LPB 005

Cargo Ventilation and Precautions to Minimise Sweat

"Moisture damage" is the source biologically unstable. Such details General

of a significant number of cargo may not be known to the ship, and
claims, often involving bagged or prudent ventilation measures may Dry cargo vessels are fitted with
bulk agricultural products. be insufficient to prevent the cargo either natural or mechanical
Claimants typically allege that from deteriorating on passage. ventilation systems. In addition to
failure by the ship to ventilate Nevertheless, claimants may still minimising the onset and degree
correctly resulted in the maintain that the ship was at fault. of sweat, ventilation may also
development of condensation serve to remove taint and disperse
(commonly known as "sweat"), To defend cargo deterioration any gases which some cargoes
causing the cargo to deteriorate. claims it is necessary for the may emit.
vessel to produce records
However, it is important to showing that customary ventilation The process requires close
recognise that some commodities routines were followed. Should the monitoring throughout the voyage
may have inherent moisture levels necessary evidence be missing or as the moisture content of the
which exceed acceptable limits at incomplete, it is often difficult for cargo coupled with variations in air
the time of loading, making them the Club to refute such assertions. temperature, cargo temperature

The Formation of Ship Sweat

Cargo Ventilation and Precautions to Minimise Sweat

The Formation of Cargo Sweat

and sea temperature can retain, absorb or release water condensation which may form on
dramatically influence the vapour, and excessive amounts of exposed surfaces of the stow as a
amounts of water vapour retained inherent moisture may lead to consequence of large amounts of
by and released into the air inside significant self-heating and warm, moist air being persistently
a hold. "moisture migration" within the introduced into a hold containing
cargo resulting in caking, mildew substantially colder cargo.
Penetration of ventilating air into a or rot. Examples of hygroscopic
bulk stow on a ship is minimal, products include grain, rice, flour, Ship sweat
and so it is only ever possible at sugar, cotton, tobacco, cocoa, Ship sweat refers to condensation
best to provide through-surface coffee and tea. which forms directly on a vessel’s
ventilation. However, ship stability structure when the air within a
requirements usually dictate that Non-hygroscopic products hold, made warm and moist by the
at least the majority of the holds of Non-hygroscopic products have cargo, comes into contact with
any bulk carrier carrying bulk no water content. However, cold surfaces as the vessel moves
cargoes such as grain are loaded certain commodities (e.g. steel) into cooler climates. Cargo may
fully into the hatch coamings. For may be damaged if stowed in a be damaged by overhead drips,
a hold so loaded it is unlikely that moist environment, and others by contact with sweat which has
any significant through-surface air may be harmed if packaged using formed on the ship’s sides or by
flow will be obtained. a hygroscopic material (e.g. wood, condensed water which may
paper). accumulate at the bottom of the
Whilst bagged cargo stows hold.
inevitably have some gaps in By way of illustration a vessel
them, penetration of ventilating air loaded a parcel of glass packed Influencing factors
beneath the uppermost layers of with layers of paper between each
bags in the stow is minimal. sheet. At the discharge port it was Saturation
Bagged cargoes should always be found that the paper had absorbed The amount of water vapour that
stowed in such a way that moisture from the air during the air may contain is highly
ventilating air can pass freely over voyage, making it impossible for dependent on its temperature. A
the surface of the stow. the glass sheets to be separated. given volume of air is said to be
The cargo was rejected by the saturated when no more water
Cargoes at risk receiver. can be absorbed. If the air
temperature then falls,
Hygroscopic products Types of Sweat condensation will occur.
Hygroscopic products have a
natural moisture content and are Cargo sweat As air rises in temperature so
mainly of plant origin. They may Cargo sweat refers to does its saturation moisture
 Cargo Ventilation and Precautions to Minimise Sweat
content; its capacity to retain
water climbs by ever-increasing
amounts. Thus when air is cooled,
its potential for releasing water in
the form of condensation is far
greater when it is cooling from
higher temperatures than when
cooling from lower temperatures.
Apart from periods of fog or rain,
ambient air is rarely saturated.
Moreover, it will never be totally
dry. Within these two extremes the
amount of water retained by the
air will vary according to the
prevailing conditions.
Relative humidity
Relative humidity is the actual
amount of water vapour in the air
compared with the saturation
(Photo: 3D Marine USA Inc.)
(Photo: 3D Marine USA Inc.)
Steel Pipes Corroded as a result of Cargo Sweat
amount of water vapour in the air
at the same temperature and
pressure. The figure is usually
expressed as a percentage, with
saturated air having a relative
humidity of 100%.
At main deck level, ambient sea
air over the open oceans will
normally have a relative humidity
in excess of 80%.
Dewpoint temperature
When an isolated volume of air
cools, relative humidity increases
as the temperature falls. Once the
temperature has descended to the
level at which saturation occurs,
water begins to condense. This
temperature is known as the
"dewpoint".
Dewpoint temperature may be
measured by a variety of methods.
Ships generally use a traditional
wet and dry bulb arrangement
consisting of two identical mercury
thermometers, one of which has a
damp muslin wick covering the
bulb. These are normally housed
in a protective marine screen on
each bridge wing.
The dewpoint temperature may
then be determined by a
"Dewpoint Table" to compare the
wet and dry bulb temperatures.
This figure is important when
considering cargo ventilation
requirements.
Wet and dry bulb thermometers
When using traditional wet and dry
bulb thermometers, the accuracy
of the dew point temperature will
depend on the condition of the
equipment. The muslin covering
the wet bulb should be clean, the
water in the reservoir should be
distilled and the bulb itself should
be wet.
In order to ensure that the
readings are correct, the device
should always be positioned away
from any exhaust vents, other
draughts and all sources of heat.
The readings should always be
taken on the windward side of the
vessel.
Dewpoint measurement
Theoretically, all decisions
regarding cargo ventilation should
be based on dewpoint
temperatures, comparing the
dewpoint of the ambient air with
the dewpoint of the air inside the
hold.
Given that most ships are
customarily equipped with wet and
dry bulb thermometers located
close to the bridge, determining
the dewpoint temperature of the
ambient air is usually
straightforward.
However, ascertaining the
dewpoint temperature inside a
cargo space is more problematic.
One of the simplest methods is to
Cargo Ventilation and Precautions to Minimise Sweat
use a "whirling psychrometer", a
handheld device containing wet
and dry bulb thermometers and a
water reservoir, swinging the
instrument inside the hold until the
wet bulb temperature has stopped
falling and remains steady. The
dewpoint temperature is again
calculated using the Dewpoint
Table.

All readings should be taken well

(Photo: ATIC / Africa P&I Services)

away from any air inlets, ensuring
that only hold air is tested.
Enclosed space entry procedures
should always be observed.

If access to the holds is

impossible or undesirable, and
provided there is no significant air
flow, wet and dry bulb
thermometers may be placed in
the trunking of an exhaust
ventilator or similar pipework
leading from the compartment,
allowing the device to be drawn
out and read from above deck.

Ventilation

Once the above information has

(Photo: ATIC / Africa P&I Services)

been obtained, the rules are
simple;

Dewpoint Rule
VENTILATE if the dewpoint of the
air inside the hold is higher than
the dewpoint of the air outside the Bagged Rice Damaged as a result of Ship Sweat when
hold. in contact with Shell Plating in a Cargo Hold
DO NOT VENTILATE if the
dewpoint of the air inside the hold loading. suspending ventilation until
is lower than the dewpoint of the DO NOT VENTILATE if the dry conditions improve. If so, the
air outside the hold. bulb temperature of the outside air circumstances should be logged.
is less than 3°C cooler than the
Three Degree Rule average cargo temperature at the It is important to appreciate that
In many instances it is time of loading, or warmer. ventilation should also be carried
impracticable to measure hold out during the night if the readings
dewpoint temperatures accurately, In order to apply the Three Degree indicate that ventilation is
or at all. In such cases ventilation Rule, it will be necessary for the appropriate. Ambient
requirements may be estimated by ship’s staff to take a number of temperatures are usually lower
comparing the average cargo cargo temperature readings during therefore the risk of ship sweat
temperature at the time of loading loading. Hand-held infrared developing is more likely during
with the outside air temperature thermometers are ideal for this the hours of darkness.
several times a day. Ventilation task and are relatively
may then be carried out on the inexpensive. In addition to ventilating the holds
following basis; according to the above regimes, it
Further observations is important that regular
VENTILATE if the dry bulb During periods of heavy weather, inspections of each compartment
temperature of the outside air is at steps should be taken to prevent are carried out where possible.
least 3°C cooler than the average rain and spray from entering the This need not involve entry into
cargo temperature at the time of cargo spaces. This may mean the cargo space itself - for
Cargo Ventilation and Precautions to Minimise Sweat
example, ship sweat may be seen routines being followed. As far as For hygroscopic cargoes a
forming on the underside of hold possible, hygroscopic and non- checklist detailing the steps and
access covers. In such instances, hygroscopic cargoes should not measures to be taken prior to and
and especially at night, the cargo be stowed together. during loading, and whilst on
should be ventilated irrespective passage, may be used.
of the Dewpoint Rule or the Three Stowage
Degree Rule, weather permitting. Bunker tanks
Given the sensitive nature of
What to expect many hygroscopic products and Hygroscopic products may be
the possibility of sweat, efforts damaged by localised sources of
In broad terms it is often possible should be made to ensure that heat. Incidents have occurred
to estimate ventilation such cargoes do not come into where parts of parcels of grain
requirements in advance by contact with hold steelwork. This have been scorched or have
considering the climatic changes is particularly important in the become discoloured when lying
likely to be encountered during the case of bagged agricultural against hot bunker tanks. As far
voyage. The following examples produce intended for human as possible, the bunkers used
indicate what may be expected on consumption such as rice, sugar, during the voyage should be
passage, but do not obviate the beans and flour. drawn from tanks situated well
need for detailed monitoring and away from holds containing
recording; For bagged cargo, rows of hygroscopic products. If
dunnage or bamboo poles should impracticable, bunker tanks
Hygroscopic cargo - cold to be laid in the direction of the adjoining cargo spaces should be
warm climate bilges to aid drainage, not more heated only when required,
If a stable cold cargo is carried to than 20 centimetres apart. A ensuring that the temperature
a warm climate, ventilation will second layer should be placed on does not rise above normal
always be unnecessary. Indeed, in top at right angles to the first operational levels.
some circumstances ventilation before covering the whole area
may lead to cargo damage. with matting. Records

Hygroscopic cargo - warm to If the cargo space is not fully fitted Ventilation records are crucial. In
cold climate with cargo battens, bamboo poles the event of moisture damage,
Vigorous surface ventilation of the or dunnage should be positioned evidence showing that the vessel
cargo spaces will almost certainly crosswise against the frames to ventilated correctly may be
be required due to the likelihood ofkeep the bags away from the instrumental in defending any
ship sweat developing. sides of the ship. Ideally, they ensuing claims.
should also be lashed together at
Non-hygroscopic cargo - cold the intersections to prevent them If the Dewpoint Rule has been
to warm climate from becoming disturbed during followed, wet and dry bulb
Ventilation is never required. loading. As an extra but not temperatures and dewpoints
Cargo sweat is liable to occur if essential precaution, mats may be should be logged once per watch,
warm moist air comes into contact placed against this arrangement bearing in mind that these may
with cold cargo. Therefore holds and the top surface of the stow change considerably over a short
should usually remain sealed to may be covered with thick paper. period. For the same reason, the
allow the cargo and internal air to sea temperature should also be
warm gradually during the voyage. Expert opinion today is that noted. This information should be
biologically stable bagged recorded for each hold together
Non-hygroscopic cargo - warm hygroscopic cargoes do not with the times of commencing,
to cold climate require ventilation channels, ceasing or resuming ventilation,
Ventilation is largely irrelevant. unless specifically demanded by and the reasons for doing so.
The development of significant the IMDG Code (e.g. some types
ship sweat is very unlikely. of seed cake and fishmeal). If the Three Degree Rule has
Nevertheless, for certain been followed, a record should be
Combined cargoes commodities many charterers still kept of the ambient air
Problems may arise if hygroscopic require ventilation channels to be temperature and the sea
and non-hygroscopic cargoes with built into the stow. If so, the temperature once per watch
different inherent temperatures charterers should be asked for together with the average
are loaded into the same written instructions regarding the temperature of the cargo at the
compartment. Their ventilation number and position of such time of loading. Again, ventilation
requirements may differ, resulting channels, and these should be details should be documented for
in damage to one or other of the followed accordingly. each hold.
products in spite of normal