Learning Objectives 4

Sweat & Ventilation

 Understand the importance of ventilation to prevent sweat damage
to cargo during carriage
 Define "ship sweat" and "cargo sweat"
 Understand how "ship sweat" and "cargo sweat" sweat can occur
and the actions required to minimise their occurrence
 Describe the principle of forced ventilation
 To describe the operations of two types of forced ventilation and
humidity control systems
 State reasons for the ventilation of cargo spaces during carriage
other than for the minimisation of sweat
 Obtain information for special ventilation techniques for the
carriage of bulk coal and bagged rice

KNR/01-2003 SP-SMA Slide 1

 Introduction

 Varying climates and temperatures

 Consequent effects on cargoes due to heating and
cooling
 Excessive overheating – severe deterioration
 Rapid cooling – condensation, sweat
 Cold to Warm climates – Condensation on cargo –
(Cargo sweat) -stop ventilation
 Warm to Cold climates – Condensation on ship’s
structure (Ship’s sweat) – allow ventilation.
 Others – evolution of gases and odours by cargo may
be absorbed by other cargo within the hold

KNR/01-2003 SP-SMA Slide 2

 Dew Point

KNR/01-2003 SP-SMA Slide 3

 Definition

Dew Point
 The temperature to which a sample of air must be
cooled for it to become saturated

Ship's sweat
 Condensation on the ship's structure takes place
when the "DEW POINT" in a cargo space exceeds
the temperature of the structural parts of the ship.
 It is minimised or eradicated, by passing adequate
volumes of outside air over the cargo, more
particularly necessary in vessel passing from warm to
cooler atmospheric conditions.
KNR/01-2003 SP-SMA Slide 4
 Definition

Cargo sweat

 Condensation directly on to the cargo. Cargo sweat

can arise when passing from colder to warmer
climatic conditions, since the cause is from the
warmer moisture laden air condensing on the cargo.
 Its prevention is by sealing off the ventilating
facilities, although extractor fans will be necessary to
off-set any moisture effects emanating from the cargo
itself, or its dunnaging materials.

KNR/01-2003 SP-SMA Slide 5

 Cargo effect

Cargo effect
Cargoes are mainly of two kinds
 Hygroscopic
 Hygroscopic cargoes are mainly of vegetable origin such as
grain, flour, cotton, tobacco, wood and the like, all of which are
affected by the humidity of the atmosphere, attracting, retaining
and giving off moisture.

 Hygroscopic cargoes cause ship's sweat by virtue of changes in

temperature, particularly when passing from warm areas to
cooler conditions. More prevalent with sudden falls in outside
temperature.

KNR/01-2003 SP-SMA Slide 6

 Cargo effect
Non-hygroscopic
 Non-hygroscopic cargoes are mainly of solid nature, such as
steel products, machinery, earthenware, canned goods and the
like, which can be subjected to damage from cargo sweat
(condensation) in the form of rusting, staining and
discolouration.
 More prevalent if loading has taken place in cold climates and
the cargo later subjected to warm climatic conditions, when
internal condensation is likely to be more applicable.
 Temperature changes in the cargo need not be more than one or
two degrees a day to activate sweat, irrespective of larger
outside temperature fluctuations. When passing from cold to
warm region it may be advisable to seal off ventilators in order
to avoid problems of sweat which may arise.

KNR/01-2003 SP-SMA Slide 7

 CARGO

HYGROSCOPIC NON-HYGROSCOPIC

VEGETABLE ORIGIN NON-VEGETABLE ORIGIN

GRAIN, FLOUR, COTTON CAN GOODS, MACHINERY
TOBACCO, WOOD EARTENWARE, STEEL

MAY CAUSE MAY BE DAMAGED

SHIP’S SWEAT BY CARGO SWEAT

KNR/01-2003 SP-SMA Slide 8

 Hygrometry

Hygrometry / Sweat / Dew Point

 A knowledge of hygrometry is essential to understanding sweat

and its problems since it is concerned with retention of water
vapour in concentrations of air. The controlling factor is the
relationship between the temperature and humidity of the air.

 Air having 100% humidity is said to be "saturated". The dew

point is normally obtained by use of wet and dry bulb
thermometers, the readings referred to conversion table which
give the dew point.

KNR/01-2003 SP-SMA Slide 9

 Ventilation
Ventilation
 Purpose is to remove heat, moisture, odours and
dangerous gases from the compartment. Lack of
ventilation can result in large damage claims due to
deterioration, sweat, taint or rust damage, and can
also cause a dangerous build-up of poisonous and
explosive gases.

 Ventilation may be natural, forced or mechanical.

KNR/01-2003 SP-SMA Slide 10

 Ventilation
The 'RULES' of hold ventilation - Practical Guidelines

 In ventilating practice, the ship officer can collect only limited

evidence of hold atmospheric conditions through the use of "wet"
and "dry" bulb temperature readings in a few locations in the
holds and on the open deck. If there is any circulation of air in
the hold it can be assumed that the former will be representative
of the overall hold conditions unless the thermometers are placed
close to ventilator inlets.
 Wet and dry bulb readings are taken in a few locations in the
holds and on the open deck. From these readings the dew points
are obtained. Comparing the dew points of hold air and the
outside air enables decisions to he taken as to weather or not to
continue ventilating. The following basic rule provides relevant
guidance :
KNR/01-2003 SP-SMA Slide 11
 Ventilation
The 'RULES' of hold ventilation - Practical Guidelines
 If the dew point outside is lower or equal to that of
the hold dew point
............ continue ventilation

 If the dew point outside is higher than the hold dew

point
........ do not ventilate with outside air

KNR/01-2003 SP-SMA Slide 12

 Ventilation of Cargo Hold

OUTSIDE DEWPOINT OUTSIDE DEWPOINT

LESS THAN OR GREATER THAN
EQUAL TO
HOLD DEWPOINT HOLD DEWPOINT

CONTINUE CEASE
VENTILATION VENTILATION

KNR/01-2003 SP-SMA Slide 13

 Ventilation
Hygroscopic cargoes:
 Cold to warm voyage
 Not critical, therefore ventilation not essential. On
opening hatches at destination immediate condensation
may form a surface but will dry off when cargo is
discharged.
 Warm to cold voyage
 Highly critical (eg. tropical produce en route to U.K.).
Ventilation should be as vigorous as possible during the
early stages but eventually the outside dew point will be
too low. This is most difficult voyage situation in which
to arrange satisfactory ventilation.
KNR/01-2003 SP-SMA Slide 14
 Ventilation
Non-hygroscopic cargoes
 Cold to warm voyage
 No ventilation; cargo sweat would occur on the surface
of the stow if relatively warmer moisture laden air was
admitted. Ex ..... steel exports U.K. to tropical ports.
 Warm to cold voyages
 Ship sweat inevitable but cargo unaffected unless
condensation drips back on to the stow. It is emphasized
that the above guidelines are only basic. The proximity
of both types of cargo in the same space will cause
modifications to achieve a satisfactory balance of
ventilation effectiveness.
KNR/01-2003 SP-SMA Slide 15
 Mechanical Ventilation
Mechanical Ventilation
A ventilation and humidity control system comprising of : -
 Hold fans and duct system
 Instruments for recording outside and inside wet and dry bulb
temperatures.
 A Dehumidifier
A dehumidifier is a machine for removing moisture from the air.
There are two well known systems:
(a) Cargo caire (b) Drihold
 designed to enable the space to be ventilated in the normal way, or
to be an enclosed system of re-circulation with dry air addition.
 If the dew point of the outside air is lower than the dew point of the
inside air, the system should be set to ventilate.
 If the dew point outside is higher than the inside dew point, the
system should be set to recirculate and add dry air.

KNR/01-2003 SP-SMA Slide 16

 Advantages: Mechanical Ventilation

Advantages of mechanical ventilation over natural ventilation

 Increase of air flow
 Re-circulation and drying air to prevent cargo sweat.
 Avoiding ship's sweat when weather restricts natural
ventilation,
 Drying holds after washing.
 Drying deep tanks after ballast.
 Drying parcel of cargo that have become wet by rain.

KNR/01-2003 SP-SMA Slide 17

 Moisture Migration
Moisture Migration
 As the ship proceeds on her voyage there will be some
transfer of moisture through the stowed cargo. This
movement is called moisture migration.
 It has been found that moisture migration coupled
with ship's sweat can result in damage to cooler parts
of the cargo unless the excessive moisture can be
removed. Adequate dunnage to protect cargo from
contact with steelwork is vital.

KNR/01-2003 SP-SMA Slide 18

 Moisture Migration
To enable a more detailed consideration of the conditions
in the hold and outside, six temperatures are relevant.

 Outside Air Temp and Dew Point

 Hold Temp and Dew Point
 Sea Temperature
 Temperature of Cargo Mass.

KNR/01-2003 SP-SMA Slide 19

 The Drihold System for the
prevention of sweat
 system of cargo space ventilation and humidity control is
designed to enable the cargo spaces to be ventilated by outside
air or sealed off from outside air as required, to prevent ship's
sweat or cargo sweat respectively. Apparatus for dehumidifying
the air in the hold is also introduced.

Equipment consists of a Drihold Ventilating Unit having

 a reversible fan which enables the unit to supply fresh air to the
cargo space, or exhaust the ventilated air from the cargo space.
 drying unit, where the moisture is condensed out from the air by
means of dehumidifying coils, fed with cold brine from a
refrigerating plant.
 A heat exchanger, arranged over the coils, warms up the chilled
air leaving the dehumidifying coils by extraction of heat from
the air entering the drier
KNR/01-2003 SP-SMA Slide 20
 The Drihold System for the
prevention of sweat
 when VENTILATING, (Dew Point of outside air is lesser than
Dew Point of space), the air is drawn through the natural
ventilator and passed around the space to be exhausted by the
Drihold unit and delivered to atmosphere.
 An arrangement of valves in the Drihold unit enables the cargo
space to be sealed off from the atmosphere, under which
conditions the fan in the unit draws entirely from the space and
returns air to the space to be recirculated continuously.
 The Air Drying Unit can then be introduced into the air circuit
in order that any moisture emanating from the cargo may be
condensed out and thus prevent the Dew Point from rising in the
cargo space.
 two Dew Point sensitive instruments, one-outside air, and the
other air-cargo space, (dial, pointer), indicates whether
VENTILATION should be adopted, or the holds sealed and
RECIRCULATION OF THE AIR, with drying introduced.
KNR/01-2003 SP-SMA Slide 21
 The Drihold System for the
prevention of sweat

Extract heat Condensed out any

cargo moisture
Ventilate-Dew Point outside air less than cargo space

Recirclate-Dew Point outside air higher than cargo space

KNR/01-2003 SP-SMA Slide 22

 The Drihold System for the
prevention of sweat

Drying Unit
KNR/01-2003 SP-SMA Slide 23
 The Cargo Caire

• very similar to the drihold system, i.e depending upon the

relevant Dew Points, either to ventilate or recirculate.
• major difference is in the method used to extract moisture
and to dry the air when using recirculation.
• drying agent used is SILICA GEL, inert glass like substance
with the composition of quartz, having the ability to remove
considerable quantities of moisture from the air.
• the silica gel can be used over and over again and need never
be replace provided it is kept clean.
• In the dry air unit, the silica gel is enclosed in cylindrical
containers arranged in two sets, so that while one set is drying

air from the holds, the other is having its entrapped moisture
removed.
KNR/01-2003 SP-SMA Slide 24
 The Cargo Caire
•The figure below shows diagrammatically the flow of air through the dry air
unit and how the air flow is controlled by four way valves.

"CARGO CAIRE" mechanical ventilation system -

Air flow diagram

KNR/01-2003 SP-SMA Slide 25

 The Cargo Caire system

• Air to be dried is drawn into the unit through a set of filters by the
absorption fan (1) and carried to the lower four-way valve (2).
• With the valve in the position shown, the air is diverted to the bottom of
the pair of silica gel beds (3) on the left of the diagram.
• The air is dried as it flows from the bottom up and through the gel beds
and to the upper four-way valve (4).
• The baffle in the valves diverts the flow of air over the cooler (5) and out
to the dry air duct, which carries it to the hold.
• Simultaneously, the pair of gel beds (8) on the right of the diagram is
being reactivated.
• Air is drawn through a set of filters into the unit by the reactivation fan
(6) and passes over the reactivation air heater (7) to the upper four-way
valve (4).

KNR/01-2003 SP-SMA Slide 26

 The Cargo Caire

• Here the valve baffle diverts the hot air to the top of the gel beds (8)
which are dried by forcing the air down and through the silica gel.
• The wet air is passed from the bottom of the beds to the lower four-way
valve (2) where it is diverted to the wet air duct and discharged to the
atmosphere.
• After an hour of operation with the beds (3) on the absorption phase and
the beds (8) on the reactivation phase, the electric timer makes contact to

operate the valve changing motor.

• This rotates the sprockets on the two-way valves through 180 0 and the
valves in their new positions reverse the air flow through each pair of
beds.
• Beds (3) are then being reactivated and beds (8) are supplying dry air. In
this way there is a continuous, automatic flow of air through the unit,
ensuring a constant supply of dry air for the hold circulating systems.
KNR/01-2003 SP-SMA Slide 27
 Ventilation with specific cargoes
 Some cargoes - chemical reactions occur
 constitute a source of danger from fire and explosion,
contaminate or deteriorate other susceptible cargo
 all reaction products-water vapour, gases, fumes , odours etc
must be removed by the only practical method - ventilation

Coal cargo
 evolves methane, which in ad-mixture with certain proportions
of air will ignite with a spark-coal mine
 coal is liable to spontaneous combustion caused by a chemical
reaction with oxygen
 all cargo battens(spar ceilings) removed, ventilation trunks to
hold bottom shut off.
 Adequate ventilation provided, no smoking sign placed.

KNR/01-2003 SP-SMA Slide 28

 Ventilation with specific cargoes

Grain cargoes
 germination due to temperature and moisture
 Through ventilation essential
 saturated air with water vapour removed by current of drier air
 ventilation to adjust hold temperature to that of outside air

Rice
 gives off moisture, heat odour and carbon dioxide.
 Through ventilation essential to prevent cargo damage

Fruit cargo
 accurate control of temperature -deterioration occur
 Ventilation using cooling system, maintain circulation
KNR/01-2003 SP-SMA Slide 29