Cargo Work-2 Update

I.R.I.S.L TRAINING INSTITUTE CAPT : S.
A HOSSEINI
INSPECTION OF CARGO HOLDS:

Duty officer/cargo officer shall conduct regular inspection of the cargo
spaces , especially after each loading and discharging operation to
detect the defects / damages .
During hold cleaning , it is quite likely that damage and defect
noticed by crew members , this should be reported to responsible
officer ( C / O ) .
During the hold inspection ,damage to following to be noted ; hold
ladder - air pipes - thermometers - sounding pipe - ballast pipe
passing through the holds and their guard plates – bilge covers – D.B
tanks cover – hold smothering system – frames and brackets.
Inspection items can be listed as below :
1- Structural members such as; access ladder, guard rails,

manhole covers, bilge covers, air pope, sounding pipes.
2- Lights & electrical cable.
3- Ventilators & their trunkways.
4- Hold’s drainage, scupper, bilges, strainer, strum/rose box,
bilge suction & it’s blank.
5- Fire detection, fixed fire fighting system, if any.
6- Spar ceiling, permanent dunnages.
7- Hatch cover closing0 arrangements.
8- Guard rails, chains or ropes/stanchions in tween
deck.
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I.R.I.S.L TRAINING INSTITUTE CAPT : S.A HOSSEINI
Bilges: when inspecting bilges give particular attention to following
areas .
1- Cleaning / clearing of scuppers, strainer, strum box etc.
2- Testing bilge suction.
3- Bilge cover.
4- Sweetened the bilge with lime wash.
5- Use of disinfecting material.
6- Use of deodorant to remove bad smell.
7- Non-return v/v on bilge suction.
8- Bilge suction blanks.
9- Proper drainage to bilges.
Spar ceiling:
Cargo batten fitted to inner edges of the frames.
Purpose: prevent contact with ship’s side.
Provide air space around the cargo thus improve ventilation.
Dunnage
A-purpose :
1- Protect cargo from contact with steel work, or other
cargo.
2- Maintain proper drainage of water into the bilges , Protect
cargo from contact with water or other liquids that may get into the
holds.
3-Distribute load of cargo.
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4-Provide air circulation and proper ventilation for cargo.
5-Separation of cargo.
6-Prevent cargo from shifting and chafing.
B- Dunnage Materials.
The materials and the basic principles used for dunnage are listed
below.
(1) Almost any materia1 can be used as dunnage. The materials most
frequently used are:
 Rough lumber of the same thickness but of different widths and

lengths is the most common type of dunnage. Rough lumber may
consist of pieces of pine, hemlock, spruce, or similar woods.
 Paper is often used to protect cargo from dirt, dust, and moisture
and to separate shipments.
 Burlap is often made up in rolls or squares and used in the same
way as paper.
(2) Hard and fast rules for selecting and using dunnage are not
possible because of the wide variety of cargo carried, differences in
atmospheric conditions, and the availability of dunnage material,
among other factors. However, the following basic principles
always apply. Cargo handlers should—
 Never use green or contaminated wood that may harm the

cargo.
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 Carefully select the quantity and type of dunnage to correspond
to the type of cargo carried.
 Place the bottom layers of dunnage so that any water in the
hold can flow to the drains. This is accomplished by laying the first
layer of dunnage so that it points toward the drains and the next
layer faces the opposite direction. Cargo is then stowed on the upper
layer of dunnage.
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Cargo hold cleaning: ( Items to be noted )
1- Cargo residue.
2- Dunnage / lashing material.
3- Sweeping, washing (sea & F.W)
4- Loose scale removal & drying the hold using ventilators.
5- Bilges.
6- Final inspection.
7- Hatch cover cleaning / washing & hose test.
Q-1 your v / l has just discharged a cargo of sulphur,

describe how you would have the holds prepared for cargo
of maize?
For holds to be in a condition to load a grain cargo after

carrying dirty cargo such as sulphur, it is absolutely essential
that all traces of the previous cargo and all loose scale to be
removed from the cargo spaces.
I would have all the holds swept thoroughly and all accessible
scale on the bulkhead and ship’s sides removed. There will be
a substantial amount of scale due to the sulphur reacting with
the steel. There will be sulphur behind the loose scale thus
particular attention must be made on such area.
Before starting washing, the bilges to be cleaned & tested. All
the holds should be hosed out with sea water having good
pressure on the hose. Attention to be paid on in accessible
parts of the ship’s structure such as; beams, under deck
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girders and so on. The under side of the steel hatch cover
should not be neglected. Keep bilge pumping system running
during washing stopping the hosing when there is a build up
of too much water in the hold. After washing, the holds to be
dry swept, bringing up the sweepings.
Second time holds washing to be done with more pressure to
bring down the loose scale & trapped previous cargo.
Finally I would wash the holds and hatch covers with F.W.
Sufficient time to be given for drying the holds, at the same
time the bilges to be cleaned properly. I will take up the rose
boxes, cleaned, de-scaled and paint them.
If there was enough time I paint the bare patches inside the
holds. Inside the hatch covers to be treated same as cargo
holds, batten down and hose test them. I will renew the
rubber packing as necessary.
The operation will be complete by washing down all the decks
and record all the timings, result of hatch cover test in log
book.
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Q- 2) After discharging general cargo from a deep tank,

describe the preparations which would be required for
cargo of latex.
Latex is the sap from the rubber tree, it is milky fluid. It can
solidifies when exposed to air, when carried in bulk, ammonia
will be added.
The preparation requires particular precaution. When carried in

bulk does not require heating, thus the heating coils in the
tank should be removed and steam pipe to be blanked off.
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Also the followings to be removed; and blanked off. Sounding
pipe, bilge suction pipe, all brass / copper and galvanized fitting
to avoid reaction with ammonia, fire extinguishing pipes,
ordinary vents also to be blanked off.
Spring loaded gas relief valves to be fitted to the tank top to

relieve any excessive pressure. The tanks then are to be swept
clean and all sweeping / debris brought up and disposed of.
Normally bamboo staging will be erected inside the tanks for
cleaning of every part of the structure. First wire brushed then
use emery paper / cloth on rusty patches until no traces of
corrosion left inside.
All steel work will be washed with kerosene or paraffin to
remove all traces of oil or grease. It will then be washed
thoroughly with detergent & finally by F.W.
To obtain the proper degree of cleanliness, the tank need to
be steamed out several times, then wiping down with caustic
or similar solution.
The tank covers will receive the same treatment as the tank.
After proper cleaning the tanks will be surveyed by a surveyor,
if he was satisfied with amount of cleaning then underside of
the tank cover and all structure to be coated with hot paraffin
wax (about 5mm thick).
The tanks will be given final survey and if found satisfactory, the
tank will be ready to receive the latex cargo.
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List duties of O.O.W while vessel in port /alongside?
1- Proper gangway watch.
2- Attend to mooring lines regularly, always keep the v / l well
alongside.
3- See deck lights switched on and off.
4- Attend cargo, observe loading / discharging plan.
5- Supervise receiving bunkers or fresh water.
6- Maintain fire patrol regularly.
7- See watchmen at his duty.
8- Maintain proper log book, noting all events.
9- Inform CH/off in case of cargo damage or accident
immediately.
10- Keep the v / l upright, list / trim to be kept within
acceptable limits.
11- Read the drafts at least twice a day record it.
12- Supervise ballasting / de-ballasting operation, check over side
for pollution.
13- Ensure that safe working procedures are followed by
crew and stevedores.
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Safety precaution in cargo handling
SOME COMMON SENSE PRECAUTIONS IN CARGO HANDLING

ARE: ( for details information refer to code of safe working practice for seamen
chapter 27 and 17 )
a. Do not overload. Make certain that the rig will make the lift
safely: carefully rig and check each piece of gear as it is rigged.
Check stays and shrouds.
b. Place the load directly under the boom head. Sling carefully
and use dunnage or other suitable chafing gear at points where
may be chafing.
c. Check every part of the rig before picking up the load. Hoist
the load a few inches of the deck, and check the rig for
indications of undue strain.
d. Hoist, swing, and lower the load slowly and smoothly. Jerking
causes terrific strain in the rig and can easily cause portions of
the rig to carry away. Hoist loads only high enough to clear the
coaming and bulwark. A particularly heavy load raised too high
will affect the stability of the ship and may cause considerable
list. Listing increases the strain on the guys an preventers and,
therefore, the danger of parting.
e. Watch while a load is being moved, and keep every part of
the rig under constant observation. Listen for any change in
sound.
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f. Keep unnecessary personnel out of the area; those concerned
with the operation must keep alert.
g. Look alive and stay alive.
All safety precautions should be strictly observed by all

hands at all times. The following list contains commonsense
precautions that all cargo handlers must observe.
a. Wear safe clothing and shoes. Do not wear trousers that are
too long, and do not wear rings while at work.
b. Use the accommodation ladder or brow for boarding and
leaving the ship. Don’t ride the load.
c. Climb ladders in the hold only when the hoist is not in
motion.
d. Use the walkway on the ship’s side away from the side on
which the hoist is operating.
e. Secure hatch rollers properly.
f. Lower blocks, crowbars, chain slings, bridles, etc., into the
hold by cargo falls or other lines.
g. Pile hatch covers in an orderly manner.
h. Lay strong backs flat so they so they will not tip over on
personnel or be dragged into hatches or overboard by sling loads.
i. Stand in the clear when strong backs and hatch covers are
being handled on the deck above.
j. Stand in the clear away from suspended loads.
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k. When steadying loads, do not stand between the load and
any fixed object.
l. Stand clear of slings being pulled from under loads by cargo
falls.
m. When using a dragline to move cargo, stand out of the bight
and clear of the throw of the block and hook.
n. Be specially attentive when handling objects with sharp or
rough edges.
o. Learn to lift properly to prevent straining.
p. Always use a light when entering dark places.
q. Never walk backwards while working with or around cargo on
board ship.
r. Step down elevations-never jump down.
s. Bend projecting nails in dunnage to prevent puncture wounds.
t. Report to your supervisor any defect in tools, materials,
appliances, and gear.
u. When short pieces of dunnage are required, use only the
proper cutting tools.
v. Report all injuries (even scratches, cuts, and splinters) to
your supervisor and get immediate first aid or medical
attention.
w. Known the location of fire-alarm boxes and fire- righting
equipment.
x. Do not engage in horseplay, practical jokes, or arguments.
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Separation of cargo:
On carrying large consignments, to avoid, short landing / over
landing and over carriage cargo separation to be done .The other
aim of separation can be , to Identify cargo at different port of
discharge.
How to separate the cargo?
1- Use of burlaps.
2- Dunnages.
3- Plastic sheeting.
4- Painting.
5- Use of old rope.
6- Wide meshed plastic net.
7- Port marking e.g red circle, green triangle
8- Loading in nominated holds or parts of a hold such as
upper / lower tween deck, fwd / aft, wings, hatch square.
The separation material shall spread over the face & top of
the parcel of cargo.
Segregation of cargo:
Segregation refers to the stowage of the cargoes in separate parts of
the ship so that one can not damage the other because of its inherent
characteristics .
Wet cargoes must be kept away from dry cargoes . Certain areas of
the ship will be specified for the stowage of wet , dry , dirty or clean
cargoes .
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There are different types of cargo which requires proper segregation ,

some of them are :
 Wet cargo ,milk –fruit juices- paints oil and so on .
 dry cargo , flour -feed - rice – paper products .
 dirty cargo ,cement – iron ore – coal .
 clean cargo , items that leave no residue .
 odorous cargo ,items give off fumes , kerosene – greasy wool .
 delicate cargo ,items that are highly susceptible to damage by
tainting from odorous types , rice – tea – cereals .
 fragile cargo , glass – porcelain – marble .
 hygroscopic cargo , items that have ability to absorb or release
water vapor , grains wood products – cotton .
purpose of cargo segregation .

1- To avoid contamination of sensitive cargo, such as tea,
flour, tobacco etc.
2- To avoid endangering of certain cargo with others such
as cargo giving off flammable vapors.
1- To fulfill requirement of certain cargo such as dangerous
goods.
2- To fulfill requirement of special cargo such as medical
supplies, drugs, surgical instrument, bank notes.
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Ventilation
Purpose:
i) To remove heat.
ii) To remove moisture and prevent condensation.
iii) To remove gases .
iv) To remove tainting smells or disagreeable odors.
Sweat:
1- Ship’s sweat: condensation on ship’s structure.
2- Cargo sweat: condensation on the cargo.
Example of formation:
Voyage from B.ABBAS to BREMAN & BREMAN to B.ABBAS.
Dew point temperature:

Temperature at which parcel of air becomes saturated.
If a surface becomes so cold that it’s temperature reaches below
dew point temp of air in contact condensation occurs on that
surface in form of sweat. Dew point temp obtained by dry & wet
bulb thermometer readings.
Common types of ventilation:

1- Natural ventilation
2- Mechanical ventilation with humidity control.
3- Air – conditioning, removal CO2 & temperature control.
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Basic rules of ventilation:

1- If D.P temp of outside air is equal or lower than hold D.P temp
continue ventilation.
2- If D.P temp of outside air higher than hold D.P temp do not
ventilate.
3- If there is any doubt as to whether one should ventilate, do
not.
Hygroscopic cargo:
These are mainly of vegetable origin. E.g. Grain, flour, cotton,
tobacco, wood etc.
They attract, retain & give off moisture. They forms ship’s sweat
when passing from warm to cold area. Thus ventilate, specially
during early stages of voyage.
Non – hygroscopic cargo:
These are consist of materials of solid nature e.g: steel, machinery,
canned food etc.
They are subject to damage by cargo sweat, when passing from
cold to warm area. Thus do not ventilate.
Purpose of ventilation :
Ventilation of the cargo spaces may be necessary to:

1) Remove heat
2) Remove gases
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3) Remove moisture and prevent condensation
4) Remove tainting smells or disagreeable odors.
Some commodities generate heat while being transported, e.g

live fruit (bananas) wet hides and all commodities liable to
spontaneous combustion such as coal, oil cake, fish meal and
to a lesser extent jute and copra.
Some cargoes give off gases which because of their danger to
life, need to be extracted from the cargo spaces. These gases
includes explosive, flammable gases given off by cargo such as
coal, carbon monoxide give off by vehicle exhausts in RO – RO
ships, carbon dioxide from ripening or rotting fruit and
vegetables and various poison gases from ore concentrates and
chemicals.
From the above two items it can be seen that ventilation is
necessary for the safety of the crew or the ship.
Moisture can be given off by some cargoes and this moisture
can be condensed on the ship’s structure or other cargo. This
moisture will have to be removed.
The ventilation shall have to be carried out so that no
moisture, which may condense be brought into the hold along
with the air that is replacing the exhausted air.
The removal of existing air along with any tainting smell may
be carried out by ventilation, perhaps also using a deodorant.
It may be removed to reduce the possibility of a sensitive
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cargo acquiring the odor or to improve working conditions for
the shore labor.
There are three common types of ventilation in use at present

and these are:
1) Natural ventilation, at times assisted by mechanical means.
2) Mechanical ventilation with humidity control. The air in this
case is dehumidified before being put into the holds, but there
is no attempt made to control the temperature. This type of
ventilation reduces the dew point temperature of the air
entering the hold so that neither ship’s sweat nor cargo sweat
forms.
3) The third type is the type used mainly for refrigerated
cargoes, in this method the air in the cargo holds is re-
circulated, carbon dioxide is removed from the air extracted
which is also dehumidified. The temperature is controlled.
It can be seen that the correct ventilation properly employed

can keep cargo in good condition in the great majority of
cases. No system of ventilation however, can prevent damage
if the ship’s officers use it incorrectly, or at wrong time or if
the cargo is not stowed properly and so does not get full
ventilation, (not dunnaged properly etc.)
The principal cause of damage to cargo is by condensation.
There are two types of condensations; ship’s sweat and cargo
sweat.
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Ship’s sweat is formed as tiny drops of water on the ship’s
structure. It occurs when the temperature of the ship’s
structure is below the temperature of the dew point of the air
in the hold.
It is most likely to occur when a ship loads in a warm
climate and proceeds towards a temperature or a cold region.
In this case the ship’s structure, since it is usually steel, will
be cooled to the ambient temperature. As the weather gets
colder, the structure will get colder until it is at a temperature
which is same as the temperature of the dew point of the air
in the cargo space. At this temperature and below it, moisture
will condense out of the air in contact with the structure and
be deposited on it.
A check should always be kept on the outside air’s
temperature and the temperature of it’s dew point and the
inside air’s temp and temp of it’s dew point. A record should
be kept.
In this case as long as the weather was fine and the outside
air’s dew point temp was lower than that of the air in the
hold we should ventilate to replace the air in the hold with air
which has a lower dew point temp.
This should be continued as often as possible until arrival at
the discharging port. Should air outside have a higher dew
point temp than that of the hold, then ventilation should be
restricted or ceased. Preventing ship’s sweat will help maintain
the ship’s structure by helping to prevent corrosion.
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The cargo should be stowed so that no cargo is touching any
of the steel work. Usually this is done by inserting dunnage,
paper or bamboo mats between the cargo and any exposed
steel work e.g. Steel work which is not protected by cargo
battens or spar ceiling. However prevention of the ship’s sweat
will prevent drops of water falling from overhead steel work on
to the cargo below.
Cargo sweat is condensation from the atmosphere in the
cargo this usually occurs when the ship loads in a cold climate
for hotter regions. The cargo and the air inside the cargo
compartments will be at the same temp or slightly above that
at which was the ambient temp when the cargo was loaded.
The cargo will not be heated during the voyage, though the
structure will be heated a little. In this case do not ventilate,
as long as air does not enter the holds there will be no
cargo sweat.
When the hatches are opened at the receiving end, there will
be most likely an inrush of air which will be warm and moist.
Cargo sweat will immediately form on the cargo but it will be
fairly quickly evaporated by the heat and the cargo will be
warmed up.
The only time that this cargo can be ventilated is if the air
can be dehumidified before being taken into the cargo spaces,
this, lowering the dew point temp of air entering. It may
happen that an opportunity may arise when the temp of the
dew point of the outside air is below the temp of the dew
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point of the air in the cargo compartments, if so, ventilate. It
should be noted that once again the outside temp and dew
point temp and inside temp / temp of dew point will be taken
regularly and recorded.
If the v / l has a closed system of ventilation whereby the air
in the cargo compartments is re – circulated and the moisture /
gas content is removed, ventilation can be carried out at any
time and this should be done at regular intervals. At no time
should any outside air be allowed to come directly into the
cargo compartments. A golden rule as regards ventilation is
that if there is any doubt as to whether one should ventilate,
do not.
Note that even when a ship is equipped with a closed system
of ventilation in the same style as an A.C Unit, the ship’s
officers should supervise the loading carefully to ensure that
the cargo is properly dunnaged and that air can circulate freely
around and through the cargo.
Q-3) Explain how the prevailing atmospheric conditions
would influence any decision made regarding the use of
cargo ventilating fans?
Most cargoes require ventilation to remove heat, moisture, toxic
and / or flammable gasses. Or an unpleasant smell from the
cargo spaces. However more damage is done to cargo by
ventilating at the wrong time, than by not ventilating, and this
damage is done by cargo sweat and ship sweat.
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Cargo sweat occurs when water vapor is condensed out of the
atmosphere and is deposited on the cargo in the form of dew.
It occurs when the temperature of the cargo is below the dew
point temperature of the air in the cargo space.
Ship’s sweat occurs when water vapor is condensed out of the

atmosphere and is deposited on the ship’s structure in the
form of dew. It occurs when the temperature of the ship’s
structure is below the dew point temperature of the air in the
cargo space. Ship’s sweat can drop on the cargo from
overhead steel work.
The ship’s officer will have the responsibility of ventilating only

at times when neither of these two conditions will occur, to
determine the right times to ventilate, he will need to know the
following temperatures which he will obtain and record, outside air,
outside dew point, cargo space air, cargo spaces dew point and sea
temperature.
The temperature of the ship’s structure above the waterline can be
taken as the outside air temperature while that below the
waterline can be taken as the sea temperature. The
temperature of the cargo can be taken the ambient
temperature during loading and this temperature should have
been recorded at least twice per day. This temperature of the
cargo will not change much during transportation as has been
found by experience.
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The dew point temperature is a measure of the humidity of the
air, the higher the dew point the more water vapor the air
contains.
Ideally the ship’s officer should ventilate when the outside dew
point temperature is lower than that of the inside temperature
and cargo.
How ever if the outside dew point is lower than the inside dew
point. But both are above the temperature of the ship’s
structure or cargo he should still ventilate as ship’s sweat or
cargo sweat has already forming and drier air will perhaps cut
down the rate of condensation.
Of course if the outside air has a higher dew point temperature he
will not ventilate.
Q. 4- your ship has loaded a cargo of sugar in

HAMBURGE in January for discharge in B.ABBAS, state
whether you would ventilate this cargo or not, giving an
explanation of your reasons for your answer.
I would not ventilate the cargo when air is cooled below its
dew point temperature as water vapor will be condensed out in
the form of water droplets.
If warm moist air comes into contact with a cold surface, the
surface will cool the air in contact with it. If the surface has
a temperature below that of the dew point of the air, then
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water droplets will be deposited on the surface. When the
surface of cargo covered with water droplets, it is known as
cargo sweat.
The temperature in HAMBURG at this time of the year will be
low, most certainly below 0°c therefore it can be assumed that
the cargo also at or below 0°c. The air that is in the hold
will have a very low dew point temperature as it will be very
dry air, since most of it’s moisture will have been condensed
by the low temperature.
When the v / l leaves HAMBURG and proceeds on her voyage
the atmospheric temperature will rise. Since the ship is in a
marine environment the dew point temperature will also rise.
Should the cargo be ventilated it is certain that cargo sweat
will form as the temperature of the cargo will not rise.
Therefore should ventilation be carried out, warm wet air would
be brought into the hold and on coming into contact with the
cargo would form cargo sweat on the sugar.
Thus i would not allow any outside air to comes into the
holds until the vessel reached B.ABBAS and the hatches were
opened. When the hatches are opened in that port cargo sweat
would immediately form on the cargo, but the heat of the sun
would soon dry it up and at the same time would heat the
cargo up.
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Q. 5) A ship is equipped with mechanical ventilation
incorporating a hold by hold drying unit. Given the following
information, indicate in each case whether you would
ventilate or re-circulate giving reasons for your answer.
Case – a cape town to UK with general cargo in the south
Atlantic.
outside temp 24 °c
outside dew point 20 °c
hold temp 19 °c
hold dew point 18 °c
sea temp 22 °c
Case – b, west Africa to Baltimore in January with general

cargo.
outside temp 14 °c
outside dew point 12 °c
hold temp 17 °c
hold dew point 15 °c
sea temp 13 °c
Case a:
With the meteorological condition existing this time, namely a
lower dew point temp inside than there is outside, i would re –
circulate. Under no circumstances would i allow outside air to
enter the hold. In the first place the air outside is wetter (dew
point temp 20 °c )
Than the air inside the hold (dew point temp 18 °c)
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In the second place, it would be reasonable to assume that
the cargo has the same temp. As the air inside the hold (19
°c)
And since this is below the outside dew point it is reasonable
to assume that cargo sweat would form.
Case – b
With the meteorological condition existing at this time, i would
ventilate.
The air outside is drier (dew point temp 12 °c )
Than the air inside the holds (dew point, temp 15 °c ).
At present the above water portion of the hull will have a
temp which can be assumed to be that of the outside air (14 °c)
and it can be assumed that the under water portion of the
ship’s hull has the same temp as that ship’s sweat has already
formed.
The air temp at this time of the year will fall considerably rise
when the v / l crosses the golf stream, it will certainly fall
much further than the present sea temp when over the
continental shelf & in chess peake bay.
It would be advisable to have the silica gel as dry as possible
for that time.
In this case therefore, i would ventilate thoroughly to replace
the air in the holds and would maintain the ventilation as long
as the outside air had a lower dew point than that of the
holds.
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Q-6) Describe a cargo plan, how it is prepared and the
purpose for which it is intended?
Cargo plan is a plan of the ship’s cargo spaces showing the
stowage position of all the cargo in the ship. It will show the
identification or leading mark or sufficient of it for the purpose
quantity, weight and a brief description of each and every
parcel of cargo, e.g. 12 caseses machinery 10 tones or 45
bundles of pipe 230 tones.
The plan will show the exact position of all the cargo in the
ship and will be clear enough so that a person, totally
unfamiliar with the stow will be able to determine exactly
where each and every parcel are.
The plan will also show other information such as port of
loading, port of discharge and any separations of dangerous
goods and special cargo will be clearly marked. This plan is
plan of the actual stow the chief officer will have made a
proposed plan of the stow which he will use as a guide while
the cargo is being loaded. While making the proposed plan and
during the loading the chief officer will have taken into account
all the various factors such as incompatible cargoes restrictive
draughts, a suitable trim at all times, etc.
The plan will be made as the cargo is loaded the source of
information will be:
1- The mates receipts as each m / r will have marked on it, the
stowage of the cargo that it is for.
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2- The stevedores will give the chief officer a cargo plan of
the stowage they are responsible for. This plan will have been
made by the tally clerks.
3- The officer on deck duty should keep a cargo note book
giving various details of the stowage made during his watch.
4- Personal observation of the chief officer. It is not uncommon
for these sources to have points of disagreement but these
should be resolved at the earliest opportunity.
The main purpose of the plan is to enable the discharge to be
planned. The chief officer will have included a port, by port,
hatch by hatch summary of the number of pieces and total
weights. He will have tried to have the optimum distribution
for each pour which will give the discharging stevedore
flexibility when hiring gangs.
He can estimate the approximate time that he will be
discharging each parcel of cargo. This will allow him to have
the appropriate cargo handling gear ready in good time, e.g.
Special strops, fork lift trucks, heavy lift derrick or floating
crane, etc. More importantly it will allow the stevedoring
company or forwarding agents to arrange further transport for
the cargo, ie rail transport, road transport or barges.
With this plan the stevedore can arrange the cheapest
discharging which need not necessarily be the speediest. One
copy to be send to discharge port, on copy remain at load
port and few copy onboard.
- 30 -
- 31 -
Bagged cargo. The procedures for protecting, loading, and
stowing bagged cargo are listed below.
(a) To prevent water damage, bagged commodities, such as cement,

should be stowed away from moist cargo or cargo that sweats. Bags
also must be protected from any direct contact with metal. Use mats,
paper, or other protective material to protect the cargo from moisture
running down the ladders, frames, stanchions, and so forth.
When bagged cargo is loaded aboard a vessel on which no dunnage

is used between the bags and wooden cargo battens, the bags should
be stowed on their ends in the wings of the ship. This will prevent
them from protruding over the battens and coming in contact with
the moist metal of the hull plating.
(b) Do not allow the bags to overlap the stringer plates of beams or
similar obstructions in the hold. If the bags are allowed to overlap,
vessel motion could cut them. Vertical dunnage placed against
ladders and hatch battens will normally protect the bags from falling
or chafing. Cargo handlers should never use hand hooks to handle
paper-bagged cargo.
(c) Bagged cargo is stowed in tiers across the hold (Figure 8-4).
Cargo handlers may use any of the following three general methods
for stowing bagged cargo:
- 32 -
 The full bag method provides good ventilation but provides an

unstable stow. Unless required for some reason, this is the least
desirable method of stowing bagged cargo.
 The half-bag method is used where floor ventilation is not important
and bags are soft.
 The cross-tier method is used at corners and outer rows to prevent
collapsing or shifting of the stacks of bagged cargo.
(d) Figure 8-5 shows a typical stowage of bagged cargo. Dunnage

around the ladder protects the bags. The bulkhead prevents shifting,
and the cross-tier method of stowing prevents collapsing.
- 33 -
Q.7) your ship has been assigned for loading rice cargo in
bags, explain all your preparation and precaution which you
would take into account?
Rice contains a large amount of moisture and is very liable to
sweat. If the rice becomes moist in the stow it will heat and
deteriorate besides giving off an unpleasant smell. This will
affect other cargo of rice in the vicinity, so a very adequate
ventilation must be provided at all times, rice also gives off
carbonic acid gas.
1- As the rice is a clean cargo a large amount / degree of
cleaning of the hold has to be done, e.g. Sweeping, washing
attending bilges etc.
- 34 -
2- In order that there shall be an adequate air circulation
around and through the cargo, the bags are kept well clear of
the ship’s side, bulkheads and tank top and a system of
horizontal and vertical ventilators is incorporated with the bags
of rice.
3- The bags are kept clear of the tank top by laying double
dunnage. First layer will be laid athwatship using 3 × 3 inch
dunnage and 2nd layer will be of wooden planks or board at
10 cm to 15cm apart laying fore and aft, this is to ensure
efficient air passages without causing the bottom bags to split.
4- Spar ceiling should be covered with bamboos arranged

vertically or diagonally. The whole of the bottom dunnage
should also be covered with bamboo mats.
5- Matting placed between the bags and bulkheads is not

sufficient, sometimes the stowage stops about 15cm to 30cm
from bulkhead, but the wall of bags should have a locking
stow of bags to prevent any chance of collapsing against the
bulkhead.
6- Temporary vertical ventilators made up dunnage should be

erected to connect with the ship’s ventilators at corners and
center of the hatchway.
- 35 -
7- The bags should be stowed fore and aft right across the ship
and after loading three tiers bag on bag a fore and aft ventilator
of similar construction to vertical ventilators should be placed over
the bags about five bags widths apart. This can be substitute
with using long bamboo stick.
8- Athwart ship ventilators should be laid about five bag lengths

apart so that they connect with the vertical ventilators. After
filling in between these ventilators the first system is completed.
The system will be continued until final cargo loaded.
9- Mats or water proof paper should be placed over the top of
the cargo to prevent sweat from the deck head damaging the
cargo.
10- the ventilators should be kept back to wind at all times and
the side hatches raised whenever the weather permits, to removes
heat & gas from cargo holds.
If wooden ventilators can not be used adequate air channels may
be formed by spacing the bags.
The ventilators outlined above may be reduced somewhat during
the later months of the year, when the rice.
- 36 -
- 37 -
Q-8) Enumerate precaution requires for loading and
carriage of vegetable oils?
Vegetable oils includes: bean oil, coconut oil, cotton seed oil,
linseed oil, palm oil and tung oil .
1- If they shipped in bulk the tank in which the oil is to be

loaded must be thoroughly cleaned, all traces of a previous oil
cargo or latex being removed. The tank must also be tested for
oil tightness before the cargo is loaded. Tank suction pipes will be
blanked off.
2- If it solidifies at a temperature above 0º c heating coils are

usually fitted at the bottom of the tank. These are essential with
palm oil and palm nut oil which solidify at about 32º c to 39º c.
3- Care must be taken that the heat is not applied too quickly
when heating the oil as there is a possibility of scorching. If the
oil is scorched it discolors and a cargo claim will result.
4- Oil is usually loaded and discharged by shore pumps to ensure

that there is no contamination.
5- Ulages and temperatures will be taken twice daily if the oil is

being kept in liquid state during voyage.
- 38 -
6- After the oil has been discharged the tank will have to be
cleaned again. It is usual to steam the tank after discharge and
then wash and scrub it down with a caustic solution.
7- Before commencement of loading the surveyor will inspect

the tank and if satisfied as to cleanliness will issue the certificate
that the tank is in fit condition.
8- The upper & lower heating coils to be test for proper

working condition. Before commencing the loading operation.
- 39 -
Palletized Loads.
Palletized unit loads are formed on general-purpose four-way entry

pallets. A palletized unit load may not be more than 52 inches long,
43 inches wide, and 54 inches high (including the pallet). The gross
weight may not exceed 3,000 pounds.
(1) The cargo may overhang the pallet no more than 2 inches on
each end and 1 l/2 inches on each side and the palletized unit load
will occupy approximately 70 cubic feet of shipping space. The cargo
and pallet are securely bound together with adhesives and/or various
types of banding. A common method is to use five steel straps
around both cargo and pallet. Two are spaced equally and placed
longitudinally, and three are spaced equally and placed transversely.
- 40 -
(2) When a small number of palletized loads are stowed, the best
location is the square of the hatch. However, if the volume of
palletized cargo is great, it must be stowed in the ends and wings.
Unlike heavy lifts, pallets are not designed for dragging. Although
pallets can be dragged into the wings and ends, dragging is time-
consuming and dangerous and causes excessive damage to the
cargo. The following methods are recommended for placing palletized
cargo in under deck stowage:
(a) If there is sufficient headroom for forklifts to maneuver, they may

be used as follows to stow palletized cargo:
 Place the required dunnage in the hatch. Usually little dunnage will
be necessary since the pallet itself serves as dunnage, but some
dunnage may be needed for leveling off, padding obstructions, and so
forth.
 Hoist a forklift into the hatch. Short-mast, pneumatic-tired forklifts
should be used.
 Place the pallets in the hatch so that the access slots face in a
direction requiring a minimum of forklift maneuvering. Using the
forklift, engage the load and proceed to the place of final stowage.
 If pallets cannot be tiered under the deck because of insufficient
headroom clearance, it is often possible to load one pallet on top of
another in the square of the hatch and move both pallets into the
final stowage position with the forklift.
- 41 -
 Use filler cargo or chocking to take out the sheer at the bottom of
the hatch and to fill in any voids created by the shape of cargo,
stanchions, or other fittings. Filler cargo must be of a type that will
not be easily damaged.
 If it is necessary to operate a forklift on top of unitized cargo,
dunnage off the entire hatch with two layers of dunnage, one fore
and aft and one athwart-ship, making floors solid.
(b) Pallet jacks may be used to move palletized cargo into final
stowage position under deck. Since pallet jacks cannot tier cargo, it
will be necessary to stow one tier at a time. Dunnage must be laid
between views so that the pallet jacks can be maneuvered.
(c) Palletized cargo may be moved into final stowage position by

roller conveyors. T he roller conveyors are laid from the square of the
hatch to the stowage position. The draft is landed on the conveyors
and rolled into position. Conveyor sections must be lifted after each
draft. One section of roller conveyor can be inverted so that the
rollers are next to the deck or dunnage. The conveyor is spotted so
that it is pointing in the direction of stowage. The draft is landed on
the inverted conveyor and rolled into stowage position. The draft
must be lifted so that the conveyor can be removed. The truck dolly
or pallet dolly may also be used in the same manner as the inverted
roller conveyor.
(d) Palletized cargo may be moved into final stowage position by

means of wooden or metal single-type rollers.
- 42 -
REFRIGERATED CARGO
Classes of refrigerated cargo:

1- Carriage of goods in the frozen state such as beef, mutton,
lamb, offal, butter and fish.
2- Carriage of goods in the chilled state, such as beef, cheese,
eggs, fresh vegetables.
3- Carriage of goods in air cooled compartment, such as all
type of fresh fruits.
Chilled compartments has more extensive piping, since definite
uniformity of temperature must be maintained.
Air cooled comp do not have pipes or grids but pre- cooled
air is blown into the comp while extractor fans remove the
heat, moisture or carbon dioxide of air.
- 43 -
Stowage:
Stowing refrigerated cargo does not differ greatly from that of

general cargo, except that refrigerated cargo requires more care
with temperature and ventilation and normally is not palletized.
Foods having a strong odor should not be mixed with those having
a tendency to absorb odors. All cargo compartments must be at
the prescribed temperature before loading to prevent refrigerated
cargo from thawing or spoiling.
Preparation of the compartments:
1- Remove all dunnages, grating, cargo residue and sweep the

holds.
2- Wash out, disinfect, clean, dry and remove odors or taint
using de-odorizer.
3- Remove stains from sides & floors.
4- Clean / dry bilges, strum box and seal tank top drain with
brine & brine traps.
5- Check insulation, if any defect, rectify it.
6- Grid comp to be check for brine circuits leakages if any.
7- Tween deck scuppers / traps, u-bends to be sealed with
brine to avoid heat and taint odors.
8- Pressure test pipes to 1.5 times of normal working
pressure.
- 44 -
9- Check all thermometer tubes condition enabling monitoring
temperature of top and bottom of cargo spaces.
10- Fix in position cleaned gratings & new dunnages as per
type of cargo intended to load.
11- From 24-48 hours before loading pre-cool the compartments to
temperature lower than transit temperature.
Loading and handling of cargo:

1- Observe local loading regulation to avoid delay on cargo delivery,
hence damage to cargo.
2- supervise continuously whole operation of loading / stowage.
3- Maintain proper temperature in cargo space and pre - cool other
spaces to avoid any delay.
4- Run refrigerated plants during stoppages for meals.
Reject any unfit cargo as they can cause damage to adjacent
cargo.
5- If any snow formed on brine pipe, carefully brush them into a
tarpaulins & removing same to avoid cargo damage.
6- Upon completion of loading the insulated doors to be firmly
closed & fastened / sealed. Sealing of insulating hatches can be done
by caulking the seams with burlap over which is placed by a layer
of sawdust, insulated door can be sealed by pasting layer of thick
paper over the seams.
7- During voyage the temperature of spaces to be monitored &
maintained.
- 45 -
Refrigeration surveys:
1- Loading port survey:
This will covers only the suitability of the chambers and plant for
the cargo at the time. Surveyor will check; insulation, pipe grids,
cooler, coils, fixed cargo battens gratings & bottom dunnage, scupper,
bilges & its suction, brine traps, plant whilst working.
2- Running survey:
It is due every 12 months and involves examination of the
machinery under working condition prior to discharging cargo.
3- Special surveys:
It is due at four yearly intervals. Inspection of both inside &
outside of the chamber & stripping of some of the insulation, plus
items of running survey will be carried out.
Q. 9) What are the conditions to be complied with for

the carriage of fruit in air-cooled chambers?
Four conditions are necessary for the successful carriage of

fruit in air-cooled chambers, these are as follows:
1- Suitable condition of the fruit for transportation.

The fruit will continue to ripen as it is being transported and
ideally, on arrival at its destination the fruit should be ready
for sale to the consumer. Therefore if it is ripe when shipped,
it will be over-ripe or, rotten on arrival.
- 46 -
To ensure that it is in a proper condition for carriage, tests
are carried out on the fruit. Any over-ripe fruit or fruit with
discolored or bluesed skin will be rejected and fruit will be
taken out at random and cut open to check for internal.
2- Rapid reduction of chamber’s temperature after loading.

When loading the fruit. The chambers should be pre-cooled.
However the fruit will not arrive at the ship’s side in cooled
transport and will therefore be at the ambient temperature.
Since heat hastens the ripening process, it is essential that the
temperature of the fruit is brought down to the carring
temperature as quickly as possible.
3- Maintaining the specified carrying temperature evenly, during

the voyage. The ship will have been given the carrying
temperature for the fruit and as above the temperature of the
chambers will be brought down rapidly to this temperature. As
fruit ripens, however it gives off heat, which will need to be
removed, otherwise may hastens the ripening of the rest of
the fruit. This can be done by maintaining stated specified
carring temperatures in the chambers. The method of stow
should provide easy air circulation within the cargo, by
inserting dunnages or leaving spaces between stow.
4- Removal of carbon dioxide from the cargo compartments. Fruit

which is ripening as it is being transported is referred to as “live
- 47 -
fruit” like all other living things it breathes and requires a
sufficient amount of oxygen and will give off carbon dioxide.
The carbon dioxide content of chambers to be tested once per
day (twice for banana) and it should be removed.
Co2 content should not exceed 3% by volume.
Q-10 ) Describe the procedure of getting refrigerated

compartments ready for receiving refrigerated cargo?
Before loading commenced the refrigerated compartment /

chambers to be well cleaned, disinfected, made dry and pre-
cooled for receiving cargo.
Since refrigerated cargo is normally a one way trade, it is most
likely that the previous cargo has been general.
1- I would empty all chambers completely, taking out all dunnage

and debris, then sweep, wash, disinfectant the compartments.
2- I would carefully inspect all the insulation and repair all

damaged part, no matter how slight it was.
3- I would lift and remove all gratings and side dunnage

battens and clear them. The damaged one to be renewed.
4- All scupper / brine traps, u-bends to be made clear & sealed

with brine to avoid heat and taint odors.
- 48 -
5- If the compartments are cooled by brine, i would have the

brine pipes tested to 1.5 times of their normal working
pressures.
6- I would ensure that thermometer tubes are on place and
clear for checking holds temperature.
7- All portable trunk way in the air-cooled compartments to be

assembled in place.
8- The cleaned grating & new dunnages as per type of cargo

intended to load to be fixed in position.
9- After completion of cleaning & preparation the first part of
hold survey will be carried out & if passed, the chambers to
be cooled to require temperature and maintaining same till
receiving cargo on board.
10- I would not forget that v / l must receive fitness certificate

from surveyor who inspected the holds before commencement
of loading.
- 49 -
Cargo gears
1- Single swinging derrick.
2- Union purchase system.
3- Hallen derrick.
4- Velle derrick.
5- Stuelcken derrick.
6- Cranes.
Single swinging derrick:
1- Consist of mast, boom with larger diameter at the
middle section.
2- Spider band with four lugs welded on derrick head.
3- Slewing guy pendants, on both side.
4- Topping lift blocks.
5- Cargo gin block for cargo runner.
6- Winches for different movement.
7- Preventer or standing guy, for safety.
- 50 -
Normal arrangement are one pair of derricks at fwd or aft
end of hatch or a pair at each side.
Very slow & seldom used.
- 51 -
Union purchase system:
Two derricks are coupled / married or joined by union hook
(plate / monkey’s face) and work together.
One derrick plumbs the hatch & other plumbs the quay.
Two booms are linked by schooner guy from inboard side.
Preventer guys should set up tight.
Normal load for u. P are 1.5 to 2.5 t.
Disadvantages:
1- The individual loads are light.
2- The operators must be skilled.
3- The cargo can not be spot loaded.
4- Positioning the derricks is time consuming.
Advantages:
1- It is fast
2- Stevedores are accustomed to it.
3- Once rigged the derrick remain in place except for
adjustments.
- 52 -
- 53 -
Hallen derrick:
It is most popular type of patent derricks.
1- They do not have slewing nor preventer guys.
2- Positioned at fore and aft centre line of v / l
3- They have two widely separated topping lifts. Each
topping lift runs to its own winch.
4- Slacking one topping lift & heaving on the other will
cause swinging the derrick.
5- The heaving on both topping lift will hoist the boom &
slacking them will lower the derrick’s boom.
Advantages:
1- Twin topping / slewing principle gives good derrick control.
2- They can handle heavier loads.
3- They have good spot loading.
4- They have centralized control by one man.
5- The derrick is always rigged.
6- There are reduced stresses on the gear compared to
union purchase.
- 54 -
- 55 -
Velle derrick:
It is the 2nd common type of derricks.
1- They also have two joystick control for three winches.
2- They differs from the hallen in that. On one winch, both of
the topping lifts are rove on in the same direction. When
winch hauls both topping lifts raise the derrick & when it
slacks both the topping lifts lower the derrick.
3- The other winch is slewing winch which both topping lifts
rove on in opposite directions.
4- The t-shaped head makes wide separation of the topping
lifts.
5- The wide separation of the cargo gin blocks prevents load
rotation and pendulous swinging of the load. Hence good load
stabilization is achieved.
6- SWL from 35 to 100 tonnes can be used.
- 56 -
- 57 -
Stuelcken derrick:
It is the best known of all heavy lift designs.
1- Ability to swing through the vertical, one derrick can serve
hatch fwd & aft.
2- Large horizontal arc of operation due to twin v-masts.
3- Slewing guys do not obstruct cargo working area.
4- Operator’s view is never obstructed as portable remote
control can be slung around operator’s neck.
5- There is no necessary to re-rig the derrick at any stage of
operation.
6- All derrick’s block, swivels, goose necks, are equipped with
anti-friction bearings & sealed, thus maintenance free.
7- Securing for sea in short period.
8- Use of low-alloy high-strength steels reduce top weight.
9- Accurate spot loading.
10- Swl from 20 t to 500 t.
11- Ordinary light cargo gear (u. P) can be attached.
- 58 -
- 59 -
- 60 -
- 61 -
Cranes:
1- Cranes are provided with individual motors to permit luffing,
slewing, and cargo hoist operation.
2- Swing through 360º
3- Having limit switches for jib, luffing operation of jib, cargo
hoist.
4- The cranes can be paired. Master & slave.
5- They have high rate of loading and discharging.
6- They have good view of working area.
7- Ability to plumb over the lifting point.
Construction:
Cranes consist of following.
i) Machinery plat form.
ii) Driver’s cabin.
iii) Jib.
iv) Sheaves
v) Topping lift and hoist.
- 62 -
Crane types :
- 63 -
cylinder luffing G.P cargo crane
Gantry crane
- 64 -
Maintenance of cargo handling equipment
A ) Test required .
1- Winches and fully rigged derricks are load tested by hoisting

weights or by the use of a spring or hydraulic balance or similar
appliance as follows :
UP TO 20 TONS SWL – a proof load 25 percent in excess of SWL.
20-50 TONS SWL inclusive – a proof load 5 t0ns in excess of SWL.
OVER 50 TONS SWL – a proof load 10 percent in excess of SWL .
2- Cranes are tested to the same proof load as above .The test
should be carried out by hoisting movable weights .The jib is
tested at the maximum and minimum reach of the jib .
3- Other gears . All items of the loose gear must be tested and
examined by a competent person as follows :
Chains, rings , hooks , swivels , shackles –Proof Load =2 x SWL.
Single sheave blocks – P.L= 4 x SWL .
Multiple sheave blocks up to and including 20 tons SWL – P.L=2 SWL
Over 20 tons SWL and up to 40 ton –P.L = 20 tons in excess of SWL
And over 40 tons – P.L = 1.5 x SWL .
On completion of all the above tests all the gear must be thoroughly
examined to ensure that no part is injured or permanently deformed .
Thorough examination means a visual examination , supplemented if
necessary by other means such as a hammer test , in order to arrive
at a reliable conclusion as to the safety of the parts examined .
- 65 -
B ) Inspection and overhauls .
1- All lifting machinery must be tested before being brought into use
and examined by a competent person .
2- Derricks and attachments must be inspected once every 12
months and thoroughly examined every 4 years .
3- All other lifting machinery , such as cranes , winches and loose
gear must be thoroughly examined every 12 months .
4- Chain , rings , hooks , shackles , swivels …. Used in lifting /
lowering must be tested and examined before being used .
5- Wire rope to be tested before being used and inspected every 3
months .If number of broken wires in length of 8 diameters exceeds
10% of total wire in rope , the rope must be renewed and not be
used .
Chain Register , Form-99 :
This is register of all lifting machinery . It has 4 sections as follows :
Part-I ; It contains 4 yearly thorough examinations and annual
inspections records for derricks and permanent attachments .
Part-II ; Annual inspection of cranes winches and gear other than

derricks and attachments are recorded in this part .
Part-III ; Annual thorough examination of gear exempted from

annealing , e.g chain –rings hooks …. Are recorded here .
Part-IV ; Record of annealing of chains , rings , hooks etc.
- 66 -
Q –11
Enumerate and explain the advantages and disadvantages
of deck cranes compared with derricks.
Advantages:
1- Crane can be spot loaded with one operator where as the derrick is
able for spot loading at least with two winches with drivers and labors
for slewing guys. Alternatively four winches with drivers could be used.
2- The crane can be operated merely by starting the motor and raising
the jib from stowage position.
3- The working area will be clear of all slewing guys and preventer
guys.
4- Having a great SWL enable the crane to be fitted with special
attachment for handling for example grabs, spreader.
5- Having a good view of working area because of control position of

the crane specially if this fitted with a remote control which enable the
operator to be right above the working area.
6- Crane can usually be paired in the master / slave arrangement, for

heavy lift, this does away with the necessity of stopping cargo operations
while a heavy derrick is rigged, worked then re-stowed.
7- The discharge and loading rate are high with experienced operators.
- 67 -
Disadvantages:
1- The high initial cost.
2- The vessel need to carry a good stock of spare parts if trading to
regions where they may not always be available.
3- Crane requires skilled operators that could not be available where as in
all parts the stevedores are accustomed to derricks.
4- Crane operators don’t have an all round vision though this
disadvantage can be removed by remote controls.
- 68 -
- 69 -
- 70 -
- 71 -
- 72 -
- 73 -
- 74 -
DANGEROUS, HAZARDOUS AND HARMFUL CARGOES
Transport of dangerous goods by sea is regulated in order to

reasonably prevent injury to persons or damage to ships and
their cargoes. Transport of marine pollutants is primarily
regulated to prevent harm to the marine environment. The
objective of the IMDG code is to enhance the safe transport of
dangerous goods while facilitating the free unrestricted transport
of such goods.
International maritime dangerous goods code; IMDG code.This is
result of international convention 1960 for the safety of life at

sea. The code consist of two volumes & it’s supplement. Before
accepting any shipment of dangerous goods the code must be
referred to, so that the provisions of the code are always
adhered to.
The second publication on D.G which can be use is, the blue
book. This a book published by UK department of trade and is
in harmony with IMDG code. The difference are relating to the
carriage of explosives and certain other substances where IMDG
code states that packaging or other requirements are to be in
accordance with national standards. The blue book details these
standards for the united kingdom.
- 75 -
The third publication is the merchant shipping (dangerous
Goods) rules 1981.
CLASSIFICATION OF DANGEROUS GOODS
Dangerous goods are grouped into the following classifications:

1.0 Explosives.
2.0 Gases, compressed, liquefied or dissolved under
pressure.
3.0 Flammable liquids.
4.1 Flammable solids.
4.2 Flammable solids or substances liable to spontaneous
combustion.
4.3 Flammable solids or substances which in contact
with water give off flammable gases.
5.1 Oxidizing substances .
5.2 Organic peroxides.
6.1 Poisonous, toxic substances .
6.2 Infectious substances.
7.0 Radio – active substances .
8.0 Corrosives.
9.0 Miscellaneous, i.e, substances which present a hazard not
included in the above.
At any time should it be suspected that any cargo is in the above
classifications, the i. M . D . G code, the blue book, should be
consulted and also all other possible sources of information.
- 76 -
When these goods are shipped, they shall be properly packed and
labeled as per IMDG and the shipper shall supply the owner and /
or master with a written declaration or a certificate to that effect.
Before sailing from any port, the ship shall be given a dangerous
cargo manifest, listing all the dangerous cargo loaded in that
port. Should the vessel not have loaded any, she should still be
supplied with a manifest with the word “nil” on it.
The vessel should be given all the relevant information about the
commodity. The vessel shall also cause to be shown on the
manifest, list and cargo plan, the stowage of such cargo . The
mates receipts are also normally marked. The markings or labels
shall be on any receptacle, package, container or vehicle which
is taken on board a ship. Note that when the container or
vehicle, properly marked, is taken on board, the individual
packages or receptacles inside need not be marked, note also
that dangerous goods. Include any receptacle which has contained
any of these goods unless it has been properly cleaned and
closed.
Dangerous goods shall not include goods formed part of the ship’s
stores or equipment. They shall not include any goods which
neither the owner of the ship, nor his servant, nor agents, nor
shipper, knew or had reasonable grounds for suspecting that they
were dangerous.
- 77 -
Dangerous goods transport documents :
These documents should contain the following information for each
dangerous substances, material or article offered for transport:
1- The proper shipping name.
2- The class or division if assigned for.
3- The united nation number preceded by the letter “UN”.
4- Where assigned the packing group, pg ii.
5- The number and kind of packages and total quantity of
D.G Covered by the description.
sometimes, special requirement of certain cargo requires additional
information such.
As:
1- Minimum flash point if 61 c or below.
2- Subsidiary hazards not communicated in the proper
shipping name.
3- For marine pollutants, the identification of the goods as
“marine pollutant”.
Certificate:
The dangerous goods transport document prepared by shipper
should in addition carry or be accompanied by a certificate or
declaration that the consignment offered can be accepted for
transport, goods are properly packaged, marked and labeled, in
proper condition according regulation. E.g.
“ i hereby declare that the contents of this consignment are fully

and accurately described above by the proper shipping name, and
- 78 -
are classified, packaged, marked and labeled / placard and are in
all respects in proper condition for transport according to
applicable international and national governmental regulations.”
The declaration should be signed and dated by consignor.
Container / vehicle packing certificate:
The persons responsible for the packing of D.G in a freight
container or road vehicle shall provide a signed container packing
certificate or vehicle packing declaration stating that the cargo in
the unit has been properly packed / secured and all applicable
transport requirements have been met.
Stowage plan:
A detailed stowage plan, which identifies by class and sets out
the location of all d.g. And marine pollutants should be
prepared before sailing and a copy given to shipper and port
state authority.
Manifest or D.G list:
Each ship carrying D.G and marine pollutants should have a
special list or manifest setting forth, in accordance with reg-55
of SOLAS chapter vii, 1974, and MARPOL 73/78. The list or
manifest should be based on the documentation and
certification required in the IMDG code and at least contain, un
number-name- class, packing group-stowage location-total
quantity.
A weathering certificate and exempting certificate sometimes
requires for special D.G / substance or materials.
- 79 -
Vessel certificates for D.G:
1- Document of compliance with the special requirements for ship
carrying D.G. (DOC).
2- Certificate of fitness for the carriage of dangerous chemical in
bulk.
3- If a v / l does not have doc and planned to carry D.G, she
must get a certificate of fitness for short period v / l will be
inspected by special surveyor & if he find cargo space safe in
respect of construction & fire fighting appliance he will issue short
term D.G certificate.
Marking / labeling / placarding:
Marking of dangerous goods normally consist of: proper shipping
name, un number that should be displayed on each package. In
case of unpackaged articles, cradle / storage / launching device of
D.G to be marked.
All marking shall:
a. Be readily visible and legible.
b. Be such that information will still be identifiable on
packages surviving at least three month’s immersion in the
sea.
c. Should be displayed on a background of contrasting color on
the external surface of packages.
d. Should not be located with other package marking.
- 80 -
Marine pollutants:
Packages containing a marine pollutant should be durably marked
with the marine pollutant mark, these marking should be placed
or stenciled adjacent to the D.G labels.
Labeling of packages:
Labels are in form of a square set an angle of 45º (diamond
shape) with minimum dimensions of 100 mm × 100 mm, they
have a line of the same color as the symbol, 5 mm inside the
edge and running parallel with it. Labels are divided into halves,
the upper half is for pictorial symbol and lower half for texts &
class or division number.
Each label should:
1- Be located on the same surface of the package near the
proper shipping name marking.
2- Be so place that is not covered or obscured by any other
marking or attachment to the package.
3- When primary and subsidiary risk labels are required, be
displayed next to each other.
Placarding of cargo transport units:

These are enlarged labels and marking which should be affixed
to the exterior surface of a cargo transport unit to provide a
warning that the contents of the unit are dangerous goods and
present risks.
- 81 -
Explosive Explosive Flammable Non-

Class 1 Class 1.4 Gas Class flammable
1.1 Compressed
Gas Class 2.2
Toxic Gas Flammable Flammable Spontaneously

Class 2.3 Liquid Class 3 Solid Class Combustible
4.1 Class 4.2
Dangerous Oxidizing Organic Toxic

When Wet Agent Class Peroxide substance
Class 4.3 5.1 Class 5.2 Class 6.1
Infectious Radioactive Radioactive Radioactive

Substance Class 7 Class 7 Class 7
Class 6.2
- 82 -
Radioactive Corrosive Marine Misc. Class 9

Class 7 substance Pollutant
Class 8
Stowage & segregation:

Substances, materials and articles should be stowed as
indicated in the D.G list in accordance with one of the
categories:
A,B,C,D,E and segregation table of IMDG code.
They are defined by the code as follow:
1- On deck only: these type of D.G requires,
i) Constant supervision.
ii) Accessibility is particularly required.
iii) There is substantial risk of formation of explosive gas
mixtures, development of highly toxic vapors or unobserved
corrosion of the ship.
2- On deck or under deck: less risk. These type of D.G can

be loaded on deck or under deck but it is recommended to
stow them under deck wherever possible.
- 83 -
3- Stow away from: that is separated by minimum distance of
3m between the two consignments, but may be carried in the
same hold or compartment.
4- Separated from: where the two consignments must be in

separate holds or in the same hold provided an intervening fire
resistant deck intervenes. If loaded on deck a separation by a
distance of 6m horizontally.
5- Separated by a complete compartment: or hold. If loaded

on deck, this segregation means a separation by a distance of
at least 12m horizontally.
6- Separated longitudinally by an intervening complete

compartment or hold which means that vertical separation alone
will not suffice. Stowage on deck means the upper deck or
main deck, and should be at least 24m longitudinally distance.
Packaging:
Any dangerous goods which are not in bulk shall be packed so
that they are able to withstand the ordinary risks of handling
and transport by sea.
The packing shall be:

1- Well made and in good condition.
- 84 -
2- Such that any interior surface is not dangerously affected,
should the substance carried, come into contact with it.
3- Such that if the goods are radio – active it shall provide a
sufficient margin of safety to protect all the persons on board.
Where any absorbent or cushioning materials is used in the

packaging it shall be capable of:
1- Minimizing any danger in handling and carrying liquids.
2- Preventing movement of the receptacle and ensuring that
the receptacle remains surrounded by it.
3- Being in sufficient quantity to absorb the liquid in the event
of the receptacle being broken.
Three abbreviations can be seen in packing instruction column

of D.G list.
i) “pp”, is for packaging other than IBC and large
packaging.
ii) “b”, is for IBC which is intermediate bulk containers.
iii) “l”, for large packaging.
For packing purposes, substances of all classes other than 1,2,
5.2 , 6.2 & 7, are assigned to three packing groups in
accordance with the degree of danger presented by the
substances.
Packing group i: substances presenting high danger.
Packing group ii: substances presenting medium danger.
Packing group iii: substances presenting low danger.
- 85 -
EMS, emergency procedures for ships carrying dangerous goods:
Handling and transport of D.G should be carried out by the safest

means and with the greatest care in order to prevent incidents as well
as contamination of other cargoes and the pollution of the environment
it is essential that those involved in the handling and transport of D.G
should be advised before hand as to the characteristics and hazardous
properties, of the goods and of any necessary safety precautions, to be
observed. They should also be provided with information about safety
rules, first aid treatment, emergency procedures to be followed and
action to be taken in case of an incident. To provide such information
the EMS has been introduced for each groups of substances with EMS
nos.
Each emergency schedule consist of:
1- Group title with EMS nos.
2- Special emergency equipment to be carried.
3- Emergency procedures .
4- Emergency action.
5- First aid treatment.
MFAG medical first aid guide:

The MFAG gives general information. The treatment recommended in
this guide is specified in the appropriate tables and more
comprehensive in the appropriate sections of the appendices.
- 86 -
For the convenience of users, and to ensure rapid access to the
recommendation in an emergency the guide is divided into sections
which are grouped to facilitate a three step approach.
Step –1 emergency action and diagnosis.
Step-2 tables, gives brief instruction for special circumstances.
Step-3 appendices, gives comprehensive information, a list of
Medicines / drugs, and a list of chemical referred to in the
tables.
Dangerous goods precautions:

Loading:
1- Ensure correct declaration and certification.
2- Check for correct packaging and labeling as per IMDG
or blue book.
3- Ensure correct segregation.
4- Ensure correct stowage.
5- Fire fighting appliance to be available as appropriate.
6- Sources of ignition to be eliminated as required.
7- Loading is to be supervised by responsible officer.
8- There must be available adequate information on handling
precautions and all personnel are to wear the necessary
protective gear.
9- Adequate ventilation is to be ensured and all the necessary
anti-spill precaution and measures are to be taken.
10- If shipped in bulk, the dangerous goods booking list should
be consulted to establish the identity and hazards of the cargo.
- 87 -
11- Rescue / resuscitation / first aid equipment should be
available.
12- All relevant information and all publications should be
consulted these publications will include IMDG book, IMO code
of safe working practices for bulk cargoes, code of safe
working practices for merchant seamen and all “m” notices.
On passage:
1- The location of all dangerous goods to be shown clearly on
the cargo plan.
2- There is to be regular inspection of the cargo segregation.
3- All cargo compartments are to be monitored regularly for
outbreak of fire.
4- All personnel are to be alert to the hazards of the goods,
particularly if the cargo is stowed on deck.
Discharging:
1- The discharge is to be supervised by a responsible officer.
2- The compartment is to be thoroughly ventilated before entry
and all gas levels are to be checked as necessary.
3- Check for damaged cargo and act accordingly.
4- All safety precautions observed during loading should also be
observed during the discharge.
Measures to be taken in the event of incident:
- 88 -
In case of any accident / incident with D.G the detailed
recommendations in EMS to be consulted, but in general
followings to be considered.
Spillages:
1- The recommendation is to wash spillages on deck overboard
with copious quantities of water and if risk of reaction with
water exist, washing to be done from as far away as
practicable.
2- Disposal of spilt D.G overboard is the master decision,
bearing in mind that the safety of the crew has priority over
pollution of the sea.
3- If at all possible marine pollutant should be collected for
safe disposal, absorbent material should be used for liquids.
4- In case of spillages in the cargo hold enclosed space
precaution to be observed with great care.
Fire:
1- As water is the obvious fire fighting medium at sea, it is
generally recommended for most dangerous goods.
2- Where possible a package should be removed from the
vicinity of the fire. If not and safe keep the packages close to
fire area cool by spraying water on them.
3- In case of fire under deck, the best course of fire fighting
is to batten down the hatch, exclude all ventilation and
operate the fixed fire fighting installation.
- 89 -
4- For certain substances which are highly reactive with water,
only the use of dry chemical fire extinguishers is
recommended.
5- The general fire fighting recommendations for a number of
dangerous goods suggest that they should be jettisoned if
there is a likelihood of their involvement in a fire.
Provisions concerning transport operation of

class –1 explosives
Definitions:
Magazine: is a closed cargo transport unit or compartment in
the ship designed to protect certain goods of class-1 from
damage by other cargo during loading / unloading, and adverse
weather conditions, and to prevent unauthorized access.
Magazine stowage type-a: means that the inner side and floor
of cargo transport units and compartments on the ship should
be closed-boarded with wood. The roof or deck head should be
clean / free of rust or scale. The top of stow should be at
least 300mm from the roof or deck-head. This forms of
stowage guards against friction between any spilled contents
from packages and side of magazines or the ship’s sides and
bulkheads.
- 90 -
Magazine stowage type-c: means a closed cargo transport unit
positioned as near as practicable to the centerline of the ship,
it should not be positioned closer than 1/8 of the beam or
2.4m, whichever is lesser, to the ship’s side.
Special stowage: some articles in compatibility groups which are
particularly dangerous a special stowage has been defined by
the code. They are stowage categories 01 to 15.
Precaution while handling, stowing explosive:

1- Stow them on wooden pallets or dunnage directly on the
deck and not on other cargo.
2- Maintain direct access to hatchway by not over stowing
goods with goods other than class-1.
3- Secure all goods to eliminate the possibility of significant
movement..
4- Stowage should be “away from”, in a cool part of the ship
away from sources of heat.
5- Stow them as far away as possible from living quarters &
machinery spaces.
6- Compartments or magazine to be locked in order to prevent
unauthorized access.
- 91 -
Q- 1 )
i) List the classes of dangerous goods as given in the
IMDG code?
ii) Describe the label for a class-9 commodity and give an
example of such a cargo?
iii) If a certain commodity posses more than one hazard,
how should it be labeled?
iv) What is the first requirement for loading and
carriage of any D.G?
I )- classification of IMDG:
1.0 explosive
2.0 Gasses compressed, liquefied or dissolved under pressure
3.0 Flammable liquids: low flash point- intermediate flash
point, high flash point.
4.1 Flammable solids.
4.2 Substances liable to spontaneous combustion
4.3 Substances which in contact with water emit flammable
gas.
5.1 Oxidizing substances.
5.2 Organic peroxides.
6.1 Poisonous (toxic) substances.
6.2 Infectious substances
7.0 Radio-active substances.
8.0 Corrosives
9.0 Miscellaneous dangerous substances which present a
hazard not included in any of the other classes.
ii- Class –9 label is a written label which states “class 9 dangerous

goods”. It also gives the name of the substance and un number.
e.g formaldehyde.
iii-If a commodity posses more than one hazards it shall be

labeled for each and every hazard.
- 92 -
iv- Before loading and carriage of any D.G the shipper shall
make a declaration. This declaration must give the correct
name of the goods, and it must not be trade name.
This name should readily identify the class of D.G He must
also give their number. The class of D.G he must also give
their number in the IMDG book that is un number. The class
of D.G also to be indicated.
Over and above the declaration he must give in writing the
following items of information:
1- Number and type of packages.
2- Gross weight of the consignment.
3- Net weight of the explosive of class-1
4- The flash point if it is 61º c or below.
If the goods are in a container or vehicle he must produce a

packing certificate for the container or vehicle.
- 93 -
Q–2
i) Describe the general preparation that should be made
prior to loading dangerous goods. State where you would
find the detailed guidance.
ii) Describe the precaution that should be taken during
loading / un loading of class –1 (explosive) goods?
A)all cargo holds nominated for carrying D.G should be well

cleaned dried, made ready.
1- All ships crew / officers to be informed of characteristics and
hazards of the goods and of any necessary safety precautions
to be followed.
2- Cargo holds electrical equipments / cables to be isolated if

they are not meeting standard requirements for carrying d.
Goods.
3- All fire fighting system to be checked and tested.
4- If any cargo lights are going to be used during cargo

operation must be of an approved type.
5- Ventilation system of nominated holds to be tested and

made ready.
6- The stowage requirements of specified class of D.G to be

followed.
The details information can be find in IMDG code volume-1
B)
1- Fire fighting appliances ready for use.
2- No smoking notices posted.
- 94 -
3- No matches or lighters to be carried by anyone involved in
the operation.
4- If possible try to load / unload only during day light.
5- Raise flag – b, if at night exhibit a red light.
6- Make sure ventilators are working properly.
7- No wireless transmissions to be permitted.
8- The funnel exhaust spark to be avoided.
9- No bunkering / repair work to be done during operation.
10- Reject any damaged packages.
11- Operation should be suspended in rain.
12- All explosives should be tallied.
13- A responsible person should be present during the
operation.
14- Any magazines should be kept locked when not in use.
15- Unauthorized personnel cleared of area.
- 95 -
Q–3
i- Enumerate markings of packages of dangerous goods
.
ii- What is the meaning of “placards” of dangerous goods
packages.
iii- Draw labels for following D.G class.
1- Class –2 inflammable gas
2- Class –2.3 poison gas
3- Class –5 oxidizing agent
4- Class –7 radio active
5- Class –4 inflammable solid.
A) - correct technical name

- united nation number. (un number)
- class identification
- identification of class in form of labels
- placards
- marine pollutant mark
- port of loading / discharging
- consignee name & address
- weight / volume
- location of sling (lifting points)
B) – placards are enlarged labels and marks and signs and

should be affixed to the exterior surfaces of cargo transport
unit to provide a warning that the contents of the unit are
dangerous goods and present risks unless the labels and / or
marks affixed to the packages are clearly visible from the
exterior of the cargo transport unit
- 96 -
Normally placards are for the primary risk of the goods
contained in the cargo transport unit, but sometimes they can
be displayed for subsidiary risks also.
c )
- 97 -
International maritime dangerous goods code;

( IMDG code. )
This is result of international convention 1960 for the safety of

life at sea. The code consist of two volumes & it’s supplement.
Before accepting any shipment of dangerous goods the code
must be referred to, so that the provisions of the code are
always adhered to.
Volume – 1 contents:
1- Application, definitions & general provisions.

2- Classification of dangerous goods.
3- Documentation.
4- Packaging & packing groups.
5- Marking & labeling, placarding.
6- Stowage & segregation category.
7- Incident & fire precaution.
8- Marine pollutants.
9- List of competent authority approval of country
members.
10- List of packing instruction e.g. P002, p111, p401.
- 98 -
Volume – 2 contents:
1- segregation groups 1 to 17.

2- dangerous goods list.
3- special provisions applicable to certain substances.
4- Limited quantities provisions.
5- Transport schedules for class – 7 radioactive material.
6- Appendix – a
Proper shipping name / list of generic and n.o.s (not
otherwise specified).
7- Appendix – b
Glossary of terms.
8- Index in alphabetical way.
Supplement contents:
1- Emergency procedures (EMS)

2- Medical first aid guide (MFAG)
3- Reporting procedures
4- Use of pesticides in ship
5- Irradiated nuclear fuel code. (INF)
- 99 -
OIL TANKER PIPING / PUMPING

ARRANGEMENT
Pipelines : are simply ,length of steel pipes which connect groups

of cargo tanks to one another and by which those tanks are load
and discharged .There are various valves fitted within the pipeline
system , they fall into five basic categories ;
Manifold valves : Cargo is loaded /discharged via shore hoses or

metal loading arms which connect to athwart-hips deck pipe lines
known as manifold .Valves which are constructed in the lines close to
the connecting flanges route the cargo as desired by the ship’s
officers.
- 100 -
Drop valve : Each of the main tank pipelines has a counter part on
deck and a loading lines which lead vertically from the deck line to
the tank lines are known as drop lines . Each main line has one or
two drop lines and drop valve control the flow of oil in those lines .see
FIG-5.2 .
Master valve : At each place where a fore and aft pipeline passes
through a tank bulkhead a v/v is fitted in the line . This is known as
master v/v and separate tanks served by same fore and aft line
.These v/v separate in fore and aft direction .
Crossover valve : Athwatship tank lines joining the main lines are
known as crossover lines and the crossover v/v separate the main
lines from the each other as well as separating individual tanks . Thus
2Port tank can be separated from 2Center by a crossover v/v .These
v/v separate in athwatship direction .
The above mentioned v/v are operated in two ways:
1- Manually ; from the deck above by turning a wheel
using a metal extended spindle rod .
2- Automatically ; valves are activated by an hydraulic oil pipeline

system similar to that which operate steering gears.The common type
of valves used onboard tankers are gate valves ,see FIG-5.3 and 5.4 .
- 101 -
- 102 -
- 103 -
Stripping lines : Apart from main pipeline system for loading
/discharging operation ,there are small pipelines , connected to low
capacity pumps , which are used for draining or stripping out the last
few centimeters of oil in the tanks ,which are called stripping lines .
The oil is pumped to an aft cargo tank , known as the slop tank , and
from there it is pumped ashore by a main cargo pump . The stripping
lines and pumps are also used in tank washing and ballast operations
.
Categories and Classifications of Pumps

Pumps fall into two main categories:
1. Those that use liquid velocity to create pressure

2. Those that use positive displacement to create pressure Pumps are
classified, according to their method of operation, as:
1. Reciprocating
2. Centrifugal
3. Rotary
Reciprocating Pumps :
Reciprocating pumps are positive displacement pumps, which use the
reciprocating motion of pistons, plungers, or diaphragms to move the
liquid through the pump.
Reciprocating pumps are used for low volume, high-pressure
applications such as: chemical feeding; small, high-pressure boiler
feed pumps; and fuel oil pumps. The discharge from reciprocating
pumps is in pulses rather than a smooth flow of liquid.
- 104 -
Fig. 1 shows a sketch of a plunger pump.
This type of pump moves a certain amount of liquid with each
pump cycle. the pump piston draws liquid through a no-return
suction valve into a cylinder which is known as a “bucket”.
The cylinder is full at the end of the suction stroke and on the
reverse stroke the liquid is expelled from the cylinder through a
non-return discharge valve. Most pumps are “double-acting” to
- 105 -
ensure a steady flow of oil, i.e. The piston and cylinder are
arranged so that whether the piston is moving up or down a flow
of oil comes from the pump. most pumps of this type are duplex,
having two buckets and two pistons, which ensures that suction is
not lost at the end of a stroke. The drive unit is an integral part
of the pump, such pumps being situated in the pump room.
Positive displacement pumps move a low volume of oil at
relatively high pressure. Their use on tankers is generally
restricted to stripping pumps. A typical stripping pump on a VLCC
would move-400 tonnes of oil each hour at a working pressure of
approximately 100 psi or 7 kg/cm2.
Centrifugal Pumps :
A centrifugal pump may be defined as a pump that uses centrifugal
force to develop velocity in the liquid being handled. The velocity is
then converted to pressure when the liquid velocity decreases. As
kinetic energy is decreased, pressure is increased .
- 106 -
An impeller, which is inside a casing, physically moves the oil by

means of a “throwing” movement which is similar to the expelling
of water from a bicycle tire when cycling in wet weather. The oil
is “sucked” into the casing via a suction valve from the tank main
lines and is pumped to the deck lines via a discharge valve. The
pump provides, a continuous flow of oil and it is powered by a
steam turbine drive unit which, for safety reasons, is installed in
the engine room. The impeller is turned by means of an extended
rotating shaft which penetrates the engine room/pump room
bulkhead through a gas-tight seal.
Centrifugal pumps move large volumes of liquid at a relatively

low pressure and consequently are generally used as main
cargo pumps (MCPc) a typical main cargo pump on a VLCC an
move 4,000 tonnes of oil each hour with the pump running at
- 107 -
1,400 revolutions per minute at an operating pressure of
approximately 150 psi or 10.5 kg/cm2.
All main cargo pumps have an “emergency shut down” device,

often known as the “trip”. and all officers should be conversant
with emergency shut down procedures.
Rotary Pumps :
Unlike the centrifugal pumps discussed previously, rotary pumps are
positive displacement pumps. Instead of propelling the liquid, most
rotary pumps transfer pockets of liquid from the low-pressure side of
the pump to the high-pressure side where the pockets are forced to
empty themselves and return to the low-pressure side for refilling.
The capacity of rotary pumps is much less than that of centrifugal
pumps.
Some common rotary pumps are gear pumps, lobe pumps, and
sliding vane pumps.
Fig. 11 shows a sliding vane pump.
- 108 -
Rotary pumps deliver high-pressure liquid without the pulsations that
occur in reciprocating pumps. Where positive displacement pumps are
installed, a means of pressure relief should be installed in the
discharge line before the discharge valve. If the discharge valve is
inadvertently closed, excessively high pressures could be produced,
which could cause damage to the pump or piping.
Fig. 9 shows a gear pump, also called a spur gear pump or an

external gear pump. The pump consists of a housing, a driving gear,
and an idler gear. Arrows indicate the direction of rotation of the
gears. As the gears rotate, they convey pockets of liquid to the
discharge side of the pump.
- 109 -
The liquid is expelled from the pockets as the teeth of the gears
mesh, because the liquid and the tooth cannot be in the pocket at the
same time. Further rotation of the gears causes the teeth to
unmeshed on the suction side of the pump.
Liquid flows in to fill the void created as the gear teeth come out of
the pockets. Gear pumps are used for pressures up to 10 000 kPa.
Q –1
Sketch & describe the piping system for a tanker
known as the RING main system. Give it’s
advantages and disadvantages.
The ring main system is as shown in the FIG-5.5. It will be

noticed that piping system main line form a ring around the
ship, hence the name.
This system consist of followings:
1- The bulkhead master valves isolating the pump from cargo.
2- Three pumps (average number) are shown and the cross-
over line is fitted with valves for selecting the pump (s) for
each line.
3- The line master valves isolating section of the ring main
from each other and in effect from smaller ring mains.
4- The cross-over valves, which are doubled in case one is
faulty, isolate the wing tanks and center tank of any tank
from the main line.
- 110 -
5- The suction valves Isolating each athwartships tank (port
wing, center, STBD wing) from each other. It will controls the
flow of oil into and out of that tank.
The figure-5.5 shows the basic system. There are variation on
this basic outline, to enable the products carrier to have more
opportunities for separation some tankers have an extra line or
lines going from the pumps to the main line.
Other tankers have a pump room at the center of the system
Which in effect gives two ring main running around the ship
thus giving 4 pumping lines and so on.
Advantages:
1- Segregation of cargo.
2- It is simple in operation.
3- The circular layout of pipelines improves line cleanliness.
Disadvantages:
1- There is no stripping line, but this can be overcome by listing
the vessel towards the suction pipe when stripping the center
tanks. There is no problem with the wing tanks.
2- It is expensive to build due to the extra Lengths of piping
requirements.
3- Maintenance of joints, bends etc create problem & expense.
4- Due to layout of pipeline, route line friction slows the
pumping rate.
- 111 -
FIGURE – 5.5 RING MAIN SYSTEM
- 112 -
Q –3
Draw a plan view of a tanker designed to carry oil products .
Show on the plan the pipeline system for the cargo tanks and
the position of the valves .
( Direct line )
The FIG- 5.6 shows a direct line system of pumping cargo in a tanker
.
 Two separate pumping unit are provided , each of which deals
with one group of tanks , but which can also be connected to either
unit by a cross over valve , so that ether pump can be used with
either group of tanks .
 With this system , two grads of oil may therefore be loaded
simultaneously by simply pumping one grade of oil through one
pumping system and the other grade through the other system into
the two separate groups of tanks .
 To ensure that the grades are not mixed at any stage , the whole
piping system must be inspected by a responsible officer before
loading or discharging commences to ensure that the appropriate
master v/v are open while the cross over and sea suction v/v are
securely closed /lashed and / or locked before the operation begins .
 In addition to the above precautions , the normal precautions
required for the loading / discharging of oil cargo should be observed
.
- 113 -
FIGURE – 5.6 DIRECT LINE SYSTEM
- 114 -
Q-4
Draw a plan view of a tanker having combined
system of pipeline arrangements .
( The cruciform system )
In many tankers a system of the better features of both the ring main
and direct line system has been incorporated .
The FIG-5.7 shows the combined system of pipeline arrangements .
- 115 -
FIGURE - 5.7 COMBINED SYSTEM
- 116 -
Q –5
Draw a plan view of a tanker designed to carry crude oil
and fitted with a free flow system of valves. Discuss the
advantages and disadvantages. See FIG-5.8
This system consists of a number of bulkhead sluice Valves

arranged on the longitudinal and transverse bulkheads as
shown. When opened, these allow the cargo to flow freely
from one tank into another.
In the arrangement shown, the cargo is intended to flow from
the wing tanks into the center tank, and then aft to the main
suctions in last cargo tank (center). It is then pumped ashore
by large capacity main cargo pumps.
Loading is normally carried out via direct loading lines, as
shown on The plan.
Advantages:
1- This system is simple in operation.
2- Relatively small number of valves is involved and
therefore little maintenance is required with this system.
3- There is high flow rate of discharging due to large
sluice valves.
4- Installation costs are lower than with other pipeline
systems.
Disadvantages:
1- The v/l fitted with this system unable to carry more
than one grade of cargo.
- 117 -
2- During discharging v/l should have sufficient trim by
astern so that oil flows from forward to aft.
Due to flow of oil to aft cargo tanks, great care require to avoid
excessive trim by astern.
- 118 -
Q–6
Explain dangers and precautions requires to be taken on
board an oil tanker during, loading, carriage, discharging.
The dangers with an oil cargo arises from the gas given off by
the oil, which if mixed in the correct proportion with air, forms an
explosive mixture.
R-1
R-3
R-2
The tanker Can be divided into three regions as shown in the

figure below.
Region-1. Has oxygen in the air and sources of ignition in
the engine room and accommodation.
Region-2. Has hydro carbon gasses and oxygen in the air but
there should be no sources of ignition.
Region-3. Has hydrocarbon gasses, at times, and oxygen in
the air. It also has some unavoidable sources of ignition which
should Be safe. Therefore the dangers will arise if source of
ignition are introduced into regions 2 & 3 or if hydro carbon
gas is introduced into region-1. Consider each of the three
occasions.
- 119 -
Loading:
When the oil comes into The cargo tanks evaporation of the
oil will take place until atmosphere inside the tanks is
saturated. This mixture inside the tanks will be too rich to
burn. However as the oil comes in, it will displace this
atmosphere through the mast risers and since hydro carbon
gas is denser than air it will settle down towards the ship’s
deck, in region-3 and possibly region-1. It will be diluted by
the atmosphere and will form an explosive Mixture. The
sources of ignition in region-3 and especially region-1 will need
to be strictly controlled.
Carriage:
If the cargo is heated, then pressure will build up in the tank
and this excess pressure will be relieved By the p/v valve
through the mast riser. However the ship will be moving and
the gasses should be blown well clear of the ship and diluted
by the air, below the lower explosive limit.
Discharging:
During this operation the oil will be being pumped out
therefore air will be entering the tanks and so the explosive
mixture will be contained within region-2.
All three occasions are dangerous and all safety measures
should be taken. However it Can be seen from the above that
loading is the most dangerous time and all safety precautions
should if possible be made vigorously enforced.
- 120 -
Q –7
Sketch and describe a pressure vacuum valve (p.v valve)
and explain how it Operates.
The p/v valve is constructed as shown below. Note that the
flame screens or spark arresters will be double, in case one
corrodes.
Gas Air
Cargo Tank
The cargo tanks are constructed such that they can withstand
an internal pressure Of 3.5 p.s.i above atmospheric pressure.
- 121 -
Valve A is set to operate at 2 psi above atmospheric pressure
(certainly not more than 2.5 psi). When the pressure inside
the tank reaches this figure, valve a will be opened and the
excess gas will escape to the atmosphere through the mast
riser.
The positive pressure of the tank and the spring will keep
valve B closed. (note that the pressure could increase due to
the cargo being heated when the pressure inside is under 2
psi above the atmospheric pressure, then the spring will reset
and close valve A.
Should perhaps due to cooling, the pressure of the tank fall
below that of the outside atmosphere, then The difference in
pressure will keep valve a closed. When the inside pressure is
about 0.5 psi below that of the outside, valve b will be
opened and air will enter the tank to equalize the pressures.
The spring will Then reset and close valve B.
The reason for the higher valve of the opening pressure for
valve a is that it is better to have a positive pressure in the
tank since a higher pressure will lessen the rate of evaporation
of the cargo.
- 122 -
TYPES OF HATCH COVERS
1- Single pull: single-pull covers are sets of panels linked

together by chains or rods at the coaming sides. Fig-4.12 ,
4.13
- 123 -
- 124 -
2- Folding Hatch cover :
The most advanced hatch cover system for container feeder ships is
hydraulically-operated folding units. The system is highly suitable for
container vessels, multi purpose vessels and bulk carriers. These
covers are dimensioned according to the requirements for stowage of
the containers in the holds and on the cover panels as well as timber
packages and heavy project cargo.
It has hinges between panels and hinges at the hatch end the
system can be wire operated or hydraulically powered by
external or internal hydraulic cylinders. Fig- 4.14 , 4.15 , 4.16
- 125 -
- 126 -
3-Multi-folding hatch covers :Some 30 years ago it became evident
that because of the increasing use of containers, multipurpose and

general cargo vessels would require very long hatches to enable
these containers to be easily stowed in the holds. In 1969, to
overcome the problems of closing these long hatches, the
manufacturers introduced the first-ever folding hatch cover operated
by externally located hydraulic cylinders and crocodile arms.This
innovative design, known as the Multifold Crocodile hatch cover, is
still the ideal solution for today’s multipurpose/container vessels and
coasters which have long hatches, a short stowing space for the
hatch cover panels, and require an external operating system.
4-Rolling: side rolling covers roll transversely and end rolling
covers roll longitudinally both types rolling on rails mounted on
and extended from the hatch coaming. Fig-4.17 .Side rolling
hatch cover ensures that all the requirements of the owners and
regulatory authorities in respect of the maneuvering, cleating and
tightening of the hatch cover panels can be met in full.
- 127 -
- 128 -
4-Piggy-back Hatch cover :
A recent example of hatch cover assisting naval architects in
overcoming the challenge of cargo access in ship design is the
development of the piggy-back hatch cover.
The system is in use , in a new generation of bulk carrier whose

design required its hatch opening to be up to 80 per cent of its width
but without any stowing space in either direction.
It is involves the stowage of one hatch panel over another

whilst the latter is in place covering a hold, or part of a hold.
Fig – 4.18
5-Stacking: This is a development of piggy-back system,

with a number of panels being stowed and moved in a
single stack. Fig – 4.19
- 129 -
- 130 -
6-Lift-away (lift on – lift off ) or pontoons type: This type of
hatch covers can seen on container ships , timber carrier …pontoons
are completely removed and stowed on deck or ashore by use
of cargo gear.
In container ships , Use of advanced stress-calculation systems and

computer-aided design technology for the steel structure enables the
hatch cover panels to accommodate higher container loadings, while
keeping panel weights within the permitted maximum for handling by
shore cranes.
- 131 -
7-Coiling: when they are closed, continuous sheets which,
being around a drum. They are normally fitted on small
ships. Fig- 4.20
- 132 -
Securing arrangements:
1- Quick acting cleats.

2- Screw cleats.
3- Cross joint
4- Hook cleats
5- Tarpaulin, wedges, locking bars.
Hatch cover water - tightness test:
1- Hose test.
2- Chalk test.
3- Ultrasonic test. Transmitter inside hold & portable
receiver moving across the joints.
4- Visual inspection of the cover, e.g see any light ray
when inside a closed cargo hold.
5- Visual inspection of cargo at end of a passage.
For details of hatch cover's securing arrangement see the sketches in

next three pages .
- 133 -
- 134 -
- 135 -
- 136 -
- 137 -
- 138 -

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I.R.I.S.L TRAINING INSTITUTE CAPT : S.

INSPECTION OF CARGO HOLDS:

Inspection items can be listed as below :

1- Structural members such as; access ladder, guard rails,

 Rough lumber of the same thickness but of different widths and

 Never use green or contaminated wood that may harm the

Q-1 your v / l has just discharged a cargo of sulphur,

For holds to be in a condition to load a grain cargo after

Q- 2) After discharging general cargo from a deep tank,

The preparation requires particular precaution. When carried in

Spring loaded gas relief valves to be fitted to the tank top to

2- Attend to mooring lines regularly, always keep the v / l well

3- See deck lights switched on and off.

4- Attend cargo, observe loading / discharging plan.

5- Supervise receiving bunkers or fresh water.

6- Maintain fire patrol regularly.

7- See watchmen at his duty.

8- Maintain proper log book, noting all events.

9- Inform CH/off in case of cargo damage or accident

10- Keep the v / l upright, list / trim to be kept within

11- Read the drafts at least twice a day record it.

12- Supervise ballasting / de-ballasting operation, check over side

13- Ensure that safe working procedures are followed by

crew and stevedores.

Safety precaution in cargo handling

SOME COMMON SENSE PRECAUTIONS IN CARGO HANDLING

All safety precautions should be strictly observed by all

There are different types of cargo which requires proper segregation ,

purpose of cargo segregation .

Dew point temperature:

Common types of ventilation:

Basic rules of ventilation:

Ventilation of the cargo spaces may be necessary to:

Some commodities generate heat while being transported, e.g

There are three common types of ventilation in use at present

It can be seen that the correct ventilation properly employed

Ship’s sweat occurs when water vapor is condensed out of the

The ship’s officer will have the responsibility of ventilating only

Q. 4- your ship has loaded a cargo of sugar in

Case – b, west Africa to Baltimore in January with general

(a) To prevent water damage, bagged commodities, such as cement,

When bagged cargo is loaded aboard a vessel on which no dunnage

 The full bag method provides good ventilation but provides an

(d) Figure 8-5 shows a typical stowage of bagged cargo. Dunnage

4- Spar ceiling should be covered with bamboos arranged

5- Matting placed between the bags and bulkheads is not

6- Temporary vertical ventilators made up dunnage should be

8- Athwart ship ventilators should be laid about five bag lengths

1- If they shipped in bulk the tank in which the oil is to be

2- If it solidifies at a temperature above 0º c heating coils are

4- Oil is usually loaded and discharged by shore pumps to ensure

5- Ulages and temperatures will be taken twice daily if the oil is

7- Before commencement of loading the surveyor will inspect

8- The upper & lower heating coils to be test for proper

Palletized unit loads are formed on general-purpose four-way entry

(a) If there is sufficient headroom for forklifts to maneuver, they may

(c) Palletized cargo may be moved into final stowage position by

(d) Palletized cargo may be moved into final stowage position by

Classes of refrigerated cargo:

Stowing refrigerated cargo does not differ greatly from that of