CARGO WORK

GENERAL DEFINITIONS
Cargo
Any merchandise has been carried from one place to another by any mode of
transportation (by sea, land or air), for which freight (payment) is made.

General Cargo
General cargo is a term which covers a great variety of goods. These goods may
be in bags, cases, crates or drums, or they may be individual pieces, or they may
be packed in large container.

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

Overcarried Cargo
Overcarried cargo is cargo which is not discharged at the intended port and
overcarried to the next port. Such cargo can cause a great deal of inconvenience
and expense.

Short Landed Cargo

Short landed cargo is cargo which is discharged before arriving at the port of
destination.

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

Semi-standardized Cargo
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..

Non-standardized Cargo
Non-standardized cargo means cargo that requires individual stowage and
securing arrangements.
Hygroscopic Cargoes
Hygroscopic cargoes have natural moisture content and are mainly of plant origin.
They may retain, absorb or release water vapour and excessive amount of
inherent moisture may lead to self heating and moisture migration within the
cargo. Can result caking, mildew or rot. (eg; grain, rice, flour, sugar, cotton,
tobacco, cocoa, coffee, tea, etc.)

Moisture Migration
Movement of moisture contained in a cargo by settling and consolidation due to
vibration and ship’s motion. This phenomenon is called moisture migration

Non-hygroscopic Cargoes
Non-hygroscopic cargoes have no water content. (e.g. steel, metal, machinery,
copper ingots, tyres, etc…)

Deadweight Cargo
Deadweight cargo is cargo on which freight is usually charged on its weight.
(Cargo stowing at less than 1.2 m3/tonne (40 ft3/tonne) is likely to be related as
deadweight cargo. )

Measurement Cargo
Measurement cargo is cargo on which freight is usually charged on the volume
occupied by the cargo. (This cargo is usually light, bulky cargo stowing at more
than 1.2 m3/tonne (40 ft3/tonne)).

Pilferage / Pilfering / Pilferage of Cargo

Certain cargoes always attract thieves. Notable items include spirits, beer,
tobacco or high value small items. To reduce losses such cargoes should be tallied
in and tallied out. Lock up stow should be provided throughout the voyage from
the onset of loading to the time of discharge.
Shore watchmen and security personnel should be used whenever it is practical
and good watch keeping practice should be the order of the day.
(eg; Spirits, whiskey, Beer, tobacco, high value small items, package, pallet load,
truck load, shoplifting etc)

Cargo Unit
It includes the cargo transport unit and means wheeled cargo, vehicles,
containers, flat pallet, portable tank package unit or any other cargo and loading
equipment or any part thereof which belongs to the ship and which is not fixed to
the ship.
Grain
Grain is defined in the I.M.O. Grain Rules as Wheat, Maize (Corn), Rye, Oats,
Barley, Rice, Pulses, Seeds and processed forms thereof, whose behavior is
similar to grain in its natural state.

Unitised Cargo
Unitised cargo is the cargo of grouping loads together into one unit.
It is to handle the cargo physically as little as possible and mechanically as much
as possible both in the ship and on shore.
It lessens the need for the conventional derrick, but promotes ship carnage and
the use of conveyor systems, such as the gentry crane system for loading and
discharging of containers.
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.
Thus it is easier to stow them individually and can be handled more easily by
mechanical means.

Palletised Cargo (Cargo of small cases on pallet)

Cargo, on pallet (square double tray), should be stowed in a bonded fashion and
evenly distributed.

Pre-slung Cargo (Cargo of load slung prior to loading)

Pre-slung loads should be made up so that the load is held together as one unit.

Frozen Cargo
Frozen cargo refers to commodities which need to be shipped at -20⁰C (-4⁰F) or
lower.
Low temperature preserves the quality of frozen food. Frozen products should be
solidly or almost solidly frozen to maintain quality in frozen storage.
Frozen cargoes usually require no ventilation and this should be checked.
Types of frozen cargo include frozen meats, poultry and seafood, frozen prepared
foods, frozen concentrates.
Chilled Cargo
Chilled cargo refers to commodities which need to be shipped above product
freezing temperatures.
Some chilled commodities have relatively short shelf lives and require careful
attention during transportation.
For chilled cargoes, the temperature must be maintained very close to the set-
point. If the temperature falls below the set-point, the cargo can be damaged by
overcooling.
The significant difference when stuffing chilled products such as fruit and meat is
that refrigerated air must be circulated through the entire load.
Chilled cargoes include fruit, vegetables, dairy products, chilled meat, flower
bulbs, electronic equipment and medical supplies.

Cargo Plan
The ship's plan which shows the distribution of all cargo parcels stowed on board
the vessel for the voyage.
Each entry on to the plan would detail the quality, the weight and the port of
discharge.
Cargo plan is constructed by the ship's cargo officer and would effectively show
special loads such as heavy lifts, hazardous cargoes and valuable cargo, in
additional to all other commodities being shipped.

Bale Capacity
Bale capacity is the cubic capacity of a space when;
Breadth is taken from the inside of the cargo battens
Depth from the wood ceiling to the underside of the deck beams and
Length from the inside of the bulkhead stiffeners or sparring where fitted.

Grain Capacity
Grain capacity is the cubic capacity of a space when the lengths, breadths and
depths are taken right to the plating. An allowance is made for the volume
occupied by frames and beams.

Stowage Factor(S.F )
Stowage Factor is the volume occupied by a unit weight of cargo. Usually
expressed as cubic meter per tonne (m3/tonne) or cubic feet per tonne
(ft3/tonne). It does not take into account any space which may be lost due to
broken stowage.

Volume (m3) = Weight (tonnes) x Stowage Factor (m3/tonne)

Broken Stowage( B.S )
Broken stowage is 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 hold. (It is greatest when large cases have to be stowed in an end
hold.)

Deadweight
Total weight (in tonnes) of cargo, stores, fuel oil, lubricating oil, ballast water,
fresh water, crew and effects carried by a vessel at her maximum permitted
draught.

Dead Weight Carrying Capacity ( DWCC )

Dead weight carrying capacity is the difference between the light and loaded
displacements included weight of cargo, stores, ballast, fresh water, fuel oil, crew,
passengers and effect onboard.

Permissible Deck Load

Load per unit area without straining the deck (or)
Maximum weight of cargo that can be safely put one square meter area without
straining the deck.

Breaking Stress (B.S)

Breaking stress is the weight at which the wire is parted.

Safe Working Load (SWL)

Safe working load is the load at which the cargo gear can be safely used without
effect the strength of the gear.
S.W.L = 1/6 x B.S

Maximum Securing Load (MSL)

Maximum Securing Load (MSL) is a term used to define the allowable load
capacity for a device used to secure cargo to a ship.

Displacement
Amount of water displaced by the floating vessel.
So, displacement is equal to the weight of water displaced by the ship.
Light Displacement
Displacement of the ship when she is floating at her designed light draft.
It consists of the weight of the hull, machinery, spare parts and water in the
boiler.

Load Displacement
A ship’s displacement at load draught, i.e the draught to the centre of the
freeboard disk marking, which is set off to the summer freeboard.

Dunnage
Any material, permanent or temporary, that is used to ensure good stowage, and
protect cargo during carriage.
Dunnage can be wood, plastic, tarpaulin or a range of other materials.

Permanent Dunnage
Permanent dunnage which may take the form of battens of woods, fixed to the
side of the ship to allow air to circulate and to keep the cargo off the cool sides of
the ship, where condensation could take place.

Temporary Dunnage
Temporary dunnage which for the most part consists of planks of soft wood but
could be anything which is used to assist ventilation and drainage, and stop the
cargo moving, chafing, etc….

Dew point
Lowest temperature to which air can be cooled without condensation of its water
vapour.

Cargo sweat
Condensation form on the surface of the cargo when warm, moist air introduced
into a hold containing colder cargo.
. Occurs when the voyage from colder to warmer place.
. Dew point temperature of the outside air is higher than the temperature of
the cargo.

Ship sweat
Condensation form on the ship’s structure when warm, moist air inside the cargo
hold come into contact with cold ship structure as the ship moves into cooler
climate.
. Occurs when the voyage from warm to colder place.
Reason for Ventilation
To prevent cargo or ship sweat.
To remove taint or smell of previous cargoes.
To prevent dangerous gas.
To supply fresh air to Live cargo.
To remove the heat that is given out by certain cargoes.etc…

Filled compartment
Filled compartment means that the space is filled and trimmed to feed as much
grain into the space as possible, when trimming has taken place under the decks
and hatch covers, etc:

Partly filled compartment

Partly filled compartment means that level of bulk material which is less than
‘filled’ (The space is filled and trimmed to feed as much grain into the space as
possible.)

Flash Point
Flash point is defined as the lowest temperature at which sufficient gases are
evolved at the surface of the liquid to ignite when a naked flame is passed over it.

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

Lower Flammable Limit (LFL)

Lower flammable limit is that hydrocarbon concentration below which there is
insufficient hydrocarbon gas to support and propagate combustion.

Upper Flammable Limit (UFL)

Upper flammable limit is that hydrocarbon concentration above which there is
insufficient air to support combustion.

Spontaneous Combustion
Spontaneous combustion is the ignition produced in some cargoes (i.e; coal
cargoes, bunker and some liquid cargoes) by the evolution of heat through the
chemical action of its own constituents. It is mainly due to the oxidation of fine
coal.
Auto-Ignition Temperature
Auto-ignition temperature is the lowest temperature at which a substance will
start to burn without the aid of an external flame. Spontaneous combustion
begins, provided that conditions are right, when auto-ignition temperature is
attained.

Contamination
Tainting or pollution of a substance through contact with, or near approach to,
another substance.e.g. tea, flour, tobacco should be kept well away from strong
smell.

Angle of Repose
Angle of repose is defined as the maximum slope angle of non-cohesive granular
material. It is the angle between the horizontal plane and the cone of such
material when at rest on a plane surface.

Transportable Moisture Limit ( TML )

The maximum moisture content of the cargo which is considered safe for carriage
in ships not complying with the special provisions. It is determined by the test
procedure, approved by the competent authority.

High density cargo

High density cargo means the cargo with S.F of 0.56 m3 per ton or less.
High density cargo may cause structural damage to the vessel and pose
stability problems from the position of stow. It could well affect bending
and shear force stress effects on the hull.

Ullage
Ullage is the depth of the space in a tank not occupied by oil. It is measured from
the flange of the ullage hole to the surface of the oil.

Cofferdam
Cofferdam means the narrow, empty space between two adjacent watertight or
oiltight compartments. It prevents any liquid contents of one compartment from
entering the other in the event of a bulkhead failure.
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 forklift trucks.

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.
Tallying
All cargoes are tallied on board the vessel and for monitoring the cargo parcels in this
manner, specialized ‘tally-clerks’ are employed. These clerks tend to reflect the
shipper’s interest, while others so engaged by the ship may represent the owner’s or
ship’s operator’s interests. Cargo parcels are not only tallied into the ship but also tallied
out at the port of discharge.
Tally counts are important, especially in the case of valuable effects, or short quantities
being delivered to the ship. Cargo claims draw on tally information to substantiate
quality and quantity as and when disputes evolve between the ship and the shipper,
bearing in mind that the ship’s personnel are there to protect the ship-owner’s or
Charterer’s interest.

Before loading
1. Check that the holds are clean, dry and ready to accept the cargo. If any dunnage is
laid, it should be inspected.
2. Inspect the holds including plating, access ladders, lighting, guard rails, valves and
pipes, fire fighting gear and fittings, manhole covers, spar ceiling, etc…
3. Check that all lifting plant ( Derricks, Cranes, Wires, Blocks, etc…) are in good order
and properly rigged.
4. Check all cargo gear is certificated and tested.
5. Ensure that a proper risk assessment is in place before using the lifting gear.
6. All lashing gear must be in place and inspected, as is described in the Cargo Securing
Manual.
7. Check the Safe Working Load (SWL) of cargo sling.
8. The cargo officer must be familiar with the ship’s specialized cargo gear.
Hold cleaning and preparation sequences in bulk carrier
( 1 ) Sweeping down and collecting cargo residues for removal.
( 2 ) Leftover dunnage in the holds is stacked and removed.
( 3 ) Holds are washed with sea water and, if required, with a final rinse of
fresh water. (Fresh water rinse can reduce corrosion and accelerate drying.)
( 4 ) Special attention needs to remove the residues from areas that can be
difficult to reach such as hatch covers and frames.
( 5 ) Bilges and strum boxes are to be properly cleaned and, if necessary, the
bilge area is to be disinfected or lime washed.
( 6 ) Bilges are then covered with burlap to prevent entry of cargo particles.
( 7 ) Fixed firefighting equipment, ventilation equipment, hold lighting, air
pipes, fixtures and fittings must be checked, tested and any repairs carried out.
( 8 ) Means of access should be checked for damage and must be free of any hazards.
( 9 ) If necessary, new dunnage should be laid out.
(10) Holds inspection to be carried out and any damages repaired.
(11) Cargo gear must be checked and rigged for loading or discharging.
(12) Hatch covers must be examined for weather tight integrity and, if
necessary, renewed the rubber liner.
(13) Fumigation is to be carried out if the charterers or cargo owners require it.

Uses of Dunnage
Dunnage is used
 to protect goods and their packaging from moisture, contamination or
mechanical damage.
 to protect cargo from water damage caused by contact with water from bilges,
other cargo or double bottom tanks.
 to protect moisture-sensitive cargoes, such as bagged cargo(e.g. coffee, cocoa)
or bales cargo(e.g. tobacco, tea) from sweat, which forms a ship’s sides, frames,
bulkheads, etc.. and run off over the deck.
 to prevent damage to goods through contact with either the ship’s structure or
with other cargo.
 to provide air channels between stows to aid ventilation.
 to aid in the effective distribution of weight on tank tops or hatch covers.
 to aid in filling broken stowage, especially unevenly shaped cargoes.
Types of Separation
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 include:
Coloured Polythene sheets
Burlap : This is often used as a separation for bagged cargoes in the
break-bulk trade.
Tarpaulin : This can be used to separate cargoes such as bulk grain
particularly on handy size 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 vessel, cars of the same type for discharge at
different ports are often separated using either “hazard” tape or coloured
marking tape.

Segregation of Cargo (for dangerous good)

Dangerous goods belong to different classes cannot be stowed together. They have to
be segregated from one another and the types of segregation depend on the properties
of substances in each class and the way they react with substances of another class. 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 from
Container Cargo
Planning the container stowage
The following factors shall be considered for planning container stowage as follow;
• Net weight
• Gross weight
• Type of container (General purpose, Open top, Flat rack,…, etc.)
• Size of container (High cube, 45 ft,…, etc.)
• Loading port
• Discharging port
• Should not exceed stack load
• Sufficient lashing equipments onboard or not
• For DG container … (Class, Stowage and Segregation, Packing group, …, etc.)
• For Reefer container … (Correct slots, Setting temperature,…, etc.)
• Ballasting operation during loading/discharging if necessary.

Describe method of securing containers on deck. (8 Marks)

 There are varieties of lashing systems were in use and the most reliable system
consisted of stacking cones, twist-locks, lashing rods, turnbuckles (bottle screws)
and bridge fittings.
 These systems were effective in lashing containers carried on deck to the third tier.
 Nowadays, bridge fittings were not recommended due to less effective.
 Bigger ships and a post-Panamax container ship will carry containers on deck stacked
up to nine tiers high. However, while the ships are able to carry containersstacked
higher,
 the lashing systems are still only capable of lashing to the bottom of the
third tier containers or
 the bottom of the fourth or fifth tier containers when a lashing bridge is
fitted.
 Horizontal movement of a deck stow is resisted by the twist-locks or cones.
 Lashing rods are fitted because they provide additional racking strength.
 The usual arrangement is placed lashing rods diagonally within the width of the
container, with the tops of the lashing rods placed in the bottom corner castings of
the second tier containers. This is called ‘cross-lashing’.
 An alternative arrangement, with the lashing rods located outside of the width of
the container, is called ‘external lashing’. This is often used for high stacks which are
lashed from a two-tier lashing bridge.
 A second set of lashing may be fitted, connected to the bottom of the third tier of
containers.
 If additional lashing strength is required or especially at the extreme end of the ship
side, must be fitted parallel lashing rods with or without equalizing devices.
Advantages
• Less damage
• Reduce pilferage
• Easy to handle
• Increase port speed
• Save warehouse charges
• Save packing charges
• Reduce Insurance premium
Disadvantage
• Increased capital costs
Duties of the OOW
OOW must consider when loading containers;
- Understand and review the stowage plan.
- Be aware of special requirements for containers containing dangerous
goods, including their stowage, segregation and marking.
- Reefer containers are to be placed in their correct slots and their
temperature monitored as per the manifest.
- Check that any over-height or over-width cargoes are properly stowed.
- Check lashings for breakbulk cargo stowed on containers.
- Check that stack limits not exceeded.
- Note any physical damage to the containers.
- Check that the door seal is intact.
- Check for leaks or other evidence of cargo damage.
- Ensure that the lashing plan is correctly followed.
- Attend to the ballast to ensure that the ship remains upright and with a
reasonable trim by the stern.
- Check all lashings on completion
- Keep proper records.

Types of containers
• General purpose container [ 8ft x (8.5ft, 9.5 ft) x (20ft, 40ft, 45ft)]

• Open Top container

• Open Sided container

• Reefer container

• Tank container

• Bulk container

• Ventilated container

• Insulated container (or) CONAIR

• Half height container

• Flat rack container

• Bolster (or) Platform

• Specialized container
REFRIGERATED CARGO LOADING (REEFER CARGOES)
Hold preparation
Reefer cargos are perishable nature and mostly for human consumption so cleaning
is utmost important
• Actual process of cleaning depends on the cargo to be loaded which is often
specified by shipper.
• Dry wipes and sweep
• Thorough cleaning by washing down and wipe with cloths drenched in
disinfectant solution.
• Clean the bilges thoroughly. Remove and wash the grating with disinfectant
solution.
• Residual odours from the previous cargo must be removed.
• Pre-cooling checks shall be carried out before operating the plants.
• Check insulation for possible damages.
• Check fans, Air ducts, sounding pipes scupper pipes.
• Bilge plugs should be inspected and sealed.
• In a Brine battery cooling system, Brine traps in tween deck should be cleaned
out, refilled and tested.
• Inspect the dunnage (if any). (dunnage should be cleaned same as the
compartment)
• Hooks chain (if any) may need to sterilized.
• Once the hold is cleaned and dry pre-cooling can be start before the cargo is
received(its take about 48 Hr), times being noted in the cargo log or deck log
book.
• Wooden dunnage must also be pre-cooled.

Main difference in carriage of “frozen” and “chilled” products

Frozen product Chilled product

Frozen products should be solidly or
almost solidly frozen to maintain quality
in frozen stowage.
Low temperature preserves the quality
of frozen food.
Frozen cargoes usually require no
ventilation.
Some chilled commodities have
relatively short shelf lives. Temperature
must be maintained very close to the
set-point.
If temperature falls below the set- point,
the cargo can be damaged by
overcooling.
Stuffing chilled product is that
refrigerated air must be circulated
through the entire load.
Loading Chilled Beef

Due to the relatively soft nature of chilled beef it is carried hung on hooks from the
deck head. Fores and hinds are often loaded alternately, with the fore quarters hung
on chains. This reduce the broken stowage, although care must be taken that the
quarters do not lie too close together as air circulation would then be restricted. If
quarters are too loosely packed, damage from chafing can occur.

Magazine stowage (Magazine) means a closed cargo transport unit or a

compartment in the ship designed to protect certain goods of class 1-Explosives from
damage by other cargo during loading and unloading, and adverse weather
conditions when in transit, and to prevent unauthorized access. Magazines may also
be a fixed compartment in a ship. Magazines may be positioned in any part of the
ship conforming with the general stowage conditions for goods of class 1 but
magazines which are fixed structures shall be sited so that their doors, where fitted,
are easily accessible.
There are the following type of Magazine stowage, namely;

• Magazine stowage types “A”

• Magazine stowage types “C” and

• Special stowage.

Weather Deck
Weather deck means the uppermost complete deck exposed to weather and sea.
Purposes of cargo compartment temperature recording in general cargo ship
To determine the dew point temperature of the cargo hold and outside air
should be compared.
To carry out correct ventilation.
To control sweating(ship sweat/cargo sweat)
To prevent cargo damage due to high/cold temperature.
To monitor flammable atmosphere inside cargo hold, especially when carriedthe
dangerous goods.
To monitor the cargo hold temperature while operating the de-humidifier in G.Cship.
To compare with the flash point of cargo and restrict explosive limit.
To determine the developing of self heating process, eg. Coal cargo.
LOADING AND CARRIAGE OF BULK COAL
Hazards of Coal cargoes
Emit Methane, flammable gases
• Coal cargoes may emit methane gas, which is flammable and lighter than air.
If the cargo space is not tight, gas may leak into adjacent space.
To prevent;
• Make surface ventilating the hold for 24 hours after departure from the
loading port.
• If methane concentration is acceptably low, ventilation should be stopped.
• If methane concentration is over 20% of LEL (Lower Explosive Limit), make
adequate surface ventilation to reduce the concentration.
• Do not allow smoking, naked flames and hot work within the vicinity of coal
cargoes.
Self Heating
• Coal cargoes may be liable to self heating that could lead to spontaneous
combustion.
• If the shipper advised cargo is liable to self heat or the cargo is like to self
heat (increasing concentration of Carbon monoxide.)
To prevent;
• Carbon monoxide concentration should be measured regularly.
• At the time of loading, temperature of the coal exceeds 55. C, expert advice
should be obtained prior to loading.
• If Carbon monoxide level is increasing steadily, potential self heating may be
developing.
• The cargo space should be completely close down and all ventilation ceased.
• Seek expert advice immediately.
• Water should not be use for cooling the material or fighting coal cargo fires at
sea, but may be used for cooling the boundaries of cargo space.
Oxidation
• Coal cargoes may cause depletion of Oxygen from the holds.
• Can be hazardous if proper precaution is not taken while entering spaces that
may be lacking in Oxygen.
To prevent;
• Adequate procedures in place for enclosed space entry and readings for
Oxygen must be taken prior to entry.

Reaction with water

• Coal cargoes may be liable to react with water and produce acids that can
cause corrosion.
To prevent;
• Monitoring of bilge water for acidity level using pH indicator strips.
Liquefaction hazards
• Coals with the size of less than 7mm may cause liquefying if moisture content
exceeds the transportable moisture limit (TML).
To prevent;
• Ensure that the moisture content does not exceed the TML.
• If necessary, onboard test is carried out to check the actual moisture content.

Requirements for Coal cargoes loading

• Shipper should provide written information of cargo prior to loading.
(Characteristics, Moisture content, Sulphur content and size, whether liable
to emit methane or self heat)
• Boundaries of cargo space should be resistant to fire and liquids.
• Not stow adjacent to hot areas.
• Stowage and segregation to be strictly follow IMDG (International Maritime
Dangerous Goods) code and BC (Code of Safe Practice for Solid Bulk Cargoes)
code.
Before and during loading
• All cargo spaces and bilge wells should be clean and dry.
• Any residue of waste material, previous cargo and removable cargo battens
should be removed before loading.
• All electrical cables and components situated in cargo spaces and adjacent
spaces should be free from defect and safe for use in an explosive
atmosphere or isolated.
• Measure concentrations of Methane, Oxygen, Carbon monoxide and pH
value of cargo hold bilge sample by using appropriate calibrated instruments.
(Without entering the space.)
• Measuring cargo hold temperature. (Without entering the space.)
• Carry self- contained breathing apparatus required by SOLAS.
• No smoking regulation must be imposed and warning signs and placards must
be displayed.
After loading
• Cargo should be trimmed reasonably level to avoid gas pockets and
adequately sealed the cargo space before departure.
• Atmosphere in cargo space should regularly monitored and record it.
• Make surface ventilating the hold for 24 hours after departure from the
loading port.
• If methane concentration is acceptably low, ventilation should be stopped.
• Monitoring of bilge water for acidity level using pH indicator strips.
• If the behavior of cargo differ from declaration, master should report to
shipper.
Cause of Coal Fire at sea and recommendation for tackling the coal fire
Coal cargoes may be liable to self-heating that could lead to spontaneous
combustion.
The majority of coal fires are caused by spontaneous combustion.
Emergency action in the event of fire,
• Cargo holds batten down.
• Exclusion of air may be sufficient to control the fire
• Do not use water to extinguish
• Seek expert advice and consider heading to nearest port
• The use of CO2 or inert gas should be withheld until fire is apparent.

CARRIAGE OF DANGEROUS GOODS

Dangerous goods are divided into the following classes:

Class 1 Explosives
Class 2 Gases
Class 3 Flammable liquids
Class 4 Flammable solids,
Class 5 Oxidizing substances and organic peroxides
Class 6 Toxic and infectious substances
Class 7 Radioactive materials
Class 8 Corrosives substances
Class 9 Miscellaneous dangerous substances and articles

Dangerous Goods Declaration (Dangerous Goods Note)

Responsibility on the shipper of the goods to provide “Dangerous goods declaration”,
also called as a “Dangerous Goods Note”. This should include the following details;
• Proper Shipping Name
• UN Number
• Hazard Class
• Packing Group
• Subsidiary Risk
• Marine Pollutant
• Number of Packages
• Total Quantities
• Flashpoint
• Any other information required by the IMDG Code or Local Regulations
Tanker Cargo
Drop Lines
Each of the main tank pipelines has a counterpart on deck and loading lines which
lead vertically from the deck lines to the tank lines are known as drop lines. Each
main line has one or two drop lines and drop valves control the flow of oil in those
lines.
-Cargo loaded through filling line called Drop.
-Drop line fitted with a valve, Drop valve.
-Drop valve must be opened when loading.
-When discharging, drop valve must be closed to prevent cargo recirculation.
-Drop line located for each line at various locations on main deck.
Crossover Valve
Athwartships tank lines joining the main line are known as crossover line.
Crossover valve separated the main lines from each other as well as separating
individual tanks.
E.g. 2 Port can be separated from 2 C by crossover valve
(Master v/v separates in F & A direction & crossover in the athwart ships direction)
-Various systems to connect section of the pipe called cross over.
-Crossover fitted with a valve,cross over valve.
-Cross over valve makes isolated or link then together.
-If loaded same cargo,cross over valve must be opened, allowed cargo to freely flow
in all systems.
-If loaded different cargo,crossover valve must be closed to prevent cargo missing.
Standard to reference temperatures and densities (for tanker cargo work)

The oil and product cargo is loaded and discharged at different temperatures and
this will affect the density. To avoid confusion the density is calculated at certain
reference temperatures. Unfortunately different countries have different reference
temperatures. The following are the reference temperatures used in oil trading;

 In the US 60°F
 In Western Europe 15°C
 In Brazil and Eastern Europe 20°C

LOAD ON TOP( LOT ) SYSTEM

The purpose of load on top system is to separate oily water and to reduce the possible of
oil pollution at sea.
During the voyage, oil and water mixture in the tank or slop tank is allowed to settle for at
least 24 hrs. (if the voyage permit, period several days is allowed for this purpose).
During this period, the oil skin has floated to the top and the oil skin is already on the surface.
The clean water under the oil skin is to be pump out to sea by an ODMCS according to
MARPOL regulation.
At the loading port, the new hot oil will be loaded on top at the remaining slop.
At discharging port, interface determined and discharge directly from slop tank to shore slop
tank.

Advantages of COW
• Increased cargo outturn as clingage and deposits are reduced
• Reduction in the time for pre-dock cleaning
• Reduces operational pollution
• Minimum manual desludging required
• Reduction in ballast passage tank cleaning
• Less sea water discharged to shore
• Less tank corrosion

Disadvantages of COW
• Increased workload in port
• Increase in discharge time
• Increased vapour emissions
• Additional training for crew required
• Additional pipework, hence more possibilities of leaks
• Higher capital costs for installation
CRUDE OIL WASHING
Crude oil washing (COW) is the name given to the method of cleaning out the tanks
on a crude oil tanker, by means of high-pressure jet nozzles, with the crude oil cargo
itself ('oil to remove oil') at pressures of 9-10 kg/cm2.
• Inform the terminal at least 24 hours in advance of operation.
• COW shall be carried out after approval of terminal is received.
• Only fixed tank washing machine can be used.
• Safety check list completed.
• Inert gas system work in order.
• Only “Dry crude” should be used.
Methods for measuring the sounding/ ullage
After measuring the Ullage that is the measurement between the surface of
a liquid cargo and the top of the tank.Sometimes the measurement may be upto 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
Weight (Mass) of oil = Volume of oil x Density of oil
Ullage can be taken the referring to the ullage section in the tank calibration
tables.
In case of smaller ships, sounding 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.(ie., 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 less dense and occupies a greater space in the
tanks.
To obtain the correct amount of cargo, shall be allowed the correction of
above effects which is based on trim, list, standard temperature and relative density
of oil.

What is sounding?
A sounding is the measurement taken from the surface of the liquid to the bottom of
the tank. (ie., the depth of liquid)
TIMBER DECK CARGOES
Timber
Timber means swan wood or lumber, cants, logs, poles, pulpwood and all other type
of timber in loose or packaged forms. The term does not include wood pulp or
similar cargo.

Timber deck cargo

Timber deck cargo means a cargo of timber carried on an uncovered part of a
freeboard or super structure deck.

Timber load line

Timber load line means special load line assigned to ships complying with certain
conditions related to their construction as set out in the International Convention on
Load Lines. It is used when the cargo complies with the stowage and securing
conditions of the Code of Safe Practice for Ships carrying Timber Deck Cargoes.

Stability criteria for Timber ships

- Departure corrected GM not less than 0.10M.

- At all times, after FSE correction, GM shall be positive.
__________________________________________________________________
CARGO VENTILATION
Types of cargoes affected
Hygroscopic Cargoes
Hygroscopic cargoes have natural moisture content and are mainly of plant origin.
They may retain, absorb or release water vapour and excessive amount of inherent
moisture may lead to self heating and moisture migration within the cargo. Can
result caking, mildew or rot. (E.g; grain, rice, flour, sugar, cotton, tobacco, cocoa,
coffee, tea, etc.)

(Moisture Migration: Movement of moisture contained in a cargo by settling and

consolidation due to vibration and ship’s motion. This phenomenon is called moisture
migration.)

Non-hygroscopic Cargoes
Non-hygroscopic cargoes have no water content. (E.g; steel, metal, etc)
• Hygroscopic cargoes require to be monitored more carefully than non-
hygroscopic cargoes.
• As far as possible, hygroscopic cargoes and non-hygroscopic cargoes should
not be stowed together due to differing ventilation requirements.
Dew point
Lowest temperature to which air can be cooled without condensation of its water
vapour.

Types of Sweat
Cargo sweat
Condensation form on the surface of the cargo when warm, moist air introduced
into a hold containing colder cargo.
. Occurs when the voyage from colder to warmer place.
. Dew point temperature of the outside air is higher than the temperature of the
cargo.
How to prevent
All ventilation should be restricted until the temperature of the cargo is higher than
the dew point temperature of the outside air.

Ship sweat
Condensation form on the ship’s structure when warm, moist air inside the cargo
hold come into contact with cold ship structure as the ship moves into cooler climate.
. Occurs when the voyage from warm to colder place.
How to prevent
Holds should be surface ventilated as long as dew point temperature of the outside
air is lower than the hold temperature.
Through Ventilation
In through ventilation, air is passed over the entire area of the hold right down to the
bottom. In general, the greater air flow occurs when the leeward ventilators are
trimmed on the wind and windward ventilators are trimmed away from the wind.

Surface Ventilation
Surface ventilation is carried out with the windward ventilators turned on the wind
and the leeward ventilators turned away from the wind. This is necessary for certain
cargoes where only the surface of the cargo is to be ventilated. E.g ; Coal.
 STOWAGE FACTOR & BROKEN STOWAGE
A 250 tonnes parcel of palletized cargo has an S.F of 1.8 m 3/ tonne. Allowing
for 5% broken stowage, calculate the space this parcel of cargo will occupy in
a hold.
If the parcel is placed in a hold of 1200m3 bale capacity, calculate the space
remaining for other cargo.
Calculate the weight of cargo, S.F 1.3 m3/ tonne, B.S 5% that may be loaded in
the remaining space.

1. A hold capacity 1992m3 is to be filled with 1212 tonnes of Jute and Gunnies.
Bale of Jute measure 100 cm x 50 cm x 60 cm and weight 180 kg each. The
Gunnies measure 100 cm x 50 cm x 80 cm and weight 250 kg. How many bales
of each should be loaded.

2. A ship’s hold a Bale capacity of 580m3 and Grain capacity of 635m3 and is
filled with Maize stowing at 1.37m3/ tonne. It is now intended to discharge
125 tonnes of Maize and load bagged Maize in the same hold. The bag is 0.5
m x 0.4 m x 0.3 m and weight 50 kg. The space lost between the bag is 11%.
How many tonnes of bagged Maize can be loaded. (Assume that the ratio of
Bale capacity to Grain capacity is same throughout the depth of hold.)

3. The grain space for No.3 lower hold of G.C vessel is given by the measurement
34 x 16 x 9 m, these being the L,B,D of the space respectively. There is no tank
top ceiling. The bale space measurement for the same compartment are 33.5
x 15.3 x 8.75 m. Some 530 tonnes of Nut in bulk are to be loaded in the space
and over stowed with bales of Dry cotton waste. ( S.F of Nut 1.8 m 3/ tonne ,
S.F of Dry cotton waste 3.9 m3/tonne ). Calculate how many tonnes of bales of
cotton may be loaded allowing 2% for B.S through the bale stow.

4. A vessel of 5080 tonnes deadweight has on board 500 tonnes of fuel, 350
tonnes of water and 130 tonnes of stores. She has four holds of capacities as
follow; No.1 - 1320 m3
No.2 - 1972 m3
No.3 - 2050 m3
No.4 - 1530 m3. It is required to load grain
stowing 1.45 m3/ tonne and bale of cotton stowing at 2.35 m3/ tonne.
Calculate how much of each commodity can be loaded if the vessel is down to
her marks and full to capacity. How should the cargo be distributed?
5. The dimension of tween deck which gave a bale capacity of 780m 3are
13 x 10 x 6 m. This space is to be filled with 220 tonnes of Cotton bale (S.F
2.34m3/t, B.S 7.5%) and Carpet rolls (4m in length, 0.85m in diameter). What
is the maximum number of Carpet rolls you can carry and show how you will
fit them in with a plan view of tween deck.

6. How many tonnes of Bicycle (S.F 3.1 m3/ tonne), Beer cases (S.F 1.95 m3/
tonne) and Granites slabs (S.F 0.48 m3/ tonne) will fit in a hold of L = 12.5 m,
B = 9 m, D = 6.3 m. If in the above example, the B.S of Bicycle, Beer cases and
Granites slabs was 14.5%, 7% and 11.2% respectively, how many tonnes of
each would you be able to load in the given hold? If load density of hold was
8.5 tonnes /m2 to what height could you load the above cargoes taking into
account the broken stowage.

7. A hold 8m x 6m x 4m is to fill with Steel pipes (S.F 1.06m3/tonne) and Paint

drums (S.F 1.85m3/tonne). If load density is 3.02 tonnes/m2 up to what height
should be loaded so that the hold is fitted without exceeding the load density.
How many tonnes of Steel pipes and Paint drums can be loaded.

8. A hold 14m x 10m x 3m is to be filled with Jute and Cotton bales. The Jute
bale measure 1m x 0.5m x 0.6m and weight 180kg and the Cotton bale
measure 1m x 0.5m x 0.8m and weight 250kg. How many bales of Jute and
Cotton would you load if
(a) the ship owner was paid by the tonnes
(b) the load density of deck was 1.86 tonnes/m2
(c) the freight for Jute was $ 5.50 per tonnes and the freight for Cotton was
$ 5.20 per tonne
(d) the SWL of the sling used for loading was 1.5 tonnes, how many slings
would require in above three cases.
Ullage (m)
Ullage is the depth of the space in a tank not occupied by oil. It is
measured from
the flange of the ullage hole to the surface of the oil.

𝝆 = (tonnes / m3)

• A tank of length 28m, breadth 18.3m and depth 12m is to be loaded

with a vegetable oil of R.D 0.83. The minimum ullage on passage is to be
0.27m, assuming 3% expansion on passage. Calculate
• ullage on the loading
• weight of oil loaded.

• A rectangular tank of 9 m length and 6 m breadth has a depth from the

ullage plug of 11 m. Find how many tonnes of oil of R.D of 0.83 does the
tank contains when
• the ullage is 350 mm
• 95% and 98% of tank
• Ullage of the tank when 2% expansion allowance given for full
capacity. (In tanker, full tank capacity is 98% of the tank
volume.)

• The surface area of tank is ( 15.24 m x 9.14 m )and it is being filled

through a pipe 289.56 m long and 0.3 m in diameter with the control
valve at the shore end. At what ullage should the valve be closed so that
the final ullage may be 0.2 m after the pipe has been drained.

• A tanker of 3353 metric tonnes deadweight has onboard fuel and stores
weighing 132 tonnes. Her five tanks measure 18.29 m in length, 6.71 m
in breadth and 6.10m in depth. No. 2, 3 and 4 contain oil of S.G 0.93
with 0.3 m ullage in each. Find the ullage in tanks No. 1 and 5 if No.1
tank contains 100 tonnes more oil than No. 5.