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Cargo Ventilation

Moisture is a common cause of cargo damage, so ships are fitted with ventilation systems to prevent moisture accumulation. There are two types of moisture - cargo sweat and ship sweat. Cargo ventilation systems help prevent both types of moisture, supply fresh air to cargo, remove odors and heat/moisture from some cargoes. Ventilation is important for both hygroscopic and non-hygroscopic cargoes, though hygroscopic cargoes require more monitoring and care.

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54 views

Cargo Ventilation

Moisture is a common cause of cargo damage, so ships are fitted with ventilation systems to prevent moisture accumulation. There are two types of moisture - cargo sweat and ship sweat. Cargo ventilation systems help prevent both types of moisture, supply fresh air to cargo, remove odors and heat/moisture from some cargoes. Ventilation is important for both hygroscopic and non-hygroscopic cargoes, though hygroscopic cargoes require more monitoring and care.

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© © All Rights Reserved
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Damage to cargo can happen because of several reasons such as accident, flooding,

rain water, etc. Of all the reasons, moisture is one of the most common causes of cargo
damage and a source of significant cargo claims.

In order to prevent damage of cargo because of moisture, ships are fitted with natural or
forced ventilation systems. Moisture responsible for cargo damage is also called “sweat”
on ships. Sweat is mainly of two types:

Cargo ventilation system helps in the following:

 Prevent cargo and ship sweat


 Supply fresh air to the cargo
 Prevent building up of poisonous gases
 Removing of smell of previous cargo
 Getting rid of heat and moisture given out by some types of cargo

Cargo ventilation on ships is important for both hygroscopic and non-hygroscopic


cargoes.

Hygroscopic cargo has natural water/moisture content. This type of cargo is mainly
plant products, which absorb, retain, and release water within the cargo. This water
leads to significant heating and spreading of moisture in the cargo and result in caking
or spoiling or cargo.

According to the Dew Point Rule, ventilation must be provided if the dewpoint of the air
inside the hold is higher than the dewpoint of the air outside the hold. However,
ventilation must not be provided if the dewpoint of the air inside the hold is lower than
the dewpoint of the air outside the hold.

Sometimes it’s impracticable to measure the dewpoint temperature of the cargo hold. In
such circumstances, ventilation is provided by comparing average cargo temperature at
the time of loading with the outside air temperature.

Cargo ventilation is important for both hygroscopic and non-hygroscopic products.


However, the former one requires more careful monitoring and checks along with
appropriate ventilation than the later one.

Ventilation should also be applied when either of the following rules are fulfilled:
Dew Point Rule
According to the Dew Point Rule, ventilation should only be carried out when the dew
point of the external air is lower than the temperature of the air within the hold, during
fine weather and in the absence of sea spray. This is because if external air with a
relatively higher dew point is allowed to enter the hold, cargo sweat will result.

Three Degree Rule


The so called three-degree rule is commonly applied on agricultural cargoes when
deciding whether to ventilate or not. It involves a comparison between the cargo loading
temperature and the temperature of the external air during the voyage, with the intention
that ventilation should only be given when the external temperature is at least 3°C
cooler than the average cargo loading temperature. While this technique assumes that
the cargo temperature will remain constant for the entire voyage, a number of
temperature readings should still be taken regularly during the loading and the voyage
for comparison.
The three-degree rule says that a hygroscopic cargo should be ventilated when the
temperature of the outside air is at least 3°C below that of the cargo temperature taken at
loading. This rule avoids the need to take readings in the holds after the voyage has
commenced and relies on the fact that the temperature of hygroscopic cargoes, except at
their boundaries, changes very slowly during a voyage

1. Except where the shipper provides specifc instructions to


ventilate the cargo, compartments containing coal should only
be ventilated for the frst 24 hours after departure from the
loading port. There should be regular monitoring of
atmosphere to check the concentration of pH of bilge water.
Ventilation should only be continued if the amount of methane
rises above the acceptable level. Coal should also be ventilated
prior to discharge owing to the danger of the build-up of gases
that could be ignited by a spark from the opening of the
hatches.
2. A higher pH value reading indicates the likelihood of increased
corrosion. In such cases the bilges should be kept dry by
pumping out any accumulated water. However, records should
be kept in the deck logbook for the quantity of bilge water
discharged to justify any claims of cargo shortage.
3. The ideal place to monitor the temperature of the load is the
centre of the stow. If the temperature is measured from the
side, top or corners of the hold it must be remembered that the
temperature at the centre of the cargo will be several degrees
higher.
Special Precautions for Coals Emitting Methane
If the shipper has declared that the cargo is liable to emit methane
or the methane concentration in the cargo compartment is above
20% of the Lower Explosive Limit (LEL), the following additional
precautions should be taken:

 Surface ventilation should be maintained


 hatch covers should not be opened until the accumulated
gases have been removed. Hatch covers should then be
opened carefully ensuring no sparks are initiated
 all enclosed spaces such as store rooms, tunnels and
passageways, etc, should be thoroughly monitored for
methane
 enclosed hatch covers should be ventilated.

Special Precautions for Self-Heating Coals

If the shipper has declared that the cargo is liable to self-heat, then
the following additional precautions should be taken:

 If required, the Master should seek additional guidance from


the shipper on the adequacy of the existing precautions
 if analysis of the atmosphere of the cargo compartment
indicates an increased carbon monoxide concentration, then

i) the hatch covers should be closed after loading and


additional seals applied

ii) surface ventilation should be kept to minimum

iii) carbon monoxide concentration should be regularly


measured and recorded

iv) if the hold temperature exceeds 55°C or the carbon


monoxide concentration rises steadily, expert advice should be
sought.

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