Cargo-Work-Full-Notes.pdf

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Malaysian Maritime Academy Correspondence Course Cargowork

MODULE 1 -TYPES OF CARGO

Brief description on types of cargoes carriedonboard merchant ships are as follows: -

General CargoThe modern term for these types of cargoesis breakbulk cargoes. It consists of individualitems, e.g. pieces of machinery, bags, bales,and small quantities of liquids e.g. late indeep tanks etc. !eavy items may be liftedonboard using ships gear or shore cranes.

Grain"rain comprises of wheat, corn, rye, barley,oats, rice etc. "rains are liable to heat and#orsweat, especially if damp, when they may

germinate or rot, therefore requiring carefulpre-loading inspection, carriage andventilation. In ma$or grain ports, handlingequipment%s are sophisticated, grain elevatorsbeing equipped to unload railway wagons,lorries, barges or coastal craft and to reloadfrom storage silos at high speed into oceangoing ships. &or discharging grains, thepneumatic sucker system, evacuators andgrabs may be utilised.

TimberIncludes timber and its by product - e.g.hardwood and softwood logs, sawn timber,wooden products, wood chips wood pulp andpaper products. 'here practicable, timber asit is, is carried on deck. The securing andproper stowage of deck timber has the effectof increasing a ships freeboard and becauseof this timber carrier may be allotted lumberloadlines in addition to the usual load lines.

Timber loadlines allow ships to load morecargo as compared to the ordinary load lines

as it has the following effects:

a. (eserve buoyancy of vessel is increasedby compact mass of buoyant timber abovethe freeboard deck.b. )ffective freeboard is increased withbeneficial effect on the range stability.c. 'eather deck hatches are protected.

Coal*oal is a minerali+ed fossil fuel widely utilisedas a source of domestic and industrial power.

s a sea borne product, it is always carried inbulk. It varies from soft bituminous type to hardanthracite through to manufactured coalproducts.

espite the carriage of coal being anestablished trade, it remains as a difficult anddangerous cargo to transport due to dangers ofgas eplosion, spontaneous combustion, andcargo shifting during passage and corrosion toships hold.

Fertiliseray be carried in bulk, bags or liquid forms.ost fertili+ers are harmless, especially in bagsbut a few can be eplosive and#or corrosive.The I/ angerous goods *ode should beconsulted when carrying these cargoes.

CementIt may be subdivided mainly into bagged orbulk cargo in either finished cement or clinkers.It should be kept scrupulously dry so as toavoid solidifying.

It is often preferred to load bagged cement intothe tweendecks of general cargo ships havingthe facility of reducing the height of stow whichin the case of ecessive tier heights in singledeck ships may cause splitting of lower stowedbags. The handling of clinker is not so criticalas it is normally carried in bulk0 it can howeverbe etremely dusty and is therefore sub$ectedto shore-based anti pollution regulations.

Livesto!1ormally carried on the weatherdeck in tiers ofspecially constructed pens. Includes sheep,goats, cattle and buffaloes. /n this type oftrade it is not unusual for ships to carry up to233,333 animals and thus the provision ofadequate of fodder and drinking water is ama$or problem.

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MetalsThese covers the whole range from raw basematerials to metal articles e.g. steel productsto scrap metal. ll steel products are liable toshift at sea and need careful stowage, notonly to prevent any movement, but also toavoid seriously damaging the ship.

(ust will seriously affect the value of steelproducts and every effort should thus bemade to avoid its occurrence.

Unitise" Cargony two or more cargo $oined together is saidto be unitised - strapping together, pre-slinging, palletisation, containeri+ation, etc.

lthough unitisation may increase costs tosome etent 4etra packaging cost5, itenhances cargo handling operations, reducepilferages simplify tallying, reduce the numberof people per gang. In another words itcontributes greatly to a faster turn aroundtime for the ship. )ample of unitised cargo isof soft drinks packed on pallet.

Containers*ontainers are basically $ust a bo in whichcargoes are placed and the bo itself istransported. a$ority of general purpose

containers are boes constructed with wallsof aluminium or thin steel sheeting,corrugated to provide strength and rigidity,reinforced corner posts with double watertightdoors at one end. 6sed to carry various typesof cargo e.g. tobacco, electronic components,clothing etc.

Ree#erThese are mainly concerned with the carriageof fruits and vegetables and are seasonal,relying on the harvesting of crops around the

world. /ther reefer cargoes include fro+enfruit $uices, flowers and bulbs, dairy products,meat, poultry and fish, pharmaceuticals, -rayfilms etc. They are handled either as a breakbulk, in pallets or in containers. They requirescrupulously clean and odorless cargocompartments to avoid contamination and thecarriage temperature is absolutely critical.

Li$%i"s7ea borne liquids range from drums ofproducts such as bitumen capable of carriagein conventional tween deck ships, to parcels ofedible oils transported in specially coated andheated tanks and to huge homogenous cargoof crude mineral oil carried by 89**%s.

ost of these products are inflammable with alow flash point and many are dangerous inother ways, either emitting toic gases orpossessing corrosive qualities or both.

Gases*onsists mainly of liquefied petroleum gas -9" and liquefied natural gas - 91". 9"consists mainly of propane and butane and arecarried either under pressure at ambient

temperature, fully refrigerated 4-;3

to


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relation to stowage and reaction betweencargoes can be somewhat complicated.

IMDG code covers carriage of dangerousgoods in packaged from or in solid form inbulk.The I" code comes in < volumes plus a

supplement. nother publication dealing withcarriage of dangerous goods in 6 is knownas CBlue BookD.

NOTE - etail description of specific cargoeswill be given in the subsequent moduleswhere appropriate.

&ale Ca'ait(This is the cubic capacity of a cargocompartment when the breadth is taken fromthe inside of the cargo battens or from the

inner edges of the frames, and the heightfrom the tank top to the lower edge of thebeams and the length from inside of thebulkhead stiffeners or sparring where fitted.

Grain Ca'ait(This is the total internal volume of a cargocompartment measured from shell plating toshell plating and from tank top to under deckand an allowance is given for the volumeoccupied by frames and beams. This space isnot only associated with the carriage of grain,as such, but with any form of bulk cargo,which would stow similarly, that is to saycompletely filling the space.

It is obvious that a solid cargo can be stowedonly up to the limits of the frames and beamswhereas bulk cargo will flow around suchmembers. Therefore when measuring forgeneral cargo, it is the bale capacity, which istaken into consideration.

lthough both grain and bale capacities arenormally used to show the volume or capacityof a ship to carry cargo, other units ofmeasurement are more appropriate forspecific trades, e.g. T)6s for container ships,lane-metres for (o-(o ships, etc.

Sto)age Fator&or successful loading, a vessel must utili+eevery cubic meter of space to the best

advantage, with due regard to the necessarycare and attention to conditions of stowage.Thus, the freight earning capability of thevessel is kept at a maimum. To do this it isnecessary to know the amount of space, whicheach tonne of a commodity will occupy.7T/'") &*T/( is defined as the volume

in cubic meters a tonne of that cargo willoccupy.

The figure does not epress the actualmeasurement of a tonne of the cargo but takesinto consideration the necessary for dunnageand the form and design of the packages.

)amples of stowage factors are: -*oal 2.2=#2.;; cu.m.#tonne.ai+e 2.;E cu.m.#tonne.(ubber in bales. 2.=2#2.=E cu.m.#tonne

n intelligent knowledge of the use of stowagefactors is necessary to all cargo officers inorder that they may make economic use ofeach available space unit.

&ro!en Sto)ageThis is defined as that space in a loaded cargocompartment that is not filled with cargo. It isthe space occupied by dunnage, the spacebetween packages and the space that is leftover the last tier placed in stowage. Broken

stowage is epressed as a percentage of thetotal space of the compartment. Thepercentage that has to be allowed varies withthe type of cargo and with the space of thecompartment. It is greatest when large caseshave to be stowed in an end hold due to theshape of the compartment. Broken stowage inan end hold due to the shape of thecompartment. Broken stowage on uniformpackaged commodities will average about 23Athat on general cargo will average about ?@A.&or eample:

a5 consignment of apples packed in boeshaving stowage factor 2.;2cu. m#ton to beloaded in a cargo space having bale capacityequals to 2333cu m. *alculate the total amountin weight that can be loaded.

"iven cargo hold space F 2333 cu mcargo stowage factor F 2.;2



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cargo loaded Ffactorstowage

volume

F;2.2

2333

F E>;.;> Tons #

b5 6sing the above question 425*alculate the total amount of cargo to beloaded if 23A broken stowage is allowed.

1ett volume occupied by cargo allowing for23A broken stowage

F2.2

mcu2333

F G3G.3G cu m

cargo loaded Fm#toncu2.;2

mcu3G.G3G

F >G;.G> Tons

Dea")eig*t CargoIs cargo on which freight is usually chargedon its weight. *argoes which measures2.??cu.m.#tonne 4s.f5 or less is classed asdeadweight cargo.

Meas%rement CargoIs cargo on which freight is usually chargedon the volume occupied by the cargo and thiscargo is usually light, bulky cargo having astowage factor of more than 2.??cu.m.#tonne.

It has been the custom to set two standardsby which cargo is measured and freight ischarged. This is in order to avoid ecessivefreight charges, which might be out ofproportion to the space occupied by aparticular consignment, and to protect theship from loss of freight commensurate withthe amount of space used.

A" +alorem Cargo&reight for certain epensive cargoes, e.g.precious stones, fold bars, etc. is not leviedbased on weight or measurement but on thevalue of the cargo.

Cargo Do%mentationsa) Mates Receipt (M/R)- is a document ofreceipt given by the ship%s chief officer 4theate5 for goods actually received on board. It

is carefully drawn up to show the identification,description and quantity of the goods 4asverified from the ship%s tally sheets5. nydamage to the cargo noticed before loading onboard is entered on the #( and the receipt isthen said to be Hclaused%. ll particulars fromthe #( are transferred to the HBill of 9ading%.

) Bill of Lading (B/L)- is properly preparedby the ship-owner 4or his agent5 from details inthe ate%s (eceipt, and delivered to theshipper - freight being usually paid at thisstage. It is a legal document, which providesevidence of a Hcontract of carriage% between theshipper and the ship owner 4the carrier5. It alsoacts as a document of title to the goodsdescribed therein i.e. the holder of the B#9 isregarded as the rightful owner of the cargo.

c) Cago Manifest- is a document containinga detailed and complete list of cargo Hasloaded%, compiled by the ship owner 4or hisagent5 from the Bill of 9ading. *opies of themanifest are delivered to the ship, thestevedores at the discharging ports and to*ustoms authorities at the discharging ports.

s it is a comprehensive record of all cargo inthe vessel, it permits the checking of cargoduring discharge thereby avoidingovercarriage#short landing. "overnment

uthorities may use it as material forcompilation of the national trade statistics vi+.the nation%s imports#eports.

d) Cago !lan - is a plan drawn up by theship%s cargo officer showing the stowage of allcargo on board the vessel. *opies of the planare sent in advance to the discharge ports sothat preparations for her unloading can bemade before arrival at the port. long with thesummary of the cargo on board, a well drawnup cargo plan greatly assists in facilitating

discharge and avoidance of overcarraige#shortlanding of cargo.

e) Dangeo"s Cago List - a shipper isobligated to declare to the aster full details ofany dangerous#ha+ardous cargo shipped byhim and covered under the CInternationalaritime angerous "oods *ode% 4theI...". *ode5. The aster is required toprepare a list of all dangerous#ha+ardous cargo

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shipped on board. It should show the correcttechnical name of the commodity, its Hclass%as per the I...". *ode, its quantity andweight, position of stowage on board, port ofloading and the port of discharge.

Pre'aration O# ,ol" PriorTo Loa"ing General Cargo

s temporary custodians of the cargo, it is theduty of the ship%s officers to ensure that cargois delivered in the same condition as it wasreceived on board. Besides ensuring thatdamage to cargo does not occur duringhandling 4slinging, lifting by derricks#cranes,working forklifts etc5, it is also important toprevent damage as a result of the condition ofthe hold itself.

2.3 Cleaning t#e $old

1"1 The method and amount of cleaningrequired will depend upon the type of cargopreviously carried in the hold. "enerallyspeaking, a hold which is ready to receivecargo should be swept clean, dry, wellventilated and free from odour of the previouscargo4es5.

1"2 The hold should be cleaned prior toloading. The degree of cleanliness requiredwill depend on the nature of the cargo to be

loaded. *argoes such as grain, sugar etc. willneed a scrupulously clean hold 4and usuallysurveyed5 before loading can commence,whilst cargoes such as coal, steel etc. maynot require the same level of cleanliness.

?.3 Inspecting t#e $old fo da%ages&testing 'ilge and fie sste%s

fter cleaning the hold the followinginspections#tests are normally carried out:

?.2 Inspection of the hold for internaldamages - e.g. pipe guard, ladder rungs,leaking pipes, bilge sounding striker plates,leaking rivets#welding seams etc.?.? Testing the Bilge pumping system - Thisis done if it has not been carried out earlierduring washing of the hold etc. articularattention is paid to ensure that the bilgesuction non-return valve is working and

Hbacklash% does not occur when the bilge pumpis stopped.

?.; *hecking the hold fire detection #etinguishing systems - most ships are fittedwith the */? etinguishing system and the*/? lines to the hold are cleared by passing

compressed air. 6sing artificial smoke usuallychecks the detection system.

?.< *hecking oil#water tightness of the oubleBottom tank top and its manhole covers - this isdone by pressing up the tank to a head ofoil#water and checking for leaks.

;.3 Maing t#e $old *e%in fee8ermin such as rats, cockroaches, silver fishetc, in the holds, can cause etensive damageto cargo on board resulting in huge damage

claims from shippers#consignees.

It is a requirement by law that every ship mustbe in possession of a valid erating *ertificate.The ort edical /fficer issues this certificateafter fumigation by the burning of sulphur or therelease of cyanide gas has been carried out.The certificate is valid for si months, afterwhich a erating )emption certificate will beissued if no diseased rats or a large number ofrats are found on board. The rat populationmay be kept to a minimum by the use of anti-

coagulant bait, such as sodium fluoracetate.*ockroach bait, pesticides and insecticidesmay be used to eterminate cockroaches andother insects. *leanliness is the most importantfactor in keeping a ship vermin free. 'hencertain cargoes such as rice, are loaded, theholds are fumigated after loading to rid thecargo of weevils.

Assignmentlease submit the following assignment to

9

25 hold, bale capacity ?333 cu m contains,2?33 tonnes of bagged flour, 4stowage factor2.2@ cu m#tonnes5. *alculate the brokenstowage.?5 escribe a cargo hold preparation in yourlast ship and state the cargo loaded. 7tate thepreparation of hold prior to load general cargo.

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MODULE - FACTORS TO CO.S/DER FORGE.ERAL CARGO STO0AGE

The following must be borne in mind whenloading general cargo: -

25 *argoes should be well distributed in allhatches to increase the ort speed.?5 &oodstuffs and other cargoes liable totainting - need proper separation #segregationto avoid tainting damage.

;5 !eavier cargo should be placed ondeck#tank top whilst lighter cargo on top ofthese cargoes to prevent crushing damage.

5 9ight packages 4cartons, etc.5 stowedaway from cargo hold obstructions such as -frames, deck beams, stiffeners.

E5 8aluable cargo should be stowed in

strong rooms or in *hief /fficer%s office.

=5 To avoid cargoes being crushed duringslinging use proper gears like pallet,spreader.

G5 roper securing of cargoes and lashingare essential. )tra pad eyes may have to bewelded to have more securing points forlashing cargoes.

Port S'ee")ach day that a ship remains unnecessarily inport results in a reduction of the ship%searning capacity. n unnecessary delay inport increase the port dues allied costs andencroaches on the time that she would havebeen steaming on her net voyage.

7hips officers should aim for increasing Hportspeed% by efficient distribution of cargo,readiness of cargo spaces etc. This Hspeed of

turn round% is also dependent on port facilitiesfor clearing the cargo etc.

General Cargo Sto)ageThe following points must be borne in mindwhen planning loading of "eneral *argo by*hief ate or officer in charge of loading.a5 7afety of the ship stability considerations proper trim#list#draught avoiding structural stresses avoiding physical damage from cargo

b5 7afety of the crew and port workers preventing unstable cargo blocks avoiding blocking of escape routes #safetyappliances protection from toic fumes#fire ha+ards

c5 voiding damage to cargo avoiding condensation#water damage protection from taint # contamination #interaction preventing physical damage to cargo preventing pilferage

d5 aimum use of available space on board minimi+ing Hbroken stowage using Hfiller% cargo

e5 (apid and systematic discharging andloading providing maimum number of workinghatches#even distribution preventing over stowed cargo preventing over carried#short landed cargo4proper segregation#marking5. enhancing Hport speed%

Cargo Plans cargo plan is a plan showing the dispositionand distribution of cargo throughout the vessel,in as much detail as is possible.

cargo plan for a general cargo ship willusually be drawn up at the last port of loadingfrom information derived from the deck officerscargo workbooks, from mates receipt and from

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loading plans produced by shore personnel atthe loading ports. *opies of the plan willusually be sent ahead of the ship to thedischarge ports.

'hilst the plan is not a scale drawing, itshould show with some accuracy the location

of specific parcels of cargoes in the lockerdoors, hatchways so that the order ofdischarge may be planned 'hilst the formatof the plan will vary from company tocompany, most plans will show the lowerholds in elevation 4side view5 and othercompartments such as tween decks and decklockers, in plan view. 'here possible, eachparcel of cargo should be identifiedseparately, but this is not always possiblewhen many small parcels are involved 4inwhich case they are grouped together5.

typical entry on the plan could be asfollows: - 9%//9#1"


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DUT/ES A.D RESPO.S/&/L/T/ES OFCARGO OFF/CERS

Cargo O##iersThe term H*argo /fficers% implies the personresponsible for the safe and efficient handlingand stowage of cargo on board. Thisresponsibility also includes the properpreparation of the hold prior to loading, correctsupervision during the working of cargoesproper to the preservation of cargo whilst intransit and the co-operation#co-ordination withrelevant port authorities whilst in port#harbour.

The aster to the senior most deck officer i.e.the *hief /fficer generally delegates theresponsibilities of the *argo /fficer. The ?ndand ;rd /fficers, who are called the Hunior*argo /fficers%, assist the *hief /fficer incarrying out these duties.

D%ties An" Res'onsibilitiesThe main duties and responsibilities of the*argo /fficer are listed below:25 To ensure the proper preparation of allcargo spaces for the types of cargo to becarried.

?5 To inspect the ship%s cargo gear to ensurethat it is in good working condition and inaccordance with the statutory requirements.

;5 To ensure that all holds, accesses andparts of the ship comply with the requirementsof the ock 7afety (egulations.

5 To achieve proper stowage of cargo not insuch a manner as to prevent correct andspeedy discharge, taking into account the

proper rotation of ports and also ensure thatno cargo is over stowed.

E5 To undertake measures to prevent the out-break of fire on board and to ensure that firefighting equipment is in readiness all the time.

=5 To ensure the safe operation of all ship%scargo handling gears.

G5 To avoid damage to the cargo - to ensurethe proper handling, slinging, discharging,separation, ventilation, slinging, distribution ofcargo. In the case of refrigerated cargoes -

The proper control of temperature.

235 To take adequate measures to prevent thepilferage of cargo.

225 To maintain a daily check and record ofcargo loaded or discharged including thevessel%s draught.

2?5 To make proper and correct entries intothe ate%s 9og Book, issue relevant ate%s(eceipts for cargo loaded, drawing up of

cargo plans, hatch lists, cargo summaries,dangerous cargo lists etc. To maintain theangerous *argo (egister.

2;5 To attempt a good distribution of cargo atloading and discharge ports, so as to obtainthe fastest turn round of the vessel andminimise port stay.

25 In the event of bad or adverse weatherconditions, to ensure the water tightness of



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compartments, proper trimming of ventilatorsand the lashings of cargo etc.

2E5 To ensure that all work on board is carriedout in accordance with the C*ode of 7afe'orking racticesD.

2=5 To properly delegate duties to unior*argo /fficers with adequate instructions forthe proper loading#discharging and stowage ofcargo and the overall safety of the vessel.

Pa!aging O# General Cargo"eneral cargo may be presented for shipmentwith various forms of packaging, such as: Bags - made from natural fibres like

$ute#cotton or from synthetic fibres and paper.6sed for cement, grain, sugar etc. They areliable to bursting at their seams.

Catons - made from cardboard. 6sed forfinished goods like condensed milk, shoes, orfor carrying fruits etc. They are very fragile andliable to be crushed. C#ests - rectangular#square boes madefrom plywood. 6sed for carrying tea. They arefragile and liable to be crushed. Cases - rectangular boes made fromwooden planks nailed and banded. *an bestrong or fragile depending on quality of woodJ construction of case. 6sed for heaviergoods like spare parts etc. or to protect fragile

goods. Cates - rectangular, made from woodenplanks with Hgrated% design. 1ot as strongas cases and sides are fragile. 6sed formachinery parts etc. Bales - formed when commodities such asnatural fibre, cloth etc. are pressed tightly intoa rectangular bundle and then strapped firmlywith metal bands or cord. 9ifting by hookingonto bands should be avoided. Baels - made from shaped woodenplanks called Hstaves% and held by metal

hoops. The weakest part is the roundedmiddle called the Hbilge% and the strongest is atthe quarter hoop%. The opening for filling thecontents is called the Hbung%. Ideally placed onwedges, called Hquoins% placed below thequarter hoops keeping the Hbilge off the

ground and the Hbung% upwards 4i.e. HBungup and bilge free%5. 6sed for carriage of wineetc. and similar produce.

Slinging O# General Cargoes9oading and discharging of cargo is facilitatedby the use of proper cargo handling gearsnamely, derricks#cranes 4the lifting machines5and slings. 7lings facilitate the Hgrouping% ofunit packages of cargo conveniently forconnecting to derricks # cranes. 8arious types

of slings, for use with different types of generalcargo, are available and are designed tominimise damage to the cargo during thelifting process.

7ome of the principle types of slings, availableare clearly eplained in various tetbook.

Unitiation2PalletiationTo further facilitate quicker dispatch of cargointo#out of the ship, and to allow it to behandled mechanically by machines such asforklift trucks, small packages of cargo 4unitpackages5 of uniform si+e are sometimesconsolidated into Hunit loads% on Hpallets%4double-layered wooden platforms of standarddimensions capable of being liftedconveniently by fork lift trucks5. 7pecial Hpalletslings% make the slinging of pallets, ontoderrick#cranes, faster and easier. The conceptbeing to assist the process of cargo handlingby reducing the number of occasions when apiece of cargo has to be manually handledthereby increasing cargo throughout.



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Hre-slinging% of cargo, where slings are left onafter loading so as to facilitate quickerdischarge at the other end 4by avoiding thebuilding up of sling loads again5 is a form ofuniti+ation and is used on some trades.

H*ontainerisationD is a special form of

uniti+ation and will be discussed later.

&AS/C CARGO ,A.DL/.GE3U/PME.T A.D CARE OF

CARGO

C*ain Sling

*onsists of a length of chain with a large ring

at one end and a hook on smaller ring at theother end. It is used for lifting heavy logs,bundles of iron and most steel work. *aremust always be taken that no kinks areallowed to form in the chain when goods arebeing lifted.

Can ,oo!s

The hook slips under the lip of the drum orbarrel. There are frequently four or five sets ofhooks on a ring, which enables drums andbarrels to be handled very rapidly. They arenot to be recommended for handling heavy

barrels as there is a possibility that the staveswill be pulled out.

Snotter

ay be made of either rope or wire by formingan eye at each end of a 2>mm - ?3mm wire4?D - ?.@ C5 or @3mm - >3mm rope 4>D - ED5 < to> metres 4?-; fathoms5 in length. It is used forslinging cases, bales, wet hides and timber.

Plate Clam's

There are various type o plate clamps, but theprinciple is that the plate is gripped when theweight is taken, so that there is no chance ofplate slipping as it could do if a chain sling wasused.



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Ro'e Sling

This is formed by $oining the ends of a piece of?@mm - ;3mm rope ;D - ;.@C5 about 23 to 2?metres 4@ to E fathoms5 in length with a shortsplice. The sling is in very common use. Bags,baled goods, barrels and cases may all bealong with this.

&o4es

7imilar to the tray by a wooden side is fiedaround it. 6sed for handling eplosives.

Tra(s

ay be square, rectangular or round. They are

slung by pieces of rope called legs, attachedto the corners. 6sed for small cases anddrums.

Canvas Sling

This is formed by sewing a piece of canvasbetween the parts of a rope sling. It is used forbagged grain, rice, coffee and similar cargoeswhere the contents of the bag are small. nyspillage is retained in the canvas and is notwasted. The stress on the outside bags isspread more evenly and thus the chance of

splitting is reduced.

DAMAGE DUE TO /MPROPERUSE OF CARGO ,A.DL/.G

E3U/PME.Tuch cargo damage results from careless orimproper handling during the loading anddischarging processes, the following being theprincipal sources of such damage: -

Careless 0in* 0or!9owering heavy slings or drafts of cargo toofast on to cargo already in stowage notinfrequently is responsible for damage which,often goes undetected until discharge.

Cargo ,oo!sThe use of these implements is indispensablein the handling of a large variety ofcommodities, but with bag cargo, fine balegoods, hides, fire rolls of paper and matting,etc., light packages, liquid containers, cratesand like packages whose contents are

eposed or unprotected, the use of cargohooks should be strictly prohibited.

Cro) an" Pin* &arsThese also are indispensable to the soundstowage of many classes of heavy packages,but their use should never be permitted whenstowing barrels, or other liquid containers, orwith any packages which are not substantialenough to withstand damage from their use.

Cr%s*ing against S*i'5sSi"es!atch coamings, beam sockets, etc., shouldbe safeguarded against by the use of oversideskids, the correct plumbing and guying ofderricks, and careful winch driving, especiallywhen swinging booms are in use.

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Dragging Cargoragging *argo by winches along the deck tosave trucking, from remote ends and wings ofholds and Htween decks instead of making upthe CdraftD or CslingD near the hatch, is a prolificsource of damage to, and loss of contents ofthe lighter class of packages, as well as to the

cargo in stowage over which such is dragged.

Dro''ing Pa!agesropping packages from trays, trucks, railwaycars, top tiers of lighters, etc., by which theircontents are broken or eposed, the packagessplintered, deformed or loosened in theirfastenings and rendered unfit for thesubsequent handling they are sub$ected to. Toavoid this, suitable skids should be used forpackages, which are too heavy to be handeddown.

/m'ro'er A''lianesThe use of special appliances tends to beepeditious and economical in handling ofcargo, but damage is frequently caused by theimproper use of such appliances.

1et slings are most useful with many kinds ofsmall packages, but if used with bagstuff, lightcases, etc., a great deal of damage results.7imilarly chain slings are indispensable for

certain types of packages and useful for mostclasses of iron goods, but the use of such withlight cases, sheet iron, coils of lead or copperpiping, sawn logs of valuable timber and othergoods liable to buckling, fraying or marking bychain is productive of damage and claims.

*anvas or web slings should be used forslinging bag flour, coffee and like cargo, whilethe use of trays for certain classes of goods ismuch to be preferred to slinging by net orrope.

/m'ro'er SlingingToo much weight in a draft endangers thesafety of packages situated at the outsideedge of bottom and top tiers into which thesling is liable to be drawn by weight below andcompression above.

draft composed of many packages shouldtaper off on top to prevent springing or

crushing the outside upper packages bycompression of the sling. 9ight or fragilepackages should not be slung along withheavy packages.

La! o# 0al!ing &oar"s9ack of 'alking Boards and landing platforms.

'here these are not provided and used,damage is caused to packages, in towage,over which other cargo has to be worked intothe position where it is to be stowed.

ackages, which are damaged after they areat Cship%s riskD, should be carefully re-coopered or repaired before stowing away.

S0EAT A.D +E.T/LAT/O.

+) ,E.Ta5 C7weatD is condensation, which forms onall surfaces in a cargo compartment due to theinability of the cooled air in the compartment,to hold water vapour in suspension 4warm aircan hold much more water vapour than coolair5.

b5 7weat may be differentiated as follows:

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i5 7hip%s 7weat - eists when waterdroplets are deposited onto the ship%sstructure in the compartment 4e.g. deckheads,beams, frames, shipside, stringers etc.5 andthen fall onto or come in contact with thecargo.

It occurs when the dew point of the air in thecargo compartment is more than thetemperature of the outside air#structural partsof the compartment.

It is usually found on voyages from warmplaces to colder places.

ii5 *argo 7weat - arises whencondensation forms directly on the body ofcargo itself.

It occurs when the temperature of the air in thecompartment 4or the cargo itself5 is lower thanthe dew point of the incoming air.

It is likely to be found on voyages from cold towarmer places.

c5 revention of amage by 7weatlthough intelligent use of dunnage canminimise damage from sweat, it is moreprudent to consider the prevention of damageby the elimination#minimisation of sweat by

efficient ventilation.

The controlling factor for the formation sweatis the relationship between the temperatureand humidity of the air in#outside thecompartment. ir having 233A humidity issaid to be Csaturated the temperature at whichthis occurs is called its dew point.

i) 'hen the dew point of the outside air islower than or equal to the dew point of the airin the compartment - 8)1TI9T).

)ii 'hen the dew point of the outside air isgreater than the dew point of the air in thecompartment - / 1/T 8)1TI9T).

) 0ENTIL.TIONa5 8entilation has the main ob$ectives of: preventing moisture damage to cargooriginating from condensation 4sweat5 withinthe cargo compartment.

removing fumes and odoursemanating from cargoes stowed in thecompartment to prevent Htaint% or otherdamage.

thus preventing fire.

b5 8entilation may be described as

either:)i T#o"g# 0entilation- with the flow of airoccurring through the body of the cargoassisted by proper Htrimming% of ventilators andthe $udicious use of dunnage.

)ii ,"face 0entilation- with the flow ofair occurring only at the upper surface of thecargo and not being forced into the body of thecargo.

c5 8entilation may be provided by two ma$ormeans:

i) Nat"al 0entilation - this is achievedby Htrimming% the ship%s ventilators andobtaining a natural flow of air caused by thevessels movement or outside wind.

Trimming the leeward ventilation into the windand trimming the winward vents away from thewind can effect HThrough natural 8entilation%.The air in the compartment will then move in adirection contrary to the flow of outside air.

ii) Mec#anical o 1oced Da"g#t0entilation - The simplest of such systemsconsists of a fan of appropriate si+e anddesign which delivers outside air into thecompartment, and the used air from thecompartment is discharged to the atmospherevia the natural ehaust ventilator.

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7ometimes such an arrangement does notprove satisfactory and hence the ehausting isalso done mechanically by means of a suitableehaust fan. The delivery and ehaust isproperly balanced to provided good airflow.

2) D3NN.GE

unnage% may be referred to as the wood thatis used to protect cargo. It may be in the formof wooden planks, or slats, bamboo, bambooor rush mats.

any general cargo ships have permanentdunnage, called Hspar ceiling% or Hcargobattens%, fitted over the side frames in the hold4and sometimes over the bulkhead stiffeners5.It consists of 2@3mm @3mm 4>D ?D5 timberusually fitted hori+ontally into cleats over the

side frames with the distance between theHbattens% of about ?;3mm 4GD5.

*argo battens are sometimes fitted verticallyand in such cases the initial epense isgenerally greater. !owever there tends to beless subsequent damage to the battens and

better protection is afforded to the cargo.

The tank top is usually covered with a doublelayer of non-permanent dunnage calledHportable dunnage%. The bottom layer consistsof @3mm @3mm 4?D ?D5 timber spacedabout 3.E to 2.3 metre 4?-; feet5 apart and laidathwartships - if the ship has conventional sidebilges 4otherwise laid fore-and-aft in case ofHbilge wells%5 to allow free drainage. The upperlayer consists of 2@3mm ?@mm 4>D 2D5boards laid across the lower layer, about?;3mm 4GD5 apart.

In some ships the tank top, in way of thehatch, is protected from impact damage bycargo by a permanent wooden sheating calledthe Htank top ceiling%. This does not replacedunnage and the portable dunnage should belaid over this and it should also etend overlimber boards.

7imilar dunnage arrangements will be found inthe tween decks, however the lower layer ofportable dunnage may also consist of 2@3mm ?@mm boards 4sometimes only a single layeris used5. articular attention should be paid atthe shipside stringer, where a thicker layer ofportable dunnage may be prudent, as watertends to accumulate here.

Timber used for dunnage should be clean, dry,stain free, odour free and free from nails andlarge splinters. 1ew timber should be freefrom resin and the strong smell of new wood.

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'ith some cargoes such as bagged rice etc,the hold pillars should be lagged with bamboomats. 'hen battens are not fitted on bulkheadstiffeners, a lattice of bamboos may have to beerected as a temporary measure.

It must be noted that dunnage need not be laid

if the cargo does not require ventilation. &oreample, when coal is loaded in bulk, thecargo battens are removed and no portabledunnage is laid.

The use of dunnage may be summarised as: reventing cargo coming into contact withfree moisture#water on the tween deck or tanktop. reventing cargo from coming into contactwith the steel boundary of the hold thusminimising damage due to Hship%s sweat%.

ssisting in providing ventilation, thuspreventing # reducing Hsweat%. reventing spontaneous heating byaffording good ventilation. iding distribution of weight over a layer ofcargo thus minimising crushing damage tocargo. reventing chafage between cargoes. *ertain types can prevent pilferage ofcargo. iding in distribution of cargo weight overtank top etc.

*an be used to separate cargoes 4this isnot considered as a normal practice5.

Entr( /nto Enlose" S'aesThere are many enclosed spaces on a ship - ifin doubt about any space you may have toenter *!)* &I(7T with *hief /fficer.

An Enlose" S'ae /s any space or compartment that has beenclosed or unventilated for some time. any space or compartment that may,because of the cargo carried, contain noious,flammable or harmful gases. any space or compartment which may becontaminated by cargo or gases leakingthrough a bulkhead or pipeline. any storeroom or space containing noiousor harmful materials any space or compartment which may bedeficient in oygen.

These definitions include pump rooms ontankers. There may be special instructions forroutine entry into pump rooms on your ship.ake sure you know what they are.

.N ENCLO,ED ,!.CE ,$O3LD

NE0ER BE ENTERED 3NLE,,.3T$ORIT4 $., BEEN GI0EN B4T$E M.,TER OR . RE,!ON,IBLE

O11ICER

The atmosphere in any enclosed space maybe incapable of supporting human life. It maycontain flammable or toic gases or notenough oygen.

This is why it is essential that the aster orofficer in charge, who will ensure that all thenecessary safety precautions have been takenbefore anyone is allowed to enter an enclosedspace, must give instructions or permission.

Prea%tions &e#ore EnteringTan!s Or Con#ine" S'aes

25 rior to entry into enclosed space it isessential to obtain permission first.?5 Test on tank atmosphere - should bechecked by using eplosimeter and oygenanalyser where appropriate for safe entry.

;5 8entilate space prior to entry andcontinuously during the operation so as toensure the environment is safe.5 roperly attired and safety gear should beobserved by all personnel involved in the entryinto enclosed spaces.E5 6se only intrinsically safe equipment when

the enclosed space was used to store or carryflammable cargoes prior to the entry.=5 ost signs at entrance and one competentman on standby to monitor the operation.G5 roper and effective communicationestablished between all parties involved in theentry.235 )mergency procedures and evacuationshould be briefed and well understood to allpersonnel involved.

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Assignment

lease complete the assignment and return to

9

25 7tate the functions of a cargo plan in abulk carrier.

?5 escribe ship sweat and cargo sweat andthe factor affecting sweat.

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MODULE 6 - CO.+E.T/O.AL DERR/C7R/GS

T*e Single S)inging Derri!

The single derrick rig is basically a boomsupported at its base 4heel5 by a specialpivotal arrangement called the Hgoose neck%,which allows it to be raised or lowered bymeans of a Htopping lift span% and to be swungfrom side to side by means of Hslewing guys%.

1ear the head of the derrick boom is theHspider band% onto which are attached theHderrick head span block%, the Hslewing guypendants% and the Hcargo head block%.

The topping lift span, downhaul 4the haulingpart5 is led via the Hmast head span block% onto a Hdolly winch% usually fitted with its ownmotor for the sole purpose of raising#loweringthe derrick boom 4in order ships the dailywinch may have no motive power of it%s ownand is turned by using a Hbull wire% onto theside drum of the cargo winch. safety devicein the form of a Hpawl% is fitted to the dollywinch to prevent the accidental lowering of thederrick boom.

The Hcargo runner% downhaul is led from theHcargo head block% to the cargo winch via theHderrick heel block% and usually passes througha Hrunner guide% on the boom, which preventsthe runner from sagging.

The slewing guys 4fitted on each side of theboom5 which have their wire pendantsshackled to the spider band at the derrickhead have their lower parts consisting of acordage tackle for hauling on.

The single derrick rig can be used to lift loadsto the full etent of it%s 7'9 4safe workingload5, which is marked near the heel of theboom, provided the cargo runner 4or cargopurchase5 is also rated to that 7'9.

NOTE: When a single derrick is used in theUnion Purchase rig, a preventer guy is

passed over its head on the outoard side.

single swinging derrick which converts asingle whip to a double whip and creates amechanical advantage. 6sed to lift loaddouble of the 7'9 of the cargo runner 4Thederrick must be rated higher5.



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YO-YO Gear)mployed using two or four single derricks.6sed for loads heavier than those, which canbe handled by the union purchase or singleswinging derrick.

T)o Derri!sThe two inshore derricks are rigged with a guntackle and their moving blocks are $oined by aheavy strop supporting a floating block 4K/-K/5 with the cargo hook attached. /perationis carried out by swinging both derrickstowards the hatch#quayside, keeping bothderricks heads as close together as possible.

Fo%r Derri!sTwo pairs of derricks are rigged similar to theunion purchase. The two cargo runners of the

inboard derricks are passed through a floatingblock and shackled together0 similarly theoutboard derrick runners are passed throughanother floating block and shackled together.The floating blocks are then shackled togetherto form the union with the cargo hook securedbelow them.

DERR/C7 R/GSUnion P%r*ase S(stem

&ig. - 6nion purchase rig!sle"ing guys not sho"n#

This is probably the most common derricksystem in use on general cargo vessels. Twoderricks are CcoupledD, CmarriedD, or $oined by

a union hook and worked in con$unction witheach other. Refe to fig5 .. )ach cargo boomis $oined to the vertical mast or post by aswivel fitting known as a goose neck 4sonamed because of the shape of the fitting5.Then up and down, or luffing, movement asthe boom is carried out by a topping lift#span

tackle, and the hori+ontal or athwartshipsmovement is controlled by a slewing guyattached to the outboard side of the boomhead. The two booms are linked by aschooner guy which runs from the inboardside of one boom head to the other andthence to the deck via a lead block on themast. Inboard slewing guys sometimesreplace the schooner guy but the latter tend tointerfere with the cargo-working operation. Theschooner guy is always well clear of the cargoworking area.

The guys and tackles position the derricks./ne boom is positioned over the hatch andthe other boom is positioned over the ship%sside. 'hen the booms are set up in positionthe preventer guys are set up tight. These aresingle lengths of wire which lead from theoutboard side of the boom to the deck andwhich have the function of taking the guy loadduring the cargo-handling operation. Thepreventer guy is sometimes called thestanding guy as it has no moving parts

whereas the slewing guy consists of a tackle4usually the only tackle on board ship rigged toadvantage5.

cargo wire, or runner, from each boom is$oined by a three-way swivel which is knownas a union hook. In the unloading process theboom centred over the hold lifts the load by itsrunner. /nce the loadline has been lifted to asufficient height to clear deck obstructions, thecargo runner from the other derrick is used tomove the load over the ship%s side and on the

quay or into a lighter.



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Prea%tionsThe following criteria must be complied with atall times:5a The minimum operating angle of eitherderrick should be not less than 2@L to thehori+ontal, and it is recommended that theangle be not less than ;3L05b The maimum included angle between thecargo runners must not eceed 2?3L05c The outreach beyond the midship breadth

of the ship should not less than


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,allen Derri!

The !allen swinging derrick employs the twintopping principle which allows good control ofa single derrick. This derrick was originallydesigned for loads of @ - = tonnes but loads ofover 233 tonnes are now uneceptional. Thederrick can be mounted on all types of mast orderrick post and can make a traverse fromport to starboard of 2>3 - 2=3L.

In the original design a fied frame CoutriggerDwas fitted to the mast 4as in fig. B5 which wascommonly known as a CD frame. This had theeffect of keeping the topping lifts at asufficiently wide angle to one another toensure the derrick remaining steady even

when swung out over the ship%s side to anangle of =3L from the fore and aft line. The frame also helped to keep the derrick stable inall positions, even when the vessel had a list.!owever, under some operational conditionsthere were disadvantages when using the frame:

25 'hen the derrick was swung outboard, thesharp angle created by the contact of thetopping lift guy pennant with the frame causedecessive strain in the topping lift.?5 There was a tendency fro the single-wirepennant on the topping lift to slip above orbelow the frame when working at CdifficultDangles, once again putting ecessive strain onthe topping lift.;5 The contact with the frame caused chafingon the pennant. This was reduced by fittingrollers to the frame or by protecting the wire.

The frame has been largely replaced byoutrigger rods. 4fig. ;5 which are pivoted, andare stayed on the outboard side only so thatthe rod nearest the discharging side can swingtowards the ship%s side, thus ensuring a wideseparation angle of the topping lifts.

s with other patent derricks, such as 8elleand 7tuelcken, the 8-shape arrangement ofthe topping lifts gives a broad base which isnecessary for lateral holding and guiding of

the derrick. In figure ; the broad base betweenthe topping lifts is provided by a cross-tree atthe mast head. It could also be provided byderrick posts, gate masts, or 8 masts.

In the !allen system each topping lifts runs toits own winch. !auling on both winches topsthe derrick, and if one winch hauls in while theothers pay out, the derrick slews to the side ofthe ship on which the hauling winch is located.a third winch is used for hoisting and loweringthe cargo. The derrick is controlled by two

levers. /ne lever operates the cargo,purchase and the other lever has a multi-position control for the topping and slewingoperation.

+elle Derri!The 8elle swinging derrick also uses threewinches. The cargo purchase is operated by astandard type winch but the topping lifts arearranged so that one of the other two winches



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controls the luffing while the third winch isused solely for slewing. )ach of the topping liftwinches has a split or divided barrel on towhich the ends of falls are secured. /n theluffing winch the falls are laid on to the splitbarrels in the same direction. Thus both fallswill hoist or lower the derrick simultaneously.

/n the slewing winch the falls are laid on tothe split barrels in opposite directions. Thuswhen the barrels rotate, one fall pays out whilethe other heaves in and the derricks slews toport or starboard. The topping lift luffing andslewing winches are operated by a multi-position control lever which is positionedad$acent to the cargo purchase control lever.The operator stands between the levers andoperates the cargo purchase with his left handand controls the derrick movements with hisright hand.

&igure * shows a plan view of an early versionof the 8elle derrick in which a bridle bar wasused to spread the topping lift spans at thederrick head. The bridle bar evolved into theCTD- shaped derrick head shown in &igure @.Both arrangements make very wide slewingangles possible due to the good lateralstability achieved by the spread of the spansat the derrick head. The derrick can be swungoutboard until it is almost perpendicular to theship%s side, even with an adverse list.

endulous swinging of the load has been ama$or problem with derricks in which the loadhangs a Csingle pointsD. "ood loadstabili+ation is achieved with the T-shapedderrick head as the spread of the cargo runnerreduces pendulous swinging and load rotation.

The 8elle derrick is noted for its comparativelysimple design, reliability, and versatility. Thestandard designs operate up to a capacity ofapproimately ;@ tonnes but heavy-duty

designs are capable of lifting approimately233 tonnes.

Disa"vantages o# 9D5 #rame25 'hen swung outboard, sharp anglescreated by topping guy with frame causeecess strain in topping guy.?5 t difficult angles single topping pennant toslip above or below CD frame - ecessivestrain.

;5 *ontact with frame cause chafing. (educeby fitting rollers.

T)o Levers25 /ne operates the cargo.?5 /ther 4multi-position5 for topping J slewingposition.

S,/PS CARGO DEC7 CRA.ES7ome modern ships are fitted with cranesinstead of derricks. Basically they are providedwith individual electrical driven motors topermit lifting of the HIB%, slewing of the $ib andthe working of the cargo hoist.

The HIB% is a pro$ecting hinged arm and isusually of the luffing type which allows it toensures hat the hook carrying the weightremains at the same level.

The lifting wire rope is rigged usually as asingle whip. It leads over a sheave at the headof the $ib and is called the purchase. Betweenthe purchase and the hook is a weight calledthe Hponder ball%. Its function is to help thepurchase to over-haul when there is no load.

The crane may be set to move on rails theship or along the ship or may be fied centrallywith a large reach and angle of slew.

*ranes offer the following advantages: - greater Hspotting area% particularly wheninstalled on the vessel centre line, providinggreater fleibility. faster loading#discharging rate. less time in preparing for operations. decks clear of guys, stays and otherstanding#running riggings. self contained and easier to operate.

The main disadvantages of the crane are itshigher initial cost and the possible pendulousswinging of the load when slewing is done in afast manner.

Derri! Testing7hip%s derricks are initially tested 4initial test5with the boom at an angle of not more than2@L to the hori+ontal or, if this is impracticable,;3L.

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uring its working life, it is recommended thatthe derrick be retested after any repair to thederrick or permanent fittings, or after anyalteration of the rig is not covered by the ship%splan.

'hen carrying out a test, the ecks

(egulations, form GG should be consulted, toascertain whether the accessory gearcomplies with the statutory requirements. If allis in order, the test may be carried out0otherwise, all loose gear, blocks, shackles,etc., should be sent to works for the necessarytreatment in accordance with the statutoryrequirements laid down in form GG.

The safe working load of the derrick Has rigged%should be checked by reference to theindividual safe working loads of the blocks and

shackles in the rig, either by direct calculation,or by the preparation of load diagrams. Thestrength of the wire ropes in the cargo andspan purchases should also the checked forthe required factor of safety.

If any items of gear are found to be ofinsufficient strength, either they should bereplaced by gear of the appropriate si+e andstrength, or the safe working load of thederrick reduced.

Tests are generally carried out by the use ofloads 4known as a Hdead load test%50 or by theuse of a dynamometer 4test clock5. It ispreferable that the Hinitial test% be carried outby Hdead load%.

If no particular derrick a single whip isnormally used but the derrick boom and spangear are capable of supporting a cargo loadgreater than that which may be lifted by asingle whip, a proof load may be applied withthe cargo runner double up at the derrick

head, provided that the ship%s blocks andshackles are used for the test. 'here it isfound necessary to use the doubling-upmethod 4i.e. a gun-tackle rig5, this should bestated on the certificate of test, also the safeworking load that may be lifted on a singlewhip.

'hen a derrick is rigged with a cargopurchase, and the hauling part of the purchase

is parallel to the boom, the safe working loadmarked on the upper block in the purchaseshould be greater than that marked on thelower block. This takes into account theincreased resultant load due to the tension inthe hauling part of the purchase.

Before applying a proof load to the derrick, allpermanent attachments on the mast andderrick should be carefully eamined. It isalso good practice to rig an adequatepreventer span wire rope as a precautionarymeasure against any part of the span gearHcarrying away%. This additional span wirerope should not take the mass of the mass ofthe derrick during test.

'hen proceeding with the test, the proof loadshould be applied steadily, and all fittings

should be carefully watched for any indicationof failure. part from watching, it is alsodesirable to Hlisten% for any signs of failure.

'hen testing heavy-lift derricks, care shouldbe taken to ensure that the anchorage for thetest clock is of adequate strength, avoidingany risk of structural damage to the ship. &orderricks of ;3 t safe working load and over, itis advisable to lift moving loads or use aspecially designed anchorage on the vessel,and to ensure that there is sufficient stability to

avoid ecessive list under test. It is alsoimportant that shrouds and preventers areproperly set up to give adequate support to themast. &urthermore, slewing guys should be soplaced that the angle they make with thederrick boom is not unduly narrow, so thatwhen the vessel heels over under load, theywill control the derrick without developingecessive tension.

/n completion of the test, a final visualeamination of all parts of the derrick rig, and

of all permanent attachments on the mast andderrick, should be made before issuing thecertificate of test and eamination.

In all cases the winches should be carefullyeamined to ensure that they are in goodworking order, and that the controls acteffectively. Information to this effect should benoted on the certificate of test andeamination.



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)very derrick boom should be clearly markedwith its safe working load. certificate of testfor this safe working load is required for thederrick Has rigged%, and further certificates oftest are required for the individual blocks andshackles in the rig, including such items asguy blocks, chain stoppers, etc. The

appropriate statutory forms should be used. Inthe case of wire ropes, a breaking load test4form =E5 is required.

copy of the ocks (egulations, form GG,containing all the prescribed particulars,together with copies of all the appropriatecertificates should be kept on board.

DOC7 REGULAT/O.S -S%mmar(

pply to the process of loading, unloading,moving and handling goods on any wharf,quay or ship.

Part 1: Sa#et( Meas%res AtDo!; 0*ar# An" 3%a(s

25 &encing. !eight of fence not less than ?%3>D 43.E>m5.?5 97 in readiness at wharf or quay.;5 )fficient lighting. months, other at leastevery 2? months.4Thorough eamination Fvisual eamination and hammer test or similardismantling if necessary5. "ears to be inspected before use, unlesspreviously inspected within last ; months. (opes to be of suitable quality and freefrom obvious defect. 'ire rope to be tested before beingbrought into use, inspected every ; monthsand if any wire in the rope is broken, everymonth. If number of broken wires in a length of= diameters eceeds 23A of total wire in therope, it must not be used, nor if it shows signsof ecessive wear or corrosion. 7'9 to be marked on blocks and on ringattached to chain sling. *hain#'ire slings not to be shortened bytying knots in them. achinery to be securely fenced. 7afe access and fencing to crane cabsand driver%s platform. 7'9 is to be marked on derricks andcranes. )haust steam not to obscure any part ofdeck or access.

ALAM/July 2002 Page 2$


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ethod of preventing foot of derrick beinglifted out of socket.

Part

allowed. 'alking space around cargo stacked onquay. If hold depth eceeds @ ft. it must befenced to height of ;ft unless coaming is ?%3>D. If working cargo in T# at least one sectionof hatches to be in place. 7ignaller to be employed.

Part = 1o person to interfere with gear, etc.unless authorised. /nly authorised access to be used. 1o person to go upon beams to ad$ustthem.

Part > If shipowner fails to comply with safeaccess regulations the duty to do so falls onemployer of the persons employed. (egister to be kept available forinspection.

ALAM/July 2002 Page 2%


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DOC7 REGULAT/O.S - TESTS A.DE?AM/.AT/O.S

Ever( )in* an" all

aessories t*eretoTest - roof load in ecess of 7'9 asfollows:- 7'9 less then ?3 Tons - ?@A in ecess 7'9 ?3 - @3 Tons - 7'9 N @ Tons 7'9 over @3 Tons - 23A in ecess

ethod - )ither weights or spring#hydraulicbalance. 4K1/)T)(5.

Ever( rane2"erri! an" allaessories t*ereto

Test - s above

ethod - 'eights swung as far as possibleeach way and for crane with variable $ib atmaimum and minimum radii as well. erricksto be positioned at lowest working angle.

Loose Gear 0*et*erAessor( Or .ot

Test - roof load as follows:*hain, ring, hook, shackle or shivel - ? 7'9

7ingle sheave blocks - < 7'9ultiple sheave blocks:7'9 less than ?3 Tons - ? 7'97'9 ?3 -


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n F number of sheaves in the system includinglead sheaves F theoretical ower "ained 4..5

4a Hfrictional allowance% of 2#23 of the load, for

every sheave, is normally used hence23

n'

Therefore in the eample:

7 F

?

23

5@?4@

+

.. of "untackle F ? 4disadvantage5

F?

2

23

>3

1o. of 7heaves F ?F ; tonnes

NOTE7 If a single cago "nne (single6#ip) 6as "sed fo lifting& instead of t#eg"n-tacle& t#e stess on t#e #a"ling pat6o"ld #a*e 'een +/+8 of t#e load %oet#an t#e load itself - allo6ing fo fiction int#e cago #ead 'loc5

') Esti%ating t#e Res"ltant Load on t#eCago $ead BlocThe final load on the cargo head block is aresult of:

the forces eerted by the suspended load,and the stress on the hauling part of the cargorunner#tackle.

In the figure, the Hparallelogram of forces%B* is resolved using the scaled values ofthe load B 4@ tonnes in this case5 and thecalculated stress on the hauling part 4;tonnes as determined by the formula5.

The resultant force at H% represented by the

scaled value of *, is the resultant load on thecargo head block 4equals E.= tonnes in thiseample5.

c) Esti%ating t#e Tension in t#e ToppingLift ,panThe tension in the topping lift span resultsfrom the combined effects of: weight of the load being lifted

the weight of the lifting tackle suspendedfrom the derrick head part of the weight of the derrick boom 4it isusual to take this as M the weight of theboom5.

s given in the figure, this is resolved by

etending the vector * 4representing theload to be lifted5 by a scaled amount *) equalto the sum of the weight of the lifting tackleand M the boom weight 43.? N 3.@ F 3.Etonnes in this eample5 and drawing )&parallel to the topping lift span 4parallelogram)&"5.

The tension in the topping lift span is thenrepresented by the scale value &) 4;.< tonnesin this case5.

d) Esti%ating t#e T#"st on t#e DeicThe forces which produce the thrust on thederrick boom are: the tension in the topping lift span the resultant load on the cargo head block

This is represented by the scaled value of &,which is equal to N & 423 tonnes in thecase5.

e) Esti%ating t#e Res"ltant Load on t#e$eel Bloc

The final load on the heel block results fromthe stresses in: the cargo runner, acting in the direction ofthe cargo head block, and the cargo runner, acting in the direction ofthe winch

In the eample, the stress in the direction ofthe cargo head block is ; tonnes 4asdetermined in para 24a55 whilst the stress inthe direction of the winch would be ;.; tonnes4allowing for 2#23 of the load for friction in the

heel block - using the empirical formula forstress on the hauling part with three sheaves5.

The forces are then resolved using theHparallelogram of forces% 'OKP, where OK Fscaled value of stress towards the derrickhead and O' F scaled value of stress towardsthe winch.



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The resultant load on the heel block isrepresented by the scaled value of OP.

f) Esti%ating t#e Res"ltant Load on t#eMast $ead ,pan BlocThe final load on the mast head span blockresults from:

the tension in the topping lift span and the stress on the hauling part of thetopping lift towards the dolly winch

In the eample, the tension in the topping liftspan is ;.< tonnes 4as determined in para24c55 whilst the stress on the hauling part ofthe topping lift towards the dolly winch wouldbe ;.E< tonnes 4allowing for 2#23 of thetopping lift tension for friction in the mast headspan block5.

The forces are resolved using theHparallelogram of forces% 1/, where 1 Fthe scaled valve of tension in the toppingliftspan and F the scaled value of stress inthe hauling part of the topping lift, towards thedolly winch.

The resultant load on the mast head spanblock is represented by the scale value of /.

Assignment

lease complete the assignment and return to9

25 )plain the advantages and disadvantages

of a union purchase in cargo operation.

?5 derrick ?< m long is supported by a span2? m long. ttached to a point on the mast ?3m vertically above the heel of the derrick aguntackle is rove to disadvantage is used to lifta weight of 23 tonnes. 7pan tackle also aguntackle is rove to disadvantage. The massof the boom is ? tonnes and the mass of cargogear is 3.@ tonnes. &ind the stress on:

i5 errick head purchase block shackle.

ii5 errick heel block shackleiii5 The load on the mast head span blockshackleiv5 The thrust on the derrick

4fter leaving the heel block runner makes anangle of >33 with mast5



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MODULE < - ROLL O.2ROLL OFF SYSTEMS

(o#(o vessels promote wide andcomprehensive forms of unit carriage, frompalleti+ation on basic form to heavy vehicular

traffic, including containers. echani+ation ishighly developed with mobile forms ofhandling continually increasing in adaptability,and ship design forms provide for entry andeit of cargoes in a variety of fashions. /ne ofthe most important economical aspects ofthese types of vessels is the quick turnaround. (o#(o vessels now operate witheither or a combination of bow, stern, quarteror slewing ramps, which increase theirversatility. (elated to these forms of shipconstruction are interesting facts concerning

the ship to shore interface. !eights, slope,inclination and overall dimensions also takeinto account the types of cargoes likely to behandled. There are some ramps 4link spans5which can service double decks.

Sto)ageany (o-(o vessels have a predominance ofthe weight 4e.g. ramp systems5 aft. This mayrequire that tanks are used to maintain anacceptable trim during loading operations, andmay also require that cargo is first in and last

out - to the forward lower decks. *argo maybe taken on board the (o-(o vessel in one ormore of the following ways: -a5 road vehicles with integral haulage powerwhich will also remain with the vessel.b5 road trailers which will remain with the shipthroughout the sea transport leg.c5 roll trailers which are not suitable for roadhaulage but which will remain with the shipduring sea transport.d5 cargo towed on board using roll trailers,and then cargo removed and stowed without

its wheels.e5 cargo secured on flats and carried onboard wither using roll trailers or by othermechanical handling equipment0 both the flatand its cargo being stowed as a unit.f5 pallets either singly or in groups carried onboard using roll trailers or fork lifts trucks.g5 individual items of cargo brought on boardby fork lift trucks.

8ehicles are usually close parked in lanes ofabout ; metres wide. This should allow accessfor lashing gangs to secure each vehicle

properly. *ontainers may be stowed fore andaft or athwartships, but care must be taken toensure that suitable strengthened areas of thedeck are in the way of the corner castings.

Trailers may be backed up the ramp andpositioned so that at the port of dischargetowing vehicles may have direct access to thecoupling point of each trailer, and be able totow straight off the vessel without the need toturn around. It is important that different typesof cargo e.g. containers and pallets, are

properly separated to prevent the one causingdamage to the other.

This separation, which in many cases alsoprovides restraint, may be by means of timberdunnages, dunnage bags, sheets of plywoodor hard board, and other cargo e.g. tyres etc.'here containers with air cooled integralrefrigeration units are stowed below decks, itmust be ensured that adequate ventilation canreach these containers to allow proper aircooling to take place, as well as sufficientspace, in way of the equipment end of thecontainer, so that maintenance may be carriedout and temperatures monitored. ppropriateangerous "oods regulations apply to alldangerous goods cargo. These should besegregated from other vulnerable cargoes andclosely available to fire fighting provisions.

Se%ring7ecuring of vehicles on board (o-(o vesselsmust be in accordance with an approvedsystem, making full use of trestles, pedestals,

deck securing points, as are recommended bythe builders. 7ecuring points and appropriatetrestles etc., should be used to by-pass thespringing system of vehicles in order to securethem. *ontainers should be lashed andsecured in accordance with an approvedsystem, preferably to locating cones andsecuring pins, wire, chains, hooks and leversmust be set up so as not to take undue strainand there by rack or distort the container.



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There should be a sufficient number of menwho have been trained in the use of thesecuring equipment and in the most effectivemethods of securing various types of vehicles4cargo units, so that proper lashing operationsare completed before the vessel proceeds tosea. The following precautions should betaken.

a5 ll vehicles should, as far as is possible,be stowed in a fore and aft direction with thehand brakes on and the engines in gear. nyvehicle stowed athwartships must be securelylashed.b5 The suspension units of heavy vehicles ortrailers should, wherever practicable berelieved by the use of $acks, after which thevehicles and trailers should be securely lashedin their stowed position.c5 )very stowed vehicle having a road laden

weight in ecess of ? tonnes which is not fullybalanced, should be supported at one end by

$acks, rests, trestles or table laid on frictionpads and then secured by lashings at bothends and at the sides as necessary.

d5 ll lashings should have efficient tighteningdevices.

There are several variable factors which affectthe number and strength of lashings needed.7ome of them are as under: -25 The weather conditions and duration of

voyage.?5 The si+e and weight of the vehicle of cargounit and the position of its centre of gravity.;5 The positions of the wheels, or trestles, inrelation to the cargo load, as this affects thefulcrum position and hence the tippingmoment.5 The safe working load of the lashing

equipment.

robably the most effective method of dealingwith this comple problem is to rely oneperience and past practice Q i.e. to employlashing arrangements which have provedsuccessful at times when very severe weatherconditions have been encountered. 'heresuch proven lashing arrangements areavailable, they should be displayed, eitherdiagrammatically or in a tabular fashion onspecially prepared notice boards posted in the

vehicle spaces.



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CO.TA/.ER/SAT/O.

It is a practice of grouping loads of cargotogether and stowing them in /1) containerto protect and preserve them and to ensuretheir efficient distribution. *ontainers areC!K7I*9 *769)7D, made of steel,aluminium, plastic or wood to hold a largemember of individual units for shipment. Inshort, they are boes usually of metal withdoors and lifting points.

The use of containers is international alongwith their construction. !ence, variations indesign and applications can be epected. Tostandardi+ed the equipment for internationaluse, a body known as HI1T)(1TI/197T1(7 /("1I7TI/1 4I7/5% has

been formed. This organisation is mainlyresponsible for setting standards in respect ofconstruction, durability, fitures andattachments and for methods of handling,lifting and slinging of containers. The *odesand ractices of the I7/ are issued in apublication on I7/ container standards andrecommendations, which should be read andunderstood by all officers serving on containervessels.

Freig*t Containerccording to I7/, a freight container is anarticle of transport equipment: -25 of a permanent character and accordinglystrong enough to be suitable for repeated use0?5 specially designed to facilitate the carriageof goods, by one or more modes of transport,without intermediate reloading0;5 fitted with devices permitting its readyhandling, particularly its transfer from onemode of transport to another0


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This is the si+e most commonly used in theworld container traffic, to facilitate carriage bysea, road or air having standard points forlashing, scurrying and lifting. *ontainers aremade of steel having a capacity of about 2333cubic feet. )ach container weighs about ?tons and can handle cargo of about ?3 tons.

) T6o TE3s (98 1eet ? = 1eet ? = 1eet) 'eight of container F ;.@ tons *("/ *((KI1" **ITK F ;3 to;@ tons

2) ,%all ,i>e (+8 1eet ? = 1eet ? = 1eet)

4) Medi"% ,i>e (28 1eet ? 2 1eet ? = 1eet)

Carr(ing Ca'ait( O# A S*i'The container carrying capacity of a ship isindicated by how many twenty feet containersa vessel is constructed and classified to carry.It is denoted by the term T')1TK &))T)S6I89)1T 61IT 4T)65. !ence, one


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certification of containers granted on the basisof conformity to an approved type, haveestablished regulations and procedures of arigorous nature, mostly based on I7/recommendations.

Material Use"7teel seems to be the best basic material. It issuperior in yield, tensile and sheer strengthand at the same time its elasticity is of a high

rank. 7teel is also cheaper. 7ome containersare of mied construction with frames andcastings of steel and sides and walls ofaluminium. 7ome countries are using wooden,plywood and plastic containers. &ibreglassreinforced plastic overlaid plywood containersare successfully produced. 7tainless steelcontainers are used for transportingspecialised cargoes, like foodstuff, chemicals,liquor, wines etc.

The main parts of a container are: -

1) .LL,7 The container walls are not loadbearing, they merely provide weatherprotection and security to the cargo within thecontainer. "lass reinforced plastic, aluminiumand even plywood can be used, but for alonger life of a container and to give strengthand rigidity 7T))9 is the material used.

2) CORNER !O,T,7 ain strength of acontainer lies in its corner posts. *ontainersare stacked si high, thus, corner posts shouldbe strong enough to withstand these stresses.

3) CORNER C.,TING,7 These are built intothe top and bottom of each corner post andprovide means of lifting and lashing acontainer. The top of the casting has anelongated hole for twistlocks of liftingmachinery and the sides have smaller holesfor lifting hooks of conventional cranes and forlashing.

!) DOOR,7 oors may be at the ends orsides, which can be opened fully to givecomplete access to the cargo. (ubber stripsaround each door and strong bolting systemensures that the container is watertight. Theframe of the door is also made of steel forstrength and rigidity. &or security reasons, the

bolts of the doors are sealed.

Testing An" .%mbering

*ontainers must be eamined and testedevery ?M years by *lassification 7ociety7urveyors and a certificate issued. smallplate is also fied onto the container indicatingthe date of such survey.

&or identification purposes, containers carrythe letters of their owners, like /*9 4/cean*ontainer 9ines5, 1/9 41eptune /rient 9ines5,I7* 4alaysian International 7hipping *orp.5etc. series of figures also follow theseletters, which indicate the type of a container.

FCL'hen a container is completely filled with thegoods from a shipper to a consignee, thecontainer is being used as a &699*/1TI1)( 9/.

LCL'hen a container is being used by a shipperto transport goods belonging to various



36/85


consignees, only part of a container is beingutili+ed for each and every consignee in asame /(T, the container is than said to beused as 9)77 T!1 */1TI1)( 9/.

CO.TA/.ER +ESSEL DES/G.The main ob$ect in the design of container

ships is to carry the maimum number ofcontainers within the designed length andbreadth having regard to the form andstructural arrangement. dequate structuralstrength must therefore, be provided.

Framing9/1"IT6I19 framing throughout the mainbody of the vessel. T(178)(7) framing inthe forepart and afterpart of the vessel.

Gir"ers*ontainer vessels are built having *)9969(construction at the sides, strong longitudinalbo girders are formed, port and starboardside, by the upper deck, second deck, top ofshell plating and top of the longitudinalbulkheads. !igh tensile steels are used in theupper deck and strake to form a strong bogirder. These bo girders in addition toproviding longitudinal strength providestiffness against racking stresses as well asbeing useful tank spaces.

,at*)a(!atchway is divided into three sections andtwo long hatch girders are fitted. These girdersare continuous, so that the longitudinalbending strength is shared throughout thelength of the girders and also provideadditional section modulus.

,at*es!atches or container spaces are suited for thestandard si+e of container 4?3 feet or


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imposed on them by the containers due to themotion of the vessel in the sea. *ontainersare $ust 9I&T)-/1 and#or 9I&T)-/&&.

TYPES OF CO.TA/.ER S,/PS*ontainer ships can be divided into followingcategories: -

+) 1"ll Containe ,#ipsThese are ships with special features andarrangements to carry only containers in allavailable spaces. !ence, they are generally7I1"9)-6(/7) ships. These single-purpose ships only move containers, stackedon top of each other in vertical stacks on deck.9oading is achieved by lowering the containerinto a cell or stack, vertically to its stowedposition without further shifting in thehori+ontal plane. uring discharge, thereverse procedure is followed. The containerscan be stacked on deck up to four high. Thisetends the carrying ability of a ship beyondthe confines of the hull and lessen the cubiclosses sustained by the squaring off of theship%s hold. The limiting forces here are theship%s stability and satisfactory means ofsecuring the containers in place.

The biggest and fastest and also the mostepensive container ships are those of the7)-91 E7 *977. They have a capacityof 23G> containers of ;@ and


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9ine pro$ected a big ship, 22 to E; lighters9I"!T)( 7IP) 4each5 F >2 ft. > in. ;2 ft. ? in 2; ft.')I"!T of each lighter F


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palletised, containerised, and heavy lifts. 7hecan also be converted into a roll-on#roll-offvessel and can eclusively move containers.The barges which carry cargoes, are theetensions of mothership allowing the 7eabeeherself to avoid the risk run by any big shipgoing into port and to develop the technique of

discharging offshore.

articulars of a typical 7eabee are: -*((KI1" **ITK F 2,@33 tonnes to2,=33 containers of standard ?3 feet. lus2@,333 tonnes of liquid in deep tanks.

7 (/99-/1#(/99-/&& F @ kilometres of99)K7 with a width of ?.= metres.9)1"T! F ?E> metresB) F ;?.@ metres)')I"!T F ?E333 tonnes appro.7)) F ?3 knots

B(")7 7IP) F ?G.2 metres 23.E metres1/. /& B(")7 F ;= each weighing =33tonnesB9) **ITK F ;G,333 cubic feet

They also have a heavy lift subversiveelevator at their stern with a capacity of ?333tonnes to load and discharge two barges atthe same time. Theoretically, the completeloading or discharging operation takes about2; hours. &rom the elevators, power operatedtransporters bring the lighters to and from their

storage location.

The main difference between the 9ash and7eabee is the number and capacity of thebarges each can transport. 9ash carries uptoE; barges with a capacity of with =33 tonnes eachand bale space ;G,333 cubic feet.&urthermore, 97! uses a shipboardtravelling crane, whereas 7eabee employsand elevator for the mechanical handling of

these lighters.

CO.TA/.ER ,A.DL/.GE3U/PME.T

ifferent types of container cranes are used toload and unload container ships. anyshipping companies started their containeroperations using shipboard gantry cranes.The advantage of shipboard handling

equipment is that ships can call at ports whichhave no costly custom-built installations likegantry cranes etc.

CranesIn the ma$or ports of the world there arespecial */1TI1)( B)(T!7, where two

kinds of cranes are used: -a) !otaine CaneThis is a gantry with usually /1) boom, whichmerely moves the containers from the ship%shold onto flat beds of lorries and forklift truckson the quay. This crane is employed in ma$orcontainer ports, where large container shipsarrive regularly and where storage space andmarshalling yards are consequently big orsituated near the quay.') Tanstaine CaneIt is a crane of the overhead travelling type,

which spans a storage place or marshallingyard. It is multipurpose crane, capable ofunloading ships, moving containers to theirstorage place, loading trucks and trains and,between the arrivals of vessel it can beemployed for marshalling. Its speed is low incomparison with portainer crane. This crane isperfectly suitable for ports with moderateoutput.

S'rea"ers)very container crane has a rectangularspreader frame with coupler latches in the

corners. These twist locks enter into the topholes of a container corner castings as thespreader is lowered onto the container.9atches are locked and unlocked electrically,hydraulically or pneumatically. (etractablealignment arms keeps the spreader inposition. I7/ (ecommendations gives thespecifications of corner fittings for freightcontainers.



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For! Li#ts&ront loading or side loading fork lifts are incommon use as container handlingequipment.

SECUR/.G CO.TA/.ERS

'hen loading containers on deck of the fullcontainer and roll-on#roll-off vessels, separatelashing arrangements would have to be made.The problem of lashing different si+es ofcontainers is further aggravated by differentcontainer heights and maimum permissiblegross weights of various types of boes. )achship carries a large stock of fittings, wires,bottle screws, turnbuckles and ratchets.!ooks and chain tensioning devices securethe vehicles to an elephants% foot located in adeck flush fitting with four slots in the form of across, radiating from a central hole. &irst tier ofcontainer is lowered over removable stud onthe hatch covers and decks and a safety metalpin inserted through corner castings andstuds. The second tier is fied into the first tierby inserting single or double bridging piecesinto the corner castings, or both the tiers.

Inside the holds the containers are held inplace by the cell guides.

(n deck urt*er las*ings o wire+ c*ains and

rods are pro,ided+ tig*tened y ottle screwsand turnuckles" (n some ,essels las*ing

ridges are constructed"

ALAM/July 2002 Page !0


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ALAM/July 2002 Page !1


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DEC7 CARGOES

The carriage of deck cargo - governed by7tatutory Instrument 2G>= 1o. 23=G.

25 The vessel must have adequate stability atall stages of the voyage. *argoes such ascoke and timber can absorb upto about a thirdof their own weight of water. 9osses of weightsuch as those due to consumption of fuel,water and stores must also be considered.6psetting moments - wind taken into account.

?5 dequate provision for safety of crewwhen passing from one part of the vessel toanother - a walkway has to be provided overthe cargo. 'alkway not less than 2 metre inwidth, not less ; courses of guard rails or

wires supported by stanchions intervals notmore than 2.@m. The vertical opening betweenlowest rails or wires not to eceed ?;3mm andno opening above that shall eceed ;=3mm.

;5 7teering arrangements - effectivelyprotected from damage. Breakdown in themain steering arrangements - emergencygear.


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REFR/GERATED CARGOES

De#initionny cargo that has to be loaded, maintainedand#or carried at a certain temperature in

order for it to reach its destination withoutdeterioration is classed as refrigerated cargo.This includes meat, fish, poultry products,dairy products, drugs and eperimentalsamples.

T('es O# Re#rigerate"Cargoes

25 "oods carried in fro+en state i.e. meats,fish and butter0?5 "oods carried in chilled state i.e. beef,vegetables, cheese and eggs0

;5

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