CARGO WORK NOTES

Bale Capacity
.......... is the cubic capacity of a cargo space when
-the length is measured from the inside of the fore and aft bulkhead stiffeners ,
-the breadth is measured from the inside of the cargo battens (spar ceiling) and
-the measured depth is from the wood tank top ceiling to the underside of the deck beams.

Grain Capacity
.......... is that cubic capacity of a cargo space when the length, breadth and depth are
measured from inside of the ship’s shell plating, all allowances being made for the volume
occupied by frames and beams.

Broken Stowage
.......... is defined as the space between packages which remains unfilled.
The percentage that has to be allowed varies with the type of cargo and with the shape of the
ship’s hold. Broken stowage is greatest when large cases are stowed in an end hold or at the
turn of a bilge.

Stowage Factor
..........is defined as that volume occupied by one unit weight of cargo.
It is usually expressed in cubic metres per tonne (m3/tonnes) or cubic feet per tonne
(ft3/tonne).
It does not take account of any space which may be lost due to ‘broken stowage’.
S.F = Volume
Weight

Safe Working Load (SWL)

SWL is an acceptable working tonnage used for a weight-bearing item of equipment.
The marine industry uses a factor of one-sixth of the breaking strain to establish the safe
working value.

Breaking Stress (Strain)

It is defined by the stress necessary to break a material in tension or compression.
The stress factor is usually obtained by testing a sample to destruction.

Maximum Securing Load (MSL)

MSL is a term to describe the allowance load capacity of a device which is used to secure
cargoes to a ship.
Safe working load (SWL) may be substituted for MSL for securing purposes.

Proof Load
It is a tonnage value that a derrick or crane is tested to.

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The value is equal to the SWL of derrick/crane + an additional percentage weight allowance.
SWL (up to 20 tonnes) => proof load 25% in excess of SWL
SWL (20 to 50 tonnes) => proof load 5 tonnes in excess of SWL
SWL (over 50 tonnes) => proof load 10% in excess of SWL

Permissible Deck Load (PDL) (or) Load Density

It is the maximum weight that can be safely loaded on a unit area without straining the deck.
It is expressed in tonnes per metre square (tonnes/m2) . The height to which the cargo can be
stowed on that deck depends on the load density of that deck and the stowage factor of the
cargo.

Gross Tonnage (GT)

It is defined as the measurement of internal capacity of the ship.
G.T is obtained by the formula based on:
>the volume of all enclosed spaces in the ship and
>a constant to be calculated or tabulated.
It is the basic of pilotage and dry dock dues.

Net Tonnage (NT)

It is defined as the measurement of the working (or) earning capacity of the ship for cargo
and passengers.
N.T is obtained by the formula based on :
>the volume of cargo spaces in cubic metres,
>the moulded depth and draft,
>number of passengers if over 12 and
>certain constants.
Harbour dues are based on N.T.

Double Gear
..........is an expression which is used when winches are employed in conjunction with making
a heavy lift. The purchase and topping lift winches together with any guy winches are locked
into ‘double gear’ to slow the lifting operation down to a manageable safe speed.

Double Up
..........is a term used with a derrick which allows a load greater than the safe working load
(SWL) of the runner wire but less than the SWL of the derrick, to be lifted safely. It is
achieved by means of a longer wire being used in conjunction with a floating block. This
effectively provides a double wire support and turns a single whip runner wire, into a ‘gun
tackle’.

Cargo Plan
It is a ship’s plan which shows the distribution of all cargo parcels stowed on board the vessel
for the voyage. Each entry includes: the quantity, the weight and the port of discharging. The
plan is constructed by the Ship’s Cargo Officer and effectively shows special loads such as
heavy-lifts, hazardous cargoes, and valuable cargoes.

Cargo securing manual

It is a manual which is pertinent to an individual ship. It shows the lashing points and details
of the securing of relevant cargoes carried by the vessel.

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It is a ship’s reference which specifies the on-board securing arrangements for cargo units,
including vehicles and containers and other entities.

Union Plate
It is a triangular steel plate set with three eyelets used in ‘Union Rig’ to join the cargo runners
and hook arrangement when a ‘triple swivel hook’ is not employed. Sometimes referred to as
‘Monkey Face Plate’.
Walk back
It is an expression which signifies reversing the direction of a winch in order to allow the
load to descend or the weight to come off the hoist wires.

Wires Per Strand (WPS)

It is an expression (abbreviated as WPS) which describes the type of construction of the
strands of a steel wire rope.

Hygroscopic Cargo
Hygroscopic products have natural moisture content and are mainly of plant origin.
They may retain, absorb or release water vapor, and excessive amounts of inherent moisture
may lead to significant self-heating and “moisture migration” within the cargo. This can
result in caking, mildew or rot. Examples of hygroscopic products include grain, rice, flour,
sugar, cotton, tobacco, cocoa, coffee and tea.

Non-hygroscopic Cargo
Non-hygroscopic products have no water content.
However, certain commodities (e:g. steel) may be damaged if stowed in a moist environment.
Others may be harmed if being packaged using a hygroscopic material (e:g. wood, paper).
Examples of non-hygroscopic products are steel products, machinery, plastic ,etc.

Cargo sweat
Cargo sweat is the condensation that may form on exposed surfaces of the cargo .
It is the result of large amounts of warm, moist air being contacted into a hold containing
colder cargo.
This usually occurs when the voyage is from a colder to a warmer place and the outside air
has a dewpoint above the temperature of the cargo. To prevent this sweat forming all
ventilation should be restricted until the temperature of the cargo is above the dew point
temperature of the outside air.

Ship’s sweat
Ship’s sweat is the condensation that forms directly on a vessel’s structure when the warm
and moist air within a hold comes into contact with cold surfaces as the vessel moves into
cooler climates. Cargo may be damaged by overhead drips, by contact with sweat that has
formed on the ship’s sides or by condensed water that may accumulate at the bottom of the
hold. To Prevent ship sweat, holds should be surface ventilated as long as the dewpoint of the
outside air is lower than the temperature of the air inside.

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Angle of Repose - Angle of Repose is the angle between the horizontal and the slope of the
cargo obtained when that cargo is poured onto the horizontal. The greater the angle, the lesser
it
is likely to shift.

Angle of Flooding

The term “angle of flooding” means an angle of heel at which openings in the hull,
superstructures or deckhouses, which cannot be closed watertight, immerse. (In this case
small openings through which progressive flooding cannot take place are not to be
considered as open.)

A = Angle of Flooding

Harmful Substance
..........is any substance that, if introduced into the sea, is liable :
> to create hazards to human health,
> to harm living resources and marine life,
> to damage amenities (or) to interfere with legitimate use of the sea.

Segregated Ballast
It is the ballast water introduced into a tank which is completely separated from the cargo oil
and fuel oil system and which is permanently allocated to carry ballast or cargoes other than
oil or noxious substances.

Slop Tank
It is a tank which is specifically designated for the collection of tank drainings, tank washings
and other oily mixtures.

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Crude Oil
..........means any liquid hydrocarbon mixture occurring naturally in the earth whether or not
treated to render it to be suitable for transportation and includes:
(a) crude oil from which certain distillate fractions may have been removed and
(b) crude oil to which certain distillate fractions may have been added.

Flash Point (of an oil)

This is the lowest temperature at which the oil will give off vapour in quantities that, when
mixed with air in certain proportions, are sufficient to create an explosive gas.

Volatile liquid
..........is a liquid which has a tendency to evaporate quickly and has a flash point of less than
60°C as determined by the closed cup method.

Non-volatile Liquid
..........is a liquid which has a flash point of 60°C or above as determined by the closed cup
method.

Cargoes which may liquefy

Cargoes which may liquefy means the cargoes which are subject to moisture migration and
subsequent liquefaction if shipped with a moisture content in excess of the transportation
moisture limit.

Moisture Migration
Moisture Migration is the movement of moisture contained in a bulk cargo by settling and
consolidation of the cargo due to vibration and ship’s motion. Water is progressively
displaced which may result in some portions or all of the bulk cargo developing a flow state.

Transportation Moisture Limit (TML)

Transportable Moisture Limit (TML) is the transportable moisture limit of a cargo which may
liquefy.
It represents the maximum moisture content of the cargo which is considered safe for carriage
in ships which are not specifically fitted or constructed for cargoes for excessive moisture
content.
It is expressed as a percentage of the flow moisture point. TML is 90% of the Flow Moisture
Point.

Flow Moisture Point

Flow moisture point is the percentage of moisture content when a flow state develops.

Flow State
It is a state which occurs when a mass of granular material is saturated with liquid to such an
extent that loses its internal shear strength and behaves as if the whole mass was in the
liquid form.

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Flammable Range
It is the range of hydrocarbon gas concentration in the air between the lower and upper
flammable limits.
Mixtures within this range are capable of being ignited and of burning.

Lower Flammable Limit (LFL)

It is the hydrocarbon gas concentration below which there is insufficient hydrocarbon gas to
support and propagate combustion. The mixture is said to be too lean.

Upper Flammable Limit (UFL)

It is the hydrocarbon gas concentration above which there is insufficient hydrocarbon gas to
support and propagate combustion. The mixture is said to be too rich.

Inert Gas
Inert gas is a gas (or) a mixture of gases such as flue gas, which contains insufficient oxygen
to support the combustion of hydrocarbons.

Inert Gas System

-It is the system to keep the atmosphere in the space above an oil cargo or an empty tank not
to support combustion by filling an inert gas.
-It has 2 main functions : (i) It inhibits fire or explosion risk. (ii) It inhibits corrosion in
cargo tanks.
-The Atmosphere is made up of about 21% Oxygen and 79% Nitrogen.
-An adjusted boiler burning fuel oil will use up part of the available oxygen in the atmosphere
and leaves about 3%. To achieve an explosive mixture, about 9-10% of Oxygen is required
and therefore Boiler inert gas (Flue gas) is normally well outside the explosive range.

Purging
It is the introduction of inert gas into a tank which is already in the inert condition with the
objects of :
> further reducing the existing oxygen content and
> reducing the existing hydrocarbon gas content
not to support the combustion if the air is subsequently introduced into the tank.

Hot Work
Hot work is the use of open fires and flames, power tools, hot rivets, grinding, soldering,
burning, cutting, welding (or) any other repair work involving heat (or)creating sparks which
may lead to a hazard because of the presence or proximity of flammable atmosphere.

Hot Work Permit

It is a document issued by a responsible person which allows the hot work to be performed in
compliance with the ship's Safety Management System.

Spontaneous Combustion
It is the ignition produced in coal cargoes and bunkers by the evolution of heat through the
chemical action of its own constituents. It is mainly due to the oxidation of fine coal.

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Threshold Limit Value (TLV)
TLV for chemical substances is defined as a concentration in air, typically for inhalation or
skin exposure.
Its units are > parts per million ( ppm ) for gases and
> milligram per cubic meter ( mg/m3) for particles such as dust , smoke and
mist.
Three types of TLV for chemical substances are :
1. Time Weighted Average ( TLV-TWA )
2. Short-term Exposure Limit ( TLV-STEL)
3. Ceiling Limit ( TLV-C)

Relative Humidity
R.H is the ratio between the amount of water vapour in the air and the amount that it can
contain at that temperature. It is usually expressed as a percentage.

Dew Point Temperature

Dew point temperature is the temperature to which the air has to be cooled for the water
vapour to condense out into water droplets. It is also known as Saturation Temperature and
it depends on absolute humidity.
Short Landing / Over Carrying
Short landing is the discharging the cargo before arriving to the port of destination of the
cargo.
Over carrying is that the cargo is carried beyond the port of destination of the cargo.
Responsibility of the ship is to transport the cargo to its destination.

Floodable Length
It is the maximum length of a compartment that can be flooded to bring a damaged vessel to
float at a waterline which is tangential to the margin line.

Block and Tackle

The term “ block and tackle ” is sometimes called purchase.
It is referred to the two blocks together with the wire or rope rove between them.
“Tackle ” is the combination of the cordage passing over a sheave contained within the block
; a second block is suspended by the standing and running parts of the cordage.

Standing Rigging
It is a term used to describe fixed steel wire rope supports. Can be found in ships stays and
shrouds. Construction of standing rigging is usually 6x6 wps.

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Running Rigging
It is a term used to describe wire ropes which pass around the sheave of the block. When the
steel wire ropes are used for running rigging , they are of a flexible construction : 6x24 wps
or 6 x 36 wps.

Lashing Frame / Lashing Platform

It is a mobile, or partly mobile, personnel carrier on which lashing personnel can work with
the twist-locks at the top of the container stack without having to climb on the container tops.

Deadfreight
It is the non-utilization of cargo carrying capacity on a vessel.

Standard Temperature of Liquid Bulk Cargoes

US = 60° F , Western Europe = 15° C , Brasil & Eastern Europe 20° C

Clinage
It is the oil remaining on the walls of a pipe (or) on the internal surface of the tanks after the
bulk of oil has been removed.

Contamination
-Cargoes which may taint easily (e.g Tea, Flour, Tobacco) should be kept well away from the
strong smelling cargoes.
- If a pungent cargo (e.g. Cloves, Cinnamon ) has been carried previously , deodourising of
the compartment should be necessary.
-Dirty cargoes should never been carried in the same compartment with clean cargoes.
-Dirty cargoes include paints, oils, steelwork, animal products other than food stuffs.
-Clean cargoes include food products, vegetable products and fabrics.

Tallying
-All cargoes are tallied onboard the vessel for which purpose tally clerks are employed.
-There are generally two sets of tally clerks, one set being for the ship and the other by the
shipper.
-Cargoes are also tallied out of the ship when discharging.

General Cargo
General cargo is a term which covers a great variety of goods. They may be in bags, cases,
crates (or) drums,
(or) they may be kept together by bailing, (or) they may be individual pieces. These are also
known as Break Bulk Cargoes.

Grain
-Grain has the semi-liquid property.
-It is liable to shift due to heavy rolling , causing the vessel to list dangerously and may even
capsize.
-The term "grain" includes : barley,
maize(corn),
wheat,
rye (grass like cereal),

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 oats,
rice,
pulses (peas and beans) ,
seeds (matured fertilized grain) and
others whose behaviour is similiar to that of grain in its natural
state.

Timber
The term "Timber" includes : swan wood (or) lumber, cants, logs, poles, pulpwood and all
other types of timber in loose or packaged forms. The term does not include wood pulp (or)
similiar cargoes.

Timber Deck Cargo

It is a cargo of timber carried on an uncovered part of a freeboard (or) superstructure deck.

Filled Compartment ( Trimmed )

It is any compartment ,after loading and the bulk grain shall be trimmed as required to fill all
spaces under the deck and hatch covers to the maximum extent possible.

Filled Compartment ( Untrimmed )

It is any filled compartment, the bulk grain shall be filled to the maximum extent possible in
way of hatch opening but may be at its natural angle of repose outside the edge of the hatch
opening.

Partly Filled Compartment

Any cargo compartment where the bulk grain is not loaded in the manner as in the filled
compartment.
Pipeline Systems ( Tanker )
There are (4) basic types of pipeline systems.
(1) Ring Main
(2) Direct Line
(3) Free Flow and
(4) Cruciform
Drop line – Each of the main tank pipe lines has a counterpart on deck and loading line
which lead vertically from the deck lines to the tanks are known as “Drop lines”.
Each main line has one or two drop lines drop valve control of the flow of oil in those lines.

Crossover valve – Athwartships tank lines joining the main lines are known as crossover
lines and crossover valves separate the main line from each other as well as separating
individual tanks in other word crossover valves separated in athwartships direction.

Jettisoning
It is the intentionally disposing (or) sacrifying of the cargoes in order to protect the danger of
vessel sinking and loss of watertight integrity.

COW ( Crude Oil Washing )

-A procedure that is conducted during discharging and it has positive advantages over water-
washing method.

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-New crude oil carriers over 20,000 dead weight tonnes must now be fitted and use a COW
facility.
-The method employs a high-pressure jet of crude oil from fixed tank-cleaning equipment.
-The jet is directed at the structure of the tank and ensures that no slops remain onboard after
discharging, every last drop of cargo-going ashore.

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Advantages of C.O.W
Disadvantages of C.O.W-No tank cleaning at sea is required -
Increase of crew workload at discharging port
-Less possibility of accidental pollution -Increase of discharging time
-Less tank corrosion than from water washing -High installation and maintenance
costs
-Increase of carrying capacity for next cargo -It needs special training for crew
with operational
-Full tank drainage aspects.

Load on Top
-The purpose of Load On Top system is to seperate oil residue from water.
-During the voyage, oil and water mixture in the tank (or) slop tank is allowed to settle for at
least 24 hours. -The period of several days is allowed for this purpose.
-During this period, the oil has floated to the top and the oil skin is already on the surface.
-The clean water under the oil is to be pumped out to sea according to MARPOL Annex I
regulation.
- Oil skin remains in the tank and it will be discharged asore when arriving to a suitable
discharging port.

Enclosed (or) Contaminated Space

- An enclosed space is one that has been closed or unventilated for some time,
- Any space which may contain harmful gases because of cargo carried,
- Any space which may be contaminated by cargo or gases leaking through a bulkhead or
pipeline,
- Any store room containing harmful materials (or)
- Any space which may be deficient of oxygen.
Examples are:
- Chain lockers, CO2 rooms, Cofferdams and Cargo stowage compartments, Cargo spaces
,Cargo , fuel and ballast tanks, Pump rooms, Void spaces and Duct keels, etc.

Deadweight Cargo
..........is the cargo on which freight is usually charged on its weight . While on hard and fast rules
are in force , cargo stowing at less than 1.2 m3/ tonne is to be rated as deadweight cargo.

Measurement Cargo
..........is the cargo on which freight is usually charged on volume occupied by the cargo . Such
cargo is usually light and bulky stowing at more than 1.2 m3/ tonne but may also be heavy
casting of an awkward shape where a lot of space is occupied.

Optional Cargo
..........is the cargo which is to be discharged at one port or another as decided by the shipper
before the ship reaches the discharging port. Such cargo must be stowed so as to be available at
either of the optional ports.

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Standardized Cargo
..........means the cargo for which the ship is provided with an approved securing system, based
upon units of specific types.

Semi-standardized Cargo
..........means the cargo for which the ship is provided with a securing system capable of
accommodating a limited variety of cargo units such as vehicles, trailers,etc.

Non-standardized Cargo
.......... means the cargo which requires individual stowage and securing arrangements.

Pilferage
Pilferage is the breaching and stealing of certain cargoes such as beer, spirits, tobacco, silk goods
,etc.
To prevent the pilferage ;
-Cargoes should be locked into a container.
-Block with heavier or less vulnerable cargoes.
-Cargoes should be overstowed if in an open hold.
-Employ watchmen, if shore watchmen are used, O.O.W should check them frequently.
-Try to work in daytime. If nightwork is essential, sufficient and good lightings to be used.
-If a valuable cargo is to be loaded underdeck, the watchman should patrol the decks and make
sure there is no dark corners.
-Ventilators should be covered with wire mesh if necessary.
-During breaks, close the hatches and lock the entrances.
-Mail bags to be loaded in presence of O.O.W.
-O.O.W and crew must be in attendance during loading and discharging.
-Double tally to be taken ,if in suspect.
-As the ship is responsible for the cargo once it is loaded, great care must be taken to prevent the
pilferage of cargoes.

Tare Weight
..........means the weight of the empty container including permanently affixed ancillary
equipment.

Maximum Operating Gross Weight

.......... is defined as the maximum allowable combined weight of the container and its cargo.

Maximum Permissible Payload

..........means the difference between the maximum operating gross weight or rating and the tare
weight.

TEU - Twenty feet equivalent unit. It is used to express the cargo capacity of a container vessel.

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Unitised Cargo
Unitised cargo is the cargo of grouping loads together into one unit.

Dunnage
-Dunnage is the name given to material that is used to protect goods and their packaging from
moisture, contamination or mechanical damage.
-Dunnage can be made of wood, plastic, tarpaulin or other materials.
-On some ships , permanent dunnages may be fitted.

Floor Dunnage - is mainly used in general cargo ships to lift the cargo off the tank top.
-This prevents cargo damage from sweat or moisture running off from other cargo.
-Floor dunnage is laid crosswise and the direction depends on the design of the vessel.
-In ships with lateral water drainage ( bilges ) , the first layer must be laid crosswide, while in
ships with fore and aft water drainage (wells), the first layer must be laid lengthwise.
-Such dunnage should be laid close together to prevent the cargo from making contact with the
tank top.
-On modern vessels, especially reefers, permanent deck gratings are fitted made of grooved and
perforated aluminum or ply wood gratings are fitted.

Lateral Dunnage - usually takes the shape of a spar ceiling on a general cargo vessel. These are
wooden beams that are securely connected to the side of the cargo hold. Later dunnage prevents
contact of the cargo with the ship side and thus prevents cargo damage due to sweat.

Permanent Collapsible Dunnage (PCD’s) - comprising painted or varnished 8’ x 4’ plywood

sheets may be fitted to the ship’s sides. These sheets are hinged at their base and open out to be
secured in a variety of ways. Their main purpose is to “square off” curved ship sides and they are
particularly useful for palletized cargo.

Interlayer Dunnage - separates cargoes from each other. This is either for the protection of an
underlying cargo from contamination by a top cargo or for the segregation of individual batches
of cargo.

Top Dunnage - generally protects the cargo from contamination damage from water, hydraulic
oil, etc., dripping from the water decks. Top dunnage must also allow for some air circulation
and evaporation. For this reason top dunnage is usually made from an air permeable material
such as paper or jute . Any wooden dunnage used must be dry to prevent moisture damage.

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Ventilation
There are two methods of ventilation.
(1) Natural Ventilation
> (i) Through Ventilation
> (ii) Surface Ventilation
(2) Mechanical (or) Forced Ventilation

(1)Natural Ventilation
(i) Through Ventilation
-It makes the air to pass over the entire area of the hold right down to the bottom.
-Leeward ventilator is turned into the wind and windward ventilator is away from the wind.
-Greatest air flow rate is achieved by through ventilation.

Wind

(ii) Surface Ventilation

-It is necessary for some cargoes where only the surface of the cargo is required to be ventilated.
-The leeward ventilator is away from the wind and the windward ventilator is turned into the
wind.

Wind

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(2)Mechanical (or) Forced Ventilation
-A ventilation and humidity control system comprising of:
> Hold fans and duct system
> Instruments for recording inside & outside dry & wet bulb temperature
> A dehumidifier, a machine for removing moisture from the air

Reasons for Ventilation

- to prevent sweating
- to prevent germination
- to remove odour and supply fresh air
- to remove toxic and explosive gases
- to control cargo hold temperature

# What is palletization and Pre-slinging? ( 5 Marks )

Palletization
Method of storing and transporting goods stacked on a pallet and shipped as a unit load. It
permits standardized ways of handling loads with common mechanical equipment such as fork-
lift trucks.

Palletization has distinct advantages when compared with open stow, general cargo, break bulk-
handling methods:
1. less handling of cargo
2. less cargo damage (no hook use and limited pilferage)
3. faster loading discharge times. ( as the time in port was reduced, together with associated Port
and Harbour fees.

Pre-packed loaded pallets are still widely used around commercial ports and are packed in
uniform blocks to minimize broken stowage.

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Pre-slinging

After stowing loaded cargo in the hold, the slings fixed at the every cargo unit were left together
with cargo unit. So that it is ready to discharge at discharging port . It is not necessary slinging
again. This is call pre-slinging.

Pre-slinging is giant step towards higher productivity in the world. Many countries have already
adopted a number of guidelines and practices.

Advantages of pre-slinging

- To promote safety of personnel

- To promote efficiency of cargo operation
- less cargo damage
- faster loading discharge times. ( as the time in port was reduced, together with associated Port
and Harbour fees.

# What are the main difference in the carriage of “frozen” and “chilled “
refrigerated products?

Refrigerated cargoes include both frozen and chilled goods.

Chilled goods include fresh fruits and vegetables.
Generally, frozen goods do not suffer if over-cooled, whereas chilled goods can be damaged by
low temperatures, either by freezing or by chilling injury to the fresh produce. Many chilled
cargoes are damaged if subjected to temperatures below that experienced in the growing area.
This is the main difference in the carriage of “frozen” and “chilled “
refrigerated products.

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# What is the hazards of coal cargo? ( 6 Marks )

Hazards of coal cargo

1. Emit flammable gasses

Coal cargoes may emit methane gas which is flammable and lighter than air. The flammable
range of methane is within the limits 5% to 16% and this mixture can ignite on the
introduction of a source of ignition. Accumulations of this gas may take place between the
hatch coamings and the top of the cargo.

2. Tendency to self heat

Some coals have a tendency to self heat and if this is the case the shipper should be able to
inform you prior to loading. Any self-heating is indicated by increasing concentration of
carbon monoxide in the hold.

3. Oxidation
Coals may be subject to oxidation, which can result in the depletion of oxygen from the
holds. This can be hazardous if proper precaution is not taken while entering spaces that may
be lacking in oxygen.

4. Reaction with water

Some coals are liable to react with water and produce acids that can cause corrosion.
Flammable and toxic gases, including hydrogen, may be produced. Hydrogen is a colourless
and odourless gas that is highly flammable and lighter than air.

5. Liquefaction hazards.
If fine coals with a size of less than 7mm are carried there is a risk of the coal liquefying if
the moisture content exceeds the transportable moisture limit (TML). It is necessary to
ensure that the moisture content in the cargo to be carried does not exceed the TML.

Segregation of Cargo
Dangerous goods belong to different classes cannot be stowed together. They have to be
segregated from one another and the type of segregation depend on the properties of substances
in each class and the way they react with substances of another class .( incompactable cargoes )
The segregation requirements are dealt with in Chapter 7.2 of Volume I of the IMDG Code. The
segregation requirements between dangerous goods carried on the same ship are laid out in a
tabular format.
The table gives the segregation requirements as follows:
-Away from
-Separated from.

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 -Separated by a complete compartment or hold from
-Separated longitudinally by an intervening complete compartment or hold from

Separation of Cargo
On general cargo ships, parcels of the same cargo for discharge to different ports are often
separated. Some of the more common means of separation are:
Colored Polythene sheets
Burlap & Tarpaulin: This can be used to separate cargoes such as bulk grain particularly on
handy sized bulk carriers.
Cargo nets: Polypropylene mesh nets can be used to separate cargo parcels in the same hold.
Paint: Timber can be separated by paint, usually water based. Steel rails and coils can
be separated by paint or coloured tape
Marking Tape: On a ro-ro vessels, cars of the same type for discharge at different ports are often
separated using either “hazard” tape or coloured marking tape.

Q. Define the following cargo terminology.

(a) Deadweight cargo
(b) Measurement cargo
(c) Floodable length
(d) Standing rigging
(e) Running rigging

(a) Deadweight Cargo---is cargo on which freight is usually charged on its weight .
While on hard and fast rules are in force , cargo stowing at less than 1.2 m3/ tonne is
to be rated as deadweight cargo.
(b) Measurement Cargo --- is cargo on which freight is usually charged on volume
occupied by the cargo . Such cargo is usually light and bulky stowing at more than
1.2 m3/ tonne but may also be heavy casting of an awkward shape where a lot of
space is occupied.
(c) Floodable length – the maximum length of a compartment that can be flooded to
bring a damaged vessel to float at a waterline which is tangential to the margin line.
(d) Standing rigging – a term used to describe fixed steel wire rope supports. Can be
found in ships stays and shrouds. Construction of standing rigging is usually 6x6 wps.
(e) Running rigging – a term used to describe wire ropes which pass around the sheave
of the block. Where the steel wire ropes are employed for running rigging they are of
a flexible construction. 6x24 wps or 6 x 36 wps.

Page 18 of 38
Q. Define the following terms employed cargo operations.

(a) Breaking stress

(b) Safe working load
(c) Proof load

(a) Breaking stress-defined by the stress to break a material in tension or compression.

(b) Safe working load-an acceptable working tonnage used for a weight bearing item
equipment. The marine industry uses a factor of one-sixth the breaking stress.

(c) Proof load- a tonnage value that a derrick or crane is tested to. The value is equal to the
SWL of derrick/crane + an additional percentage weight allowance.

SWL up to 20 toones proof load is 25% in excess

SWL 20 to 50 tonnes proof load equals+ 5 tonnes in excess of SWL
SWL over 50 tonnes proof load equal 10% in excess

Q. Define.

(a) Angle of repose

(b) Cargoes which may liquefy
(c) Flow moisture point
(d) Flow state
(e) Transportable moisture limit

(a) Angle of repose--- the angle between the slope and the horizontal plane when bulk cargo is
emptied onto this plane. It is used as a means of registering the likelihood of a cargo shift during
the voyage.

Angle of repose of 35° is taken as being dividing line for bulk cargoes of lesser or greater
shifting hazard and cargoes having angles of repose of more or less than the figure are
considered separately.

(b) Cargoes which may be liquefy--- means cargoes which are subject to moisture migration and
subsequent liquefaction if shipped with a moisture content in excess of the transportable
moisture limit.

(c) Flow moisture point--- is the percentage of moisture content. when a flow state develop.

(d) Flow state--- is a state which occurs when a mass of granular material is saturated with liquid
to such an extent that is loses its internal shear strength and behaves as if the whole mass was in
liquid form.

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(e) Transportable moisture limit--- the maximum moisture content of a cargo that may liquefy
and a level which is considered safe for carriage in ships other than those ships which because of
design features of specialized fittings may carry cargo with a moisture content over and above
this limit.

Q. Define the following terms employed cargo securing

(a) Maximum securing load

(b) Safe working load
(c) Standardize cargo
(d) Semi standardize cargo
(e) No standardize cargo

(a) Maximum securing load--- is a term to define the allowance load capacity for a device used
to secure cargo to a ship.

(b) Safe working load --- may be suitable for MSL for securing purpose provided this is equal
to or exceeds the strength defined by MSL.

(c) Standardize cargo--- means cargo for which the ship is provided with an approved securing
system, based upon units of specific types.

(d) Semi standardized cargo--- means cargo for which the ship is provided with a securing
system capable of accommodating a limited variety of cargo units such as vehicles trailers.etc

(e) Non standardized cargo- means cargo that requires individual stowage and securing
arrangements.

Q. Explain the following stowage and segregation requirements between DG carried on

ship for the open transport units.

(a) Away from

(b) Separated form
(c) Separated by a completed compartment or hold from
(d) Separated longitudinal by an intervening complete compartment or hold from

(a) Away from --- a distance of at least 3 metres must be maintained between units.

(b Separated from – a distance of at least 12 metres

(c) Separated by a complete compartment of hold from--- two decks or two bulkheads.

(d) Separated longitudinal by an intervening completed compartment or hold from--- prohibited

for open transport units.

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Q. Define enclosed spaces and describe the permit to work system using safety checklist to
be followed by the responsible officer and the persons entering the space.

An enclosed space is the one that has been closed or unventilated for sometimes.
Any space that may because of cargo carried containing harmful gases.
Any spaces which may be contaminated by cargo or gases leaking through a bulkhead or
pipeline .
Any store room containing harmful materials or
Any space which may be deficient of oxygen.

Any person intending to enter such an enclosed space must take correct authorization from ship’s
master or officer in charged. Entry would be permitted in accordance with the conditions
stipulated by permit to work system. Prior to entry all safety procedures must be monitored by
safety checklist.

1.Obtained proper authority.

2.Ventilate the space to enter and test the atmosphere for oxygen deficiency or toxicity.
3.Continue ventilation
4.Breathing apparatus rescue system and resuscitation equipment to be ready at the entrance.
5. Have adequate communication equipment established and tested contact to a stand by man at
entrance of the space.
6.Stand by man outside the space to be in constant attendance while persons engaged inside the
space (watching for trouble and to raise the alarm).
7.Ensure adequate illumination and be safe and appropriate type.
8.Test the atmosphere of inside regularly.
9.Before entering, permit to work system to be displayed at the entrance.
10.All operation personnel must have been brief on withdrawal procedures in the event that such
action is deemed necessary.

When the atmosphere in the compartment is suspected the following additional procedures to be
adopted when using BA.

11.The wearer of BA is familiar to use it

12. Thorough check on BA sets and face must fits properly
13. The stand by man should monitor the times of entry and ensure that there is adequate
time to leave the space.
14. Ensure that air cylinders are fully charged and if low audible alarm is sounded leave
the space immediately.
15. Never take off the mask of BA inside the space.
16. In the event of communication or ventilation system breakdown leave the space
immediately.
All personnel entering the enclosed space essential to use Personal protection Equipments.

Page 21 of 38
Q. Describe the 4 types of containers in operations and sizes in used.

There are many types of containers in operation to suit variety of trades. Size also vary and can
be shipped in following sizes.8 ft in width, 8ft or 8ft 6 inch in height and with lengths of 20ft or
40 ft.

Conventional units--- known as dry container made from steel and fully enclosed with timber
floor. Cargosecuring lashing points are located at floor level at the base of the side paneling.
Access for stuffing and de-stuffing is through full height twin locking doors at one end.

Open top container---covered by tarpaulin and permits top loading and discharging for
awkward side loads which cannot be easily handled through the doorways of general purpose
containers.

Flat rack container--- this is a flat bed with fixed or collapsible end no roof. They are used to
accommodate cargoes of non compatible dimensions or special cargoes that require additional
ventilation.

Tank containers--- are frame tank units designed for carriage of liquids. The cylinder tank
usually made of stainless steel is secured in the frame work which is standard dimensions to be
accommodated in loading and discharging as general purpose container unit.

Q. Describe in outline the recommendations on the stowage of timber deck cargoes set out
in IMO TDC code

The following recommendations to be checked prior to loading timber on weather deck.

- Hatch covers and others openings to spaces below that areas to be securely closed.
-All pipe lines and ventilators to be efficiently protected.
-Ice and snow on such areas to be removed.
-To have preferable deck lashings uprights.etc…in position before loading. (Pre loading
examination of equipments in loading port)
-Ensure that access to all areas of ship regularly used in the necessary working of the ship is not
to be impeded.
-After completion of loading and before sailing, sounding to be taken to verify that no structural
damage has occurred causing ingress of water.
The height of timber cargo to be ensure that
- Adequate visibility is assured
-A safe margin of stability is maintained at all stages of voyage.
-The weight of TDC not excceed the designed maximum permissible load on the weather deck
and hatches.
-The basic principle is that to be a solid stow during all stages of the loading process only be
achieved by the constant supervision of responsible officer.

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Q. State the advantage of ship’s crane and what precaution and safety features to be
followed when operating the ship’s crane.

Advantages of ship’s crane

-Shipboard cranes are permanently mounted and rotate 360 degree.

-Good spot operation and fast operation.
-Cranes are low maintenance and versatile.
-The SWL of two cranes may be combined when used together.
-Grabs container spreaders can be fitted to the cargo hook.

Safety Features

-Limit switches for topping and hoisting

-Jib angle indicator indicates the angle of jib which correspond to the SWL
-Two block limit switch prevents the inadvertent contact of floating number block and jib
mounted runner block.
-Slack wire cut off
-SWL cut off prevents a weight in excess of the SWL from being lifted.
-Topping and hoisting winch cut off that cuts off the power when less than 3 turns remains on the
winches or if wires become fouled.
- A flash light placed at the end of the jib to prevent accidental contact with shore cranes.

Q. Explain briefly structure of IMDG code.

Structure of the IMDG code

Two volumes code is divided into seven parts.

Volume 1 (parts 1,2 and 4-7 of the code) contain sections on

-General provision. Definitions. Trainings

- Classification
-Packing and tank provisions
- Consignment procedures
-Construction and testing of packaging (IBCs, large packing, portable tanks and road tank
vehicles)
-Transport operations

Volume 2 contains

- The dangerous Goods list presented in tabular format

-Limited quantitie exceptions

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 -The index
-Appendices

The supplement contains the following texts related to the IMDG code
-EMS guide
-Medical First Aid Guide
-Reporting Procedures
-Packing transport units
-Safe use of Pesticides
-INF Code

Q. SEGREGATION AND SEPARATION OF CARGO

Separation of Cargo
On general cargo ships, parcels of the same cargo for discharge to different ports are often
separated. Some of the more common means of separation are:
 Colored Polythene sheets
 Burlap: This can be used to separate cargoes such as bulk grain particularly on handy sized
bulk carriers.
 Tarpaulin: This can be used to separate cargoes such as bulk grain particularly on handy
sized bulk carriers.
 Cargo nets: Polypropylene mesh nets can be used to separate cargo parcels in the same
hold.
 Paint: Timber can be separated by paint, usually water based. Steel rails and coils can
be separated by paint or coloured tape
 Marking tape: On a ro-ro vessels, cars of the same type for discharge at different ports are
often separated using either “hazard” tape or coloured marking tape.

Segregation of Cargo

• Dangerous goods belong to different classes cannot be stowed together. They have to
be segregated from one another and the type of segregation depend on the properties of
substances in each class and the way they react with substances of another class
( incompactable cargo )
• The segregation requirements are dealt with in Chapter 7.2 of Volume I of the IMDG
Code. The segregation requirements between dangerous goods carried on the same ship
are laid out in a tabular format.
The table gives the segregation requirements as follows:
• Away from
• Separated from.
• Separated by a complete compartment or hold from
• Separated longitudinally by an intervening complete compartment or hold form

Page 24 of 38
Q. Describe “ Ullage ” and “ Standard temperature ” relating to tanker cargo work.
Ullage is the measurement between the surface of a liquid cargo and the top of the tank.
Sometimes the measurement may be up to the top of the ullage port, in which case the tank
sounding or ullage tables will allow for this. The quantities loaded can be calculated by referring
to the ullage section in the tank calibration tables.
In case of smaller ships soundings may be taken instead of the ullage . A sounding is the
measurement taken from the surface of the liquid to the bottom of the tank; i.e., the depth of
liquid.
Both ullage measurements and soundings are affected by list and trim and tables that take
account of this are used to correct the readings.

The expansion effect shows that the density of oil is dependent on the temperature. At higher
temperatures the oil is less dense and occupies a greater space in the tanks. ( More sounding or
less ullage. )
Cargo quantities of oil and product tankers are calculated by ( wt = volume x density ).Also the
cargo is loaded and discharged at different temperatures and this will affect the density. In order
to avoid confusion the density is calculated at certain reference temperatures, which is called
“ Standard Temperature ”.
Different countries have different reference temperatures. The following are the reference
temperatures used in oil trading:
 In the US 6o degrees F
 In Western Europe 15 degree C
 In Brazil and Eastern Europe 20 degree C

Page 25 of 38
Q. Describe the protections which you would consider necessary to avoid exposing numbers
of the crew to the risk of accidents whilst working in cargo hold.

It is particularly important for the safety and to prevent any risk of accident of the crew members
who may work in the cargo hold during the voyage or in port. The following points are
considered as necessary protections to be borne in mind.

1. All personnel involved in the works, are to be provided and issued with , safety boots,
helmets , gloves , goggles and if the works are to be conducted aloft, the safety belt and
life line.
2. Efficient lighting must be provided in cargo holds and access ways. The holds and space
concerned must be well ventilated and free from any dangerous gases and vapours.
3. Sign boards, such as No Smoking, No Naked Lights, Men Working Under or in the holds
etc, should be posted. Extra hands should be posted stand by on deck provided that
Breathing Apparatus, First Aid Kit, means of communication with working party.
4. Ensure that any access and ladder to the holds are properly fitted as required by the dock
regulations.
5. If the works are to be conducted in the tween decks, the tween deck hatch ways should be
well fenced or covered .
6. If portable beams are fitted in their place are to be locked , secured or removed and
secured in safe place, to prevent accidental slip off into the holds.
7. All necessary gear for the works are to be sent down by the line or in a container.
8. If the works are to be conducted directly under the hatch way, all operation above are to
be stopped and secured.
9. Fire fighting arrangements are to be kept stand by, hose rigged and suitable type of fire
extinguishers are to be kept a near hand.
10. No person shall be allowed to go on the beams for any purpose , shall not any person be
authorized or ordered to do so.
11. Any defective gears must not be allowed to use in works.

Q. PREPARATION FOR A CARGO SHIP SAFETY EQUIPMENT SURVEY

1. Inspect all the lifeboats, stores, and equipments. Overhaul and renew as necessary.
2. Inspect the lifeboats. Pay particular attention to buoyancy and check that bottom boards
and athwarts are not cracked . Repaint the ship’s name, port of registry, and the lifeboat
numbers, and ensure that the lifeboat particulars on the bow have not been obliterated.
3. Thoroughly overhaul davits, winches and blocks, and grease all moving parts. Re-new or
change “end for end” the falls. Inspect lifeboat embarkation arrangements and launching
arrangements and lower the boats into the water.
4. When the boats are in the water run lifeboat engines ahead and astern.

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 5. Check that the inflatable life rafts have been serviced within the previous 12 months.
Inspect the stowage , release, launching and embarkation instruction. Inspect any rigid
liferafts.
6. Inspect the survival craft portable radio equipment.
7. Overhaul the lifebuoys, especially the self-igniting lights and self-activating smoke
signals, and ensure that the lifebuoys are correctly located throughout the ship.
8. Examine the lifejackets and check that they are correctly distributed throughout the
vessel.
9. Ensure that all pyrotechnics, including the line-throwing appliance rockets, are not out of
date. Inspect the line-throwing appliance.
10. Test the emergency lighting at the times that the general alarm system is tested.
11. Check that the fire control plans are still posted and clearly legible.
12. Test, where possible, the fire and or smoke detection system.
13. Run each fire pump including the emergency fire pump, check that each pump can supply
via the fire main the requires two jets of water simultaneously from separate hydrants.
14. Check that fire hoses , nozzles and applicators are in good condition and correctly
located.

Q. What maintenance is required for ship’s life boat?

A life boat and her associated parts must be maintained and upkeep to her utmost service
condition, in any state of weather condition likely to encounter. A life boat should be checked,
inspected and examined periodically bearing following points.
The exteriors and interior of life boat shall be thoroughly cleaned , furnished with appropriate
colours and all her markings should be clearly painted on the hull.
Care must be taken to give proper treatment against corrosion on alluminium and steel life boat.
G.R.P and wooden life boat should be checked for crack and leakage.
In case of Alluminium , Steel and wooden life boat, buoyancy tanks should be removed at
periodically and checked, tested for corrosion and leakage , and to be applied with vanish or
linseed oil.
Interior fitting of life boat should be checked for damage and repaired.
Every life boat must be equipped with its full complement of equipments.
Small items of gears should be kept in locker provided to avoid damage from exposure to
weather and losses.
Buoyant oars, boat hook, rudder and tiller should be checked for damage and repaired if
necessary. Oars and boat hooks are applied with varnish and steering oar is painted white on
blade.
Plugs and plug holes should be thoroughly cleaned, well greased and position of plugs should be
clearly marked. Fresh water tanks should be checked for leakage and refilled at frequent
intervals.

Page 27 of 38
Life boat ration packs should be checked and to be renewed every 3 years or as recommended by
the manufacturers.
Distress pyrotechnic signals should be checked and renewed every 3 years.
Grabline gunwale to gunwale and bilge rail should be checked and renew if necessary.
Painters, lifelines should be checked and covered by canvas if necessary.
The blocks, sheaves and bowling tackle should be checked and to be kept good working
condition.
Life boat cover should be opened up and check for damage.
In case of a motor life boat, engine should be tested once a week for working condition.
Propeller and shaft shall be checked for any defect. Fuel oil tank should be checked and topped
up when there is slight loss .
In case of sail life boat, mast and sail should be checked for damage.
Boat skate condition should be checked and its securing arrangement to be kept in good working
condition.
While the life boat is waterborne, manual and automatic releasing gear should be checked and
well greased and to be kept in utmost working condition.
Side benches , thwarts, floorboard and all other fitting such as bolts, cleats, crutch plate should
be checked.
Davit arms and inclined trackways should be chipped , scrapped and painted as necessary.
Trackways should be clear from rust and regularly greased. Pivot points should be regularly well
greased.
Blocks, sheaves and all moving parts should be checked well greased regularly to be kept in
good working condition.
Harbour safety pin should be regularly cleaned , kept free from rust.
Lifeboat falls should be regularly examined and greased. End to end to be changed every 2 ½
years and renewed every 5 years.
Lowering winches should be kept in good order, regularly greased and lubricated .Brake system
should be checked.
Lifeboat shall be swung out and lowered into water at least once for three months.

Q. A Ship is upright and is loaded with a full cargo of timber with timber on deck. During
the voyage the ship develops a list even though stores fresh water and bunkers have been
consumed evenly from each side of the center line. Discuss the probable cause of the list
and the method which should be used to bring the ship to the up right.

Ans.

1. The List is not due to unequal distribution of weights.

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2. The list is the angle of loll due to initial (-)ve GM by low weight consumptions of water/
fuel & store from low side tanks and by top weight adding on deck by moisture water
absorbance of about 1/3 of timber deck cargo weight.
3. Angle of loll and its correction
I. Angle of loll is a large angle of heel (>15° )where GZ = 0 due to (-) ve GM
II. Check that the list is due to (-)ve GM , not by unequal distribution of weights.
III. Top up any slack tanks to remove free surface.
IV. Lower weights within the ship if possible (for lowering “G”)
V. If to fill D.B.Tk., start filling centre D.B.Tk. and then fill the low side Tk. first.
VI. Never Start filling the high side tank first because the ship may roll suddenly to take up a
larger angle of loll on the other side and the ship may even capsize.
VII. By filling the low side tank. “G” will move to Gv due to F.S.E. Gv WILL MOVE TO G1
towards the C of G (g) of water filled.
VIII. The list will be increased initially but under control.
IX. Then “G1” will be lowered to C/L when more water comes in.
X. Complete the operation upright when the ship has suitable (+) ve “GM”.

Q. A ship loaded with a full cargo of timber and timber on deck is alongside a quay and has
taken up an angle of loll away from the quay. Describe the correct method of discharging
the deck cargo and the precaution which must be taken during this process.

Ans:

1. Angle of loll is the large angle of heel over 15° where “GZ” is zero due to initial (-) GM.
2. Discharge timber deck cargo from high side first.
3. There is no F.S.E. “ C ” of “ G ” (G) of ship moves directly away form “C” of “G” (g) of
timber deck cargo discharged.
4. The list will increase as “C” of “G” (G) of ship moves the low side to G1.
5. But the list is increased gradually and under control.
6.When more timber on deck is discharged, “C” OF “G”(G) of ship is lowered to C L and the list
will decrease.
7. When timber deck cargo is discharged from low side, “C” of “G” (G) of ship will move to
further low side to CL and the ship will be upright.
8.Complete the operation upright when the ship has suitable ( + ) “GM”.
9. Never discharge timber deck cargo from low side first . The ship may suddenly roll to take up
a larger angle of loll on the other side and the ship may even capsize (or) both the ship and quay
may be damaged.
10. It is also very dangerous to discharge timber deck cargo from low side first for the safety of
lives , ship, cargo and port.

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Q. An oil tanker is required to thoroughly clean cargo tanks prior to dry docking. Describe
how this procedure is carried out using portable tank washing equipment. State all
necessary precaution.

Washing is carried out by the use of cleaning machines which deliver sea water through two
nozzles 180° apart, under high pressure and is rotating area which should cover all the tank area.
This portable tank washing equipment is know as : Butterworth system”.

Cleaning Procedure

1.The plates are removed from the deck opening.

2. Portable machines are screwed on to 2.5” rubber hose which are connects to hydrant on the
wash water line, hung through the opening. A bounding wire run through the rubbers hose from
the coupling at the machine to the coupling of hydrant and then pumps started.
3.The tank is washed in various steps depending upon its size, three stages called “Drops”
(a) First drop (4m below the deck)
The machines are hung at this level and remain until this part of the tank is thoroughly washed.
(b) Second drop. (About halfway down the tank)
The hoses are lowered without turning off the water.
(c)Third drop (Just above the tank bottom framing)
The machine are kept at this level until the bottom is clean.
4. The stripping pump is started at the commencement of the operation of the washing , pumped
to the slop tank.
It is essential that no build up of water occurs; others-wise the bottom will not be cleaned.
5.When the tank is clean, the pumps are stopped and the hose hauled on to the deck before
disconnection take place.
The time of the operation depends on several reasons e. g: cargo carried, tank condition, power
of machine, water temperature, blinds spot etc…

Safety Precaution

1. Check the tank washing atmosphere of flammable range by Explosimeter oxygen analyzer.
(a) Oxygen level of the inert gas being delivered must never exceed 8%.
(b) The pressure of the atmosphere in the tank must always be positive, if not, tank washing must
be stopped immediately.
2. Hose should be tested for electrical continuity.
3. All connection should be made before the machine is introduced into the tank.
4. Recirculated water and chemical additive should not used.
5. Water should only be heated to 60’C.
6. Steam should not be introduced into the tank.
7. The tank should be kept drained during washing, suspend the operation if a build up occurs.
8. Do not introduce metal object such as sounding rod.

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Q. INERT GAS SYSTEM

(1) is the system to keep the atmosphere in the space above an oil cargo or an empty tank not to
support combustion by filling an inert gas.
(2) It has 2 main function (i) It inhibits fire or explosion risk. (ii) It inhibits corrosion in cargo
tanks
(3) The Atmosphere is made up of about 21% Oxygen and 79% Nitrogen.
(4) An adjusted boiler burning fuel oil will use up part of the available Oxygen in the atmosphere
and leave about 3%.
(5)To achieve an explosive mixture, about 9-10% Oxygen is required and therefore Boiler inert
gas. (Flue gas) is normally well outside the explosive range.

(6) Advantages of Inert Gas:

( i ) By reducing Oxygen content below the level of a flammable mixture, an explosion or fire
cannot take place even when sources of ignition are present.
(ii) The rate of internal corrosion within the cargo tanks is proportional to the percentage of
Oxygen present (at 3% Oxygen corrosion is minimal).
(iii) In the event of collision the risk of explosion is very much less if the tanks are inerted.
(iv) Many drydocks permit engine repairs to be carried out without gas-freeing provided the
tanks are inerted.
(v) Cargo losses through evaporation are reduced due to the maintenance of positive pressure.
(vi) Draining of volatile cargoes is less of a problem due to the positive head pressing down on
the oil surface thus driving the oil to the pump suction.

(7) disadvantage of inert gas:

(i) In the absence of good maintenance the instrumentation might fail thus reducing the
protection of the fail-safe devices. The ship is then at risk through the mal-function of the I.G
system.
(ii) Tank entry is further restricted by the presence of I.G. This applies to the whole ballast
voyage unless tanks are vented to atmosphere.
(iii) Some impurities can contaminate certain cargoes.

Q. Preparations before entering confined or enclosed spaces.

1. Confined or enclosed space is any space closed or unventilated for some time.
2. It may be dangerous due harmful gases or materials and due to deficiency in oxygen.
3. Great care must be taken before entering.
4. Check that if it is safe to enter.
When safe to enter

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5. Obtain proper authority from master or officers in charge.
6. Ventilate the space naturally and mechanically.
7. Test the atmosphere for toxicity and oxygen deficiency.
8. Continue ventilation thoroughly
9. Have breathing apparatus stand by.
10. Have rescue equipment at the entry to the space.
11. Have rescue team available when necessary
12. Have resuscitation equipment at the entrance
13.Have a man stand by at the entrance to raise the alarm if in need of help.
14.Agree a system of communication before entry.
15. Continue ventilation and test the atmosphere frequently.
16. Have adequate lights and illumination.
17. Come out at once of unwell in space.
18. Come out at once if instructed to do so.
When unsafe to enter an breathing apparatus is to be used in addition to the above precaution
19. Check that the wearer is properly trained.
20. Check the equipment thoroughly.
21. Check that face mask fits properly.
22. Check that air cylinders are fully charged.
23. Do not rely on audible alarm signal.
24.Check the pressure gauge frequently.
25. Never take off your mask in an enclosed space.
26. Have communication system before entry.
27. Check the time of entry whether if it is enough to leave.
28. Never attempt to rescue alone.

(Q) (A) State what is meant by the term “unitized cargo”. (10 marks)
(B) Give three examples of unitized cargo. (10 marks)
(C) State the advantages and disadvantages of this method of cargo handling. (10
marks)

(A) Unitised Cargo

(1) Unitised cargo is the cargo of grouping loads together into one unit.
(2) It is to handle the cargo physically as little as possible and mechanically as much as possible
both in the ship and on shore.
(3) It lessens the need for the conventional derrick, but promotes ship crane and the use of
conveyor systems, such as the gantry crane system for loading and discharging of containers.
(4) It is not confined only to small-sized cargoes; pieces of mechanical units, sometimes
relatively large, can be packed together into one frame carrier or box.

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(5) Thus it is easier to slow than individually and can be handled more easily by mechanical
means.

(B) 3 Examples of Unitised Cargo:

(I) PALLETISED CARGO (Cargo of small cases on pallet)

(1) Cargo, on pallet (square double tray), should be stowed in a bonded fashion and evenly
distributed.
(2) Cargo to be secured both independently and onto the pallet.
(3) 4 way entry pallets are preferable for unit loads.

(II) CONTAINER CARGO (Cargo of grouping loads in container)

(1) Cargo stowed into a container (stuffing) must be stowed tightly and be adequately secured.
(2) Where containers are partly loaded adequate chocking off must be provided.
(3) The weight of goods in a container must be evenly distributed over the floor with lighter
cargo on top of the heavier.

(III) PRE-SLUNG CARGO (Cargo of loads slung prior to loading)

(1) Pre-slung loads should be made up so that the load is held together as one unit.
(2) Loaded lorry run into and out of a roll on/ roll off vessel and packaged timber are also
unitized cargoes.

(C) ADVANTAGES AND DISADVANTAGES OF UNITISED CARGO HANDLING

ADVANTAGES:

(1) Loading and discharging rates are less in time for short port stay.
(2) Damage from cargo hooks and manual handling is negligible.
(3) Cargo is well secured and protected by containers.
(4) Pilferage (stealing of small cargo) is prevented.
(5) Indivisible loads very heavy weight such as generator, chemical extractor, etc. may also be
shipped by vessels with heavy Derricks and equipment to ports not having adequate lifting
facilities for these loads. Indivisible load is also a unitized cargo.
(6) Contamination in the hatch is prevented.

DISADVANTAGES:

(1) Labour for grouping of loads and securing cargo is required.

(2) Fork lifts are required for loading and discharging of palletised cargoes.
(3) Gantry cranes are required for loading and discharging of containers.
(4) Cell guides in the hatch and base shoes on hatch covers are required for container vessels.
(5) Cargo handling charges are more expensive.

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Q. Dangerous Goods

(a) Those goods (which by virtue) of (their) inflammable or explosive nature/ are liable to
spontaneous combustion either in themselves or when stowed with other substances.
(b) Those goods which give off explosive gases, poisonous fumes or tainting odours.
(c) Those goods the gases of which, when mixed with air are liable to explosion.

General fire precaution when carrying Dangerous Goods.

(1) Reject any damaged or loose packages.

(2) Combustible material must be kept away from ignition sources.
(3) All electrical appliances are to be in good order and safe guarded.
(4) Smoking in the area is to be strictly prohibited.
(5) All ventilators leading to the hold is to be fitted with spark arrestors.

Preparation and precautions during loading and unloading cargoes

(1) Do not stow in the same compartment with other goods which gives of inflammable vapours.
(2) Firefighting equipment are ready for immediate use.
(3) Un-authorised persons are not to be allowed near the area.
(4) Prohibition of smoking is to be enforced.
(5) “B” flag hoisted during day light.
(6) Wire-less transmission and radar operation are not to be allowed.
(7) No bunkering and no repair work during a cargo operation.
(8) Approved lightings to be used.
(9) Defective packages are to be rejected.
(10) All cargoes are to be tallied properly.
(11) Responsible officer should supervise the cargo operation and the cargo hold should be under
lock and key when not in use.

Stowage Precaution for Explosives Cargoes

(1) Stow away from engine room bulkhead.

(2) Stow in a dry and well ventilated places.
(3) Electrical fittings in the compartment care to be disconnected.

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Q. ORE CARGO

Preparation of holds for ore bulk Cargo

1. Ores are mostly heavy cargo with low stowage factor.
2. Due consideration should be given to the stability of the vessel as it tends to be stiff and
likely to roll and pitch badly.
3. Normally one third of the cargo is loaded in tween deck
4. Ore is unlikely to shift, but the top should be knocked off the heap of ore in the hold even
if no attempt is made to trim it.
5. Ore must be winging out in tween deck to achieve moderate rolling period.
6. The greater proportion of the ore is loaded into the two middle holds to achieve a
moderately quick fore and aft motion.
7. Ores may be loaded partly with other cargoes except liquids.
8. When loading partly it should be the bottom cargo of which the top must be leveled and
covered with tarpaulins to prevent moisture damage and damage to other cargo due to its
dust.
9. A double layer of dunnage should be laid on top of tarpaulins to form a platform for
upper cargo.

Q.WHAT PRECAUTION WOULD YOU TAKE AGAINST “PILFERAGE OF CARGO’?

(15 MARKS)

Pilferage is the breaching and stealing of certain cargo (beer , spirits, tobacco , silk
goods,……….)

PRECAUTIONS AGAINST PILFERAGE OF CARGO

(1) Cargo to be stowed into a locker.
(2) Cargo to be overstowed quickly if in an open hold.
(3) Work only by day.
(4) If night work is essential, good lighting is to be provided for no dark conrners.
(5) Provide watchmen, if shore watchmen are used, they are to be checked frequently by
o.o.w. watchmen should not talk to the stevedores.
(6) Ventilators should be covered with wire mesh.
(7) The hatches are to be properly closed and locked up after the work is finished for the day.
(8) If very valuable cargo is below decks, a watchman should patrol the decks which should
be well illuminated.
(9) Mail bags to be loaded in the presence of o.o.w. double tally to be taken. Beer, spirits
tobacco, silk goods and cotton goods are most liable to be pilferred.
(10) As the ship is responsible for the cargo once loaded, great care must be taken against the
Pilferage of cargo.

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PREPARATION OF CARGO HOLD PRIOR TO LOADING BULK CARGOES

1. Remove all residues of previous cargo. Sweeping down and collecting cargo residues for
removal.

2. Any damage that is left over in the holds is removed.

3. Holds are then usually washed with sea water and , if required, with a final rinse of fresh
water. A fresh water rinse can reduce corrosion and accelerate drying. Special attention
needs to be given to remove residues from areas that can be difficult to reach – such as
hatch cover and frames.

4. Bilges and strum boxes are to be properly cleaned and, if necessary the bilges area is to
be disinfected or lime washed. Bilges are then covered with burlap to prevent entry of
cargo particles.

5. Hold inspection to be carried out and any damages repaired.

6. Ancillary systems, like the fixed fire fighting equipment or ventilation equipment, must
be tested.

7. Hold lighting to be checked.

8. Means of access should be checked for damage and must be free of any hazards.

9. Cargo gear must be checked and rigged .

10. Hatch cover must be examined for weather tight integrity and , if necessary rubber
packing renewed.

11. Fumigation is to be carried out if the charterers or cargo owners require it. The IMO
publication “ Recommendation on the safe use of pesticides at sea ” and MGN 284
“Recommendation for ship carrying fumigated bulk cargoes ” must be referred to.

12. Air pipes , fixtures and fittings must be checked and any repairs carried out if necessary.

Stowage of Containers
Factors involved in planning a Container Stow
- Stability , Trim and List
- Stresses
- Stack height and weight
- Dangerous goods

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 - Special stowage restriction
- Out of guage
When planning the stowage of containers , the following points should be borne in mind:

-The total weight of each stack of containers should not exceed the permissible stack , this
having been determined for the tank top, deck or hatch cover.
-Tier weight distributions given in the cargo securing manual should not be exceeded.
- Flat and open top containers are often used to carry items such as large pieces of machinery or
large cases which extend beyond the top or sides of the unit. Such over-height or over wide units
( Out of guage ) will need additional space and this must be borne in mind when planning the
stowage of such special containers.
- Containers with refrigerated goods will also need appropriate stowage such that their
refrigeration machinery can be connected to the vessel’s electricity supply.
- Another group of specials are containers carrying hazardous goods. Requirements of IMDG
Code must be complied with. There are sections within the IMDG Code which gives guidance
with regard to the stowage of containers and the necessary separation between different types of
hazardous materials.

Refigerated cargo vessel compartment

• To carry refrigerated and chilled cargoes the cargo compartment being constructed with
insulation to act as very large giant refrigerators. (Particularly in the BANANA
TRADE)

• Refrigerated cargoes mainly fall into the category of foodstuffs by way of meat, dairy
products, fruit, poultry, etc. as a high degree of cleanliness is expected throughout the
cargo compartments.

• Prior to loading such products, the spaces are often surveyed and in virtually every case
pre-cooling of dunnage and handling gear has to be carried out.

• Bilges must be cleaned out and sweetened , and the suctions tested to satisfaction.

• Brine traps should also be cleaned and refilled, brine traps serving a dual purpose by
preventing cold air reaching the bilge areas and so freezing any residual water while at
the same time preventing odours from the bilges reaching into cargo compartment.

Preparation for loading of refrigerated cargo

• Reefer cargoes, require a great deal of care before loading and during carriage,

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• Most reefer cargoes are for human consumption. Cleanliness of the compartments is
utmost important.

• Pre-cooling check should be carried out before to operating the plan .

• The insulation must be checked, the fans tested and the air ducting.

• Sounding and scupper pipes must be checked.

• Actual process of cleaning the holds depend on the cargo to be loaded.

• Appointed a surveyor for a pre load inspection cargo hold may require by shipper
instruction.

• In some case changing cargoes from meat to fish from frozen to chilled, in such cases
the cargo holds are washed down and wiped clean with cloths in a disinfectant solution.

• The bilges are thoroughly cleaned and disinfected.

• The gratings are also removed and washed with a disinfectant solution.

• Bloodstains or other deposits must be scraped out to fertile ground for bacteria.

• The cargo hold to be sprayed using antiseptic spray to prevent the growth of bacteria
and moulds.

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