected to static pressure due to the surrounding water as well as internal
loading due to the weight of the structure, cargo, etc.
47
`
The parts of the structure, which resist transverses, are
1. Transverse bulkhead.
2. Floor in the double bottom.
3. Bracket between deck beam and side frame, together with bracket between side frame and tank top plating, or
margin plate .
4. The pillars in hole and tween deck.
Local Stress
These are created by such item:

1. Heavy concentrated load like boiler, engine etc.
2. Dead cargo such as timber
Hull vibration
Ship resting on block on a dry dock (Static Stress)
Dynamic Forces
The dynamic effects arise from the motion of the ship itself. A ship among waves as three linear motions.
1. Surging: The forward and aft linear motion (along x) of a ship is called surging.
2. Heaving: The vertical up and down linear motion (along y) of a ship is called heaving.
3. Swaying: The side to side linear motion (along z) of a ship is called swaying.
4. Rolling: The rotational motion of a ship about longitudinal axis is called rolling.
5. Yawing: The rotational motion of a ship about vertical axis is called yawing.
6. Pitching: The rotational motion of a ship about transverse axis is called pitching.
When the ship motions are large particularly in pitching and heaving, considerable dynamic forces can be created in
the structure.
Panting
 As wave passes along the ship they cause fluctuation in water pressure which tends to create in and out
movement of the shell plating.
 This is particularly the case at the fore end.
 The rules of the classification societies required extra stiffening, at the end of the ship, in the form of beams,
brackets, stringer plate, etc. in order to reduce the possibility of damage.
 This in and out movement is called panting.
Slamming or Pounding
 In heavy weather when the ship is heaving and pitching, the fore end emerges from the water and reenters with
a slamming effect which is called pounding.
 Extra stiffening require at the fore end to reduce the possibility of damage.
48
`
Shear Forces and Bending Moments
As with any cargo ship it is important to load the cargo so that stresses in the ship remain at a minimum or at least
evenly distributed. This is especially so with large bulk carriers. All ships are designed with limitations imposed upon
their operability to ensure that the structural integrity is maintained. Therefore, exceeding these limitations may result
in over-stressing of the ship's structure which may lead to catastrophic failure.
The ship's approved loading manual provides a description of the operational loading conditions upon which the design
of the hull structure has been based. The loading instrument provides a means to readily calculate the still water
shear forces and bending moments , in any load or ballast condition, and assess these values against the design
limits.
A ship's structure is designed to withstand the static and dynamic loads likely to be experienced by the ship
throughout its service life. The loads acting on the hull structure when a ship is floating in still (calm) water are static
loads, one of the major ones being created by the cargo.
The main hull stresses set up by the cargo are hogging, sagging and shearing. These can be minimised by evenly
distributing the cargo - homogenous loading.
Dynamic loads are those additional loads exerted on the ship's hull structure through the action of the waves and the
effects of the resultant ship motions (i.e. acceleration forces, slamming and sloshing loads). Hogging and sagging
forces are at a maximum when the wave length is equal to the length of the ship.
Sloshing loads may be induced on the ship's internal structure through the movement of the fluids in tanks/holds
whilst slamming of the bottom shell structure forward may occur due to emergence of the fore end of the ship from
the sea in heavy weather.
Cargo over-loading in individual hold spaces will increase the static stress levels in the ship's structure and reduce the
strength capability of the structure to sustain the dynamic loads exerted in adverse sea conditions.
In harbour, where the ship is in sheltered water and is subjected to reduced dynamic loads, the hull is permitted to
carry a higher level of stress imposed by the static loads, so a certain amount of difference in the loading of each hold
is allowable.
Most modern bulkers have strain monitoring equipment so that hull stresses that cause hull fractures as above are
minimised.
Bending Moment
The bending moment is the amount of bending caused to the ship's hull by external forces. For example, the bending
moment is the highest in the midship section when the ship's ends are supported by crests of a wave known as
`sagging' or `positive bending'. When the ship is riding the crest of a wave at its midships, the bending moment is
known as `hogging' or `negative bending'. Bending moments are measured in tonne- metres.
Shearing Force
When two external parallel forces act in opposite directions on any part of a structure to break it apar or shear it, the
forces are known as shearing forces and are measured in tonnes. Shearing stress is, therefore, the stress that may
break or shear the structure apart.
All classification society member bulk carriers are assigned with permissible still water shear forces (SWSF) and still
water bending moment (SWBM) limits. There are normally two sets of permissible SWSF and SWBM limits assigned to
each ship, namely:
i) Seagoing (at sea) SWSF and SWBM limits.

ii) Harbour (in port) SWSF and SWBM limits.
The seagoing SWSF and SWBM limits are not to be exceeded when the ship puts to sea or during any part of a
seagoing voyage. In harbour, where the ship is in sheltered water and is subjected to reduced dynamic loads, the hull
49
`
girder is permitted to carry a higher level of stress imposed by the static loads. The harbour SWSF and SWBM limits
are not to be exceeded during any stage of harbour cargo operation.
When a ship is floating in still water, the ship's lightweight (the weight of the ship's structure and its machinery) and
deadweight (all other weights, such as the weight of the bunkers, ballast, provisions and cargo) are supported by the
global buoyancy up thrust acting on the exterior of the hull. Along the ship's length there will be local differences in
the vertical forces of buoyancy and the ship's weight. These unbalanced net vertical forces acting along the length of
the ship will cause the hull girder to shear and to bend, inducing a vertical still water shear force (SWSF) and still
water bending moment (SWBM) at each section of the hull.
At sea, the ship is subjected to cyclical shearing and bending actions induced by continuously changing wave
pressures acting on the hull. These cyclical shearing and bending actions give rise to an additional component of
dynamic, wave induced, shear force and bending moment in the hull girder. At any one time, the hull girder is
subjected to a combination of still water and wave induced shear forces and bending moments.
The stresses in the hull section caused by these shearing forces and bending moments are carried by continuous
longitudinal structural members. These structural members are the strength deck, side shell and bottom shell plating
and longitudinals, inner bottom plating and longitudinals, double bottom girders and topside and hopper tank sloping
plating and longitudinals, which are generally defined as the hull girder.
50
`
LEARNING LOG NO. 3
Essay on Bulk Cargo Loading, Handling of Ballast & Trimming Pours
Direction: Express your thoughts by creating a comprehensive discussion by a maximum of 50 words .Below are the
following topics ship’s responsibility of bulk cargo loading ,handling of ballast and trimming pours. A Short Answer
Rubric is provided for you to know on how you will be graded by your instructor.
1. Why is it important for the master of the ship (bulk carrier or General cargo ship) to know the complete
information of cargo prior to loading?
2. How is SF (stowage factor) related to the volume of the hold?
3. Can a master of ship refuse to load a cargo?
4. Why should the loading plan be agreed by master and the terminal representative?
5. How important is cargo watches by ship’s crew during loading operation?
51
`
Short Answer Rubric

Criteria
1
5 3 2
topic. essay.
1
5 3 2
the topic.
1
5 3 2
thinking.

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4 /15
5 /15
Total Points /75

52
`
LEARNING LOG NO. 4
Essay on Cargo Stowage Plan Guidelines for General Cargo ships
Direction: Express your thoughts by creating a comprehensive discussion by a minimum of 50 words .Below are the
following topics involving cargo stowage plan guidelines for General cargo ships. A Short Answer Rubric is provided in
the succeeding page for you to know on how you will be graded.
1. Why do cargoes be stowed and secured properly?
2. Why do heavy cargoes be placed on the tank top(hold) and the lighter cargoes on deck ?
3. What is the importance of cargo securing manual?
4. Why should the chief officer will always refer to ship’s approved loading manual.
5. What is the reason that the ship’s crew will supervise the stevedores while loading bag cargoes?
53
`
Short Answer Rubric

Criteria
1
5 3 2
topic. essay.
1
5 3 2
the topic.
1
5 3 2
thinking.

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4 /15
5 /15
Total Points /75

54
`
Cargo Plans

____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
55
`
Exceeds Meets
20 15 10 1
a new way. /20

problems.
/20
10 7 4 1
Mechanics and Correct spelling and Few spelling errors; Several spelling, Many instances of
Grammar grammar some minor punctuation and incorrect, spelling
punctuation and grammar errors. punctuation and
grammar mistakes grammar errors
/10
Total Points
/50
56
`
Lesson 3
Care of Cargo During Voyage

1. distinguish appropriate cargo equipment to be use on specific type of cargo;
2. identify different securing materials available onboard; and
3. explain the procedures taken onboard to make sure that the cargo is taken
care of.
57
`
Course Code SEAM 3
Course Title Cargo Handling and stowage (Non - Dangerous Goods)
Lesson 3 Week 3
Module Topic Care of Cargo During Voyage
Intended Learning 1. distinguish appropriate cargo equipment to be use on specific type of cargo;
Outcomes 2. identify different securing materials available onboard; and
3. explain the procedures taken onboard to make sure that the cargo is taken care of.
Number of Hours 18.0 Hours (16 hours Self-directed learning and 2.0 hours Assessment Tasks)
1. Why is there a need to inspect the cargo hold while in loaded voyage?
Study Questions 2. How does ship’s sweat affects the cargo?
3. When is the time to ventilate or not ventilate the cargo?
Required Suggested
Handling and Stowage (Non- Dangrous Goods by Sea: Springer, 2008.
Dangerous Goods). College of  Kim, Kap Hwan & Gunther, Hans-Otto.Container
Maritime Education, University of the Terminals and Cargo Systems: Springer, 2007.
Visayas.  https://cultofsea.com/cargo-work/hatch-covers-
Learning Resources
 Table A-II/1 of the 1978 STCW Code function-inspection-tests-precautions-operation-
as amended Function: Cargo maintenance/
handling and stowage at the  https://www.marineinsight.com/guidelines/inspecti
operational level. ng-tanks-onboard-ships/
 Annex A of CMO No. 20, Series of  https://www.marineinsight.com/maritime-
2015 (Curriculum Mapping for BSMT) law/what-is-enhanced-survey-programme-esp/
1. Student shall study and learn Lesson 3 on Care of Cargo During Voyage. Student may refer to
the suggested and other recommended learning materials indicated in this Course Study Guide
as additional reading resources.
Course Notes.
Log 3 (Essay on Bulk Cargo Loading, Handling of Ballast & Trimming Pours) and Learning Log 4
(Essay on Cargo Stowage Plan Guidelines for General Cargo Ships), which are purposely
Required Output
Weekly Student Journal no. 3
Learning Log No. 5 - Essay on Cargo Lashing and Securing
Assessment Tasks Learning Log No. 6 - Essay on Cargo Watches
Weekly Student Journal Entry 3
Assessment Tool 2. Student Journal Rubric
Target Competency 2. Inspect and report defects and damage to cargo spaces, hatch covers and ballast tanks.

58
`
Cargo Care
The aim of ship’s officers and crewmembers on board
should be to prevent damage or deterioration whilst the
cargo is under their care and to deliver it, as far as
possible, in as good condition and order as it was when
received aboard. If unacquainted with a certain type of
cargo you should ascertain as to its nature and any
necessary precautions.
Therefore, the Master and officers of all vessels require a

good working knowledge of the various kinds of cargo they
are likely to carry: their peculiar characteristics, liability to
damage, decay, or deterioration, their measurement, and
the usual methods of packing, loading and discharging,
stowage, dunnaging, etc., as the Master is responsible for
the safe loading of his vessel and the proper stowage of the
cargo.
The ship as carrier is obliged to care for the cargo in an

expert manner to ensure it is discharged in the same state in which it was loaded. There are many factors that need
to be considered.
Ventilation on Passage
Many cargo claims arise due to lack of ventilation of the cargo, particularly agricultural products. A common procedure
for ventilating hatches at sea is to `crack' them open. Considerable care must be taken during this procedure as the
ships hatch tops are not designed to be opened during any rolling motion. When such hatches are opened they must
not be left in the jacked up position, but should be lowered onto the compression bars and locked into position.
Fig: Self unloader components in operation
Under no circumstances should the hatches be left open at night while on passage. A lack of, or improper, ventilation
can lead to condensation (also known as sweating), which causes cargo deterioration. There are two types of
sweat: Cargo sweat and ships sweat
If ventilation with air which is similar in temperature to or warmer than the loaded temperature of stable cargo is
applied, at best it will serve no useful purpose; at worst there will be a risk of wetting damage due to condensation of
moisture from the ventilating atmosphere (cargo sweat) on cold cargo surfaces possessing no or low moisture-
absorptive capacity in the interiors of stows, or there will be a risk of undesirable absorption of moisture from the
ventilating atmosphere by cargoes with substantial moisture absorption properties.
Thermal capacity of large stows
Under no circumstances are any of the high, low and zero moisture content categories of cargoes under consideration
59
`
to be ventilated when the external air temperature is similar to or higher than the loaded temperature of the cargo.
Large stows of these cargoes generally have enormous thermal capacity.
Hence, only peripheral regions of stows will usually warm or cool significantly from the loaded temperature following
changes in external temperatures during a voyage. The remaining interiors of stows change in temperature from their
loaded temperature much more slowly or often remain at or very close to the loaded temperature throughout a
voyage, regardless of changing external air temperatures.
Fumigation Monitoring
If the cargo has undergone fumigation, which is required to continue through the passage, checks should be made to
ensure that the seals remain in position and that the fumigants do not leak due to movement of the vessel in a
seaway. Any adverse changes should immediately be recorded in the logbook and precautionary measures taken to
avoid any further damage and aggravation of the situation.
Self-heating and spontaneous combustion
Many bulk cargoes have a tendency to heat due to the oxidation process taking place during the voyage, which may
lead to fire or explosion if the temperature rises to a level where spontaneous ignition can take place. Cargoes liable
to spontaneous combustion include some types of coal, concentrates of lead, oil seed cakes (transported in bulk),
fishmeal and scrap metal.
Even where the type of coal is not considered a danger for self- heating, this can still occur if stacks have accumulated
over a long period ashore.
Temperature Monitoring
Many bulk cargoes are liable to spontaneous combustion or ship or cargo sweat. The only possible way to obtain an
early warning of the start of spontaneous combustion is by monitoring the temperature of the cargo holds. Many ships
are fitted with `temperature ports', ie pipes that are fitted beside the cargo hold access ladders into which
thermometers can be lowered to obtain the hold temperature. The best practice is to leave the thermometers within
the ports and withdraw them when a reading is desired. However, if the ship is not fitted with temperature ports, the
sounding pipes could also be used to obtain temperatures. Whichever method is used for measuring temperature:
(i) The thermometers should be reset before introducing them into the pipes
(ii) the thermometers should be left in the pipes for some time (2-3 minutes at least)
(iii) the temperature should be measured at least 2-3 height levels within the hold
(iv) the temperature should not be measured solely at the surface of cargo as it is likely to be quite different from
that at the bottom of the cargo hold.
Modern bulk carriers may be fitted with permanent temperature sensors providing continuous readings. It is important
to maintain records of all temperature observations and ensure readings are taken at the same times and at regular
intervals. This makes it easy to establish a pattern for any irregularities in the observed behaviour.
Generation of gases
Many bulk cargoes emit combustible gases in large quantities that may present a fire or explosion hazard and can
corrode the steel structure of a ship.
60
`
Oxygen Depletion
Oxidation occurs in many cargoes as a result of chemical reactions taking place within them. This generates carbon
dioxide and other gases harmful to human health. Therefore, when entering any space containing cargo, enclosed
space entry procedures must be followed. Holds containing cargo should only be entered under exceptional
circumstances.
Physical Inspection of Vessel
Hatch covers on a bulk carrier are weathertight, ie they can withstand a certain amount of seawater on deck and
resist leakage into cargo holds. Ship's officers must ensure that the deck, including hatch covers, is regularly
inspected for any signs of leakage, slackening of hatch cover securing devices and other loose items that may require
securing. It is important that drain valves are inspected to ensure they are free and still in position.
The Basics of Cargo Lashing and Securing on Ships
Cargo is loaded onto a ship when she is floating steadily in the water, upright, or with a practical trim astern. When
the ship sails out to sea, it encounters external forces which result in to six forms of motions acting on the
ship. These motions are a threat especially for those ships which require cargo lashing andsecuring it on the open
deck.
If the storage of cargo is not secure enough then there is no escape from the behavior of the seas and the wind once
they show their rage. This in result takes a toll on the loaded cargo, causing damage to other cargo in the vicinity or
to the vessel’s structures and fittings and even throwing the cargo overboard. Improper cargo lashing and failure to
adhere to the procedures required for cargo stowage on ships is dangerous to property, life and environment at sea.
To avoid getting into situations like these the responsible personnel on board should be competent enough to plan and
uphold safe carriage of the cargo at all times. This is done by proper planning of container lashing and securing.
Basic Reasons of Loss or Damage to the Cargo
1. Severe and adverse weather conditions and lack of appreciation of the various forces implicated –
Various conditions of the Beaufort wind scale not taken into account as the vessel encounters the worst at any given
moment. Responsible personnel looking after the carriage of the cargo sometimes fail to foresee the ship’s
characteristics and bad weather behavior
2. Lack of knowledge of relevant rules and guiding recommendations – Failure to follow the guidelines or the
regulations for cargo lashing and securing may spell catastrophe
3. Cost control pressures – The economy downfall leads to cost cutting procedures which in turn means less quality
cargo securing work
4. Inadequate time and personnel to complete the securing cargo before departure – Due to excessive
paperwork and short port turn-around, basics of cargo lashing and handling on ships are sometimes overseen
5. Basic seamanship techniques not applied adequately for total immobility of the cargo – Dunnage not
utilized in an effective manner or for that matter taking lashing materials around sharp edges which causes them to
part or even insufficient force, steadiness and/or number of lashings
6. Improper usage of the cargo securing gear – Wire loops and eyes made up wrongly. Lack of knowledge in the
use of bull dog grips, bottleneck screws, wire slings/strops, etc.
7. Lack of continuity in strength between the various securing components – Ship’s overall characteristics and
age of construction play a major role in effective cargo work
8. Incorrect of unbalanced stowage and inadequate weight distribution – Inadequate stability and control
measures taken
61
`
Points to remember while securing cargo
1. A good tight stowage of cargo containers on ships may avoid the need to totally secure it, provided the cargo
is adequately packaged and there are no heavy components.
2. Bulky and heavy units may still be required to be secured even if the space around them is filled with other
cargo. Particular attention should be paid to the chances of such units sliding or tripping.
3. A number of units can be secured or lashed together into one block.
4. Permanent securing points on the cargo should be used, but it must be remembered that these securing
points are intended for inland transport and may not necessarily be suitable for securing other items onboard
ships.
5. Independent lashings must only be secured properly to suitable strong points of the ships fittings and
structure, preferably onto the designated lashing points.
6. Cargo lashings must be taut and as short as possible for a better hold.
7. If possible the multiple lashings to one item of cargo should be kept under equal tension. The integration of
different material components having different strengths and elasticity should be completely avoided
8. Cargo lashings must be able of being checked and tightened when on a passage.
9. Lashings should be enough so as to prevent the loads from moving when the ship rolls through 30 degrees
with 13 second duration.
10. Tightening the cargo down to the ship will add to a great deal in securing it completely before it shifts.
Commonly used Cargo Securing Arrangements for Dry Cargo
1. Lashing is a general term that is used to on behalf of all the securing arrangements onboard: It includes
ropes, wires, webbings, bandings, strapping or chains, bottle screws and other patent tensioning devices mostly used
on container ship
2. Tomming: Construction of a support of square section softwood framework, which chocks 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 and broken stowage between items of cargo
and between cargo and ship’s structures
4. Anti skid: Flat-boards are used to increase frictional capabilities of the cargoes
5. Binding: Even out a stow with dunnage to make several units into one block. Also stowing bags or cartons in
different directions in each layer forms a self-locking slab which is a tight stow for shifting cargoes
6. Structural Modifications: Very heavy and uncomfortably 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
Safe stowage and securing of Cargoes

The safe stowage of and securing of cargoes maybe achieved by proper planning ,correct execution and proper
supervision by a responsible and experience personnel.
An approved securing manual

All cargoes that other than solid and liquid cargoes shall be loaded ,stowed and secured throughout the voyage in
accordance with cargo securing manual approved by the administration in ships with cargo spaces as defined in
regulation II-2/3.14 ,all securing of such cargoes shall be completed prior the ships leaves the berth.
General principles of cargo securing

1. Cargo shall be secured according to recognised principles, taking into account the dynamic forces that may occur
during sea transport and the most severe weather condition expected. Ship handling decisions should take into
account the type of cargo and stowage position of the cargo and the securing arrangements. Care should be taken to
distribute the forces as evenly as possible.
If in doubt the lashing arrangement should be verified using an acceptable calculation method.
The securing gear should be adapted to the cargo to be carried.
Lashings are to be kept as short as possible
62
`
2. Prior to loading cargo, the following should be checked:
 Relevant deck areas are, as far as practicable, to be clean, dry and free from oil and grease.
 Cargo, cargo transport unit or vehicle to be suitable for transport.
 Necessary securing equipment is to be found onboard.
The securing equipment should be:

 available in sufficient quantity including reserves
 suitable for the purpose of adequate strength - practical and maintained
Securing operations shall be completed before the ship leaves the berth and the securing should be based on proper
planning, execution and supervision. Relevant personnel should be properly qualified and experienced and should
have a sound practical knowledge of the application and content of this Cargo Securing Manual.
The master shall take care in planning and supervising the stowage and securing of cargoes based on information
about the cargo.
The cargo is to be distributed with attention to the ship stability so that the hazards of excessive accelerations are
reduced as far as practicable.
Due attention to the ship’s structural strength should be taken.
Where practicable, cargo units shall be provided with a Cargo Stowage and Securing Declaration, stating that the
cargo has been properly stowed and secured, taking into account the IMO/ILO Guidelines for Packing Cargo in Freight
Containers or Vehicles. In general, cargo carried in containers, road vehicles, ship borne barges, railway wagons and
other transport units should be properly packed and secured within these units. Relevant expertise should be called
for, if found necessary, when considering the shipment of a cargo with unusual characteristics, i.e. cargo which may
require special attention to location, stowage/securing and weather conditions. - Different commodities should be
compatible with each other or suitable separated - Cargo must be suitable for the ship and vice versa.
If the duty officer considers that a cargo is not safely secured to a cargo unit, measures shall be taken to avoid
shifting of the cargo. If adequate measures are not possible, due to the nature of the cargo or lack of securing points,
the cargo unit shall not be taken on board.
The securing arrangements shall be adequate to ensure that there will be no movement which will endanger the ship.
Slackening of the securing gear due to cargoes which have a tendency to deform or to compact during voyage shall be
avoided. Cargoes with low friction coefficient should also be tightly stowed across the ship to avoid sliding. Suitable
material such as soft boards or dunnage should be used to increase friction.
Cargo units containing hanging loads (e.g. chilled meat, floated glass) and very high cargo units are, because of the
relatively high position of the centre of gravity, particularly prone to tipping. Whenever possible they should be
located in positions of least movement i.e. on the centre line, towards amidships and on a deck near the waterline.
Safe means of access to securing arrangements, safety equipment, and operational controls shall be provided and
properly maintained. Stairways and escape routes from spaces below the vehicle deck shall be kept clear. The cargo
spaces should be, as far as practicable, regularly inspected during voyage.
Lashings shall not be released for unloading before the ship is secured at the berth, without the Masters express
permission.
Cargo shall not obstruct the operating controls of stern doors, entrances to accommodation and/or fire fighting
equipment.
Dangerous goods shall be segregated, stowed and secured according to the IMDG code and valid instructions for this
ship.
Evaluation of forces acting on cargo units
Lashing forces are derived from accelerations of the cargo due to ship motions. The largest accelerations, and
therefore the most severe forces, can be expected in the furthest forward, the furthest aft and the highest stowage
positions on each side of the ship. Special consideration should be given to the securing of vehicles stowed in these
63
`
positions. Generally the forces which have to be taken by the securing devices are composed of components acting
relative to the axes of the ship, i.e. longitudinal, transverse and vertical direction. The two first are the most
important to consider with respect to lashing since the main function of lashings are to prevent cargo units from
tipping and/or sliding, in the transverse or longitudinal direction.
The transverse accelerations increase directly with the GM value, and care should be taken when stowing and
distributing cargo to avoid excessive accelerations.
If cargo is stowed in positions where loads from wind pressure and/or sea sloshing may be expected, this shall be
taken into consideration when securing the cargo.
Due to uncertainties as to the actual weights and locations of the centre of gravity of cargo units, the lashing forces
may vary considerably. It is not possible to specify exactly the maximum forces which may be exerted in the most
severe conditions. A general rule is that an adequate number of lashings of sufficient strength to meet the worst
weather that could be encountered during the voyage should always be fitted. If very heavy weather is expected,
appropriate operational measures, such as delaying sailing or altering course or speed, should be taken to minimise
the forces.
Due to the difficulty in predicting dynamic accelerations and the complexity of dynamic calculations, the lashing forces
apply to rigid and unsprung cargo. Additional lashings will be required to resist dynamic forces due to sprung or non-
rigid cargoes.
The lashings are in general most effective on a cargo unit when they make an angle with the deck of between 30˚ and
60˚. When these optimum angles cannot be achieved, additional lashings may be required.
The forces can be estimated based on the calculation methods outlined in this Cargo Securing Manual. The effect of
anti-roll devices should not be taken into account when planning the stowage and securing of cargoes.
Unitised cargo
A grouping together of two or more items (usually of a homogeneous nature) and securing them with banding, glue,
shrinkwrap, slings (e.g. clover leaf), to form a unit which, together with a base (skids, pallets, etc.) or permanent
slings, allows mechanical handling equipment (e.g. tynes of a fork lift truck) to lift and transport the unit.
The advantages of unitisation may include:
 Ease of tallying.
 Reduced breakages.
 Reduced pilferage.
 Faster speed of working between ship and shore (and on ship or shore).
May make more effective use of vertical storage space in sheds and holds by stacking units 4, 5 or 6 high (possibly
with the need to incorporate shelves or racking). Reduced labour requirements when handling between interfaces.
Method of Securing
The cargo should be secured onto the pallet by one or more of the following methods:
 Strapping: Man-made fibre or steel. Banding should pass under the top deck of the pallet, to remain clear of
mechanical handling equipment requirements. Some cargo may require protection from the point loading of
the strapping, which may be achieved with scrap dunnage, waste cardboard, etc., or using proprietary
equipment specially designed for the purpose. Steel strapping may not be suitable for securing cargo that may
alter shape or contract, e.g. bags, telescopic cartons etc. Man-made fibres, particularly nylon, may stretch and
allow rigid items to move in some instances.
 Nets: Usually of polypropylene, and used to secure awkward shaped packages onto a pallet.
 Glue: For securing regular stows of cartons or bags. Should be strong in sheer strength, but with little
resistance to a vertical force when dismantling the pallet load. A 5% dextrine solution can be a suitable
mixture for this purpose.
64
`
 Shrinkwrap: A plastic (transparent) cover over the pallet load which is heat shrunk into place. Certain types of
plastic wrapping may be put around the cargo without the need of heat. May be used for most goods and
provide protection against dirt, pilferage, etc.
 Locking Pattern: Unit loads may be built up on pallets with plan dimensions suited to the modules being
handled. In this way layers may be built up each differing from its neighbours and providing restraint in a
similar manner to a brick wall. Alternate layer patterns are reversed to "tie in" the layer beneath.
Bagged cargo
Handling bagged cargo on board need careful considerations. The commodity itself has to be robust to withstand
outside pressure and compression, for the bags will only hold the contents in one place and will not provide protection
against external damage. Such commodities might typically be fertilizers, grain (rice, maize, wheat, etc.), seeds, dried
fruit, sugar, coconut, coffee, fresh vegetables, frozen offal (meat from carcasses), flour, copra, small items such as
shells, raisins, etc., mail, salt, mineral sands and ores, meal (fish, seed, copra, etc.), dried blood, dried milk etc.
Materials
The material from which a bag is made will depend on a number of factors, i.e. the commodity, its physical
composition and its properties, e.g. moisture content, sensitivity to contamination, etc. The commonest materials
used are single or multi-ply paper, plastic, woven polypropylene (possibly with a sealed polythene liner), open mesh
plastic fibre and, much less commonly today, jute and hessian. Bags may be sown, glued or welded depending on the
material.
Commodities
Bagged commodities need to be sufficiently robust to withstand external pressure and compression, as the bag is
designed to contain the contents rather than provide any substantial protection against external damage. Such
commodities might normally be carried in bulk or mini-bulk operations but for particular markets are shipped bagged
in smaller quantities and include fertiliser, grain, seed, dried fruit, sugar, cement, coffee, flour, salt, mineral sand, fish
meal, dried milk, etc.
Characteristics
Bag sizes vary although it is standard practice to use a size which, when filled with the particular product, can be
readily handled by stevedores, i.e. about 50kgs. A secondary advantage is that this weight allows rapid calculation of
the total weight loaded into a cargo space or container. Care must be taken when loading large quantities of bagged
cargo to allow in calculations for gross, nett, and tare (bag) weights
The shape of a bag, and therefore the ease with which it can be stowed, made up into a sling, pallet load, etc., varies
with the commodity and the construction of the bag. The bag may be "shaped" (usually those of paper or plastic
construction) and form a near rectangle which is stable and has flat surfaces. However, jute bags, for example, are
usually sewn flat at each end and tend to have no flat surfaces, although these may be induced by pressure during
the storage or stowage cycle. If the contents are powdery (e.g. cement) the package is more likely to conform to
outside pressures around it, such as weight on top or pressure on the sides. On the other hand, if the contents are
hard and bulky (e.g. frozen offal) then the bag will be of irregular shape and will be unlikely to respond to outside
influences.
Commodities in hessian and woven polypropylene bags may be subject to contamination from powder or small
granular cargoes stowed beside or above them while the contents, if of a powder or granular nature, may themselves
sift through the bags with resultant loss and contamination of other cargo (see Part 4). Recently filled bags tend to
settle and spread outwards and this can affect stowage arrangements, e.g. in containers (see "Unitised Cargoes").
Woven polypropylene bags, because of their non-absorbent characteristics, may be more suitable for moisture
inherent/sensitive cargoes (e.g. rice, sugar, coffee, etc.) than traditional hessian.
"Jumbo" bags are normally of woven polypropylene with lifting slings sewn into the bag. They vary in size but may
weigh several tonnes when full. In `tween deck ships they are most suitable for hatch square stowage where they can
be clean lifted upon discharge. In such ships, wing and end stowage is only suitable when there is sufficient headroom
for forklifts to operate.
65
`
Handling
Different bagging materials and different commodities lend themselves to different handling methods; a jute bag with
good "ears" on it may be more easily lifted by the human hand than a heavy fully filled plastic sack with nothing to
grip. Thus, there is a great temptation for stevedores to use hand hooks to manhandle bags in and out of their
stowage positions in holds, containers, etc. Since most bagged commodities easily spill and some of them are very
valuable (e.g. coffee), as a general rule, hand hooks should not be used for bagged cargoes.
Bulging plastic bags may be difficult to make up in a pallet load because of their shape and consequent tendency to
slide. Similarly, multi-ply paper sacks may not be safely lifted by rope slings or snotters without the possibility of
rupturing the bags. Flat webbed slings of man-made fibres are most suitable for slinging bags, and the "clover leaf"
sling arrangement can be used to advantage with bags that are difficult to handle because of shape or material. Such
slings are very suitable for pre- slinging requirements and unit loads (see "Unitised Cargoes"). Canvas or heavy-duty
plastic holdalls may be required for loading and discharging high-value commodities such as flour, coffee, cocoa, etc.,
when the nature of the bagging material and the value of the commodity are likely to make any damage the source of
a high value claim. Great care is required when handling bagged cargo with mechanical equipment (cranes, winches,
fork lift trucks, etc.) so that damage is not caused by swinging or rubbing against obstructions such as beams, hatch
coamings, etc.
Stowage
Most bagged cargoes are liable to damage if stowed with moist cargo or cargo liable to sweat and should be well
protected against obstructions such as beams, brackets, stringers, etc. Otherwise, as the cargo settles, pressure on
an unsupported or projecting part of the bag may result in tearing and spilling of the contents. Bags should be
protected by mats, heavy-duty paper, etc., from bare steel work and sources of moisture running down bulkheads,
pillars, etc. Such protection also helps to save the bags from discolouration by rusty metal.
If two types of bagged cargo are carried in the same space and there is a risk of one contaminating the other (e.g.
plastic granules over rice), then plastic or similar sheeting should be laid between the different commodities. Similarly,
sheeting should be laid where sifting or loss of cargo might be expected, particularly with a valuable cargo such as
coffee. Any such protective separation must be carefully handled at discharge, with any spillage collected and landed
before moving to the cargo below.
Careful tallying is essential and for ease of counting, slings and pallets should always be made up of the same number
of bags. Bagged cargo bills of lading should be endorsed "weight and quantity unknown" or at the very least "said to
contain..." Slack or damaged bags must be rejected for loading. Damp or stained bags, particularly of sugar, cocoa
and coffee, should also be rejected.
Some commodities are liable to rot a natural fibre bag, e.g. some manures and chemicals, and with such cargoes the
bill of lading should be claused to protect the ship from having to bear the cost of re-bagging. The ship should also be
protected against any claim for loss of contents due to leakage from bags of insufficient strength or quality to prevent
such loss.
Bleeding of Bags
A practice largely consigned to the past is that of cutting and bleeding bags into the hold from the edge of the open
hatch. If this practice should be encountered there are a number of points that should be monitored by the ship's
officers. Care must be taken to see that bags are fully emptied of their contents before being discarded to avoid
subsequent claims of short-delivery. Bags may be bled through a wire or rope grill in order to ensure that the bags
themselves do not end up in the hold which, in practice, frequently occurs. It is also quite common for foreign or "field
matter" to be mixed with the contents. Should the presence of bags and foreign matter be observed in the stow,
loading should be stopped and the contamination drawn to the attention of the stevedores and the charterer.
The mates' receipts should be claused accordingly. It will be appreciated that the presence of foreign material and
bags in the cargo will cause problems during discharge and may result in claims. The shipper will inevitably want clean
bills of lading but if foreign material has been noted every endeavour should be made to have this noted in the bill of
lading. The ship should not accept the offer of a letter of indemnity from the shipper as it is the owner who will be
sued by the receiver, not the shipper, and the likelihood of recovery from the shipper is remote.
66
`
Images 1, securing bagged cargoes Images 2, stowing bagged cargoes
Precautions of loading bagged cargoes:
To prevent water damaged, bagged commodities such as cement, should be stowed away from moist cargo or cargo
that sweats .Bag also must be protected from direct contact with metal .Use mats, paper, or other protective material
to protect cargo frim moisture running down the ladders frames.
When the bagged is loaded aboard which no dunnage is used between bags and cargo battens the bag should be
stowed on their ends in the wings of the ship. This will prevent them from protruding over the battens and coming in
contact with moist metal of the hull plating.
Do not allow the bags to overlap the stringer plates of beams or similar construction in the holds.if the bags are
allowed to overlap, vessel motion could cut them. Vertical dunnage placed against the ladder and hatch battens will
normally protects the bags from falling or chafing.
Bagged cargo is stowed in tiers across the hold, stevedores may use of any of the 3 following general methods of
stowing bagged cargo.
The full bagged method provides good ventilation but provide unstable stow. Unless for the some reason, this is the
best desirable method of stowing bagged cargo.
The half –bag method is used where floor ventilation is not important and bags are soft.
The cross tier method is used at corners and outer rows to prevent collapsing and shifting of the stacks of bagged
cargo.
Dunnage around the ladder protects the bags. The bulk heads prevent shifting and cross tier method prevents
collapsing.
Bales and Bundles cargo
Materials
Hessian or a similar strong material usually constitutes the outer cladding although plastic, paper, woven man-made
fibres and waste from the contents of the bale are also common. For more valuable goods a second and third cover
may be included. Close woven polypropylene has a non-absorbent water resistant quality which is particularly suitable
for some commodities. Some bales, e.g. straw, hay, etc., have no covering whatsoever.
67
`
Image 4,bale cargoes
Commodities
Commodities that are baled include wool, cotton, vegetable fibre (e.g. jute, kapok, abaca), paper pulp, tobacco, skins,
furs, rubber, hair, cloth, etc.
Characteristics
Sizes of bales vary greatly with some commodities (e.g. wool and abaca) compressed into high density bales. It is
important not to rupture a covering, break the binding material of, or allow ingress of moisture to a high density bale
as the resultant expansion of the commodity can make discharge extremely difficult and in a container may distort or
rupture the side walls.
Bales may also vary quite considerably in shape. Some may be square, (e.g. wool, unless double dumped when the
shape becomes oblong), cylindrical or completely shapeless. Many bales are now designed as modules to fit the
interior of an ISO container.
Handling
While hand hooks are acceptable for raw cotton, wool, etc., they must not be used with high quality goods such as
skins, furs, cotton piece goods, etc. Most baled commodities are impervious to damage from rolling or dropping from
limited heights. However, it can be dangerous to drop bales of rubber due to their ability to bounce in any direction.
Metal or other banding is commonly used to hold the bale in compression and should never be used as a lifting point,
unless marks or labels indicate to the contrary.
Stowage
Being particularly vulnerable to chafe, bales should be well protected by matting and dunnage from sharp edges and
other cargo which may cause damage. They should not be stowed with dusty or dirty cargo which will mark or stain
the covers. Bales with torn or stained covers should be rejected, or the bill of lading claused accordingly. Particular
attention should be paid to baled cotton.
Cases, Crates, Cartons
Cases and crates are usually constructed of plywood or thin low grade timber. Heavier cases may be built up of
150mm×5mm (6×1) planks with strengthening pieces internally and externally while some are built in a skeletal
fashion to allow air to permeate through the contents and/or to reduce the weight. Larger cases and crates will almost
certainly have skids or bearers about 50mm (2") deep to allow a fork lift to gain entry, or for slings to be put in
position.
68
`
Large cases with high density goods may be constructed with particular points specially strengthened for lifting. These
will be marked on the outside and any slings, snotters, chains, etc., should be slung at those points; similarly any
securing in stow should make use of the strong points. Wooden crates and cases may have to be treated to comply
with quarantine regulations of the exporting and/or importing country.
Cartons are usually made of single or multi-wall fibreboard. Very often the contents provide part of the strength and
shape for the carton, and this should be borne in mind when stowing. Some carton material is waxed or otherwise
protected against moisture absorption.
Wooden case Cartons
Crates
Commodities
Cases and cartons are used for a very wide range of commodities depending on the requirement of the particular
cargo. Canned goods are nearly always packed in cartons. Many refrigerated goods are packed in cartons or open-
sided crates. Attractive items that may be vulnerable to pilferage are often packed in strong well-constructed cases.
Characteristics
Some large cased goods, e.g. C.K.D. (cars knocked down), may be stored outside prior to shipment. Thus, the crates
(and sometimes the contents) are wet or damp on shipment and introduce moisture into the hold, container, etc., to
the detriment of other cargo. Very large cases of construction equipment may be moved great distances after
discharge and the packaging is most important for the protection of the contents as well as sometimes having a
subsequent use as storage or even temporary accommodation. It should also be noted that crates or cases holding
machinery may leak oil.
69
`
Cartons may absorb or give out moisture under varying atmospheric conditions and carton material will equalise with
the moisture content of the air surrounding it in about 36 hours. Thus cartons of goods from a damp area may be
relatively full of moisture when loaded into a hold or container. A moisture content of less than 12% in the fibreboard
is usually considered safe from this particular problem.
It has been known for carton material to be wetted by the packers of goods to make the material more flexible and
easier to put into shape prior to filling with canned goods. A container load or a compartment load of carton goods can
therefore have a very high volume of moisture inherent in the cartons at the time of loading, with subsequent possible
problems of condensation.
Handling
Where relevant, shipper's/charterer's instructions should be obtained as to how high particular cases, cartons, etc.,
may be stowed. It may be necessary to dunnage at intervals to avoid tier compression.
Hand hooks should never be used with cartons although they can sometimes be used to good effect on heavy crates.
Very heavy crates normally require mechanical handling equipment. Cartons are best lifted on board or ashore by
means of cargo trays. The slinging of heavy crates mentioned above should be undertaken with due regard to the
strength points in the crates themselves. Metal strapping or banding round crates, cases and cartons should never be
used as lifting points.
Stowage
Heavy cases should be reserved for bottom stowage where possible, with smaller packages on top. Small, very heavy
packages should not be placed on top of and within the four corners of a larger, lighter package to avoid the risk of
the lower case collapsing. Any marks or indications for upright or protected stowage should be carefully observed.
Light cases and cartons should be stowed one upon the other so that each one below bears the full weight of the one
above and particularly in the case of cartons of canned goods, no overhangs should occur which might distort the
cartons and rupture the contents. Refrigerated cargo requires special care to ensure that adequate air can move
through and around the cases, crates or cartons as required for the particular commodity.
Any broken or holed cartons, cases or crates should be examined at time of loading and if the contents are intact they
should be repaired prior to stowing. Pilfered or badly damaged cases, etc., should be rejected or the bills of lading
claused accordingly.
Drums, Barrels, Casks, etc.

Drums may be made out of metal, fibreboard or rigid plastic. Casks are built of wooden staves bound by hoops.
Cask drums
70
`
barrrels
Commodities
Liquids such as latex, chemicals, whisky, detergents, oils, molasses, casings, paints, etc., may be carried in drums
and casks. Powders, granules and other solids such as chemicals, cement, some ores, swarf and scrap metal (usually
in second-hand drums) may also be shipped in such containers. Some of the above may be classed as Dangerous
Goods, in which case the packaging requires the appropriate approvals and labelling.
Characteristics
The bilge (the part with the greatest circumference) of a barrel or cask is the part least able to support external
pressure, so the weight should be taken by the quarterwhich is near the ends. Metal drums may have hoops to
improve their strength and to facilitate rolling and manoeuvring by hand. Care should be taken to achieve a level stow
as the bands or rims may produce chafe damage to adjacent drums or other cargo packaging. Light drums such as
fibreboard can only take top weight when in the upright position.
Drums Handling
Drums are normally handled with rope slings, nets or trays. Metal drums may be lifted using drum handling
attachments or mechanical equipment which grips the top rim of the drum. Care by the operator is needed to avoid
puncturing the drum when gripping or carrying in this way. Side clamps and barrel handlers are also standard
attachments for mechanical handling equipment and are used if drums and barrels are sufficiently robust to take this
type of treatment.
Drums and barrels should not be balanced on the tines of a fork lift truck for positioning and stowage as this system is
prone to accidents and spillages. If drums or barrels are placed on pallets there will be a loss of space particularly if
the pallet is not square and does not have plan dimensions which are multiples of the diameter of the drum. While it is
not recommended, it may occasionally be necessary for drums to be dropped, e.g. while unloading a container on a
trailer to ground level. In this case some form of protection should be provided on the ground (e.g. old tyres) to break
the fall.
Drums Stowage
Drums stowed on their side should not have other cargo stowed on top. Drums holding liquids should always be at the
bottom of the stow with the bung or lid uppermost. Barrels stowed on their sides should be "bung up and bilge free",
i.e. the bilge of the barrel should not support any weight, and quoins (shaped wedges) should be used to support the
weight at the quarter.
As a general rule, fibreboard drums should always be upright. When more than one tier of metal drums are to be
stowed, particularly into a container where vibration may be experienced during inland transport, it is prudent to lay
soft dunnage (wood, hardboard, chipboard) between each tier. This may not be necessary if drums are designed to
nest one above the other, although it is usually prudent to provide intermediate dunnage in a container, which allows
the rings of the drums to bite in and grip and also protects against chafe. Since some rolling hoops on metal drums
form part of the drum wall itself, these hoops may be very vulnerable to chafe, and in some instances may need
71
`
protection with soft dunnage to prevent them rubbing one against the other and rupturing while in transit.
The tops of drums which have been standing out in the open may hold rain water, frost or snow trapped within the
rims. This should be tipped out and if possible the damp areas allowed to dry before loading into a compartment or
stuffing into a containerparticularly if other cargo in that compartment can be affected by moisture.
Returned empties (i.e. drums, barrels, etc., which have been emptied of their cargo and are being returned to source)
should be treated as far as contamination, source of liquid, dust, etc., is concerned as though they still held the
original contents, unless a certificate is provided to say otherwise. In particular, empties being returned after carrying
Dangerous Goods should be treated as dangerous unless a chemist's certificate declares that they are free of residue
from the previous cargo .
Care of ship and cargo on the loaded voyage
Cargo temperatures and sampling of air in holds
When carrying some cargoes such as coal and grain the temperature of the cargo should be obtained regularly to
detect signs of heating. Temperatures are usually obtained from thermometers lowered into the sounding pipes on
the port and starboard sides at the after end of each hold. An additional temperature pipe may be sited beside the
hold ladder at the fore end of the hold. The most accurate and reliable readings will be obtained by making sure that
the thermometers are lowered to a level which is well below the surface of the cargo and that they are left in position
for several minutes. Where possible there should be a thermometer for each position and thermometers should be
left in place permanently and withdrawn rapidly when readings are required.
Mercury thermometers are considered to be less satisfactory for taking cargo temperatures unless fitted with a
maximum temperature indicator and reset before the taking of each reading, and one authority23 recommends the use
of suitably calibrated pyrometers.
When carrying coal it is necessary to test the air in the holds for hazardous gases. This process, like the taking of
temperatures, is fully described in that part of Chapter 19 which describes the carriage of coal cargoes.
Fumigation to monitor
If the cargo was fumigated before departure from the loading port and if fumigation is continued in transit, regular
checks should be made for leakage of the fumigant for so long as it remains active. It is essential that ships make a
declaration in their pre-arrival notice if the cargo has been fumigated 243 and where possible cargo holds should be
ventilated before arrival to ensure that the required safe level of gas has been reached.
Cargo lashings to check
Bulk carriers are required from time to time to carry cargoes which are secured with lashings. Steel coils carried below
decks and sawn timber and logs on deck are cases in point. When cargoes are lashed a regular routine of inspecting
the lashings daily, or more frequently, is essential. The frequency of the inspections must be increased early in the
voyage before the cargo has settled, in bad weather and at any time when each inspection finds noticeable looseness
in the lashings.
Lashings can become loose for a variety of reasons. If the ship is pitching and rolling heavily lashings will be
stretched as the cargo is accelerated first in one direction and then in another. Wet logs will shrink significantly as
they dry out. The cargo will settle as the ship works. Movement and vibration can cause fastenings to slacken or
disengage if they have not been locked.
Any slackness in the lashing system will allow cargo to move and once it can move it will further damage the lashings
and readily break adrift. It is essential that lashing systems are inspected frequently and thoroughly and that lashings
are efficiently retightened as they become slack. When it is necessary to inspect and tighten cargo lashings on deck
or in the holds in bad weather, the ship must be hove-to and the inspection must be carried out with the precautions
described below.
72
`
Inspections
Inspections in good weather: During a loaded voyage a bulk carrier has a low freeboard and is likely to ship spray
and seas on deck and over the hatches even during moderately adverse weather. These calls for a high level of
alertness from the Master and his officers to ensure that ship’s company, ship and cargo are brought safely to their
destination.
In good weather it is prudent for the chief mate to carry out an informal inspection of the decks at least once a day
and to satisfy himself that all is secure on deck before the end of the working day. Storeroom doors, access hatches
and manhole covers if left open during the night can lead to flooding, damage or even, in extreme cases, the loss of
the ship if the weather worsens. If bad weather is anticipated lifelines should be rigged along the length of the deck,
port and starboard, in good time
Inspections during rough weather:
During rough weather the blows which a ship receives from the sea when the bow strikes the swell and when waves
are shipped over the decks and hatches can cause damage to her structure and can loosen fastenings and fittings or
break them adrift. The ship’s violent motion can cause cargo, stores and spares to shift or break adrift. Damage of
this sort can be disastrous and every effort should be made to ensure that the ship is all secure. In recent years ship
design and equipment has been developed to reduce the need for dangerous physical inspections of holds and
forecastle spaces during rough weather. Inspections should never be undertaken recklessly but are a valuable
complement to WIDS alarms, gauge readings or information gained from binoculars or closed circuit TV.
Because conditions on deck are likely to be hazardous during rough weather an inspection will require organisation
and planning.
Wherever possible it should be undertaken during daylight hours. A procedure which can be recommended is for the
Master to take the bridge, sending the chief mate, bosun and several seamen to make the inspection. The inspection
party dress in high visibility heavy weather clothing and equip themselves with VHF radios, and with hammers,
crowbars and such other tools as they anticipate they will need to tighten dogs, cleats, brakes and lashings.
When ready to commence the inspection they report by VHF radio to the Master on the bridge, who is also equipped
with a VHF radio. The Master then heaves-to the ship by reducing speed and/or altering the heading as required to
provide a deck which is reasonably steady and shipping no water. It is worth waiting for five or ten minutes (or
longer on a big ship) for the changes in speed and heading to take effect to ensure that the ship is well hove-to and
the decks are safe for the inspection party. When satisfied the Master will inform the inspection party which is the lee
side and will instruct them to proceed.
Walking the length of the foredeck on the lee side and also inspecting between the hatches, the inspection party will
check that hatch cover cleating is all tight and access hatches properly battened down. Loose fittings will be
refastened and damaged items inspected and the damage assessed. If the ship possesses masthouses they will be
checked for leakage or for items broken adrift. Soundings located on the lee side of the foredeck can also be taken.
The forward spaces of a bulk carrier are particularly vulnerable to flooding. They will be inspected and the forecastle
WIDS alarm and high level bilge alarm, if fitted, will be tested. The proper securing of the anchors will be confirmed,
as will the sealing of the spurling pipes to prevent water from flooding the chain lockers. Forepeak and chain locker
soundings will be taken.
When all is secure in and on the forecastle, the chief mate will report this to the Master who will decide whether it is
safe for the inspection party to inspect the remaining side of the foredeck. Before this can be done safely it may be
necessary to put the weather on the other bow and whilst this is done the inspection party will either remain within
the shelter of the forecastle or will have returned aft to the accommodation. The inspection of the second side of the
foredeck, when it can be undertaken with safety, will be similar to the inspection of the side first inspected.
Hold inspections in rough weather:
In addition to the inspection of deck and storerooms described above it will be necessary to inspect the holds if a
cargo such as steel products is being carried and may have broken adrift or if the possibility of flooding is
feared. Where possible inspections in bad weather should be avoided because of the hazards created by a rolling ship
and men who are encumbered with heavy clothing, but when an inspection is necessary the normal safety procedures
for entering an enclosed space must be followed . The inspection is likely to be a slow process, though time will be
73
`
saved if the inspection party has a really powerful torch and much of the hold can be viewed from the access
ladder. When an inspection is undertaken during bad weather and it is necessary to heave-to, these facts should be
recorded in the deck log.
CARGO VENTILATION
Speaking generally, bulk cargoes are ventilated to prevent the formation of cargo sweat or ship’s sweat which could
damage the cargo, to reduce the harmful heating of a cargo, and/or to remove hazardous gases from the cargo
spaces. Ventilation in the wrong circumstances can do considerable harm and before a decision is made to ventilate a
space it is necessary to consider the requirements of the cargo, the temperature and humidity within the holds and
outside and the presence or absence of sea spray. The types and positions of ventilators with which the ship is
provided must also be taken into account.
Hold ventilators: Most bulk carriers built since 2000 are provided with two hold ventilators set into the forward end
of the hatch covers and a similar pair of ventilators set into the after end of the hatch covers.( These are easy to open
or close, easy to clean, cheap to fit and maintain but are more exposed to sea water and spray on deck than are
mushroom ventilators, and therefore require more attention. Ventilators of this type do not contain fans. The
arrangements within the hatch cover depend upon whether the hatch panels are single skinned.
Older bulk carrier and any bulk carriers fitted with mechanical ventilation are more likely to be provided with two or
four ventilation trunks per hold, with one or two situated at the fore end of the hold, and one or two at the after end.
To avoid passing through the topside tanks these ventilator trunks are situated close to the ship’s centreline. Within
the hold each such trunk often terminates in a simple square, round or rectangular opening in the deckhead (Fig.
15.4). Alternatively trunking may continue down the bulkhead, with slots at intervals to admit air to the hold at
various levels. Portable plates can be put in place to close the lower slots, when ventilation at lower levels in the cargo
is not wanted.
Above deck the ventilation trunks may stand alone, each fitted with a mushroom cowl which gives some protection
from spray and from the direct force of any wind (Fig. 15.5 and 25.6), or they may be built into the structures of the
masthouses with openings situated in the masthouse sides, the masthouse top (Fig. 6.1), or at the masthead (Fig.
6.3).
Every ventilator must be provided with a means of closing so that all ventilation can be stopped in the event of fire.
The means of closing may be in the form of a ventilator flap (or ‘damper’) set within the vent trunk (Fig. 6.3) and
operated by an external lever, or a watertight door (Fig. 6.1), or may consist of a cowl which can be screwed down
into a closed position by the operation of a valve wheel (Fig. 6.2 and 15.5).
Some bulk carriers are provided with ventilator fans set in the trunks of ventilators. When fans are provided they are
normally fitted in the ventilator or ventilators at one end of the hold. Ventilator fans can usually be run in both
directions so that they can be used either to deliver air to the hold or to draw air from the hold.
It may be possible to vary the speed of the fans, selecting full speed or half speed or a larger range of options.
Ventilation assisted by fans is known as mechanical or forced draught ventilation, whilst ventilation which occurs as a
result of natural movement of air is called natural ventilation. Natural ventilation can occur as a result of a wind
blowing, the ship’s motion, or the circulation of air resulting from temperature differences.
The Regina Oldendorff is provided with one ventilator at each end of each hold.
These ventilators pass vertically through the masthouses with the forward ventilator in each hold being on the
starboard side and the after ventilator on the port side. The ventilators terminate on top of the masthouses with
grilles which face aft and are provided with watertight doors (Fig. 6.1). No fans are provided, so any ventilation is
natural.
Some older vessels are provided with ventilators of the hinged-door type set into the hatch covers, or with portable
ventilator cowls, in addition to the mushroom or cowl ventilators at the extremities of the hold. Such additional
ventilators are required to provide surface ventilation within the hatch square when a ship is carrying a cargo which
fills the hold to coaming level, thereby sealing off the hatch square from the rest of the compartment (Fig. 15.6). The
portable ventilator cowls have to be bolted in position on the hatch covers when blank plates have been removed.
74
`
75
`
76
`
Reasons for ventilating
A number of difficult cargoes have special ventilation requirements to prevent overheating or to remove dangerous
gases.
In such cases Masters and officers should be guided by any instructions provided by owners, charterers, shippers
and/or the IMSBC Code5.
In Chapter 19 the carriage of several typical cargoes is described and these provide a good illustration of the varied
reasons for ventilating. Coal is ventilated to remove hazardous gases. With steel a major object is to avoid the
formation of sweat, which would damage the cargo. Iron ore has no particular need for ventilation although it is
desirable to maintain a dry and healthy atmosphere in the holds for access and to reduce corrosion.
When there is no special need to remove gases, the reason for ventilating is to remove moist air and replace it with
drier air to discourage the formation of sweat.
Sweat: Sweat is the name given by seamen to condensation which occurs in a ship’s cargo spaces. There are two
types of sweat, ship’s sweat and cargo sweat. For sweat to occur there must be moisture in the hold atmosphere and
a difference of temperature between the ir in the hold and the cargo or the ship’s steelwork.
The temperature difference usually occurs as the ship moves from one climatic region to another or from a cold to a
warm current or vice versa, and the larger the change in temperature the more likely is the formation of sweat.
Sources of moisture in cargo spaces: The most important source of moisture in a hold is the cargo. Most
commodities, particularly materials of vegetable origin, possess some natural moisture and create an atmosphere,
known as the storage atmosphere, in any compartment in which they are stored 23. Moisture in a hold can also be the
result of rainfall during loading and the air in a hold will be moist if conditions were moist when the hold was closed on
completion of loading.
The amount of moisture in the air is measured by its dewpoint, which is the lowest temperature to which a mass of air
can be reduced without condensation occurring. As condensation is a ‘bad thing’ it is helpful to remember that air with
a high dewpoint is a ‘bad thing’. Dewpoint is obtained from a table, entered with readings taken from the wet and dry
bulb hygrometer.
Cargo sweat: Cargo sweat consists of condensation which forms on the surface of cold cargo when warm moist air
comes in contact with it (Fig. 15.7). Cargo sweat will form when the dewpoint of the air in the hold is higher than the
temperature of the cargo. This is most likely to occur when the ship has loaded a cargo in a cold region and air is
admitted to the hold as the ship is travelling towards a warmer region.
To prevent cargo sweat when passing from a cold region to a warm region all ventilation should be stopped and the
hold should be kept closed, with the air unchanged, as far as possible. The temperature of the cargo will only rise very
slowly to equal the external atmosphere, and so long as the hold remains closed the air within it will gradually become
warmer and able to hold more moisture.
77
`
With an inert cargo the dewpoint of the air in the non-ventilated hold remains constant as it warms up. If the cargo
contains moisture it will give off moisture as it warms up. However, as the heat will flow from the shell of the ship
into the hold atmosphere and from the hold atmosphere to the cargo, the temperature of the hold air stays a step
ahead of the cargo temperature. Any moisture given off by the cargo can be held in the air.
It will be safe and desirable to ventilate only after the surface temperature of the cargo has risen to equal that of the
air outside the hold or when the external air is exceptionally dry, so that its dewpoint is lower than the temperature of
the cargo.
Ship’s sweat: Ship’s sweat is the condensation which occurs when warm moist air in the hold comes into contact
with the cold steelwork which forms the deck and shell plating of the ship (Fig. 15.8). Ship’s sweat will form when the
dewpoint of the air in the hold is higher than the temperature of the ship’s steelwork, conditions most likely to be met
when the ship has loaded in a warm region and is steaming towards colder climates. Ship’s sweat caused by a low
external air temperature is most likely to be deposited first in the vicinity of the hatch coaming and the fore and after
ends of the hold amidships, as the topside tanks or double hull, even when empty, provide an insulating layer which
delays the penetration of cold from the external air to the plating forming the tank/hold separation.
When a cold current is met, causing a low sea temperature, the side shell plating between the topside and lower
hopper tanks will be cooled, providing conditions favourable for the formation of ship’s sweat in those areas.
When passing from a warm region to a cold region full ventilation should be continued whenever possible in order to
withdraw moist air from the hold and replace it by drier external air. If the cargo contains moisture, the air in the hold
will continue to be moist and will condense upon the ship’s cold steelwork unless it is continually extracted, and
replaced by drier air.
General guidelines for ventilation: Ventilation should be stopped, by stopping fans when in use and closing the
ventilators, when the vessel is shipping spray in the vicinity of ventilator intakes. Times of interruption of ventilation
should be logged.
On short voyages in small ships such as minibulkers employed in the European middle trades it is normal to carry out
no ventilation and to keep ventilators tightly sealed. With a low freeboard and regular rough weather the danger of
shipping spray into open ventilators is usually found to be far greater than the potential benefits from ventilation.
On longer voyages if the cargo requires ventilation cargo holds should be ventilated when the dewpoint of the external
air is lower than the dewpoint of the air in the hold. This will put drier air into the hold, forcing out wetter air and
reducing the possibility of sweat forming. Dewpoint readings should be logged. However, dewpoint in the hold may
be difficult to measure172. The hold may be full or unsafe to enter and when it is safe to enter any airflow will be the
result of ventilation, meaning that the true temperature within the hold is not being measured. Another way of
deciding when ventilation is needed for hygroscopic cargoes (agricultural cargoes such as grain, timber, animal
feedstuffs and woodpulp that have a moisture content that can interact with air) is to use the three-degree rule.
The three-degree rule:172 says that a hygroscopic cargo should be ventilated when the temperature of the outside
air is at least 3°C below that of the cargo temperature taken at loading. This rule avoids the need to take readings in
the holds after the voyage has commenced and relies on the fact that the temperature of hygroscopic cargoes, except
at their boundaries, changes very slowly during a voyage. However it should be noted that one authority (see
Appendix 19.2) advises that the ventilation of grain cargoes is likely to do more harm than good.
Ventilation practice: When natural ventilation is being used with open ventilators at both forward and after ends,
the air in the hold tends to travel from aft to forward. When forced ventilation is used it is normal to take advantage
of this tendency and to drive the air from aft to forward.
Air forced into a hold by a fan will seek the shortest and easiest route through the hold. If the only route by which the
air can leave the hold is through a ventilator at the far end of the hold, the air will tend to flow directly to that
ventilator across the surface of the cargo. If an access hatch or other opening close to the inlet vent is left open, the
air will leave the hold by the access hatch without travelling the length of the hold. This is known as ‘short cycling’ and
is an inefficient form of ventilation. Short cycling should be prevented by ensuring that only ventilators are left open
when the hold is closed.
When a hold is loaded with a bulk cargo the ventilation provided is usually surface ventilation, with air flowing over
the surface of the cargo from ventilators at the after end of the hold to ventilators at the fore end of the hold or, in
78
`
newer ships, from ventilators in the after end of the hatch covers to similar ventilators in the fore end of the hatch
covers.
Ventilators situated at the hold ends can provide surface ventilation only for the nearby hold ends when the cargo is a
low-density one topped up in the hatch square and preventing a flow of air from one end of the hold to the other.
When the hold is filled the hatch square requires separate ventilation.
Through ventilation of a bulk cargo, when air is forced into the body of the cargo, is not normally required and is
difficult to achieve. Some through ventilation can be provided aboard ships in which ventilator trunks extend to the
bottom of the hold bulkheads. Through ventilation of coal is likely to cause heating and must be avoided.
The capacity of a ship’s hold ventilation fans is normally expressed in the number of air changes that can be achieved
in an empty hold per hour. When a cargo is carried the number of air changes per hour will be increased, because the
quantity of air which the hold contains is reduced.
Procedures in conducting routine inspection during loaded voyage
 Determine whether the cargo requires ventilation

 Follow any instruction for ventilation
 Take dew point readings and ventilate when dew point in the hold is higher than dew point outside
 Log dew point readings and times of stopping and starting ventilation with reason
 Take full set of soundings everyday and study them for any unexplained increase or reduction of sounding.
 Investigate promptly for any unexplained change in sounding
 When water drains from the cargo the bilges should be pumped before they fill and record should be kept of
the tonnage of water removed.
Test hold bilges regulary for acidity and pumped them dry if they are found to be acid.
Inspect the decks daily and ensure that storerooms ,hatch accesses ,hatch covers and manhole covers are secure at
the end of the day and before the onset of bad weather.
In bad weather inspect the decks daily ,taking all necessary precautions to ensure the inspection is safe and thorough.
Report cargo temperature ,bilge ph readings and gas readings if required
Inspect cargo for problems immediately upon arrival
Sounding
What is Sounding?
Checking the level of the fluid in a tank is considered as part of sounding process on ship. The final sounding value of
the tank is the total quantity of fluid (oil, bilge, sludge, or water) inside a ship’s tank. The initial process is to first
measure the depth of the fluid from the surface to the bottom of the tank by using sounding tape.
The sounding tape value is later used in calculation of the final sounding value, which is derived using the sounding
table taking the list and trim of the ship into account and the temperature at which the fluid (specifically for oil) is
stored (As density of oil is effected by temperature
79
`
Method to take sounding of the ballast water tank:
 Apply the water finding paste onto the sounding tape in the area of estimated depth.
 Drop the sounding tape inside the sounding pipe.
 Ensure the bob strikes the striker plate at the bottom of the tank.
 Coil up the tape looking up for the impression temperature
Importance of Sounding:
Is it necessary to take soundings of various tanks every day? Yes.

In some cases the sounding has to be taken in every watch. A ship is a floating factory with several machinery and
system working continuously. These machines require fuel oil, lube oil and water to operate and these fluids are
consumed from service tanks or sump tanks. The service and sump tanks on a ship needs to me sounded every watch
to ensure the level is maintained.
The service tanks and sump tanks levels are maintained by filling them up with appropriate fluid using storage tanks,
which are sounded once in a day.
The four most important operations which are dependent on the sounding values are:
 Stability of the ship: The ship stability highly depends on how various fluids (Oil, water, fluid cargo etc.) are
stored to tackle the free surface effect, which is a very important factor for defining ship’s stability
 Voyage Planning: The current volume of fluids (oil, water etc.) in various tanks and the estimated volume
needed to reach the next port or complete a voyage needs to be known before the ship sails off. This is to
ensure a minimum quantity is always maintained even when ship is diverted to a longer route so that the
essential fluids used to run machinery and system do not get consumed early, which may leave the ship
stranded. Also, to plan bunkering of fuel or receiving of fuel, company needs to be intimidated well ahead of
time for making arrangements in preferred port of call, hence sounding of all tanks in a ship is very important.
 Cargo Planning: The cargo loading and arrangement of the cargo at different bays or holds are performed by
the planner based on the current stability of the ship. The knowledge of volume in various tanks is important
to perform this task to avoid damage to the ship structure and to avoid any other risk to ship’s stability
 For Assessing Leakages/ loss: Regular monitoring and keeping record of sounding for tanks containing oil
and water will be very helpful to understand leakages or loss of content from the tank. For e.g. An oil storage
tank which is not in use if shows decrease in the sounding value, it might be due to open/ malfunctioning
valve of the tank or due to leakage from the tank. Also, the sounding values of service tanks in engine room
are used to determine the fuel/ lube consumption of machinery.
80
`
LEARNING LOG NO. 5
Essay on Cargo Lashing and Securing

Direction: Below are the following topic involving cargo lashing and securing of cargoes prior to departure, express
your thoughts by creating a comprehensive discussion in a maximum of 50 words. A Short Answer Rubric is provided
in the succeeding page for you to know on how you will be graded.
1. What is the reason of why we are going to lash and secure cargoes prior departure?
2. How will safe stowage and securing of cargo be achieved?
3. How will cross tier method work in stowing bags of rice into the hold?
4. Why lashing shall not be released for unloading before the ship is secured at the berth and without the master
express permission?
5. How can inherent vice damage cargo ?
81
`
Short Answer Rubric

Criteria
5 3 2 1
degree of attention to logically organized with logically organized. organization. It shows
Organization of logic and reasoning of transitions used between Some points remain some coherence but
Thoughts points. Unity clearly leads ideas and paragraphs to misplaced and stray ideas lack unity.
(5) the reader to the create coherence. Overall from the topic. Serious errors.
topic. essay.
5 3 2 1
synthesis of ideas, thinking and develops ideas thinking and reasoning and reasoning but
Level of Content indepth analysis and with sufficient and firm applied with original most ideas are
(5) evidences original evidence. thought on a few ideas. underdeveloped and
the topic.
5 3 2 1
developed with high with quality supporting with limited detail and detailed development.
Grammar and quality and quantity details and quantity. Critical development. Some Ideas are vague with
Development support. Reveals high thinking is weaved into critical thinking is little evidence of
(5) degree of critical points. present. critical thinking.
thinking.

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4
/15
5
/15
Total Points /75

82
`
LEARNING LOG NO. 6
Essay on Cargo Watches

Direction: Below are the following topic involving cargo watches while underway, express your thoughts by creating a
comprehensive discussion for a maximum of 50 words. A Short Answer Rubric is provided in the succeeding page for
you to know on how you will be graded.
1. Why should ship’s crew conduct routine cargo watches while underway?
2. In adverse weather condition do ship’s crews stop conducting cargo inspection?
3. While underway the chief officer instructed to do some routine inspection inside the hold. What will be your
actions or measures when conducting inspection?
4. Why it is that daylight is preferable for cargo inspection during rough weather condition?
5. How important is cargo watches to the ship’s crew?
83
`
Short Answer Rubric

Criteria
1
5 3 2
topic. essay.
1
5 3
2
the topic.
1
5 3 2
thinking.

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4 /15
5 /15
Total Points /75

84
`
Care of Cargo During Voyage
I have learned from the topics that ____________________________________________________

____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
85
`
Exceeds Meets
20 15 10 1
a new way. /20

problems.
/20
10 7 4 1
Mechanics and Correct spelling and Few spelling errors; Several spelling, Many instances of
Grammar grammar some minor punctuation and incorrect, spelling
punctuation and grammar errors. punctuation and
grammar mistakes grammar errors
/10
Total Points
/50
86
`
Lesson 4
Inspection, Reporting and Damage
Report

1. discuss proper procedures on how the inspections shall be carried out;
2. explain the importance of ensuring a reliable detection of defects and damages;
and
3. describe the purpose of the Enhanced Survey Programme.
87
`
Course Code SEAM 3
Course Title Cargo Handling and Stowage ( non-dangerous)
Lesson 4 Week 4
Module Topic Inspection, Reporting and Damage control
1. discuss proper procedures on how the inspections shall be carried out;
Intended Learning 2. explain the importance of ensuring a reliable detection of defects and damages; and
Outcomes 3. describe the purpose of the Enhanced Survey Programme.
Number of Hours 18.0 Hours (16 hours Self-directed learning and 2.0 hours Assessment Tasks)
1. How the procedures during inspection should be carried out?
2. How to ensure reliable detection of ship defects and damages?
Study Questions
3. Why is there a need to understand the purpose of the Enhanced Survey Programme?
Required Suggested
Handling and Stowage (Non- Dangrous Goods by Sea: Springer, 2008.
Dangerous Goods). College of  Kim, Kap Hwan & Gunther, Hans-Otto.Container
Maritime Education, University of the Terminals and Cargo Systems: Springer, 2007.
Visayas.  https://cultofsea.com/cargo-work/hatch-covers-
Learning Resources  Table A-II/1 of the 1978 STCW Code function-inspection-tests-precautions-operation-
as amended Function: Cargo maintenance/
handling and stowage at the  https://www.marineinsight.com/guidelines/inspec
operational level. ting-tanks-onboard-ships/
 Annex A of CMO No. 20, Series of  https://www.marineinsight.com/maritime-
2015 (Curriculum Mapping for BSMT) law/what-is-enhanced-survey-programme-esp/
1. Student shall study and learn Lesson 4 on Inspection, Reporting and Damage Control.
Student may refer to the suggested and other recommended learning materials indicated in
this Course Study Guide as additional reading resources.
Course Notes.
3. After careful study of the topics the student shall then divert his interest through the Learning
Learning Activity Log 3 (Short Answer Exam on Inspection, Reporting and Damage control), which is purposely
Learning Log 7
Required Output Weekly Student Journal no. 4
Learning Log No. 7 - Short Answer Exam on Inspection, Reporting and Damage control
Assessment Tasks
Weekly Student Journal Entry 4
Assessment Tool
Target Competency

88
`
Tank Inspection on Ships: 9 Fundamental Conditions
to Check
Enclosed spaces are a fundamental component to the ship’s structure and are also circuitously critical for the
economics of running the shipping company.
A large part of the ship’s earnings in the form of cargo (dry as well as wet) is exhumed from large void spaces
commonly known as ‘tanks’, within the configuration of the ship.
As a matter of fact, the steel tanks aid with the ship’s stability, especially when stability is associated with juggling
between filling and discharge of fuel oil or water as ballast/domestic.
Considering the immense significance of these spaces, they have to be regularly maintained. Planned inspections and
regular cleaning/repairs would be best for ascertaining the top shape of the ship’s hull and its components.
However, it is proven that over time the ships’ steel deteriorates structurally, and if left unchecked, can worsen
to serious framing and compositional defects with sometimes causing loss to ship, even lives.
Consequently, in order to avoid such premature loss to life or for that matter loss of revenue from forced off-hire
periods, effective repairs are indispensable; this includes visibly examining the tanks methodically.
The intention of this study is to present a generic guide of how to go about inspecting the ships tanks namely, cargo
holds/tanks (dry and wet), ballast tanks, void spaces, fuel oil tanks, freshwater storage tanks, etc.
Credits: karelstudio/depositphotos.com
89
`
Let’s first quickly run down through the general defects that affect the steel structures due to direct wear and tear:
1. Corrosion – Also considered as ‘material wastage’, it is the lead cause for structural deformations and fracturing.
It is by far the most ‘common’ of all other defects directly related to steel and its components.
If left unattended, corrosion is a disaster waiting to happen; either by cargo or fuel oil contamination, structural
losses, pollution and finally possible loss of the ship itself.
2. Deformation – It is a sub-component defect caused due to damage to steel platings or material failure. It could be
a change in shape or physical disfigurement of steel that is caused either by implosion (caused due to vacuum build
up in tanks) or explosion, excessive dynamic (wave bending / loading) as well as static stress (ship’s hogging and
sagging conditions)and strains onto the steel structures, and likewise.
It should be noted that deformations observed on the ship’s hull are more likely to affect structures on the interior too.
3. Fractures – This is due to the propagation of cracks through the steel plating, which has been left unattended,
obviously. Most of it occurs due to excessive stress concentrated on weakened steel plates throughout the tanks’
dimensions.
There have been many cases where inspectors have arrested ships, especially bulk carriers, where imminent cracks
(mainly due to concentration of stress) through the cargo areas have been observed. Welding defects have also been
observed to be the cause of fractures.
As we are aware that entering the tank or the enclosed spaces onboard encompasses certain mandatory procedures,
which should be followed in particular. Prerequisites such as Permit to Work in Enclosed Spaces, PPE, high beam
lighting, oxygen/gas detection meters, communications, etc. are mandatory while undertaking such critical operations.
Once all the essentials are in place, a competent officer should head the inspection process after chalking out the
tasks that are required to be ticked off, say for completing a PMS. Needless to say, onboard checklists provide a
complete synopsis as to what one has to confirm while inspecting the tanks.
Credits: karelstudio/depositphotos.com
90
`
Here are a few pointers one should specifically identify while inspecting the steel tanks.
1. Assessing the overall condition – Immediately on entering the enclosed space one can figure out the tank’s
well-being by considering the state of the access ways and the ladders, paint coatings, and by closely observing areas
susceptible to corrosion such as near the weld joints. Rungs, step ways and ladders are often the foremost members
that are exposed to deterioration due to oxidation.
The competent officer should examine the material wastage throughout the set of access ways and related
components. An overall study of the paint coating would permit the competent person to estimate how the tank has
reacted to general corrosion.
For easy identification of loopholes, the paint applied on the surface is generally light in colour. Thereby, re-coated
areas can be easily spotted, should be re-checked for coating failure or for scaling or pitting in the vicinity.
2. Condition of corrosion levels – General corrosion appears to be as non-protected oxidation that tends to crop up
homogeneously on internal surfaces of the holds or tanks which have been left uncoated. The corroded scale
frequently breaks off, revealing the bare metal, which is susceptible to corrosive attack.
In tanks and holds that have been coated, corrosion starts affecting the moment the coating starts breaking down.
Determining thickness reduction in the steel plates is difficult unless excessive shrinking has occurred.
For example, corrosion on the inner surfaces of the liquid cargo tanks (example, Crude Oil Tankers) is mainly due to
the mixture of corrosive gases, crude oil acids, as well as seawater (Crude oil washing).
This along with the fluctuations in temperatures within the tanks and structural flexing, over a period of time, shrinks
the thickness of the steel plating and associated supports, ultimately leading to failure of the steel structure.
Careful examination should be carried out in areas such as – in the vicinity of sounding pipes and striker plates,
openings for the air vents and tank gauging, internal piping including expansion joints, dressor coupling and related
fittings / joints / clamps, near the operational valves within the tanks, bilges and tank top areas, underside of hatch
coamings / tank openings, bulkheads in general, joints associated with girders, web frames, etc.
3. Condition of ‘sacrificial’ anodes fitted inside the tank – Normally such sacrificial anodes are made up of zinc
among other elements and provide excellent preventive measures to fight corrosion within the tanks, especially the
ballast tanks. Due to their sacrificial nature, the anodes, over a period of time get ‘wasted’.
Hence, in order to maintain their integrity, anodes have to be checked and inspected closely for excessive wear and
tear. A record of material wastage should be maintained for future examining. One must also inspect whether the
anodes are well secured to the brackets provided.
4. Checking for Damages / Cracks / Deformations – Adequate lighting in the tanks is necessary for the
inspection work and for identifying deformations or surface dents.
Shadows are one of the best indicators to highlight any buckling or cracks within the tanks. However, this may not be
the case for darker paint coatings (Coal Tar Epoxy, for example) where the tanks have to be lit up to the max in order
to locate the defects.
Deformations may generally not be readily obvious when viewed over a larger area. To identify this, it is a good idea
to highlight the area using a high beam torch by projecting it parallel to the surface.
Where it is difficult to identify defects in a straight line by the torch, the old school method of using a length of string
or rope could be considered for determining the obscured deformations on the surfaces.
Buckling is another condition of large deformations which can be caused due to a diminutive increase in loads.
Permanent buckling may arise due to overloading weak structures (read – corrosion or contact damage).
91
`
Image for representation purpose only. Photo by MikhailPopov
5. Pitting corrosion and blister formation – Pitting Corrosion is often known to be observed in the bottom plating
of ballast tanks especially near the ‘bell-mouth’, near the ‘bell-mouth’ in a liquid cargo tank, or next to suction wells
associated with the submerged pumps fitted within the tanks.
Pitting Corrosion begins mostly with the local breakdown of the coatings, exposing the bare metal, and thereby
getting accentuated by oxidation and galvanic reactions in the area.
Blister formation is a common sight in areas where the surface preparation is inadequate prior to application of paint
coats or for some reason the coating failed to adhere to the surface. The officer must be on a lookout for these
unwary bumps on the tank surfaces that may act as an alibi to the mounting decay underneath.
6. Condition of the tank gauging systems – Gauging systems that include gas measuring gauges, pressure
gauges, temperature gauges, remote level sensing meters, sounding pipes, as well as the striker plates, should be
checked for operational abnormalities.
Rusting, too, is often found underneath the tank top near the conduits that encompass the gauges. If possible, it is
always a good idea to try and clear out debris (example – mud, oil deposits) manually from the remote measuring
sensors and attempt operating them. For example, during the inspection process physically testing the ‘remote’ gas
measuring devices may be well worth the assessment.
92
`
The gauges fitted inside or outside the tank must be calibrated during a major inspection (dry dock) or at intervals
defined by the maker.
7. Condition of the Safety Devices – Safety devices fitted in the tanks is critical for providing the operators a
remote indication of an unwanted threat such as water ingress in the bilges of cargo holds due to sweating or any
other reason for that matter.
The importance of such devices onboard is high and should be regarded as a priority for visible examination. It is not
very frequent that the bilge high level and low-level alarms of critical spaces such as in the ship’s chain locker, dry
cargo holds, void spaces, etc. would be manually tested and scrutinised closely for operational deficiencies.
8. Condition of Mud or Sludge Build Up – Accumulation of mud and oily sludge in the tanks could be detrimental in
terms of hiding away serious defects and also to promote the development of structural deterioration underneath the
horizontal/parallel surfaces.
Therefore, it is highly recommended to remove the excess debris prior any tank inspection, this means washing the
crude oil tanks enough in order to visibly locate the defects, or physically hosing down the mud accretion in ballast
tanks.
This also aids in identifying any bottom shell pitting corrosion or deformations.
9. Condition of Cargo Equipment – Cargo equipment within the tanks includes heating coils, cargo pumps, crude oil
washing machines, remote gauging systems, temperature/heat sensors, etc. Leak test using compressed air or steam
could be carried out on heating coils whereby the pipe-work and steam traps within the tanks must be thoroughly
inspected visually for faults and leaks.
The competent officer should also physically ensure the optimal operation of all the cargo equipment fitted internally.
This could be done by remotely trying out the system from a control room and feedback confirmed from within the
tank. Any irregularity in the equipment’s operation must be recorded and later reported.
Finally, a few other areas onboard susceptible to defects and damages that must be frequently examined –
– Ballast tanks that are bordering the hot Engine Room spaces
– Ballast and void tanks neighbouring the heated fuel oil and cargo tanks
– Tanks that are in the vicinity to areas where vibration levels are high
– Side shell spaces between the loaded and light draughts
– Tanks adjacent to external tug contact points
– Spaces in the forward part of the vessel, especially to be considered after heavy weather
Therefore, in order to detect and identify where a fault has occurred in the enclosed space most of the above-
mentioned factors would be needed to take into consideration.
93
`
For evidence and record keeping, using an intrinsically safe camera or any camera with a certified explosion-proof
housing for that matter is highly recommended.
Also on wrapping up the inspection, all the facts and findings must be entered in the ship’s official Tank Inspection
Record.
If deemed necessary, then a copy of the record must be sent across to the vessel’s Base Manager / Tech.
Superintendent.
A correspondence file must be maintained as a reference to all subsequent modifications or repairs carried out within
the tanks.
Hatch Covers – Function, Inspection, Tests,

Precautions, Operation, Maintenance
It is generally accepted that leaking hatch covers are a principal cause of dry cargo wetting. Hatches leak for a variety
of reasons, but mainly because of poor maintenance or failure to close them properly. Leaking or badly maintained
hatch covers can lead to more serious consequences than wet cargo- flooding accelerated corrosion or even loss of
the ship.
A watertight hatch cover is a cover designed to prevent the passage of water in either direction under a head of water
for which the surrounding structure is designed. A weathertight cover is a cover designed to prevent the passage of
water into the ship in any sea condition. Hatch covers are constructed to be weathertight, which means that, in any
transient condition, water will not penetrate into the ship through the covers.
However, it is apparent that minor leakage into a cargo hold during a hatch cover test is often erroneously considered
to be within a weathertight standard in practice, no leakage is the requirement. Your vessel will also carry oil and
hence requirements are more stringent with respect to water tightness. Many mariners think hatches are robust,
monolithic structures, thereby failing to appreciate the small tolerances on housing and gasket compression.
For example, a 4 mm wear on the steel-to-steel contact pads is sufficient to damage rubber sealing gaskets beyond
repair; 5mm sag along the length of the gasket can cause a large gap between the compression bar and gasket.
It is better to think of the hatches as complex, finely –made structures, to be handled with care. It is our aim here to
explain the key issues of hatch cover security and to achieve pro-active maintenance. It is crucial for safety at sea and
protection of the environment to maintain hatch cover water tightness and strength. Please see the Appendix 2 and 3
for checklists on hatch maintenance and PMS.
94
`
Example Description of Hatch Covers
Operation
Each hatch cover is operated by 1 hydraulic motor via rack and pinion driving system installed in the middle of the
port side. All hatches roll open to the port side. The control stands are located at the aft transverse coamings between
the hatches.
Nominal Hatch Dimensions
1F 11,400 X 17,100 /13280 mm

The other 9 hatches are of equal dimensions: 17,100 x 19000 mm.
Wheels
Wheels are made of high tensile steel material and the forward hatch wheels are provided with rail flanges whilst the
aft wheels do not have these rail flanges in order allow for a degree of free movement.
Hatch Packing
Weather Tightness: Solid Type Packing [NBR]
The rubber packing’s are installed in retaining channels made from hot rolled flat bar.
Compression Bar
Is made of stainless steel with round top flat bar [ sus 304] on hatch coaming top.
95
`
Weights
The Cargo Cranes have a SWL of 30MT.
Hatch Covers and their Function
The purpose and function of a hatch cover and its coaming is to prevent ingress of water into a cargo hold after a
large opening has been cut in the deck for cargo access. Hatch covers are a movable structure designed to a
weathertight standard.
Hatch Cover Construction
Typically hatch covers are lightweight steel grillages. Modern design methods using finite element technology enable
more efficient material distribution which results in lighter (thinner) structures. Construction from high tensile steel
results in even thinner plate being used. For this reason these lightweight structures must be ‘handled with care’.
Prevention of corrosion is essential-safety margins are finite.
Hatch Cover Function
Hatch covers provide a primary structural and watertight barrier to prevent water ingress into cargo hold. Rigorous
inspection, regular maintenance and prompt repair of damaged covers, securings and support are essential to
maintain fitness for purpose and, in particular
 To maintain sufficient strength to resist green seas landing on hatches in extreme weather
 To maintain a barrier against ingress of water during normal seagoing weather conditions
Failure to maintain hatch covers correctly can lead to physical loss of a cover in extreme weather and hold flooding
and possible foundering. Minor leakage can cause cargo damage and, if over a prolonged period , damage to the ship
‘s internal structure . Long-term structural decline can lead to structural collapse and total loss.
96
`
Support Pads and Landing Pads Making Steel to Steel Contact
Basic Procedures
Always Do
1. Carry out regular inspections of the hatch covers, beams and coamings to identify
 General levels of corrosion

 Localized corrosion at welds
 Cracks in joints and weld metal
 Any permanent distortion of plating and stiffeners.
2. If any cracks detected in main structural joints or local heavy buckling then inform office immediately
3. Be particularly vigilant after heavy weather.
4. Always rectify any steel to steel faults before renewal of rubber packing, else rubber packing will be ruined very
shortly thereafter.
5. Always replace missing or damaged rubber packing’s immediately. [THE MINIMUM LENGTH OF REPLACED
PACKING SHOULD BE ONE METRE].
6. Keep cleats in good serviceable condition and correctly adjusted.
7. Keep cleats, and wheels well-greased
8. Test hydraulic oil quarterly
9. Ensure oil levels are correct
10. Remember that continuing and regular maintenance of hatch covers and packing’s is more effective and hence
less expensive than sporadic inspection and major repairs.
97
`
Always
 Never treat temporary repairs as if these were permanent. The strength of the hatch cover and ultimately the
ship will depend on the quality of repairs. REMEMBER YOUR SHIP WILL ALSO CARRY OIL HENCE TAKE GREAT
CARE OVER REPAIRS.
 Never ignore serious corrosion, cracks or distortions in the covers and supports/coamings.
 Never APPLY PETROLEUM BASED GREASE OR PAINT ON RUBBER PACKING
 Never leave cleats unfastened when proceeding to sea
 Never open hatch covers at sea unless absolutely essential or keep them unattended if opened. Ensure the
gains outweigh the risks. [ Hatch covers weigh about 78 mt each]
Some Misconceptions about Hatch Covers
 HATCH COVERS ARE NON LOAD BEARING
Hatch covers can be subjected to very high pressure loadings during heavy weather. This heavy load induces
significant stresses at the component plating, girders and stiffeners.
 LEAKAGE IS AN INCONVENIENCE RESULTING IN CARGO WETTING
Leakage where unchecked causes severe flooding and endangers the ship and its personnel when v/l in dry mode and
when carrying oil, it will result in oil and gas leaks/pollution etc.
 RENEWAL OF RUBBER SEAL/WILL KEEP THE HATCH WATER/OIL TIGHT
Worn rubber is usually the result of worn steel to steel contact surfaces or a deformed structure. Rubber renewal
alone is futile unless the steel to steel contact surface is repaired.
 THE HATCH COVER SIDE PLATE WHEN CLOSED SHOULD REST ON THE COAMING TOP.
If the weight of the hatch is sufficient to cause distortion on its side plate [ hatch skirt] then landing pads are fitted to
the panel to transfer the weight across the coaming top which is so on your vessel.
 HATCH COVERS WILL ALWAYS LEAK IN HEAVY WEATHER
Hatch covers are designed to withstand the rigours of the sea. Provided the cleats are correctly adjusted, hatch
gaskets are in good condition and the construction material sound then hatch covers should not leak regardless of the
weather.
 SCREWING CLEATS DOWN HARD WILL ENSURE WEATHER TIGHTNESS
No amount of tightening of cleats beyond their correct position will improve hatch cover weather tightness. The hatch
covers are factory tested without engaging cleats. The weight of the hatch is sufficient to create the required gasket
compression. [ Hatch covers need to be cleated for protection against excessive movement]
 USAGE OF HATCH COVER TAPES WILL ENSURE WATER TIGHTNESS
The use of sealant tape gives a false sense of security. Hatch Cover tape is short term temporary measure that can be
used to stop water/oil from entering/escaping side joints. In bad weather sealing tape can be washed off and when
used with a certain amount of success will only result in the hatch being weather tight and not oil/water tight.
98
`
Leakage Problems
Most leakage problems occur because of poor maintenance. Although robust. Hatch covers will leak if compression
surfaces are not aligned correctly, or gaskets damaged or worn, and if there is a permanent overall distortion of the
covers.
Maintenance of the Hatch Cover Structure
Corrosion reduces the strength of a hatch cover. Reduced strength gives rise to increased deflection and possible loss
of the steel to steel contact when a hatch cover is loaded due to green seas. If corrosion is advanced it can weaken a
hatch cover to the point when moderate seas loading causes permanent deformation and permanent loss of the steel
to steel contact.
Maintenance of the Steel to Steel contact surfaces
Hatch covers are defined to make steel to steel contact between a defined part of the hatch cover and coaming when
closed. This steel to steel contact determines the amount of compression between the hatch gasket and compression
bar. Contact might be nothing more than the hatch skirt sitting on the metal landing pads.
When the hatch landing pad is worn, pressure on the hatch gasket (rubber packing) increases. If this wear is greater
than 4mm, increased pressure on the gasket will cause damage . Landing pad repair is essential.
Maintenance of Rubber Packing – Aged Gaskets
Ozone in the atmosphere accelerates ageing of rubber. If it becomes hard and loses elasticity, the entire length the of
aged gasket should be replaced. Place spare rubber packings in a well-ventilated store within the accommodation.
Maintenance of Landing Pads
The size and dimensions of a landing pad are dependent on the size and weight of the hatch cover. Landing pads are
normally located adjacent to cleats. The pads are fitted to the top of the coaming and to the side of the hatch panel.
Landing pads should always be repaired to their original design height
Leak Detection Tests
The two most common leak detection tests are:
1. Water Hose Leak Detection Test.

2. Ultrasonic Test. Ultrasonic testing is the preferred method because areas of inadequate hatch sealing are
accurately located.
3. Chalk Test. Chalk testing (another hatch test) gives only an indication of poor compression and potential leaks.
Chalk testing is not a leak detection test. Light testing is also effective but is potentially dangerous because
personnel are in a closed, dark hold looking for light infiltration. If hatches are found to leak during a test,
make the necessary repairs, then test again.
Water Hose Leak Detection Test
Water hose test is used to determine whether tightness of hatch covers. If correctly performed, hose testing will show
hatch joints that leak.
99
`
The general procedure for hose testing is to apply a powerful jet of water from a 20-50 mm diameter hose fitted with
a 12mm diameter nozzle held at a distance of 1-1.5meters from a hatch joint at a speed of 1 metre every 2 seconds.
The drawback of hose testing are:
 The hold needs to be empty

 It cannot be performed in sub-zero conditions;
 It requires the deck scupper drains to be open (potentially causing pollution);
 The test cannot pinpoint leaks accurately;
 Two people are needed to supervise the test.
Care should be taken to avoid excessive nozzle back-pressure.
Leak Test By Water
Ultrasonic Leak Detection Test
Ultrasonic leak detection is a viable alternative to the hose test for testing hatch covers, access doors and access
hatches for weather tightness, as it accurately locates potential points of leakage. This test should only be carried out
using class approved equipment and approved test procedures.
The test involves placing (with hatches closed and secure) an electric signal generator inside the cargo hold. A sensor
is then passed around the outside of all compression joints. Readings taken by the sensor indicate points of low
compression or potential points of leakage.
Ultrasonic testing overcomes the majority of limitations associated with hose testing and can be carried out when
holds are loaded.
100
`
The drawbacks of ultrasonic leak detection tests are:
 The equipment requires an experienced and specialist operator to interpret the readings;
 The equipment requires regular calibration;
 The equipment is not normally part of the ship’s equipment.
Chalk Testing
When performing a chalk test. The top edge of every compression bar is covered with chalk.
Hatches are then fully closed and reopened. The rubber packing is examined for a chalk mark, which should be run
continuously along the packings centre. Gaps in the chalk mark indicate lack of compression. Chalk testing merely
indicates the if hatch is aligned and compression achieved. It will show whether compression bar is adequate and
therefore it is not a test for weather tightness.
Monitoring and Inspection
Hatch covers and their fittings should be inspected at the end of every cargo voyage and all findings recorded. The
appended checklist must be used.
Inspections should be planned and held in time for repairs to be completed before the next cargo voyage Hatch covers
and their fittings should be inspected at the end of every cargo voyage and all findings recorded. The appended
checklist no.2 must be used.
Inspections should be planned and held in time for repairs to be completed before the next cargo voyage
Inspect and Check
1. Covers and coamings should be well painted and free from significant corrosion, cracks and distortion.
2. During an inspection look for:
 Holes and permanent distortion in the plating
 Distortion of beams and/or stiffeners on the underside of the top plate.
 Corrosion around welded connections of beams or stiffeners
 Cracking of connecting joints and welds
3. Hatch movement . This should be smooth . If violent movement is observed, investigate and remove the
cause.
4. Hydraulic system for leakage
5. Check for physical damage, corrosion and tension when locked.
Steel Landing Pads
Check for Wear: Worn landing pads will damage hatch gaskets and cause hatch leakage. Any deviation is an
indication of landing pad wear or permanent distortion. If noted, investigate fully and repair immediately.
End Stop Pads
Check for Damage: End stop pads prevent hatches from overrunning when hatches are fully open or closed. Look for
physical damage.
101
`
End Stop Pad at Closed Position
Hatch Wheels
Check for Alignment: Hatch wheels should align squarely with the track way. If the wheel axle is worn the wheel will
loll. If it does, repair immediatel
102
`
Note Wheel Not Resting On Trackway- Correct example of Hatch Cover
Housed Properly – 10 mm Clearance
Rubber Seals
Check For Elasticity, Mechanical Damage And Permanent Deformation: When hatches are opened, rubber
seals should regain their original shape. If they do not , check for ageing. Permanent deformation should not exceed
75% of the design compression.
Locking Devices
Check That They Operate: Locking devices are often pins or hooks, these should engage when the hatch is open.
Look for physical damage, rusting and seizure.
Locking Hook And Stop Pad When Hatch Fully Opened
103
`
Spares
Rubber packing and adhesive has a limited shelf life, so check the date stamp and discard if beyond the use –by date.
There should be sufficient spare parts (cleats, wedges and gaskets) to complete planned routine maintenance. Place
spare rubber packing’s in a well-ventilated store within the accommodation.
Maintenance and Repair
Poor maintenance of hatch covers causes leakage to cargo damage and represents a hazard to the ship and its crew.
Although hatch covers are simple and durable, their sealing gaskets are easily damaged. The quality of sealing is
affected by lack of alignment and poor gasket compression. When hatch covers are opened at the end of an ocean
voyage, look for signs of leakage such as rust staining or drip marks.
Regular adjustment and repair, by ship’s staff, will reduce the overall cost of maintenance. Always keep a detailed
record of maintenance. Take care during extensive hatch cover repair to avoid cover distortion.
Rubber Gaskets
Keep clean and free from grease and paint . If physically damaged, permanently set-in or aged, replace with minimum
one metre lengths. Always follow the manufacturer’s instructions when renewing gaskets.
Example of Damaged Gasket
104
`
Gasket Channels
If gasket channels are badly corroded, causing the hatch packing to hang loose, the packing should be removed and
the channel repaired by welding new metal strips which should be painted before fitting new rubber. When conducting
extensive structural repairs , remove the hatch covers to shore.
Hatch Cover Structure
Repair or replace any damaged, worn or defective hatch covers or coamings. Consult with the ship’s classification
society before commencing repair. Paint new structure immediately.
Compression Bars
Effective sealing is only possible with a straight, undamaged and non-corroded compression bar. Ensure compression
bar always kept free of corrosion [ it is made of stainless steel and may be lightly wire brushed] and strictly no
painting. Compression bars which are not in this condition should be repaired or replaced , taking care to align the
bars properly. Remember to carry out a chalk test to check alignment , both during and after repair.
Landing Pads
[See Fig 1] Hatch sealing is arranged by design to give the correct compression of the gasket when there is metal-to-
metal contact on the hatch landing pad, If landing pads are reduced in height (check with manufacturer’s drawings)
because of wear, repair is essential.
Hatch Wheel Trackways
[See Fig 4] Trackways can corrode. They are weakened by abrasive wear and tear. When weakened, trackways can
distort and break, affecting hatch movement and alignment . Deterioration is visible to the naked eye . Repair by
replacing the worn or damaged material with sufficient new material to restore strength. Always keep hatch wheel
trackways clean and painted.
It is recommended that after every hatch securing the trackways are scrapped of old loose paint and rust and a fresh
coat of paint applied. This will increase the longevity of a very important load bearing part of the hatch cover system.
Hatch Coamings
Look for cracks at coaming corners. If any are found, consult the office / ship’s classification society before
commencing repairs in case the coaming needs to be reinforced.
Examine coaming support brackets for corrosion where they connect with the ship’s deck. Make sure coamings and
their support brackets are painted.
Coamings can be damaged by cargo equipment during loading or discharge. Look out for damage and repair if found.
Hatch Cleats
It is important for compression washers to be adjusted correctly. A locking nut for adjusting compression is situated at
the base of the cleat. The procedure to alter compression is as follows:
 Close hatch and secure for sea;
105
`
 Place the cam of the cleat in the hatch socket as if to lock it, but leave it unlocked (the cam should move freely
and fit snugly in its housing);
 Adjust the locking nut until the compression washer touches the underside of the hatch coaming or its steel
washer;
 Turn the locking nut one full turn to achieve the desired tension;
 Do not over-tighten ;
 Protect the thread on completion.
When closing and securing a hatch for sea passage, check the tension in side cleats. Cleats should never be adjusted
in isolation, adjust all cleats diagonally opposite similar to tightening a flange. We advise the numbering /stenciling of
cleats on opposite sides such that the crew can tighten them symmetrically.
106
`
HATCH WHEELS
Hatch wheel spindles and bearings need to be greased regularly. Check the wheel spindle for wear and the wheel
housing for physical damage. Repair if the spindle is worn or if the wheels are out of alignment. ALWAYS ENSURE
THAT WHEN THE HATCH COVER IS HOUSED THE WHEELS ARE FREE TO ROTATE.
Greasing
Wheel spindles , cleat spindles, hinge pins, hydraulic cylinder protective sheaths, cleat wedges, drive chain sprockets ,
toothed rack and cylinder spherical bearings need to be kept well-greased. Regrease every month, and always apply
new grease after the ship has passed through heavy weather.
Painting
Corrosion occurs manly where access is difficult, but it can also occur on the underside of the hatch cover, especially
along hatch beams. The regular painting will be necessary.
Hydraulic Systems and Components
The cleanliness and viscosity of hydraulic oil must be checked. Samples of the oil should be sent for testing. The
hydraulic system is provided with bleed points from which samples can be taken.
Hydraulic oil should be changed every five years or after there have been significant repairs such as piping or cylinder
replacement.
107
`
Hydraulic oil filters should be changed every twelve months. Ensure repairing of the hydraulic system is done with
proper components.
Hatch Cover Motors And Rack And Pinion Drives
Keep the motors and associated control /directional valves well maintained, obtain megger readings as per PMS.
The seals for the hydraulic drive of the sprocket to be kept well clear of dust and cargo residue. The sprocket gear
teeth to be well greased at all times.
Rack And Pinion Gearing
108
`
Hydraulic Jacks And Support
Ensure the seals of the jacks/rams are clean and free of cargo residue especially on completion of cargo operations.
Check for pittings on the ram. The hose connections to be well secure and denso taped.
Hydraulic Motor For Rolling In/Out
Ventilator Covers
Ensure packing on ventilators are in good health, treat them as you would treat the hatch cover packings.
Heavy Weather Precaution
The following precautions should be taken if rough or heavy weather or when high swells are expected or when it is
likely that water will be shipped on deck.
Prior to Rough Weather
 Check that hatch cleats are properly secured and adjusted . In rough weather , hulls are subjected to high
racking forces, so it is essential that hatch covers are held in place but allowed to flex.
 As a precaution , briefly pressurize the hydraulic system to ensure that it is fully charged and that the piping is
filled with oil. This has two benefits , first it prevents the possibility of seawater entering loose couplings or
seals , and secondly , it eliminates any creep which may have occurred.
After Rough Weather
 Inspect all cleats, guides and hydraulic components for damage . If hydraulic components have been damaged,
do not attempt to open the covers . The emergency opening procedure should be followed until the hydraulic
components have been checked and tested .
 Check hatch cover for buckling or distortion.
 When opening the hatch covers to check for uneven movement and any unusual noises that may indicate
damage.
109
`
 Check all grease points and re-greas
Safety When Working With Hatch Covers
The avoidance and prevention of injuries is of paramount importance. Before working on a hatch, a risk assessment
should be completed to identify all hazards . Control and safety procedures should be examined and modified so that
hazards are to minimal levels.
The Following Points Should Be Borne In Mind
 Always wear the correct PPE.

 Always test the hold atmosphere before entering:
 Never stand on a moving hatch cover:
 Never stand on a hatch coaming when the hatch is open;
 Never work on a hatch cover when the locking pin or hook is not fitted and secure;
 Never open or close a hatch cover without ensuring the coaming is clear of debris and checking that all
personnel are clear of the moving hatch and its channels of wires;
 When opening or closing a hatch never attempt to clear an obstruction with your hands ;
 When hatches are opened at sea always secure them to the coaming top by lowering the wheels into a guide
pocket.
Emergency Operation of Hatch Covers
Ensure the emergency pump to operate the hatches are tried out every three months.
Emergency Hydraulic Pump
Appendix 1- Procedures To Open And Close
Hatch Covers
110
`
Prior to opening or closing a hatch, the watch officer should be informed, the hydraulic system should be topped up.
Never open or close more than one set of hatch covers at a time.
Opening Procedures
 Ensure v/l is practically upright [List not more than 2-3 degrees].
 Check that the hatch cover stowage area is clear of people, equipment and dunnage;
 Disengage all cleats and heavy bolts and stopper arm is swung out.
 Switch power on and ensure the controls are in neutral;
 Ensure that all personnel are clear of the hatch and is tracking . Position crewmembers to observe both sides of
the hatch ;
 Raise hatch covers to the roll position by jacks or by raising the lifting system. The hatch need to clear the
hatch guides); ENSURE ALL WHEELS ARE JACKED UP COMPLETELY AND RESTING EVENLY ON THE
TRACKWAY [ Else hatch will tend to roll out in crab fashion and misalign and fall off the trackway].
 Start to open the hatch , slowly at first, then at normal operating speed until the hatch is almost open and then
reduce to slow speed until fully open. Care must be taken when opening hatch covers especially when the
speed of opening can be only partially controlled
 When fully open , secure the hatch with the safety hook or pin before the power is switched off
 Be aware of v/l list/rolling during operation of hatch as unduly high stresses are generated on the side rolling
hydraulic motors, and the rack and pinion drives.
Closing Procedures
 Check that the coaming top is clear of cargo or debris.

 Ensure that all the jack supports are on an even plane with the trackway.
 Make sure v/l is practically upright [ not more than 2-3 degrees list]
 Check and confirm that all the cleats and heavy bolts are in the open position and not obstructing the track
path of the hatch.
 Check that any damaged wheel tracks, compression bars and landing pads have been repaired. V. IMP: Put
grease liberally on the contact pads.
 Ensure that the hold is clear of people and that the access hatches or entrance doors are open. switch the
power on and ensure the controls are in neutral;
 Release hatch looking pins or hooks;
 Avoid injuries by ensuring that all personnel are clear of the hatch . Position crewmembers to observe both
sides of the hatch;
 Start to close the hatches slowly at first with the speed of closure being gradually increased to the normal
operating speed . As the hatch reaches the closed position the speed should be gradually reduced.
 Lower hatch covers into guide pockets using the jacks;
 Finally, check no one is in the hold before closing hold access hatches.
111
`
Centering Guide–This Helps Centre The Hatch During Lowering to Housed Position.
112
`
Hatch Inspection Sheet
MV DATE PORT
HATCH No:
TEMS CONDITION ACTION
Hatch Structure (Outer)
Hatch Structure (Inner)
Coaming Structure
Opening/Closing Mechanism
Hydraulic Jacks
Hydraulic Pipes
Steel–to–Steel- Contact Points [
Landing pads }
Retaining Hooks
Wheel Trackway
Coaming Cleats
Coaming Compression Bar
End Stop Pads and Retaining Hook.
Comments:
__________________________ ___________________________
Master Chief Officer
113
`
Hatch PMS
CHECKS AND MAINTENANCE FOR HATCH COVERS
HATCH COVER NO. : DATE:
SR. NO. ITEMS JOB DESCRIPTION DONE/ C/O
1 GENERAL GREASING USE PNEUMATIC GREASE GUNS
2 RUBBER GASKETS VISUAL INSPECTION,
3 GASKET CHANNELS ENSURE SURFACE SMOOTH ,RUST
FREE AND CLEAN PRIOR NEW
PACKING INSTALLED . ENSURE
LIPS OF CHANNEL ARE ‘ HEALTHY’
COMPRESSION BARS NO RUST, PAINT AND

DEFORMATION
LANDING PADS TO BE RUST FREE AND ORIGINAL
DIMENSIONS MAINTAINED
HATCH WHEEL TO BE RUST FREE AND
TRACKWAYS WELL COATED
HATCH COAMINGS
[ FOR STRUCTURAL AND CHECK FOR CRACKS AND
COATING BREAKDOWN] DEFORMATION
HATCH CLEATS CHECKS FOR PERISHED RUBBER
WASHERS
HATCH WHEELS WELL GREASED AND WHEN
HATCHES CLOSED WHEELS TO
TURN FREELY
END STOPPER AND PADS CHECK FOR PHYSICAL DAMAGE
AND ORIGINAL DIMENSIONS
HYDRAULIC JACKS SEALS HOLDING AND NO CGO
RESIDUE, NO PITTINGS . HOSE
CONDITION
CONTROL PANNELS FUNCTION TEST OF ALL PUSH
BUTTONS ILLUMINATION LIGHTS,
INDICATION LIGHTS AND
CONTROL LAMPS OF CONTROL
STATION.
HYD. PUMP UNIT WORKING PRESSURE AND OIL
LEVEL
HYDRAULIC SPROCKET CHECK FOUNDATION CRACKS, OIL
MOTOR LEAKAGE, SEAL CONDITIONS,
MUST BE FREE OF CARGO
RESIDUE AND DIRTS, CONTROL
VALVES TO BE VISUAL INSPECTED
FOR DUST FREE AND ANY
ABNORMALITY.
HATCH SPROCKET (GEAR CHECK FOR ANY DEFORMATION
TEETH) AND WELL GREASED ALL TIME
VENTILATORS CHECK FOR ANY LEAK, ANY
STRUCTURAL DEFORMATION
ALARMS ALL PROVIDED ALARMS TO BE
TRIED OUT
114
`
A Guide To Ballast Tanks On Ships
During the designing and construction stages of a ship, the ballast tanks are introduced at various locations for
maintaining the stability of the ship during the sea voyage.
The concept of ballast is not new and has been followed since ancient times. In the earlier times, the sea-going
vessels used solid ballast such as sandbags, rocks, iron blocks, etc. which were loaded/unloaded once the cargo
loading or discharge operation was finished. This method helped to a certain extent to maintain the stability of the
ship and its seaworthiness.
However, today’s vessels carry liquid ballast, which includes fresh water, salt water or brackish water in various
ballast tanks. As ships get bigger in size and the cargo carried by the vessels varies one port to another (due to global
economics, ship condition, local voyage requirements etc.), water ballast tanks are used to compensate for
maintaining the trim and stability of the vessel for a safe sea passage.
Why is Ballast Water Taken in the Tanks?
Let’s assume that the vessel does not have a ballast

system. In such cases, the following conditions may arise:
 The propeller may not fully immerse in water,
affecting the engine efficiency of the ship;
 The ship may list or trim as the cargo capacity of
the ship is not fully reached;
 The shear and torsion loads on the vessel may
increase the stresses on the ship structure,
leading to bending moments and slamming; and
 The vessel may face issues of dynamic transversal
and longitudinal instability.
115
`
To compensate for the above conditions, ballast water is taken on board vessels to ensure safe operating conditions
during a specific voyage. It can be said that ballasting of ship fulfils the following:
 Ballasting of ship helps in reducing ship’s stresses on the hull of the vessel. It also provides for transverse
stability of the ship;
 As the propeller is submerged, it aids the propulsion plant in maintaining its efficiency;
 Ballast helps in immersing the rudder, supporting the manoeuvrability of vessel and also reducing the exposed
hull surface;
 The ship continually uses fuel and water from its tanks leading to weight loss. The ballast operation helps in
compensating for the weight loss.
Types Of Ballast Conditions
The Chief Officer and Master of the ship are responsible for adding or removing ballast water in the ship’s ballast
tanks, depending on the ship stability condition. There are mainly three types of ballast conditions:
– Light Ballast: When the ship is heavily loaded, and it does not require an additional ballast, the water ballast
tanks are kept empty. This condition is known as a light ballast.
– Heavy Ballast: During the seagoing state, if the ship is not fully loaded, ship ballast tanks are filled to its
capacity. This condition is known as a heavy ballast.
– Port Ballast: Many ports around the world have a restriction for usage of ballast water. Dedicated port ballast
tanks are provided to correct the trim and list of the ship during loading or discharging operation, and this is called
port ballast.
Types of Ship Ballast Tanks as Per The Location
The water ballast tanks are provided at different locations depending upon the type of the ship. Following are some of
the most common locations for construction of ballast tanks on ships:
Topside Tanks
As the name suggests, these are the tanks are located on the topside corner of the ship. The topside tanks are
triangular in shape fitted with wings on both sides of the cargo holds. They are more common in bulk carrier ships and
are constructed using transverse frames arranged in the following ways:
1. A deck transverse under the main deck which supports the deck plating
2. Bottom transverse which forms the part of the supporting frame for the bottom area of the topside tank
3. Side transverse forms the part of the structure for supporting the side shell plating of the tank, which is kept
in-line with the side shell frames within the cargo holds (in single skin bulk carriers)
These tanks, are directly connected to ship’s main ballast pipelines and during the cargo loading/ discharging
operation, the volume of the ship ballast water in the topside tank is kept in equilibrium with the cargo weight.
The design of the topside tanks helps in avoiding a shift of the cargo in inaccessible spaces for the grab as these tank
designs helps in carrying the cargo such as grain etc. without the need of the trim.
Lower Hopper Tanks
Similar in construction to the topside ballast tanks, these water ballast tanks are located on the bottom wing sides of
each cargo hold of the ships, and they are kept in continuation to the double bottom tanks which run through the
centre of the vessel. The hopper tanks provide the following advantages:
 They act as additional ballast space for the ship
 Their design offers slopes in the cargo hold corner which ease the collection of the cargo in the mid position of
the hold for better discharging/stripping
 The adjacent fuel tank plating of the hopper tank forms a slant boundary to carry the static and dynamic load
during cargo loading and ballasting.
116
`
Double Bottom (DB) Tanks
The double bottom of the ship is a safety feature to avoid ingress of water in case of grounding or collision. These void
spaces are used to store ship ballast water to stabilize the ship.
The double bottom tanks are located between the forward part (till collision bulkhead) to the aft peak bulkhead,
dividing the engine room.
In some ships, such as container and bulk ship, the double bottom space is divided transversely into three sections
(instead of two). This is done to provide a cofferdam in the centre known as the`duct keel’ which are used to carry
ballast and bunker tank valves, and pipings for ships ballast tank and bunkering system.
The construction of the DB tanks is directly related to the length of the ship as the vessel with more than 120 m will
have additional longitudinal framing in comparison with transverse framing for vessels of less than 120 m lengths.
Unlike upper topside tanks, these water ballast tanks are adjacent to the fuel oil tanks in the double bottom. Hence,
they are usually not connected to the ballast system to avoid any chance of contamination.
Fore and Aft Peak Ballast Tanks
The fore and aft peak ballast tanks are provided to perform precise trimming operation of the ship. To achieve the
required trim these tanks are hardly filled partially to avoid the free surface effect of the liquid.
The construction of the fore and aft peak tanks is different from the other ship’s ballast tank as their shape is pretty
irregular due to the location and their shape highly depends on the bow and the stern design of the vessel.
The design of these ship ballast tanks is narrow at the bottom end, and as the tank moves upward, the width of the
tank increases significantly. The tank breadth corresponds to the breadth of ships’ hulls.
The valve used to control the flow of water in the ballast tank can either be manually controlled butterfly valve
or hydraulically operated remote valve. For fore and Aft peak tanks, only remote control (hydraulic) valves are used
due to their location.
Types of Ballast Tanks As Per Usage On Oil Tankers
The oil tanker ships have a different set of regulations for the ballast tanks. The two main types as per the usage are:
1. Clean Ballast Tanks (CBT)

2. Segregated Ballast Tanks (SBT)
As per MARPOL Annex 1, Regulation 18 – Every crude oil tanker of 20,000 tonnes deadweight and above and every
product carrier of 30,000 tonnes deadweight and above delivered after 1 June 1982, as defined in regulation 1.28.4,
shall be provided with segregated ballast tanks.
Segregated Ballast Tanks
The segregated ballast tanks (SBT) are dedicated tanks constructed for the sole purpose of carrying ballast water on
oil tanker ships. They are completely separated from the cargo, and fuel tanks and only ballast pumps are used in the
SBT.
The Segregated ballast tanks avoid any chances of mixing oil and water which usually happens when cargo holds are
used to carry ballast water.
Clean Ballast Tanks (CBT)
The oil tankers may travel without carrying cargo in its holds which may lead to stability issues. Especially in bad
weathe. Hence, the cargo holds which carried oil in the last voyage are cleaned and then filled with clean ballast
water.
117
`
During the discharge of ballast water, an oil content monitor control is used and the only effluent which is <15ppm is
discharged overboard, and rest is transferred to the slop tanks.
Ballast Tank Monitoring
Level Monitoring: The water ballast tank on the ship is installed with the level sensors to control the valves and
ballast pumps for safe ballasting/ de-ballasting operation.
Multiple ballast pumps are provided in the engine room which takes the suction from the main seawater line (from
sea chest) and during the deballasting operation, they discharge the water from ballast overboard line and valve. The
CCR is provided with the ballast tank level monitoring system, and the pump cutoff is controlled once the water level
reaches the sensor level to activate the trip.
Atmosphere monitoring:
In oil tanker ships, the ballast tank is provided with gas measuring sensors at various levels- usually, upper and
bottom levels.
During the loaded condition of the ship, the ballast tank will be kept empty. In such situation, the three-way valve in
the sampling line will be set towards the lower sampling point.
When the ship is the ballast/partial ballast condition, it will be turned to activate the top sampling point. This is done
to avoid the entrance of water into the analysing unit through the sampling points.
Volume Monitoring:
The volume monitoring of the ballast tank is done to achieve the ballast/ deballast rate of the pumping system. This is
done by the loadicator software installed on the ship, and the ship’s officer will manipulate the results displayed by the
loadicator to operate the fill/ discharge valve of the ballast tank.
The change in the volume of the ballast tank is used to calculate the ballast pump rate, which in turn, determines the
time needed to finish the ballasting or deballasting operation. This helps the chief officer to complete the stability
operation in time to maintain the ship’s Estimated Time of Departure (ETD).
Ballast Tank Protection
The ballast tank is filled with seawater, which is highly corrosive in nature. When the tank is empty, the dampen
atmosphere will also increase the corrosion attack on the ballast tank surface.
Corrosion is a major problem on ships. Following methods are used for protection against corrosion:
 Tank Coating: Coating in the tank surface is the most common protection system used on the ship. The
advantage of the coating is that it protects the entire tank at a time and if the right quality of coating is
applied, the ballast tank can work without any problem for a long period. It is the layer of the coating which
protects the seawater to come in contact with the steel of the tank.
The coating dry film thickness can be as thin as 300 microns. The most common type of coating used is;
heavy-duty dual-component epoxy coating.
 Anode: Use of sacrificial anodes is very popular inside the tanks to control the corrosion. Zinc, aluminium and
their alloys with other metals such as tin are a popular choice of anodes used onboard.
Magnesium anodes are not to be used in the ship ballast water tanks as they tend to generate hydrogen, while
in operation, which can have deleterious effects on some ballast tank coatings.
Aluminium anodes are not used in oil tankers as they are prone to spark hazard if dropped from significant
heights.
118
`
 Controlled Atmosphere: If the atmosphere of the ballast tank can be controlled to reduce the oxygen
content, the corrosion rate decreases drastically. This system is known as oxygen stripping which is done by
introducing inert gas to maintain the oxygen level in the tank below 4%.
This system is used with the tank with a protective coating and even with anodes fitted tanks (to extend the
life of sacrificial anodes). It reduces the corrosion to as much as 84%.
The advantages of this system is:

 Decrease the coating maintenance and steel renewal
 Increases the life of anodes
 Reduces life cycle costs of ballast tank maintenance
Ballast Tank Inspection:
The ships’ officer must know the following conditions which need to be regularly inspected inside the ballast tank of
the ship:
Corrosion for Ballast Tanks
The extent of corrosion inside tank surface should be noted, and localised corrosion should be marked appropriately.
If the corrosion wastes of the tank surface exceed 75% of the allowable margin, repair such as renewal of hull
structural to be carried out.
Coating Condition: Coating plays an important role in ship ballast water tank surface protection hence proper
inspection of coating to be performed. Visible failure of the coating to be noted along with rusting of tank surface
especially on the weld lines and edges of the tanks.
The tank structure to be inspected for cracks or buckling. The strengthening arrangement to be checked for bent or
cracks and same to be repaired at the next possible opportunity.
The history of the ships (previous inspection records) plays a critical role in the current inspection method followed
and even records of sister vessel can be used to decide for repair, if needed, followed by a survey and pressure
testing of the ballast tank post repairs.
Damaged Marine Cargo Survey

Damage to cargo is the most frequent type of liability that confronts a shipowner and their insurance. Unfortunately,
cargo damage is often caused by small mistakes. In the case of damage to a cargo on board, it is vital that all the
facts are recorded and documented.
An important function of the Bill of Lading (B/L) is to describe the condition and quantity of the cargo as received on
board if the cargo is discharged in a different condition, or in a lesser quantity, than that entered on the B/L, the ship-
owners may be held liable for the damage or shortfall.
Survey Services of Damage/ Loss for Container and Cargo
All kinds of cargo (including refer cargo) inspections, using the state of the arts equipment. Categorizing damages for
lease and lesser.
For determining cargo damages and inspection, completes digital photographic reports and issuing of certificates.
Cargo inspection to fruits and vegetables shipments, for maturity claims, using the state of the art equipment to
assess cargo damages.
Shipping, freight, and logistics are all part of the dynamic global transportation industry. Whichever mode of transport
you use, even the most meticulously planned shipment can go awry either due to natural disasters or man-made
errors.. Cargo damage is one such disaster that not only gives rise to product and financial losses, but could also
affect the relationship between customers and their service providers.
119
`
Cargo damage may happen at any stage in a shipment cycle.. It may happen
• while cargo is in the possession of the seller,
• while cargo is being packed into a container,
• while cargo is being loaded onto a truck,
• cargo is in transit by sea, road or rail,
• while cargo is being offloaded at delivery,
• while cargo is in the possession of the buyer
Types of Cargo Damage
There are different types of cargo claims in terms of containerized cargo and as per UK P&I Club, below are the types
of cargo claims that they face on a regular
Out of these claim types, below maybe classified as cargo damage:

1) Physical damage – where cargo is damaged due to dropping, breaking etc
2) Wet damage – where cargo is damaged due to water
3) Contamination damage – where cargo is damaged due to contamination
4) Reefer related damage – where cargo is damaged due to reefer equipment or mishandling
5) Infestation damage – where cargo is damaged due to infestation
Some of the main reasons why cargo damage happens in containerised shipments may include but not limited to:
 Lack of proper packaging to protect the cargo on its long voyage
 Incorrect container type used
 Incorrect temperature and humidity settings in a temperature controlled or reefer container
 Overloading or improper weight distribution
 Incorrect labeling of hazardous container leading to incorrect stowage on board a ship Now let us look at these
cargo damage types in detail and identify reasons, the preventive methods and how to handle a cargo damage
situation.
120
`
Type of Damage: Physical
Physical damage is when the cargo is damaged physically or causes physical damage to other assets or property as
shown in some examples below:
Reasons for Physical Damage
Even though you are in shipping or in the business of exporting and importing it would be good for you to understand
a bit about the laws of physics, the connection between shipping and physics, concepts like velocity, inertia and how it
applies to the movement of the ocean, and the movement of cargo inside containers while it is in transit.. Cargoes
packed inside a container can experience intense longitudinal and transverse forces during road, rail and sea transport
and these forces could cause physical damage.. The worst movement a cargo undergoes maybe while it is at sea..
Unlike road and rail transport, while at sea, a ship can move in 6 different ways as shown here.
121
`
Each of these movements causes a different kind of stress on the cargo packed inside the container and if there is
movement of cargo inside the container, there is a greater chance of it damaging the container and even coming out
of the container.
Let me give you an example that a lot of us can relate to. You are in the back seat of a car and you are not wearing
your seat belt and the driver hits a speed bump at 80 km an hour. Most likely you will be thrown up from your seat
and hit the roof of the car causing possible injury/damage and definite pain.. Now imagine the coils in Image 2 and 4
and the granite blocks in Image 3 above, moving inside the container when the ship is undergoing a heaving motion
(similar to hitting a speed bump in a fast car) on the rough seas. In terms of rolling, ships have been recorded with
rolling movements of up to 40 degrees, so you can visualise those coils and granite blocks moving inside the container
40 degrees from side to side hitting the side walls with force.
Some of those coils and blocks could be 5 tons and upwards each.. When you visualize these movements, you can
imagine the stresses that the cargo inside the container goes through especially if it is not packed and secured
properly and allowed to move around inside the container.. For a better understanding of the stresses that a cargo
inside the container goes through during transit, I recommend you watch this highly informative video “Any Fool Can
Stuff a Container” by UK P&I Club.
122
`
Bad stowage inside the container is the biggest cause of physical damage resulting in damages as per examples
shown below.
Bad stowage inside the container relates to:

 incorrect, improper and insufficient lashing and securing of cargo like not using enough dunnage, chocking,
lashing materials
 incorrect weight distribution like piling cargo in one area inside the container instead of spreading it evenly
 improper loading of cargo like loading heavy crates/pallets on top of lighter crates/pallets which will affect the
stability of the cargo
Bad stowage may be a result of:

 negligence on the part of the shipper or the packing warehouse not taking proper precautions in packing the
cargo properly for transit
 lack of knowledge in handling certain types of cargoes like steel coils, granite blocks and other heavy and
special type of cargoes
 the parties involved taking short cuts to save cost without realizing and understanding the above-mentioned
impact and influence of physics in cargo movement
123
`
Wet damage, as the name suggests, is damage to cargo due to water and wet conditions.. Some examples of wet
damage are as shown below
124
`
Reasons for Wet Damage
Wet damage could be related to moisture, condensation, rain, seawater ingress into the container. Moisture and
condensation in containers is usually caused due to changes in climatic conditions during transit through various
climatic zones ranging from hot and humid to cold and freezing to wet and rainy.. Condensation can also happen when
an incorrect type of container is used like using a normal container instead of a ventilated container. Trade Risk
Guaranty (TRG) estimates that 10% of all container shipments discarded are due to moisture-related damage..
Moisture forms inside a container due to condensation (also known as Container Rain).
Wet damage could also happen due to water ingress into containers due to holes in the container or the door sealing
gaskets, not in good working condition or ships hold being flooded.. If you are wondering how a ship’s hold can get
flooded when the ship itself is fine, have a look at this image which shows a flooded cargo hold. Flooding of cargo
holds most commonly occurs during ballast operations.. The impact of such flooding can be best understood from
below info I am quoting from one of the readers of my blog who trades in grain on bulk vessels. I am quoting this
here as this example is highly relevant to this specific type of damage.
Type of Damage: Contamination
Damage due to contamination is when the cargo has been made impure through pollution, poisoning etc which
renders it unusable for human consumption or other industrial uses. Contamination can occur in both liquid and solid
cargoes whether cargo is loaded in an ISO tank container or in a standard ISO container. Contamination has been
identified as the primary cause of ISO tank container claims by the TT Club. Contamination of cargo due to odour is a
common occurrence with dry cargo in a standard ISO container. Adjacency risk is a real risk that could affect
containers due to odour transferred from one container to another while being stacked adjacent to each other. A real-
life example of damage due to contamination was conveyed to me recently by Albert, one of the readers of my blog.
Reasons for Contamination
Delicate cargo such as clothing, food products, shoes or commodities such as coffee, tea, tobacco, cotton etc are
highly susceptible to contamination due to odours. For example, say you receive a cargo of clothing in a container and
the cargo has an odour to it. If you backtrack the container, you may find that the container used for packing this
clothing was previously used to carry some product such as chemicals or animal hides which has an odour as an
inherent vice. The shipping line may have just released a structurally good and sound condition empty container to
the shipper or the packing warehouse who then packed the clothing without checking for any odours etc and exported
it. Odour transfer could also be a cause of contamination and the above example is proof of such damage.
Type of Damage: Reefer Related
Cargo damage in reefer container is also quite a common occurrence.. Reefer cargo damage including decay, thawing,
freeze damage, over-ripening, bruising, off-size and/or discoloration may look like below.
125
`
Reasons for reefer-related damage
Apart from the obvious factors such as malfunctioning of reefer equipment, power failure, etc, reefer cargo damage
could occur due to
• Cargo not harvested at the right time but packed for export
• Improper setting of temperature (set as chilled instead of frozen and vice versa)
• Unintentional human error such as forgetting the -ve (minus) sign before the cargo set temperature which makes
the temperature +ve (plus) (Example: temperature is set at +5˚C instead of -5˚C)
• Improper stowage of the reefer cargo in the container preventing proper air circulation
• Improper dunnaging of the cargo which allows the cargo to move inside the container causing crushing
• Poor quality of the packaging material used
• Contamination/taint damage such as oil from the forklifts or other machinery used
• Lack of proper pre-cooling
Type of Damage: Infestation damage
Infestation is defined as the presence of a large number of insects or animals (rodents) in a place, typically causing
damage to cargo or diseases.. Infestation can lead to contamination of cargo (which is another type of cargo damage
as seen above) and it may also result in delays while port health authorities inspect the cargo.. Infestation is generally
seen in the shipment of agricultural products..
Reasons for infestation related damage
Infestation in containerized cargo could happen through

• Transfer of pests from an infested warehouse where the cargo was stored
• Insects moving into one container from other containers or cargo (also adjacency risk)
• Insects present in the floorboard of containers from a previous cargo
126
`
Action and Reaction
Shipping can be quite an emotional industry and whenever there is cargo damage, often a
blame game follows. The first natural reaction of many customers would be to blame the
shipping line for the cargo damage and place them on notice. After all, the shipping line carried
the cargo and they are the ones responsible for it right?? Not necessarily! Most of the cargo
damages as discussed above are caused either due to
Negligence by the shipper or packing warehouse in packing the cargo properly

 Shipper or packing warehouse trying to take shortcuts to save lashing and dunnage cost
especially in terms of packing heavy items such as steel coils, granite blocks etc
 Lack of knowledge of the characteristics of the cargo which could lead to incorrect containers being used, such
as non-heavy tested containers used for heavy cargo, or non-ventilated containers used for cargoes that
require ventilation
 Lack of checkpoints at the time of packing such as an uncargoworthy container (container with holes, or
container with damaged door gaskets accepted for packing)
So, if there are no obvious external damage to the container, but the cargo inside is damaged, the shipping line will
repudiate the claim because the container is packed under the shipper's responsibility.
When it comes to containerized FCL cargo, the shipping line does not
• See the cargo packed inside the container
• Know the condition of what has been packed
• Know how much has been packed
• Know how it has been packed
Therefore, unless you have some specific evidence proving that the cargo inside the container was damaged due to
willful negligence, mishandling or due to the action of the shipping line, don't hold your breath about your claim to
shipping line.. For example, say there is a case of wet damage which has been proven to be due to holes in the
container.. While the exporter might place the shipping line on notice for supplying an uncargoworthy container, the
shipping line could argue that it is also the shipper’s responsibility to check the condition of the empty containers
before they pack the cargo.. So, what then are the preventive steps to be taken against cargo damage and what are
the steps to be taken when faced with a cargo damage situation?
Preventive Measures
There is a saying “Mistakes are the best lessons and Experience is the best teacher”. The first step of prevention is to
know and understand the characteristics and distinctiveness of your cargo and what type of damage the cargo may
suffer or cause.. Only once you know the vulnerabilities of your cargo, you can identify which type of damage your
cargo may be susceptible to or cause and take preventive measures to avoid that damage. For example, if you are
shipping movement sensitive cargo like glass, certain machinery, artwork, vehicles etc then you need to know what
type of damages can occur due to the movement of the sea, truck etc and take suitable precautions to protect your
cargo against such damages.
Preventive measures against physical damage
1. Use the correct type of container. For example, when packing heavy cargo, you need to ensure that the container
used can carry the weight of the cargo. This is easily identified by checking and following the markings on a container,
one of which is the weight allowance displayed on the CSC plate on the container.
2. Make sure that the lashing and dunnage material and methods are sufficient to restrict the movement of the cargo
within the container. If you are unsure, employ the services of a cargo surveyor who can recommend the best practice
to be employed for the securing of your cargo.
3. Ensure that you follow the SOLAS VGM requirements at all times when packing, transporting and loading
containers.
4. APL suggests the use of timber bracing (shown in the image below) to be constructed inside the container in order
to prevent the movement of the granite block during transit (like in Image 28).
127
`
Preventive measures against wet damage
1. As mentioned above, it is imperative that you are aware not just of the vulnerability of your cargo, but also the
physical route that the cargo takes from origin to destination.
2. For example, if you are loading cargo in cartons, or iron/steel cargo, or cotton or other cargo that is susceptible to
wet damage, it may be prudent for you to take cognizance of the route of the cargo and take proper precautions.
3. Climatic conditions (temperature and humidity) can affect the cargo inside containers especially if the ship is
moving from one hemisphere to the other.
4. Corrosion and oxidation affect metal products specifically while condensation can have a negative effect on all
cargoes.
5. While you might not be able to do much about the route the cargo takes, or how long it takes, or the weather
conditions along the route, what you can do is take appropriate mitigation steps to avoid condensation and moisture
inside the container. These steps could include using anti-humidity materials or you could use “ventilated containers”
with side vents (as shown in the picture here).
6. One should also ensure that the doors of the containers seal properly and the rubber seal gaskets are present and
in good condition.
Preventive measures against contamination damage
Liquid Bulk
1. If you are loading liquid bulk cargo in an ISO tank container, you should insist on a “tank cleaning certificate” from
the tank operator which tells you the last date of the cleaning, what type of cleaning etc.
2. Once you have this information, you can satisfy yourself whether this specific tank will be suitable for your cargo or
not. You can identify whether your cargo may or may not get contaminated when using this tank container.
3. It is also recommended to have a professional liquid bulk cargo surveyor to inspect the tank or be present during
loading operations to ensure that there are no issues.
4. Tank operators keep their food grade tank fleet separate to their other tanks like chemical and gas tanks.
All food tanks might not be compatible with your specific food cargo and similarly, not all chemical tanks may be
compatible with or be suitable for your specific chemical cargo.
Therefore it is imperative that you provide ALL information about your cargo (Generally the MSDS is the best option
that provides all information related to the cargo) to the ISO tank operator so they may release the most suitable tank
for your cargo.
5. Cargo to be loaded may react with previous cargo or cargo in adjacent compartment through substance mixture or
temperature impact, even if the equipment is stated to be clean and ready to serve.
6. Such mixture may damage the product and equipment, or cause severe reactive incident due to contamination.
7. Therefore, it is important that you do a compatibility check to prevent any reactive incident.
Solid Bulk
8. You may be loading solid cargo that is susceptible to odour and rust contamination – like nuts, tobacco, clothing,
fabrics etc in a normal ISO container.
9. In such cases, you need to request the shipping line for a food grade or A grade container which is “prepared”
specifically for the carriage of your cargo, usually at a cost.
10. An F grade or A grade container will have specifications as per container grading guidelines below.
128
`
Preventive measures against reefer cargo damage
There are a few special precautions to be taken and processes to be followed in order to avoid reefer cargo damage..
1. Ensure that the reefer container you receive has a valid Pre-Trip Inspection (PTI) certificate.. PTI is an inspection
conducted on an empty reefer container BEFORE RELEASE, to ensure the correct functioning of the cooling unit,
temperature control, and recording devices.
2. PTI also includes checking the container for structural damage and ensuring that the inside of the container is clean
and ready in all respects to receive cargo.
3. Pre-Cool is NOT an alternative to PTI.. Pre-cooling relates to the cargo and not to the container whereas PTI is
related to the container.
4. Pre-Cool is a process whereby the products, are pre-cooled to the required set temperature for carriage before
being packed into the container.. This will happen at the cold-storage facility.. The longer the cargo is pre-cooled, the
better it is with regard to the shelf life of the cargo.
5. Reefer containers and trailers should never be left running while cargo is being loaded. This is to avoid possible
icing and transfer of unwanted hot or cold ambient air and exhaust fumes into the cargo space.
6. Loading reefer containers in a hot humid and open environment should be avoided and refrigerated loading docks
with cold tunnels should be considered.
7. Temperature Management is the key for the shipment of all types of reefer cargoes and to ensure that the
temperature is managed and maintained, a few issues must be taken care of.
a. The reefer container must be set to the correct temperature and humidity settings.
b. Special attention must be given to details such as – and + so that a cargo is not set at -5˚C instead of +5˚C.
8. Correct stowage of cargo is extremely important in the carriage of containerized reefer cargo.
9. Some general tips on stowage of reefer cargo:

 Cargo should not be stuffed beyond the end of the T-floor
 Cargo should not be stuffed above the red load line
 Cargo must be stable on the floor and tightly wedged so it doesn’t shift during passage
 Unit must always be set at the proper carrying temperature and this set temperature will vary according to
the cargo being loaded
 Dehumidification controls must be checked
 If pre-cooling is required, it must be the cargo that is pre-cooled and not the container, unless the container is
loaded in an air-locked cold tunnel in the cold storage
 Ventilation setting is of utmost importance and must be set at the correct level
 As air will follow the path of least resistance, there should not be any restrictions on air flow and any gaps
between the pallets and the doors must be closed using cardboard or even wood. This will then force the air to
circulate correctly and reduce the potential for heat sinks (warm air continuously circulating) near the doors
129
`
12. The pulp temperatures of chilled fruit/vegetable cargoes and the core temperatures of frozen cargo must always
be measured where possible before a reefer unit is stuffed.
13. Fruit and vegetables should also be checked for pre-cooling damage, mold, wilt, dehydration, shrivel,
discoloration, soft spots, skin break and slip, bruising, chill damage and odour.
14. Frozen cargoes should be checked for dehydration, desiccation, fluid migration, odours, black spot, color and
flavor changes, and should also be examined for signs of any upward temperature deviation and subsequent re-
freezing.
15. Cartons, trays and other packaging should be scrutinized in respect of their suitability to protect the cargo during
a long sea transit..
Preventive measures against infestation damage
1. Advise shipping line “specifically” about the type of cargo being shipped and if it is food cargo, then you must
request for a food grade container for packing
2. Ensure that the warehouse that your cargo is stored in is clean and free of pests and rodents that may cause
infestation
3. Dunnage made from raw and unprocessed wood may present a high risk of introduction/spread of quarantine pests
and therefore many countries require wooden dunnage and pallets to be fumigated before it can be exported.
What is Enhanced Survey Programme (ESP)?
The history of the types of ships such as bulk carriers and tankers is filled with accidents and disasters, both of small-
scale and gruesome types. Many of these accidents were a result of faulty machinery or lack of safe handling practices
which forced the maritime authorities to introduce a particular survey type know an ESP or Enhanced Survey
Programme.
IMO adopted a resolution A 744 (18) in 1994 SOLAS conference with guidelines on the Enhanced survey programme
for inspection and surveys of bulk carriers and tankers.
What is Enhanced Survey Programme?
Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special
surveys to maintain the safety of the vessel while at sea or at a port. A survey programme (a Planning document for
surveying and paperwork) is to be developed by the owner and is to be submitted to the recognised authorities such
as classification societies, 6 months before the survey.
130
`
Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which are
performed at following intervals:
 Annual
 Intermediate Survey
 Dry Dock Survey
 Renewal Survey
For a company to comply and perform an ESP or an enhanced survey program, it needs to design an enhanced survey
programme, which must include the step by step planning to implement the special survey. It can be said that the
ESP is conducted to check the watertight integrity of the ship by inspecting the following areas of the ship:
- Close-up survey of the structures such as Shell, frames, bulkheads etc.
- Thickness measurement of hull
- Inspecting and Testing of Cargo Tanks
- Inspecting and Testing of Ballast Tanks
- Inspection and Testing of Hatch Covers and Coamings
- Inspecting and Testing fuel tanks, side and double bottom Tanks
131
`
What to check in ESP?
 Ship’s structural damage or deformation
 Corrosion
 Condition of Hull
 Pitting
 Condition of Coating
 Watertight Integrity of ship
After the survey, following reports are made by the inspector, whose copies are to be kept and maintained onboard as
part of necessary documentation:
 Reports of structural surveys
 Condition evaluation report
 Thickness measurement reports
As mentioned earlier, the Enhance Survey Programme (ESP) is designed to monitor the different types of ships listed
below for their construction and safe operation:
 Oil tankers which are single and double hull: Oil tankers constructed with integral tanks and are intended
primarily to carry oil in bulk. The oil tankers can be of both single and double hull construction, as well as
tankers with alternative structural arrangements, e.g. mid-deck designs.
 Single and double-side skin bulk carriers: Ships with a single deck, double bottom, hopper side tanks and
topside tanks and with single or double side skin construction in cargo length area and intended primarily to
carry dry cargoes in bulk.
 Ore carriers: Ore Carriers with a single deck, two longitudinal bulkheads and a double bottom throughout the
cargo length area and intended primarily to carry ore cargoes in the centre holds only.
Combination carriers (OBO ship): Combination ship are constructed with a single deck, two longitudinal
bulkheads and a double bottom throughout the cargo length area and intended primarily to carry ore cargoes
in the centre holds or of oil cargoes in the centre holds and wing tanks.
 Chemical tankers: The Chemical tanker ship with integral tanks and intended primarily to carry chemicals in
bulk. They can be of single or double hull construction, as well as tankers with alternative structural
arrangements.
 A new chapter XI is added for special measures to enhance maritime safety under this resolution. According to
these guidelines, it has 2 Annexes:
 Annex A: Guidelines on enhancing survey programme of inspection during survey of bulk carrier.
 Annex B: Guidelines on enhancing survey programme of inspection during survey of oil tankers.
Each annex A & B has 9 chapters which are almost similar. The only dissimilarities being operational and
constructional aspects of both type of vessels i.e. oil tankers and bulk carriers.
The chapters can be briefly described as:
Chapter 1: General application, documentation onboard to be completed prior to the inspection which is to be served
as basis for surveys.
Chapter 2: Describes how Enhanced survey to be carried out during the periodical surveys along with timings and
conduct of enhance surveys and requirements of dry-docking.
Chapter 3: Describes enhanced inspection carried out during annual surveys which includes cargo holds
and tank pressure testing.
Chapter 4: Deals with intermediate surveys in addition to the annual survey requirements.
Chapter 5: Discuss the needed preparation for surveys, condition and equipment for surveys, access to the surveyed
structure and conduct of survey at sea or at anchor
Chapter 6: Immediate and thorough repairs to damages and wastages.
132
`
Chapter 7: Discuss the requirement of onboard documents supplied and maintained by the owner that must be
available to the surveyor and requirements for survey report file, supporting documents, review of document by
surveyor.
Chapter 8: Discuss the process of reporting and evaluation of survey, acceptability and continued structural integrity, a
condition evaluation report of the survey and results to be issued to the owner.
Chapter 9: Reporting and evaluation of surveys, acceptable and continued structural integrity; a condition evaluation
report of the survey and results to be issued to the owner.
What are the Inspection Interval and Requirements under ESP?

♣ On bulk carrier ships and tanker ships of 20,000 tons deadweight and above, at least two class surveyors must
carry out the special survey once the vessel is 10 years old during all the renewal surveys.
♣ On single side skin bulk carriers of 100,000 tons deadweight and above, at least two exclusive Surveyors must
jointly perform the Intermediate Survey between 10 and 15 years of ships’ age
♣ The survey in the dry-dock to be integrated as a part of the renewal survey with a minimum of two inspections of
the outside of the ship’s bottom during the five-year period of the certificate. In all cases, the maximum interval
between bottom inspections should not exceed 36 months.
♣ For a new ship, the renewal survey can be started at the fourth annual survey and can be progressed during the
succeeding year with an aim to complete the survey by the fifth-anniversary date. The thickness measurement should
not be held before the fourth annual survey.
♣ In any survey, i.e. renewal, intermediate, annual or other surveys having the scope of the preceding ones,
thickness measurements of structures in areas where close-up surveys are required should be carried out
simultaneously with close-up surveys.
How To Design an Enhanced Survey Programme?

 The Shipping company will draw a planning document which will be submitted to the recognised classification
society for approval.
 The essential data provided in the plan are:
 Necessary ship information and particulars
 Main structural plans (scantling drawings), including information regarding the use of high tensile steels (HTS)
 Plan of holds and tanks
 List of holds and tanks with information on use, protection, and condition of the coating
 Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation, lighting,
etc.)
 Provisions and methods for access to structures
 Equipment for survey
 Appointing the holds, tanks and other areas for the close-up survey
 Appointing of sections for thickness measurement
 Appointing of tanks for tank testing.
 Damage experience related to the ship in question.
What is the role of ship’s Crew In ESP?

 The Master of the ship needs to report the results of the inspection and record the same in the ship’s logbook.
The data recorded should clearly identify the tank, compartment or cargo hold subjected to testing along with
a date, time and outcome of the inspections carried out during the testing
 Before the survey is carried out, a Survey planning meeting within the ship crew and another one with the
surveyor and the owner’s representative (usually the ship crew) to be conducted to ensure clear
communication between all parties during inspection
 If during the survey, a qualified individual is present for thickness measurement, all-party meeting to be
carried out before the investigation to ensure the safe and efficient conduct of the survey
 The crew needs to comply with various SOLAS regulations under ESP and provide permanent or temporary
staging and passages through structures to ensure surveyor has access to all the areas under inspection
133
`
 Equipment for the survey (for thickness measurement etc.) is usually carried by the surveyor or by the
appointed shore representative but other small required equipment and tools to be arranged and kept ready
by the ship’s crew
 The crew must arrange a communication system between the survey party in the survey space and the
responsible officer on deck
 If the survey is carried out at sea in a boat or life raft, proper communication and life-saving equipment
like lifejacket must be readily available on deck for all participants
 One responsible officer must accompany the surveyor in enclosed space for survey only after all enclosed
space entry precautions have been followed
 Ship Officer must ensure that the survey report file is maintained as a part of the onboard documentation.
 Apart from the survey report, following supporting documentation to be maintained by the ship’s crew under
ESP which will be helpful for the surveyor for conducting the next survey:
 Ship’s main structural plans of the cargo hold and ballast tank Previous repair history of ship structure
 Previous repair history of cargo and ballast tanks
 Previous inspections report by ship’s personnel concerning structural deformation (cracks, leakages in
bulkheads and piping etc.)
 Coating condition of tanks and other ship structures including the corrosion prevention system
 Guidance for reporting the defect
 Any additional information that would help to identify critical structural areas and/or suspect areas requiring
inspection
Survey Report
The result of the survey mainly targets the Structural condition of each compartment with information on the following
identifications:
– Corrosion with a description of the location, type and extent

– Areas with substantial corrosion
– Cracks/fractures with a description of position and scale
– Buckling with a description of location and extent
– Indents with a description of location and extent
– Identification of compartments where no structural damages/defects are found.
The report is usually supplemented by sketches and photos as proof and reference. The thickness measurement
report must be verified and signed by the surveyor controlling the measurements on board.
The surveyor will provide the report with remarks to the owner or owner’s representative on actions required to
conclude the survey (i.e. concerning Overall surveys, Close-up surveys, renewals, repairs, and conditions of class).
134
`
LEARNING LOG NO. 7
Short Answer Exam on Inspection, Reporting and Damage Control

Direction: Below are the following topic involving cargo Inspection, Reporting and Damage Control, express your thoughts
by creating a comprehensive discussion in a maximum of 50 words. A Short Answer Rubric is provided in the
succeeding page for you to know on how you will be graded.
1. How the procedures during inspection should be carried out?
2. How to ensure reliable detection of ship defects and damages?
3. What are the items that need to be taken into account while preparing a damage report? Discuss.
4. Describe the guidelines on the Enhanced Programme of Inspections during surveys of Bulk Carrier.
5. Why is there a need to understand the purpose of the Enhanced Survey Programme?
135
`
Short Answer Rubric

Criteria
5 3 2 1
Writing shows high degree Writing is coherent and Writing is coherent and Writing lacks logical
of attention to logic and logically organized with logically organized. Some organization. It shows
Organization of reasoning of points. Unity transitions used between points remain misplaced some coherence but
Thoughts clearly leads the reader to ideas and paragraphs to and stray from the topic. ideas lack unity. Serious
(5) the conclusion and stirs create coherence. Overall Transitions evident but errors.
thought regarding the unity of ideas is present. not used throughout
topic. essay.
5 3 2 1
Content indicates synthesis Content indicates original Content indicates Shows some thinking
of ideas, indepth analysis thinking and develops ideas thinking and reasoning and reasoning but most
Level of Content and evidences original with sufficient and firm applied with original ideas are
(5) thought and support for evidence. thought on a few ideas. underdeveloped and
the topic. unoriginal.
5 3 2 1
Main points well developed Main points well developed Main points are present Main points lack detailed
with high quality and with quality supporting details with limited detail and development. Ideas are
Grammar and quantity support. Reveals and quantity. Critical thinking development. Some vague with little
Development high degree of critical is weaved into points. critical thinking is evidence of critical
(5) thinking. present. thinking.

Item No. Points
Thoughts (5) (5)
(5)
1 /15
2 /15
3 /15
4
/15
5
/15
Total Points /75

136
`
Inspection, Reporting and Damage Control

____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________
137
`
Short Answer Rubric
Criteria Points
1
10 8 5
Writing shows high Writing is coherent and Writing is coherent Writing lacks logical
Organization of degree of attention logically organized and logically organization. It
Thoughts to logic and with transitions used organized. Some shows some
(10) reasoning of points. between ideas and points remain coherence but ideas
Unity clearly leads paragraphs to create misplaced and stray lack unity. Serious
the reader to the coherence. Overall from the topic. errors.
conclusion and stirs unity of ideas is Transitions evident
thought regarding present. but not used
the topic. throughout essay. /10
1
15 13 10
Content indicates Content indicates Content indicates Shows some
Level of Content synthesis of ideas, original thinking and thinking and thinking and
(15) indepth analysis and develops ideas with reasoning applied reasoning but most
evidences original sufficient and firm with original ideas are
thought and support evidence. thought on a few underdeveloped and
for the topic. ideas. unoriginal.
/15
1
15 13 10
Many instances of
Mechanics and Correct spelling, Few or no spelling Several spelling, incorrect spelling,
Grammar punctuation and errors; some minor punctuation and punctuation and
(15) grammar punctuation and grammar errors. grammar.
grammar mistakes /15
Total Points /50
138
`
References
 Guner-Ozbek, Meltem Deniz . The Carriage of Dangrous Goods by Sea: Springer, 2008.
 Kim, Kap Hwan & Gunther, Hans-Otto.Container Terminals and Cargo Systems: Springer, 2007.
Links, Photo Credits and Videos
 https://cultofsea.com/cargo-work/hatch-covers-function-inspection-tests-precautions-operation-maintenance/
 https://www.marineinsight.com/guidelines/inspecting-tanks-onboard-ships/
 https://www.marineinsight.com/maritime-law/what-is-enhanced-survey-programme-esp/
 https://www.portcalls.com/wp-content/uploads/2019/10/Cebu-port_full_2019.jpg
 http://www.sanriku-unyu.com/en/services/marinecargo.html
 https://posey-intl.com/what-is-container-stowage-planning/
 https://gcaptain.com/container-carriers-sail-towards-a-tipping-point-of-ocean-freight-rates-and-fuel/
 http://bulkcarrierguide.com/sea-passage.html
 https://www.marineinsight.com/marine-safety/cargo-handling-ships-10-tips-can-save-life/
 https://omicusa.com/inspections/
139
`
140
`

Seam3 - Course Packet

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Seam3 - Course Packet

Uploaded by

Copyright:

Available Formats

Cargo Handling and

Week No. Module Topic Page

2 Planning the cargo Operation

3 Care of Cargo During Voyage

4 Inspection, Reporting and Damage control

Module Compiler 2M Kent Climaco

2M Fritz Nomar Basnillo

Language Editor Dr. Ma. Crispy B. Velasco, RGCT, LPT

Ms. Jedediah K. Singco

Course Code SEAM 3 Course

A-II/1 F2.C1.KUP1: Cargo Handling, Stowage and securing

Planning the Cargo Operations

At the end of the lesson the student should be able to:

Learning Log 1 and 2

CAPT. JONATHAN RELACION CM JUDELITO D. BALOS DR. ANNA LOU C. CABUENAS

A. Bulk Carrier (Solid Bulk)

 Extent of washing required.

B. Hold sweeping / washing procedure

Fig: Washing down hold

In addition, the following can cause contamination of the next cargo:

1. grab damage to steel fittings and protection brackets

Opening hatches at sea for cleaning

Washing of hatch covers undersides

Fresh water rinsing

Cleaning of hold fixed fire fighting installation

Cleaning of hold bilges

Chief officers inspection

Equipment/Items necessary for hold cleaning:

Images 1 high pressure cleaner gun Images 2. Wash down Hoses

Images 5 high pressure water

Images 9, rubber squeegee-long

Images 11, corn broom

Images 14, turk head Images 15, shovel

Images 16 ,Burlap Images 19, chemical spray pump

Images 21, aqua tuff

1. hold bilge pumping and line arrangements understood

Fig: Cleaning the holds requires resources

Fig:Maintaining the paint work reduces claims

Garbage disposal and handling of residues

The latest amendments to MARPOL Annex V take

Additional for Special Cargoes

Inspection and Preparation of Holds

Why inspection and preparation of holds is important?

Thorough inspection of holds is needed to:

So once a Hold is inspected let us proceed to prepare a Hold for loading.

Cargo quality can be affected due to

1. Checking weather-tightness of the hatch cover

2. Checking Bilge Suction

Follow Below procedure to test Hold Bilges:

Working at height in and around cargo hold

The Safety DO’S and DON’TS of Working At Heights

HE DO’S & DON’TS OF WORKING AT HEIGHTS

Essay on the Risk Assessment Prior to Hold Cleaning

1. Working at height and around cargo holds.

2. Working in enclosed spaces.

3. Disposal of Garbage and other waste residues

4. Handling chemicals (hold washing)

5. Deck and hold lightings

Reminder: This rubric will be rated by your instructor only!

Organization of Level of Content Development

Total Points /75

3. Preparation of bilges and fittings

Reminder: This rubric will be rated by your instructor only!

Organization of Level of Content Development