/\

Outside, Bombay went about its leisurely life, shopkeepers lolling at post- CHAPTER ONE
lunch siesta, ladies passing the time at their favourite pastime, shopping at
Crawford market, vessels slowing down on Frere Road (now P.D'Mello SHIPS AND CARGOES
Road) giving way to the fire engines to pass. Captain Brimley Thomas
Oberst the British Army officer in charge of explosives rushed to the Fort of passengers and
thlpa are needed as a means of transportation when men
Stikine on his powerful motorcycle and urged the Master to scuttle the from the early days
oaryoc! across the seas' Ships evolved
vessel. However this was not possible as the sea valves were one-way - themselves and their goods
l oondructod rafts and small boats to transport
F designed to let out water not let it in! As the fire-fighters flooded the hold which could only be used in sheltered
Ovar water. These primitive craft
grew in size'
with hoses trying to get to the seat of fire, the intense heat generated caused
*aLtt gave way to bigger boats and sailing vessels which
the shipside paint to blister, then bubble, burn and begin flying, thick and
rophlrilcailon and sJaivo*hiness into
the massive supertankers and
fast!
oontalner ehiPs of todaY'

At 4.06 p,m. by the hands of the dock tower which stopped as if to record the Nowtheshippingindustryisofsuchalargesizeanddiversitythat
in ship operations such as tugs which help
a
moment for posterity, the Fort Stikine exploded. She flung out men, huge thrp rrc ships which ."'itt
support oil rig operations' survey
fragments of metal scrap wh'rch cut down rnore men, llaming drums of oil, rhlp bcrth, offshoresupply vessels which
pilot v'*sels which assist in navigation
blazing bales dooffim r#hfuh fell over ships, warehouses and buildings in taatala, dredgers, light vessels and
the city, sef,lirrg ffie b many d lhem. The blast created a tidal wave whicJr elfhlpr,rosearchvessels,pipelineandcablelayingships'fishingvessels'
purpose including floating hotels and
reduced t2 sfuip$ in the docks b srap and devastated 300 acres of docks. mlnoweepers and ships for every
Buildings shook ard suayed, walts and partitions carne dorun and windows oldno3.
were blown off. Hot metal and glass went flying for more than a mile, people
would carry a variety of
were liftedoff andsomewere seton fire. For many years till the 20* century a ship
o$go€s. Thiswas known asa general cargo ship' ltwould be possibleto
And if that were not enough, 34 minutes later there was a second explosion, orrrydlfferenttypesofcargosuchasgeneralcargo,bulkcargo,liquid
bigger than the first. lt took the Fort Stikine itself up 1000m into the air and cargo' vehicles' etc '
olrgoes, heavy lifts, containers, refrigerated
showered its debris allover South Bombay. The explosion recorded as an
earthquake on the seismograph at Simla. lt is yet to be rivalled as one of the boxes' bags' crates'
General cargo includes cargo stowed in bales'
greatest explosions in historyl These include foodstuffs or grain' chemicals'
oase8, drums, patleL, etc'
products' bagged cement'
packaged timber, garments & textiles' steel
P.S.I) Burjorji Coverji Motivala a retired civil engineer found a bar of gold project cargo and many other goods'
which came crashing through the tilcs of his thirdfloor home at Kukana House, ootton bales, machinery paper rolls'
by their properties such as wpt or
Girgaon- He handed over thc gold worth Rs.90,000/- to the policefor which he These cargoes requireio be segregated
cargoes, clean or dirty cargoes, fragile
cargoes which can get crushed
was rew arded with Rs. 9 99/- dry
2) Several years later a chief engineer employed on a dredger working ia Bombay ordamaged,heavycargoeswhicharetobegivenbottomstowage'frozen
perishable
compartmeht,
Harbourfound another bar ofgoW in the dredged material recovered by his ship. eargoes which have to bL stowed in a refrigerated
After dividing the salvage amount among the crew members each gotthe princely cargoeswhichhavetobestowedawayfrommoistureorsunlight,valuable
and cargoes which give off a
sumofRs.2.40. cargoes which must be placed in a locker
from cargo:s which are liable to
rtrong smell and have to be stowed away
to
Safety first, lest weforget 1944! also to be separated for unloading according
talnt. Besides the cargo has

vilr
a ports of call so that the cargo
is accessibre to be discharged and spread
our lulk carrlers & OBOs
*1 in all the holds so that severar hords
I

can be discharged together which

savestime.
Bulk carriers carry bulk cargoes which is defined as cargoes in
Cargo work is the process of planning, Prdlolc granular form loaded directly into the ship's hold without any
or
loading, carrying, caring for and plokrglng. e.g. coal, sulphur, ores and concentrates, urea, grain, cement in
discharging the cargo in a manner best
suited ro,. e"ct tvp" or cargo and
without damage to the ship, injury.to personner bulk, ctc. Breakbulk cargoes such as paper rolls, timber or logs, steel
ano tranllo'ti" ,"rin" ptOduotr etc. are also loaded in bulk caniers. Bulk cargoes are
environment.
hOmogcnous and loaded by conveyor belt and chute and unloaded by
Today only a few generar cargo ships remain
and the trade has evorved into
!ilbr whlle breakbulk cargoes are lifted by crane during loading and
I specialized caniers such as burk caniers whicfr carry
containerships which carry containers, tankerc
ur[, org*.,
and product carriers which
dlfOhrrge. Bulk caniers range from around 3O,OO0 tonnes DWT to around
t00,000 tonnes. The smaller ships are called handysize, the larger ones
Ftntmax (65,000 - 80,000 tonnes) and Suezmax (around 125,000 -
carry crude oil and its derivatives, chemicar
and riquefied gas caniers and
I ro-ro (roll on+ott off) ships which carry wheer{ased It10,000 tonnes)being the largest size tobe able to transit the Panama and
cargoes that are driven tUu oanals. A new set of larger locks constructed in the Panana Canal has
in and out of the ship. passenger ships of
different types ana sizes, heavy glvm dlo to a new size of ship able to transit it called New Panamax. Those
lift caniers, driilships and warships make
up othertypes of vessers.
I
hft fro too large for the Suez Canal must travel round the Cape of Good
Generalcargo ships HOpr rnd are called Capesize vessels.

These ships are a good starting point to leam ItlOb;fhesizeof the Panama Canal and Suez.Canatis descibed interrnsof
about various features of navlgtble length, width and available depth of water. A targer ship may be
ships. The cargo which is in bales, boxes, bags,
I
crates, cases, drums, aila to lransff the canal if paftly loaded or in a ballast condition. Dredging
pallets, etc. is lifted crn board by lifting
appriances such as derricks or cranes
and stowed,lafudhidtsihdtuo. rt rrt*ror*i.gfs done lltd oxpanslon activities make it possible for larger ships to transit and so a
the sarne way. The ship,s lftlpb dcadweight may not be a limiting factor
I holds may be&rikbd ,by.dedrrs into t\reen deoks
and rower t&rds and by
bulkheads rirrto"deep tanks, ,'erhigerated spaes, ilockers
or ,rnagazines (for tmtllcr bulk carriers have cargo gear and are known as 'geared' bulk
stowing exolosives). The ihdlds :are olosed by we#leftight
hatches that do otnhra whlle larger ships are 'gearless'. Most have topside tanks which
not permit entry of water due to raim, spray or s*riffig
I of seas. The cargo is dopo upwards from the shipside to the hatch coaming, reducing the size of
attached tothe hook of the rifting appriancebyroose gearwhich
consists of thr hatch opening and thereby reducing heeling moments. These are
suitable types of slings,.snotters, trays, p$ee or nets.
I known as 'self trimming holds'. Bulk caniers are usually engaged in
General cargo ships are relativery sma$ in size the 'brmplng'; picking up cargo wherever it is available and profitable and
biggest being in the orrrylng lt to its destination whereverthat may be. As a ballasfrtrip may be
range of 28000 to 30000 tonnes deadweight. I},rey
I re rnainty engaged in nooclaary to the next port of loading these ships may be built with a
liner trades wherein a ship roads cargo from a port or gioup-of
po.t" arprclty to carry ore+oil (O/Os) or ore+bulk+oil (OBOs). OBOs hgve
(e.g.west coast of tndia) for disctrarge in a port or"group
of ports €omblnod features of a bulk canier and a tanker. They have a pump and
(e.g.Ul(continent). After discharging all cargo, the holds
wiil be swept and, plpellno system for discharge of oil, holds with watertight hatchcovers for
cleaned and cargo roaded in Ur(continent for rndian ports.
I The voyages oltrlego of bulk cargoes and strengthened tanktops for carriage of ore.
may be then repeated unress an opportunity to carry cargo
from or tb
elsewhere arises.

3
I

J-
Tankers
gtoel tanks ortanks with special coatings of epoxy or polyurethane

a)Crude carrlers and product Tankers thc pumps and piping too being similarly protected. The presence of
t tmellamounts of dirt, rust" airormoisture can contaminate a chemical
Honce they may be loaded in an inert atmosphere of nitrogen or in a
Tankers are used to carry cargoes in tiquid form. This will
ay6t6m where the tank ullage and gauging system is closed i'e'
crude oil and its derivates like diesel, motor spirit, aviation turbine fuel, against ingress of air. Chemical caniers are not large vessels in
and residues like bitumen. crude oil is canied in large ships 6l mOUld of oiltankers because the cargo quantities are small. Butthey are
supertankers (>75,000 tonnes dwt), Very,Large Crude Caniers ardfamaly.,cpmplex vessels being able to carry around 10 to 30 different
(>150,000 tonnes dwt) and Ulha Large Crude Caniers (ULCC) (>300, g|leoar ln separate tanks without mixing or contaminating them. ship
on chemical
tonnes dwt)- The products of cnrde oit distillation are canied in FliOnncl need special knowledge and training to safely work
tankers called product tankers. The cargo is pumped from ashore hnkrn,
the ship's manifold vvhich is the beginning of the ship's pipeline system
is led down into the tanks. Discfiarge is done using the ship,s pumps alolrtlnklrs
the oil is dr:awn ftom the various tanks and pumped ashore through
manifold- A part of the discfrarge is diverted to the Crude Oil The transportation of a gas cargo in a gaseous form is an unviable
(cow) machines whictr dean the tank sides and bottom as the discharge lid UnfOOnomical proposition as it occupies too much space. However
progressirE and dissolve the residues of cargo u/hich are pumped out ttlhm eOnvortod into a liquid it occupies about one-tenth the space- Hence
the cargo. Product tankers are sornetimes fitted with heating coits in f[ !U Otrgoes are canied in a liquefied form. Even in liquid form, the
tanks to maintain the cargo in a liquid form and facilitate disctrarge. drndty of gas cargoes is just around 0.6 that of water, so being light and
and ballast was altematively canied in the same tanks but with faqulflng much space, gas cargoes are very often loaded in tanks on deck
pollution regulations, now ctrgo cannot be canied in ballast tanks (except Ef tfu hnka extend to very much above the deck level. Gas can be liquefied

emergencies) and ballast is canied in segregated ballast tanks(sBT) Ey pntrurlalng, by refrigerating or both. This gives rise to

can only be canied in cargo tanks in healy weather after washing is ce

llPrrrurlcad cargoes
out- sBTs are located along the ship side and protect the catgo tanks ll )lrml prcasu rized/semi-refrigerated carg oes
damage in case of a ollision or grounding. They are now evotving lll) lully rcfrlgerated cargoes
Double Hull tankers. As oil cargoes give offflammabte vapours urhicfi
be explosive, they are canied in an atnosphere of ine( gas. lnert gas Thur wo have
produoed ftom the exhaust gas of the boiler in an inert gas plant.
llPrrrurlaed ships
tl)!tmt preasurized/semi-refrigerated ships
blChemical and Parcel Tankers
lll) Fully rcfrlgerated shiPs
For thcro respective cargoes.
Sine the last cenfury industry has seen the increased use
chemicals and theirtransportatsea has ledto the development of a
lf the orrgo has a critical temperature above ambient temperature, it can be
class of tankers called cfremical carriers- chernicals include acids,
llqUrflotj by pgessire alone. Critical ternperature is the maximum
ketones, olefins and many such mrnplex substanecs. The caniage tlmp;rature at which a gas can be liquefied by pressure alone. lf the critical
chemicals require special care and knowledge as these cargoes can tampailturo ls below ambient temperature the gas has to be cooled to
bAleW lts crltlcal temperature before it can be pressurized into a liquid.
extremely, reactive, corrosive, expkrsive, sensitive; etc. Theyare canied
 The main types of gases carried are Liquefied petroleum gas 0Ohtrlners in each port and have a fast tumaround. The stowage of
Liquefied Natural Gas (LNG) and Ethyrene. LpG is derived from dis Entrlnors is carefully planned by a loading program which stows the
of crude oil and is made up of butane, propane or both. lt can be canied oenttlner ln a slot that is accessible for discharge so that there is minimum
pressurized orsemi-pressurised tanks. LNG is obtained from the fhlftlng. Container ships are now some of the biggest ships at sea having
earth.
consists of mostly methane and maybe ethane. Ethane is canied at -104 ilproltles in excess of 18000 TEUs. These big ships are employed on the
and methane is canied at -162"c both at ambient pressure. lf the tanks filln trade routes and the containers are transshipped to and from the river
required to carry gas at a pressure, they will be thick-walled, having Forta rnd emaller inland ports by feeder vessels. Door to door delivery
of a
pressure rating and cytindrical(Type c) or round(rype B) €Ontfln6r wlth safety, speed and efficiency entails conect declaration of the
in shape so
the pressure is equal all over with no stress concentrations and will be €|nblner contents, its weight, properties and other particulars to ensure the
standing. Tanks whicfr are refrigerated will be insulated with a primary €Ohtflncr ls safely handled and canied on board passing through customs
secondary banierto prevent the cargo coming in contact with the fhd borders without delay or damage or deterioration to either the ship or
Fully refrigerated ships are not necessarily round orfteestanding butwilt €entllnrr and its contents.
thin walled, highty insulated and depend on the shipside for their
Ethylene caniers are the most sophisticated of the ioflorhlps
tankers and have the ability to carry most other tiquefied gas
(except LNG) and also transport ethylene fully-refrigerated at Ro-Ro ships or Roll-on roll-off ships carry wheel based units which
atmospheric pressure boiling point of -104"C. Refrigerated gas lil CflVfn On and off ship. These ships may carry only cars and are known
have a reliquification plant where the vapours from the cargo tanks (boil il PUn Car Caniers (PCC) or cars and trucks (PCTC) or a combination of
are drawn, reliquefed and sent back to the cargo tanks. flm, trucks, buses and other cargoes on trailers' Ro-Ro fenies carry
lnIangcra along with cars or other vehicles and are very common in
Containerships CWIIOpCO countries of the world. Ro-Ro ships have severaldecks around
l0 - f g, The decks are liftable or hoistable to accommodate vehigles of
A contai rerfo a iform of un itization ; consolidatin g m any smq I packages i
I
y1flggt holghts. Liftable decks are in the upperdecks while the lowerdecks
one unit wtrich can h f,randled easily. lt prevents damageror theft and ma moru Bturdy to take heavier vehicles. When the decks are lifted, the
of all, prov,ides,for doo,r b fuor @,ivery from shipper to con sig nee, ilprclty of the car canier reduces. Capacity is denoted in Car Equivalent
various rnodes of tlansport, wftthq*t intennediate stuffing or unlt.(CEU).
contrainerisatim has rnarry advantagres incfudirq qpeed and efficiency
most conmrodlties *ldcfr used to be shipped ,in general cargo vessels Ro-Ro ships have a ramp astern, atthe bow or at the side which is
now being stripped iln ryltainers. A container ship is divided into cells lOwrrrd and over which cars are driven into and out of the ship. The interior
slots by cell guides. The pqition of each odl is indicated by its bay ( drokr tro connected by interior ramps. The cars are parked in a system
aft position), w {port or starboard position) and tier (vertical po whleh pcrmlts adequate lashing, easy dtscharge and minimum wastage of
Most contairss ftave a dimension o,f 20'x8,xg/! and each
equivalent unit (TEU) fits into one cell. Two cells are merged
accommodate a 40'container or forty-foot equivalent unit (FEU). The The ahlp has long continuous decks which provide a challenge for
guides secure the containers below deck and container lashing ttilngth, watertight integrity and fire protection. Transverse bulkheads are
needs to be used to secure containers above deck. Containers are provldrd wlth large sliding watertight doors wttich are closed at Bee.
and discharged bygantrycranes. Containerships load and discharge IXhrutt fans remove the vapours which accumulate on the car decke
dUrlng loadlng and unloading. The ro-K, spaces are fitted with spflnkler
lyrtamr and other equipment forfire protection.

t-",
 9!!ot" rupply vessels (OSV) & Mutti-purpose support vessets CHAPTER TWO
(il8V|tTusr

These ships are engaged in servicing the oir rigs in an oirfierd. .flSIc coNcEPTS oF cARGo WoRK
They carry water, fue!, provisions, stores & personner to the rigs and arso
l0 work involves the planning, loading, discharging, stowage,
other equipment like pipes, barytes, drilling mud, cement, etc. They lnd care of cargQ The term 'to keep things shipshape,has, over
bring back waste for recycling and disposal. They also provide other
services like anchor handling, rig movement, fire-fighting and emergency
}lff] rvolved because, on a ship, cargo, stores and other equipment
thWfd and looked after with meticulous care in order to avoid delay,
resc{Je assistance. They may be fitted with a helicopter landing platform Or deterioration.@ris is necessary because a ship at sea does not
and provided with oil spill containment and recovery equipment. Cl f rtable platform like a warellouse ashore since it is subjected to
filOtlons llke rolling, pitching, etD fne' practice ol cargo work has
Oil rig work often inyolves precise precise positioning of ovar the ages into a fine art and it should be the aim of every ship's
equipment and the ship often hds to navigate and stay in a fixed position bl a proud and respected exponent of this art.
while survey work, rig operations or placemenurecovery of equipment matn aim of a ship is to carry cargo (andlor passengers); it is the
@tf
takes plaoe. For this pupose the ship will be equipped with special lOr whlch a ship is built. Hence cargb work assumes utmost
motors for dynamic position which will maintain the ship in a precise A few decades ago, shipping was characterised by the
position even in wind and moderate weather. ship's staff must be 'general cargo ships'. (n
ol'general @r these
tnese ships a wide variety of cargo
specially trained to operate these kinds of ships. ffiad Whloh lncludes bales of cotton or jute, crates of machinery, paper
f6Odftuff, chemicals in drums, steel products, pig iron, dry bulk
work on an offshore vessel is demanding and the conditions not llhr graln, fertilisers or ores, bulk liquid cargoes like vegetable oils
so comfortable; henc6 the seafarer has a shorter working stint of around FgdUOh, deck cargoes of motor vehicles, containers or timber, reef,er
45 days with a rest period of around 15 days. lle ln nfrlgerated chambers, valuable cargo in lockers, reCent
however for efficiency and economic reasons, shipi are being "t)(n
lor specific trades. Thus we have dry bulk carriers, container
Cluestions
lorrat product cariers, refrigerated cargo carriers, oil and product
ohemlcalcarriers, liquefied gas carriers healy lift ships and other
1. Make a list of ship types you have read in this chapter. Add to
vessell
this list ship types you find are not mentioned. During your training
perbd visit as many types of ships as you can, photograph them and Thf huards of each type of cargo and the working of each type of ship
study their cargo operations. dlllrr vaatly. lt may not be possible for an individual to have experience
2. How could damage to cargo occur in a general cargo ship? dl typm of shlps. Hence this book, while explaining the basic principles-
€afgo work ln detail, will also help one get an understanding of the various
3.What is the difference in the trading pattem of a general cargo
ol eargo work on different types of ships.
ship, bulk canier and container ship?
4.Explain the following i)OBO ii)DWT iii)SBT iv)ULCC v)TEU Be lot'a atart our study of cargo work with an understanding of some
vi)CEU vii)LNG viii)PCC ix)VLCC x)pCTC xi)OSV xii)MSV bllh oeneepts referring in general to all ships but specifically to a general
S.Discuss the differences in the way cargo is loaded and srrgo.hlp,
in a Bulk carrier, Tankeq Container ship and Ro-Ro ship. pt(nt"""rent is the weight of the ship and all its contents. lt is
6. Which type of ship would you like best to work on and radry?
 Bale Capacitv Grain Gapacitv ,/
gfitnCapadty : lt is the cubic capacity of a space when the length,
Stiffeners bntdh*tnd depth are taken right to the plating. Allowance is made for the
YOlUmr oooupled by the frames, beams and stiffeners.

Obvloualy the bale capacity will be less than the grain capacity in most
€laal bUt they can sometimes be the same in certain bulk carriers, ro-ro
dil$, ato, u,hore the hold sides are smooth with strength members being
Etfrtad lnrlde double bottom and wing tanks. However the bale capacity
eln nrvrr be more than the grain capacity. When loading grain type
€ffiEat whlch can flow into allcomers of the hold and in between frames
lfid tprr eelllng, the grain capacity of the hold must be used. When bales,
blglrontra, cases, drums, etc. are being loaded, the bale capacity must
E urrd.
gN dotL
Spar Geiling or Sheathing fi
Cargo Battens or Tank-top Ceiling ""P,1
Fiq.2.1 : Bale and Grain Caoacitv allrld
equal to the weigfrt of uTater displaced by the strip.' ' ,r.dr#
. SISeLACEMENT = Undenratervolume x Density
@lr^*(draugilrt) is the depth of the ship below water. lt is
fonrvard, aft and amidships frorn draft mnarks which are painted on
shipside, portand starboard side. flc tp8
?,
/ ar, i 'i,ttn
When a ship sails from water of one density to another, the
remains the same but the u ndenryater volu me and draft chanle!
i,
p*rf iJ.t
;KetoCeMENT = Light ship + Deadweight
t",t*t*
y'nn ship is the weight of the empty ship. lt includes the
and spares necessary for the ship and just sufficient fuel and water to
the main engine and boilers.
I
,pGadweight is the weights on board the ship. lt includes fuel oil, Fig.2.2:Frames and SPar Ceiling
oil, fresh water, ballast, stores and cargo.
,ltowrgc Factor is the volume occupied by a unit weight of cargo
Ulglly expreesed in cubic metre$tonne (metric) or cubic feeVlong ton'. lt
,{* : lt is the cubic capacity of a space when the :hewt the rpaco occupied by a tonne of cargo.
is taken from"^O^"ity
the inside of the cargo battens, the depth from the top of
(Nsls: I m€trlctonne= 1000kgs; 1 longton= 1016 kgs.)
wood sheathing on the tank top to the underside of the deck beams and
length from the inside of the bulkrhead stiffeners orsparceiling where t p, Etowage fac'tor of cork = 6.1 2 my't
Elrrrvrge lac{orof copper ingots = 0.32m'll

11

I
 st = !.&'(- fi*U = sf + (srr hf rca)
ly'aal ( vvl oru,r!,,a lrl co,af, ot

Note that stowage factor is the reciprocal of density. Cq1SoeS"Wthr tnf, lt la expressed in tonnes/m'. The height to which o can be
high ge_nsity h;ve-eiow Stowagitl-Actqijln"q.rffi versa.--ii iJ important to r deck ryitl {ep9.'Uel*t}elpad*deisjly-sff h,aldeeXsls -the-
clearly understand the term stowage factor;that it expresses thevolurnb of [orcIffre-c=qrggj
:qace that one tonne occupies. Thus heary cargoes have a small stowage : lf the load density of the above hold was 8.5Vm', to what
fmr andliliHtcaiEbesfiaVb a high stowage factor. sould you load the above cargoes, taking into account the broken
To find out how many tonnes of cargo can fit in a particular hold, the n?
volume of the hold must be divided bythe stowage factor of the cargo.
Te ttnO the weight loaded per m'in the hold , we divide the total weight
Yfu*^e. How manytonnes ot bicyctes (SF i.1O), beercases 1SF bythc totat area of the hold.
Y.95) and granite slabs (SF 0.48) willfit in a hotd of length 12.5m, breadth
9manddepth 6.3m? l0r weight/m'= 199.68 = 1.775
bloyctes,
\ '12.5 x9
Ans. Volumeof the hold = 12.5x9x6.3= 708.75 m,. Fgf borcases, weight/m'= 339.68 =3.01 9
Weight of bicycles that can fit in = 708.75 = 228.63 t. 12.5x9
3.10 F€r gnntte slabs, weighllm"=1327.74 = 11 .802
" "beercases' " ' o=7.@J5= 363.46t. 12.5 x 9
1.95
" "graniteslabs" " u o=ZQBil5,=1476.56t. lYl ern see that for bicycles and beer cases, the permissible load
Of the deck i.e. 8.5Vm' is not exceeded. "9-o -qe
cqn -Lga[!he*s,-e
,/ 0.48
lully to the maximum hgSltlgl_Ih9_h_o-ld. However in the case of
Stowage is the space between packages which remains -l
unf "flroken
illed. This factor varies with;Sg[pe o'[ggrgoand ]beshape.ffihg_hald. flrbe tdC load density of the deck is exceeded if the hotd is loaded
It is greatest w{ren the.packages are of a large size and irregular shaire. IO mo height of the cargo must be reduced so as to be within the
load density. This heightcan befound out in two ways :
a of the volume of the cargo and not of the
stofgd in.Broken stowage stowage factor to llnot a load density of 11.802Um'is obtained when cargo is loaded to
qet the correct volume that the cargo will occupy.
"/ mtxlmum height of 6.3m, a load density of 8.5Vm'is proportionately
lihlnrd when cargo is loaded to a height of 8.5 x 6.3
I
l0/6rked example: lf in the aboveexarnple, the broken stowage of bicycles, 11.802
beer cases and granite slabs was 14.5%,7%and il 12olo'r.espectively
I
many tonnes of each would you be able to load in the given hold ?
ll t,6 tonnes can be loaded on an area of 1m', the total weight that can
Eldcd over the entire area of the hold
Ans
":t** ?I'::Tr." :i:lg:)'"'":;ff:;il:f =
krd Density xArea = 8.5 x(12.5x9) = 956.25tonnes.
ii"* "granite slabs= 0.48 + 1 1 .2% =0.5338rn/t
Tht volume thatthis weightwill occupy
Wei ght of bicycles th at can f it in -- 7 O8.7 5 -* 1 99.68 t.
x Stowage Factor = 956.25 x 0.5338 = 51 0.446m".
3.5495 =lVelght
" "beereases " 4 4u
=7O8.75= 339.68t. Thchoightof thiscargowillbe= Volume = 510.446 = +1537m.
2.0865 Lx B 12.5 x9
" "graniteslabs" =708.75=1327.74t. ,pf rdweight Gargo is cargo on which freight is charged on its weight.

, |t'raaurement Cargo is cargo in which f reight is charged on the volume

€€Ou;tlttd by the cargo.

13
12

i-
T 14o(t't l'e,,;f/-
(rlr) ',
{
,l,ri,*P4o
""bv -'> blu

/y. How will a shipourner know when to charge freight on weight and wht BILL OF LADING
tocharge on volume? TO BE T'SCD ISTH CHARTER4ARTIES

e. (snip is utilized most effectivety when her holds are fult as well as she
BrL llo. Ref€@nce No.
loadtid down to her maximum draft. This means that she c4nnot load ar
more weight nor is there any space available to load cargg) lf she loar
more of a light cargo, the holds will be full before she gets down to h
maximum draft, whereas a heavy cargo would bring her to her loaded di
E
I before the holds are tull. .A stowaoe factor of around 1 .19!.f_is psgd_gp_g
basis forcharoino frei with a SF above 1 .2 m.rt are
Ue'ry{gs$rle$gsel1awslqF qss thaf-?rn[erp gl+tg#_on t ,

I weight.QVhether a ship should load deadweight or measurement cargo

any particulartime can befound out by dividing thetotalavailable space (
the ship by the available deadweight. This will give the ideal SF llr.rlp0onof Ms Gtossueagt{
I
maximum capacity utilisation. The available deadweight is the differen
between the load and light displacements makin g allowancqs for the weig
of ballast, f resh water, f uel and diesel oil. sto res constant etc)

ffin^lcargo : lt is cargo,urhich is to be discharged at one port or anoth

ffiy"t'
'as decided by the shipper b€more the sfiilp reaches the discharge por
Such cargo must be stowed so as to be availaple at eitherof lhe oplior
Ports'
i,l'*d -it'i,1t,i11',h'ot'r,ffff#D
., ,I VV CARGO DOCt./MENTS' A'I
(ot wtrlcfr on deck at shipp€r's ridr the canier not
bdm rcroonsible for loss or hoflsoeverarisino)
Frtlght payable as

,,rh"rurE,r1r"uffi.
.!
; kr,'-,,
(!his is a receipt signed by the mate of a shipfor cargo thdt is loaded
le^,
CHARTER-PARTY&ted

FREIGHTADVANCE
Raoolvod on account of treight :
board. lt contains detailsof goods to be shipped and should be available
thp mate before loading starts. He can then use them
tty: Tlme ueed for loadins da\6
t., As apre-advice of what to expect
./, aHIPPED
Idrea b hc
lt the fbtr oa badhg in appaHt good oder and odiion ql b@rd lhe Vessels for
P6t of Dlsdraqe a s nqrltrgeto as s*re may s#y gFrtte goods sp€dfled
,r'
/ r,T o plan the stowage of the cargo EY.,
{ To note on them anydefects in the condition of the cargo, shortages $tlght, rnrlum. quality, condilim, 6ttent 8nd Yalue unknolm.
WII{888 who(e of th€ Masltr of Agenl of the soH vffiels hG Cgn€d lle lmb€r of Bdls of
It{
other pertinent comments regarding quantities, marks and description -hours.
tdh0 Hlcdcd bdou, all of th€ thir tonet and ese, any d€ drttidt bCrg aoco.nplished the
d*rlrrllb.wld.
the goodgr) IOi COf{OMONS OfCARRIAGE SEE OVERLEAF

the mate's receipt reflects the condition ftfrlmnUoet Place and date ofissues
,l is necessarythat uraililt' agallr!'r rrre 51ilIJ ailstilg a[ ut(,
of the car
auuularery, tuPreverll. ut$ullarge [,|
fXFf ol orlgln.l B8/L Signature
as comments on ttle mate's receipt appear on the relevant Bill of Ladir
The mate signs each receipt when the cargo covered by it is loaded. lt
given to the shipper as a receipt who then tenders them to the agent
shipowner in excfi ange for the bill of lading.

Fig.2..3 : Bill of Lading

14 15

\
 lr, 7'q' { v i
1,' t ,r,,,o
o
y/.a,u"tr."o,"n (D f,,,,n,
,|,'t'f,(r
41|,.,"',r;1,
.2
60
() Thr blllof lading performs iiilee main functions;\,^,ca
1 ,l,,x,,tt)yrttt
il

(,
16 Itlf a rcoolpt forthe cargo signed by the masteroragenton behalf of the
o
qt
q) o I
ityn.r ., 7
ifiNt, ty't
3l
z
-I
D ll lr r docrrT6nt of titie to the cargo..The holder otthe bilt"ef.hd"ing-ifthe
lhuq.l:go.+1p,. it i s g he gqllab !e. d9-9um-en-!* whi ch Eeans tat tle
6 E
qt l)
.l z
E
Eolt (, z .flt! br sold tusJ.!y.:t-sr1g1g-eI'$-qil:Eg['g-t[e-^bilkfje$ng!n-Sp-
Ed A
z p-1 ef lhr now buyer.
o ll lr cvldonce of a contract between the shipowner and shipper,
nd
(\tl rl J^
Ft<l cX
sFl z)
nal <D
drE
6' tsl 9z
tH
ocl <c
o.^
o.= I ef p:ylblo, date of loading and name of the ship. The reverse side of
EZt
ul3 bllldlrdlng contains the terms and conditions of carriage. (see Fig. 1.$
{lc oO blll ol lading must contain an accurate description of the condition
zla 6.9 lEC rno ltc weight and quantity. where it is not possible to determine
=lNt x'E
slEl 2Z
-ffOt wctgnt, quantity oiquality of cargo (e.g. in bulk cargo or if the
z4 L ln oaces, cartons, crates or containers), the bill of lading should
q<l
ezt
., til
q) tll
22
22
Ei
F
-c
i? Eis 244
od
<o!

;Nd
t Eg
o*
U
ZZd
fgabtn terme llke "said to weigh", "said to contain", "shipper's weighf, "in
:pprnot good order and condition" and so -oDvery often shippers insist on
I Bmn" blll of lading i.e. one without any clauses as to condition of cargo,
i.i i=
.)>
s=
;i zl5
a9 (, q.:
oz llllfi Oflerlng to indemnify the shipowner against any cargo claims.
E9 gl3 >: ,Il<

@
<RF cci
EE HSU:Vcr thln is a f raudulent practice as the shipper's indemnity letter has
o(J ;*o U> FIJ>t
8Et O!(C ED
Fc< Zo liabilityfor, ,
o Ell
trE {6 h€ hEat alendlng and the shipoyvner will not be aqlP 10 escape his
,,t,,.,i!ti,ii'::i#r', uF:,*, ,tY,,fr.ff'o;,r1,,:ryt,'"t"t"'it'"t' "r
v.d
ot- errgorrratrnn
cq
c)C A btll ot tading id firh{olitOledocririre$.ranQztransfer of ownership and
Ee dsci
6l< .io t: fhr bUytnU nnd selling of bills of lading is common practice in international
lmtle A lrlll ol lading may change several hands before it reaches tfreiparty
EDA liJIJ
ql
a l<il
x!EQ
€,
Dl'19
<az Sto Wtll evtttttually claim and take delivery of the cargo at the discharge
rlzq pgtl llre ltttyor expects cargo to be as described in the billof lading;hence
o o o;i
F (, lf ttty rlettr;tort<;ios are not mentioned therein, they will be ascribed to the
o
rd 3 Ehl;trtvyt ret'rr ttttglect in the care and carriage of cargo.
lr e-E
.',lr llyr e argo Manifest
t
t
z E€;
2?o
2 I 1'llre r:rrr1;() manifest is a list of allcargo on the ship at any time. lt is
Fig.7..4 : Cargo Manifest:

16 17
 ,,,V
,$
prepared for customs purposes primarily but comes in useful for
other purposes such as tallying of cargo, checking against over ca
{, A thlp'a hold has a bale capacity of 580m.and a grain capacity of 6S5m,
:nd la llllrd wlth maize stowing at 1.37m'lt. lt is now intended to discharge
and forticking off thecargoes whose billsof lading havebeen sighte!) I ti t ol mrlze and load bagged majzein the same hold. The bags.are 0.5m
Besides the names of items of cargo, it contains the weight, quantity I B,lm I0,3m and weigh 50 kgs. The space lost between the bags is 11"/o.
number of packages and the compartment loaded in. When danl
cargo is loaded a separate manifest for the same has to be
Proper shipping names must be used for dangerous cargo; trade Thr dlmensions of a t'ween deck which gave a bale capacity of 780m'
are not permitted. in addition the commodity must be identified by I im x 1 0m x 6m. This space is to be filled with 22O t ol cotton bales
U.N.No. (t,F, l,glm,/t and 8.S.7.5%) and carpet rolls (4m in tength and 0.85m in
dlfmtlul, What is the maximum number of carpet rolls you can carry and
how you will f it them in with a plan view of the t'ween deck.
EXAM TES FOR EXEHCISE
A hold 8m x 6m x 4m is to be filled with steel pipes (S.F. 1.06m/t) and
y How many tonnes of the following cargoes would fit in a hold 1 2m x
drumr (S.F. 1.85m,1t). ,ll the load density of the tank top is 3.20Um.,
3r5m, ffit
UFB ttfirt hrlght should the steel be loaded so that the hold is fitted without
jz7 Withoutanybrokenstowage?
j{ Withthebroken stowageasmentioned?.
tfffdhg tho load density? How many tonnes of steel pipes and paint
ffinrgrnbcloaded?
Caroo Stowagefactor(m,4) Broken Stowaoe
A hsld 1 4m x 1 0m x 3m is to be filled with jute and cotton
bales. The jute
mttrure 1m x 0.5m x 0.6m and weigh 180 kgs. and the cotton bales
a. Copperlngots 0.31 8o/o
ffiilUru I m x 0.5m x 0.8m. and weigh 250 kgs. How many bales of jute and
b. MachineryGase$ 1.03 13/o' Would you load if
c. RubberBales 1.61 6o/o
lhr rhlpownerwas paid bythe tonne?
d. Jute bales 1.94 6.5"/"
thr lord density of the deck was 1 .86Um,?
e. Chemicaldrums .il f 11 -2o/"
lhr lrclght lor jute was $5.50 per tonne and the freight for cotton was
f. Cinnamon 2.86 NIL
l+oprrlonne?
g. Steelbillets 0.34 7.5%
h.Wirecoils 0.76 13.5%
V ll lhc BWt of the slings used for loading was 1.5 t, how many stings
Euld you raqulro in theabove threecases?
i. Tyres 4.12 15/"
7j. Logs .7'
2.38 11.3/" A crrgo heild 22x15x12 of bale capacity 3900 and toad density 5 Vm"is to
h flna Ett aa lo maximize the freight earning. The cargo available is
/ How many tonnes of the following commodities will fit in a hold
SE Freight
dimensions 13 x 10 x 8.5 and bale capacity 101 5m'?
Cargo Stowagefactor(m.t) Broken Stowage Steelbillets O.7O $70l-pertonrle
Cotton balls 2.80 $50/-pertonne
a. Wneat\ 1-32 Nit
HcW ntuulr ol oaeh cargo will you load and what is the freight earned?
b. Fruitcases\) 1.98 4.5"/"
c. Bones in bulk\ 2.23 O.81"
d. Bagged Rice\ 1.63 6.O/"
e. Scrapmetal 0.67 1.2/"
\
18 19

LL
 pfr,uJnart ril w|",, I

I. iirlri't lll'lr
rr)
,,1..{
' t rrnid

tdtfirkarl und, if necessary,eau-lkedJwith oakum and ta-/or other

flllors. These measures will prevent the suctions from being
Ity dabrls while allowing free drainage of water into the bilges.
Iltr vcrrlllntion system is to bg,Iried
out for proper and efficient
freelffhe ventilation system may be used
lhrrtrrg) I lnps are to rotate
tIefollowing: ,,rf,,'r,1 t!{ u"za-/ dfylhelittlrtufterwashinQ A- L,ve. hl,t,,.', :l1!ltrv" ja, h+&l
*[fii.tw*l
Ll1-0..r-,^r
l$<} fihr r)o. uystem and-smoke det6ctindiyst6mLbt the'hotd is to be
a ,. Structural damage andrdefects. This could include damage to
9r) fiA*al llto CO, system is to be blown through with comp(essed air at
L-{A!K tgd, Ujggng bilge cover$, broken tadders, damaged cargo
E$dl lrrlervrrhr and checJ<ed that alllines and outlets are clear)
limber boards or tank top ceiling,ldented coaming$ leaking hatch cove
etc.
etc. Lo:-r.,,,t^i,l
n f:'l t.t-l-l..ll olt lr
t > l^ ol, tfi,,( !, q/.tr'<
lr'n,,t 1 .,'.1tir,,
L.r,t r-!a :fi iv n /i,
t
)r €1rar rtalllrrg is
l:
bl,.jkl*il,$oandrepaired ilrequired.td H-at c.h
g5ru! lntl/tarl)aulins'tro
d-f be checked to be in good condition. lf mechanical
B/rrn"o,,,ri to. ti"lr,.so. The hotd must o" tikhu etc flttod ctrectirrat tli-ey-a?i!-weithertighi, the track ways are clear
"r/"""0.to, ",*o lhr ttltrlotrlde of the d,onioii\ are free from any residues of the
Itrtatg(f. ,-: yitlwt t
r" r /..'t
-suCh ['tli"7'"1
As ladders, ventilator ducts or converging ship sides especially trtrl rellrr, chains andLstaUlchions lare to 6e plAced around open
overd.i111e-.n9!9.[qJ.-_cargo myst pe identified aqd gthgr guch preparation thokr aB per dock regulations. All openings are to be fenced to a
becarriedout in SdvanCe \ el t tn) This is the ship's responsibility when stevedore labour is
A list of items to be checked and jobs to be done priorto loading is g ln llto holds and even when they have breaks or afterthey leave for
below.
4;; r,r1,1,,1 l;,[ t
,._ l{ *, I lghl lt rg hr lh o hold must be checked for proper f unctioning.
,'7-" r r\Lrnrur
IIQLD PREPARATTON t.Lo ",
r \i']' 1l Mrrrrr ol nr:r:oss(doorways, ladders, etc) are to be clear and safe from
'vrt {J
.f .
7. Holds should be thoroughly swept an{washed depending on the cr aHv ltrlerrh
to be loaded. A final rinse with fresh water letards corrosion and acceler l/(rtu,, gottt must be thoroughly checked to be in good, working,
drying. Special attention during cleaning is to be paid to egtd111611 arxl lrr lo be rigged readyforloading}A/inches are to be tested and
t
. plgces e.g. behind frarrles, top of beams, underside of hatch covers etc. l*;f6tarlwotklrtg.
Bilges are to be thorougtrly cleaned and washed. Bilge suctions r l{Gtlteaf lltros to the deep tanks-q!d ballast holds must betblanked if
,/ 3?,:;',r
be tried out satisfactorily. lt is important that this be done prior to Hltgrlalrirolrrudedinthefpaces.'- ,,
loading, es shoul! water enter lhe hold through any means and the bi PRECAp/ONS WHEN CARRYING CARGO a $,{a,,tt
,c-an s n ki n g.-\
not be p uilpeti-out,' ihe iel5 enery dang6i of th e s h ip i

,f-noie no*e" (strum boxes) aroto bJcleaned and placed securely

position. A llrnrorrglr krrowledge of the fire fighting system, fixed and portable on
/ _ Agesmay be lime or cement washed orcoated with bitu mastic paint, tlre rlrl;r le rorlrir orl of the duty officer keeping a cargo watch. When loading
{ ai;es should be free from any traces of previous cargo and contain I €ttf r,Er[n llrr wrrys and means of fighting a fire, should it occur and the
water or foul odors. ( OeoOoriiing wash or ozonator may be used le*elhrn nl erlulJrrrront necessary for fire fighting should be known. Some
"sweeten" the (make them smell sweet). T'ween deck sc ts€tgne€ ern llrrlrlo to lreat up spontaneouslyand catch fire. The fire hazard
\ilges
should becleay' Ht flr,lr r,arg(,o!; and others must be known to the ship s officers.
Agrl;rtlale pror:rrutions must be taken to prevent a fire which will include;
(v,
21

\
 e)mr^t R. .'lu
fi 7 *.)
tf'( l0 twt tl
1r')s,o
(( ) ()twf
(';yulurttv r&
utw 1r {;k ;tn
.t;t i:: ilrfV'W,'l"{.,'1..,
1'\/
+ ,/, ttto smoking signs to put up and stricily enforced. ItlllCrtlrrrltrnlo vontilation often does more harm than noventilation atall.
xV N"""n"J iiii,l'to be permitred on deck or in the hotds. ,l il rtevonl the formation of sweat, ac3lefulwatch should be kept on the
;'/ $re-tighting apparatus is always to be kept in a state of readines)
rel ilrd dry lrulb temperatures of air inside and outside-thq hoE;fo-'tS
{
some combustible cargoes, the fire hoses may have to be rigged ready
use, the fire main charged and portable fire extinguishers and foam
icgrd tl rat llrg tlow point of ll19 ,ou!9--rg!-g3[ ig*l5xs-than ilre--d-ew{19+ntd'theat-,
il11ldf lfte ltttltl, then only sholld-yentilation be carried auJJ
tt]e aim of
kept standby nearthe loading area.
ygtlllallr lrr trltottlcl be to replace the air in the hold with colder, drier air which
4$. Spark arresters are to be fitted over the funnel, galley exhausts
t
har ftrwer rlew point and so prevent the formation of sweat as far as
prlhle,'
s PtJ:Xllllil?r., or paintins is to be in progress on deck or in
cgrgo area to avoid"nippins
creating sources of ignition. ild. f 1ha1y the dew point of the outside air should be less than the dew
fup1 1l llre nlr inside the hold when ventilation is carried out. But since
it is
,,6., Flashlights, walkie-talkies, etc. are to be intrinsically safe.
# il I'lo oi[ waste, wood, rope, gunny, etc. is to be left in the holds or on fld ;ltrlk:nblo to whirl a psychrometer or lower a hygrometer inside the
uylere it can catch fire by spontaneous heating or otherwise. tH Wr rtro llro tomperature of the hold air instead of the dew point to obtain
Fire patrol and gangway watches must be maintained. allltly grxxlldea whetherventilation should be carried outornot.
, .,rJt6. ,
l"ag{veer AN D vENTt LATIoN IEbd $€mplq: State if ventilation is to be carried out in the following
(!fu m idity is the amount of water vapour contained in a parcel ol aiD
salil
r .C
F-E,,tur,r, "r.p
@:tatiue Humidity is the ratioof theamountof watervapour
a parcel of air to the amount of water vapour that will saturate it at the
5- Drffi
temperaturg) -lffi
I p ?t"sz6
(P** point is the temperature at which a parcet
saturated and water vapourbegins to conOense ou)
oJ air if cooled,
[ ,'?:,,
@weat formed when the water vapour-in"the.air condenses
!S 4E= I r orn the dew point tables f ind out the dew point temperature"
trya191- Q.rqplets wtren.co:sled he_lgw,i$ 96"ry_Itoinl. _Sweat may be tr Ire rkrw point of the outside air (26.8.c) is greaterthan thetemperature
two ways and i.s.' known ag-lhiplS.Sweal and.pargq s_Weai,) nl llra elr lrrsltlo the hold so ventilation is not to be carried out.
IY ea, v6ltilation can be carried out as the dew point of the outside air
i9_forrned when a-ghip ggeq trom a warm place t-q
(SJ:tp5_s_Wga_t
lEj krss than the hold airtemperature.
h ( ;) lu
ailrr lhe caig_g_ ["91d iq warm but !.!_e air suirounding the
=plqge"*,*Ihc
cold. This cold air cools the ship's structure and the warm air insidel
tt Ire r lflw groint temperature of the outside air (21 .1 €) is almost same as
which is in contact with the ship's sides and deck gets cooled below llu lr||[,I ntr lomperature and ventilation may be carried out if necessary for
polnl This- cAUse.r tt_!_q giv"e, out w€ler vapotn which condenses, !n llu r,atgo rtt lor ontry into the hold.
g{ wStgl qlgpleJ.i.on the shipsides and deck. This ship's sweat Ver rt ihrlton may be done by natural ventilation or forced ventilation.
gown or drip onto the c4!1g9.;
l;r rratrrrirl ventilation the wind is caught and funnelled into the hold
,
{-ba.rg.o s.w-eal m9,-s-!Jy,"9Sgur1s wheq ventilation is carried-out while lhtlrglr Lrrl;o rnouthed cowl ventilators.*,Ventilation can be canied out in
[gm,acg[d!9"?",war"l]mlegp*rhe,-c-algoiggold-a1d-lle Itl wayn llrlough and surface ventilatiog/
llttrtttgh ventilation air is passed,ov--e.tjh-e entire'areaof "the hold right
, l;1

rfiun lo llro lnttom. This is done_b1y trimming(turning and directing) the

should be restricted until more favourable conditions are l*warrl vontilator into the wind and the windward ventilator away fro.m the

22 23

\*-
(
wind. The diLqctiorr used here- is the apparent wind direction. The
airflow rates are achieved with through ventilation. ) conte!!_oJ-1h9*Wirs?ge_ntmgyeLq_o3_9[ggel93.
(S-U.rfg-c_g.ye$.ilajion is carried out with the windward ventilator tr
I)LES FOREXERCISE
into the wind and the leeward turned away from the wind. This is nece llla lf vontilation is to be carried out in the following cases:
foi"certaiii cdfiolit'iucrr as cgg.l_yher" onry the surfacd'of tne iii$tiG
.rg:ll3ggl3lllrggyrgose-o-f rgmoyinghea,!gase*s_o1-o_gggg)
Wet
THROUGH SURFACE
'\ 1 15 't2
,,\ Jrr*
I r''l"
i\.ui)'.t -Wind
(*- -Wind
€-
? 19.5 17
:r 14 10.s

llte rlamage caused by sweat may be minimized by adequate use of*,

il_..-r
v\ (- <- €_
I
I to line the boundaries of the compadment. Dunnage keeps the
ewny from the steel shipsides and tank top thus facilitating air
+- ,^- <l rrr and preventing contact with moisture and condensation. The
-

+-
J\---+ dunnage on the ship's sides is known as spar ceiling or cargo
,' ll consists of timber, about 150 mm X 50 mm fitted over the side
Irorizontally into cleats on the frames. These cargo battens are
5p*:rtl approximately 250 mm apart. They may also be fitted vertically.
.1, _+ 3p:t oelllng may also be fitted on the fore and aft bulkheads of the hold.
ffte lsrrk lop should be covered with a single or double layer of dunnage
FigA: Through and Surface Ventitation F*lrlqllng ol 25 mm X 150-300 mm timber, spaced between 250 -1O00mm
epatl rle;xlrcling on the size of the packages. The bottom layer is laid
rtentilation is ideally achieved by forced ventilation. Mechanical
Elhwarlalrtps if the hold has bilges running along the sides but is laid fore
fitted in the ventilation ducts and the system can be switched on at
-are Eft:l sll ll llro hold only has a bilge well in the aft corner. This is to ensurefree
erren in conditions of no relativg,ryln{ o"r"*r--qt!gt, unlike_n4tural
*aftrage ol water into the bilges and the dunnage must be laid so that the
Ilyr c_e1gq_ye$'JAt19.1r A!_1q,r"gm-oJ-a!q-f hgal, E?-q.,.-o-d9.-11r_s-,.-e!"-,.93Q pg lr not impaired or water does not get trapped between the
dfafttage
..ou-!lhf-qqglg*qljhS*y*oy_gge, .T_he v_-entitation system consists of one or *lttnage I ho area around the bilges must be raised with dunnage as
blowers eacfl !n th.ej9ryaf_q"g'11{ _af! p_art o_f each hotd. The biowers
*elEr l€n( hi lo accumulate in this area.
reversible i,,e. they.may_"hre u.ce-d_tS thlSw".gI j-eXhaqsll', S urfqcg
irluttLg_Lg, j,Qy,_.f:1ng*l[e__t.oSry_q.$_gngaft btowersiloppo_gite Ejer,orrrl lr;rnd timber may be used for dunnage, but care should be
*ry.ni!"e !,hio.gg.h"-Y."entilation is c"arr:ieo out either with one or one iei oi
lgken that it is free of stains, oil or grease, residues of past
fur rfnrirrro
g9.. ggd- p,-th g-a r wth all the b o we rs n t h e s qm e-*q HBlgurrs, rrrrih;, large splinters, etc. which could damage, contaminate or
-e."L$Il nin
l
$ggP -th-e. i

(ensure there is an inlet or outlei for air in this case otner.wise ,

lBlltl llm r;iu(lo. New timber should be free of strong smells or resin
vacuum or pressure in the hold may resuft) --[t is also possible for a cealltige { )kl, <lirty and broken dunnage should be lifted out lrom the hold
elttl;rtu1rerly rliqrosed off at sea. Extra dunnage is to be neatly stacked on
_aggnllg -99 Jitte-Q i11 -the"d-usl wherepJ_ th9 qry, i-s- drig_d qe_to_ie eqrlei
derh oar ly k rr lilting
_hq_!d. _!t is not then necessary to meag_qre dry and wet bulb temper
l .

24 25
 ln some ships a permanent wooden sheathing about 70 mm €Ugoes likely to mix. e.g. grain and seeds. Dirty cargoes e.g.
laid on the tank top in the square of the hatch closely fitted together.
lllr mlmal products, coal, etc., should not be carried in the same
to protectthe tanks top and does not replace the dunnage just mentioned. aa clean cargoes e.g. textiles, foodstuffs etc. Liquids in
SEPARATION S bffnta should not be stowed over other cargoes. Some cargoes
Separation is to prevent different cargoes or different parcels of
lihurnt vice. e.g. perishable goods.

same cargo from inadvertbntly getting mixed. The method of CHAFING, CRUSHTNG
depends on the type of cargo being carried e.g. bagged cargo is mUat be prevented from damage due to careless winch work
by cloth or netting. steel billets, pipes, logs or packaged timber can ln orushing againstthe shipside, railings, hatch coamings etc.,
separated by chalk marks or water paints. plastic or polythene sheets el Orrgo by winch to and from the wings, improper use of hooks,
increasingly being made use of nowadays. When cargo is packed lllnga, dropping of packages from a height, improper slinging
containers the need for separation is reduced. Wfyl. Paper rolls and baled goods are susceptible to chafing
Proper separation can subStantially reduce overcarried cargb Ufifn the vessel is working in a seaway. This can result in
can cause a great deal of unnecessary expense and inconvenience. 0ombustion. To prevent this, goods must be stowed on flat
system of checking the discharged cargo with the manifest as well as phtlorms, secured carefully and broken sto{rage filled in with
physical inspection of the cargo hold should be carried out. Omhlng may result from inadequacy of packing'or by
wlth heavy goods. Tea chests, rubber cases, cartons of
PILFERING
lre fr€quentlydamaged this way.
Theship is responsibleforthe safecarriage of cargo. lf valuable
has to be loaded great care shquld be taken to prevent pilfering.
following precautions may befollowed : rhould be stowed and secured in such a way that the sh.ip
board are notput at risk.
1. Valuable cargoes should be stored in lockers which can be locked
should be overstorded with other suitable caigo. llh rtowage and securing of cargoes depends on proper
lUpfryblon and execution.
2. Preferably'nork only by day. lf night work is unavoidable, good
in all comers ol the hsld to be provided. ox€cuting tasks of cargo stowage and securing should be
and experienced.
3. Watchmen to be put on drty. lf shore watchmen are used, ship's
must check on them f requently. planning and supervising the stowage and securing of cargo
l aound practical knowledge of the application and contents of
4. Ventilators and othermeansof access should becovered.
if provided. lf not, then reference should be
5. Hold accesses to be locked after cargo work and other means of lLHlSodaof Saf ePraslic.pfpr0.-?rrge--SJo.]fl.ageand:Ses,uring.i)
like portable ladders to be removed.
fi 1l elraa, lmproper stowage and securing of cargo will be potentially
CONTAMINATION a lo lha aecuring of other cargoes and to the ship itself . .

@ertain cargoes that can taint easily e.g. tea, coffee, tobacco, trken for measuresof stowage and securing cargo shoutd be
meat, etc., should be kept wellaway fron{ strong smells. lf a pungent tF tfu moEt Bovere weather conditions which may be expected by
e.g. cloves, cinnamon, turmeric etc. is carried previously, thqodours It€t lor the lntended voy age)
still persist in the hold and deodorising may be necessaryr) Parti
attention must be paid to the bilges. Special precautions must be
JF Afndtng declsions taken by the master, especially in bad weather

26 27
 conditions, should take into account the type and stowage position of ifolrrinlr rtumbers being worked'
cargo and the securing arrangements.
ffi;monrtng anrl evening drafts'
TRIMMINGTHECARGO and sea conditions'
*l l.r, enlrleig should be made of the weather
is carried out' the wet and dry
Trimming of bulk cargo is carried out to prevent the cargo from shifting refllv ll tdvorao. Times when ventilation
cargo
to reduce the surface area which is in contact with air. Cargoes which h ffir.t,,,ua when doing this and inspection and tightening of
a low angle of repose will shift at the slightest roll causing the ship to Ur alqoto bo entered.
When trimmed, the cargo will shift when the ship rolls to an angle greater
equal to the angle of repose. ln some cargoes like grain, securing of
to the cargo or to the ship'
grain surface may need to be carried out unless the cargo is carried in An rlert wttlt:lt must be kept for damage
I cetgo is to be rejected or the number,
marks and description
trimming holds. Cargo may be trimmed manually, by bulldozers or
for damage to the ship
trimmed, k tilrlerl. A damage report must be prepared reasons for
Iralr:h number, location, nature o{ damage, and
soon as the
tttrl llto signature of the cargo foreman obtained as
Elx'ilrn,

CARGO-RELATED DUT!ES regard must be had for the vessel's

funng,it llro loading of cargo, due
BALLASTING OR DEBALLASTING
ffi, u r:ilrgo should bL so distributed that there is a reasonable
of loading' A high GM makes a ship
This should be carried out according to the mate's instructions. *ftf, holghi (GM) on completion
-.ffUltt,,g cargo to
ballasting tanks, DB tanks must not be pressed up,as should there be a ln violent movements in rough weather causing
GM may become
in the tanktop, cargo would be damaged. Ballast and liquid $ti tni't,rng. and shift especially on deck' A low
consumed' free
operations must be carried out in close liaison and co-operation with W nrnklng the ship unstable, if D'B'Tanks are
falling' ice
engine-room staff. Soundings and floW rates must be mon u,o ,,r*t"d or weight accumulates on deck by snow
continuously. When loading, discharging, ballasting or deballasting r, atrilrping of seas, shifting of weights, etc'
high rate, ensure that moorings are taut, ship is alongside the ietty must be kept in mind esPeciallY
I oarl rluttsity of the deck and tanktop
gangway is clear of obstructions.
kmrllt rg high densitY cargoes.
LOG BOOKENTRIES
,I IgT, ORAFT &AtR DRAFT
During cargo work appropriate entries must be made in the Mate's
Alltlurltrlfithecargooperationtheship'sofficermustensurethatthe
book to prevent cargo claims being made later. Entries should include: permitted
The trim should not be
*Hr, ttlt, rlrrrtiand air Orltt are within limits.
. touch the bottom and she
'l lnspection of the cargo hold by Surueyor priorto loading. B'go ui,n,,,,rively by the stern or the ship may
difficult to deballast or strip
2. Opening andclosing of the hatches. *Egr,rrr,r 1;, rlown by the head as it would be
in reration to the e*pected draft
*te rar,r.u rlre availabre depth of water
3. Time of arrival and departure of the stevedore labour on the ship tidal range' Air draft is
fttt6l lre r:ltlr;kcd; f requently i{ the port has a
large
the number of gangs. FEtllalettr;rrlromthewaterlinetothetopottheship'sStructurelikelyto
ship has
the topmast or antenna if the
4. Time of commencement and ceasing of cargo work. ffiEel an rtlr;truction e.g. To the top of
pr,uuutttttlttrabridge-oftothetopofthehatchesiftheshiphastoberth
5. Any interruptions or stoppages during cargo work and their reason. l$|dEl € hrittltlr.
machinery break down, strikes, inclement weather, shortage of cargo,

28 29

tL-
T
CHAPTER FOUR
: 6 slrand, 1 2 wires per strand 1 5D/500
E tlrand, 24 wires per strand 20Dl500
LIFTING GEAR 6 tlrand, 37 wires per strand 21 D/500
A lifting gear is made up of severalcomponents.
of the derrick boom, blocks, shackles,
wires. etc.
e.g. a derrick fr: rfte working load must be clearly and legibly marked on every
ttl a llfllng gear.
Each component of a lifting gear can
L bear only a certain load
yjlll::^o:ln^"j_of it breaking. ltthe load is increased prosressivety, a
ttfun a lllllng gear is made up of several components of different
witt be reached when the component lha [Wl- ol tho gear is the SWL of it's weakest component.
wiil not b""orllo o"li,l" iJji
rvqv
givewayandbreak. 'rrv
""0 fti EWt of a component cannot be exceeded at any time during
Safe Working Load is the stress that a Hl.lloan only be exceeded
component of a ihlheoomponent is beingtested, or
apparatus can safely bear in normal use.
Breaking Stress or Breaking Strength is
fu tt lr belng used for an emergency such as the use of ground taclde
the stress at Sf,@ttdlttg a ahlp.
component will fracture.
tttm r oomponont of a lifting gear is to be tested we cannot test it to its
.. fa-clor of safety is a factor used to divide the Breaking stress to tlrulglh as this would destroythe component. We haveto applya
the SafeWorking Load.
F lr ffi6fr lhan the safe working load sufficient to assure us that when
Uplt) lte SWL, it will safely bear this load. This load that we apply
ffi m 8WL, is called the Proof Load. The proof load depends on
End ltssize.
i) Sizeordimensionsofthecomponent EOtrIONENT PROOFLOAD
ii) The breaking strength
l. fflhr,flngr,hooks,shackles,swivels, 2xSWL
iii) Thesafeworking toad
t lhgilrrheavepulleyblocks 4xSWL
iv) Nameof thetesting authority 5, lildltpterlraaveblocks<2otswl 2xswl
v) Nameofthecertifyingauthority E _ Plt-4otSWLSwL +2ot
Eq "r4OtSWL 1.SxSWL
ln the factory, every one in a batch (for
blocks, shackles, etc.) or the
two metres in a coir (for ropes and wires)
are tested to destruction. d F*fintohalrrs, hand operated gear 1 .5 x SWL
5' fumrhe <2orswL
,

breaking stress so obtained is divided by the swl +2so/o

that component (as recommended in the
appropriate factor of safety E ?0t-50tSWL SWL+SI
chain register), to obtain the si
working load. ' ,.50t SWL SWL+ 10%
Breaking strengths can be obtained from the kttt'ks arrrl r:ronos can be tested in two ways. A static test and a
-
D is the diameter in mm, and the result is
foflowing formurae,
#try**,lpll hr a tilnllc lest a spring balance is shackled to an'eye on deck
in tonnes;
..€ me rlFrhrh or (:rnno runner wire is used to pull on it till the proof load is
ROPE : Manita2e. potypropytene3Q, Terylene4Q. Nylonge.
ftrHhgl I lrlE nmlhod is normally used for smaller capacity derricks and
CHAIN: Gradetstud2gp-
300 300 300 300 ffi ltt a rlyrrnrnlc tost a pre weighed load equal to the proof load is
Grade ll studl@ Grade ilt Stud{!g. fut lry a llerg+r or truck to the ship side from where it is lifted by the
600 600 600 ffi m rtatru I lrn tlorrlck is swung side to side and up and down with the
Ehi ?tr;mtrlerl Allor testing it is most important to check components

30
31

\
 of the lift ing gear for any elongation, delormation or f racture' WATCH OR
tlt{gr.E wHlP LUFF TACKLE
The regutationsfor maintenance, fesfing and annealing of
cargo gear form a part of the Dock Labour Regulations
which are explained in ChaPter 12.

Blocks and Purchases

A purchase is used to advantage when the load moves in the
to
'I
direction as the effort. when the load moves in an opposite direction
effort it is rigged to disadvantage. The words, advantage and disadvant
do not have their literal meaning in this context. They only pertain
to
direction of movemehtof'the load and effort.

ln fig. 3.1 if the top blocks are fixed and the load is attached to the
l<

are
blocks, ihey become rigged to disadvantage. lf the lower blocks
I
E€I'BI-E OR
and the load is attached to the upper blocks, the purchase is rigged tt#rt r'ouo
advantage.

The names of the purchases and their rigging should be studied in

to be able to solve Problems-

MechanicalAdvantage is the ratio of load to effort'

M.A. = Load (withoutfriction)or ReSistance

Effort Appliedforce

velocity Ratio is the ratio of velocity of effort to velocity of load.

Velocity=Distance/Timeandsincethetimewhentheeffortandloadmo
is stopped,
is the same, (the load does not keep moving after the effort
formula can be modified to
Fig.4.1 : Blocks and Purchases
V.R. = Velocitv of effort = Distance effort moves
Velocityof load Distance load moves
EpEflail rrrer:hlno, allthe effortthat is put in is usedtodoworkbn the load.
VelocitY Ratio is also equalto llrare le rro perfect machine. Part of the effort that is put in is used

l. Number of parts of rope at the movirlg block

ffit*rtrc lt k;llon which is present in all machines. This is not useful work.
- pln{raaa, frk:llon increases the load by about 10% per sheave. Thus,
ii.'n+1'whenthepurchaseisusedtoadvantageand'n'whenu pui [r lry ellorl .
disadvantage, where n = number of sheaves'
Ji""ou"n,rie, wrrere n = number of sheaves' Wurh rftrno on load + Work spent in overcoming friction.

33
32

L.
 Work done on load + Wor[ qpelt in overcomin g f riction.
thatthe effort ls bome bythe slngle rope of thehauling part,
EffortxD.=(Load+nx10o/oxload)xD.,, ,,, i,,, lr belrlg ehared by three ropes. Therefore the rope must be
Rearrangtng, E=641i6iiMib)';ili1. .rj' 3WL of 1 .24 tonnes which is the effort. Breaking Stress of this
tt':t:ii.
V.R.1'1
,,,"
.,..,
i i. t.

1,ilx6.7.Mt
where E = effort, W = load, E = Distdnii-'etfon moves V. R. of polypropylene rope = l1g.
= 300
D, Distanceloadrnoves
The form u la will chan ge if f riction is other than 1 07". !P'r7.tt4
!00
Eff iciency of a system is = Useful work done on weight x I 00o/o
Work applied btrr,effort
Dr27.3mm or 28mm.

=WxD-xl00o/o
' ExD. i:
:941-itoO"r
ir":vh./,i,., ,
' ' i ilhlmum slze of polypropylene rope required forthe gun tackle is

Workedexample: ll{ tonnes, the ettort of the first purchase, becomes the load for
purcha8e. W = 1.24, fl = 3, V.R. - 3 for.watch tackle used to
i. A gun tackle rigged to advantage is used to litt a load of 3 tonnes.
out the effort and rninimum size ofpolyprdpgene rope required.
| ": (1 .24 + 3 x 1 :24 x t 21 1 OA | = 1 .24 + O.44il
ii. lf the 33
part of this
was secured to
moving biock S{l- tnat the nylon ropa of th€ watch tackle will have to bear =
watch tackle lb breaking stress will be 0.562 x 6 =3.372 t. Also Breaking
disadvantage, IOP€=@'
outtheeffort 300
eff iciency of !Q,-3.372 D=14.22mm or 15mm
system and 900
size of nylon rlze of nylon ropeforthewatchtackle is 15 mmdiameter.

required forthe olthc sYstem =M. M.A.=Load= 3 =5.338

tackle. Effort 0.562
(Assume friction of thecombined system may beconsideredto be the product
12o/o per velocity ratios i.e.3x 3 = 9
both the
r!,AAgx 100=59.31%
and use a
safety=6)
I
Ans.
A gun tac*le
sheaves.
Son=2. W=Stonnes Fig.4.2

34 35
 rB4 SIMPLE pERRtCr(
"(_A simple derrickcpnsists of*&Ilisk
bgom*Which is raised, towered
moved sideways by several dffir""t prr"h;;;.
supported at it's base and alrowed ;; JJffi#;
to tum around as we, as up and down
a gooseneck arrangeme!!
[hicfris welded to the mgg.or po"r.
of the "rr"on
sinfal ;;i{aoer-,ryire yrrrich o
:""1i:""l5io].::::. rhe de,ick is mGoGa;*.y.
is the onry o
rE
:o:1."99,to 1#lSI, g
"nJporition"o
derrick is positioned the (.I
[e,i:s^::::*gsys.-g:"":n:
by the preventei guy which has
to be ,"0" t"$ir,"'o-r"*",ffi
weisht is tafi
wire sffi*h*ffiifr-tt other easy ," . ,, o.
means oi at one end. rt takes c
weight of the derrick and road during """rring
working 3
.
and are nor meant to take "r,n".J"ril*Cn"
weighioih"'il;;
"ia"
1i1L:.ll.hases
toad gtrins"r'so *orSn"y .r,"il
rai#o.oriowered ov
i;il,;
*re

r"""r"
il;liffiffi ;:.,i1
:y^9"1"r1,i11 of the toppins rift. rhis
is wound on a drum neslllF_*wtnch.
Trre orr,
li:.,"^"j^':I^"llfjry$1ffi
"rr"ffi,-*,Ij.
lr-\,,"-i.*ornoonthewinffi ffi fr r
brake on the topping rift drum is riftedlnJ *re wincn
is rotated,o ol#
topping lift drum in the direction desire{ -
to raise or rower the derrick.lw
in the desired position, the brake is
rowered and the buil-wire is un
from.thewinch
- ""'-..-'-'w drumz
/
(S_jmple derricks c.ohe in sizes ranging
from Z _ 2ltonnes SWL.
are easy to operate and maintain; requiring
ritfle attentio; o"liJ". ,,,
greasing, painting and inspectioj)

Fig. 4.3: The Simple Denick

*Etre, llrc (irxlo of Safe Working Practices for Merchant Seamen
E**{ntttanrl llrrrl lhe SWL should not exceed one-third the.SWL of the
ffFiAllat tletrlr;k
when working a union purchase system the
forowing precautions
E l'h: n;ranthrg angle of the derrick should preferably be not less than 3O
be taken into account: E Fe luiltr,rnlnl nrrl in no case should it be less than 15..

. B flt: rrrextnrrrrrr included angle between the cargo wires should not
The swl of a union purchase rig must
1

with ctass if ication society or dock rabou

be carcurated in accord ffierl I I(t eo llrnl forces in the rig are kept to a minimum. To ensure this,
r- reg u atio";. i; rh.
r
;""il., ffilly lurU allrrl;ri rnusl not be used and winchmen must not liftthe load

36
37

L.
 liTopping Lift / Span GcHe

Schooner / Side Guy

Fig.4.4: The Uniori purchase System

above guard raits and hatch coamings beyond
the minimum
safety.
4' Runners shourd not be ailowed to rub against
the hatch coamings
guard rairs or burwarks as this wirr resurt
in their deterioration.
5' Winchmen shourd be experienced and shourd
coordinate weil.
THEHEAVYLIFT JUMBO DERRICK
ICl I'flES LEAD TO WINCHES
Flg. 4.5 : A Heavy Lift Denick
The simpre denick racked manoeverabirity
and the union purchase
restricted in it s capacrty- The heavy rift derrick drttle*r krr loads upto 50 tonnes and the Stuelcken denick which
was designed to or"a
these limitations. rt s components were of #|fi E(rfl lrmnog or more.
a larger size and strength to
the greater load, ropes were replaced by wires s l en hmrlllngtrearullfls
and all purchals !r
r

winches so that slewing, topping and raising

or lowering of the load cr Flt hlvulvad ahould be carefully examined before use.
canied out simurtaneouseverar patent designs *lfu rnrl trltrcka to be checked forany defects; sheaves to be
developed by various ship yards; most famous
of rrealry tirts
of these being the velle Ior hee rotetlon.

38 39

\-
 3. Allgearaelected should be of
4, Allowance should be made adequate SWL
welght.
:
hang.
to, tir" *"lgtt lifted plus
End links, rings or shackles to ride
tht

freely from whicfrever point ':f -i-f

CRAI{E CONTROLS

b
6.. Strops, wire
slings, eye bolts etc. to be examined
adequate strength.
While sringing, wood.or other packing
they ]
HDIST SLEWTNG /TopptNG

T sharp edges on the toad and to

to be used to protect the r
frevent the sting from cuting
["f,::f
i
8. Avoid shocks due to load slipping orsudden
stafts.
i
9. Winch-men shoutd oe explrien""o, *"rr
I
smoothly. "o_oioirJL
i 10-_stability: The ship must have an
adequate GM because when the
;k;;-H*;ffi;";
A nesative metacentric heisht (_cM) m
::1y:Y"",:T,:!!_.i"":.
?y",gil ! tnf gonryction free surface effect m;r;";""i;;"
1 1 . The vessel shoutd be initially
upright with moorings taut and
r#.; cRANE BODY
the vesselwillacquire a list when ine OaO
is swung out board.
must be clearof the jetty.
1 2. Barges that are not in immediate use must be
cast off.
1 3. Preventer stays may
have to be rigged onto the mast.
14. Winches must be put in double geai
1 5' Steadying rines must
be secured if possibre to the corners of the
to. yztnove guard rails if possible.
_,cdrl ues
@ranes are the most easiest to use of a, ship's gear. They are very
vers
manoeverability.Ship,scran"""r"normarry
,T1n:r"*yl_1._9j"if
from 5t - 75t capacity. Cranes are manoevered
from two controls _,
the cargo hook and the other for srewing/toppin CRANE POST
g. Automatic cut-outs
set to prevent the jib from being raised oi rowered
beyond set rin
prevent the
prrrvenl ure Grane
crane rrom
from being
betng slewed
srewed
\eyond
Qeyond setangles
set angres orto
or to prevent
frevent a
greater than the SWL from being lifterrThese
limits Ln be by_passed v

i*'#Jn?:j,1"";."rfr ill?Ji,S*fi#;;L""ffi :;lli::1.*: Fig.4.6 : A Crane

system fairs at a cruciar moment when the road
is suspended, it is
to bring the load safelydown bymanualmeans.

40 41
 EXAMPLES FOR EXERCISE CHAPTER FIVE
ln the following problems unless mentioned otherwise, use a
1o%io of the load, per sheave for friction and a factor of safety of 6 for Ttn INTERNATIoNAL_ luAB!_rlME SOLID BULK
and wires. coDE (IMSBC)
1. A weight of 8 tonnes is to be lifted using a two fold purchase
advantage. Find the effoft required anO tfrdl bmiiency of the system. e; THE CODE : The Solid tsulk Code aims to
b theditferentformulaetoconfirmyouranswer.i,,,., : HfEhllght the dangers associated with the shipment of bulk cargoes.
2. Using a three-fold purchase rigged to disadvantage, to {ift a frr guldance on procedures to be adopted.
9.6 tonnes, find :
i. thetensioninthehaulingpart
: '; r' ' ' :
Sl typtcat materials currently being shipped in bulk.
ii. theefficiencyofthesystem : :
furtUo tost procedures to determine various characteristics of bulk
iii. the minimum size of manila rope that can safely be used in the

3. A steelgirder weighing 6 tonnes is to be lifted by a single denick

gun tackle to advantage. A lead block at the denick head leads the
down to the winch. Find the minimum size of 6 X24 wire to be used for
runnerwlre" ldld aun cargoes consist of solids in particle or granular form,
homogeneous in composition,.loaded directly in the ships holds
4. lf friction accounts tor 12o/o of the load per, sheave, find the rnypackaging.
size of nylon rope that.can be used in a watctr tackle to life a weight of
tonnes.
Angle of
I I t' Repose is the
5. A 6 tonne weight is to be lifted using a gyn-tackle to advantage. lf t,
:lt
angle between a
',
is a lead blockon the mastheadfind:
.' {,:o horizontal Plane
i. the effort required -:/ \- and the cone sloPe
ii. the efficiencyof the system \\\ obtained when bulk
iii. the minimum sizeof polypropyleneropetobe used. cargo is loaded on
Assumefriction to be 8%of the loadpersheave. this plane.
6. A gun tackle reeved to disadvantage is used to lift a weight of
tonnes. The hauling part of this purchase is secured to the block of a -,.19 q F:
whip rigged to advantage. lf the velocity ratio of the system is equalto
product of the individual velocity ratios, find the effort required to lift I lg. 5.1 : Angle of RePose
weight and the efficiency of the system.
7. A gyn tackle reeved to advantage and a luff tackle ftXmntntee ls enriched material obtained after physicat o, ct emicat
disadvantage are together used to lift a toad of 22 tonnes. The tf unwanted constituents from natural ores. Natural ores
r
suspended from thg gyn tackle whose hauling part is secured to ttie
block of the luff tackle. Find the minimum size of 6 X 37 wire to be
r latga porcentage oI large particles and lumps. Concentrates
EiltrlEl ol llno particles or pellets.
these two purchases.

42 43

\
 Molsture Migration : Concentrates have moisture entrained in to
of the deck must not be exceeded. Reference must be made
At sea due to vibration and ship rnotions, the cargo setfles maoing and Unloading (BLU) Code. The Master must use the
consolidates, displacing the water. Thus a flow state may develop,
hk (loadicator) to ensure the
Ff ftaOttity iniormation and loading calculators
the mass loses its internal shearstrength, resulting in a wet shift of carg general;the
nOt strlssed beyond limits either locallyoroverall. ln
Moisture Gontent of a sampte is the percentage weight of the weight should not differ
H€ld wise distribution of high density cargo by
contained in the total weight of the sampte. prevents excessive Shear
Eglrblv from that of general cargo. This
MC = Weightofwater xi00% tnd Bending Moments-
Totalweightof sample not exceed 0.9 x
HUlmum quantity of cargo loaded in any hold should
O, wheie L = length of the hold in metres, B = dverdg€ breadth
in
Flow Moisture Point (FMP) is the percentage moisture i,
which a flow state develops. endD=SUlTlfflelloaddraftinmetresandtheresultisinmetric
Transportable Moisture Limit (TML) is the maximum
content of a concentrate considered safe for carriage by a general peak
is untrimmed or partially trimmed, the height of cargo
whrro cargo
vessel. lt is around gO% of the flow moisture point (FM p). jf tt u tanktop should not exceed 1.1 x D x SF metres, where SF
is the
factor in m'/tonne and D isthe summer draft.
HAZARDS DUE TO BULK CARGOES
STRUCTURAL STABILITY ilrgoistrimmedtevel,20YoincreaseoverNo'2ispermittedbut
CHEM
wlth No.1.

I lhrft tunnel passes through the hold, 10% increase over Nos. 2,3 &
Rea
but again comPlYing with No. 1.
Load ShearForce&
Density BendingMoments i ll the shipyard has given precise loading instructions for high
Corosion Toxic Spont
(Local) (overall) .; elrgo on a pafticularshipthey must befollowed'
Vapours Combus

InitialGM Shiftof G PROCEDURES

Toostiffor
Tt{mmtng means the partial or total leveling of
cargo in a cargo space.
tootender has manyadvantages:'
Horizontal(List) Verticat(Loss
Uilght of cargo gets spread evenly overthe tanktop'
,JX*1,
(Ores&Others)
lllnllhood of shifting is reduced.

nduced surface area permits less entry and contact with airthereby
STRUCTURAL HAZARDS AND PRECAUTIONS tho llkelihood of spontaneous combustion.
by machines
High density cargoes are those that have a stowage factor Flng san be done by the loading spout (spout trimming),
0.56m./tonne. General cargo vessels are usually full up of space and a low angle of
hil&r"r" or by manual labour. Cargoes which haveshould
to their marks at stowage factors between 1 .39 to 1 .67m,/ tonne. rnd which are non-cohesive flow freely and care be taken
danger that because the hold looks empty after loading high density tholr oarriage to prevent shifting.
due to ignorance too mucfr cargo may be put into the hoid. At any

44 45
r PRECAUTIONS
Uvhlle loading discharging ortransporting butk materials, alt appropriate
and intemationalsafety regulations are to be observed. Medical
la given in the MFAG (Medicat First Aid Guide for use in accidents
dangerous goods-) Certain bulk materiats are liable to oxidation,
of toxic fumes and self heating, particularly when wet. The
ptr rhould inform the Master prior to loading on all physical properties
dtrmlcal hazards of the cargo so that oxygen andtoxic gas measuring
maybecanied.
lUlk material may cause oxygen depletion in a cargo space. Entry of
Smtl hto enclosed spaces should not be permitted until adequate
Uprights
and testing of the atmosphere is done with appropriate
15cmx1Ocm Emergencyentry may be undertaken onlywith self-contained
apparatus and protective clothing.
created by certain cargoes may constitute a health as well as an
hazard. Use of dust masks, ventilation and hosing down rather
Fig. 5.3: Shifting Boards are methods to combat this hazard.
GENERAL PRECAUTTONS WHEN LOADTNG
BULK CARGO. and test procedures are described to determine cargo
1. lnspectholdforsuitabititypriorloading..
2. Ensure that bilge wells, strainer p1ati, sounding pipes, bilge :

CONCENTRATES
etc. are tested and satisfactory.
OFCONCENTRATES
which may liquefy includes concentrates, certain coals and
listed in Appendix A. At a moisture c-ontent above the TML,
[ €rrgo may occur as a result of liquefaction. Such cargoes appear to
I nlrtlvely dry, granular state when toaded. But due to compaction
on the voyage, the moisture migrates to the surtace. ln the
lluld btate, cargo may flow to one side of the ship with a roll. But all
tUlll not retum with the roll the other way. Thus the ship may
7' with a high GM' for a given transverse shift of
cargo, the rist wiil llst dangerously and capsize.
for a stiff ship than for a tender ship. Because
loaded in the rotrer hord onry- However, if the
of this, thl
entiie *d; OFCONCENTRATES
rower hord tanri
overctressed or if the vesser tends to become
amount of cargo may be put ln the t,ween deck.
too stiff then *r" , drnalty
rhlft(belowTMl)
8. Bulk cargoes are loaded at a high rate so deballasting, rhffi(aboveTML)
sequence, trim,list, gangway, moorings etc.
must all O" combustion
"tt.nJJii.

$ 47
 PRECAUTIONS WHEN CARRYING CONCENTRATES :
appsars on the surface or a flow state develops, get a laboratory
1 .
Generalcargo vessels may carry concentrates only when cargo is of tho eoneentrate done to check the FMP, TML and MC before any
below the TML. However concentrates having moisiure conten-t grr lordtng.
than TML may be carried with prior approvar of the administration
that specialdivisions are fitted to reduce the shift of cargo. These
should not be constructed of wood and shourd be sufficient in
restrain the immense forces generated by the movement of high
dr
bulk cargoes. The ship's structure bounding such cargoe. *ry
to be strengthened. Cargoes with moisture content > TML may be"r.o
specially constructed cargo ships with permanent boundaries ar
reduce the shift of cargo to an acceptable limit.
2- Wet cargoes or liquids should not be loaded in the same
asconcentrates.
3. Cargo work should not be carried out during rain. Entry of water,
spray etc into the hatches at sea should be prevented.
4. To decrease the effect of oxidation the cargo should be
reasonably level on completion irrespective of the angle of 6,4 : Spot check for Moisture Content and Angle of Bepose
reduce the surface area.
ON BOARD - To determineAngle of Repose
5. Some concentrates such as sulphides are subject to
spontaneous combustion if the moisture content is very low. ln such r
rough sheet of paper e.g. Sandpaper on a horizontal table
water may be used only as a spray to cool the cargo and bring h not rubiect to movement or vibration. Take about 3 litres of the bulk
moisture content. However, a f low state should not be allowed to t oonlcal flask and pour about two-thirds of it on the rpugh paperto
I E€no, Now pour the balance carefully from a few millimetres above
6. Shipper must produce a cenificate from a competent laboratory lop ao as to form a symmetric cone. This can be done by revolving
the FMP, TML, and MC. Test samples to be taken from the st< of tho flask around the cone peak as the material is being poured.
nearestto the shipping point. that the cone slope makes with the horizontal is the angle of
7. ln case the stock pile is exposed to precipitation then test ll mrasured by a protractor around the cone 9O"apart.
be taken just prior to loading. : ln a hold 17m long, 12.5m broad and 10m high, how
8. When delivery of cargo is by road, rail or barge and entry of Enncr ol eoyabean meal (SF 1.48m/t) and manganese concentrate
the vehicle is suspected, then random checks at the surface and would you load and what would the maximum height of the
depth should be made of one in five vehicles. ln lhe lollowing cases, if the summer draft of the ship vvas 8.8m ?

SPOT CHECK ON BOARD - To determine Flow Moisture point tffiowaauntrimmed

Hatf fill a can (e.9. beer can) with a sarnple of the concentrate. Bang flryowastrimmed
sharply against a solid table or on deck from a height of about ! *nfttunnat ran through the length of the hold
Repeat the same about 25 times at or one or two second.intervals.
llttlmum cargo that can be toaded in the hold

48
49

L-
 Eln be lncreased by30"/".

NO. 1 1L= 14m,B=9m)andHoldNo. 2(L=17.5n. B= 10.Sm)are

to load coal (SF = 't.23m,/t) and iron ore (SF 0.3gm/t) on a butk
=
hnoto summerdraft is 12.9m. Find out how much of each cargo you
El rbb to load in both holds separately and the maximum neigr,i ot
lr;

Ollgoos were loaded without trimming

glfgowastrimmed
obviously 1683 tonnes of soyabean
mear wi, not fit into the hord.
, ,.
hOldr had a shafi tunnel passing through them
maximum amounr of cargo that
wiit tit in = r iio r ieisi wae loadedand trimmed in a hold containing ashafttunnel.
=
1.48 ""-""..
T!e.m1im_um heightof the soyabean rartrlctlons given in the code could prevent you from loading the
SF= 1.1 xg.gx t.ag= ta.ggr,, --'
cargopite peak
= 1.1 x D x ol lron ore as calculated.

, . Pin." this height is greater than the height of the hotd, the ma TORY: Explosion at Sea - M.V.Berge Chartotte
:::rj:j"_"ylll jp3:rgo can oe roaaeo wiaher
paSsingthrOughthehotdornOtis
10m.
-"'-'::' there
llrtrru ru
is o
a srrai
"nu*,,t!
ootober moming in 19g0 in the south Aflantic, second officer
I wes rudely awakened at 10:46 in the moming by a very toud
The vorume occupied,by hllvy vlbration. Looking out of his porthole he saw ,
1 6g3 t of mangin"""
0.55=$P$.$5;p' "oncentrhte =
1
"iong.
lfutq cover floating away in tfie sea with a figure aesperatJty
This is less then the volume of
the hold so we can bal t Ogg lb ll' Runnlng up to the bridge, de noticed a back croud of smaoie
manganese concentrate. )dtok causing zerb hsibitity. The emergency ararm-was sounded
The maximum height of the concentrate
pile peak = 1.1 x g.g lfla ahlp's complement mustered, it was foundlthat Chief Officer;
5.324m.
'un and one AB seaman were unreported. Even the Master was
Tha ahtp rcversed course and a boat was rowered to search for
20%, giving a weight of pardons butto no avail! Two bodies were found on deck beyond
1 6g3 + 20yo
=ZOf S.6l
Ihe yesse/ wa s badty damaged and proceeded to Cape lown
This wilt occupy a volume of
.
into the hold.
2019.6 x 0.55 = 1 110.g m,whibtt Underthe command of the Second Officer.

lf a shaft tunnel passes through Yttt

., cargo
th e te peak can be increasJd
the hold, the weight and the he earrylng a load of coal from Noiolk to Kaohsiung. A bent
ov oy", g*il ;;";il; ; ;;;; Boll on the hatch top was being cropped and rewelf,etd. Altthe
p i
r
=5.856m.1 f,lF'r Borsonnel were involved in the job. The presence of the
The increase in height and weight
is permitted provided the
il f+hr roone festl/ies fo th e h azardou s n atu re of the job. As the wod<
hold shoutd not differ appreciably weights I dano, methane gas lnsrUe the hold was ignited by the spa*s or
from it genlrdoargo was loaded:
hs outtlng process setfrn g off the exptosioi.
Although not asked in the question,
note that if the cargo was
and there was a shaft tunnel passing
tt rortn tn" hoH the weight of

50
51
 CHAPTER SIX
Coal is the term given to coal left over from earlier mining which
SoME couuON cARGoEs dumped into fresh water ponds and later reclaimed for shipment.
I hlgh moisture content together with a high sulphur content. This
ooal gives rise to high temperatures from self heating and in the
C OAL of moisture and sulphur leads to the release of sulphuric acid,
See IMDG Code, Code of Safe practice for Bulk ln corrosion of the ships holds.
--'J---' M - Notice
Cargoes, rhould carry instruments for measuring ph value of bilges which
970,971andMS-NoticeNos. 1gt6g,4nS. regularly.
HAZARDS
Coal is categorised according to the hazards associated
.--. is the process whereby moisture in the cargo migrates to
whenever coar is shipped from pr"ce, the history of previous shi
must be known, so as to bware "ny of the due to compaction and vibration resulting in the development of
hazards d that particurar
coal. Coal may have allorwne dffie following lhte. This is particular in the case of coal slurry, coal duff and mud
hazards.
Thr aurlace of the cargo behaves like a liquid and a transverse shift of
1. Spon.tameousheating in reduced ship stabilitywhich can be extremely dangerous.
Goal is very liable to spontaneous heating. Freshly
mixed coal
oxygen, forming peroxjdes which break up into
carbon
carbon dioxide(co.). This is an,exotherrnic reaction
and the heat ventilation is an important necessity during the carriage
causes furtherr oxidation and rnore heat. co has a large of coal
ttamnialb
(12o/" - 75% by vqtume) and besides is
atso highty t"x;. iii#
n""t away any methane gas which may be given out
spontaneous combustion c.n o""rr. OxiOation depends
l]-t:lp:r.d,
surface area available for abs<i,. tio1 of oxygen. dlf rlpate any heat f ormed by oxidation of the coal.
Hence Oreafage
into smaller pieces while it is being toaUeO is to be ventilation must in no way be carried out as introduction of air
considerable breakage occqrs, i!1e smalt pieces wirr glrgo promotes oxidation and thereby spontaneous combustion. lt
acclmuLte
center of the hord whire the rarge pieces wirr roil to that for the first five days after loading all ventilators should
the sides.
aggravates the situation as t-he rarge coSr glves way for lor removing the gas; thereafterthe ventilators to the lower holds
the air to flow
smaller coar where spontaneous combustion rs most rikety to occur. bl plugged and opened only for 6 hours every two days. Each hold
2. EmissionofMethane coal should have at least two ventilators - one forward and one
coal emits methane or marsh gas particurarry immediatery atter I wecn deck and lower hold ventilators should be independent.
and when newly worked or freshry broken. Methane dlroharge carelul ventilation should be directed towards removing
is a frammabre r
when mixed with air forms an exprosive mixture. rt is righter from both t ween deck and lower hold. A sudden influx of air into
tnan ai
therefore accumurates in the upper regions of hord and oiher
spaces. Eltpartments before discharge may have disastrous results. ln fine
gas can find its way into tanks, cofferdams, store rooms hrtches may be opened to facilitate surface ventilation. Attention
etc., so
compartments have to be kept well ventilated at all times tg petd to store rooms, tanks and other spaces where methane or
and tested
man entry. lf gas is present, aself-contained breathing onoxlde can accumulate.
apparatus lfl
usedduring entry.

52 53
 2. Temperature
T-e_mperaturepipes leading down
to the bc
u(,-r:om ot the cargo
eBrs
provided particulartv are
b"1.,*-ri]',.:-^"..::l:
threereversin*,on^r,),1'::'.i:-;?i;ffi
ree reve rs i n th .:",fi :ffj,llt"iilfl.,::j", I errtlficate is obtained from shippers stating
the moisture content of
th
eil dil ;ru;,?ii*Tjl,,,1H:
ho r, to
1"# :
is. suspected, on uoard test of the
lP,:,.^,,.1,: ligrr." "n ttrat ii is not higher moisture
ffjffi :";*:""J:y,:*p{d
possible. Hffi ili,1,0,, wnlch
Thedecksar.t"i.r-^r^-^^TIll'"1"": wh ich is to be
*:ot cool in tropic"r rt"r. be avoi
la to be carried out and ascertained
,rtable Moisture Limit. precautions than the
coverin g wirh dunnaolil"-P oi ri;;;* should be taken to prevent
closed t ilffi
c ro sed to prevent
-. -"""'Y vE\'^ wate
ent
'
;',-":l
;T:':y^tf-*
ht: the
r. rem
water'
carog..
I emperate
pe raie pipes
;io;; are
; r"
spont"*o,1"'iJ"ling
I
I ol water into the cargo.
Cargo work to be suspended and hatches
piLs must oe Jraineo and freshty tested
become accererated,l^ll1i' *:,:::::y."gfrer,
content before .sto_ck
(100'F).
oo.F). At tem pe ra r,,]"":i:,:::f
oe ratT.
';#lI:
cargoes. at t"rp" r.tu
r"ll"r'r o"i'",
lllrure roading. The cargo shourd;;*ir;;1n',"o-*"
*p"fment as fara. ii *on"ble and practicabte.
existence of a fire sholld :-"-".fi il:,ilff l.tffi :tr,:X. ,T:::T :1,1"
be should
f";il;;;"-,*.
andseatecr against
,n" carso spaces be regularly pumped out to rernove any water. Trimming
i:-rT::::l entry of air.
rhe master shoutd rTlili".#'#;ediatety ll: "it' ir?rn
permeating to the body of the
coat. Coat shipped in a
rn courd turn out about 3% tess by weight.
suitable
portof refuge.''-y "'| ",, and shourd Bi*s of Laoing shourJ
accordingly to protect the ship from
r.
T"T-n-t",:
rire (SeeFire/Chapter2). anyclaims.
OFHOLDS
ln addition,
Preparation/Chapter2). ln addition,
number of safety tamps
;".j;:*",ent are to be caried in att
coat car airpockets forming and
lhrouEh circulation of air
ii. Ail etectricat *0,"-1:nq *mponents situated
I

in cargo spaces rn.rrres of cargo cornpartments shoutd be resistant

I methane / dusr atm o, to fire and
B:,L:jiT,:::T.1.^:li$:F;;;,;"J,i'
poinrs or
*o
entry
ffi;; [i[:ST'#HliH::
"*i,i",ilJ f,*Fulos
:,y:ll :o:bel"'tg*3
areto canied
asains*,ot o,rml"o".
out.
;;G;il:
3::*X#lili#il3i3,l^ll1T::"'v,1l-="u,""rcircuitsinspaces
gas a@umuration is suspected urrcurrs rn spac(

iii.
shourd 6; ;;i.,,'.' l
rr there is evioen"I
";:::i:Dersoratedtillthespaceissr
rhe space shoutd be SULPHUR
ventirationstopped*i:::f
ventilation stonna.r
G,ilffi :1,-.;:X"il::#iff ,!
""Iij^l11tlgo.buming
:il,:f;1"rJiils;1:: ff:-"_.-*;rn " 0,,*0,
J" to the
;:illfl[H"l]:. Hi"' " ;1ilT[?if f:i:;:::ct
rrvaro ge n an J "ppried
fiturlr toxic in nature.' ti does not heat spontaneousry
"ip"i"i"; ilil,r,
inert gas or higt'
compartmenr- n"pan,liTl,99l but is
::T:;:IiJl Keep the noro aoseJ
ttl;;:ii dlH:":T5; hfltmmabte. rt readiry tuses when heatJstighry.
when it bums
EUt rulphur dioxide which is toxic and has pungent
safe
sare to ooen the trou._watei#ffi;ff;Ii#ll"Jff;
open rha
openihg in",lil" r€omblnes with a smelt,
"^,,]n".lFVbefore "no salt water producing sulphuric acid.

ffi ff |;:ffi ,,9"";i[ii[,;**;*il;owever,dueregard

iv.The ship should regularly 2. Dust Explosion 3. Conosion.
monitor the methane,
monoxide concentrations orygen and
i1 rre nrJ ii .0"o." Q
where the gas6r
accumutate with suirabty
cariorateJ "ri
ii;;#;,". FlnEhapter 2). tn addition,
5gr motatobjects e.g. bilge covers, lashing gear,
etc. to be left in
54
55
holds, as during discharge the grab could strike against it and HTSTORY -Capsizing of M.V.ifiadia PriS-e in MumbaiAnchorage
spark. 7 the M.V-Arcadia Pride anchored in MumbaiAnchorage with a cargo
ii. Fresh water hoses to be rigged on deck. sulphurfromWestAfica duing the monsoon. On one pafticular
iii. lf fire occurs a fire spray of fresh water rnay be used or more hoavy swells, the cargo shifted and she capsized with loss of sevenl
shovelled onto the buming area to smother it. lf the fire is large, lhlp and cargo.
hatches and hatch entrances and use CO- by the M.M.D. revealed that the sulphur in granular sulphur in pellel
2. Supaur &rst can readily ignite causing an explosion. Herrce 2.3mm in diameter had an angle of repose of 25 and behaved like
The cargo had a stowage factor of 0.687m3 and if left untrimmed
wetted with fresh water belore loading to prevent dust rising.
rcsult in 30-50% void space in altholds. ln ship's rooling and pitching
sweeping the holds, this hazard may arise and hence holds should be
would initiatly seftle and then behave similatly to grai n -
ventilated. By hosing down instead of sweeping, this danger
avoided. of this through M.S.Notice 22/1998, the lndian govemment
the toading of granular sulphur on general cargo ships and only
3. Sulphur is loaded in a wet conditionito,pllpr€nt dust being raised
havingDocument of Authorisation (DoA) and loaded with
a
retard flammability. The presenoe of water.enhances the corosive
ln accordance with the Grain code are permitted to call at lndian
of sulphur and on discharge it will be seen ithai the stedl .nrork in the
especially *re,tank top and rusted aieas have been badly
protect the hold it should be liberally coated with lime, particularly,
wherethe paintcoating is removed. .COTTON
HOLDPREPARATION
1. Holds should be cleaned thoroughly and all inflammable ls shipped in tightly pressed bales covered with @arse gunny
rags, pieces of wood, etc. to be removed. No loose metal objects to by steel, wire or nylon bands. A great risk of fire is present with
the hold. (trgoes. This cargo is liable to produce heat especially if wet and
2. Bilges to be tested and covered with limber boards. Any chinks rtublect to spontaneous combustion by friction between bales or if
be caulked, to prevent dust from finding its way into the bilges. have been stained bY oil or grease.
3. Holds to be lime washed prior loading.
WHEN LOADING COTTON
4. C0,systemtobetried out.
5. On discharge, holds to be thoroughly cleaned with particular [old must be clean, perfg_ctly dry, well air:ecl-and-ahsolutely'freeot--'
being paid to underside of hatch covers, box beams and ledges nEe. Cotton must not Oe stofied in freshly painted holds as heat
can lodge. le llkelyto cause ignition of paintvapours.
As Sulphur is loaded wet, the quantity may tum out to be less by llghting equipment must be tested and ready for immediate use
Bills of Lading should be suitably claused to prevent claims being othorprecauiions observed. (See Fire/Chapter2). lf ,using steamto
against ship. Bilges may fill up on voyage and a record must be flre, the decks should not be cooled as this causes the steam to
soundings to determine quantity of water being pumped out. This creating a vacuum inside the hold which draws air into the hold
to be produced if the discharged quantity is disputed by consignees. the spread of the fire instead of containing it.

brlcs should be clean, perfectly dry and free from any greaseoroll
Wrt bales if stowed in a conf ined space will heat and deteriorate-

56 57
wet and dry bales shourd not be stowed together. wetness may
It not available for washing and drying, then the holds may be sprinkled
readily apparent as the outside of the bales may get dried quickly.
llwdust and broomed down thorouglrly with hard brooms.
4. Loosely packed bales or those with broken bands and tom
should be rejected as these permit air circulation and catch fire easily.
5. where second hand hessian wrapping is used some countries
insist on fumigation of the bares. so new material must EUnnaging of the rice cargo has to be very thorough with special
be
wrapping and for replacing parts of wrapping cut off for sampling or being paid at the tum of the bilges and on stringers, brackets and
of thecargo. prrts likely to collect condensed moisture. Double dunnage is laid on
top consisting of I cm.wooden battens laid athwartships and 2y'pm
6. Port marks should not be obriterated and the cargo should be
wooden planks laid on top of them. The lower battens are spaced
segregated to preventovercarriage ordelay in discharge.
lpart and the top ones 10 cm apart. The aim of the dunnage is to
7. *Dj1Orgr*.d shou ld be clean, dry and f ree f rom oil or grease eny bags coming into contact with the steel tank top and to facilitate
of watertothebilges.

RICE

oelling is to be closely spaced and carried well upto the top'of the
PROPERTIES
bamboo is to be secured to the same, closely spaced, to prevent
Rice is mostly carried in bags except for very short voyages when ooming into contact with plating, frames etc. as well as to ensure
be carried in bulk ln such cases holds should be prepared as for of air between the ship side and the cargo. Matting to be
cargo and loading to be canied out,as per grain rules. Rice requi eny steel parts notcovered by spar ceiling. e.g. pillars, beams,
efficient and elaborate ventilation and drainage system because :

1 . lt evolves qagpgg_ic.S jdgaS_,

2.lt has a high mojsturecontent which can lead to ship ssweat

THE CARGO
3.lt is liablets heat.
otrgo must be inspected before it is loaded. Bags are checked that
The loss of ,weight in rice could be as much as S% due to
dry and not torn or bleeding. Bags are filled with a mixture of clean
given out. This moisture condenses on the ships sideq decks ar prddy. This is because paddy prevents the rice grains from
bulkheads. lf the cargo is dampened or wetted by this moisfiure,
stowage quickly rots. This reaction generates Ereat heat and emits
lh rggregate which is impervious to ventilation air curents.
odourwhich affects other rice bags in the vicinity. flfue is
thetaint is not noticeable till after it is cooked. ANDVENTILATION
vertical box ventilators are fitted in position as follows; one
HOLD CLEANING AM frMEMR^ATION tBmrr the hatchway and one in the middle of the hatch coaming
ol
llch maklng six in all forthe hatchway. Two are fitted at each end ol
Holds should,be cleaned and made.fr,ee,frcrn foulodours by gna to port and one to starboard. These lead to permanent
washing and thEh rcor,Eplet@ :drying. 'Bilges should be
sweetened. No dampness'to be present in the holds or bilges. lf
lhtftr.

58 59
 Three tiers ol cargo, bag on bag, are loaded all over the hold. Horizontal
ventilator boxes are now laid athwartships at every five bag space.
are loaded all over in between the athwartships box ventilators.
fore and aft box ventilators are now laid on top of the
ventilators. Bags are now loaded in between the fore and aft
. This completes one system. lt is repeated after every three
Above the final tier of bags there should be a clear space of 15 cms for

Through ventilation is to be carried out throughout the voyage and

formation prevented at a{lcost.

Fig.6.1 : Box ventilator fiorrice

l-t - r-I

r-1

r-I

n r-l rl

Fig.6.2 : Transverse cross section of hold showing layout of 6.3 : Position of box ventilators within the cargo

60 61
 tool
*itL ran'$' ^i/s
CEMENT cHAprER
'EVEN
GENERAL : There are many types of cement, varying greaily in THE INTERNATIONAL MARITIME
,:ly_"^ their stowase factors. rt miy oeini
f 3:":i!:",..nq
in barrets llerefore
in
which shoutd be paper tined, in frai Oags oigr""yt"g". DANGEROUS GOODS (|MDG) GODE
recenfly it has been shipped in burk in speciairy
oesigneo siips
mechanicat means of discharging the cement (Selt_untoaOing
snipsy. To. rcgulate the transport by sea of dangerous goods to reasonabry
PREPAR^ATION :
Holds should be weltswept, and the limber fi lnf ury to persons or damage to ships and their cargoes.
made dust tight, this shourd enabre the siftage to
be recovered as c To rogulate transport by sea of marine pollutants to prevent harm to
possible and there wifl probabry be a considerabre
amount of this. linc environment.
sugar have been recenily canied in the compartment, then
the cre
frames, beams etc- shourd be thorough, and the hord Thr obtective is to enhance safe carriage of dangerous goods while
carefuily insp<
prior to loading, as sugar, to the extent of onry
.001 percent mixing Fg tn" free, unrestricted movement of such goods and prevent
cement has the etfect of rendering the cement worthless tothe environment.
as a
mixture. The hord shourd be wefl dunnaged to prevent the baos
cor
contact with the steelwork Use could be made of dunnaje,
bamboo mats to cover bulkheads and pillars. IMDG Code appties to a[ ships carrying dangerous goods which
fd by the Code, in packaged form i.e. a form of containment
LOADING : Care must be taken to avoid damage to containers ln the Code exceptship stores andequipment.
loading. canvas srings to the used with bags. sringi must
not be dr
andaproperlanding platform should be used.
STOWAGE : As mentioned above, cerhent should not goods are divided into the following classes :
be
same compMment as sugar, ammonia or its sulphate as frdMdrd intodMsions 1.1,1.2,1.3 't.4 and 1.6. Fig.7.1 : l-abels
theirfumes 1.S
alters the ,charaoter d
{fie cement to a quick_drying cement. ll lurlher grouped into compatibitity
All lettering black
I

overstowing other cargo uflh bagpd enrent a firm and l, e, D, E, F, G, H, J, K, L and s.

level
platform is essentia{" Boards shor.dd be placed
so as io withs
weight. As there will be a lotof dust, any goods which mlgtrfrbe :Explosives
affected shouH not be overstoived with cernent. Any fine goodu r.g. Nltroglycerine,

sa
.

carefullycovered. oyclonite (RDX),

tmmunltion
voyAGE : sweat and any form of hoisture m uet
DU Rl N G TH E
to a minimum. rn order to ac*rieve this carefur attention must
be
| ! Grees. compressed.
ventilation. (see notes on vanffiation)
DISCHARGING :
The same care rnust be taken as in
lhp?fled or dissotved
undaroreseure.
rt-:
prevent excess leakage. Separation of different parcels NOiI+IIITABLE
is l,g. Argon, Nltrogen, . cotPREsttED

NT/
r .

easy by the shipper using bags of different colours for different

Vlnyl chtoride,
PrlroloumGases.

62 63
 .()\
Class3 : Flammableliquids \:/ 6,2: lntectious substances
e.g. Wood >< e.g. Biological
preservatives, POTSON
GAS
substances and
toluene, petroleum diagnostic specimens.
distillates. x,z,/ f : Hadioactivematerials
WHITE

Class 4.1 : Flammable solids e.g. Thorium and

e.g. Zinc dust, textile certain isotopes of
waste, paint or varnish cesium, strontium,
insolidform.
Class 4.2: Substances liable to
sDontaneous
eh
INFLAMIIABLE
LIQUID
cobalt and even iron.

e.g. Sulphuric
WH]TE

combustion
e.g. lron and steel
swarf, phosphorus.
\."2 CausticSoda.
Acid,

R.AOIO ACTIVE

Class 4.3: Substances which in 9 : Miscellaneous

contact with water. dangerous
emitflammablegases tubstances
e.g. S.odium, e.g. Ammonium
Potassium, Calcium Nltrate Fertilizers,
metals and certain RED
White or blue
alloys. U'HITE egbestos, Dry I BLACK
RED (SolidCo,)
Class 5.1: Oxidising substances STRIPES
e.g. Strontium Marine Pollutant Mark for
Peroxide, Potassium Environemtally hazardous substancas
Chlorate, Sodium
Peroxide.
Class 5.2: Organic peroxides including intermediate bulk containers(trBOs) and large
withstanding the shocks
la to be of good quality and capable of
e.g. Peroxyacetic YELLOW
Acid, Decanoyl tneountered during transport, including transhipment between
Peroxide. Fuport units (CTUs) and between CTUs and warehouses as well
Class 6.1: Poisonous (toxic)
substances
e.g. Tear Gas, Prussic
g lrom a pallet oroverpackformanual or mechanical handling.

Hy
should be constructed and closed so as to prevent loss of
vlbration or by changes in temperature, humidity or pressure
POTSON
transport conditions.
Acid, TetraethylLead.
dlngorous residue shall adhere to the outside of packages

64 65
whether new, reused, reconditioned or remanufactured. Impty uncleaned receptacles to be treated as filled receptacles
4. The parts of packaging which is in direct contact with the ldequate measured are taken to nullify any hazard.
goods should not be affected, weakened, react or catalyse a , LABELLING, PLACARDING
allow the contents to permeate to a dangerous extent. lf necebsary,
lhow the class number and dangerous propefties of the goods in
should be a suitable inner lining ortreatment provided to the packaging.
rymbols as illustrated in the Code. They are 100mmx100mm in
5. Packaging should be successfully tested for vibration, drop test, llxed to individualpackages. Ptacards showthe same information
as provided for in the Code. lrrger; 250mmx250mm in size and are fixed to a cargo transport
6. lnner packaging should be packed in an outer packaging such
cannot be punctured, break or leak. lf it contains liquids the proper shipping name and the corresponding UN number
packaging should be packaged with its closure upwards and the by the letters UN shall be marked on each package in a size
packaging should be marked with arrows showing the orientation. with the size olthe package as given in the Code.
packaging that is fragile such as glass, porcelain, stoneware or
marking,labels & placardsshaltbe readigdisible, legible, on a
plastics shall be secured in the outer packaging with cushioning
of contrasting colour, on the extemal surface of the package
The cushioning material or outer packaging shall not be adversely
with other markings that could reduce their effectiveness.
byleakage.
should be placed near the markings; with subsidiary risk labels
7. Cushioning and absorbent material should be inert and suited
as perthe DangerousGoods List, nexttoit.
natureof thecontents.
lnlormation provided by markings, labels & placards are to br still
8. The nature and thickness of outeq packaging should, be
on packages surviving at least three months immersion in the
friction during transport does not gerrerate heat sufficient to
lUltable method of marking and fixing lables & placards should take
chemical stability of the contents.
0l the durability of the packaging materials used and the surface of
9. An ullage should be kept sufficient to allow for
temperatures likely to occur during transport and prevent
permanent distortion of the packaging ,unless the container
Itlvege packagings and salvage pressure receptacles should
be markedwith the word SALVAGE -
pressure.
packagings and receptacles are used to carry damaged,
1 0.Dangercus goods or other substances shall not be packed
loaking or non-conforming packagings/receptacles for
the same suter;packaging if they react dangerously with each
them for recovery or d i sposal) -.
combustion andfur prr,olution of heat or flammable, toxic or
gases or form corosilre or unstable substances.' packagings and lBCs shallbe marked on two opposing sides
on a CTU shallbe placedon foursides.
11. Packages containi,g daagerous goods which evolve
toxic, corrosive gases or v4outs or become explosive if allowed 7 (radioac'tive materials) pac{<ages shall be marked with the
which may react dangerously wi&,r fie atrmospher.e should be thr consignororconsignee orboth and if over50 kgs. shallalso be
sealed i.e. in h vapour-tight closure. ln€l l.glbly marked with the gross mass.
12. Cy.linders for gases under pressure shotIld be containing marine pollutants shall be durably marked with
constructed, tested, mairdfdir,red and conectly f illed. hazardous substiance mark adjacent to the other
martlngs.

66 67
 9. A package containing dangerous goods of a low degree of
dar
may be exempted from labelling requirements and will Any ship carrying dangerous goods or marine pollutants shail have a
be indicated in
Dangerous Goods List. llst or manifest or cargo plan containing the dangerous goods
DOCUMENTS additional information, stowage location and total quantity ol
goods and marine pollutants.
1. A dangerous goods transport document includes a paper
as well as provision of the same information by Erectronic
REQUIREMENTS
Data I
(EDP) and Electronic Data rnterchange(EDr) transmission
techniques. llowage means the proper placement of dangerous goods on board
to ensure safety and environmental protection during transport.
2. The consignor who offers dangerous goods for transport
must
the carrier information about the dangerous goods incruoing llowage on deck means stowage on the weatherdeck and stowage
information and documentation as required by this code.
lf offered by '
dtck means stowage that is not on the weather deck.
or EDI techniques, he must be able to produce the paper
document A olosed transport unit for class 1 means a unit which fully encloses
delay. by permanent structures, can be secured to the ship s
3 A dangerous goodsitr"ansport document may be provided
in any r
and is structu rally se rviceable. lt does not have fabric top or sides
but it must be easy toiidentif)/,,regible and durable and must lloor is of close-boarded wood or the goods are stowed on sparred
contain
inf ormation given below,in.se.quence:- wooden pallets or dunnage.
t. Name and addressrdf.the,consignor and consignee of Ittucturally serviceable means the cargo transport unit should not
goods. defects such as dents, bends, cracks or breaks in the structural
ii, Date when it was prepared or presented to the initial carrier. leaking seals, rusted metal or seized or broken hinges or
iii. the UN number preceded by the letters .,UN',. ttc. such that weathertight
, integrity is affected.
iv. The proper shipping name supplemented by the correct
name in brackets. lngorous goods of Class 1, ether than division 1.4 compatibility
V. The prir,nary hazard cla_ss, division(where assigned) a,r.ld l, packed in limited quantities shall be stowed in cargo and
compatiblity group(for Ctass 1). ahips in one of five stowage categories (01 to 05) which
vi. The subsidiary hazard class oi division in brackets,where
lf, where and how the dangerous goods can be stowed. Where
assigned.
vii. The."packaging group preceded by the letters "FG" e.g pG ll. to bc stowed on deck only, these goods should be stowed 12m
viii. The tota;l quantity of dangerous gobds. km ttvtng quafters, life-saving appliances and public access areas,
't,{m away from the shipside whichever is greater and 6m away f rom
4. The document may consist of more than one page provided t €l lgnltlon.
pages are consecutively numberd. lt may include non-dangerous
provided the dangerous goods are listed first or otherwise rous goods of Classes 2 - 9 shall be stowed in cargo and
rhlps in one of five stowage categories (Ato E) which specifies
5. Additional information rnay be provided after the tho dangerous goods can be stowed.
dangerous goods in iii-viii above provide it does not divert attention ln subdivision 1 .4, compatibility group S may be carried in
safety information required or contradict it or duplicate information ln passenger ships. Explosives in compatibility groups C, D, E
provided . This could include information for safe carriage ItUhlect to a maximum of 10 kgs and mustbetransported in a closed
of infe
radioactive cargoes, salvage cargoes orthose in limited quantities Enrport unit. Explosives in compatibility group B are subject to a
reactive cargoes orthose stabilized by temperature control. ol 10 kgs and must be transported in a closed cargo transport unit
dack
ta llollutants should preferably be stowed underdeck but if
68
69
required to be stowed on deck then they should be stowed or both as per the Segregation Table in tig7.2. The intervening
sheltered areas on well protected decks. may be filled with other compatible cargo. The type of segregation
Annex lllof MARPOLis reproducedinfuil rntheIMDG code. rtcontains on the e*ent of hazard between substances. ln .case of
the prevention of pollution by harmfut substances carried by sea in packaged provisions individual entries in the Dangerous Goods List take

&Eylrcno
segregation is
but may be
ln the same
a
or on deck
mrntmum
separation of
\H;"i
ls* !p-\#,*!
vertically is
f-+l sto*"s"i

to fire
in the
tif
deck is
and
m I
; otherwise
holds.

1. Awayfrorn
Fig. 7 .2 : Segregation Table
h deck,
aeparation
6m.
a
m m
2. Separated from
3. Separated by a complete compartment or hold from 12m
4. Separ:ated rlongitudinally by an intervening complete t-

I
I
hold from
x. The Danderous Goods Ust should be consulted for individual
if any 1 itUtl be either a m
SEGRE )ArroN ef longltudinal
Sbgregation is the process of separating two or more
articles which are considered mutually incompatible because thelr
flllon by
fiplete
or hold,
a
m
or stowage tcgether may result in undue hazards Cue to leakage of
bulkhoads or
or any other accident. Segregation is maintained by keeping them
distance apart or having a bultdread/bulkheads or deck/decks
Etl:lnnt to fire
ru m m
70 71
Ondeck-ahorizontal tl - Subsidiary Risk(s) - This column contains the class number(s) of
separation of at least
Ubsidary risk(s) associated with the dangerous good. lf it is a marine
12m even if one the symbol P appears. E.g. 6.1
package is stowed
t
bedwdeck.
,{ S-e-p-a-r_a_1_e_o m - Packing Group - Dangerous goods have been divided into three
groups according tothe degree of dangerthey present. e.g.ll
longitudinally bv an Greatdanger - Packing group I
intervenino complete
compartment
frem
or hold m Medium Danger- Packing group ll
Minordanger - Packinggroup lll
I' Special Provisions - This column contains a number which refers to
A vertical
separation is not
allowed. The packages
m provisions that applyto the substance orarticle.
- Limited quantities - Dangerous goods packed in limited quantities
tlot be subject to certain provisions of the IMDG Code. The applicable
must be horizontally
llmit for the inner packaging or article is mentioned in this column.
separated by a complete
Reference package
companment.
Package containing incompatible goods - Excepted quantities - This column contains a code which indicates
On deck a
Deck resistant to fire and liquid quantity per inner and outer packaging for the goods to be
horizontal separation of
from certain provisions of the IMDG Code. e.g.E2
ai least 24m is required
and between an on 11 - Packing instructions - These columns contains codes which
refer
deck and under deck instructions and special packing provisions for the use of
package, 24m + am
intervening
comparlment. 1
There are separate rules for segregation on container, ro-ro,
IB
1
large packagings and intermediate bulk containers (lBCs)
& tBC02.
. Reserved forfuture use.

IE& 14 -Tank and bulk container instructions and special provisions -

cargo and barge carrying ships. Eolumn contains codes applicable to the transport of dangerous goods
Dangerous Goods List tanks and road tankvehicles. e.g.T7 &TP1,TP13.

This list contains the data for each dangerous substance that l6 " EmS - This column refers to the relevant emergency schedules for
transported by sea. lt consists of 18 columns as given below. The rnd Spillage in the EmS guide - The "Emergency Response
forAllyl acetate - UN No.2333 are used as an example. for Ships Carrying Dangerous Goods" is a guide which is to be
at all times for use in emergency response to accioents and
Coi. 1 & 18 - UN No. - The United Nations Number has been
lnvolving dangerous goods in transport.
dangerous good by the UN Sub-Committee of Experts on the T
Dangerous Goods. By placing this column at the left and right 16 Stowage and Segregation - lt describes the stowage and
the page it enables the rowto be entered from left orright. e.g.2333 required for dangerous goods. e.g. Category E. Clear of living

Col 2 - Proper Shipping Name (pSN) - The proper shipping

i 7 - Properties and observations - This column contains properties and

72 73
 CHAPTER EIGHT
.observations of the dangerous goods such as ciensity in relation to
explosive limits, miscibility with water, etc. e.g.colourless liquid. Flast
' ,1,.
7.C. Partially miscible with water. Toxic if swallowed, by skin contact UNIT LOADS AND CONTAINERS
inhalation. Harmful if swallowed.
MFAG Table No. : The "Medical
FirstAid Guide for Use in
involving Dangerous Goods" gives likely signs, symptoms, treatment The concept of unit loads is to increase the speed of cargo work by
flowchart. lt suggests
other advice as per the effect of goods in a lucing the number of occasions when gcargo is handled and replacing
in case of skin contact, eye contacJ, inhalation and ingestion. nual handling by mechanical means. (Unitisation means consolidating
procedures forthe treatment are also mentioned. rcveral small packages into one unit? standard sizQ fne cargo is
together with.bands or shrink wfttppers to form a unit which
PREGAUTIONS FOR LOADING DANGEROUS GOODS with a base i.e. a pallet or a skid allows mechanical handling
ln addition to other normal precautions, (see Ch apter 2) such as fork litts to lift and transport the unit.
1 . Refer to the IMDG code and find out the particulars for the cargo
loaded with regard to hazards. compatibility, stowage and segregi Forms of unitisation include:
2. The appropriate international code of signals by day and by Preslinging the cargo
be displayed palletis-atiJn -t yi*A ^ *1,&r rt^fo
3. No bunkering operations to be done during loading or dischargi Containerisation &
4. wireless transmission should not be done of voltage exceeding Llghters or barges on lash ships and RO-RO vehicles.
5. Radar should not be operated during loading or discharging'
6. Forklifts should not to be used in the vicinity of dangerous
CARGO
T,Loadingistobesuspendedifinclementweatherthreatens.
8. Defective packages should not be accepted' (tn tni. method the cargo is loaded in units with the tifting slings in place
9. Port regulations areto be complied with' lhat at the port of dischirge it is only necessary to hook in the slings and
Additional ly for ExPlosives Etl the cargo. Preslung loads should be made up and held together in
unlt by means independent of the sling. lt can be used for a variety o{
1. Explosives must be stowed in a magazine, whiclt is a wood like steel pipes, timber, etc. lt results in quick turnaround and
linedcornpartment,sometimesspeciallyconstructedtostow'e I savings in discharge Pqts where stevedore costs are high,
safely. nding the cost of the sltn$
2. No electric cables should pass through the magazine' lf
unavoidable, the cables should be sheathed by an approved'
combustible banier and tested before loading'
3.Explosivesareunstablewhenwetandshouldbestowedina (1 nalletisation the cargo is consolidated into a unit and placed on a
well-ventilated space awayfrorn hot br.rlkheads or decks'
il fne packages should be lashed into a unit and secured to the pallet.
4. Electricdlifittingsrmust be disconnected in compartments cargo handling is used for a wide variety of cargoes which are
dangerous goods; ventilation fans to the space must be ln boxes, bags, cartons, cases, drums and bales or rolls of paper.
disconnected. wey entry pallets are considered to be the most suitable for ship board
5. Explosives must be stowed away f rom living quarters'
6.Mastsmustbefittedwithanefficientlightningconductoret
presents a grave danger.

75
74
 uo,lJ,".*r'^ 1
riner is ,n ,rti$ of transport equipment having
the following

'the container has a strengrthened deck

and comers. The deck rs
to p*io"
-_ -of/unnagg
required. ;|i
roof Lr:"lI*-",,j::::
of the container are loruoated strensth as the sides
very suscepttr"'""olrr;::"ffi
./Permits cargo to be @ r,^.\* rrl ilX;
r"tl-mJiliar convention for safe
stored compactly and (Lqtutl-
!,[.::i"Lg"^.r]li:;
; (C 72) specif es structu rat r"q
I S 19 i
rn,"i tl il[Il,;:r.".?;
tidily thereby reducing @ 9,,*6rn" a,tdt* (
regulations for inspection,
u i

,nd jainrenanao
ar
.Facilitates tallying of cargo.
rt,rost container. ;;;;;id. "ppiorf
ililffiHno lnaintenance of
,,rr/ ,Fourway entry panet )ONTAINEBS: -4
closed box or generar purpose containers
DI9ADVANTAGES are most common and are
lor various types of cargoes.
f'
,/icss
lrl-css ot space if the cargo hold is other than a square sshape. open sided containers can be roaded
from either side fonruard or
[va hatch covers thatdrop down oneinerSOe. aft
,fl,oss of space bebw the deckhead.
,/*ossof space duetothespace occupied bythe pallet. Dry bulk containers have loading
hatcnesJn tne roof and one or
ltpe hatches on the sides. mor€
6{.Exlra cost for the pal let.
are used forcarrying butk tiquids.
Pallet sizes depend on the size and type of cargo, the duration I:i1:T.,i,rers
Hr lf height containers
voyage and the rnode of transport to the loading port. The load itself r!"0 fo, f, ign density cargo.
are normally
a..compartment for the compressor.
pallet must be solid, secure and evenly distributed on the pallet. Tie
*::::::l1:::,f::
be speciar provisions ror the Jppir;;;;;;#;5il"iil.H. rhere
must be loaded on a level base. ln all unit loads, a discount in freight
to shippers; thus the benefit of time saving is shared.
[,.jlf ;,"..j:",::ji::1- r"qriro for crearins and
variationsIr,,T.1rr* "," ruost
"igf r;ffi';Y,#;
in temperature.
NERS ::h::vent

(A container is a box made of steel, aluminium or fibre glass.,

standard sizes as recommended by the lso (lntemational stanr
Organisation) is 20 fi tength x I ft height x g ft width, cafled TEUe
equivalent units) or 40 x I x 8 called FEUs (40 ft. equivalent
containers weigh around 1.2 tonnes (2 t for a FEU) and can carry abt
tonnes (32tfora FEU))
/

76 77
 decks and 3 to 5 tiers above
deck. containers can arso be
ca,red
:1,:1t:*r:Jj"'111"J::1" s";;; i;'hing and securing the
are available. Some of the gear
rn

is sho*, ln iil. z.e.

It is not possibre for ship's

statf to examine or monitor
the securing of
,1..nr""i", ias tne risht to open
: 1;Ji""*,:::f11.,:lT^lnl
any container if he suspects rhat
a' is not in ;;;
and
ar(
-"-"-
;';;ilI;[il"
+v ,::"rT*":,:j:Ij"^:i
m endation s for the safe Tfso rsee firapter 8) fotowins are somo
n
stowage and sd.i" g; ;;;;;;rr, * ilI:
in a fore and aft direction
::lji,X"::::.:-:::l"wed t., with the doors
aft, to prevent sea and spray
""[]rg ;;ffi'H:;"il:
Containers containing valuable goods
should if possible, be placed
todoorflush with each otner.
containers shourd be secured on
the top as we* as bottom as
ne extremely buoyant when they can
water is shipped on cteck.
containers on deck or on the hatch
top shourd be ca*ied one
I the upper containers are secured,o high
;ortipping.
pr"r"nt ,i;;#;;,
The securing systems shourd
not impose on the container
Itrossin excess of thar which the
or its fittings
containli i"O""igned for.
LiYestock Portabte
The container shourd not over
stress the deck or the hatch
top.
down comptetery oeiore roading
Inrj:i:::,:1ti:-.
The structural strength of the
deck a"o r,"t"t,
containers on

whe" fil;; "lrliJ;'""r",JflT#,";

when loading containers and arso
rashing points on deck.

Thc ord rute of heavy weights at

the bottom shourd be.forowed
ilnere as well,
_.., to for
-v give
u.,v q larle GM.
a ,q,ye \rrvr. ln
rn a ilfleo container thg
the centre
nanrra ar
of
o^:": ry*."isht of the"iirr"o
container. rhis is due to the
,n:?:n[::: of the deck and tfre wooJ'
.lrengthening
ttlons the centre of gravity of the
,in,ng."'';;Tdili;
lrnallowancetorsliety contai;;; ssumed at mid-height

Fig. 8.2 : Types of Containers

78
79
 A
ntainer is
to be
from its
top corners.
other form
I lifting
Tension /. strain
Compression the container
Clamp may cause
to over
lance. A
Locator & shoe sling
ofa
0tangular
with 4
E--- r hanging
cally is
ly used.
hooksbeing
into the
castings
Quick 0lnting
Release ds from
Gear rnds of the
Fig.8.4 : Lifting a container
lahers shourd never be rifted direcry
by wire srings fixed to the
lout the use of spreaders. rn corners
)matic rocking arrangements which
,oi* ierminats spreaders with
do not need the presence
ured' containers that are roaded witnori'sears of a man
uld
or rocks gn the door
claused and fresh seal o, toct put.
)rcuitably s

cavirc;ltly-ggllgs the container itserf is of

sturdy construction
Frg.A.S : Container Lasting Gear
h:"T"lffi ffill!ffi lliil:g"o""n
80
8'l
4. - Lesshandling time at every port resulting in costsaving.
they are towed to jetty.
5. Lowe@ shippers due to less chances
a

damage and pilferage. The concept of lash ships has not

caught on for various.reasons. A
I7. qlpseg
Bg_dgcss lh*e*gArt tim.glgship and improves
laint. ::31":::TjTl,li:l'.p" and tighters is required. Besides, watilns
a berth was experienced in ports witn rrrr 1y
inadequate facilities and these
_ the working ratio.
running to time spent in port.) ne ports did not have the towing
and other administratir" to
8. Fagytally_ig*and"dpeumentathn.
to these type of ships.
- Further an improvement in ""p"oilti",
port facirities
9. AmetebLe!,o_poqpglgrisag"o-n:_
,o witha stump in shipping reduced waiting time at port!;"kiilil"
10. Fora shipper less inventory costs and stable inventorycontrol is in these ships unrenumerative.
possible by a regular container stiip schedule. Lash ships are usefur in coastartrade
where righters have to be towed
DISADVANTAGES: gh inland watenrays between
factoiles and industriar areas and the
1' -F{gl'rly capital intensive as container ships cost twice as much as
ships and shippers have to pay for leasing of the containers.
2. High deoree of training is necessaryforsmooth operation. (For a diagram, see front cover).
3. Fepositioniqghf containers afteldtsghegg Elgggjred. The-roll on - rort off system is a radicar
4. lnfrastructure on land like roads, bridges and availability of
od oJ tifting cargo in and out of the ship
change from the traditionar
h as to be developed f or s uccessf u I transportation of containers on s hordi. tt nas incorpoiaied
ping changes in ship design with
The biggest advantage that containerization offers is door to
absence of any lifting geai,
extending.the tength of the ship and divided **o
verticallf 6y ,or"Ot"
deliver/ or an international.scale via intermodal transportation syster witl.ram.p.s cunnectingthe decks. The
bow, stern and sometimes a
combined transport 'system. Here a combined transport r of the shipside too opens up and
can be lowered to form ,rrp. or",
undertakes to pick the container from the shippers premises and lh the vehicres are driven into the ship.
The ramps rest on the jetty and
virtually to the consignees door step by various modes of transport be raised or rowdred to take changes in the
ship s draft or tidar effects,
may include road, rail or air together witn sea. The lacilities provid lfter OeSigrS, the ramps can be slewed sideways
customs formalities, provision of bill of lading or c-ombined
also. The ship ls
llod to carry cars, trucks and anything that can be
driven on and otf rt.
document, competitive freight rates, regular shipping schedules, main deck may be fitted witfr ceil guides to
stow containers. cargo is
window for payment of freight, etc. ln lndia inland container td on a trairer and properry secured to form a unit.
The trairer is driven
been formed,to cater to the needs of inland shippers and the m l atowage position on ship by a motorised vehicre
where it is detached
system is being develqped and streamlined to fulfil its objectives of tocured. The motorised vehicle retums to tow other
trailers.
doordelivery. The greatest advantage of ro-ro ships is
the speed at which cargo can
LASH AND RO.RO SHIPS loaded and discharged. port cails rast for a few
hours onry and it rs
Lash stands for Lighter A,bmrd SHip. This concept came to completely load or discharge the ship in less
tfran a Oay.
of cargo is the most important aspect to
means to avoid delays in waiting for a berth. Cargo is loaded into be attended to. Because
barges which can be covered and made watertight. The lighters Sr units being on wheels, the decks should not
be wet, greasy or
out into the anchorage area where the mother ship lifts them up finry, brakes shourd be on and the engine in gear and for heavy vehicres,
rthe.normal securing arrangements, movement
bymeans ol a largegarrtrycrane and loads them intothe holds. must be resisted by
discharge are picked up from the ships hold and floated in the or placing rough materiar between the unit
and the deck to increase

82
83
 CHAPTER NINE . The gas is now kept in contact with the substance to be
It absorbs heat from the substance cooling it, while in tum its own
rises to T. (2$ to 35C) and pressure and volume to P. and V.
REFRIGERATED AND DECK CARGOES . lt is then compressed in a compressor to its pressure, volume
atthefirst stage, i.e. P,, V,, andT,.

Refrigerated Cargoes can be divided into three

classes'
These- carg99sll
1. Frozen Cargo : eg. meat, butter, poultry and fish'
-8'C to'12C
carried in a hard trozln state at temperatures.around

are maintained by aircirculation' Brine Supply

are carried may vary
The temperatures at which individual cargoes to compartments
,h;il;"-;entioned limits depending on the nature of the ca P. V, T,
port' the duration of the voyage
ambient tempqrature at the loading
(whether ripe' frozen' rr
which the cargo is to be delivered.
state in
consumPtion, etc.)
REFRIGERATIONSYSTEMS
a high level to a.low
Just as the naturalflow of water isfrorn Vr Tt
at a high temPerature to a
natural flow of heat too is from a body
low temperature; and i,tt tt *"
*oiO need a pump to reverse the fl
V
pumpwaterupwards,weneedryc!anical.1v3.lt:-t""^*:::::?::
give it awav to Fig. 9.1 : Principle and working of a refrigeration system
ffiJ;t;;i;;;; bodv at a low temperature and
of ref ri geration'
at a hi gh temperature. This isttie principle
is so chosen because its physicaland chemicalproperties
the efficiency o{ the plant, redue its size and eliminate hazards in
the refrigerant. Ammonia was used for several years till it was
by carbon dioxide which was less toxic..Today freon is used
, although it is being phased out due to pressure from
as it contains chloro{uoro carbons (CFCs) which have
lOund to harm the ozone layer.

85
84
 OPERATIONS
lnship,srefrigerationsystems,directexpansionandcirculationof
The success of refrigerated trade depends principallyon the condition
refrigerantisnotadvisableexceptforsmallrefrigeratedchambersi
p,ori"ion stores. This is because in large installations it becomes which cargo arrives at the discharge poft. This not only depends on the
awastage of of the refrigeration plant or the insulation but greatly depends on
monitorthe pipesforleakageswhichwould result in
r

gas. For large refrigeration systems we therefore use the

indirect I
efforts of the cargo officers with respect to stowage precautions prior to
primary refrigerant is used to coola during reception of cargo and maintenance of correct temperatures in
and a second refrigerant- The
circulated through the Any departure from the highest standard of efficiency can cause
brine and this cooled brine is then
of cargo resulting in loss of value and large claims to the ship.
Brineischosenbecauseofitslowfreezingpoint,2oto30€'
its concentration and composition' Following are the main points to be bome in mind during the carriage
refrigerated cargo.
Preoaration of the Compartment : The compartment must be clean,
and free from any odour or taint. lf necessary, it must be deodorised
ozone, sodium bicarbonate or patent deodorisers but strong
must not be used. Bilges are to be
deodorised and suctions checked. The
and permanent dunnage is to be checked
repaired as necessary. Scuppers are to be
and brinetraps checked, tested and refilled.
traps prevent warm air from entering the
and cold air from escaPing; at the
time allowing drainage of water.
should be in position and ventilator
to the compartment fitted in place and tightly
Gas Return Line All openings are to be sealed against entry
. Brine pipes are to be tested to ensure thatthey
not choked and that no leaks occur at the ioints.
Fig.9.2: Brine grids
Fig.9.3: BrinetraPs

grids surrounding th Precooling of the compartment: The compartmentshould be moled

The brine is passed through separate prior to loading, to a temperature slightly lower than the transit
compartment- lf one grid is urocr<eq or {9re!, ":-1'lf,=T:ly, rature, to allow for fluctuations during loading- Dunnage laid in the
will not be affected' Also
increased to other g*Os so that cooling is also to be cooled before cargo is loaded, otherwise it will
ilns ot srids, eich wittr ib o*1."*p"n":1-Yy.:l:,::::^t:* tho cargo in contact with it. when the compartment is ready for loading
by adiusting
different,compartments at different temperatures is canied out by a cargo surveyor who inspects the compaftment
notodlY ooolilg P.1t*:-1"1t11t:::::
sas. For fruit cargoes, oompanm ebanliness, fitness for the loading of the cargo con@med and for
iri. roi ,nit, instJad of circuNafing the brine around the working of the refrigeration plant. A loading certificate' showing
passed over the brine srids and tnis ryo11^11]: :i":I,:::*P: of each compartment, is issued before any cargo is stowed
it Coo[r'lg is often oaried out by a oombination
" "o.p"*rnent.
and cool air circtitstion'

87
86
 3. Reception and Loading of cargo : Local port regulations should (-1 .to 2C) should be ih good condition. Can taint other cargoes.
known to ship's officers with respect to opening and closing (around 12C) are carried as a specialtrade. They are shipped on
compartments and accepted working temperatures for stevedores to
stems in a hard, unripe state. Daily inspections of the compartment
friction with them and delay to the ship. The stowage should be so aimed
to be made and any ripe fruit plucked. Too low temperatures can
as to allow a free circulation of cold air around the cargo. The cargo
arrest the ripening process. Shipment is done in such a state
be secured in a seaway. Clean cargo should not come in contact with
to anive atthe discharge ports and reach the markets, ripe and readyfor
cargo. Utmost care should be taken to inspect the incoming cargoes
inherent damage. This can be done by taking random samples.
overripe or damaged cargo must be rejected. When loading a lower is caried frozen, while cheese (3'to 6€) is chilled. Both are liable to
through a refrigerated t'ween deck, canvas or tarpaulins must be
around the opening to restrict the escape of cold air. Temperature (3 to 7C) leave behind a strong, fruity smell which must be
maintained during stoppages for meals, etc. During loading or before loading any other cargo.
when the compartment is open lrost may form onto the brine pipes.
(-2C) should nothave anywhitish, mould marks.
must be brushed away onto tarpaulins and removed to prevent its
cargo and causing damage by wetting. After loading, all outside lr hung from hooks, not too close together, to permit ventilation and
should be sealed with paper to ensure good circulation. The hatch chafing.
are normally self sealing. The shipper must provide the vessel with (-10C) Soft carcasses should be rejected and bloodstained
and carrying temperatures and any other special requirements. regardedwith suspicion. Maybe loaded in smallerpieces in bags.
4. is most essential and
During Transit : Temperature control are fragile and must be handled carefully. They are easilytainted and
strictly maintained. Daily records showing the temperature in stowage in aseparate compaftment.
compartment are to be kept for each. watch. Nowadays
are often sent in refrigerated sftips.
temperature recorders keep a continupus record of temperatures.
of the shipper must be strictly followed.
transit of chilled meat, a certain amount of CO. (10% by
introduced to preserve the meat. Excessive CO, can discolour are shipped in refrigerated condition in specialships-
consignment. Hence it is essential to keep a record and control Of carriage is a separate subject in itself .

concentration. An instrument called a thermoscope is used to

concentration of co,. Gonversely, in the case of fruits, the ripening
fruit causes evotution of co,, which, if present in concentrations of DECK CARGOES
5olo spoils the fruit. This excess CO. can be dissipated by allowing Cargoes are often carried on the decks of ships like container and
precooled air occasionally into the hold, taking care not to cause carriers. General cargo ships too carry a wide range of cargoes on
ll.r
variations in temperature. which may include motor cars and other vehicles, iron arld steel pipes
5. During Discharge : Prior to discharge a cargo surveyor is flrders, dangerous goods, containers and sometimes even livestock-
catled to check the transit temperature and CO. records' healry lifts and unusually shaped goods such as locomotives,
flii
i
conlentration of CO. is higher lhan7"/o the compartment must be and small launches, large tanks or pressure vessels and other such
l;, mayalso be shipped on deck
with fresh air prior to man entry for discharge-
pi Here are some properties of refrigerated cargoes with thelr Deck cargo requires special attention during loading and carriage
temperatures. wlll includethefollowing :

I 88 89
/'
{.
,!.

Load Density of lashing isto beappropriate forthattype, size and weight of cargo'
The deck load should not be concentrated but should be may have to be ianied out and spaces"between the cargo fiiled
over a large area by using dunnage to spread the load. The load r dunnage. Eyes for lashing should be welded at strengthened points.
the deck must never be exceeded. lf necessary, the deck should be regularly inspected and tightened and particulars of the
supported from underneath by rigging temporary wooden or metal entered in the mate slog book.
and pillars Protection of Personnel
2. Stability A clear walking space on deck at least 600mm wide should be

The metacentric height (GM) which is a measure of the ship s for access for personnel to and from their work places. lf this is not
should be adequate at allstages of the Voyage. Shift of the centre of then a walkway is to be built over the deck cargo. The walkway is
due to fuel or water consumption from DB tanks, creation of free be of sound construction and firmly Secured. Three courses of wire or
etfects or accumulation of water, ice or snow on deck should not to a height of 1m are to run on each side of the walkway, supported by
atfect the stability. The weight should be properly distributed to along its length. Projections, slack steel bands and other such
list or excessive trim. Deck cargoes off er a g reater wind resistance traps and hazards should be marked and highlighted.
increasethe heeling moment due to wind.
3. Stowage
All openings in the weather deck e.g. hatch covers, hatch
etc. must be securely closed and battened down before deck
stowed on top of them. Ventilators, air pipes and otherworking gear
be in good orderand protected from damage. Access istobe
safety equiprnent, controls for remote operation of valves,pumps,
emergency steer.ing gear, sounding pipgs, ,rnachinery spaces,
quarters and all fore and aft parts used for the working of the
storerooms, etc. lt should be possible to properly close and
openings to such places. The height of deck cargo should be such as
impair visibility from the bridge. Deck cargoes should not extend
theshipside
4. Lashing
Proper lashing is important not only forthe safety of the cargo
for the safety of life and ship. lmproper securing of cargoes have
several shiB casualties and loss of life, even during loading
discharging. lashing rnust be carried out by competent
accordancetrrflhtrhe Cargo Securing'Manual or Code of Safe
Cargo Stowage and Securing. The size of lashing material should
account the forces exerted on the cargo as a result of the motion of the
in the most severe weatfter conditions expected for that voyage.

90 91
 ti
CHAPTER TEN (atthggraph in Figlg.l W
range is between 1o/o andlv/otorcH gas, 21o/o and
]{etlammabre
raNryKoPERAroNs 70 ror ox|gen- n 100/o of cH gas is introduced
in air, the proportion of
reducesto 21x90= 1g.9o/o(pointD)
,, x]"4_ _, io i,/,
1oo
g/**or.r,n ,*.,0u
When orygen is minimum (11.S%), CH gas must be at least
(fne su*ace of petroleum evaporates into vapour when left 1.57o
t E). At 1"/o cH gas, the oxygen must be at least
2o.g% for the mixture
The amount of evaporation depends on the volatility of the liquid, be flammable (Point c).
llTtlLenge0trariooof.c++sas€nd oq€en-ls.'""
temperature, surface area and other factors. The vapour.is
gas (CH gas), so named, because it consists of hydrogen and carbon
!e!qe-ueJ' ..-,_ : -

in various complex combinations.

@etroteum gas and air forms a flammable and explosive

However all vapour - air mixtures are not explosive. .[jhg

e/nrons
@ plQH-Sas-in-air
or Lower Explosive Limit (LEL) : lt ie
9g'1-centatbn below wh ich there is insuff icient
suppof d propagate combustion.
uUoper Flammable Limit{uFL} or UpperE:qplosive Limit (UEL):
thglgfgg$B!9n_9f*gH"-gaglq gir above which there is insufficient
support and propagate combustion. : Flammable Range Diagram
lo O&g.aA
-4
Flammable Limits and Flammable Range of a few petroleum
expressed as a percentage volume are given below: $/fie1 we dilute a cH gas - air mixture with air, (ret's say having the
rntrataons as shown at point F), air will slovly replace the cFt gas
Gas Upper Lower
titt tre
rc becomes looo/o air. The concentrat&rns of cH gas and oiygen wiil
Propane 9.5 2.2 tho path FA- The path passes through the frammabre rangL-and
at
Butane 8.5 1.9 tlme during the dirution, the mixture oourd eprode if a slark was
Pentane 7.8 1.5 l. we must try to avoid passing through the flammabre range during
lm wlth alr. To do this the mixture is diluterrririfrinert gas
labn! tne tine
A value o(107"
0% and 1 '% ltlaken in practice for most oil cargoes. ull r polnt H ls reacfredbetow ihe criticaldilution tine. This is known oy
and testlng the tankatmospherewtth gas measuring instruments.

92 93
Nowifoxygen(air)isletinfreely,thedilutionwilltakeplacealongline gjltg_@heputiM
:esatter"t"?ry1',eEtaffiJs"allryrue-qpsggq-qJe-bl"e-distrihutionot
without passing through the flammable range at any time causinl
danger of fire or exPlosion.
oF GAs-FREEING TANKS
OPERATION SYSTEMS
rvre#oos
'/ Tanks must be gas-freed before man entry orhot work is carried

ni tanfs where they lead down to the boftom. &gg[gghgfgg-

ls start from the various tank suctions and lead to the cargo
ffi"no in" prrp..(vhile loaciing cargo is pumped from
""tgo
and during discharge, ship blUmps are used. From the pumps the
ls led tothedeckand ouittrroughthe manifol{)
stripping : A smaller diameter cargo line is used to strip the last
of cargo which is below the suction of the main cargo pumps'
lines lead to stripping pumps which may be of the reciprocating or
The oxygen - gas concentration must be monitored at''dtl type, also situated in the pumproom.
The
often during the operation using suitable insfuunrents' Ballast Gllastmay be taken into cargo tanks before which thqmust
_-In$!Ee-veoted-atagdg[elsh!3@-v-9!h.p*Eecr' washed. When cargo is loaded, the ballast must be pumped oglr)Care
it be taken that ballast pumped out is clean within the limits as set out
in
.{ By Air -Hydraulic, pnqulratlc-gr
: sleam d&e,frl4{!-q- l
ga1 materials used in the Marine Pollution Regulations to avoid stitf penalties.(Ballast is also
"uto*l in air orEfiractne The
not be allowed to e rn in tanks which are exclusively used for ballast. However the cargo
ffiiiT;ad Vented-gas must
p"ntillt':::f rlines and pumps service these tanks. They are known as Clean Ballast
accommodation or other tanks' ;M capac'ty ?nd. from
to gas ree the(ank in the shortest
should be such as f
possible time. lt tl ks. lf ballast tanks have their own pipelines and pumps leparate
,'
25 - 30 replacements of the atmosphere to bring down used for cargo, they are called segregated Ballast Tanlg)segregated
about
of CH Eas in air from 50% to below LFL' 'TanI li99 tanks are often protectively located around the hull to reduce
""""""u","n q!q[s and should be s!ut, in1edt-afery to the cargo tanks and the resultant pollution in case of an accident.
be ooened till ventilation
----..--
.:1-:.E:::' -.---.-;:_-^-l-i^^i^-rl^ii^.io+o
tAlindcailq
*"iiffiiqown6n tn" gas'istested to be safe' wind sails v grounding, etc.)
as an inexpensive
canvas trunking, weie,often used previously tanks have theirown stripping arrangements.
ventilating when fans were not available' ' lnert Gas : To maintain the atmosphere in an inert condition, inert gas
,y' Bv steam : SteamwEs{t'5:d ei:vi:Y:'It?]i:1*"-:::t:, gOnerateO in the inert gas generator which is usually situated near the
0"""r.6-u-uule..The'hazardwitlr-steamjg--tLalbgpaq-sS aft of the accommodation. The line branches out to the different
]-*ho_"o.-*.otinn of oil- esoeciallv with' gas is displaced
fis where inert gas is let in at the top. while loading, this
the cargo and it must be let out safely as it will be mixed with cH gas. The
:,ffiate, whic*r mayJea(Lo gre?!io" lp1 a sg.r5 rillation system leads to the FV valves (Pressure-Vacuum valves) and
not he'pulinto
ififfi ,tince ue-^repll'ourand steaf,n' must breaker wtrichtunctionsafaSAlgly*y-e!-v.g ln sorne ships High Velocity s

95
94
 o€ ? '5
ni t-] :*
** s. r-$:3 { 5t
1

)"* Tt:"
(HWV) may be fitted to discharge
rhe gas high above th e
\, s i:-s ro f
3
teffi;E$ffi,H;:If".#Jffi
nse, tfia;h-if*-iiiireiirf6tir
up orrorr" t
a':\ b
r
L
rq

v
)
A

I
I
cad ; il;;;ed.
"no I:coy"ry, o"r ' F- ) t(,o
more :;:::*1
as
Xi::j 1t
effective than f wastring. -W;;;";."i"];:fiffi"il
e
w has""pn"rtiJ
been ro, nr, t
yatgr
from the deck fire ,"in?.rsi :H:,
hoses or pipes io the was r
H::ilr"!* +
\
+ .> t +
\/ ,l o
5 steam Heatino coirs: To maintain
reduce the thickening and
the cargo in a viscous state ) l-> > ) I
formation oiwaf oeposits,
il the boirer,is p".."llnr"ush coitsitrunnins
is-ieJt-eo srig
L r v
.o
T
o
I
ijffiI,"?il:fif atorq YY -f to,
@
For other ship operations
invorving oompressed air,
deck water
I^":,H::"t
tuel oil and other tianr",n"i"lr" severat other smaler pi IE
I-\e :
1{.e
l-E s
lrer
ry#, o, prpElrNEsysrE,s l\+
l*- c
"*no
Tankers have a naried and
F{A
F*.) .-
sometimes complex pipeline d@
is basic/lVbased on three system -to
main types;
,1 /.The Free Flow System -x!
-l )
4f TheDirectUneSystemand
./,
g. TheRingMalnSystem \E
6
JC

+o.
{.,,.P:-This.system
carriers whic*r carrv r' . one*.*- -'-'-"r 'e mainty uueq
-
. is rr'qrrlry used on JT 0
.5
\a
m--n;ffir=:=ir _:jnry grade bf-c-argRl_wfiEF is iec 'o t,

stemtrimof the
toflowto
ffi c
o
C'
a
=
The large -o
yatyes permit a good ooinrg" ;i it
at
Any residues are
bylhe stripping purnps. "ffi. E

,V The Direct Une Svstem : This svcram

permits two or three :I
-qt
E
-E x
F
A
I

,i9(
96
.erosion and leaksrlj.'ducing
the mqinle,l?!-c_g required. The time Number and sizes of hoses.or arms available and the manifold
linewashingisalsond'rcSq;jeuleyeilhgr__o-qg_!ry_qpllng.^o-lllgli required for each product or grade of cargo.
possible-unless the washings areflushed into thetankand disc The maximum shore pumping rate, topping off rateand the pressure
.. . * -T€iing"iewef
-..-*_ra-**-
hgg=fo"** vaiteC, leek5 are diffiCiii ii atthemanifold.
many grades\cannot be carried as the required line and val Establishment of an efficient communication system with signals for
stop and the standby time required for normal pump stopping.

{ The Ring Main Svstem : This system is ideal for The chiel officer informs the terminal representative of any limitations
where -c3'rJle.!. may require adjustments to be made to the loading operation. ln
clifferqll.t3nks. From the figure,_it will be noticed that he has to appraise the terminal representative ol
Sgn realed.taiischargeanylankmaking"it vennaersatile- Any part cargo already on board; its grade, volume and location.
*!g-bqPq[p-9*qg?r-9sn$99*l9sl9-p-s$!9--resulrcE"!'vq.v3!vg Quantity, distribution and composition of ballast and pumping out
,9ejg993 Ptqggglg c?n"*dunvs- b-e-m-el' washing can be
thorough ly without f ushingdntathelan h but it. t(
I Proposed method of venting tanks.
the number of bends, ioints andvalves. Due to this the
---^**"-."*...:,._ _#.- On the basis of the above exchanged information, an operational
af f ectedandteaksdug-!9*91o.sjon_pgcsT9:grI-olJp*sg
in writing is made between a responsible ship s officer and the
;iaA'1 ffie in it'r al co$ ot iittin g tn is sv."l_:_ fLff E-b.gL --
-

representative. A ship/shore safety check list is also completed

OPERATIONAL PROCEDU RE8 , wherein a physical verification of the,items contained is carrieil out.
Items in the check list are covered in Safety Procedures).
The procedures for loading are discussed'here- Similar
haveto befollowed (maybe in reverse) fordischarging. A cargo surveyor or inspector may board the vessel to inspect the
stanks priorto loading- lt is possible to use ullage or sighting ports for
1. the berth, an exchange of
Befoge trtre tanker aniv.es afi
but if entry into the tanks is required, they must be gas free.
takes place be*rreen the port and terminal authorities and the
regarding The pipelines are now set to receive the cargo in the appropriate
i) Particulars of the ship, draftand trim. . The valve positions must be checked by the duty officer not only
i0 Any defects in hull, machinery or equipment- the indicators in the cargo control room but also by physical
iii) Berthing arrangements, tugs, maximum draftat berth, etc. , Direct loading is carried out bypassing the pumproom.
iv) State of the cargo tanks, whether inerted, washed, etc. The gas relief lines are set up by shutting the bypass valves and
oxygen concentration in the tanks. that the PV valves and PV breake,r are set to operate at the correct
v) Ship s manifold details, including size, location, number, Sea intake and overboard discharge valves are to be securely
material of the oonnections. and lashed.
vi) Any requirements {or tank cleaning, disposal of slops
Cargo is started at a slow rate to ensure that it is going into the correct
ballast residues.
and to reduce the build up of a static charge. Gangway add moorings
2. After the ship is berthed the terminal representative be constantly tended to, to prevent the ship from surging or ranging
chief officer of the fotlowing: may cause the hose to rupture.
i) Specifications of-the€argo lo be loaded (flash point, vapour
As the cargo is being loaded, samples of the cargo, its temperature
etc.), and any other characteristics requiring special attentbn-
relative density is taken to determine the final ullage. This may be
ii) Quantityof thecargotobe loidedandthe loadingsequence-

99
 safe use in a llammable atmosphere. They should be care'fully
different trom the pre-computed ultage due
to actual temBeraturo to
mined for defects, with no damaged insulation and securely attached
relative density of the cargo being different
from the assumed va
shut, dt the same cable.Noticesagainstsmokingandtheuseofnakedlightsshouldbe
When this level is neared, ine tant< valve is slowly minently displayed. Fixed electrical equipment must
be properly
prevent excess pressure being
another tank valve is stowiy opened to ined so that it or its wiring does not become a source
of ignition' Alr
the'pumping rat€
up in the line. when the finaltank is being loaded, lamps, fitted with ,"rn. to avoid accumulation of static
electrlclty
ashoreisfirstreducedandlinallyStoppedwhentherequiredulla be used in f lammable atmosPheres'
blowing through
attained. The pipeline is emptied into the tank by be intrinsically safe' Wirelee8
compressed airor inert gas. UHFA/t-{F transceivers should
temperatures and smissionofmediumorhighfrequencycaninduceanelectricalpotentlal
10. The manifold valve is closed. Final ullages, derricks, masts, stays, metal posts, etc' so these should
be etficiently
and documents
density values are taken, quantities are determined Radar,telephonesandclosedcircuittelevisionshouldnotbe
securely closed' PV valve
11 . Other valves, ullage openings, etc' are
cleaned up and the
iftheshipisinahazardouszonewhereanelectricpotentialcan
communicatlong
reset, pipeline is disc6nnected,' oil spills are induced in shore conductors. VHF, UHF and satellite
prepared for sailing- generallYsafe.
Beforeanychipping,hammeringoranyotherhotworkiscarriedoutor
Whiledischarging'
system must be able to cope up with a large
power tooiis used outside the ensing *T tl:y"T191tl'1ll:
1. The inert gas
,rshouldensurethatahotworkcertificateisobtainedandth6spaoc
otherwise discharge may have to be slowed down or stopped' should be
ins gas free throughout the work period' The space
Emergency shut down procedures must
be decided and or flammable
2- f-or adequacy of oxygen and absence of any toxic
operateO siitches for cargo pump shut down tried out'
which haveflammablc
SAFEWPROCEDURES Belore entering into enclosed spaces, spaces
o':'pt::t^",:::: puTplooT
The general principle in eliminating riskof
fire toxb gases or,
"r"
d"fi"ient in oxygen and the
9:T:lllJ:
out. Entry into thc
is to avoid-a source of ignition and a
flarlmable atmosphere being ttiorougn and efficient ventilat'ron must be carried
the extractor (or blower) fans are
ii" *i" pli at the Jame time' ln cargo compan':11"-'f:1flT:: oom isio be only permitted when
tnA extractini air right from the bottom of the pumproom'
A
"epetroleum vapours can always be expected and so ing
the tank deck, accessible' All
;=;;il;;-il;i 6" eliminated tl-::-11=^^*,7 tting apparatrs s"t strouiO be rigged ready and easily
.rrom englne
"t,i"irv
room there are innumerable sources or p"o,thtl"" and other openingi into the accommodation and
L;#;;"i;;;;; ;"aine
tools' etc' and so
,
must be kept shut. veniilation or air-conditioning
units must be put on
from electric apptiancei, motors, smoking'
allowed to
v"portt should $Lbe :h",::ry::' l: 1T-
both ftammabte sases and
"n1"n ladders' etc' wher
;#;;;liJ-toi*""fle areas Aluminium equipment like gangways, portable
il subsequently struck, can give rlat
sources are to be salely controllqd' rcd on deck leaves a *hi.h,
and in places destgt an incendive spark. "*"",
Magnesium' and to a lesser extent' alumlnlun
1. Smoking is to be permitted only attimes rusty steel. only zlnr
where entry of llammable odes, give rise to an incendive spark on impactwith
the Master. Suctr places are so chosen
cigarette lighters should-not be ci are Permitted in oiltanks.
is highly improbable- Matches and
to smoke in hiding. with oil' especlall
outside the accommodation. rt is extremeryfoolish 7. Cloth, wood and other materials, when stained
on the tank deck' All fl VogetaOte oil, gradually heat up
and can ignite by spontaneous combustlor
2. Naked lights should not be permitted a competent
portable equipment should be approved by
and other

101
100'
Such materials should not be stored near oil, paint orchemicals or be line through gloved hands, etc.
around. Certain chemicals can spontaneously ignite when tim6ilJ u" J*)b1-tner!elgr&
After toading a tank, surficient
evaporate. Any petroleum or other oils should not be allowed to fall or before introducing an ullage tape, sampling container,
sprayed onto hot surfaces. or anything else into the tank. @ne_.
8. Fire fighting equipment must be kept in constant readiness. for lowering as they accumulate a charge. All ship/shore hoses. tank
fire extinguishers must be kept standby at the manifold. lt should to present a path for the
possible to cover the manifold and other areas with sea-water or foam to flow to eartb. An i shore
two nozzles sim ultaneously. prevent charge from travelling to the
ship. White oils are static
and should be made to flow as smoothly as possible.
9. Special precautions to control sources of ignition must be taken in
air or inert gas should not be used for line clearing unless the
engine room. Funnel uptakes, inert gas uptakes and boilertubes must
or gas is not allowed to enter the tank.
be blown before arrival at or after departure from port. Spark anestors
be in good condition, oil spills cleaned and a high standard of
safety and hygiene maintained. rln the galley, only stoves with an i DErEcrrv(srRUMENrs l* vtv
heating element should be used and these to must be shut down if
loading is in progress. Explosimeter or combustible gas indicator

10. Emergency towing wires must be made fast to the otfshore

with sutficient slack and suspended about a metre above the water.
main engines must be available atshorl not'ne.
1 1. lnternational code of signals J (B flag by day and one all
light by niglrt) is to be contin uously displayed. Thus its
12. Scuppers and overboard discharges should be plugged' rerature is raised and its resistance increases in proportion to the
containi/g and dispersing equipment kept ready and all other I."gf*ggrybustiblegasburnt_!€..-1p*prcp-9;[9_n__to*lhe*_amounl_ef
prevE/tion measures taken.
ses a deflection of the . The scale is
sldr rcELE crRrctry - HAZARDS AN D PREvENTIoN
V,/
Y/
- (C.rtain tanker operations give rise to an accumulation of lowgtgxplggjyejitr \- initial balance of the circuit is achieved in
air with the meter at ze]-o by adjustment of a rheostat $n the figure.
cnargE, especially on dissimilar metals, which may be released suc
limitations of the explosimeter are :
e lectrostatic d isch arges with suff icient energy to,ignte f lammable
The two metals are oppositely charged and the charge seeks the As the explosimeter only indicates the presence of flammable gases
way tq travelbetween the two metals and neutralise itself in the form vapours it may be dangerous to enter the compartment as no indication
spa9 is given, or sufficiency of olrygen
A compartment which is initially safe may be rendered unsafe by
A static charge may be formed in different ways e-9. passage operations e.g. stirring or handling bottom sludge in a crude oiltank.
through a pipetine (forming especially at tho flanges), ejection of a frequent tests are required while the work is in progreis.
gas through anozzle,creation of a mist or spray, splashing or agil lf acompartmenthaving a highboiling point liquid is heated bywelding
liquid if dr:opped from a height, bursting of air bubbles in oil, at the other processes the vapour concentration will increase and such an G
due to the relative motion of two different liquids, passing a steel

102 103
r-
atmosphere which originally showed a low concentration vapour may kom the lilament, without combustion, whllh is indicated by its
be rendered explosive. lal:l*Ar,l -
' txu and resistane. The presence of CH gas changes the
Aspirator Bulb of the sensor filament and this is shown by a deflection on the
\^\# s bridge meter. The filament i$ not affected by the
"rfr, rntration of the gas in the sample. ln a very rich gas mixture the meter
to the maximum position and remains there. The scale is directly
Combustlon Gheck in percentagg rclume of CH. I[e instrument is calibrated using
Valves
Chamber Flashback mildures olq lggtyr(CH conggntralon
Arrestor
detector g/Draeger Multitube detector

Detector Tube (to be

broken at both ends)
!to
--; -9 --E
--? o t
3r_

,/* \

/.
l,l,l<J
d"ty'' swlthch
Fig.y'O-3: Explosimeter or 0ombustible gas indicator
. \-/
! When testing at a high temperature some of the vapour
condense in the sampling tube of the instrument, so only a
copcentration of vapourwill be indicated by the instrument.
Asthe instrumentdependsoncomb.qgtlonpf thefl,an
Ye samp Ie
th iteap ry! _Qg!g{1t3s@re t
ls used to detect the presence of a variety of toxic gases inside the
absengq pJ--Q,. ln the case ofinefreO tant<s of ves5els carrying cru& rrtment. They work on the principle oJ stteml-c3lg-b-sp.Q],olg g:gas
refined petroleum products an instrument called a tankscope has p e otlnE-=-
detecred*by- a.. r.e:?g*e, t**I0!9h-ge!g-dilggto-ured. A sam
l

specially designed to detect and measure the concentration of" is drawn into a iube containing crystals of the reagent' The
carbon vTaour in the absence of orygen. ar
Mtr - csr^{r.n,t t -,(O is graduated and
the
tantgg(Oe (Diagramsameasforexplosimeter) gu .r..*,**-rJ amountof airdrawn through thetube must
axacly the same eacnffiqto ensure this the bellows must \ fully
The sensor element of this instrument is a non-catalytic hot The
noressed and allowed to expand to the full limit of the Iimiter chaig)
composition of the sunounding gas is determined from the rate of years. Both ends of the tube are broken before
have a shelf life of two
Y*'f,e ln r""tvlurc Ui u'o'tunu
Flrlmr.ar,'i,o"

104 105
use and one end is fitted into the pump head. tubes are a fight, rnetat body suspended in a magnetic field. When the gas 18
9etec/6n of d iff erentgnses"-- through the cell, the suspended body experiences a lorce
O4y{en Analyser proportionalto the magnetism of the gas. An equal and opposing force is
by an eleclric current passing through a coil would round the
body. Thls equalising current is proportional to the magneflc
orce of the gas which depends on its O, content.
Electrolytic Sensor: ln this type oxyggn is passed into an electrolyfic
causing a current to flow between two electrodes separated in a liquid ^
v. 1
tlf
;trolyte. The curent flow between the electrodes is direcfly proportion alw'
theO,concentration in thesample. ln thistype, cedain gases mayatfect
sensor or poison the electrolyte giving rise to false readings.
Chemical absorption liouid :
ln this type.aiftnoWn volume ol the
gas is brought into contactwith a measured volume of a liquid which
O. causing a change in its volume. The change in volume is a
of theO,contentof thesample. -.:

use, the O. analyzer must be conectly calibrated. Zero

can be done by immersing the probe in nitrogen or C0..
check is carried out in air. The adiustment screws are used to set
meter to the conect reading. The instructior manual must always be
sulted for proper operation and maintenance) ''::' ,

INERTGASSYSTEM
Flue gad from the boiler is cleaned, cooled and tested before use.
fromthe main engine is not used fortworeasons:
lnert gas is most required during discharge in port, when the main
is not running.
To ensure complete combustion of the fuel, extra air is fed into the
(turbocharged) resulting in a greater concentration of orygen in tlre

This instrurnerff*is*lsed to checkthe'O, content of the atmosphere

[rg 4iler Uptake Valve must belopened before the system is started.
tank or other cslfrnad space. :S,srnples of the atmosphere are gas passes through a back flow orevention device, which acts like a
means of a rubberaspitator,bulb and passed over a sensor. The The back pressure has to push the water up the U-tube whose
the most importantpa$tcffthe instrument and can bd of various typel rt is mqde sufficient to take the maximum back pressure expected.
,/
,lprthe Scrubber, the gas is cooled by bubbling it through $ea water. tt
/ Paramagnetic Sensor: The magnetic propertties of oxyggn then washed thoroughly under a water spray by making it take a toftuous

106 107
I path through ventwi slots, impingement plates and ballle to prevent backflow. Backflow of gas could result in cH gas from
silba, ceramic chips, stones, etc. The gas is now almost free of soluble cargo tanks reaching the boiler, leading to an explosion'

P/VValue -->

Vented to Vent Lines

Boiler or
Uptake reticulated
Valve
U
Orygen

G
Non*,etum Device
-----+
Analyser
t
Pressure
Regulating
-t
n Retum
Value
A Value
Maln Value
ElephanfsFoot <-SCRUB
ilnr'ousfu
val'utt
Fig. e#Kvse,ni
Gases like SO,, SO. NO and NO, as well as insoluble particles like
dust, etc. lts temperature has come down from 25O to 300€ to within
line branches out on deck, after the Deck Main valve. to the various
the sea water temperature. Moisture is trapped by the Dem ister Pad and
gas flows to the blowss. The scrubber is internally coated with a tanks. Gas f rom the tank is vented out to the atmosphere, high above
polyurethane orepoxycoating to resist corrosion. through PV Valves, PV Breakers or High Velocity Vent Valves
/
THe Blowers must be at least two in number with a totalcapacity
1.25 times the total rated capacity of all the cargo pqmps. Valves to
theflow (and backflow) of gases, are fitted on the line, on both sides of OilWashing (GOW)
blowers. Some shipowners go in for two similar blowers, so that washing the tanks with crude oil has been found to be advantageous
spares can be used and parts interchanged. Other prefer one large several wiys. crude oil stirs, agitates and disperses sludgp and
to be usep during discharge and a smaller blower when topping up at se*
rt, holding it in suspension and carrying it out during discfiarge.
A/Oxygen Analysertests that the gas does not contain morethan deposits ieduce efficient drainage resulting in prolonged stripping
o4ygYn. The orygen c-ontent of an oil tank should not exceed 8%. At It also lowers the ship s carrying capacity causing loss in
sametime its temperature should not be high othenarisethe gasisi ;, prolongs water washing' dirties clean ballast and can cause
the atmosphere or recirculated. of CH gas to form, thus impeding gas freeing ol tanks' COW saves
and expenses in tankcleaning and also improves the outtum of
cargo-
tion risks are reduced, so is conosion of pipes and plating and
oontamination of cargo by sea water-
i

I
I

108 109
 However, COW increases the work load in port, reduces
discharge rate and it requires trained personnel to carry it out safely.
Pollution is introduction into the sea by man, of eubatanoga
COW is carried out using f ixed mach ines with one or two no zzles. to the marine environment. Pollution causes harm to mtrlne
nozzles can rotate in the vertical and horizontal plane and the machine and fish and aquatic flora and fauna. lt harms beaches, marlneS'
be programmed to wash sections of the tanks as the cargo is discharged. spots, harbours, desalination plants, fish farms, etc. - the llgt lr
Tanks must always be inerted during COW. Waterwashing is ;. tt reduces the amenities for fishermen, sailors, pleasure craft
those who drill for oil and mine for minerals, for the sea has plenty of
be canied out if carrying a cleaner oilon the next voyage or ballast or
in abundant quantity, hydrographic and other surveyors and all other
manentry.
usersof thesea.
pollution is caused by shore based industries as well as by marlno
especially of oiland other marine pollutants. At sea, lt ll
in twoways:
Ue Operational Pollution during tankwashing, deballasting, etc.
Accidental Pollution when stranding, grounding or collision occurs.
The IMO has had pollution prevention regulations in force for several
- the latest being the Regulations for the Prevention of Pollution at
Sraae I (MARPOL Tgnq and all its subsequent amendments' Tho
rtions have 5 annexes covering oil, noxious liquid substances in bulk'
substances carried in packages, sewage and garbage' lt
the concentration of oil in oily-water mixtures to be dischargod
controls the discharge rate and quantity of oil discharged. Oily water
rt be discharged in specialareas and is restricted at sea, espoclally
to land. ships must be fitted with an oil Discharge Monitoring and
rol System (ODMCS) and Oily Water Separator (OWS). Load-on'top'
tanks, cow and retention on board for disposalto a shore receptlon
\\ | -- are mandatory methods for reducing and disposing otf slops' All
\ t\ involving loading, discharging and transfer of oil must be

d sriaf r in the Oil Record Book

To reduce pollution, cargo ofiicers must be duty conscious and

Tanker operations, if carried out correctly will alwayo be
The lnternational safety Guide for oil Tankers and Terminala
,TT) must be folloured. A continuous watch must be kept for pollutlon.
case of an oil spill, shut down cargo, raise the alarm on ship and at the
Fig.{O.7: Crude Oil Washing and take measures to control the spill and prevent a lire or

110 111
 CARGO CALCULATTONS
EXample 2 : A tank of onstant area has a volume of Z),0@ nr and
I

The weight of cargo is determined from the product of 2O m. Oil of RD 0.79 @ 2OC (correc,tion factor 0.00O9/€) is being
of its vorume
density. The depth of cargo is measured from uflage readings lf the maximum temperature expected during the voyage is42C,
and ta
give the volume of the tank for various depths.
Both the voruml ano a safety margin of f/" of the volumei of the tank is required at that
are affected by changes in temperature, so this must
be carefuily measr ature, find the ullage on completiori of loading and the mass of oil
and ailowances made. American petroreum tnstitute (Apr) , if top of the ullage pipe extends 0.5 m above the tank top.
Tabres
extensively used on board ships for this purpose.
Volume of tank = Volume of oil + free space
worked Example 1 : A tank gm x gm x gm is to be loaded 2OO00 = V. + 2o/o of 20ol0o= V. + 400
with oil of RD 0,
at 2oc. How many tonnes of oilshould be loaded V.= 196@m
if an allowance of s9il
the tank volume is to be made for expansion of the oil
at the of oil= V. X D. = 1 9600 X [0.79 - 0.0009 x ( 42' 20ll= 1 96OO x O .7702
temperature (2Bc) expected on the voyage? The temperature 5095.92t
at
loadport is '15€. what is the ratio of free Jpac" to occupied of oil at 2OC, V-, = Mass of oil/Density at 20C
space in
tan k at the loading port? (Densitv oorection factor
0.0005rc) = 1509520.79 = 1 91 08,76m'.
Ans. once oil is loaded in atank, ib mass does notchange;
space.= 20000 - 1 91 08.759 = 891 .241m,
onry its r height @ 2O€ = 891.241 I 1W = 0.891 m.
changes with change of temperatu re- lt f/oof the tank volume
is to @ 2OC = tree height + height of ullage pipe
for expansion at the highest temperature, then the uilage
to be reft l +0.5=1.391m
3% of the height of the tan k (assuming the tank to be of constant
area).
Sounding - Totat Height _ Uilage Lr..

Volume of oil = Lx B x Sounding A tank of constant area is 1O m deep and has a volume of 3OOO m'. Oil
RD 0.86 @ 3OC (conection factor0.0O06/C) is being loaded at 38€. lf
Therefore, Volume = g x g x (g - 3% of g) g x g x 7 .7 6 ggg.7
= = 21rr. allowance of 2% of the volume of oil loaded is to be made for expansion,
RD at 28C = 0.92 - 0.OOO5 (28 - 20) 0.92 - 0.004 0.91
= = 6 the ullage on completion and the mass of oil loaded.
Note that relative density decreases with increase ol
vice versa. A vessel has a rectangular tank of depth 22m and cross section 18 m
Mass of oit at 28C which is t8 m. The loading is carried oulal22C.. A minimum ullage of 1-5m is
sameasthe massof oiltobe loaded Fig.10.8 ulred during the voyage with maximum temperature of 38C expected.
is therefore = SS&.Z2 x 0.g16 = specific gravity of oil is 0.81 at 15€, conection for specific gravity =
511.79tonnes. , find the ullage at loading port and ullage during voyage if the
ature unexpectedly rises upto4lC.
The volume that this oil
occupies at the loading port A tank of constant area has a volume of 85O0 m' (including a trunklrvay
temperature 600m.). The depth of the tank alone is 10 m and the trunkway, another 1
= 511.79 = 554.79
5670 t of coconut oil of RD 0.7 is to be loaded. Find thd ullage on
m.- of loading, if the ullage plug is at the top of the trunkway.
0.92 + 0.0005 A tank of volume 6OO0m' is 1 2 m deep. lt is being loaded with oil of RD
(20 - ls) 782. The tank has an ullage pipe extending 0.7 m above the tarik-top-
Therefore ratio of free space : ehore pipeline is 8 km long and 40 cnr in diameter. lf the entire oil in the
occupied spdca = 9 x g x g - 554.79 : is alsp to be loaded, and an allowance of 2/" of the volumecif ffie
554-79=1:26.16

112 113
tank is to be leftforexpansion, find CHAPTEH ELdVEN
(i) the ullage at which the order to shut the refinery valve should be
(ii) the ullage on completion of loading and '
MORE CARGOES
(iii) themassofoit toaded. (TakeI[tobe3.141S9).
5. A ship of 40,0@ t DWT has five centre tahks of 4000 m.volume SUGAR
and ten wing tanks of 3000 m.each. Bunkers and stores and FlA/
Sugar in bags is a moist commodity from which
a considerable
1000 t are on board. Oil of RD 0.8S @ 20€ (correction factor of weight.ol nearly
rnt of syrup drains, ,""ufting in a loss ^:!:or
to be loaded. Each tank is of constant area and 1O m deep, and
(unrefined sugar)' This '2-:T':near
should not be stored
torm is iaggery
ullage pipe proiecting 0.5 m above the tank-top. lf all are to be filled by the draining syrup'
I dry, refined sugar as it is readily damaged
reach an ullage of 1 m at a maximum temperature of 3GC on
also be carried in bulk.
except No.S centre which may remain partially f ull owing to ship being
Hoid Cteaning and Preparation : Holds should
be made free of acid
to her marks, find ullage and mass of oil in each tank on
Bilges are to be
loading. .ir and tioroughly washed, cleaned and dried'
"i.i."
J""n"O, tested and cement washed' DB tank manholes'
nec[i on s. to the tank to? p]
g-:T
pi pes and all ai r p i pe co n
itll : i1 by
tight ::
[, *rt", tightness. Limber boards should be made sugar

Receivi4gthe Cargo The cargo should be inspected before loadlng

:
ciallv if.it'i-d.'aniving by barges. in" should not be wetted by salt
- "atgo to be clearly
marks
. dags snoutO not Oe tom and bleeding' Port
out by
; ;,fr. pagg. Separation of the cargo should not be carried
marks orwatercolours.
Loading the Cargo : The cargo is loaded
all over the holds' No
weather as sugar
shou-ld be canied out during wet or threatening
can o" o-"t::::*l
in irl" pr"""nce of moisture' The fermentation
pr"r"no of alcoholic vapours'. Whqn "-Y"h Y?:',::jl"^*:?f::
ventilation should be carried out' No naked
lights should be
the hold should be wlth
in tne vicinity of the hold. Any entry inside
of the comPartment ls
breathing apparatus. ln case of fire, flooding
ffiil;;il 6ri'tiri" should not be carried out in open seas' Ventilation
wet'and very damp
not o. restricted during the voyage except during
$r9ather.
Discharge:Beforedischarging'theholdshouldbethoroughly
After completion of
yrntilated before entry is allowed into the compartment.
be thoroughly washed with satt water and
rinsed
ii..i"rs", pe hotd "houro
Wlthfreshwater.
I

114 115
 comes in contact wlth
Rubber will deteriorate and get moutdy if it
SALT ti"bl" to heat and sweat like cotton or
ure or moist goods which
Properties of Salt : The main property of salt is that it is
"t"
Many claiirs arise from mildew damage
which is caused elther
packed or because
i.e. it absorbs moisture and dissolves into a liquid. The bilges will have to rthe contents were not thoroughly dried when
rain befoie shipment' Very often the outside
pumpedoutregularlyduringthevoyage.Saltis,alsocorrosivei > packages were wetted by
damages the ship's structure. salt is a crystal and in hot, dry conditions the packages get quicffiried under the tropicalsu*I'tl:::t:f':l:
the
give out its water bY evaPoration. ffi; ffi;;;,ili,i; or the carso' whether wet or dry' inside
any.:"]1.:1
Preparations for loading : Prior loading, all steel work in the ckaoe. Hence a tnorougn watch should be kept and dried
ffi;; J;H1;;i"","01 when usins dunnase onlv thoroushlv
given a coatof lime (white-wash). The bitges are cleaned and swe with packages of
be ,".0 ," *Li or damp dunnage. in contact
nnage is to
sid" batt"n. may be removed or covered with mats made of palm le
may be will cause mildew to form on their contents'
Pillars in the hold must be similarly covered. separation cloth
to keep the salt awayfrom the steetwork. ply'wood cases which are liable
Rubber is mostly often shipped in thin
Loading, carriage aind'discfrargp : Salt may be loaded by p
co lap se u n d e r ve ry o rdi n a ry re
ss u res' re su lti n gi n
neatly trimt
I
T-i 1t:,:"ff::t:1y.: is
belt or by canvas slings. After loirding, fire cargo should be
from side io side. Good verdilatftrn must be maintained throughout
:;,#il'il ;iil",J"io"a in the wrappins !ru.srr]no damase
being that sheets become
other reason for heavy claims' The result
voyage to prwent sweat fonnation. The air inside the hold
must bo crushing damage' cases or
ressed and stuck together' To prevent
dry. On long voyages, the loss of weight may be 5o/o ot morc dt uneven surfaces' lf stowing
of rubbershould notbe stowed on rough'
moisture should not be st by adequate use
evaporation. bry goods liable to cake from top of another cargo, the surface should
be made level
or moist goods
with satt. salt shwld neither be stowed near wet dunnage. The entire rubber case should. P" :'l?:11.:lj:?:'I^:::
insulated compartments or refrigerated containers' On compte and level floor. Fairly wide dunnage lengths
shoutd be used for flooring
packages are well supported along
disdrarge,theholdshouldbethoroughlyhoseddown,removingall should be closery spaced so thai
square and upright' never
ofsaltparticlesandfina|lyrinsedwithfreshwatertoensureproper of its underside. Cases should be stowed
and as compactlv as possible' Ampte
oun11Se..lf"i'd
RUBBER l-"-:T1.::T
and for filling broken stowage.
oi uitg", in way of stringers and brackets
Rubberisthecoagulatedsapormilkobtainedfromavarietyoftn the lower cases will be
lndonesia' ber cases should noi u" stowed deep as
trees, originally from Brazil but now also from Malaysia' RYP??'should not be overstowed
to Europe and the U 'S'A' hed by the weight ot nigher cases'
and Sri Lanka from where it is exported
another oargo unless the cargo is very
light' The spar ceiling should be
with most other goods' of
a clean cargo and is suitable for stowage
the *,il'"'lii".ilo"ro" to t:'oid th e bales part hanging on the edge
fine cargoes such as tea and coffee, may get tainted with
bottom and Part unsuPPorted'
rubber. layer of matting' Talc
Separation : lt is best effected by a double
Factors affecting rubber : sticking because of opposition by
d be only sparingly used to prevent
;";;;io]nii.". s"paiationposition may sometimes be done by plastic
1. Rubber is readily damaged by heat' Hence effective ro which is difficult to retain in
as men walk and roll bales
should be canied out to prevent accumulation of heat' o" separated from ladders, pillars, stiffeners,
il:i;;J "ior,o with sweat'
g'"""" o'acids' (ets etc. by dunnage and matting to prevent contact
2. Rubberisdamaged bycontactwith oi'",
iutrber is shipped in sheas, blocks
or crepe form and is packed in cases'
Rubberwhich has come intt contact with any oil is useless. Hence lt
bElosorbags.CrgPerubberisshippedinatackyconditionandissubjectto
be effectively separated from oily cargoes'

117
cold flow- To avoid it blocking scuppers and bilges, it should be
t'ween deck stowage, away from warm bulkheads and not in the sot
the hatch to avoid exposure from the sun. Mats and dunnage should
used in this type of rubber but tarc shourd be riberafiy spread to p
sticking. while discharging by slings, care should be taken that the
the sling is not stuck to one in the hold, as it is liable to fall when the
lifted.
PULPAND PAPER ROLLS
Paper is made from vegetable matter reduced to pulp.
balsam, spruce, hemlock, cottonwood and other rnateriats such as
grass, flax refuse, straw, jute and rags also may be used. paper
shipped in rolls, the ends of which are, in some cases, protected by c
discs of wood; in other cases the rolls are simply wrapped with thick
with extra layers over the ends. Rolls of paper vary from 0.S - 2 m in
with diameters varying considerably, averaging in mixed shi
about 0.9 m. The main categories of paper consist of newspridt,
paperand Kraft paper.
Handling of Paper Rolls : paper rolls are extremely
mechanical damage particularly at the flat ends of the rolls.
damage to the ends, flattening of the rolls or distortion of the core
them useless for rnodem high-speed printing machines and may
heavy claims for damage. Modem mechanical, hydraulic or
operated liftinEequipment and trained personnel are employed in
Slings made,df webbing (man-made fibre) or soft rope should be
modem equipment is not available. Utmost care must be taken
swinging derrieks to prevent the rolls from banging against hatch
the ship's side, etc., which tends to destroy frreir shape and
mechanicaldamage. Dragging into orfrom the wings" and the usg
hooks or crowbars should never,be pennhted wtren handling paper.

Stowage : Holds must be properly prepared before loadlng;

must be clean and any sharp:protrusions should be cushioned ln
possible manner, to avoid.damage,to the paper. Ventilator or fan
must however be left frse to operate as air circulation is very
avoid sweat damage to'the paper.
Paper rolls are most often stosred on end in a vertical
lifts are designed to handle them this way. However, to fit in under
Fig. 11.1 - Handling of paper

118 119
the top roll may be stowed on the bilge or roll(sides). Afew slings in ludng handling it must be kept clear of any contact with ropes, etc., and
hatch square may be preslung, to provide space for landing and be loaded and disctrarged with wireor chain slings. Remnants of
fork lift at the discharge port. Rolls of paper should be stowed solid previous cargo (and particular grain) Should be carefully removed and
chocked, to avoid movement when the vessel is at sea. lf the top space cleaned before the commenoement of loading pulp.
stowed on its side or bilge, every precaution must be taken to ensure Bales of pulp may be unitised with wire bands securing the bales. lt is
this top tier is adequately ctrocked. lf the vessel is stiff or normally often permissible and acceptable to lift by these bands, and some
violent motion in a seaway, this form of top tier stowage should be is designed to do so. However, it is advisable, that certificates of
if other suitable cargo is available. lt is extremely difficult to chock be provided forthe banding.
tier, causing serious claims in such stowage dueto rolls breaking loose.
ln end holds, where the sides taper, care should be
IRON AND STEEL CARGOES
ensure that the platform on which the upper tiers are stowed is both
and firm. The most satisfactory way of doing this is by building a Refer to MS Notice No. M 831 and the Stowage and Securing Code.
platforms (or bridges) of suitable width to take the diameter of the
lron and steelcargoes include pig iron, steelbillels, round bars, pipes,
rolls, the platforms themselves resting on firm suppods. plates, coils of sheet metaland wire coils, steel scrap and swarf. The
Allstaunchions, ladders, etc., should be wellcovered with with steel cargoes is that if they shift, they can damage other
other protecting material to avoid chafing; dunnage should be because of their weight or even rupture the ship's side. Hence
throughout to fill in gaps and prevent movement of the rolls, parti these cargoes properly becomes very important. The best way is
the cargo does not entirely fill the hold or compartment. level them and over stow them with other suitable cargo. Since these
filled bags are available in place of dunnage, for chocking the rolls. are heavy they must not be carried in the fween decks as the GM
amount of broken stowage with a cargo of paper is very considerable. and there is a greater risk of cargo shifting- The height to which
smaller rolls may, with reasonable care, safely be utilised for cargoes can be stowed is restricted by the load density of the deck
between largerrolls. tanktop.
Rolls of papervery considerably in their moisture content. ln a Pig lron : Only a minimum necessary to prevent the ship becoming
enclosed spaoe therefore (e.9. a closed box container), sweat stiff should be stowed in the fween decks. The cargo should be spread
formed. Ventilation must be canied out in holds. the entire tank top and trimmed level as far as possible. lt should be
stowed with other suitable cargo to prevent it shifting. lf this is not
Fire : ln case of fire in a hold containing paper, never use water.
then shifting boards or bins, of robust construction rising to a height
all openings and flood the hold with CO,. Paper absorbs water
the level of pig iron, willhavetobefitted.
rolls to swell and rupture the sides and top of the hold.
PULP
Stoel Billets : Steel billets should be stowed from bulkhead to
tightly. Any empty space should be filled with dunnage to prevent
Wood and paper pulp is shipped in compressed bales as cargo trom shifting. Dunnage strould also be used to make a level
'\ruet" pulp. lt is made from various kinds of timbers, and is shipped ln form for loading the billets especially when they are irregulirly shaped.
quantities from the timber areas of the world, e.g. Scandinavia, cargo should be overstowed and additional precautions such as
British Columbia, U.S.A., etc. and lashing may be taken.
, Wood pulp is very liable to damage and contamination Round Bars and Pipes.: These should be stowed fore and aft, level,
(particularlyfibres) orthe remnants of previous commodities in a shlp bulkhead to bulkhead and carefully tommed or lashed to prevent

t,/
120 121
 Overstowing may also be neoessary. Spaces between large
pipes should be locked as shown in fig. : 1O -2.
Steel Plates : These cargoes must be slowed on firm bases. They
prone to slip over decks, other cargoes ortheir own surfaces, so friction
be increased by inserting dry dunnage between the plates. When
move, restowage at sea is impossible so they should be secured by
or wire lashings as well as by tomming.

locking coils Coils of Sheet Metal or Wire : They should be stowed in regular tiers
side to side making maximum use of pillars, bulkheads etc. Each coil
stowed hard against its neighbour and wedges of dunnage driven under
rounds, to prevent the coil from rolling (see Fi9.10.2). Locking coils
be lashed to the two coils supporting it. The stow should be secured
using wire lashings to secure the coils together and to lash each row to
bulkhead. Dunnage is to be used to fill in the gaps. Wire coils may be
flat and tight against one another.
wedges on eacfr coil Steel Scrap and Swarf : This is loaded in bulk and must be levelled.
tank top must be protected by lowering a few slings gently at first till a
is formed to absorb the impact of cargo falling from the conveyor
The cargo may consist of turningswhich areoilstained aswellad rags
other impurities which make it spontaneously combustible.
Metal scrap mayalso include largepieces invarioussizes shapesand
loaded by slings. Such cargo is to be securely lashed to prevent

bosom Ounnjge wedges

Fig. 11.2 : Stowage of coiled sheet

metal

122 123
 CHAPTER TWELVE
,:lffi 'ffiT:::::L:X?Jr"::ffitfi1:il!1T*fl:'JThii;or
': t;,;;; *nrcn rorm or M
"," ::H,"dijXl iil,?Jiffi';;mthe
owners anc ,
ftention of owners'""
CARGO PLANS ttention
J;;i;;t aai^6es. coal cargoes'
-r^^r cargoes,
lsnotice. Fore'g'iron
r oJ^atoo to prevent damage
dUe
/n" orrn"role of stowing cargo is to :
Cargoes must
be storrtl
,ed in such a way so as

1. Ensure the safety of ship and crew from danger arising from
) any reason such
as
manner in which the cargo is stowed orthe type of cargo' absorb
' chafing o'"1u:Il::i oil cakes and dry skins
2.Protectthecargofromdamage,lossordeterioratignandto andswear' varwv- ""- salt'
cargoes like -
goodouttum I Moisture on
should not be stowed
a. Ensure optimum use of the ve6sel's cargo space and hence noisture. Wet or moist cargoes
the freight earnings of the vessel. . ; Leakageordrainage'
4. Obtain the highest possible port speed' n";* vegeu"'"
with vesetabr:..:]l
lio
"ti"
l'-iii"] onv substance
not be^:Y:
:::Tl1rill.,$[Jii#
;;;;;hotbulkheads'ProPer
l-^^ronaorrslv and hence should
:"il [" such cargoes'
**"d I
us wrrrv- outfor
rie ship should be in a stable condition at alttimes orballast ation tsro
n orincompatibility.
taken to obtain such a condition. Heavy weights should be
stowed Tainting, contaminatto
bottom but care must be taken that ship is not too stiff nor too tender' Pilferageortheft'
tanksshouldbekepttoaminimum,tohaveminimumlossofstabil-ity
Free Surface Effect. Deck and engine room must closely tiaise
q
operate with each other to ensure that tanks are not filled or emptied :T,Til11il;ffi,::'{:iH:
knowledge of both departments. Stability can change by
fuelfromlowertanksduringvoyage,orbyabsorptionofmoistureby
':f;r**'"t31ffi:iil;;;il;':,ri::l**'nr**lt
vsrr'*s
cargoes like timber, salt, etc. Dama$e to vessel's structure 'rcaniedcargoistobe"Y:::,:5" orevenr,v=t --
avo-iOeO during loading and discharging'
Weights should be
evenlytransverselyaswellaslongitudinallytoavoidalist,trimbythel
or excessive trim by the stem. The maximum draft should
be wifirln
Derricks and
ii;frfr
limits. Load density of decks should not be exceeded.
should be of adequate SWL to handle the weight of lifts' I ;;; *"ked ror shiPment'
PLAN

/-X},sffiil""*.'" u "*"ffi-.[Ill"xlfi jilffi

*'* MAKINGACARGO
Safetyofcrewismostimportant.Aclearunderstandingofthe
the ship's
involved ritrite trandting hazardous goods is required of
o1

Hazardous goods can be divided into three categories'

1. Cargoes which govemments and the intemational
considersodangerousthattheyhavelegislatedactstogo,em
'iiliifflifiil{tffirt]*;#fr:-*$'{i"ftflilt
caniage. e.g.grain. ldeck are
2. 6"19o"" *hich beqause of their hazardous nature has
promptcd
I snown as
"h"y"-?::#il;.
a elevatton ot
srus Y'v'-- lnforma
(lntemational
tMO (lnteirationat Marltime Organisation) orthe ICS

125
124
 r
a pung:.nl9.d.oi-"* can talnt othcr oergo"'
port weight, number of units, description etc. must be lides and Leather give off -wer
nio:s are n[rr"o uy' aoaylalt 'nd
shotrm
parcelofcargo. lides mav be shipped io "ffi' ttto cargo can bc
or brine during tne vovage'
ro give off a large t*Jtini
Remarks like preslung or palletised cargo, types of separation
noieOOetoworontopof
wethides' . -r. -!
etc. may be added. The stowage plan must be ready before departure
packed in wooden crates in a variety of shapee
handed to the owner or agent so that it is presented to stevedores and ulachinery mostly comes to the crato
as damage
at the discharge port before the arrival of the vessel) machine[;;;i;;;""dled with care
tnd sizes- Att packed
t"ii"-**ninery or ro"t of parts which are
PROPERTIES OF SOME CARGOES -/ nay cause damage stowage' Hand
given'oottom
nside the *".Jr'macninery must be
Asbestos is a dangerous cargo and people handling it must bols, batl-bearings,
"r.,". to theft '
protected against dust. lt must be kept dry. "tt "'" pilfered
"t"eptible
and should preferably
be given locker
Mail bags are likely to
be
tallied and free from any
d"'"n"^*^,^
Beer. wines and spirits are susceptible to pilferage and must be Btowage. They shouljie-Ji'etuy
products which contain oil
^,,
lockers preferably. They are fragile and care must be taken during
ou"'*I". o,L*"t' t"t"*t"
and stowage. They must be keptin a coolplace.
in cl udi n g oi ly rags are u sly co m b u sti ble'
sFntan eo'"ttano.-1y1tr
germinate and rot in moist
Bones. Bone meal. dried blood and similaranimalproducts
Onions and Potatoes must be kept dry as they
give ofi a offensive odour and must be kept dry and away from ,conditions-Onions,oarlicandginoeratsogive-oftstrongsmellsandare
cargoes liable to taint. liketY to taint other cargoes'
are mainlyt:"d:j in bulk and are high density
Cloves. cinnamon. tumeric and other spices give off a strong, Ores and Concentrates and care
odourwhich persistseven afterthe cargo is discharged. shoutfioiUe near wet or moist cargoes
lcargoes. They 'towea developing' They may also give otf
ishould be taken no*
Cotton. JMe. Criir, Sisal. Esoarto grass. Straw and other such "n"'I"il 'o'"
oxvgen depletion in a space'
*i'""
are shipped in tigfrdy pressed bales. Care must be taken that the [;;;;;rr" ot
whicfi must be
Textiles are.Slean cargoes
l

not wet, loosely packed, oil stained or subject to chafing when rSilk. Cotton or Synthetic dripping riq uids, etc. They
are also
this promotes spontaneous combustion. protected f rom infiffiffies,
"t"in
Electronic Parts. Computer Hardwaie. Printed Circuit Boards. etc ilikelY to be Pilfered' r-,, ^...:^. cargo ln
following
valuable cargo and must be protected from damage ortheft. is to load at Bombay the
r Worked example M'V'Hindship
:
at Houston (HSrN) and New
eontainers or stowage in lockers is advised. Ith" spac"sf::l'":'ji'JIi;;;i;;i;rse
Fishmeal has an offensive odourand is spontaneouslycombustible. Orleans (NOLA) in that order'

Foodstuffs are perishable and liable to taint. They should be

kept in a cool, dry, place away f rom hot bul kheads.
Glass. China. Earthenware. Sanitarvware. Ceramic Tiles. etc. are (cold c{ramber) 3'17.1
No 4 Port (-- -- 313.1
fragile and must be handled carefully. Top stowage is to be given. )
No 4 Stbd- 106.6
sheets and tiles must be stowed standing on edge and neverflat. Special cargo locker 22x 7 x3
$7-1 22 x 18xB
Grain includes wheat, maize (com), rye, oats, barley, rice, pulses, No.4Tweendeck 3240-3
No. 4 Lower hold
and other processed forms. The hold must be thoroughly cleaned
loading and precautions against shifting during the voyage must be

127
126
 Boneless bEEi
Tea cases 175 loading bones and machinery, by the volume of a truck. The length
220 NOI.A
Species(coins) HSTN breadth of the hold can only take a whole number of trucks. Also
Machinery 3so
NOI.A nfirm that height for the truck is available.
Frozen shrimo 750
Optional
Bones in bulk 160
500 NOtA
Trucks NOt-A
HSTN 350r
]PECIES
Prepare a stowage pran NOI.A
taking into acoounttfie EX
nature of cargo to minii
;ff+Lil:::':ffi:",:"fl1l+di
carry. Trucks can onlv he raoao,l ;^::,_T- the
u rs tnumber
be loaded in a singte tier'
trucrs y
turlro€r or rucks yo,
fomerv
plan view of tre tructs1 show you;;";", 36 NOSTRUCKS
HSTN EX BOI'BAY

Fig. 11.1
A prudent officer.wourdctreckthatthe
cargo can indeed fit into
,"trffi lffiffiyupv a voume
"i
iuo *b.e = r osi-"I..i i tf
u, '1. ffre toltowing cargo is to be loaded in No.4 t'ween deck lower hold and
iln deck of M.V.Hindship to be discharged at Boulogne, Antwerp and
*lamburg in that order. (use the dimensions given in the worked example.

iCargo
8 nos. 15t each Antwerp
cases 1.90 55 Hamburg
obacco 3.05 150 Boulogne
Steelpipes 1.50 .Zffi Antwerp
Bananas 2.85 200 10% Optional
Bones and mactrinery are Onions ',{ 'i3
2.25 200 Bo0logne
therefore to be stowed in
the rower hc Chemicaldrums 1.40 Maximum 8% Optional
;::f #,;:i::Jyi;;;;#;
trucks are
for Housion_ -";;;;;;::-:;"-
ii,*
can
uaII be
oe canied
camed. Not
Nore

:,;:_l:"#,,ffi;"11"Tlffiffi
trucks can you
,lLHffJL;ltff jji
f* il"ilJ lPlan your stowage to minimize damage by any means, keeping in mind the
@rry? oo not ir"i Jirial-#;#jin:ff,X::;" port and state how much chemical drums you can carry.
foptional
I

128
129
 dJE& fuiJ-tf4 trl'tl t)^"'irso"^r'lt fl'.L'U
#ea
2. A vessel is to load in No. 2 t,ween deck (1000m,)
(1700m.), the following cargo from and CHAPTER THIRTEEN
Calcutta first and then C
discharge at Boston first andihen philadelphia.

THE DOj/K LABOURERS ACT, 1934

Ore 400 Calcutta
Gunnies 450 Calcutta
Gunnies 350 Calcutta
Rubber 100 Colombo
Machinery
65 Colombo
Tea 80 Colombo
Prepare a stowage plan and fillany fit to
remaining space with The Gentral Govemment may appoint such persons as it thinks
Eloston, stating how manytonnes you this Act within such local Iimits as it may
have loaded. be lnspectdrs for the purposes of
assign to them resPectivelY.
DockSafetylnspectorshavebeenappointedforthedocksand
factory inspectors, municipal inspectors etc. for other industries.
po#ns oF lNsPEcroRS : Y
onrnspector may enter any dock or vesset wtrere dock wokers
are
{
emoloved.with such assistance as he thinks fit, and
'
examine, any building, plant, mactinery' appliance or
.y'inswt,
movement or
equibment used in connection with the loading, unloading,
storageof cargoes.
,jy any registlor other document relating to the employment
"*"rnin"
o":,lif;:ffi
"t ,o" -S"ffi l n" rwi se th e statements or anv person s o r ho I d
iclG riay consider necessag)provided that no person shall
"nq.IiriF*t
be comoelled to answer any question oigive,any evidence tending to
incriminatehimself. ( nilc,fiea q/ e'ur"tf*',u )
of dock workers and owners of
; r;rt lrtnoriti"s, ttre e#ptoyers
{ lnspector for
Inachinery or plant shall atford all ieasonable facilities to the
entry,insiectjon,examinationorenquiryunderthisSctteme''
entry,inspeclion,examinationorenqutryunoerrnlsD(Jnerrrs'' v V@ ro*
ret ra. .t

NorpE d*cc lD E NTS AN D DAN GERou s occu RREN cEs i' ;l-7 *iA
t/ 6,totin6?"n, accident in a dock wh'rch disables a dock worke/from
means within
work on which he was employed shall be sentby any reliable
noiified for the purpose)
four hours of the occunence, to the lnspector

130 131
 v-
(it;
cause anythlng
&nen the accident is likely to disable the dock worker from work for and without reasonable
,f.fPoo.r worker shall witfully
than ten days. the relativeffithe dock worker in addition to the lnspecl se tt o r oth e1)
iei
have to be informed)ft the'idse of fatal accidents, the Otficer in charge '''6[iffi;*oit'
"ryH"ii*
r, i m

shalt' unless duly authorised

o'r in case'of anv
the nearest police station, and the District Magistrate in addition to with any fencing' plant
or machinbry'
abovementioned two parties have to be info rmed) ner!'gncy, remove "' ti"t'"t" g#'.iag!*''ot*-tlotTlP
, dder, Iif esaving
**"'' "poild
l" -
'l'
this Scheme' lf removet
,7. ln all cases of accidents the injured person shall be given first-aid
hatsoeler required to-o-" ptoi'i'eo
unoei
their removal
there after immediately conveyed to a hospital or other place of the period ouring which
II,il"-;"J"f
ings shaltbe restored as the case may be' by
the
or at the end of the
/ Where any accident causing disablement results in the as authorised
*o*tn"'"*"'g"n"y'
i;;; n"""ssitated such removat'
death of thedockworkerdisabled, notice in writing of the death shallbe ersons last engag"o
dockworkers
to the authorities mentioned above. haveto be provided tothe
Underthis act certain facilities
The following classes of dangerous occurrences shall be reported Ithef ''"H{;;l^"i,,1::y:ffiTavarso
ieldso{health';uil;lf*-tr*:l{:":T::""1il:',.:ffi:r;
the lnspector in the manner described, whether death or disablement iff I',n.,":lX,:il""il?..Iffi R'7ffi u{
J"iou"PtovidedonshiPs'
drinkino iater' iatrines
and urinals' spittoons'
,/ Collapse or failure of a lifting machinery used in raising or lowering ;;"o,l;*"nunt"'temperature'
persons or of ropes, chains or ghlttg, ver*ilation and
i
a!0bu!4n99-roo$'-*
I appliances forming part of lifting mac
-Aisfleeeffi;ii VELFdRE : Washing facilities' first'aid'appliances'
pq sh'elters" o-r--Lest:
ofa;rane. caniage' ltt]*""t' s"@oil
I

rmbulance
g-gEp:g-9t:yPs-'ggl9^g-ot jlv*y"11!:*[og,*9?lL.--ry"*I9pl' tlgg[g,welfareofficers'
ffi""
I

- .-_-'2^- ^r .ran^arotrs olaces, clearance of

SleSlngS*qmean$of aecss""e.*-
iffi*:
I

/ Sylslrnq o-f 9 -v-e-.9p91 ao.nJalning.$team

undgr
atmospherjc pressure other than a plant which comes within the scope iscapeincaseof fire'
free of obstructions and
th'@e} h y,u-rnnt-t rtaa* ' !iL+ r*+'u reriq On the ship, a clear
walking space -on deck'
etc' must be
L

or"""g;, i;u", r""n'rng" of deck cargo,

ropes,
i/. -Explosion of a recbiver or vessel used for the storaoe. at a pressL hazards rike
*or,f"'Jin order to the holds' Any permanent
guards'"*"'"
for dock must
@lggrere,of any gas or gases (including air)
pression gas.
orovided
rire manniie eyes' rigged cargo Oeal3tc'
in the
any I iq uid or solid resulting from the com of obstructions
or
"o'"'
#;;;;;"*"' tn" oo"x-wlrxers' openings
oe painted white
F. expbsion or file_ eeJsln$der.e@SQ lo .-*
Fly room or plae, {n which decks to tanrs, notos oiio*"i
hold" rn'st be fenced '
wortffiGffi1oyiro:
I
.

I
::*ffiil:i[*ffi
hook, shackl",
ur*ru'J
il:fi *q,xx'"::$;fl irffi ,
stiallbe:
in hoi"ting or lowering
strength and free
^"""7:;;;*no""tton'
"*i'"rol"pJrr-"v
sound material' adequate
I

il
tuonidefects:
2 months and particurars
' at reast every 1

#::Xfltr5}il;;|;::""
I

133
 I
entered in the register approved by the Following gear is exempted trom anneallng:
1. Chains madeof malleable cast-iron;
examination means a visual examination 2. Platelinkchains;
swivels made of steel:
, by other means such as a hammer test, canied out as 3. Chains, rings, noot<s, shackles and
as the conditions permit, in orderto arrive at a reliable conclusion as to 4. Pitchedchains; to pltched
and swivels permanently attached
safety of the parts examined; and if necessary forthe purpose, parts of i; ;'ffi:#il',";hackles
lifting machinery and gearshall be dismanfled. pilley blocks orweighing machines;
parts or ball-bearlngs or
ydtitting machineryand no chain orotherappliance shalt, except 6. Hooks anO swivets nivini screw-threaded
"h"in",
the furpose of test, be loaded beyond the safe working load which shall other case-hardened Parts; and
plainly marked thereon. 7. Bordeauxconnections'
shall be thoTJlglY,e:T,':,:':
t'StWe rdt tifting machinery and no chain, ring, hook, Chains and gear af orementi oned
in every
3
12 monthJand particulars or
:
at rcast
swivel or pulley block shall be used in hoisting or lqwering untess it has be
tested and examined by a competent persog,ih the manner set out
"*o':[il;3lll,ili;;
examination entered inthe Ghain
Register'

schedule lV and a certificate of such test dlnd examination in the frt

approved by the lnspector obtained. Whenever a lifting machinery or
component has been lengthened, altered or repaired by
otherwise, it shall, before being again taken into use for hoisting or
be adequately,,re-tested and re-examined by a competentperson
fresh certificate obtained-
'k$*roLlNG: A[ chains, rings, hooks, shackles and swivets
hoisting or lowering shall be annealed urrder the supervision of a cor
person and at thefollowing intervals:
7$'tZ.S mm(/, inch) or less, every six months;
{ all olhers,every twelve months :

Grovidedthat for such gear used solely oncranes and other ggoPe'
doublel)
appliances worked by hand, the period is
DRlvERs oF cRANES : No
person
Y"d:l:I::[:t^:t:::1::
il,v*;f"-:1,.":1.1|i^*]::::llffi:Sejif"1X;
Provided also that where an lnspector is of opinion that owing to ,"*#Ho=[ilffi;;in"'v' *naner drtuen bv mechanical power or
size, design, materialorinfrequencyof use of anysuch gearorclassof ffi:,?;Til"#il
gear, the requirement of this paragraph as to annealing is not signalsto adriver'
othenrise orfor giving
the protection of dock workers, he may, by a certificate in writing and
HANDLING OF CARGO :
to confirmation by the Central Govemment, exempt sucfi gear or
:
gearfrom such requirernentsuhiectto such conditions as may be STACKING AND UNSTACKING
or unstowing. of^cargo or
in such certificate. 1. Where stacking, unstacking' stowing
safely carried out unaided'
Particulars of suchannealing shall be entered in the Chain Register. handling in connectiln inerewitn'cannot.G be taken by sho rin g or
reasonable m.""rr"Jio gra; "gain"t
accident strall
othennise-

134
 exo€pt
l;^,j,:;tff:l^frgo shail be made on firm foundation
not tiabte to serfld
ro se synthetic tibre ropes shall not be used for suspendlng 8tag6s
and the weightof the cargo shar blooka'
be such as nottooverroadthefroors. lere such stages are suspended from ropes reeved through
workers to and
3;^"-_l1n::l:11"1:"
store-praces
stacked asainst partition or wail
of warehouses safe means of access shall be provided for the use of
unress it.is known tha't the
strength to withstand the pressure. i*ition or the watt is oi rmstages.Ropesusedforsuspendingstagesshallnotbeusedasnieans
laccess.
4' Cargo sha, not be stacked to
such a height and in such a manner RESTRICTIoN ON EMPLOYMENT: No person under
18 years of
would renderthe pile unstable.
geshallberequiredtoworkonashiponastageabovethelevelofthe
5. Where dock workers are working
on stacks exceeding round.
height, safe means of access to 1.S m (S ft)
the stack shall be provided. PRECAUTIoNSAGAINSTFALLINGMATERIAL:lnthecaseof
HANDLING OBJECTS HAVING ouble banking, where dock wor{<ers are required
to work on a stage and
SHARP AND PBOJI
handlins oqecis *u, rther dock workersare at work directly beneath such stage' adequate
:j,:*:
sptinters ?::lj,"^'-*"_l
or simirar dangerous-d.i".,ng
edges, rins,
suitable protective equipment. e o*rJJ il;#il".
"n.rp neasuresshallbetakentopreventthefallofarticlesormaterials.
LIGHTING:Allpartsoftheshipwheredockworkersareworkingon
ftages shall be etficiently lighted.
1. Allstaging shail be
a) securdyconstructedofsoundandsubstantiarmateriarandshrr )ANGEROUS SUBSTANCES AND ENVIRONMENTS
:
be maintained i::.9 ennlr;thesafetyof a[ o**;;"r; other
b) inspected Tillr1"rro The regulations deal with corrosive and caustic substances,
at regular and frequent intervats by of oxygen and
person. a dangerous substances, dust fumes etc., deficiency
fumigated sPaces.
2. All planks intended to be used for
staging shall :
be carefuily examined before bling GeneralPrecautions:
3l
b) be re-examined before they are used
taken into use; and
l.Dangeroussubstancesshallonlybeloaded,dischargedorhandled
again after the
have been dismantled, by a person quarftieoio underthesupewisionofacompetentpersonwhoisfamiliarwiththerisks
oetect faults in timber.
t:i, and precautionstb be taken.
shat I be fastened to prevent
they fl
:;^., extend n cms."y.(18
:.',T 45 :,ages
inches)
slipping,
il;;;;;;;"il;ffi'Jil;;:; 2. Special precaution such as provision of mats' slings
nets' boxes' and
of, or damage
lhwan orsupport on which they rest. ", high-side trays or pallets shall be takesto prevent breakage
4' A', stages sha, be of sufficient width
to secure the safety of the
to-corrtainersofdangeroussubstarreesduringloading,unloadingor
workers thereon' No stage at a height of 2 < handling.
metres or more above
ground, dock bottom, deck or tanr 3.lfcontainersofdangeroussubstancesarebrokenordamagedtoa.j
topihafi O. r""" ti"J, ;. r^r,a". workers'moved to a
5' Pranks supported on the rungs of radders dangerous extent, work siall be stopped and the dock
sha, not be used to safe place.
stages.
6' Stages suspended by ropes or chain 4.Dockworkershandlingdangeroussubstancesshallbeprovidedwitfu
sha, be secured as far suitable Protective equiPment-
possible so as to preventtheirswinging.

136 137

\ ,,
 reight of 1 mt. (3 ft. 3 inches) above
the top landing place'
MACHINERY: loose base'
t. Portable ladders shall not stand on a

ln every dock, every fly-wheel and every moving part and secured in place"
of any i. Portable ladders shallbe properlyplaced
mover shallbe securelyfenced. Allmotors,
co!- wfreeis,
gearing, shafting and steam pipes shall "n"inso"nO i. No laddershallbe used which has'
be securely fenced far as
practicable. a. a missing or defective rung; or
on nails' spikes or other
b. any rung wnrcfr depends tor its support
The fencing of dangerous parts of machinery shall
not be remor similarfixing.
while the machinery is in use, but if removed
shail Le reptaced as soon intervals by a competent
practicable and in any case before the machinery 7. All ladders shalr be inspected at suitable shall be
is taken into normar
person, and it Oangerous Oefects are
found in any ladder' the ladder
again.
immediatelY taken out of service'
No part of any machinery which is in motion and
which is not secu THE SHIP :
fenced shall be examined, rubricated, adjusted ACCESS TO & FROM SHIP AND PARTS OF
o, ,"p"ir"o'L*""p,
persons duly authorised. ALLoNGSIDEQUAY:Accesstobebymeansof.accommodation
at teast 22 inches wide and
Machine parts shall be cleaned onlywhen the machine ladder or similar access, properly secured'
is stopped. g incheswith upperand lowerrails'
fencedoneach sioeto aneighiotitt
When macfiinery is stopped for servicing or repairs,
measures shall be talren to ensure that ALoNGSIDEoTHERSHIP:Safemeansofaccesstobeprovidedby
it cannot belnaoverientrf
ship with higher freeboard'
ELECTRICAL EQUIP,TIENT :
ACCESSTOHOLDS:Wheredepthofholdexceeds5ft"accessto
Only duly a*rthorized person to install, adjust, examine, or cups in coaming'
be by ladder and ladder cleats,
displace or remove elilctrical eqt ipment orcircuits.
Upper and lower ladders to be in line'
All portable electric equipment shall be inspected by a
person atleast once in everydayof use. Ladderstoprovideafootholdtoadepthofatleast4y''inchesfora
width of 10 inchesand aflrm handhold'
Electrical equipment exposed to the weather shall of shaft tunnel'
be Handholds and footholds on each side
protected. against wet or conosion.
Ail non-cunent carrying metat parts of erectricar equipment HATCHCOVERS:
sha[ to have suitabre gear for rifting on
earthed. Alr beams used for hatch mvering
go upon them to adiust'
LADDERS: and off without persons having to

1. All metal, wooden, rope or other ladders that have to be Hatch beams to be secured'
used by
workers sha[ be of sound materiar, good construction,and Allhatchcgversandbeamstobemarkedindicatingdeck'hatctrand
ader
strength, and shallbe properly rnaintained. position unless all are interchangeable'
2. on hatcfr covers and beams'
wooden ladders shafl not be painted but oired or covered with Adequate handgrips to be provided
vamish.
lfworkingcargoint,weendeckatleastonesectionofhatchcoversto
3. Laddersshart rise, orbeprovidedwithanadequatehandhord,
to beinplace.

i
138 139
I
 lf working in t'ween deck and a,
t'ween deck
place, then openingto rowerhordmustoerencedto hatch covers are not rfr
3feet.
a height of
FIRE PROTECTTON: ,

, EXERCISE
1' tV
coNcEPrs 5r cnneo woRK'
l":*:::i::l:.:,lf:.19"TPlov:dshalrbeprovidedwfih - 'nanter 2 : BASrc
ifi

:
ib- ::ry,Tii:dsuitabrerire-extinslisnins{r,;;;;,-",'-*'- lji i] :ir r^,:+h nrnrran sior (tonnes)
without B.s.(tonnes) iil with Broken stowage
"r"o"qr.i"*""i-rffi;:i:ffi;'[n"::r::""t
2' Persons .^t^ A 1129.0
trained to use rhe fire-extinguishing
'i'
equipment
vYer,,rrrsl^ ishal b€6 e] "r}|.t 124.a
:"o,:,:ln:::*r.r::n"*workinghours. ,r c) 2s4.a :1lZ
flrr"flii[,]f,L,i]l',:fJ:,::'ent sharr be properrv maintaineo and :] ]31:3 ifr,i
RESCUE: tl
'lil 132'2 ltrz'z
1o3a.'2
prwision for rescue
from
-
- of dock and, 'tE 438.2
maintained. ,/ $ownins ---k workers sha, ,."o"
shall be made
""Jt tii ,:t:: .Tr.l
./
THF,6ocK tr il 158.8
LABouR BoARD ,i
rhe Govemment mav estabrish a Dock
L:io{ Board ror a porr o, '' ffi-!|?':.Capadtv fi;-i$:*t*** c)G-4e1.6t
yrLl]an oe. responsibre ror aomini"i"rins "ljt
::::,:,:"0;ot',rl
provisions of ffris Act and shafl exercise such powers.no me"
rhe drB-s87.st
d)B-587'5t e')u'rozv''r
e)G-162e.7t
iuncrionsas,"vu"*nt"rredonitbytheAct.o-"u*u,.,*o.n"ofmaize.orrf"ttng

to eqrglty represent:
't., TheGovemment
i{ Thedockworkers
member' ::::ll?,,",,,.,
4. ' 2 tier ffl.-
5. Height of Steel- 2.58m
JkTheemployersofdockworkers&shippingcompanies.B:ffl5[i""L,,:fJ
EXERCISE
E,..nTvTPuES FOFi

6 I

1i;:lTxr,:"1,ll*?xr#r:ffi;:ffiHir:Ll;Tri*n
6x3TwirelSmmindiameterhas30brokenwiresinatength ivirzsslingsineachcase' 5,*#t3$j lll IlllllIlli j
-
otz[A^^A
t'y!*;^** t+'t'tP ,t.n
chapter4:LIFT|NGGEAB

.:;,"" '
.t ! . kn a* g xl44' p
chapter3:cAREoFco**" |. fH"1'f.i::.ffi;fl'#'
Detv pohr a 2&nm ,1. 3ornm
t't'.u,i"' yss s. i. 1.,ls r ri.6r.6r6 f,l. 4omm dla.
.*,,yrrt W
tP lo.p 1. 9.7c
ntrl ,a'*
w yd gt.? ;. ;;.; No 6. Esdt = 1.46t Erfictuxrcv = 77 05%
. 7' q,oadde 3&rm Lufi tadde a)mm
- tr 3. 7.6c
Llf.n,l u" lt:tati.q ' "*,*e* ";
' _ rrl 14{, ,td tlo 141
ct1t1'
T
(

Chapter5 : BULKCARGOES
'1. Hold 1 Coal lron Ore Hold 1 Coal lron Ore
t. 1451-5 1451.5 l. 2116.8 2116.8
ii. 1741.8 1741.8 ii. 2540.2 2snc'.2
iii. 1s96.7 1596.7 iii. 2328.5 2g2g.s
iv. 1887.0 1887.0 iv. 2751.8 2t11.a
Chapter 10 : TANKER OPERATIONS
1. Ullage 0.196m Mass ot oil 2515.3 t
2. Ullage @ loadport = 1.744m. ullage at 41C = 1 .345m.
3. Ullage - 0.8rn.
4. i.2.951m ii.0.940m iii.4480.50t
5. Centre Tanks Wing Tanks No. 5 Centre
Ullage 1.078m '1.078m 4.144m
Mass 3403.4 t 2402.61 2160.9 t

Chapter 12: CARGO PLANS

't. 2.

fr t_l E tl
Deck

f]t:]Et:]
Bananas 2O0t
Beer 363.5 t Rubber
Cases Philadelphia Ex Colombo
Tween Tobacco 15Ol
Deck 60t Boulogune
Ham-
burg Bananas (Optional) 45O t Gunnies
Philadelphia Ex Calcutta
I
I
! zoo t onions

Steel
I
I
aouogne 400 t Ore
Philadelphia Ex Calcutta
Lower
Pipes L----
750 t I
Hold
Antwerp !r Ghembal
rosa.o t
drums
I Ootional
l'

i Chapter 13: THE D@K LABOURERS ACT

i 1.1. Yes ii. No.
i

142
\
,l.,