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Lecture 1-Introduction (Cargo Opn N Management CUB

The document discusses cargo operations, types of cargo, forces acting on cargo during transportation, cargo securing, and stability considerations. It provides details on cargo handling, stowage, securing, maintaining stability, and preventing damage. Regulations and various shipboard cargo equipment are also mentioned.

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Ismail Jabe Ullah
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33 views50 pages

Lecture 1-Introduction (Cargo Opn N Management CUB

The document discusses cargo operations, types of cargo, forces acting on cargo during transportation, cargo securing, and stability considerations. It provides details on cargo handling, stowage, securing, maintaining stability, and preventing damage. Regulations and various shipboard cargo equipment are also mentioned.

Uploaded by

Ismail Jabe Ullah
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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CANADIAN UNIVERSITY OF BANGLADESH

Course: Cargo Operation Management


Code: SMS 1203
Lecture 1: Introduction

Capt. Kazi Ali Imam


Professor & Head
Dept. of Port & Shipping Management
BSMR Maritime University
Cargo work
Definition of Cargo: All articles goods, materials,
merchandise, carried onboard an aircraft, ship, train,
or truck, and for which an air waybill, or bill of lading,
or other receipt is issued by the carrier. It includes
livestock, but usually does not include bunkers (fuel
for powering the vessel or vehicle), accompanying
baggage, vessel or vehicle's equipment and spare parts,
mail, and stores. Personnel carried onboard are
classified as crew or passengers.
Types of Cargo
The various cargoes and merchandise may be
broadly divided into the following six types:
Bulk solids (Exp: Coal, Steel, Ores etc)
Bulk liquids (Exp: Oil, Chemicals Liquid Gases etc)
Containerized units ( Exp: 20f, 40f, High cubes)
Refrigerated/chilled (Exp: Fruits, Meat etc)
General, which includes virtually everything not in (1),
(2), (3) and (4) above
Roll-on, Roll-off (Ro-Ro) cargoes. (Vehicles)
Cargo Operations
Cargo handling
Cargo Stowage
Cargo Securing, ie Lashing
Maintaining Ship Stability
Proper cargo care and preventing any
damage during transit.
Forces acting on Cargo during
Transportation
Six degrees of Freedom
Six degrees of freedom (6DoF) refers to the freedom
of movement of a rigid body in three-dimensional
space.
Specifically, the body is free to change position as
forward/backward (surge), up/down (heave), left/right
(sway) translation in three perpendicular axes,
combined with changes
in orientation through rotation about three
perpendicular axes, often termed pitch, yaw, and roll.
6DoF
An example of six degree of freedom movement is the motion of a
ship at sea. It is described as :

Translation:
Moving forward and backward on the X-axis. (Surging)
Moving left and right on the Y-axis. (Swaying)
Moving up and down on the Z-axis. (Heaving)

Rotation
Tilting side to side on the X-axis. (Rolling)
Tilting forward and backward on the Y-axis. (Pitching)
Turning left and right on the Z-axis. (Yawing)
6DoF
Movement of a Vessel in a Seaway

Rolling 30 deg Port & Stbd and swaying to port and


stbd
Cont’d Movement of a Vessel in a
Seaway

Pitching to 10 deg bow up and surging stern and


pitching to 10 deg stern up bow surging ahead
Cont’d Movement of a Vessel in a Seaway

Yawing 5 d port and 5 d stbd as each


wave passes
Cont’d Movement of a Vessel in a Seaway
Combination of forces on board
Consequences of Forces
Cargo Shifting
Cargo damage
Loss of Stability
Lashing Failure
Cargo loss at Sea
Cargo claim at destination port
Delay in turnround time
Fatigue to the Crew
Higher insurance premium
Loss of reputation
Loss of business, etc.
Responsible for Cargo Problems
Master ( Overall responsibility)
Cargo Officer ( Chief Officer)
Junior Cargo Officer ( OOW)
Supporting Staff (Ratings)
All responsibilities should be detailed in the
Company’s Safety Management Manual
Shipper has the responsibility until cargo is on board.
Consignee has the responsibility from Quay side to
ware house in the discharging port.
Cargo Management
Bridging all the activities related to the safe and
efficient cargo transportation

Minimizing operation cost and turnround time.

Proper cargo care and preventing any damage


during transit.
General Principles of Stowage
All cargoes should be stowed and secured in such a way
that the ship and persons on board are not put at risk.

The safe stowage and securing of cargoes depend on


proper planning, execution and supervision.

Personnel commissioned to tasks of cargo stowage and


securing should be properly qualified and experienced.
Cont’d General Principles of Stowage
Personnel planning and supervising the stowage
and securing of cargo should have a sound
practical knowledge of the application and content
of the Cargo Securing Manual.

In all cases, improper stowage and securing of


cargo will be potentially hazardous to the securing
of other cargoes and to the ships itself.
Cont’d General Principles of Stowage
Decisions taken for measures of stowage and
securing cargo should be based on the most severe
weather conditions which may be expected by
experience for the intended voyage.

Ship-handling decisions taken by the master,


especially in bad weather conditions, should take
into account the type and stowage position of the
cargo and the securing arrangements.
Cargo Securing and Packing
The proper stowage and securing of cargoes is of the

utmost importance for the safety of life at sea.

Improper stowage and securing of cargoes has resulted

in numerous serious ship casualties and caused injury

and loss of life, not only at sea but also during loading

and discharge.
Cont’d Cargo Securing and Packing
Many incidents in transport are attributed to :-
poor practices in the packing of cargo transport
units,
inadequate securing of the cargo within the cargo
transport units,
overloading and incorrect declaration of contents.

This is of major concern particularly because the


victims may be the general public or transport and
supply chain workers, who generally have no control
over the packing of such units.
Regulations, Recommendations and
Guidelines
In order to deal with the problems and hazards arising
from improper stowage and securing of certain cargoes
on ships and improper packing of cargo transport
units, the IMO has developed, in cooperation with
other UN agencies where appropriate, the codes listed
hereunder:
SOLAS Chapter VI: Carriage of Cargoes
Code of Safe Practice for Cargo Stowage and Securing
 Guidelines for the Preparation of the Cargo Securing
Manual
Cont’d Regulations,Recommendations and
Guidelines
Code of Safe Practice for Ships carrying Timber Deck
Cargoes
Code of Intact Stability
Elements to be taken into account when considering the safe
stowage and securing cargo units and ships
Guidelines for securing arrangements for the transportation
of road vehicles on the Ro-Ro Ships
 National Regulations
International Standards , ISO
 Publications: Thomas’ Stowage, Lashing and Securing of
deck cargoes, Steel Carriage by Sea,
Stability
Ship stability can be defined as its characteristics or tendency
to return to its original state or upright state, when an
external force is applied on or removed from the ship.

After loading the vessel should have adequate stability which


means:

1. Adequate initial static Stability


2. Adequate dynamic stability and
3. Adequate righting lever at small angle heel.
Cont’d Stability
Use of GM
Initial GM is required to calculate basic roll
period and lashing calculations.

Amount of GM
The GM should not be less than 0.15m
throughout the voyage. For Timber deck
cargo 0.10m.
Cont’d Stability
Seaworthy
A ship is seaworthy if it fulfills two important stability criteria- Intact
stability and Damage stability.

Intact stability
For a cargo vessel, the intact stability requirements are as follows-
Initial GM or meta-centric height should not be less then 0.15 m.
Righting lever GZ should be at least 0.2 m and angle of heel Ѳ ≥ 30̊.
Maximum righting lever should occur at heel >30̊ preferably but not less
than 25̊.
The Area of the GZ curve should be at least:
a)      0.055 m radian up to Ѳ = 30̊
b)      0.090 m radian up to Ѳ = 40̊
c)     0.03 m radian between 30̊ and 40̊ or between 30̊ and angle of down
flooding.
Curves of Statical Stability
Cont’d Stability
Damage Stability
A damage stability criterion varies from ship to ship and
the requirement for the same is given in SOLAS chapter II-
1. It may be single compartment flooding, multi
compartment flooding, engine room flooding etc.
Under all the criteria as applicable, vessel margin line
should not be submerged after the damage. Margin line is
an imaginary line drawn 75mm below the free board deck.
Intact and damage stability are very important factors that
govern the overall stability of the ship.
Cont’d Stability
Minimum GM
Should not be less than 0.15m throughout the voyage

Maximum GM
As a guide the vessel’s breadth divided by her GM
should be less than 13.
Hogging
Incident at Wharf
Incident at Wharf
Shipboard Cargo Equipments
Union Purchase
Yo-Yo rigged derricks
Hallen type derrick
Velle derrick
Stulken derrick
Jumbo derrick
Shore Crane
Crane on General Cargo Ship
Loading Arm Oil Tanker
LNG Loading Arms
Gantry Crane

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