EXACT COLLEGES OF ASIA

Suclayin, Arayat, Pampanga

COURSE MODULE
I. NAME OF PROGRAM Bachelor of Science in Marine Transportation
II. COURSE Cargo Handling & Stowage COURSE CODE
DESCRIPTIVE TITLE/ (All Cargo) Seam 3
CODE
III. PRE-REQUISITE/ Seamanship 1 COURSE CREDIT
CO-REQUISITE/ CREDIT UNIT
UNIT 3
IV. COURSE The course deals with the study of cargo specific
DESCRIPTION information in loading and unloading cargo
regarding: - equipment operating and efficiency
instructions; - cargo lashing and securing gear; - the
use of dunnage pallet and shoring; - pre-slinging
technique; - hold cleaning; - Safe Working Load
(SWL)
V. MODULE Cargo specific information MODULE
TITLE/NUMBER NUMBER
3
VI. INCLUSIVE WEEK Week Number 3a
VII. COURSE OUTCOME
A. LEARNING OUTCOME: At the end of the modules, students should be
able to:
1. Describe and explain cargo specific information in loading and unloading
cargo regarding: - equipment operating and efficiency instructions; -
cargo lashing and securing gear; - the use of dunnage pallet and shoring;
- pre-slinging technique; - hold cleaning; - Safe Working Load (SWL)
B. STCW Competence Addressed by the Course Module:
1. Monitor the loading, stowage, securing, care during the voyage and the
unloading of cargoes
C. STCW KUP Addressed by the Course Module:
1: Cargo Handling, Stowage and securing
VII. MODULE RESOURCES
http://generalcargoship.com/intermediate-bulk-containers.html https://www.marineinsight.com/marine-safety/the-
basics-of-lashing-and-cargo-securing-on-ships/
https://www.marineinsight.com/marine-safety/what-are-pallets-and-palletizing-in-shipping/#:~:text=Pallets%20are
%20plane%20(flat)%20structures,for%20supporting%20goods%20or%20containers.&text=The%20process
%20helps%20in%20easy,and%20prevent%20any%20unwanted%20movement.
http://liftechniques.com/typical_slinging_methods.html
https://safety4sea.com/cm-cargo-hold-cleaning-why-it-matters/#:~:text=%235%20reasons%20why%20cargo
%20hold,liquid%20and%20sugar%20can%20ferment.
https://www.marineinsight.com/marine-safety/cargo-handling-ships-10-tips-can-save-life/
http://shipsbusiness.com/safety-inspection-checklist.html
https://www.fosfa.org/content/uploads/2017/07/FOSFA-List-of-Acceptable-Previous-Cargoes-July-2017.pdf

STUDENT’S COPY

1
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

Topic 3B LO1.4 Methodologies / Activities Schedule

Cargo Interpret cargo - Interactive Classroom Discussion
specific specific on the cargo specific information in
information: information in
- Break bulk loading and loading and unloading cargo
items unloading cargo regarding:
- Unitized regarding:  equipment operating and
cargoes - equipment efficiency instructions
- Iron and operating and  cargo lashing and securing gear
Steel products efficiency  the use of dunnage, pallet and
- Heavy-lift instructions shoring
items and - cargo lashing  pre-slinging technique
project cargo and securing  hold cleaning
- Roll on/Roll gear  Safe Working Load (SWL)
off cargo - the use of - Students perform an essay writing
items dunnage, pallet of the topic
- Livestock and shoring
- Timber - pre-slinging Activity:
cargoes – on technique - Conduct demonstration on the use
and under - hold cleaning of cargo lashing and securing
deck - Safe Working gear, the use of dunnage, pallet and
- Oil and fats Load (SWL) shoring, pre-slinging technique
- Refrigerated - Students shall perform return
cargoes demonstration on the use of cargo
- Pulp and lashing and securing gear, the use
paper products of dunnage, pallet and shoring,
pre-slinging technique
INTRODUCTION:
The safe operation of bulk carriers is dependent on not exceeding allowable
stresses in the cycle of loading, discharging, ballasting and de-ballasting. To
prepare the vessel for cargo stowage and a safe planning, the loading and
unloading sequences and other operational matters should be informed well in
advance.

The shore terminal should provide the ship with the following information :

i) Prior to loading bulk cargo , the shipper should declare characteristics & density
of the cargo, stowage factor, angle of repose, amounts and special properties.
ii) Cargo availability and any special requirements for the sequencing of cargo
operations.

2
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

iii) Characteristics of the loading or unloading equipment including number of

loaders and unloaders to be used, their ranges of movement, and the terminal's
nominal and maximum loading and unloading rates, where applicable.
iv) Minimum depth of water alongside the berth and in the fairway channels.
v) Water density at the berth.
vi) Air draught restrictions at the berth.
vii) Maximum sailing draught and minimum draught for safe manoeuvring
permitted by the port authority.
viii) The amount of cargo remaining on the conveyor belt which will be loaded
onboard the ship after a cargo stoppage signal has been given by the ship.
ix) Terminal requirements/procedures for shifting ship.
x) Local port restrictions, for example, bunkering and deballasting requirements
etc.

 Finally, the Chief Officer must bear in mind the various destinations of
the goods the ship carries, and arrange things, as far as he can, to see that the
cargo for a certain place can be lifted out without disturbing the other cargo.
The Chief Officer must watch closely the ship's stability (i.e. what the ship's
trim is or how she is sitting). Since a ship is supported by fluid pressure she
will incline in any direction according to the position of the weights placed
on her. The trim, therefore, is the angle that a ship is making, fore and aft,
with the water. The levels are read by numbers painted on the ship's stem
and stem. These are called draught marks. Another word is heel. This means
a list or inclination from one side to another, caused by loading. The Chief
Officer must watch the load lines. They are welded or punched on and then
painted. Loading, discharging, stowage, lashing, securing, etc. are the
operations and activities specific for each type of ship and cargo

 EQUIPMENT OPERATING AND EFFICIENCY INSTRUCTIONS

o Important points for efficient operation, and maintenance of cargo crane
on ships are:

1. In most of the ship, the crane provided on ship’s deck is for both hook
operation and grab operation. It is possible to have two different safe working
loads for such cranes, i.e. one for hook and another for grab operation. Ensure
the SWL is displayed clearly in the Jib and same is mentioned in the
operator’s cabin to eliminate any confusion between two SWL.

3
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

2. When handling the crane with a load which is near to its rated capacity,
ensure to operate with patience and extreme caution, especially when using
lifting slings. If the rated capacity limiter activates, the crane boom will
suddenly stop causing the load to swing or bounce.
3. During the stowed position, the hook of the hoist is clamped to a strong
fixed point on deck. Ensure when lifting the boom/jib, it has been unhooked,
and the jib is free of obstructions
4. Never Various limit switches are provided to restrict the movement of jib
crane to its maximum positions. Most of the cranes are provided with a key
to bypass the limit switch for the jib. The operator and chief officer must
ensure the key is never left in the cabin of the crane once the operation is
finished. The key should be operated only under chief officer’s supervision,
and crane should be operated with utmost care.
5. Always check the base structure of the vessel before operating it for loosen
foundation bolts and cracks in the structure. When the crane is operating at
its maximum load, the base structure undergoes heavy stresses.
6. The base structure contains the rotational parts involving sheaves, bearings
and slew rings etc. They should be timely inspected to determine any wear
on the parts. All these moving parts and equipment must be lubricated
correctly using the appropriate grease.
7. operate the Crane Jib below its lower limit with a load on the hoist, which
can lead to failure of the jib or slipping of wire from its drum.
8. It has been reported in the past about the welding or other hot work carried
by ship staff on crane structure or jib. Never carry out any modification or
welding job on crane structure or jib without consulting the maker. It is a
substantial load carrying machinery subjected to massive, fluctuating loads.
The crane parts are often made of a high-tensile material, for which
specialized welding and repairing procedures are needed. If the jib of the
crane shows any damage, it has to be reported to the owner and maker for
getting the recommended repair advice.
9. When performing welding on crane parts such as a jib, parts carrying wire
ropes etc., it is recommended to disconnect the battery and switch off all the
electronic control module and any other electronic components provided in
the crane.

10. When performing welding on crane parts such as a jib, parts carrying wire
ropes etc., it is recommended to disconnect the battery and switch off all the
electronic control module and any other electronic components provided in
the crane.
4
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

11. The ship staff has to timely check the condition of the hydraulic oil. The
most common reason for deck crane machinery failure is dirty hydraulic oil,
leading to choking of filters. The oil should be sent to shore for analysis at
prescribed intervals of time to get the detailed analysis of the system
12. The brakes being the critical safety arrangement for the crane, has to be
inspected at regular intervals of time by checking the lining condition for its
thickness. If disk brakes are provided, clearance must be checks and the
record to be added to the PMS file
13. Many times it has been observed onboard that the covers of the limit switch
box or other electrical connections are kept open all the time for the ease of
checking. Always shut the cover as it has a waterproofing arrangement
which prevents switched from malfunctioning during rainy weather.
14. The brakes being the critical safety arrangement for the crane, has to be
inspected at regular intervals of time by checking the lining condition for its
thickness. If disk brakes are provided, clearance must be checks and the
record to be added to the PMS file
15. Many times it has been observed onboard that the covers of the limit switch
box or other electrical connections are kept open all the time for the ease of
checking. Always shut the cover as it has a waterproofing arrangement
which prevents switched from malfunctioning during rainy weather.

 CARGO LASHING AND SECURING GEAR - BASIC REASONS OF

LOSS OR DAMAGE TO THE CARGO
 If the storage of cargo is not secure enough then there is no escape from the
behavior of the seas and the wind once they show their rage.  This in result
takes a toll on the loaded cargo, causing damage to other cargo in the
vicinity or to the vessel’s structures and fittings and even throwing the cargo
overboard.  Improper cargo lashing and failure to adhere to the
procedures required for cargo stowage on ships is dangerous to property,
life and environment at sea.
1. Severe and adverse weather conditions and lack of appreciation of the
various forces implicated – Various conditions of the Beaufort wind scale
not taken into account as the vessel encounters the worst at any given
moment. Responsible personnel looking after the carriage of the cargo
sometimes fail to foresee the ship’s characteristics and bad weather behavior

5
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

2. Lack of knowledge of relevant rules and guiding recommendations –

Failure to follow the guidelines or the regulations for cargo lashing and
securing may spell catastrophe
3. Cost control pressures – The economy downfall leads to cost cutting
4. Inadequate time and personnel to complete the securing cargo before
departure – Due to excessive paperwork and short port turn-around, basics of
cargo lashing and handling on ships are sometimes overseen
5. Basic seamanship techniques not applied adequately for total immobility of
the cargo – Dunnage not utilized in an effective manner or for that matter
taking lashing materials around sharp edges which causes them to part or even
insufficient force, steadiness and/or number of lashings
6. Improper usage of the cargo securing gear – Wire loops and eyes made up
wrongly. Lack of knowledge in the use of bull dog grips, bottleneck screws,
wire slings/strops, etc.
7. Lack of continuity in strength between the various securing components –
Ship’s overall characteristics and age of construction play a major role in
effective cargo work
8. Incorrect of
unbalanced stowage and
inadequate weight
distribution –
Inadequate stability and
control measures taken

 Points to remember
while securing
cargo 
1. A good tight stowage of cargo containers on ships may avoid the need to
totally secure it, provided the cargo is adequately packaged and there are no
heavy components
2. Bulky and heavy units may still be required to be secured even if the space
around them is filled with other cargo.  Particular attention should be paid to
the chances of such units sliding or tripping
3. A number of units can be secured or lashed together into one block
4. Permanent securing points on the cargo should be used, but it must be
remembered that these securing points are intended for inland transport and
may not necessarily be suitable for securing other items onboard ships
5. Independent lashings must only be secured properly to suitable strong points
of the ships fittings and structure, preferably onto the designated lashing
points
6
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

6. Cargo lashings must be taut and as short as possible for a better hold
7. If possible the multiple lashings to one item of cargo should be kept under
equal tension.  The integration of different material components having
different strengths and elasticity should be completely avoided
8. Cargo lashings must be able of being checked and tightened when on a
Passage
9. Lashings should be enough so as to prevent the loads from moving when the
ship rolls through 30 degrees with 13 second duration
10. Tightening the cargo down to the ship will add to a great deal in securing it
completely before it shifts

 Cargo Securing Arrangements for Dry Cargo 

1. Lashing is a general term that is used to on behalf of all the securing
arrangements onboard: It includes ropes, wires, webbings, bandings, strapping or
chains, bottle screws and other patent tensioning devices mostly used on container
ships
2. Tomming:  Construction of a support of square section softwood framework,
which chocks off the cargo against ship’s structure or other cargo
3. Filling:  Use of air bags, empty pallets, old tyres, etc. to fill the voids and broken
stowage between items of cargo and between cargo and ship’s structures
4. Anti skid:  Flat-boards are used to increase frictional capabilities of the cargoes
5. Binding:  Even out a stow with dunnage to make several units into one block.
Also stowing bags or cartons in different directions in each layer forms a self-
locking slab which is a tight stow for shifting cargoes
6. Structural Modifications:  Very heavy and uncomfortably shaped cargo may be secured by welding
the unit directly to the ship’s structure or by fabricating a steel framework or other support or chock
which is permanently attached to the ship’s structure

 USE OF DUNNAGE, PALLET, AND SHORING

 Dunnage is used to secure and load
cargo for transport. It can be made
from a variety of products and
materials including corrugated
plastic, foam, aluminum, wood,
steel and corrugated paper. There
are three primary types of dunnage:
kit packs, custom dunnage and
multi-material varieties. Dunnage
air bags are also commonly used.

7
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

 Kit packs, also known as component packs, are used to hold

DUNNAGE AIR BAG all parts of a specific product or application. They tend
to improve efficiency by reducing the number of containers needed to hold
individual parts. Custom dunnage solutions are developed to meet a
customer’s specific needs, and multi-material dunnage is constructed using
various types of shipping materials, including cardboard and Styrofoam.

o BENEFITS OF DUNNAGE
 Dunnage is used to prevent damage to goods while they are being loaded,
transported and unloaded. It keeps items from moving around while in
transit, regardless of whether they are sent by rail, road or sea. Dunnage air
bags offer exceptional value and are more affordable than custom products.
They can withstand a maximum of three pounds per square inch of pressure
and come equipped with a built-in inflation system. They’re also completely
recyclable, making them an environmentally friendly alternative to other
options and void fillers.
 In general, dunnage also protects goods and packaging from contamination
and moisture. By protecting cargo from damage, dunnage helps improve
customer relationships and allows for easier loading of fragile cargo. Many
types of dunnage, including dunnage bags, are reusable and recyclable,
making them sustainable and environmentally friendly. Dunnage braces a
cargo load, secures items in place, absorbs vibration and eliminates any
voids in shipping containers and vehicles.
o USES OF DUNNAGE
Dunnage is used in several
different ways. On cargo ships,
floor dunnage is used to protect
moisture-sensitive shipments
from the sweat that forms on
ship floors. It works by holding
the cargo above the deck, allowing the moisture to flow underneath it
without causing any damage. Double layers or crisscrossed dunnage is used
to protect especially delicate cargo.

8
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

Dunnage is also commonly used in shipping containers. These containers

are designed to be
moisture resistant,
so they do not have
drainage holes to
release water. This
means any sweat
that forms inside the
containers has no
way of draining, so
it is important to use
floor and side
dunnage to protect
the cargo.

Top dunnage is also used to contain the condensation that forms in the tops
of shipping containers. For this purpose, paper and other absorbent materials
are usually adhered to container ceilings. Plastic tarps may also be
suspended below the container’s ceiling to catch evaporated moisture and
prevent it from dripping onto the cargo below.

Dunnage comes in a variety of materials and shapes to meet the specific

needs of the product it is designed to protect. Common materials used for
precast concrete are wood, plastic, Styrofoam and rubber. While this can be
a good application for reuse of discarded timber, careful inspection of the
materials is necessary. This should include removing any hardware, looking
for hard knots and ensuring the material will not adversely stain or damage
the product or create an unlevel stacking situation.

Quality dunnage will provide many safety, quality and economic benefits
including: easy access for lift truck fork

 placement or lifting slings

 uniform support for products
 separation from the storage yard surface
 protection from staining
 stability on the truck trailer

9
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

Although most precast

products are cast with
various lifting inserts, for
speed and convenience,
most product handling in
the yard is done by large
fork trucks. Attempting to
slide a steel fork under a
precast product lying flush
on the ground can lead to
chipping or more severe
damage. However,
appropriate placement of
dunnage provides easy clearance for the forks which can apply uniform
bearing on the precast product when lifted and substantially reduce the
chance of a spall. Additionally, products stacked with dunnage provide
adequate openings for workers to safely slip lifting slings around the
product.

 USE OF PALLET, AND SHORING

Pallet - A portable,
horizontal, rigid
platform used as a
base for assembling,
storing, stacking,
handling and
transporting goods
as a unit load, often
equipped with a
superstructure.
Block Pallet - A type of pallet with blocks between the pallet decks or
beneath the top deck.
Stringer
- Continuous,
longitudinal,
solid or
notched
beam-
component of
the pallet used
to support deck components, often
10
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

identified by location as the outside or center stringer.

Stringer board - In block pallets, continuous, solid board member

extending for the full length of the pallet perpendicular to deck board
members and placed between deck boards and blocks.

A pallet is the structural foundation of a unit load which allows handling

and storage efficiencies. Goods or shipping containers are often placed on
a pallet secured with strapping, stretch wrap or shrink wrap and shipped.

A pallet is a small, low, portable platform on which goods are placed for
storage or moving, as in a warehouse or vehicle.

A pallet is a portable platform, usually designed to be easily moved by a

forklift, on which goods can be stacked, for transport or storage. ...
The definition of a pallet is a portable platform used to move or store goods
or a tool used by potters to smooth clay.

11
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

□Best practices to prepare your freight for transport – in boxes:

1. Your products need to be properly packed in each individual box:
o Make sure the boxes are full, with no air in them. With air, your
products can get crushed and damaged on the inside during shipping.
You can cut the box and adjust the size, use packing materials like
packing peanuts, bubble wrap…

o Use enough tape otherwise it could open in the middle or tear off on

the edges.

2. Stack boxes together, carefully, evenly:

 Staggered or aligned boxes is preferred,
 Heavier boxes at the bottom, lighter boxes at the top,
 Make sure boxes don’t overhang or aren’t misaligned on the pallet,
otherwise, the pallet can act as a bumper or boxes will move and be
damaged.

3. Distribute weight evenly: inside each box and each box on the pallet

4. Use flat empty cardboard every couple of rows to solidify all lose boxes

5. Use cardboard corner beads around the pallet to strengthen the whole
pallet

6. Shrink wrap it properly so it’s tight together:

 Don’t be shy on the shrink wrap: wrap 3 to 5 times (1 or 2 times isn’t
enough),
Use quality shrink wrap,
 Wrap the top part of the pallet as well but not entirely so the pallet is
accessible to the forklift, so the pallet doesn’t separate from the boxes
when the forklift tilt to transport
 As you wrap your boxes, twist the wrap for more strength

7. Option to strap it to the pallet with a nylon strap to help even more.

12
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

 USE OF SHORING
Shoring, which includes blocking and bracing, is the process of securing
cargo to prevent side-to-side movement by supporting it from the
side. Shoring may also be used to prevent downward movement by
supporting cargo from below. Tomming is the securing of cargo to prevent
upward movement.
Blocking by nailed on scantlings should be used for minor securing demands
only. Depending on the size of the nails used, the shear strength of such a
blocking arrangement may be estimated to take up a blocking force between
1 and 4 kN per nail. Nailed on wedges may be favourable for blocking round
shapes like pipes. Care should be taken that wedges are cut in a way that the
direction of grain supports the shear strength of the wedge. Any such timber

battens or wedges should only be nailed to dunnage or timbers placed under

the cargo. Wooden floors of closed Cargo Transport Units (CTUs) are
generally not suitable for nailing. Nailing to the softwood flooring of
flatracks or platforms and open CTUs may be acceptable with the consent of
the CTU operator.

a. Blocking. Blocking is the act of attaching solid pieces of wood, or blocks,

to a deck, bulkhead, or overhead, so that these pieces lean directly against
the cargo to prevent its movement. Blocking must be braced, shored, or
tommed to be effective. Figure 9-1 shows the basic technique of blocking from
which more complex
securing structures are
developed. Additional
bracing would be required
to secure the item
adequately. Pieces of
wood measuring 2 by 4
inches are doubled instead
of using single 4- by 4-
inch pieces to make
nailing and securing to the
deck possible. The 2- by
6-inch blocking extends
the full width of the unit

13
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

load. Since blocking may be nailed directly into the wooden deck, the load may
be secured in any location in the hold without the need for

extending pieces to permanent ship's structures for bracing. Since it is very

difficult to drive nails into a metal deck, 4- by 4-inch lumber must be extended to
the bulkhead to provide necessary bracing.

b. Bracing. Bracing is the act of installing a wood piece or structure so that it

extends from a deck, bulkhead, or overhead to the stow. This technique
strengthens the blocking by supporting it in a horizontal direction. Figure 9-2,
shows a basic method of bracing. Kickers are relatively short lengths of lumber
nailed horizontally. They add rigidity to the uprights and braces and are either
nailed to the deck or wedge-fitted to a bulkhead. In both cases, the structure
extends slightly higher than the unit load and along its full width.

c. Shoring and Tomming. Shoring, which includes blocking and bracing, is the

process of securing cargo to prevent side-to-side movement by supporting it from
the side. Shoring may also be used to prevent downward movement by
supporting cargo from below. Tomming is the securing of cargo to prevent
upward movement. Personnel secure the cargo by running lumber from the ship's
overhead structure down to the cargo either vertically or at an angle.

 PRE-SLINGING TECHNIQUES
 Pre-slinging is a relatively simple, low-
cost method of unitising a variety of
cargoes. In addition to being probably
the best method of unitising several
commodities, it is a possible alternative
to break-bulk and the more sophisticated
unitization methods for a wide range of
other commodities.

 Pre-slinging is a relatively simple, low-cost method of unitising a variety of

cargoes. In addition to being probably the best method of unitising several
commodities, it is a possible alternative to break-bulk and the more
sophisticated unitisation methods for a wide range of other commodities.
Consequently many transport operators and shippers who have hitherto only
used break-bulk cargo handling methods make their first move towards
unitisation by pre-slinging. The report is intended primarily as a guide to
pre-slinging for those who have up to now not been greatly involved with

14
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

the problems of handling unitised cargo. It should also prove useful to those
who already have experience in the field. The report concentrates on flat
synthetic fibre slings, which are the main sling type in use for pre-slinging

 purposes. Safety and regulatory aspects

have been given particular emphasis.
The second part of the report looks at an
alternative to pre-slinging, the use
of strapping as a means for lifting cargo.
The first copy of this publication is
available free of charge to Corporate
Members. Additional copies and those
for Private and Library members are
priced at 4.75 pounds and the price to
non-members is 9.50 pounds.

 BASICS OF SAFE SLINGING 

1.When loads are lifted on a sling the general idea is to get the load to be
as secured in the air as it was on ground
2. The loads must be satisfactorily secured by the slings
(a) Loads are completely contained by the slings (e.g. Bags in nets)
(b) Use fixed lifting pendants or lugs if available
(c) Ropes or wire slings must be completely wrapped around the loads –
no loads should be left resting in loose bights of the line
(d) When using specialized components, they must be properly attached to
the cargo, and the manufacturer’s instructions should be followed
3. The slings must be sufficiently attached to the lifting appliances
4. The loads must be slung so that they will not collapse or change form when
they are lifted
5. The load must not damage the sling, possibly causing the slings to part. Use
stuffing or padding at susceptible points or sharp edges
6. Ensure that the loads are not to be damaged by the sling
7. All lifting parts should have their pivoting points as near to the vertical as
possible for a clean lift by the crane.

 HOLD CLEANING
Cargo residues contained in hold wash water should be disposed in line
with MARPOL Annex V or any local requirements. There should be

15
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

sufficient fresh water to enable a final thorough fresh water rinse of

all holds to remove all traces of chlorides

 REASONS WHY CARGO HOLD CLEANING MATTERS

1. Inadequate cleaning can cause cargo contamination, leading to cargo

damage claims from the receivers. For instance, if contaminated by residues,
cement loses its binding capacity, salt becomes liquid and sugar can ferment.
A single piece of coal left behind can get the hold failed.
2. The consequences of non-compliance can be costly. Vessels may be held
in port until surveyors are satisfied, but a ship is only earning while at sea
and not in port, meaning that time in port must be kept to minimum.
3. Insufficient cleaning of the intended cargo and not meeting the charterer
requirements can lead to delays and charter party disputes, which can lead
even to the risk of off-hire. An off-hire clause is providing for exceptions
from the obligation for charterers to pay hire from the time of delivery until
redelivery.
4. Except from these, failure to carry out a sweep-up of cargo debris, even
when loading the same type of cargo, could hide fresh damage which may
also lead to a claim.
5. Remaining residues may not only damage the next cargo, but also affect
the painted surfaces and increase corrosion, posing an additional threat for
the hull along the sea water.

Hold sweeping / washing procedure for bulk carriers –

(http://bulkcarrierguide.com/hold-cleaning.html) Preparation of a cargo hold is not just
a question of sweeping, cleaning or washing down the hold. There are a
number of matters to consider, and failing to adhere to good practice can
result in substantial claims.

There are many different types of

cargoes which are commonly carried
in bulk in today's market, and they all
require different methods of hold
cleaning, although one basic rule
always applies, and that is that the
16
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

vessel's cargo holds must always be cleaned to the highest standards

possible, regardless of the next commodity to be carried.A comprehensive
hold washing plan approved by the master is to be produced. The plan must
include but is not limited to the following:
Residue of previous ore cargo caught in the frames

Extent of washing required.

 Removal of bulk cargo residues

 Hand washing requirements
 Cleaning of cargo hold bilge vessels
 Identity of blanks to be opened / closed

 Hold sweeping / washing procedure

After carriage of the bulk

cargoes, the holds must
always be swept before
any attempt is made to
wash. This will reduce
the effects of unwanted
cargo residues building
up in hold bilges and
hindering the process of
pumping away the washing water.
Washing down hold

Old dunnage is not to be retained onboard unless specifically requested for

by the Charterers. When disposing of waste materials, attention must be
drawn to the International Regulations concerning the disposal of garbage at
sea. It must be stressed that on no account are plastics to be thrown
overboard into the sea at any time.

Consideration must also be given to the type of residues involved; some

heavy cargoes may lie in bilge lines and may not be pumped away. There is
also the possibility of damage to pumps, valves and valve seals. Washing
after carriage of this type of cargo should involve the use of a portable
salvage pump to remove washing water rather than using the hold bilge
pump. For cement cargoes, the bilge pumping system must not be used as
any water left lying in the pipeline will hold cement in suspension and will
17
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

eventually harden in the pipelines, valves and pumps.

If there is no other facility available to you other than the hold bilge
pumping system when dealing with cargoes such as the above, a constant
and plentiful supply of clean seawater must be supplied to the bilges during
pumping to dilute the washing water as much as possible and prevent a build
up of residues. Even when using this method it may be necessary to

frequently stop washing and pump clean sea water through the system to
reduce build up of residues before resuming the washing operation.

Bilge strainers must never be removed during washing of holds and

pumping of waste water. If the strainers are blocked, the washing and
pumping operations must be stopped and the strainers thoroughly cleaned
before resuming the operation. This must be done as frequently as necessary
to ensure as little solids as possible are passing through the bilge lines.

On completion of sea water washing of holds, a fresh water rinse must

always be carried out. Salt deposits may contaminate cargo, and due to the
corrosive nature of salt, will damage coating, fittings and steelwork. An
ample supply of fresh water must always be obtained in anticipation of this
operation, although it is often surprising how little fresh water is required to
perform this task. Ideally it can be carried out before the hold is allowed to
dry, after sea water washing, thus preventing salt deposits to accumulating
and so making the job much simpler.

Hold structure

The conventional bulk carrier has a box construction with large frames,
usually smooth hopper sides fore, aft, port and starboard. The underdeck and
coaming frames are situated high up and are often impossible to get to
physically, as are the high ship side frames. These frames can retain traces of
old cargo: corrosion, scale and residues of previous cargo can collect and
fall, and contaminate the next cargo.

Some bulk carriers, including many smaller coastal-type ships, are built with
box holds. This means that the hold sides are ‘boxed’ in with smooth steel
sides, making discharge and cleaning much easier as there are no frames.
These box holds, however, often have adjacent ballast tanks that may be
prone to water leakage through grab damage.

The ship structure, including ladder rails, stanchions, rungs and pipe
protection fittings, can become damaged during discharge. Any such damage
18
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

should be noted and repaired on a continuing basis so that steel fittings torn
from the ship’s structure by grabs or bulldozers do not contribute to cargo
contamination. This can also result in damage claims to shoreside
discharging and conveyor machinery and equipment. The sheer size of the
holds is a factor that often prevents a good hold-cleaning operation from
being performed.

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

1. grab damage to steel fittings and protection brackets

2. loose bulkhead or tank top rust scale increased by damage from grabs or
cargo
3. grab damage to hold ladders or hold fittings
4. tank top and ballast side tank integrity jeopardised by grab damage
5. tank top, double bottom and side tank access lids damaged by bulldozers and
grabs

Opening hatches at sea for cleaning

To avoid damages to the vessel’s equipment, a risk assessment must be

completed whenever the cargo hold hatches are required to be opened at sea
for the purpose of cleaning and preparation. The risk assessment should
include requirements to monitor weather conditions, maximum number of
hatches to be open at any given time and vessel’s inspected movement
during the cleaning operation.

For the avoidance of doubt, hatches must not be opened when the ship is
rolling and must not remain open overnight.

The Chief Officer is to ensure that locking pins are inserted when the
hatches are open. In addition to the locking pins, hatches must be secured
using wire strops and tensioning devices.

Care is to be taken in selecting the point of attachment on the underside of

the hatch. This point must be sufficiently well inboard so as not to tip the
cover on tensioning down to a strong point on the deck.

Washing of hatch covers undersides

Hold washing operations are often carried out with the vessel's hatch covers
open, such as when the vessel is lying at anchor. On these occasions, it is
important to ensure that the hatch cover undersides are not forgotten. Frames
19
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

and drain channels are to be well swept and washed out. Any small spaces
which are missed may well contain cargo residues which would then
contaminate a clean hold while closing the hatch. Similar attention is to be
given to the hold accesses and ventilation hatches.

Fresh water rinsing

In certain circumstances it will be necessary to rinse the cargo hold with

fresh water to remove any salt deposits. If there is any doubt the Master is to
seek advice from the relevant Management Office.

Drying time

In the final preparation of the cargo holds, it must be remembered that

drying time may be greatly reduced by the use of the vessel's forced draught
ventilation system, if fitted. In all cases, ventilation for drying purposes must
be altered according to the prevailing weather conditions, sea temperature
and the temperature of ballast water in adjacent ballast tanks, all of which
may cause either condensation or sweat.

Cleaning of hold fixed fire fighting installation

The fixed fire fighting installation in the hold is to be inspected for damage.
The system is to be blown through with air to ensure that all nozzles are
clear.

Cleaning of hold bilges

Hold bilges must always be

cleaned out thoroughly and
bilge suctions tested before
loading another bulk cargo.
Bilge covers are to be wrapped
in burlap, replaced in position
and secured.
Hold of a bulk carrier that is grain clean and ready to load

Chief officers inspection

The Chief Officer must always carry out a full and final inspection of all
cargo holds before presenting them for shipper's final approval and
20
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

acceptance, to ensure that all cleaning work has been carried out as per his
instructions and to his satisfaction, and that he is satisfied that the cargo
holds are in a suitable condition for the carriage of the next commodity and
presentation to the shippers.

The relevant Management Office must be advised immediately of any

expected problem with regard to the holds, passing inspection.

Hold fumigation

For the carriage of grain cargoes, it is sometimes a requirement that cargo

holds be fumigated before loading to irradiate any insects which may have
been present. When selecting the type of fumigation to be used, always
consult the local Authority regulations, your agent or hold inspectors who
will be able to give you advice on this, as many Authorities require use of a
specific fumigant.

After fumigation, hatch covers, accesses and vents must not be opened again
until the final inspection by shore inspectors. Care and attention must be
paid to matters of personal safety when using any fumigant. Reference is to
be made to the appropriate Reference publication.

 TIPS FOR PROPER CARGO HOLD CLEANING

 Prior to commencing the operation, a risk assessment and a tool box
talk should be carried out, to identify potential risk areas for everyone
involved.
 Cargo residues contained in hold wash water should be disposed in line
with MARPOL Annex V or any local requirements.
 There should be sufficient fresh water to enable a final thorough fresh
water rinse of all holds to remove all traces of chlorides.
 Typical water washing should be conducted from the top down,
commencing with the hatch covers and coamings, moving on to the
under deck area, then the bulkheads and finishing with the bilges.
 Chemical cleaning should be conducted from bottom to top,
commencing with the bilges, with the under deck area, hatch covers and
coamings washed last, to prevent residues from streaking on the
vertical surfaces.
 In cases where holds are to be cleaned while cargo remains onboard in
other holds, extra vigilance is needed regarding the ingress of wash
water into holds containing cargo via the cargo hold bilge system.
21
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

 Crew should check that cleaning chemicals are compatible with the
paint system and the next cargo to be loaded.
 Holds and bilge wells should be completely dry prior to loading the next
cargo.

 If there is a delay between completions of cleaning and loading, holds

should be regularly checked for ship sweat.
 Upon completion of the cleaning, all the holds should be inspected by a
responsible officer before arrival of the shipper’s hold surveyor.
 If there is a delay between completions of cleaning and loading, holds
should be regularly checked for ship sweat.
 Upon completion of the cleaning, all the holds should be inspected by a
responsible officer before arrival of the shipper’s hold surveyor.

 Safe Working Load (SWL)

 The SWL for
shipboard lifting
appliances and heavy
lift cranes is the load
that each complete
crane assembly is
approved to lift on
the cargo hook,
excluding the weight of the gear (hook, block, wire, etc.).
 The SWL for off shore cranes are the static rated load that each complete
crane assembly is approved to lift on the cargo hook including the weight of
the gear (hook, block, wire, etc.).
 A load greater than the safe working load should not be lifted unless:
(I) A test is required by regulation; and
(II) The weight of the load is known and is the appropriate proof load;
and
(III) The lift is a straight lift by a single appliance; and
(IV) The lift is supervised by the competent person who would
normally supervise a test and carry out a thorough inspection; and

22
 EXACT COLLEGES OF ASIA
Suclayin, Arayat, Pampanga

(V) The competent person specifies in writing that the lift is

appropriate in weight and other respects to act as a test of the plant,
and agrees to the detailed plan of the lift; and
(VI) No person is exposed to danger thereby.
 Any grab fitted to a lifting appliance should be of an appropriate size, taking
into account the safe working load of the appliance, the additional stresses
on the appliance likely to result from the operation, and the material being
lifted.
 In the case of a single sheave block used in double purchase the working
load applied to the wire should be assumed to equal half the load suspended
from the block.
 The safe working load of a lift truck means its actual lifting capacity, which
relates the load which can be lifted to, in the case of a fork lift truck, the
distance from the center of gravity of the load from the heels of the forks. It
may also specify lower capacities in certain situations, eg for lifts beyond a
certain height.

23