16 Seam 3

Seamanship II
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Learning Objectives
After completing this subject, the cadet will be able to:

Acquire knowledge of the effect of cargo, including heavy lifts, on the
seaworthiness and stability of the ship
Generate knowledge of safe handling, stowage and securing of cargoes,
including dangerous, hazardous and harmful cargoes, and their effect on the
safety of life and of the ship
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Learning Objectives
After completing this subject, the cadet will be able to:

Develop Ability to establish and maintain effective communications
during loading and unloading
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Monitor the loading, stowage, securing, care during the

voyage and the unloading of cargoes
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Function
Cargo handling and stowage at the operational level

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Competence
Monitor the loading, stowage, securing, care during the

voyage and the unloading of cargoes
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Securing Cargoes
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Fundamental Securing Procedures
Shifting cargo presents hazards such as damage to the vessel or explosions. It is
important that all precautions be taken to protect cargo from shock, fire, high
temperature, moisture, or any other hazards that could lead to a catastrophe. In
transit, repairs to dunnage or resecuring shifted cargo are difficult and dangerous.
The term securing describes the procedures by which military explosives are
effectively blocked, braced, and tommed aboard merchant-type ships.
Securing is done to resist forces generated by vessel response to sea conditions and
includes various wooden structures. It also includes any straps or webs that are
used to restrain cargo stowed in the holds and on the weather deck of a ship. The
terms blocking and bracing describe more specifically the securing process. The
terms are closely related, although each function is distinctly different.
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Need for solid stow and securing of all cargoes
Cargo onboard a ship will tend to shift with the motion of the ship. This
necessitates the cargo to be lashed (secured) to the ship structure. However the
lashing with ropes/ wire ropes/ iron restraining bars is not very effective because of
the fact that the tightened lashings have a tendency to work loose with the motion
of the ship.
On shore any nut which is fitted tightly on a bolt works loose with vibrations
as such - spring washers are used together with check nuts and split pins to prevent
the working loose of such nuts. This is not practical on shipboard lashings - except
for turnbuckles and bottle screws with restraint bars. Below deck lashings further
are not attended to during sailing and if they work loose it is practically impossible
to do a very effective job to re-secure them. Temporary measures are often
adopted and these may not be very effective as stated earlier.
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Thus the only way to prevent the lashings from working loose is to stow the
cargo very close to each other and then to shore the cargo with timber. This would
prevent the cargo from acquiring momentum while swaying with the ship and thus
prevent to a large extent the working loose of the lashings.
For bagged cargo if the same is not stowed solidly and thus allowing too
much of broken stowage, would tend to shift with the motion of the ship, thus
shifting the centre of gravity laterally and inducing a list to the ship. This coupled
with the heeling of the ship would make the weather deck of a ship too close to the
water line and thus endanger the safety of the ship.
Bulk cargo on general cargo carriers are therefore saucered with the same
cargo, in order to prevent the cargo from shifting to one side.
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Deck cargo due to the high KG is especially vulnerable lateral shifting and
the lashings work loose and also to part lashing. Especially since the transverse
momentum gained by such cargo during the rolling of a ship is liable to part
lashings. Thus all deck cargo has to be definitely shored and then also lashed to
deny the cargo from gaining any momentum.
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Cargo liable to slide during rolling, such as steel rails, should
be Stowed fore and aft
All long cargoes such as steel rails, pipes, long steel plates as well as steel
coils are stowed with their ends in the fore and aft direction. This again is necessary
due to the fact that most of theses cargo cannot be individually lashed they rather
grouped into bundles and the bundles are lashed to make many small bundles of
pipes or rails as the case may be.
This prevents the individual pipes from sliding and since as mentioned the
transverse momentum is quite large when the ship is rolling, and the pipes are thus
prevented from damaging the sidewalls of the hold. This is severe since repeated
banging has resulted in tearing holes in the shipside plates below the waterline and
the ship capsizing due the inflow of water.
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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. The basic technique of blocking from which more complex securing
structures are developed. Additional bracing would be required to secure the item
adequately. 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.
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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.
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Lashing
Lashing is the securing of cargo for transportation with the goal of
minimizing shifting. Items used for lashing include ropes, cables, wires, chains,
strapping, and nets. These items are anchored to the container and tensioned
against the cargo. Another form of lashing used four devices attached to the top of
each corner of a container. Lashing is products and methods are governed by
various authorities such as the Association of American Railroads (AAR) for rail
transportation in North America, the international Maritime Organization (IMO) for
ocean transportation and the National Motor Freight Traffic Association (NMFTA).
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Choking
The process of securing cargo
inside a container. This includes
strapping, dunnaging or using air
cushions to stabilize the cargo. Proper
choking of cargo reduces the risk of
damage during transport of both the
cargo and the container.
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Methods of Securing Cargo
1. Cargo shall be secured according to recognised principles, taking into account
the dynamic forces that may occur during sea transport and the most severe
weather condition expected. Ship handling decisions should take into account
the type of cargo and stowage position of the cargo and the securing
arrangements.
Care should be taken to distribute the forces as evenly as possible.
If in doubt the lashing arrangement should be verified using an acceptable
calculation method.
The securing gear should be adapted to the cargo to be carried.
Lashings are to be kept as short as possible.
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2. Prior to loading cargo, the following should be checked:
Relevant deck areas are, as far as practicable, to be clean, dry and free from oil
and grease.
Cargo, cargo transport unit or vehicle to be suitable for transport.
Necessary securing equipment is to be found onboard.
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3. The securing equipment should be:
available in sufficient quantity including reserves

suitable for the purpose
of adequate strength
practical and maintained
The required strength, which depends on the lashing forces, can be calculated
based on methods for evaluating forces.
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4. Securing operations shall be completed before the ship leaves the berth and
the securing should be based on proper planning, execution and supervision.
Relevant personnel should be properly qualified and experienced and should
have a sound practical knowledge of the application and content of this Cargo
Securing Manual.
The master shall take care in planning and supervising the stowage and securing
of cargoes based on information about the cargo.
The cargo is to be distributed with attention to the ship stability so that the
hazards of excessive accelerations are reduced as far as practicable.
Due attention to the ship’s structural strength should be taken.
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5. Where practicable, cargo units shall be provided with a Cargo Stowage and
Securing Declaration, stating that the cargo has been properly stowed and
secured, taking into account the CARGO SECURING MANUAL FOR M/S TEST
VESSEL Page 12 IMO/ILO Guidelines for Packing Cargo in Freight Containers or
Vehicles. In general, cargo carried in containers, road vehicles, ship borne
barges, railway wagons and other transport units should be properly packed
and secured within these units. Relevant expertise should be called for, if found
necessary, when considering the shipment of a cargo with unusual
characteristics, i.e. cargo which may require special attention to location,
stowage/securing and weather conditions.
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6. If the duty officer considers that a cargo is not safely secured to a cargo unit,
measures shall be taken to avoid shifting of the cargo. If adequate measures are
not possible, due to the nature of the cargo or lack of securing points, the cargo
unit shall not be taken on board. Reference in this respect is made to TfK Report
1990:6E “Loading and Securing Cargo on Load Carriers, Advice and
instructions”.
7. The securing arrangements shall be adequate to ensure that there will be no
movement which will endanger the ship. Slackening of the securing gear due to
cargoes which have a tendency to deform or to compact during voyage shall be
avoided. Cargoes with low friction coefficient should also be tightly stowed
across the ship to avoid sliding. Suitable material such as soft boards or
dunnage should be used to increase friction.
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8. Cargo units containing hanging loads (e.g. chilled meat, floated glass) and very
high cargo units are, because of the relatively high position of the centre of
gravity, particularly prone to tipping. Whenever possible they should be located
in positions of least movement i.e. on the centre line, towards amidships and
on a deck near the waterline.
9. Safe means of access to securing arrangements, safety equipment, and
operational controls shall be provided and properly maintained. Stairways and
escape routes from spaces below the vehicle deck shall be kept clear. The cargo
spaces should be, as far as practicable, regularly inspected during voyage.
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10. Lashings shall not be released for unloading before the ship is secured at the
berth, without the Masters express permission.
11. Cargo shall not obstruct the operating controls of stern doors, entrances to
accommodation and/or fire fighting equipment.
12. Dangerous goods shall be segregated, stowed and secured according to the
IMDG code and valid instructions for this ship.
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Heavy loads and Heavy lifts
Heavy-lift items and project cargo are often of high value and great weight.
They may have delicate parts that must not be contacted and they may or may not
be suitable for carriage on deck, which will undoubtedly mean wetting by rain and
sea water. They must be fitted with lifting points and lashing points that are of
adequate strength and positioned in appropriate places. The carriage of these
items should be planned in great detail from origin to destination. Of particular
interest here is the planning of the stowage and securing.
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Stowing and securing vehicles and trailers
Wheel-based cargoes, in the context of these guidelines, are all cargoes
which are provided with wheels or tracks, including those which are used for
the stowage and transport of other cargoes, except trailers and road-trains
(covered by chapter 4 of this Code), but including buses, military vehicles with
or without tracks, tractors, earth-moving equipment, roll-trailers, etc.
The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean
and free from grease and oil.
Wheel-based cargoes should be provided with adequate and clearly marked
securing points or other equivalent means of sufficient strength to which lashings
may be applied.
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Wheel-based cargoes which are not provided with securing points should have
those places, where lashings may be applied, clearly marked.
Wheel-based cargoes, which are not provided with rubber wheels or tracks with
friction-increasing lower surface, should always be stowed on wooden dunnage
or other friction-increasing material such as soft boards, rubber mats, etc.
When in stowage position, the brakes of a wheel-based unit, if so equipped,
should be set.
Wheel-based cargoes should be secured to the ship by lashings made of material
having strength and elongation characteristics at least equivalent to steel chain or
wire.
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Where possible, wheel-based cargoes, carried as part cargo, should be stowed
close to the ship's side or in stowage positions which are provided with sufficient
securing points of sufficient strength, or be block-stowed from side to side of the
cargo space.
To prevent any lateral shifting of wheel-based cargoes not provided with
adequate securing points, such cargoes should, where practicable, be stowed
close to the ship's side and close to each other, or be blocked off by other
suitable cargo units such as loaded containers, etc.
To prevent the shifting of wheel-based cargoes, it is, where practicable,
preferable to stow those cargoes in a fore-and-aft direction rather than
athwartships. If wheel-based cargoes are inevitably stowed athwartships,
additional securing of sufficient strength may be necessary.
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The wheels of wheel-based cargoes should be blocked to prevent shifting.
Cargoes stowed on wheel-based units should be adequately secured to stowage

platforms or, where provided with suitable means, to its sides. Any movable
external components attached to a wheel-based unit, such as derricks, arms or
turrets should be adequately locked or secured in position.
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Cargo securing arrangements
Particular care should be taken to distribute forces as evenly as practicable
between the cargo securing devices. If this is not feasible, the arrangements
should be upgraded accordingly.
If, due to the complex structure of a securing arrangement or other
circumstances, the person in charge is unable to assess the suitability of the
arrangement from experience and knowledge of good seamanship, the
arrangement should be verified by using an acceptable calculation method.
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Passenger operations
A passenger ship is a merchant ship whose primary function is to carry
passengers. The type does however include many classes of ships designed to
transport substantial numbers of passengers as well as freight. Indeed until
recently virtually all ocean liners were able to transport mail, package freight and
express and other king posts, or other cargo-handling gear, cargo holds and
derricks were equipped for the purpose. Only in more recent ocean liners and
virtually all cruise ships has this cargo capacity been eliminated.
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Deck Cargo
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Deck Cargo
Cargo which are normally carried on deck include the following but are not
limited to these and many exceptional cargoes may be carried and also have been
carried in the past.
Dangerous cargo – IMDG cargo not permitted on deck
Large packages which due to any size restriction may have to be loaded on to the
deck
The above includes engineering or construction equipment
Odd size package
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Deck Cargo
Where the bulk volume far exceeds the weight of the cargo – knocked down
bridges, port equipment – not easily liable to weather damage.
Occasionally livestock in limited numbers
Onions or other perishables – short voyages with the weather holding
Yachts – luxury boats.
Cast iron goods – man hole covers – pipes.
The list is endless and it all depends on the routes, the trading pattern and the
weather.
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Deck Cargo
The cargo whether on deck or under deck stow has to be stowed well and the
cargo should be prevented from moving and gaining enough momentum to part lashings
and damage the ship structure.
Deck cargo is liable to damage itself – fall overboard and thus be lost. However the
misery does not stop here in the act of parting lashing and going overboard the deck cargo
unleashes considerable damage to the ship structure as well as the crewmembers.
Small apparently insignificant items such as sounding pipes and air pipes are often
torn out and this may endanger the ship from the resulting chances of flooding lower
down compartments. Crewmembers ordered to lash cargo where the lashings have parted
have been seriously injured and some have lost lives combating the shifting cargo.
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Deck Cargo
The point is to have a good solid stow – prevent the cargo from shifting and
gaining momentum with the shift. Since this would part any strong lashing. The
lashing undertaken should be for the worst sea condition that may be experienced.
Deck cargo loading on top of hatch covers should be carefully planned. All
loading of under deck spaces should have been completed – lashing may continue
with portable lights.
The hatch covers should be closed and battened down – all side wedges as
well as cross wedges (centre wedges) should have been fitted. With the hatch cover
sealed for sea, the space should then be given out for loading of deck cargo.
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Deck Cargo
The permissible load density of the hatch covers should be checked and
timbers laid to spread the weight of the cargo. The load density of the hatch covers
are given for a new vessel and as the ship ages the load density would reduce due
to fatigue of the metal as well as wear and tear. Thus the utmost need to spread
the weight using timber.
Shoring and toming of the hatch cover from below deck is practically useless
since the hatch cover moves/ slides somewhat with the motion of the ship.
The height of the cargo on the hatch covers as well as that on deck should
not be so high that the view is obstructed from the Navigating Bridge.
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Deck Cargo
The weight of the ice may be in excess of a hundred tonnes, and thus the
danger of a ship regarding stability.
As with the above any deck cargo for that matter would have a very high KG
as such the GM (F) would be quite small. Especially in the case of GC vessels, which
do not have a very large GM (F) the loading of deck cargo, is bound to lead to
further loss of GM (F). If the ship loads the deck cargo with her own gear then the
ship would during the loading operation have still further low GM (F) due to the KG
of the load being at the top of the derrick/ crane for part of the loading sequence.
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Deck Cargo
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Deck Cargo
Containers on deck
Containers when they are loaded on deck are subject to the following
consideration – barring stability, which would have been planned for.
The load density of the deck
Spreading the load of the container evenly
Chocking the container base to prevent shifting due to rolling or pitching
Lashing the container for the above as well to prevent the container from being
bodily lifted.
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Placing the containers in as close a group as possible
Safeguarding the sounding pipes and the air pipes within the periphery of the
container space.
Keeping the fire hose boxes clear as well as the passage leading to them, the fire
hydrants should similarly be kept clear.
No lashing should be taken which would damage or cause to be damaged the fire
lines.
Checking that the leads for the lashing wires are adequate as well as that the
chocking points are well supported
Keeping a passage for crew members to check the lashings during a voyage.
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In general the close stow is difficult on GC vessels where the container is
usually loaded between the hatch coaming and the bulwark. So the container
should be loaded as close as possible to the hatch coaming, as well as close to the
Mast House structure. If few containers are being loaded then the shelter offered
by the Mast House structure should be kept in mind.
The load is spread by having the container loaded onto timbers at least 4” x
4”. The timbers should be extended to well beyond the shoe of the container in all
directions to spread the load. Once this is done the chocking of the container is
started. Again heavy timbers are used and the container is first secured to prevent
any lateral and transverse shifting. While selecting chocking points all heavy
framework should be selected. Bulwark stays are not strengthened enough to be
used as chocking points.
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Hatch coamings may be used and as a last resort bulwark stays. After the
chocking is completed the container is lashed. The lashing is further to prevent the
longitudinal as well as the transverse shifting. For this the base shoes offer the best
lashing points. To prevent the container being bodily shifted out the lashings are
continued to the top shoes.
All lashing should be separate in the sense that a single lashing wire should
not be passed over a few shoes and then lashed at the final point. Each lashing
should have a turnbuckle or bottle screw incorporated and there should be at least
60% free thread in them after completion of lashing.
The bottom lashing and the top lashing should not be counted together fore
the purpose of assessing the total number of lashings taken for the container. The
top lashings are for bodily rise and as such should be counted separately.
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This shows a container ship lashing; note

that the container is loaded onto the ship
shoe slots which are strengthened, the
rod lashings are only for the top of the
containers.
Here the bottom shoes are not lashed
since the ships sunken shoes and twist
locks effectively chock and lash the
bottom of the container.
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Stowage and Lashing of Timber deck cargoes as laid down by
IMO code of Safe Practice for Ships Carrying Timber Deck
Cargoes
The purpose of the Code is to make recommendations on stowage, securing
and other operational safety measures designed to ensure the safe transport of
mainly timber deck cargoes.
This Code applies to all ships of 24 m or more in length engaged in the
carriage of timber deck cargoes. Ships that are provided with and making use of
their timber load line should also comply with the requirements of the applicable
regulations of the Load Line Convention.
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Deck Cargo
Timber load line
A special load line assigned to ships complying with certain conditions
related to their construction set out in the International Convention on Load Lines
and used when the cargo complies with the stowage and securing conditions of this
Code. Weather deck means the uppermost complete deck exposed to weather and
sea.
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Deck Cargo
The stability of the ship
Including during the process of loading and unloading timber deck cargo, should be
positive and to a standard acceptable to the Administration. It should be calculated
having regard to:
The increased weight of the timber deck cargo due to:
Absorption of water in dried or seasoned timber, and
Ice accretion, if applicable;
Variations in consumables;
The free surface effect of liquid in tanks; and
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Deck Cargo
Weight of water trapped in broken spaces within the timber deck cargo and
especially logs.
Safety precautions to be taken as far as stability of the ship is concerned
The master should:
Cease all loading operations if a list develops for which there is no satisfactory explanation
and it would be imprudent to continue loading;
Before proceeding to sea, ensure that:
The ship is upright;
The ship has an adequate metacentric height; and
The ship meets the required stability criteria.
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Deck Cargo
Ships carrying timber deck cargoes should operate, as far as possible, with a safe
margin of stability and with a metacentric height which is consistent with safety
requirements but such metacentric height should not be allowed to fall below the
recommended minimum
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Container Cargo
Sea Containers were invented in the mid 1950s by Malcolm McLean,
a North Carolina trucking owner who grew tired of wasting his trucking company’s
time with trucks standing idle in line as ships were unloaded bit by bit by
dockworkers.
McLean developed sealed truck trailers and the concept of loading and
unloading the trailer interiors only at the points of origin and destination. The first
ship modified to accept these “containers” on deck, sailed with 58 of them
from New York to Houston in April 1956. This was the start of McLean’s company,
the Sea-Land Corporation.
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Container Cargo
The Matson Line (Hawaii) put the first fully containerized ship into service in
1960. The International Standards Organization (ISO) first established container standards
in 1961. The ISO standard is not prescriptive and instead simply stipulates tests that the
containers must pass.
Modern container ships have only one problem – when the ship arrives in port, the
object is to unload the containers quickly to get them on to their final destination and to
get the container ships back out to sea fully loaded heading for the next port.
To accomplish this, container ships are equipped with steel skeletons called “cell guides”.
A special lifting fixture is used with remote actuators, which engage the corner
blocks on the top of the container.
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Container Cargo
Containers come in two basic sizes – 20 Footer and 40 Footer and are
commonly known as TEU (Twenty Equivalent Units) and FEU (Forty Equivalent Units).
The external body of the container is made of corrugated sheet metal and is
not capable of taking any load. The four corners have shoes and are strengthened to
take in load.
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Container Cargo
The inside bottom has a wooden
ceiling. There are weather-insulted vents
provided to facilitate venting.
The weights marked on the
containers are TARE weight and LADEN
weight. TARE weight is the weight of the
empty container and is usually 2200KGS
for a TEU, while the LADEN weight may
be anything from 20000KGS to 32000KGS
(strengthened steel construction).
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Container Cargo
The container shoes fitted at the

corners are hollow with 5 oval slots to
facilitate the fitting of container fittings
as well as for lifting the container – either
by using conventional wire slings or by
spreaders.
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Container Cargo
Rod Lashing Bar
Lashing of containers on purpose
ships are supplied from reputed lashing
makers and have been tested for the Corner Eye Pad Side Stack Thrust
loads they are to lash. Various fittings are Fitting
used and all of these are generally carried
on board.
Bridge Twist Lock
Base stacker Twist Lock Double stacker Space stacker

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Container Cargo
A spacer stacker is used where there is a difference between adjacent
containers as loaded in their heights, one being the 8ft and the other 8.5FT.
On normal ships where these fittings may not be available wire ropes are
used however the number of ropes to be used would be decided by the weight of
the container. On GC ships with no provision for built in shoes only single height
loads are carried.
The lashings to be done are specified in the container-lashing manual
supplied to the ship from the building yard. This is not to be reduced since the
stresses have been calculated and the number of lashings incorporated.
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Container Cargo
The containers are loaded onto a container ship in a specified manner. The
ship is divided into BAYS or ROWS. Looking from the side the bays are marked from
forward to aft. The containers are stacked in tiers and are in general called the
stacks.
This way ensures that any container can be located very easily – knowing
the bay number and the row number isolates the location and the stack height give
the exact position of the container.
On container ships the containers are lowered onto slots inside the holds,
the holds bottom is provided with sunken shoes, twist locks/ stackers are fitted
onto these and the container is lowered onto them.
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Container Cargo
Cell Guides on Deck – Open hatch

concept
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Container Cargo
Cell Guides on Deck – Open hatch concept
Some containers are designed to carry refrigerated cargo, these special
containers have their own cooling plant in built on one end of the container, and all
that is required for the ship to provide is a power point for the electricity. The
containers come with their own recording device and card, the ships officers has to
renew the card on the expiry of the same, and is to see that the cooling plant does
not stop functioning, manuals are provided whereby ships staff can do some minor
repairs to the plant.
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Container Cargo
Today a variety of cargo which previously was thought could only be loaded
onto a general cargo ship, is transported on container ships. An example is a tank,
thus small parcels of liquid is carried on container ships.
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Container Cargo
Lashing of containers is very important since a typical container ship has a
low GM(F), consequently the ship rolls quite a bit and the stresses developed by
the cargo swaying is liable to break the lashings and put the containers into the sea.
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Container Cargo
All lashings are to be done following the ships lashing manual. In general
the following is a typical lashing system, others may also be accepted if permitted
by the manual.
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Container Cargo
The planning of loading of a container ship is normally undertaken ashore,
but the officer in charge of the watch should keep an eye on the loading to detect
errors in stowage which may occur. A particular watch should be kept for containers
with dangerous goods placards to see that their stowage satisfies segregation
requirements as laid down in the IMDG code.
Other things to watch for are that container marked for underdeck stowage
do not end up on deck – this is serious since the container may be for second port
by rotation, also the heavier containers are generally loaded underdeck to increase
the GM. Thus in addition to a loss of GM the ship would also have a mess up at the
disport.
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Container Cargo
Refrigerated containers should be loaded where they can be connected to
the ship’s power supply and the duty officer is to ensure the same. While loading a
slight slackening of watch can become a liability since the gantries load very fast
and to unload or to shift is expensive and time consuming – even if the fault
actually is of the port.
Sometimes containers are loaded which due to the nature of the contents
have to be overstowed, in this case the container is loaded and the container is
then blocked off so that there would be no chance of any pilferage – such
containers may carry – currency/ coins, drugs, and mail or other high value cargo.
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Bulk Cargo
International Maritime Solid Bulk Cargoes (IMSBC) Code
The International Convention for the Safety of Life at Sea, 1974 (SOLAS
Convention), as amended, deals with various aspects of maritime safety and contains, in
chapter VI, the mandatory provisions governing the carriage of solid bulk cargoes. These
provisions are extended in the International Maritime Solid Bulk Cargoes Code (IMSBC
Code).
The primary aim of the International Maritime Solid Bulk Cargoes Code (IMSBC
Code), which replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code), is to
facilitate the safe stowage and shipment of solid bulk cargoes by providing information on
the dangers associated with the shipment of certain types of solid bulk cargoes and
instructions on the procedures to be adopted when the shipment of solid bulk cargoes is
contemplated.
STCW Table A-II/1
Bulk Cargo
The prime hazards associated with the shipment of solid bulk cargoes are
those relating to structural damage due to improper cargo distribution, loss or
reduction of stability during a voyage and chemical reactions of cargoes. Therefore,
the primary aim of the IMSBC Code is to facilitate the safe stowage and shipment of
solid bulk cargoes by providing information on the dangers associated with the
shipment of certain types of solid bulk cargoes and instructions on the procedures
to be adopted when the shipment of solid bulk cargoes is contemplated.
Observance of the Code harmonizes the practices and procedures to be
followed and the appropriate precautions to be taken in the loading, trimming,
carriage and discharge of solid bulk cargoes when transported by sea, ensuring
compliance with the mandatory provisions of the SOLAS Convention.
STCW Table A-II/1
Bulk Cargo
The IMSBC Code was adopted on 4 December 2008, by resolution
MSC.268(85), and entered into force on 1 January 2011, from which date it was
made mandatory under the provisions of the SOLAS Convention. Since then, the
Code has been amended by resolutions MSC.318(89), MSC.354(92) and resolution
MSC.393(95).
It is worth noting that the IMSBC Code does not cover the carriage of grain
in bulk. The specific requirements for the transport of grain are covered by the
International Code for the Safe Carriage of Grain in Bulk (International Grain Code,
1991).
The Maritime Safety Committee (MSC) is authorized by the IMO's Assembly
to adopt amendments to the Code, thus enabling the IMO to respond promptly to
developments in transport.
STCW Table A-II/1
Bulk Cargo
Solid bulk cargoes are defined as any cargoes that are transported in a
loose form without any packaging.
The IMO defines these as:
"any material, other than a liquid or gas, consisting of a combination of
particles, granules or any other larger pieces of material, generally
uniform in composition, which is loaded directly into the cargo spaces
of a ship without any intermediate form of containment".
Some of the most commonly handled dry bulk materials are coal,
cement, grain, sulphur, fertilizers, iron ore and sugar. These products
are generally not packaged separately but transported in large
quantities in the hold of a ship.
STCW Table A-II/1
Bulk Cargo
Angle of Repose
The maximum slope angle of non-cohesive (ie, free- flowing) granular
material. It is measured as the angle between a horizontal plane and the cone slope
of the material.
Cargoes That May Liquefy

Cargoes that contain a certain proportion of fine particles and a certain
amount of moisture. They may liquefy if shipped with a moisture content in excess
of their transportable moisture limit.
STCW Table A-II/1
Bulk Cargo
Flow Moisture Point
The percentage moisture content (wet mass basis) at which a flow state develops
under the prescribed method of test in a representative sample of the material.
Flow State
A state occurring when a mass of granular material is saturated with liquid to an
extent that, under the influence of prevailing external forces such as vibration,
impaction or ship's motion, it loses its internal shear strength and behaves as a
liquid.
Transportable Moisture Limit (TML) of a Cargo Which May Liquefy
The maximum moisture content of the cargo which is considered safe for carriage
in ships.
STCW Table A-II/1
Bulk Cargo
Stowage Factor
The figure that expresses the number of cubic metres one tonne of cargo will
occupy.
STCW Table A-II/1
Bulk Cargo
Some of the most common hazards of bulk cargoes on board ships are
mentioned below:
1. Cargo shift: Cargo shift has always remained as one of the greatest
dangers on bulk carriers. This problem is greater for ships carrying grain
cargoes. Grain settles by about 2% of its volume. Because of this
settling, small void spaces exist on the top of grain surface. These void
spaces permit the grain to shift. The free flowing characteristics of grain
reduce the stability of any ship carrying it. Trimming is undertaken to
reduce the danger of cargo shifting. Rolling can also cause shifting of
cargo from one side to the other and reduce her positive stability
resulting in the vessel to capsize.
STCW Table A-II/1
mentioned below:
2. Cargo falling from height: Cargoes like iron ore, quartz and steel
scraps are high density cargo. There is a possibility of cargo falling from
height during cargo operations. Cargo may either fall from the conveyor
belt of the shiploader or from the discharging grab on to the deck of
the ship. People working on deck can get injured badly if hit by the
sizeable lumps of the bulk cargo. It can be as bad as death. Cargo
operation should always be monitored by responsible officers and care
should be taken that no unwanted personnel are present on the
working area of the deck. Persons who are involved in the cargo
operation should wear protective clothing including hard hats, safety
shoes and highly visible vests.
STCW Table A-II/1
mentioned below:
3. Dust from working cargo: Dust is one of the most common hazards
in bulk carriers. Many bulk cargoes are dusty by nature. Dust particles
are small enough to be inhaled and if inhaled can have disastrous
effects on health. Anyone working on the deck can be exposed to high
levels of dust. Dust can cause sneezing and irritation of the eyes.
Where possible it is always best to avoid exposure to cargo dust
however if exposure cannot be avoided protective face masks should
be worn. Those involved in cargo operation and need to be present on
deck when a dusty cargo is being loaded or discharged and anyone
sweeping cargo with a brush or with air should wear a suitable
respirator. Filters should be renewed when soiled. Deck machinery
should be properly protected as they can be adversely affected by dust.
STCW Table A-II/1
• Some of the most common hazards of bulk cargoes on board ships are mentioned
below:
4. Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes
are abruptly transformed from a solid dry state to an almost fluid state. Many
common bulk cargoes such as iron ore fines, nickel ore and various mineral
concentrates are examples of materials that may liquefy. Liquefaction occurs as a
result of compaction of the cargo which results from engine vibrations, ship’s
motion and rolling and wave impact that further causes cargo agitation.
• Liquefaction results in a flow state to develop. This permits the cargo to slide and
shift in one direction thus creating free surface effect and reducing the GM
thereby reducing stability. Shippers declaration should be thoroughly examined
by the chief officer before loading any bulk cargo. He must make sure that the
moisture content of the cargo to be loaded should not exceed the transportable
moisture limit to avoid liquefaction during the voyage. Often shippers declaration
turn out to be faulty. Spot checks can also be carried on board ships to check the
moisture content.
STCW Table A-II/1
• Some of the most common hazards of bulk cargoes on board ships are
mentioned below:
5. Structural damage: Heavy cargoes place high loads on the structure and
structural failure is therefore probable. High density cargoes occupy a small
area for a large weight that is they have a low stowage factor. It is therefore
important that the tank top has sufficient strength to carry heavy cargoes
like iron ore, nickel ore, bauxite etc . The load density of the tank top
should never be exceeded. Tank top strength is provided in the ship’s
stability booklet. Exceeding the maximum permissible cargo load in any of
the holds of a ship will lead to over stressing of local structure. Overloading
will induce greater stresses in the double bottom, transverse bulkheads,
hatch coamings, hatch covers, main frames and associated brackets of
individual cargo holds. Poor distribution of and/or inadequate trimming of
certain cargoes can result in excessive bending and sheer forces.
STCW Table A-II/1
• Some of the most common hazards of bulk cargoes on board ships are mentioned
below:
6. Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such
as wood, paper pulp and agricultural products may result in rapid and severe
oxygen depletion and formation of carbon dioxide. Thus apparently harmless
cargoes may create potentially life threatening conditions. The cargo holds and
communicating spaces in bulk carriers are examples of confined spaces where such
toxic atmospheres may develop. Several fatal accidents can occur when people
enter unventilated spaces. The IMSBC code lists the following cargoes as potentially
oxygen depleting: coal, direct reduced iron, sponge iron, sulphide concentrates,
ammonium nitrate based fertilisers, linted cotton seed. Various gaseous products
are formed including carbon monoxide, carbon dioxide, hydrogen sulphide and
hydro carbons. Entry of personnel into enclosed spaces should be permitted only
when adequate ventilation and testing of the atmosphere is done with appropriate
instruments. Emergency entry may be undertaken with SCBA. Some cargoes also
use up oxygen within the cargo space. The main examples are rusting of steel swarf
cargoes. Some grain cargoes may also deplete the oxygen content in the cargo
space.
STCW Table A-II/1
mentioned below:
7. Corrosion: Some cargoes like coal and sulphur can cause severe damage
due to corrosion. Cargoes of sulphur in bulk are normally subjected to
exposed storage and are thus subjected to inclement weather thereby
resulting in the increase of moisture content of the cargo. Wet sulphur is
potentially highly corrosive. When sulphur is loaded, any retained free water
filters to the bottom of the holds during the voyage, from where it is pumped
out via the bilges. Some water remains on the tank top and reacts with
sulphur. This leads to the release of sulphuric acid resulting in the corrosion
of the ship’s holds. Pond coal which is reclaimed after having been
abandoned and dumped in fresh water ponds usually have high moisture
content and sulphur content. This type of coal may be liable to react with
water and produce acids which may corrode parts of the ship.
STCW Table A-II/1
mentioned below:
8. Contamination: Preparation of cargo holds for the next intended carriage
is a critical element of bulk carrier operations. A lack of proper preparation
can lead to claims related to cargo quality such as contamination, water
ingress or cargo loss. Residues and dust of previous cargo can contaminate
the presently loaded bulk cargo and can cause cargo stains that are not
acceptable. Cement when contaminated by residues of previous cargo
reduces its binding capacity. Unrefined sugar if stored near or above dry,
refined sugar can damage it by the draining syrup. Water ingress may result
from leaking hatch covers, back flow through bilge systems, leaking manhole
lids and inadequate monitoring. Cargoes like salt can absorb moisture and
dissolve into a liquid. Sugar can ferment in the presence of moisture. The
bilges should be pumped out regularly during the voyage.
STCW Table A-II/1
mentioned below:
8. Contamination: Preparation of cargo holds for the next intended carriage
is a critical element of bulk carrier operations. A lack of proper preparation
can lead to claims related to cargo quality such as contamination, water
ingress or cargo loss. Residues and dust of previous cargo can contaminate
the presently loaded bulk cargo and can cause cargo stains that are not
acceptable. Cement when contaminated by residues of previous cargo
reduces its binding capacity. Unrefined sugar if stored near or above dry,
refined sugar can damage it by the draining syrup. Water ingress may result
from leaking hatch covers, back flow through bilge systems, leaking manhole
lids and inadequate monitoring. Cargoes like salt can absorb moisture and
dissolve into a liquid. Sugar can ferment in the presence of moisture. The
bilges should be pumped out regularly during the voyage.
STCW Table A-II/1
• Some of the most common hazards of bulk cargoes on board
ships are mentioned below:
•
9. Fire: Bulk cargoes are deemed to present a great deal of fire hazards.
Many bulk cargoes have a tendency to heat due to the oxidation process
taking place during the voyage. Common cargoes like coal, sulphur, cotton,
fishmeal are liable to spontaneous heating. Coal also emits methane which
is a flammable gas. When mixed with air it can form an explosive mixture.
Dust created by certain cargoes may constitute an explosion hazard.
Sulphur dust can readily ignite causing an explosion. Friction between
cotton bales can cause spontaneous combustion and produce heat. Fire
precautions should be strictly observed on bulk carriers.
STCW Table A-II/1
BULK CARGO
Coal
Coal is transported on all types of bulk carriers from handy size to
VLCBs. However, it is not an easy or straight forward cargo to handle. It
can emit methane gas and it is self-heating. In addition coal contains
sulphur which causes severe corrosion when in contact with the ship's
steelwork.
In most ports the cargo is loaded wet to reduce dust. Much of this
moisture settles on passage and is pumped out through the ship's hold
bilges which means that less weight is discharged than is loaded.
STCW Table A-II/1
BULK CARGO
Coal
The IMSBC Code states that, prior to loading, the shipper or his appointed agent
should provide, in writing to the Master, the characteristics of the cargo and the
recommended safe handling procedures. These details should include whether the
cargo may be liable to emit methane or self-heat.
The Master should be satisfied that they have received this information prior to
accepting the cargo. This is an essential requirement for safe shipment of the cargo
as it decides the method of safe carriage. ƒ
STCW Table A-II/1
BULK CARGO
Coal
1. If the shipper has advised that the cargo is liable to self-heat, the Master should
seek confirmation that the precautions intended to be taken and the
procedures intended for monitoring the cargo during the voyage are adequate ƒ
2. If the cargo is liable to self-heat or an analysis of the atmosphere in the cargo
space indicates an increasing concentration of carbon monoxide, the following
additional precautions should be taken:
STCW Table A-II/1
BULK CARGO
Coal
- ƒthe hatches should be closed immediately after completion of loading in each

cargo space. The hatch covers may also be additionally sealed with a suitable
sealing tape. Surface ventilation should be limited to the absolute minimum time
necessary to remove methane that may have accumulated. Forced ventilation
should not be used. On no account should air be directed into the body of the
coal as this could promote self-heating
- personnel should not be allowed to enter the cargo space unless they are
wearing self-contained breathing apparatus (SCBA) and access is critical to the
safety of the ship or safety of life. The SCBA should be worn only by personnel
trained in its use
STCW Table A-II/1
BULK CARGO
Coal
- ƒwhen required by the competent authority (CA), the carbon monoxide

concentration in each cargo space should be measured at regular time intervals
to detect self-heating
- ƒif, at the time of loading, when the hatches are open, the temperature of the
coal exceeds 55°C, expert advice should be obtained.
STCW Table A-II/1
BULK CARGO
Coal
- ƒwhen required by the competent authority (CA), the carbon monoxide

concentration in each cargo space should be measured at regular time intervals
to detect self-heating
- ƒif, at the time of loading, when the hatches are open, the temperature of the
coal exceeds 55°C, expert advice should be obtained.
STCW Table A-II/1
Bulk Cargo
Preparation of cargo holds
When nominated to load grain cargo ship staff shall remember the following issues:
1. Even after discharging other grain cargo prior to nomination, the holds will
require as thorough cleaning and preparation as required for any other
previous cargo.
2. There shall be no trace of any previous cargo residue anywhere in the holds and
its structures.
3. There shall be no Loose Rust or flaking paint patches allowed at any part of the
cargo holds.
STCW Table A-II/1
Bulk Cargo
4. The hatch covers underneath and hatch coamings with their channels &
drainage shall be free of loose rust, paint flakes and cargo residue.
5. Cargo holds bulkheads and sides and hopper plates shall have no previous
cargo dirty stains (coal or dark ore cargo stains).
6. Rust on the Tank top is common on bulk carriers. Loose rust is not accepted.
Hard adhering rust need not be removed.
7. Cargo holds and weather decks shall be inspected after cleaning and washing to
ensure that there is no trace of any live or dead insect/weevils
STCW Table A-II/1
Bulk Cargo
8. The cargo hold bilges shall be clean, free of any trace of previous cargo residue
or rust particles and odour-free. The bilge suction effectiveness shall be verified
Weather deck including cross decks and around the coaming stays and underneath
pipelines shall have no trace of previous cargo residue.
STCW Table A-II/1
Bulk Cargo
Hold cleaning criteria:
1. Previous cargo determination
Find out what was last 3-5 cargoes carried and inform all crew so that all
know what cargo residue to look for.
2. Removal of cargo residue:
Air Blow from top using high pressure air ( air nozzle tied to long pole to
reach all accessible corners) or if available, close washing with high pressure (250
bars and above) water lance gun special attention to following areas:
STCW Table A-II/1
Bulk Cargo
Australian ladder and its platforms and stanchions
Beams and girders under cross decks
Pipe guards recess behind the pipes
Large pipes holding brackets behind the pipes
Behind the flat face of the transverse frames
Horizontal stringer plates wherever fitted
STCW Table A-II/1
Bulk Cargo
Cargo hold-cargo residue
of cement sticking all over
STCW Table A-II/1
Bulk Cargo
Frame face plate
Cargo residue stuck hard

behind shell frames
Cargo residue
STCW Table A-II/1
Bulk Cargo
Brackets for pipes
where cargo residues
usually accumulate
STCW Table A-II/1
Bulk Cargo
Cargo residue sticking

to plain bulkhead
STCW Table A-II/1
Bulk Cargo
The areas under cross
decks where the beams
and girder flanges can have
cargo residue
Flanges of
beams &
girders
STCW Table A-II/1
Bulk Cargo
Solid plate guards of pipes brackets
passing through holds. Cargo
residue remains inside the
guard plates and brackets
Cargo
residue
STCW Table A-II/1
Bulk Cargo
3. Removal of Loose Rust & Paint Flakes:
Wherever loose rust is suspected (general appearance of paint flakes or
blisters on painted surface) a sharp hand scraper shall be used to take off the
peeling rust & paint flakes. Special attention to following areas:
Australian ladder and its platforms, hand rails and stanchions
Beams and girders under cross decks
Pipe guards recess and behind the pipes
Large pipes holding brackets and behind the pipes
STCW Table A-II/1
Bulk Cargo
Behind the flat face and vertical face of the transverse frames and brackets- also
hopper tank plates
Hatch coamings and under hatch covers
Man entry booby hatches & covers
STCW Table A-II/1
Bulk Cargo
Loose rust and
rust blisters and
Loose rust flakes and blisters paint blisters
on hold bulkheads
STCW Table A-II/1
Bulk Cargo
Widespread rust blisters on

cargo hold bulkhead
STCW Table A-II/1
Bulk Cargo
Rust scales on side frames

which come off with scraper
STCW Table A-II/1
Bulk Cargo
Rust flaking and loose on the

pipes
STCW Table A-II/1
Bulk Cargo
Perfectly painted surface have

isolated loose rust blister
STCW Table A-II/1
Bulk Cargo
4. Condition of underneath of hatch covers
Inspect condition of underneath of H/Covers when in open condition
Any loose rust or cargo residue shall be scraped off
Areas around the grain hole/ cement holes –special attention
H/Cover vent louvres and nets are usually found rusty
Paint the scraped areas to have clean look
H/Cover channels and drains require clean appearance-no cargo residue accepted
STCW Table A-II/1
Bulk Cargo
Loose rust flakes and cargo

residue underneath hatch Vent. Louvers
covers
STCW Table A-II/1
Bulk Cargo
Loose rust flakes underneath

hatch covers
STCW Table A-II/1
Bulk Cargo
Special attention to be paid

for any grain hole or cement
hole covers
Grain holes on hatch covers

STCW Table A-II/1
Bulk Cargo
Hatch cover underneath-

Acceptable condition
STCW Table A-II/1
Bulk Cargo
Man entry booby hatch

entrance and its cover rust
and cargo residue
STCW Table A-II/1
Bulk Cargo
Hold entrance booby hatch

acceptable condition
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Bulk Cargo
5. Removal of previous cargo stain
Cargo stains left by previous dirty cargos such as Coal and Mineral Ores must be
remove as much as possible
Such stains shall not be acceptable if it comes off on a white cloth rubbing –
surveyor/inspectors do carry out this process
Vessel shall have sufficient cleaning chemical like Aquatuf available on board
along with spraying equipment, chemical resistant personal protective clothes
and safeguards.
Vessel must have Air pressure Combi-Gun/Tobey Gun to clean such stains at
higher places
STCW Table A-II/1
Bulk Cargo
Cargo stains of coal cargo on

the end bulkhead and hopper
STCW Table A-II/1
Bulk Cargo
Cargo stains of coal cargo on

the hopper plates
STCW Table A-II/1
Bulk Cargo
6. Removal of tank top loose rust
Tank tops of bulk carriers can never stay painted as heavy bulldozers and grabs
work on them.
Tank top should be free of loose rust and cargo residue
Any rust which can be scraped by hand scrapers should be removed. Hard
adhering rust is not a hindrance to hold acceptability.
The tank top should be rinsed with fresh water.
STCW Table A-II/1
Bulk Cargo
Cargo hold tank top- loose

rust patches
STCW Table A-II/1
Bulk Cargo
Tank top extensive loose rust

coming up by scraping
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Bulk Cargo
7. Presence of Insect/ Weevil/Larvae in cargo holds.
If vessel had carried grain cargo in the recent past it is possible to have such live
or dead insect/weevil/larvae in holds.
They are usually found at the welding seams of tank top & hopper or bulkheads,
in the hold bilges upper corners, corners of frames and brackets.
Crew shall look for these insect specifically and carefully after all cleaning is done.
Brooms, Mops and burlaps used for preparation may also bring them in.
STCW Table A-II/1
Bulk Cargo
Stored Grain Pests and Weevil

Larvae
STCW Table A-II/1
Bulk Cargo
Weevils found in Rice and

Wheat
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Bulk Cargo
8. Cleanliness of cargo hold bilges
Hold bilges must be cleaned thoroughly to remove all residue, rust particles and
cargo stains etc.
The filter (Rose Box) must be cleaned thoroughly
The bilge well sections shall be washed with continuous running of sea water to
remove all odour and later rinsed with fresh water.
The bilge well must be sponged dry to remove all trace of water and dried.
STCW Table A-II/1
Bulk Cargo
Hold bilge clean and dry but

stains and loose flakes
remains.
Rose box dirty and bilge well

stains remain
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Bulk Cargo
Hold bilge acceptable

condition.
STCW Table A-II/1
Bulk Cargo
Hold cleaning – Best Practices
Use High pressure Air Blow from starting from top to collecting at bottom all
dusty cargo residue- hold the nozzle tied to a long bamboo pole for cleaning the
difficult to reach areas.
Collect all sweeping of cargo residue from tank top before start of washing.
Use air/water Combi -Gun (also called Tobey Gun) placed on a tri-pod
stand/platform.
The best results of such high pressure jet washing is obtained if followed the
following procedure :
STCW Table A-II/1
Bulk Cargo
Start pointing the jet from bottom of the structure like side frames and
bulkheads, slowly moving up- holding enough time at one place so that the jet of
water have the chance to soften the accumulated cargo residue and dislodge
them.
The forceful jet acting on the surface at an acute angle will have a scraping effect.
Shift the Tobey Gun platform/stand closer to the hopper edge/bulkhead to obtain
the acute angle.
Once the jet has reached the top of the structure, make a down sweep of the
water jet to wash down all the debris which is now soft and dislodged. Patiently
holding the water jet while going up and down is the key to remove all possible
cargo residue from the difficult to reach areas.
STCW Table A-II/1
Bulk Cargo
Operating the water jet from first upper platform of Australian ladder for
removing all cargo residue from flanges of beams and girders under cross decks.
When the holds are dry- all side frames, pipe guards, spiral & other ladder steps
to be hit with sledge hammers- loose rust will fall down.
Any loose rust areas and peeling paint need to be scraped using hand scrapers
Aluminum extension ladders to be used for reaching upper areas of the holds.
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Bulk Cargo
Aluminum multi stage

Extension ladders
STCW Table A-II/1
Bulk Cargo
Tower Extension ladder

STCW Table A-II/1
Bulk Cargo
A typical washing of cargo

hold by Tobey Gun
STCW Table A-II/1
Bulk Cargo
A typical washing of cargo

hold by Tobey Gun
STCW Table A-II/1
Bulk Cargo
Maxijet powerful water jet

STCW Table A-II/1
Bulk Cargo
Maxijet working in a Panamax

size hold
STCW Table A-II/1
Bulk Cargo
How closely the inspectors

check for hold condition
STCW Table A-II/1
Cargo care
Inspection of Holds prior Loading:
All holds should be inspected prior commencing loading this may be done while
the ship is enroute or just after completion of discharging and prior loading at the
same port.
A thorough cleaning of the hold is undertaken; the bilges are cleaned and tried
out with an amount of water. If required the hold is hosed down and the water
pumped to holding tanks.
This ensures that there is no refuse lying within the holds and that the bilges after
loading would if necessary be capable of being pumped out.
The bilges if with offensive smell have to be sweetened.
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Cargo care
This is again a necessity to prevent any food cargo from being tainted.
All other lines in the hold are to be pressed up and checked for leaks. Air pipes
and sounding pipes passing through the hold spaces are to be checked up with a
head of water.
The above ensures that ingress of water into the hold is minimized.
The hold bottom has to be inspected for any dents in the plating.
Some DB’s may be dedicated for fuel oil/ ballast as such this would give a fair idea
if the plates have set in or if their appears to be a deep indentation
STCW Table A-II/1
Cargo care
All spar dunnage at the ship sides are to be fitted and the frames at the sides
have to be inspected.
This is done so that if bale cargo is loaded the shipside steel does not come in
contact with the cargo.
The used lashing material has to be removed including all temporary eyes, which
had been made.
And if this is not done then the same eyes may be inadvertently be used for new
lashing – lashing wires are for one use only and the risk of parted lashing arises by
using old lashings.
STCW Table A-II/1
Cargo care
Use of Dunnage
There are basically a few reasons why dunnage is so necessary on general
cargo ships while loading general cargo. Of prime importance is to keep the cargo
away from the steel bottom of the hold. The steel bottom condenses the moisture
in the air and these droplets of moisture over a period of time can damage cargo.
The bilges or drain wells should be clean, dry and sweet-smelling disinfectants
used
STCW Table A-II/1
Spar Ceiling
Removable strips of timbers

or battens fixed to the frames in the
cargo hold to keep cargo away from
the ship's sides; this promotes
ventilation and prevents cargo
damage by condensation and chafing
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Deck Cargo
STCW Table A-II/1
Bilge suctions
The perforated strum box fitting of a bilge suction

line prevents cargo residues to enter the bilge line.
Therefore after a cargo discharge operation the
strum box should be checked and cleaned in order
to ensure that the bilge suction line will not block.
If possible the strum box should also be checked
for corrosion.
STCW Table A-II/1
To prevent cargo debris from the main deck being walked into the
accommodation and tramped into freshly washed cargo holds, wash down the
main decks and accommodation block as soon as possible after clearing the
port of discharge, mindful of pollution from the cargo remains gun normally
requires two seamen to safely control the increased water pressure.
The ballast lines to deep tanks should be blanked when preparing to load dry
cargo
The use of a deodorizing wash for ozonator may be necessary to remove
strong odours from a previous cargo
STCW Table A-II/1
Segregation and Separation of Cargoes
STCW Table A-II/1
Dangerous Goods
DG segregation shall be verified for compliance with requirements of

the IMDG code. Caution must be exercised when using vessels stowage
planning software for this purpose as it may or may not have
comprehensive means of checking for bad stowage & segregation
against the latest international requirements. It is advisable to
manually check for compliance.
STCW Table A-II/1
Cargoes need to be Separated:
dry cargo
wet cargo
clean cargo
dirty cargo
delicate cargo
valuable cargo, e.g. bank notes, personal effects
The separation between parcels of cargo for different consignees or
different ports of discharge is required
STCW Table A-II/1
Parcels of Cargo
When two cargo parcels cannot be segregated by means of blinds the

liquid level can purposely be kept higher for one of the products
,thereby ensuring that any possible leak will go in the les dangerous
direction with regard to contamination damage .
It is essential to use of port marking to separate parcels for discharge at

different ports
STCW Table A-II/1
Ventilation and Control
“Moisture damage” is the source of a significant number of cargo

claims, often involving bagged or bulk agricultural products. Claimants
typically allege that failure by the ship to ventilate correctly resulted in
the development of condensation (commonly known as “sweat”),
causing the cargo to deteriorate.
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General
Dry cargo vessels are fitted with either natural or mechanical ventilation
systems. In addition to minimising the onset and degree of sweat,
ventilation may also serve to remove taint and disperse any gases which
some cargoes may emit.
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Penetration of ventilating air into a bulk
stow on a ship is minimal, and so it is
only ever possible at best to provide
through-surface ventilation. However,
ship stability requirements usually
dictate that at least the majority of the
holds of any bulk carrier carrying bulk
cargoes such as grain are loaded fully
into the hatch coamings.
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Types of Sweat
Cargo sweat refers to

condensation which may form on
exposed surfaces of the stow as a
consequence of large amounts of
warm, moist air being persistently
introduced into a hold containing
substantially colder cargo.
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Ship sweat
Ship sweat refers to condensation which forms directly on a vessel’s

structure when the air within a hold, made warm and moist by the cargo,
comes into contact with cold surfaces as the vessel moves into cooler
climates. Cargo may be damaged by overhead drips, by contact with sweat
which has formed on the ship’s sides or by condensed water which may
accumulate at the bottom of the hold.
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Influencing factors
Saturation
The amount of water vapour that air may contain is highly dependent
on its temperature. A given volume of air is said to be saturated when
no more water can be absorbed. If the air temperature then falls,
condensation will occur. As air rises in temperature so does its
saturation moisture content; its capacity to retain water climbs by ever-
increasing amounts.
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Relative humidity
Relative humidity is the actual amount of water vapour in the air

compared with the saturation amount of water vapour in the air at the
same temperature and pressure. The figure is usually expressed as a
percentage, with saturated air having a relative humidity of 100%. At
main deck level, ambient sea air over the open oceans will normally
have a relative humidity in excess of 80%.
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Dewpoint temperature
When an isolated volume of air cools, relative humidity increases as the

temperature falls. Once the temperature has descended to the level at
which saturation occurs, water begins to condense. This temperature is
known as the “dewpoint”.
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Wet and dry bulb thermometers
When using traditional wet and dry bulb thermometers, the accuracy
of the dew point temperature will depend on the condition of the
equipment. The muslin covering the wet bulb should be clean, the
water in the reservoir should be distilled and the bulb itself should be
wet.
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Dewpoint measurement
Theoretically, all decisions regarding cargo ventilation should be based

on dewpoint temperatures, comparing the dewpoint of the ambient air
with the dewpoint of the air inside the hold. Given that most ships are
customarily equipped with wet andm dry bulb thermometers located
close to the bridge, determining the dewpoint temperature of the
ambient air is usually straightforward.
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CONTROL OF SWEAT
Ventilation
Once the above information has been obtained, the rules are simple;
Dewpoint Rule
VENTILATE if the dewpoint of the air inside the hold is higher than the
dewpoint of the air outside the hold.
DO NOT VENTILATE if the dewpoint of the air inside the hold is lower than
the dewpoint of the air outside the hold.
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Three Degree Rule
In many instances it is impracticable to measure hold dewpoint

temperatures accurately, or at all. In such cases ventilation requirements
may be estimated by comparing the average cargo temperature at the
time of loading with the outside air temperature several times a day.
Ventilation may then be carried out on the following basis; VENTILATE if
the dry bulb temperature of the outside air is at least 3°C cooler than the
average cargo temperature at the time of loading.
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Further observations
During periods of heavy weather, steps should be taken to prevent rain and
spray from entering the cargo spaces. This may mean suspending
ventilation until conditions improve. If so, the circumstances should be
logged. It is important to appreciate that ventilation should also be carried
out during the night if the readings indicate that ventilation is appropriate.
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What to expect
In broad terms it is often possible to estimate ventilation requirements

in advance by considering the climatic changes likely to be encountered
during the voyage. The following examples indicate what may be
expected on passage, but do not obviate the need for detailed
monitoring and recording;
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Hygroscopic cargo - cold to warm climate

If a stable cold cargo is carried to a warm climate, ventilation will
always be unnecessary. Indeed, in some circumstances ventilation may
lead to cargo damage.
Hygroscopic cargo - warm to cold climate
Vigorous surface ventilation of the cargo spaces will almost certainly be
required due to the likelihood of ship sweat developing.
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Non-hygroscopic cargo - cold to warm climate
Ventilation is never required. Cargo sweat is liable to occur if warm
moist air comes into contact with cold cargo. Therefore holds should
usually remain sealed to allow the cargo and internal air to warm
gradually during the voyage.
Non-hygroscopic cargo - warm to cold climate
Ventilation is largely irrelevant. The development of significant ship
sweat is very unlikely.
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Combined cargoes
Problems may arise if hygroscopic and non-hygroscopic cargoes with

different inherent temperatures are loaded into the same
compartment. Their ventilation requirements may differ, resulting in
damage to one or other of the products inspite of normal routines
being followed. As far as possible, hygroscopic and non-hygroscopic
cargoes should not bestowed together.
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Refrigerated Cargo
FROZEN CARGO: MEAT, BUTTER, POULTRY AND FISH. -8OC TO -12OC.

CHILLED CARGO: CHEESE, EGGS AND FRESH VEGETABLES. -2 OC TO
6OC.
AIR COOLED CARGO: FRUITS. 2 OC TO 12OC.
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PREPARATION OF CARGO HOLD:
The compartment must be clean, dry and free of any odour or taint,
Hold must be deodorised with mild agents (lime, ozone),
Bilges to be cleaned, dry, deodorised and suctions checked,
The insulation and permanent dunnage to be checked and repaired as
necessary,
Scuppers to be cleaned,
Brine traps to be checked, tested and refilled,
Thermometers to be in position,
Ventilator plugs in position and tightly wedged,
Brine pipes to be tested to ensure they are not chocked and that no leaks
occur at the joints.
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PRECOOLING OF THE COMPARTMENT:
The compartment should be cooled down prior to loading to a

temperature slightly lower than the transit temperature,
Dunnage laid in the compartment should also be cooled down
otherwise it will stain the cargo,
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PRECAUTIONS DURING LOADING:
Reefer cargo should be loaded onboard only under the supervision of a

recognized surveyor,
Cargo should not be allowed to wait for long time on the quay,
Hold should be pre-cooled to temp below the carriage temp,
Damp, wet and torn packages should be inspected if the cargo has
deteriorated. If the cargo is fine then only it should be loaded after re-
packing,
Contents of at least 5-10% cartons should be examined from each hold on
a random basis,
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Cartons with soft or dripping contents should be rejected,
Refrigeration of holds should be turned on during long breaks and
during meal breaks,
Once loaded, the cargo should be covered with tarpaulin,
During operations, the frost formed on top of the bripe pipes should
be brushed carefully. It should not fall on top of the cargo.
In tropical climates avoid loading in the noon. Try to load cargo during
night time,
Upon completion of loading, the reefer chamber must be closed air
tight and cooling resumed immediately.
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PRECAUTIONS DURING LOADING
Cargo must be stowed in order to allow free circulation of air through

and around the stow.
Laying of dunnage should be such that it does not obstruct designed
air flow pattern in the compartment,
Sides and bulkheads should be fitted with vertical dunnage to keep
cargo away from the structure,
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Reefer chambers must be divided with air channels for each block not
exceeding 3 mtrs. Channel must be atleast 10cms wide and aligned to
face the cool air outlets. There should be an even gap of atleast 30
cms between the cargo top and the lowest part of the deckhead.
Dunnaging should be efficiently carried out so as to avoid stow
collapsing into the air channels,
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REFRIGERATION SYSTEMS
Brine made by dissolving calcium chloride in fresh water will have a

freezing point well below the desired temperatures of the refrigerated
compartments. Cold brine may be pumped at controlled rates to give the
correct working temperature, and it is led from the evaporator of the
refrigerating machine to pipes at the top of the cold compartment. The
brine absorbs heat from the compartments and returns to the
evaporator where it is again cooled and recirculated.
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General guidance for Reefer Cargo Temperature Recording
Reefer containers require special care after they are loaded on board ship. These
containers need to be supplied with power, monitored closely for proper function
and repaired as required in case of malfunction. The article here is about
procedures and guidelines on reefer cargo Temperature Recording
A Partlow recorder registers temperature on a pressure sensitive circular chart over
31 day period. If the voyage transit is expected to exceed 31 days, care must be
taken to ensure charts are replaced before expiry. The first chart should be placed
under-neath the new chart in order to build up a complete temperature record for
the entire voyage up until arrival at the final destination.
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Cargo Handling Equipment and Safety
Cargo Handling Equipment

Standing Rigging
Proper maintenance of standing rigging means replacing it before it

fails. On the fitting at the top, small hairline cracks are visible in two
places. The fitting at the bottom clearly shows the problems these
cracks can lead to.
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Proper care and maintenance
should be apply to:
topping lifts
cargo runners
guys and preventers
cargo blocks
topping lift blocks
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Proper care and maintenance
should be apply to:
derrick heel fittings

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Proper Rigging of Derricks in

Loading/Discharging:
A derrick is a lifting device composed at

minimum of one guyed mast, as in a gin pole,
which may be articulated over a load by
adjusting its guys.
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Proper Rigging of Derricks in Loading/Discharging:
The most basic type of derrick is controlled by three or four lines connected
to the top of the mast, which allow it both to move laterally and cant up and
down. To lift a load, a separate line runs up and over the mast with a hook
on its free end, as with a crane.
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Proper Rigging of Derricks in Loading/Discharging
Securing Derricks
A derrick is a simple crane used to transfer cargoes from or to the ship. There
are four ways to secure derricks at sea namely; topping the boom, cradling the
boom, housing the boom and spotting the boom. Each has different ways of
securing the derrick. Furthermore, there are also some disadvantages of using
derricks amidst its advantages.
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Loading/Discharging
Use of slings, snotters, canvas slings, trays, pallets, nets,
chain slings, cant hooks, bale hooks and vehicle slings:
Web Slings -are a good choice for load protection and
are flexible and light weight to use.
Snotters- A snotter is a rope or tackle used in sailing to
tension the sprit on a spritsail, or a sprit boom on a
sprit-boomed sail. It is also used in a junk rig.
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Round Slings have a high strength to weight ratio, which provides an

extremely flexible and light weight lifting sling with low elongation.
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Pallet is a flat transport structure that supports

goods in a stable fashion while being lifted by
a forklift, pallet jack, front loader, work saver, or
other jacking device, or a crane.
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A cargo net is a type of net. It is usually square or

rectangle, but sometimes round, made of
thick rope, with cinch ropes extending from the
corners, and in some designs, the edges. It is named
for its use in transferring cargo to and from ships.
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Chain slings are great in harsh environments where

durability is required. All chain slings are proof
tested to twice the working load. Available in grade
80 and 100.
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Bale Hook used for securing and moving loads. It consists of a round
wooden handle with a strong metal hook about 8" long projecting at a
right angle from the center of the handle. The appliance is held in a closed
fist with the hook projecting between two fingers.
Precautions to take when lifting bales with hooks in the bale bands and
damage caused by hooks generally
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Loading/Discharging
Common feature of crane hooks is the ball or oval of
metal near the hook itself, this adds weight to the hook
to ensure the cable will pay out properly. The hook
itself usually hangs from a pivot on the weight and the
ball is often painted a bright colour to help the crane
driver sight it.
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Use of Union Purchase
Union purchase means a rig in which a pair of

derricks is used in combination, the derricks being
fixed and the cargo runners coupled, such rig being
otherwise known as coupled derricks, married
falls or burtoning;
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Use of Single Swinging Derrick
When the boom is connected to the lower part of

the mast which is shaped like a “Y” or a bipod and
therefore it is a single swinging derrick.
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Setting up married falls

As the lead of the guy(s) and preventer(s) approaches the vertical, in
supporting the boom(s) head, the total stress in the guy(s) increases rapidly
due to the increased vertical force that is generated in the guy(s) in order to
counteract any particular horizontal or lateral force exerted on the boom(s)
head.
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The appreciable vertical forces that are generated in this process are
transmitted, in substantial part, to the boom(s) and topping lift(s),
causing proportionate compressive stresses in the boom(s) and tension
stresses in the topping lift(s).
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Gear should be set up in accordance with the ship's rigging plan and
explains limitations and effect of angles between runners.
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A block is a set of pulleys or "sheaves" mounted on a single axle. An
assembly of blocks with a rope threaded through the pulleys is called
tackle. A block and tackle system amplifies the tension force in the rope
to lift heavy loads.
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In the diagram on the left, the number of rope
sections of the tackles shown is as follows:
• Gun Tackle: 2
• Luff Tackle: 3
• Double Tackle: 4
• Gyn Tackle: 5
• Threefold Purchase: 6
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Cargo Handling Safety

All cargo gear should be visually inspected before the start of cargo operations each
day and awareness of test certifications and registration.
The safe working load (SWL) for the assembled gear shall be marked on the heel of
each cargo boom, crane, or derrick. These letters and figures are to be in contrasting
colors to the background and at least one inch in height. The SWL is construed to be
the load the gear is approved to lift, excluding the weight of the gear itself.
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All wire rope, chains, rings, hooks, links, shackles, swivels,
blocks, and any other loose gear used or intended to be
used in cargo loading or unloading must be commensurable
with the SWL. This gear shall be visually inspected by the
vessel's captain or his designee at frequent intervals, and in
any event not less than once in each operating month. A
certificate of their properties must be available.
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Cargo Runner
is a single-sheave movable block that is free to
move along the line on which it is
reeved. It has a mechanical advantage of 2.
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Mechanically or hydraulically operated hatches
should be opened or closed by the ship's crew
under the supervision of a responsible person.
Hatch covers should be secured by locking
devices to prevent them moving accidentally.
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Beams and covers of partially opened
hatches should be secured to prevent
their accidental displacement. Hatch
openings should be securely fenced to
a minimum height of 1 meter.
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Safety during Cargo Operation
It is the ship's responsibility to cover hatches when notice of completion of
work for the day is given by the stevedore in charge.
No person should use a ladder in the square of a hatch while cargo is being
hoisted or lowered in that square.
No person should stand or pass under a suspended load.
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Safety during Cargo Operation
Adequate lighting for working spaces,
portable lights and precaution with
dangerous cargoes, e.g. jute
Portable lights should be removed from cargo
spaces as soon as they are no longer required
Unattended portable lights are potential fire
hazards
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When cargo loading/unloading plan is agreed, the master and terminal
representative must confirm the method of cargo operations so as to
ensure no excessive stresses on the hull, tank top and associated
structures, including any measures to reduce and eliminate any
structural damage to the ship by cargo handling equipment.
Monitoring and effective communication between the terminal and ship

must be maintained at all times.
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Entering Enclosed or Contaminated Spaces
Potentially dangerous spaces, including:
cargo spaces
cargo, fuel and ballast tanks
pump-rooms
Cofferdams
duct keels, peak tanks, double bottom tanks

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Permit to Work
A “Permit to Work” should be completed for each and every enclosed space entry
as it serves as both a check and a record that all necessary measures have been
properly carried out and are in place for the intended enclosed space entry. When
completing the form the responsible person should allocate a time period for
which the permit is valid, this should never exceed 24 hours.
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Entering Enclosed Spaces
Permit to Work
Risk assessment must be carried out before the entry into enclosed spaces.
Permit-to-work system should only be for the specific duration of the work
for that particular day and not valid for the following day.
Permit-to-work system should only be for the specific duration of the work
for that particular day and not valid for the following day.
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Entering Enclosed Spaces

Authorization of Entry
No person should open or enter an enclosed space

unless authorized by the master or nominated
responsible person and unless the appropriate
safety procedures laid down for the particular ship
have been followed.
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The master or responsible person should determine that it is safe to enter an enclosed
space by ensuring: .
that potential hazards have been identified in the assessment and as far as possible
isolated or made safe;
that the space has been thoroughly ventilated by natural or mechanical means to
remove any toxic or flammable gases, and to ensure an adequate level of oxygen
throughout the space; .
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that the atmosphere of the space has been tested as appropriate with properly
calibrated instruments to ascertain acceptable levels of oxygen and acceptable levels of
flammable or toxic vapours; .
that the space has been secured for entry and properly illuminated; .
that a suitable system of communication between all parties for use during entry has
been agreed and tested;
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that an attendant has been instructed to remain at the
entrance to the space whilst it is occupied;
that rescue and resuscitation equipment has been
positioned ready for use at the entrance to the space,
and that rescue arrangements have been agreed; .
that personnel are properly clothed and equipped for
the entry and subsequent tasks; and .
that a permit has been issued authorizing entry.
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For entry purposes, steady readings of the following should be obtained:
21% oxygen by volume by oxygen content meter; and
not more than 1% of lower flammable limit (LFL) on a suitably sensitive

combustible gas indicator, where the preliminary assessment has determined that
there is potential for flammable gases or vapors.
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TLV for chemical substances is defined as a concentration in air, typically for inhalation or
skin exposure. Its units are in parts per million (ppm) for gases and in milligrams per cubic
meter (mg/m³) for particulates such as dust, smoke and mist.
The basic formula for converting between ppm and mg/m³ for gases is ppm = (mg/m^3) *
24.45 / molecular weight.
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Three types of TLVs for chemical substances are defined
Threshold limit value - Time weighted average (TLV-TWA): average
exposure on the basis of a 8h/day, 40h/week work schedule
Threshold limit value - Short-term exposure limit (TLV-STEL): spot
exposure for a duration of 15 minutes, that cannot be repeated more
than 4 times per day with at least 60 minutes between exposure periods
Threshold limit value - Ceiling limit (TLV-C): absolute exposure limit that
should not be exceeded at any time
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Precaution during Entry

The atmosphere should be tested frequently whilst
the space is occupied, and persons should be
instructed to leave the space should there be a
deterioration in the conditions.
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Ventilation should continue during the period that the
space is occupied and during temporary breaks. Before re-
entry after a break, the atmosphere should be re-tested. In
the event of failure of the ventilation system, any persons
in the space should leave immediately.
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In the event of an emergency, under no circumstances should the
attending crew member enter the space before help has arrived and the
situation has been evaluated to ensure the safety of those entering the
space to undertake rescue operations.
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Protective clothing and Equipment upon entry into a Space
If the atmosphere in an enclosed space is suspected or known to be unsafe, the space
should only be entered when no practical alternative exists. Entry should only be made
for further testing, essential operation, safety of life or safety of a ship. The number of
persons entering the space should be the minimum compatible with the work to be
performed.
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Suitable breathing apparatus, e.g. of the air-line or self-contained type,
should always be worn, and only personnel trained in its use should be
allowed to enter the space. Air-purifying respirators should not be used as
they do not provide a supply of clean air from a source independent of the
atmosphere within the space.
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Rescue harnesses should be worn and, unless impractical, lifelines should
be used. Appropriate protective clothing should be worn particularly
where there is any risk of toxic substances or chemicals coming into
contact with the skin or eyes of those entering the space.
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Sufficient and suitable lighting should be rigged as far as possible and
where practical. All possible accesses should be open to improve
ventilation and light. All equipment used in connection with entry should
be in good working condition and inspected prior to use. Persons entering
an enclosed space where there is a possibility of a potentially explosive
atmosphere should be equipped with intrinsically safe torches.
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Only trained personnel should be assigned the duties of entering, functioning as
attendants, or functioning as members of rescue teams. Ships' crews should be drilled
periodically in rescue and first aid.
Mechanical ventilation should be maintained throughput the time persons are in an

enclosed space. Periodical tests of the atmosphere should be made by persons working
in an enclosed space. After work is completed, the area must be closed and secured.
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Damage to the cargo space during cargo operation
Damage by temperature
Some commodities may be affected by temperature fluctuations

(which may cause condensation, or accelerate deterioration) or
extremes of temperature which may shorten the "shelf life" of the
commodity, or even change its chemical composition.
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Rust Damage
Due mainly to moisture, rain, fresh or salt water, and
sweat (and the presence of oxygen) rust is a corrosion
producing red discolouration and, in certain
circumstances, heavy pitting. The moisture causing the
rust may be introduced by: leakage, other cargo,
packaging, green timber (dunnage), rain (when ashore, or
when the hatches are open), or even the ventilation itself.
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Damage caused by lift transfer
Lowering heavy slings or drafts of cargo too fast on to cargo already in

stowage may be responsible for damage, which often goes undetected
until discharge. Similarly, forcefully dragging cargo out that is wedged
by other cargo or even overstowed, may be another source of damage
at the time of discharge.
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High Loading Rate
High loading rates The terminal must be prepared to stop operations if

the officer-in-charge of the ship is concerned about deviations from
the agreed plan. Risk associated with high loading rates can be
assessed by studying the sensitivity of the hull girder to
overshooting/overload.
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Damage to the cargo space during cargo
operation
Asymmetric cargo and ballast distribution
Heavy cargo poured into a cargo space at one end of
the hold piles up. The lateral pressure acting on the
transverse bulkhead increases, since it will not be
cancelled out. Stowing cargo asymmetrically about the
centerline causes twisting and warping of the hull
girder.
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Damage by Weather Condition
The Master shall inspect the vessel and cargo during navigation in (if
practicable) and just after heavy weather conditions and advise Company if
any damage has occurred. Any possible (even if temporary) repairs by ship
staff either to the Hull, Fittings or to the Cargo (Containers) must be
attempted by ship staff as soon as weather abates.
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In heavy weather the ship is subject to heavy strain and stresses. The stresses
experienced by the ship are hogging, sagging, pounding and pooping. If it is
thought that the ship will meet bad weather, precautionary measures are always
to be put into effect.
Areas to be checked:
1. to check and double, if necessary, all cargo lashings on deck;

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2. to batten down all hatches, manholes etc;
3. to tighten all lifeboat gripes;
4. to remove all ventilator heads, plug the entry ports, and fit
covers on them;
5. to clear all loose gear from the decks;
6. to make quite sure that all the derricks are secured.
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The general
layout of a
cargo
space for a
bulk carrier
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The general
layout of a
cargo
space for a
Oil Tanker
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The general
layout of a
cargo
space for a
General
Cargo
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Hatch Cover Inspection
Corrosion of cargo tank structure is a fact of life when operating oil
tankers in the harsh environment encountered at sea. The internal
structure of the cargo tanks, often un-coated, is exposed to potentially
corrosive gases, sea water, crude oil and oil products.
The effect of this corrosion over a period of years is to reduce the

material thickness and hence the strength of the structure.
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Hatch Cover Inspection
Cargo hatch covers are important for the safety of the vessel, crew and
cargo. Ensuring weathertight integrity while at sea is the primary
objective of hatch covers.
A number of reported casualties are related to the loss of weathertight

integrity due to the collapse of hatch cover steel structures or failure of
securing and locking devices.
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Hatch Cover Construction
Typically hatch covers are lightweight
steel grillages. Modern design
methods using finite element
technology enable more efficient
material distribution which results
(thinner) structure.
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Watertight and Weather tight covers
A watertight covers prevents the passage of water when exposed to a
head of water. A typical head of water for a ship could range from 3-10
meters . A weathertight is designed that it can be subject to the adverse
weather conditions experienced offshore. It is also designed to
withstand brief submersion experienced from green seas.
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Watertight and Weather tight covers
An indication of the standard expected in practice is that hatch covers
should be able to withstand a hose test which involves water being
directed near to the joints. A more rigorous test involving a small
hydraulic head of water, of a few centimetres, being placed on the seals
is not appropriate and is not the standard.
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Ballast Tank
A ballast tank is a compartment
within a boat, ship or other floating
structure that holds water, which is
used as ballast to provide stability
for a vessel.
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Ballast Tank
In order to provide
adequate stability to
vessels at sea, ballast
is used to weigh the
ship down and lower
its center of gravity.
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Ballast Tank Inspection
In order to maintain a consistent buoyancy as their cargo loads change,
ocean-going ships pump seawater in and out of their ballast tanks.
Needless to say, that salty water isn't exactly the least-corrosive liquid
in the world. That's why crews of inspectors regularly have to go inside
those steel tanks, to check for damage.
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One of the most common problems among vessel construction and
maintenance is the corrosion that takes place in the double hull space
ballast tanks have in merchant vessels. Bio-degradation takes place
in ballast tank coatings in marine environments
STCW Table A-II/1
One of the most common problems among vessel construction and
maintenance is the corrosion that takes place in the double hull space ballast
tanks have in merchant vessels. Bio-degradation takes place in ballast tank
coatings in marine environments
To avoid biodegradation, paint has been a new idea to stop the corrosion of
ballast tank. Ballast tanks can carry more than ballast water, most of the
time ballast tanks are filled with other bacteria or organisms.
STCW Table A-II/1
Ballast tanks can carry more than ballast water, most of the time ballast
tanks are filled with other bacteria or organisms. To
avoid biodegradation and prevent costly steel renewal, apply and
maintain quality protective coatings in a satisfactory condition,
particularly in ballast tanks where corrosion can occur at a fast rate.
STCW Table A-II/1
Tank inspection intervals to be followed on board are as per the vessels
Planned Maintenance System. In principle the intervals shall be as follows:
Water Ballast Tanks (Tankers & Gas Carriers) : At least once every 12
months).
Water Ballast Tanks (Container Ships) : At least once every 12 months.

STCW Table A-II/1
Enhanced Survey Programme
The intention of these Guidelines is to ensure that an appropriate level
of review of plans and documents is conducted and consistency in
application is attained.
Such evaluation of survey reports, survey programmes, planning

documents, etc., should be carried out at the managerial level of the
Administration or organization recognized by the Administration.
STCW Table A-II/1
The Guidelines should apply to surveys of hull structure and piping
systems in way of cargo holds, cofferdams, pipe tunnels, void spaces
within the cargo length area and all ballast tanks.
The surveys should be carried out during the surveys prescribed by the
1974 SOLAS Convention, as amended.
STCW Table A-II/1
The Guidelines contain the extent of examination, thickness
measurements and tank testing.
The survey should be extended when substantial corrosion and/or

structural defects are found and include additional close-up survey
when necessary.
STCW Table A-II/1
When a survey results in the identification of
significant corrosion or of significant structural
defects which, in the opinion of the surveyor, will
impair the structural integrity of the ship, then
remedial action, in consultation with the
Administration should be agreed and
implemented before the ship continues in service.
STCW Table A-II/1
In developing the Survey Programme, the following documentation
should be collected and consulted with a view to selecting tanks, holds,
areas, and structural elements to be examined:
Survey status and basic ship Information
On-board documentation
STCW Table A-II/1
Main structural plans (scantling drawings); including information
regarding use of high tensile steels (HTS),
Relevant previous survey and inspection reports from both LR and
the Owner,
Information regarding the use of the ship's holds and tanks, typical
cargoes and other relevant data,
STCW Table A-II/1
Information regarding corrosion protection level on the new-
building,
Information regarding the relevant maintenance level during
operation.
STCW Table A-II/1
The submitted Survey Programme is to account for and comply, as a
minimum, with the requirements for close-up survey, thickness
measurement and tank testing, respectively, and is to include relevant
information including at least:
Basic ship information and particulars.
STCW Table A-II/1
Plan of holds and tanks
List of holds and tanks with information on use, protection and
condition of coating
Conditions for survey (e.g., information regarding hold and tank
cleaning, gas freeing, ventilation, lighting, etc.)
STCW Table A-II/1
Provisions and methods for access to structures,
Equipment for surveys
Nomination of holds and tanks and areas for close-up survey -
Nomination of sections for thickness measurement
Nomination of tanks for tank testing
Damage experience related to the ship in question.
END

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Seamanship II

STCW Table A-II/1

After completing this subject, the cadet will be able to:

After completing this subject, the cadet will be able to:

Monitor the loading, stowage, securing, care during the

Cargo handling and stowage at the operational level

Monitor the loading, stowage, securing, care during the

available in sufficient quantity including reserves

The wheels of wheel-based cargoes should be blocked to prevent shifting.

Cargoes stowed on wheel-based units should be adequately secured to stowage

This shows a container ship lashing; note

The container shoes fitted at the

Bridge Twist Lock

Base stacker Twist Lock Double stacker Space stacker

Cell Guides on Deck – Open hatch

Cargoes That May Liquefy

- ƒthe hatches should be closed immediately after completion of loading in each

- ƒwhen required by the competent authority (CA), the carbon monoxide

- ƒwhen required by the competent authority (CA), the carbon monoxide

Cargo residue stuck hard

Cargo residue sticking

Widespread rust blisters on

Rust scales on side frames

Rust flaking and loose on the

Perfectly painted surface have

Loose rust flakes and cargo

Loose rust flakes underneath

Special attention to be paid

Grain holes on hatch covers

Hatch cover underneath-

Man entry booby hatch

Hold entrance booby hatch

Cargo stains of coal cargo on

Cargo stains of coal cargo on

Cargo hold tank top- loose

Tank top extensive loose rust

Stored Grain Pests and Weevil

Weevils found in Rice and

Hold bilge clean and dry but

Rose box dirty and bilge well

Hold bilge acceptable

Aluminum multi stage

Tower Extension ladder

A typical washing of cargo

A typical washing of cargo

Maxijet powerful water jet

Maxijet working in a Panamax

How closely the inspectors

Removable strips of timbers

The perforated strum box fitting of a bilge suction

DG segregation shall be verified for compliance with requirements of

When two cargo parcels cannot be segregated by means of blinds the

It is essential to use of port marking to separate parcels for discharge at

“Moisture damage” is the source of a significant number of cargo

Cargo sweat refers to

Ship sweat refers to condensation which forms directly on a vessel’s

Relative humidity is the actual amount of water vapour in the air

When an isolated volume of air cools, relative humidity increases as the

Theoretically, all decisions regarding cargo ventilation should be based

In many instances it is impracticable to measure hold dewpoint

In broad terms it is often possible to estimate ventilation requirements

Hygroscopic cargo - cold to warm climate