Cargo & Crew Safety

DUI 208E
Cargo securing and stowage, and
their equipment
 Type of Cargo

 One the fundametal requirements in the cargo

is the proper segregation of the various types.
 Wet cargo, is liquid but in containers.
 Dry cargo, refers to the general class of items
that cannot possibly leak and furtmore can be
damaged by leakage from the wet cargo. This
category includes flour, feed, rice, paper
products, etc.
 Dirty cargoes, are those commodities that are
exceptionally dusty and always tend to leave a
residue behind them. Examples are cement,
antimony ore, charcoal, lamp black, etc.
 Clean cargoes, arethose that leave no residue,
are not likely to leaki and generally will not
cause any damage to any other cargo.
 Odorous cargoes, are those commodities that
give off fumes that are likely to taint certain
susceptible cargoes if they are stowed in the
same or in adjacent compartments. Kerosene,
turpentine, ammonia, greasy wool, lumber,
casein, etc.
 Delicate cargoes, are those that are highly
susceptible to damage by tainting from odorous
types. Rice, flour, tea, cereals, etc.
 Fragile cargoes, are those commodities
susceptible to breakage. Glass, porcelain,
marble, etc.
 Hygroscopic cargoes, are cargoes that have the
ability to absorb or release water vapor. Cotton,
wool, sisal, paper, etc.
 Thomas’ Stowage
DUNNAGE
 Dunnage

 Dunnage is inexpensive or waste material used to

load and secure cargo during transportation; more
loosely, it refers to miscellaneous baggage, brought
along during travel. It can also refer to low priority
cargo used to fill out a transports capacity that would
otherwise ship underweight (Wikipedia, 2017).
 Dunnage

 Dunnage is defined as a material used

between, beneath, at the sides of or on top of
cargo stowed either in a ship’s hold, or on
deck or in a container with the aim of
protecting the cargo from damage by chafing
or wetness or to help stabilize a stow. If a
shipowner does not use dunnage in the
correct manner than he may be held liable for
any resulting damage.
Dunnage is used to protect cargo by preventing the
following;

 Contact with free moisture,

 Condensation,
 Crushing,
 Chafing,
 Spantaneous heating,
 Pilferage
 Dunnage material comes in many forms, the
most common being timber, plywood fibre
board, hardboard, kraftpaper, plastic sheeting
and bamboo. Timber dunnage can be of either
hardwood or softwood and of differing
thicknesses and widths. It is often unseasoned
and roughly cut from logs unsuitable for other
uses, still with the bark on and although cut to
the same thickness, of uneven width and
varying length.
 Ship’s masters should be extremely vigilant
when dunnage of any form is supplied to their
ship. They should check that the amount of
material ordered is correct in number and size.
This may mean measuring packages of timber,
as it is usually ordered in cubic meters or
counting sheets in packages of plywood. The
most important check, however, is to make
sure that the material supplied is dry, if it is to
be used underdeck or inside containers.
 Timber dunnage should not be used with moisture
sensitive cargoes if the moisture content of the
timber is above 15%. Unfortunately, timber may
appear dry, even with a moisture content of 25%,
and the only sure way of testing the timber is with a
timber moisture reading instrument. Most ships do
not have this instrument on board, although one
may be available for hire locally, or a local surveyor
could be employed to verify the moisture content of
the timber.
 Timber dunnage is frequently used in the shipment of
hygroscopic cargoes (sugar, tobacco, rice and coffee
etc.) from warm climates tom cold climates. This
dunnage is used on the tank top and the sides of the
holds, or on the floor and sides of a container to
prevent the cargo from coming into direct contact with
the steel structure of the hold or container, thus
preventing wetting of the cargo by condensation, if
any. Timber dunnage is also used to support air or
ventilator channels in this type of cargo.
 Kraft paper and plastic sheeting are now frequently
used on the tank top instead of the usual timber
dunnage. Great care should be taken during loading
to ensure that the kraft paper or plastic sheeting
remains in position and is not torn. It should also be
noted that kraft paper is not waterproof, and, if the
tank top is, or becomes wet, the kraft paper may not
prevent moisture from eventually damaging the cargo.
LASHING
 Defination

 Load securing, also known as cargo securing, is the

securing of cargo for transportation. According to the
European Commission Transportation Department “it
has been estimated that up to 25% of accidents
involving trucks can be attributable to inadequate
cargo securing”. Cargo that is improperly secured can
cause severe accidents and lead to the loss of cargo,
the loss of lives, the loss of vehicles, or cause
environmental hazards.
 SOLAS CHAPTER VI
CARRIAGE OF CARGOES

 Regulation 5 - Stowage and securing

 1 Cargo and cargo units carried on or under deck shall be
so loaded, stowed and secured as to prevent as far as is
practicable, throughout the voyage, damaged or hazard to
the ship and the persons on board, and loss of cargo
overboard.
 2 Cargo carried in a cargo unit shall be so packed and
secured within the units as to prevent, throughout the
voyage, damage or hazard to the ship and the persons on
board.
 3 Appropriate precautions shall be 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.
 4 Appropriate precautions shall be 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 lashing.
 Containers shall not be loaded to more than the maximum gross
weight indicated on the Safety Approval Plate under International
Convention for Safe Containers (CSC).
 Cargo units, including containers, shall be loaded, stowed and
secured throughout the voyage in accordance with the Cargo
Securing Manual approved by the Administration. In ships with
ro- ro cargo spaces, as defined in regulation II-2/3.14, all securing
of such cargoes, in accordance with the Cargo Securing Manual
shall be completed before the ship leaves the berth. The Cargo
Securing Manual shall be drawn up to a standard at least
equivalent to the guidelines developed by the Organization.
 Lashing And Securing Deck Cargoes
 POSTER STEEL COIL AND OTHERS
 CARGO SECURING MANUAL
 Ventilation

 Moisture
 Sweating
 Condensation
 Warming
 Odor
 Evaporation
 Fume
 Harmful gases
 "Moisture damage" is the source of a significant number
of cargo claims, often involving bagged or bulk
agricultural products. Claimants typically allege that
failure by the ship to ventilate correctly resulted in the
development of condensation (commonly known as
"sweat"), causing the cargo to deteriorate.
 Dry cargo vessels are fitted with either natural or
mechanical ventilation systems. In addition to
minimizing the onset and degree of sweat, ventilation
may also serve to remove taint and disperse any gases
which some cargoes may emit.
 The process requires close monitoring throughout the
voyage as the moisture content of the cargo coupled with
variations in air temperature, cargo temperature and sea
temperature can dramatically influence the amounts of
water vapor retained by and released into the air inside a
hold.
 Cargoes at risk

 Hygroscopic products
 Hygroscopic products have a natural moisture content
and are mainly of plant origin. They may retain, absorb
or release water vapour, and excessive amounts of
inherent moisture may lead to significant self-heating and
"moisture migration" within the cargo resulting in caking,
mildew or rot. Examples of hygroscopic products include
grain, rice, flour, sugar, cotton, tobacco, cocoa, coffee and
tea.
 Non-hygroscopic products
 Non-hygroscopic products have no water content.
However, certain commodities (e.g. steel) may be
damaged if stowed in a moist environment, and others
may be harmed if packaged using a hygroscopic
material (e.g. wood, paper).
 At the discharge port it was found that the paper had
absorbed moisture from the air during the voyage,
making it impossible for the glass sheets to be separated.
The cargo was rejected by the receiver.
 Types of Sweat

 Cargo sweat
 Cargo sweat refers to condensation which may form
on exposed surfaces of the stow as a consequence of
large amounts of warm, moist air being persistently
introduced into a hold containing substantially colder
cargo.
 Ship sweat
 Ship sweat refers to condensation which forms directly
on a vessel’s structure when the air within a hold, made
warm and moist by the cargo, comes into contact with
cold surfaces as the vessel moves into cooler climates.
Cargo may be damaged by overhead drips, by contact
with sweat which has formed on the ship’s sides or by
condensed water which may accumulate at the bottom
of the hold.
 Relative humidity
 Relative humidity is the actual amount of water
vapour in the air compared with the saturation
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%.
 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".
 Ventilation-Operation

 Hygroscopic cargo - cold to warm climate

If a stable cold cargo is carried to a warm climate,
ventilation will always be unnecessary. Indeed, in
some circumstances ventilation may lead to cargo
damage.
 Hygroscopic cargo - warm to cold climate
Vigorous surface ventilation of the cargo spaces will
almost certainly be required due to the likelihood of
ship sweat developing.
 Non-hygroscopic cargo - cold to warm climate
Ventilation is never required. Cargo sweat is liable to
occur if warm moist air comes into contact with cold
cargo. Therefore holds should usually remain sealed
to allow the cargo and internal air to warm gradually
during the voyage
 Non-hygroscopic cargo - warm to cold climate
Ventilation is largely irrelevant. The development of
significant ship sweat is very unlikely.
 Combined cargoes
 Problems may arise if hygroscopic and non-
hygroscopic cargoes with different inherent
temperatures are loaded into the same compartment.
Their ventilation requirements may differ, resulting in
damage to one or other of the products in spite of
normal routines being followed. As far as possible,
hygroscopic and non- hygroscopic cargoes should not
be stowed together.
 Cargo Ventilation_West of England
 Dewpoint Table
 Hygroscopic Cargo Checklist
 Ventilation Record
 Video
HOLD CLEANING
Hold Cleaning
 Prior to loading grain, all ships are usually subject to
a survey by an approved independent surveyor. The
surveyor will require the vessels particulars and
details of at least the last three cargoes carried. He
will then inspect the holds for cleanliness and
infestation, or the presence of any material which
could lead to infestation.
 Regardless of the previous cargo, all holds should be
thoroughly cleaned by sweeping, scraping and high-
pressure sea water washing to remove all previous
cargo residues and any loose scale or paint, paying
particular attention to any that may be trapped
behind beams, ledges, pipe guards, or other fittings in
the holds.
 Hold cleaning: bulk cargoes - preparing a ship for
grain

 Hold Cleaning_2

 Hold Cleaning_video
Chemical Tanker Tank Cleaning
 Tank cleaning – The process of removing hydrocarbon
vapours, liquids or residues. ... To remove sediments
from tank top plating. This may be required if the
vessel is engaged in the repetitive carriage of fuel oil
or similar sediment settling cargoes.
 Tank cleaning operations
 Wall Wash test
Depending on the product to be loaded and the previous
product, contamination tests will be carried out with
indicators. There are usually tests as follows:
 Chlorides
 Hydrocarbons
 Inhibitor residues
 Lead compounds
 Permanganate time test (PTT)
 pH–tests
 Suspended matter
Wall wash Procedure

 This describes an approved method for collecting and

analysing wall wash samples to determine the presence
of contaminants on the bulkheads. The procedure
involves contacting a constant area of the bulkhead with
a given amount of specification grade methanol,
collecting the liquid and analysing it for the presence of
chlorides, hydrocarbons, colour and particulate matter,
or whatever might be required by the Charterer.
Equipments and reagents
 Polyethylene washing bottles, 500 ml capacity
 Bottles, glass with screw cap and polyethylene lined, of
sufficient capacity to hold the washings.
 Plastic disposable gloves.
 Specification grade methanol (laboratory pure methanol)
that has been tested to be less than 0.1ppm chloride by
ion chromatography. (High quality methanol is vital to
the accuracy of this test.)
 Sample funnel, plastic or stainless steel with one flat side
that can be held flush with the bulkheads.