Specialist Dry Cargo OperationSpecialist Dry Cargo Operation

Objective

recognize about special requirement for keeping a cargo watch on bulk carriers, container ship and refrigerated cargo ships.

Dry bulk carriers

Code of Safe Practice for Solid Bulk Cargoes (The BC Code) cargo distribution to avoid overstressing

the ship’s structure the safety of personnel Trimming procedures, and methods of

determining the angle of repose cargoes which may liquefy cargoes which have chemical hazards

Hazards of bulk cargoes

movement during voyage

high structural stresses

spontaneous heating

corrosion of the ship structure

producing of explosive or toxic gases

absorption of atmospheric oxygen

health hazards

Loading plan on bulkers

the list of the planned sequence of loading the holds with the tonnage of each pour

Often the ballast plan is contained in the same document

Monitoring cargo and ballast operation

It is essential that the OOW monitors the loading closely, to ensure that it complies with the preplan

Grain cargoes

IMO International Grain Code

Grain Shift Moments

Grain Stability Manual

Transportable moisture limit

Transportable moisture limit (TML)

Shipper provide evidence that the actual moisture content is well below this limit

OOW may be required to tests as details describe in the IMO Code of Safe Practice for Bulk Cargoes

Bulk cargo separation

different holds/natural

vertical timber bulkheads which are usually reinforced with strong wire lashing

stout separation cloth

tarpaulin, burlap, plastic sheeting, dunnage or a combination of the these

Trimming the cargo

“Angle of Repose”

The IMO BC Code recommends that all bulk cargoes are trimmed level cargo shifting weight of the peak of the cargo may

overload the tanktop more air contact, more risk of spontaneous

combustion

Methods of Trimming

Manual –highly labour-intensive and slowMechanical –use of bulldozers-quick and reasonably effective. danger that cargo may be compressedSpout –moving the end of spout athwartships and fore-and-aftChute –a deflector plate or similar device is used on the end of the spout to shoot the cargo into the far corners of the hold

Cargo in upper wing tank

if cargo in upper wing tank and adjacent hold are same consignment, bleeder manhole from wing tank into the hold must be removed before loadingon completion, manholes in the deck must be properly closed sweep all cargo residues clear of the manhole ensure surface around the manhole in way of

gasket are free of rust replacing if gasket damage tighten the nuts evenly

Final discharge

monitor the discharge, to remove all cargo

if there is an excessive amount of cargo remaining the Master should officially inform the terminal, as well as charterers and owners

Heavy grabs

lookout for damage to ladders, pipe guards, mainframe, lower brackets and the plating of the tanktop, hopper sides, fore and aft stools and the hatch coaming                          

ContainershipsAdvantages

less handling-less damage

handle rapidly with modern high-speed equipment, reduce port turn-round time

pilferage has been reduce by 90%

standardization has led to a rationalization of the number and type of cargo-handling equipment required

goods are protected against weather at all stage of their handling

Type of container

general purpose

open top

open sided

flat rack

bolster or platform

ventilated

fantainerinsulatedreeferbulkertanker

specialized

Types of container

Types of container

FANFAN

Types of container

Stuffing containers

LCL-Less than container load

FCL-Full container load carrier not responsible for

shortage, provided the container is delivered with the original seal intact

the suitability of the goods for carriage in the container

incorrect setting of refrigeration controls

Container seal

Strict monitoring of the seals on the container door must be undertaken at all stages of the transport chainIt is recommended that there are strict controls on the issue of seals, to avoid criminal activitiesThey should be tamper proof, difficult to forge and have a unique code numberThey should be fitted by the shipper and removed only by the receiver

Responsibility of the OOW

ensure that all containers are stowed in the same positions as shown on the prestowage plan

examine all seals to check they have not been tampered with

check all open or unsealed containers, including empties, for stowaway and contraband

report any damage containers, especially on deck

ensure that reefer and fantainers are connected to the ship’s electrical supply as soon as they are loaded

Responsibility of the OOW

checked that the cargo is securely lashed on all open containers, and that the lashing/securing operation is carried out in a safe manner

check all containers carrying dangerous cargo are displaying the appropriate labels and placards as required by IMO regulations

Reefers

Organics matter such as foodstuffs decays in time due to the activities of micro-organisms. These activities are considerably reduced by a reduction in temperature.Essentially, the preservation of refrigerated cargo whilst it is on board the ship is dependent on the proper control of both its temperature and the carbon dioxide (CO2) level in the atmosphere of the cargo compartment

Controlling the atmosphere

In a modern reefer, air is blown over batteries of pipes containing a coolant

The air is ducted into the cargo compartment through the delivery vents

Circulates throughout the cargo

Then exhausted via the return vents

Controlling the atmospherethe stow of cargo must contain channels by natural, method of stowage by dunnage cartons have holes, must be aligned vertically and horizontally

excessive moisture is deposited on the cooling pipe –defrost regularly

too dry can cause “freeze burn” (shriveling & brittleness)

all living cargo produces CO2, should be maintained at less than 0.5% by introduction of fresh air once the temperature of the return air is no more than 2 Cº above the temperature of the delivery air

Controlling the temperature

The temperature of the return air over the delivery air will indicate the effectiveness of the cooling processcargo should be presented to the ship pre-cooled to the required temperature for carriagereefers can provide a range of carriage temperatures from –25 Cº to + 12 Cº, which can be controlled to within 1 Cº

Extra pre-arrival preparations

1. The cargo compartments must be scrupulously clean and free from taint. This also applies to all dunnage to be used tainted dunnage must be jettisoned tainted air can be sweetened using an ozonator tainted structure must be washed with suitable

cleanser

2. If carrying frozen cargo, all scuppers in the cargo compartments will have to be sealed with brine

Extra pre-arrival preparations

3. The entire refrigeration machinery plant must be tested, including the fans and temperature sensors

4. The pulp thermometers used by the OOW to check the temperature of the cargo during loading must be tested and calibrated as necessary

5. For certain cargoes loaded in certain countries, an ice-test calibration is performed in order to verify the accuracy of the portable and fixed temperature sensors and control equipment

Extra pre-arrival preparations

6. The compartments to be loaded at the next port must be precooled to the correct temperature for the commodity to be loaded

7. preloading survey to verify that the cargo compartments are clean, dry, free from taint and at correct temperature

8. when planning, careful about cargo which should contaminate when defrost

9. when cargoes which do not fill the compartment should be stowed at the end nearest to the refrigeration plant

Extra procedures during loading

1. OOW should log the temperature each cargo compartment when it is first open and regularly throughout the operations

2. carefully monitored condition of the cargo and continuous record of pulp temperature

3. reject wet cargo, higher pulp temperature cargo

4. careful separation as required

5. pay special attention to the ship’s side insulation to ensure it is not damage by stevedores

6. employ steel plates or suitable timber boards to protect the ship’s gratings whenever use fork-lift trucks

Extra procedures during loading

7. with some cargoes, special portable recorders are placed in the cargo compartments, OOW should record their number and location

8. keep well clear off delivery and return air vents

9. side access doors and elevator space must be kept clear of cargo

10. when air bags are used to secure cargo, they should be correctly inflated but there should still be sufficient space left for the free flow of cooling air

Extra procedures during loading11. frequently log the ambient temperature12. during meal break or stoppage to cargo operation,

close cargo compartment and run reefer machine13. if loading process is slow may be need to protect

cargo which already load by tarpaulins14. when a hold is only part full, temporarily block off

the air ducts in empty spaces15. exercise strict control over the stevedores,

especially when they are handling cargoes which may contaminate entire holds if they are spilled

16. on completion of loading, all access plugs and all doors between decks in both holds and battery spaces must be secure sealed

17. set the temperature alarms on the bridge control correctly

Extra procedures during discharge

1. Logs of the temperature of cargo compartments and refrigeration machinery should be available

2. If portable recorders have been used, these may be collected by the cargo receivers. The OOW should check and record their number, location and indicated temperature

Extra procedures during discharge

3. If local stevedore’s regulations require cooling machinery to be stopped, all stoppages must be record and OOW should regularly log temperature of cargo compartment

4. when complete discharge, advised the engineers to stop reefer machinery

Reefer container

check the temperature set on machinery agrees with that given in the shipping document

OOW should check the recorder pen is marking properly contact with recording chart disc

air vents should be set to allow gases to exhaust as per the shipper’s instructions

log date/time and temperature when first connected and final disconnected from ship power supply

regularly check for blown fuse, broken fan belt or thermostat slip by vibration