Seamanship II

STCW Table A-II/1

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Securing Cargoes
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Fundamental Securing Procedures
Shifting cargo presents hazards such as damage to the vessel or explosions. It is important
that all precautions be taken to protect cargo from shock, fire, high temperature,
moisture, or any other hazards that could lead to a catastrophe. In transit, repairs to
dunnage or resecuring shifted cargo are difficult and dangerous. The term securing
describes the procedures by which military explosives are effectively blocked, braced, and
tommed aboard merchant-type ships.
Securing is done to resist forces generated by vessel response to sea conditions and
includes various wooden structures. It also includes any straps or webs that are used to
restrain cargo stowed in the holds and on the weather deck of a ship. The terms blocking
and bracing describe more specifically the securing process. The terms are closely
related, although each function is distinctly different.
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Need for solid stow and securing of all cargoes
Cargo onboard a ship will tend to shift with the motion of the ship. This necessitates
the cargo to be lashed (secured) to the ship structure. However the lashing with ropes/
wire ropes/ iron restraining bars is not very effective because of the fact that the
tightened lashings have a tendency to work loose with the motion of the ship.
On shore any nut which is fitted tightly on a bolt works loose with vibrations as such
- spring washers are used together with check nuts and split pins to prevent the
working loose of such nuts. This is not practical on shipboard lashings - except for
turnbuckles and bottle screws with restraint bars. Below deck lashings further are not
attended to during sailing and if they work loose it is practically impossible to do a very
effective job to re-secure them. Temporary measures are often adopted and these may
not be very effective as stated earlier.
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Need for solid stow and securing of all cargoes
Thus the only way to prevent the lashings from working loose is to stow the cargo
very close to each other and then to shore the cargo with timber. This would prevent
the cargo from acquiring momentum while swaying with the ship and thus prevent to a
large extent the working loose of the lashings.
For bagged cargo if the same is not stowed solidly and thus allowing too much of
broken stowage, would tend to shift with the motion of the ship, thus shifting the
centre of gravity laterally and inducing a list to the ship. This coupled with the heeling
of the ship would make the weather deck of a ship too close to the water line and thus
endanger the safety of the ship.
Bulk cargo on general cargo carriers are therefore saucered with the same cargo, in
order to prevent the cargo from shifting to one side.
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Need for solid stow and securing of all cargoes

Deck cargo due to the high KG is especially vulnerable lateral shifting and the
lashings work loose and also to part lashing. Especially since the transverse
momentum gained by such cargo during the rolling of a ship is liable to part
lashings. Thus all deck cargo has to be definitely shored and then also lashed to
deny the cargo from gaining any momentum.
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Cargo liable to slide during rolling, such as steel rails, should
be Stowed fore and aft
All long cargoes such as steel rails, pipes, long steel plates as well as steel coils
are stowed with their ends in the fore and aft direction. This again is necessary due
to the fact that most of theses cargo cannot be individually lashed they rather
grouped into bundles and the bundles are lashed to make many small bundles of
pipes or rails as the case may be. 
This prevents the individual pipes from sliding and since as mentioned the
transverse momentum is quite large when the ship is rolling, and the pipes are thus
prevented from damaging the sidewalls of the hold. This is severe since repeated
banging has resulted in tearing holes in the shipside plates below the waterline and
the ship capsizing due the inflow of water.
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 Blocking
Blocking is the act of attaching solid pieces of wood, or blocks, to a deck,
bulkhead, or overhead, so that these pieces lean directly against the cargo to
prevent its movement. Blocking must be braced, shored, or tommed to be
effective. The basic technique of blocking from which more complex securing
structures are developed. Additional bracing would be required to secure the item
adequately. Since blocking may be nailed directly into the wooden deck, the load
may be secured in any location in the hold without the need for extending pieces to
permanent ship's structures for bracing. Since it is very difficult to drive nails into a
metal deck, 4- by 4-inch lumber must be extended to the bulkhead to provide
necessary bracing.
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Shoring and Tomming
Shoring, which includes blocking and bracing, is the process of securing cargo to
prevent side-to-side movement by supporting it from the side. Shoring may also be
used to prevent downward movement by supporting cargo from below. Tomming is
the securing of cargo to prevent upward movement. Personnel secure the cargo by
running lumber from the ship's overhead structure down to the cargo either
vertically or at an angle.
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Lashing
 Lashing is the securing of cargo for transportation with the goal of minimizing
shifting. Items used for lashing include ropes, cables, wires, chains, strapping,
and nets. These items are anchored to the container and tensioned against the
cargo. Another form of lashing used four devices attached to the top of each corner
of a container. Lashing is products and methods are governed by various authorities
such as the Association of American Railroads (AAR) for rail transportation in North
America, the international Maritime Organization (IMO) for ocean transportation
and the National Motor Freight Traffic Association (NMFTA).
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Choking
The process of securing cargo inside a
container. This includes strapping,
dunnaging or using air cushions to
stabilize the cargo. Proper choking of
cargo reduces the risk of damage during
transport of both the cargo and the
container.
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Methods of Securing Cargo
1. Cargo shall be secured according to recognised principles, taking into account
the dynamic forces that may occur during sea transport and the most severe
weather condition expected. Ship handling decisions should take into account
the type of cargo and stowage position of the cargo and the securing
arrangements.
Care should be taken to distribute the forces as evenly as possible.
If in doubt the lashing arrangement should be verified using an acceptable
calculation method.
The securing gear should be adapted to the cargo to be carried.
Lashings are to be kept as short as possible.
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Methods of Securing Cargo
2. Prior to loading cargo, the following should be checked:

Relevant deck areas are, as far as practicable, to be clean, dry and free from oil
and grease.
Cargo, cargo transport unit or vehicle to be suitable for transport.
Necessary securing equipment is to be found onboard.
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Methods of Securing Cargo
3. The securing equipment should be:

available in sufficient quantity including reserves

suitable for the purpose
of adequate strength
practical and maintained

The required strength, which depends on the lashing forces, can be calculated
based on methods for evaluating forces.
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Methods of Securing Cargo
4. Securing operations shall be completed before the ship leaves the berth and the
securing should be based on proper planning, execution and supervision.
Relevant personnel should be properly qualified and experienced and should
have a sound practical knowledge of the application and content of this Cargo
Securing Manual.
The master shall take care in planning and supervising the stowage and securing of
cargoes based on information about the cargo.
The cargo is to be distributed with attention to the ship stability so that the
hazards of excessive accelerations are reduced as far as practicable.
Due attention to the ship’s structural strength should be taken.
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Methods of Securing Cargo
5. Where practicable, cargo units shall be provided with a Cargo Stowage and
Securing Declaration, stating that the cargo has been properly stowed and
secured, taking into account the CARGO SECURING MANUAL FOR M/S TEST
VESSEL Page 12 IMO/ILO Guidelines for Packing Cargo in Freight Containers or
Vehicles. In general, cargo carried in containers, road vehicles, ship borne
barges, railway wagons and other transport units should be properly packed
and secured within these units. Relevant expertise should be called for, if found
necessary, when considering the shipment of a cargo with unusual
characteristics, i.e. cargo which may require special attention to location,
stowage/securing and weather conditions.
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Methods of Securing Cargo
6. If the duty officer considers that a cargo is not safely secured to a cargo unit,
measures shall be taken to avoid shifting of the cargo. If adequate measures are
not possible, due to the nature of the cargo or lack of securing points, the cargo
unit shall not be taken on board. Reference in this respect is made to TfK Report
1990:6E “Loading and Securing Cargo on Load Carriers, Advice and instructions”.
7. The securing arrangements shall be adequate to ensure that there will be no
movement which will endanger the ship. Slackening of the securing gear due to
cargoes which have a tendency to deform or to compact during voyage shall be
avoided. Cargoes with low friction coefficient should also be tightly stowed
across the ship to avoid sliding. Suitable material such as soft boards or dunnage
should be used to increase friction.
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Methods of Securing Cargo
8. Cargo units containing hanging loads (e.g. chilled meat, floated glass) and very
high cargo units are, because of the relatively high position of the centre of
gravity, particularly prone to tipping. Whenever possible they should be located
in positions of least movement i.e. on the centre line, towards amidships and
on a deck near the waterline.
9. Safe means of access to securing arrangements, safety equipment, and
operational controls shall be provided and properly maintained. Stairways and
escape routes from spaces below the vehicle deck shall be kept clear. The cargo
spaces should be, as far as practicable, regularly inspected during voyage.
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Methods of Securing Cargo
10. Lashings shall not be released for unloading before the ship is secured at the
berth, without the Masters express permission.
11. Cargo shall not obstruct the operating controls of stern doors, entrances to
accommodation and/or fire fighting equipment.
12. Dangerous goods shall be segregated, stowed and secured according to the
IMDG code and valid instructions for this ship.
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Heavy loads and Heavy lifts
Heavy-lift items and project cargo are often of high value and great weight.
They may have delicate parts that must not be contacted and they may or may not
be suitable for carriage on deck, which will undoubtedly mean wetting by rain and
sea water. They must be fitted with lifting points and lashing points that are of
adequate strength and positioned in appropriate places. The carriage of these
items should be planned in great detail from origin to destination. Of particular
interest here is the planning of the stowage and securing.
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Stowing and securing vehicles and trailers
Wheel-based cargoes, in the context of these guidelines, are all cargoes
which are provided with wheels or tracks, including those which are used for
the stowage and transport of other cargoes, except trailers and road-trains
(covered by chapter 4 of this Code), but including buses, military vehicles with
or without tracks, tractors, earth-moving equipment, roll-trailers, etc.
The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean
and free from grease and oil.
Wheel-based cargoes should be provided with adequate and clearly marked
securing points or other equivalent means of sufficient strength to which lashings
may be applied.
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Stowing and securing vehicles and trailers
Wheel-based cargoes which are not provided with securing points should have
those places, where lashings may be applied, clearly marked.
Wheel-based cargoes, which are not provided with rubber wheels or tracks with
friction-increasing lower surface, should always be stowed on wooden dunnage
or other friction-increasing material such as soft boards, rubber mats, etc.
When in stowage position, the brakes of a wheel-based unit, if so equipped,
should be set.
Wheel-based cargoes should be secured to the ship by lashings made of material
having strength and elongation characteristics at least equivalent to steel chain or
wire.
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Stowing and securing vehicles and trailers
Where possible, wheel-based cargoes, carried as part cargo, should be stowed close
to the ship's side or in stowage positions which are provided with sufficient securing
points of sufficient strength, or be block-stowed from side to side of the cargo space.
To prevent any lateral shifting of wheel-based cargoes not provided with adequate
securing points, such cargoes should, where practicable, be stowed close to the
ship's side and close to each other, or be blocked off by other suitable cargo units
such as loaded containers, etc.
To prevent the shifting of wheel-based cargoes, it is, where practicable, preferable to
stow those cargoes in a fore-and-aft direction rather than athwartships. If wheel-
based cargoes are inevitably stowed athwartships, additional securing of sufficient
strength may be necessary. 
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Stowing and securing vehicles and trailers

The wheels of wheel-based cargoes should be blocked to prevent shifting.

Cargoes stowed on wheel-based units should be adequately secured to stowage

platforms or, where provided with suitable means, to its sides. Any movable
external components attached to a wheel-based unit, such as derricks, arms or
turrets should be adequately locked or secured in position.
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Cargo securing arrangements
Particular care should be taken to distribute forces as evenly as practicable
between the cargo securing devices. If this is not feasible, the arrangements
should be upgraded accordingly.
If, due to the complex structure of a securing arrangement or other
circumstances, the person in charge is unable to assess the suitability of the
arrangement from experience and knowledge of good seamanship, the
arrangement should be verified by using an acceptable calculation method.
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Passenger operations
A passenger ship is a merchant ship whose primary function is to carry
passengers. The type does however include many classes of ships designed to
transport substantial numbers of passengers as well as freight. Indeed until
recently virtually all ocean liners were able to transport mail, package freight and
express and other king posts, or other cargo-handling gear, cargo holds and
derricks were equipped for the purpose. Only in more recent ocean liners and
virtually all cruise ships has this cargo capacity been eliminated.
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Deck Cargo
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Deck Cargo
Cargo which are normally carried on deck include the following but are not
limited to these and many exceptional cargoes may be carried and also have been
carried in the past.
Dangerous cargo – IMDG cargo not permitted on deck
Large packages which due to any size restriction may have to be loaded on to the
deck
The above includes engineering or construction equipment
Odd size package
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Deck Cargo
Where the bulk volume far exceeds the weight of the cargo – knocked down
bridges, port equipment – not easily liable to weather damage.
Occasionally livestock in limited numbers
Onions or other perishables – short voyages with the weather holding
Yachts – luxury boats.
Cast iron goods – man hole covers – pipes.
The list is endless and it all depends on the routes, the trading pattern and the
weather.
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Deck Cargo
The cargo whether on deck or under deck stow has to be stowed well and the cargo
should be prevented from moving and gaining enough momentum to part lashings and
damage the ship structure.
Deck cargo is liable to damage itself – fall overboard and thus be lost. However the
misery does not stop here in the act of parting lashing and going overboard the deck
cargo unleashes considerable damage to the ship structure as well as the crewmembers.
Small apparently insignificant items such as sounding pipes and air pipes are often
torn out and this may endanger the ship from the resulting chances of flooding lower
down compartments. Crewmembers ordered to lash cargo where the lashings have
parted have been seriously injured and some have lost lives combating the shifting
cargo.
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Deck Cargo
The point is to have a good solid stow – prevent the cargo from shifting and
gaining momentum with the shift. Since this would part any strong lashing. The
lashing undertaken should be for the worst sea condition that may be experienced.
Deck cargo loading on top of hatch covers should be carefully planned. All
loading of under deck spaces should have been completed – lashing may continue
with portable lights.
The hatch covers should be closed and battened down – all side wedges as well
as cross wedges (centre wedges) should have been fitted. With the hatch cover
sealed for sea, the space should then be given out for loading of deck cargo.
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Deck Cargo
The permissible load density of the hatch covers should be checked and timbers
laid to spread the weight of the cargo. The load density of the hatch covers are
given for a new vessel and as the ship ages the load density would reduce due to
fatigue of the metal as well as wear and tear. Thus the utmost need to spread the
weight using timber.
Shoring and toming of the hatch cover from below deck is practically useless
since the hatch cover moves/ slides somewhat with the motion of the ship.
The height of the cargo on the hatch covers as well as that on deck should not
be so high that the view is obstructed from the Navigating Bridge.
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Deck Cargo
The weight of the ice may be in excess of a hundred tonnes, and thus the
danger of a ship regarding stability.
As with the above any deck cargo for that matter would have a very high KG as
such the GM (F) would be quite small. Especially in the case of GC vessels, which do
not have a very large GM (F) the loading of deck cargo, is bound to lead to further
loss of GM (F). If the ship loads the deck cargo with her own gear then the ship
would during the loading operation have still further low GM (F) due to the KG of
the load being at the top of the derrick/ crane for part of the loading sequence.
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Deck Cargo
Where the bulk volume far exceeds the weight of the cargo – knocked down
bridges, port equipment – not easily liable to weather damage.
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Deck Cargo
Containers on deck
Containers when they are loaded on deck are subject to the following
consideration – barring stability, which would have been planned for.
The load density of the deck
Spreading the load of the container evenly
Chocking the container base to prevent shifting due to rolling or pitching
Lashing the container for the above as well to prevent the container from being
bodily lifted.
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Placing the containers in as close a group as possible
Safeguarding the sounding pipes and the air pipes within the periphery of the
container space.
Keeping the fire hose boxes clear as well as the passage leading to them, the fire
hydrants should similarly be kept clear.
No lashing should be taken which would damage or cause to be damaged the fire
lines.
Checking that the leads for the lashing wires are adequate as well as that the
chocking points are well supported
Keeping a passage for crew members to check the lashings during a voyage.
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In general the close stow is difficult on GC vessels where the container is usually
loaded between the hatch coaming and the bulwark. So the container should be
loaded as close as possible to the hatch coaming, as well as close to the Mast
House structure. If few containers are being loaded then the shelter offered by the
Mast House structure should be kept in mind.
The load is spread by having the container loaded onto timbers at least 4” x 4”.
The timbers should be extended to well beyond the shoe of the container in all
directions to spread the load. Once this is done the chocking of the container is
started. Again heavy timbers are used and the container is first secured to prevent
any lateral and transverse shifting. While selecting chocking points all heavy
framework should be selected. Bulwark stays are not strengthened enough to be
used as chocking points.
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Hatch coamings may be used and as a last resort bulwark stays. After the
chocking is completed the container is lashed. The lashing is further to prevent the
longitudinal as well as the transverse shifting. For this the base shoes offer the best
lashing points. To prevent the container being bodily shifted out the lashings are
continued to the top shoes.
All lashing should be separate in the sense that a single lashing wire should not
be passed over a few shoes and then lashed at the final point. Each lashing should
have a turnbuckle or bottle screw incorporated and there should be at least 60%
free thread in them after completion of lashing.
The bottom lashing and the top lashing should not be counted together fore the
purpose of assessing the total number of lashings taken for the container. The top
lashings are for bodily rise and as such should be counted separately.
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This shows a container ship lashing; note

that the container is loaded onto the ship
shoe slots which are strengthened, the
rod lashings are only for the top of the
containers.
Here the bottom shoes are not lashed
since the ships sunken shoes and twist
locks effectively chock and lash the
bottom of the container.
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Stowage and Lashing of Timber deck cargoes as laid down by
IMO code of Safe Practice for Ships Carrying Timber Deck
Cargoes
The purpose of the Code is to make recommendations on stowage, securing
and other operational safety measures designed to ensure the safe transport of
mainly timber deck cargoes.
This Code applies to all ships of 24 m or more in length engaged in the carriage
of timber deck cargoes. Ships that are provided with and making use of their
timber load line should also comply with the requirements of the applicable
regulations of the Load Line Convention.
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Deck Cargo
Timber load line
A special load line assigned to ships complying with certain conditions related
to their construction set out in the International Convention on Load Lines and
used when the cargo complies with the stowage and securing conditions of this
Code. Weather deck means the uppermost complete deck exposed to weather and
sea.
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Deck Cargo
The stability of the ship
Including during the process of loading and unloading timber deck cargo, should be
positive and to a standard acceptable to the Administration. It should be calculated
having regard to:
The increased weight of the timber deck cargo due to:
Absorption of water in dried or seasoned timber, and
Ice accretion, if applicable;
Variations in consumables;
The free surface effect of liquid in tanks; and
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Deck Cargo
Weight of water trapped in broken spaces within the timber deck cargo and
especially logs.
Safety precautions to be taken as far as stability of the ship is concerned
The master should:
Cease all loading operations if a list develops for which there is no satisfactory explanation
and it would be imprudent to continue loading;
Before proceeding to sea, ensure that:
The ship is upright;
The ship has an adequate metacentric height; and
The ship meets the required stability criteria.
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Deck Cargo

Ships carrying timber deck cargoes should operate, as far as possible, with a safe
margin of stability and with a metacentric height which is consistent with safety
requirements but such metacentric height should not be allowed to fall below the
recommended minimum
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Container Cargo
Sea Containers were invented in the mid 1950s by Malcolm McLean, a North
Carolina trucking owner who grew tired of wasting his trucking company’s time
with trucks standing idle in line as ships were unloaded bit by bit by dockworkers. 
McLean developed sealed truck trailers and the concept of loading and
unloading the trailer interiors only at the points of origin and destination. The first
ship modified to accept these “containers” on deck, sailed with 58 of them
from New York to Houston in April 1956. This was the start of McLean’s company,
the Sea-Land Corporation. 
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Container Cargo
The Matson Line (Hawaii) put the first fully containerized ship into service in 1960. 
The International Standards Organization (ISO) first established container standards in
1961.  The ISO standard is not prescriptive and instead simply stipulates tests that the
containers must pass.
Modern container ships have only one problem – when the ship arrives in port, the
object is to unload the containers quickly to get them on to their final destination and to
get the container ships back out to sea fully loaded heading for the next port. 
To accomplish this, container ships are equipped with steel skeletons called “cell guides”.
A special lifting fixture is used with remote actuators, which engage the corner
blocks on the top of the container. 
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Container Cargo

Containers come in two basic sizes – 20 Footer and 40 Footer and are commonly
known as TEU (Twenty Equivalent Units) and FEU (Forty Equivalent Units).

The external body of the container is made of corrugated sheet metal and is not
capable of taking any load. The four corners have shoes and are strengthened to take
in load.

 
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Container Cargo
The inside bottom has a wooden
ceiling. There are weather-insulted vents
provided to facilitate venting.
The weights marked on the
containers are TARE weight and LADEN
weight. TARE weight is the weight of the
empty container and is usually 2200KGS
for a TEU, while the LADEN weight may
be anything from 20000KGS to 32000KGS
(strengthened steel construction).
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Container Cargo

The container shoes fitted at the

corners are hollow with 5 oval slots to
facilitate the fitting of container fittings as
well as for lifting the container – either by
using conventional wire slings or by
spreaders.
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Container Cargo
Rod Lashing Bar
Lashing of containers on purpose
ships are supplied from reputed lashing
makers and have been tested for the Corner Eye Pad Side Stack Thrust
loads they are to lash. Various fittings are Fitting
used and all of these are generally carried
on board.

Bridge Twist Lock

Base stacker Twist Lock Double stacker Space stacker

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Container Cargo
A spacer stacker is used where there is a difference between adjacent
containers as loaded in their heights, one being the 8ft and the other 8.5FT.
On normal ships where these fittings may not be available wire ropes are used
however the number of ropes to be used would be decided by the weight of the
container. On GC ships with no provision for built in shoes only single height loads
are carried.
The lashings to be done are specified in the container-lashing manual supplied
to the ship from the building yard. This is not to be reduced since the stresses have
been calculated and the number of lashings incorporated.
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Container Cargo
The containers are loaded onto a container ship in a specified manner. The ship
is divided into BAYS or ROWS. Looking from the side the bays are marked from
forward to aft. The containers are stacked in tiers and are in general called the
stacks.
This way ensures that any container can be located very easily – knowing the
bay number and the row number isolates the location and the stack height give the
exact position of the container.
On container ships the containers are lowered onto slots inside the holds, the
holds bottom is provided with sunken shoes, twist locks/ stackers are fitted onto
these and the container is lowered onto them.
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Container Cargo

Cell Guides on Deck – Open hatch

concept
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Container Cargo
Cell Guides on Deck – Open hatch concept
Some containers are designed to carry refrigerated cargo, these special
containers have their own cooling plant in built on one end of the container, and all
that is required for the ship to provide is a power point for the electricity. The
containers come with their own recording device and card, the ships officers has to
renew the card on the expiry of the same, and is to see that the cooling plant does
not stop functioning, manuals are provided whereby ships staff can do some minor
repairs to the plant.
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Container Cargo
Cell Guides on Deck – Open hatch concept
Today a variety of cargo which previously was thought could only be loaded
onto a general cargo ship, is transported on container ships. An example is a tank,
thus small parcels of liquid is carried on container ships.
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Container Cargo
Cell Guides on Deck – Open hatch concept
Lashing of containers is very important since a typical container ship has a low
GM(F), consequently the ship rolls quite a bit and the stresses developed by the
cargo swaying is liable to break the lashings and put the containers into the sea.
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Container Cargo
Cell Guides on Deck – Open hatch concept
All lashings are to be done following the ships lashing manual. In general the
following is a typical lashing system, others may also be accepted if permitted by
the manual.
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Container Cargo
Cell Guides on Deck – Open hatch concept
The planning of loading of a container ship is normally undertaken ashore, but the
officer in charge of the watch should keep an eye on the loading to detect errors in
stowage which may occur. A particular watch should be kept for containers with
dangerous goods placards to see that their stowage satisfies segregation requirements
as laid down in the IMDG code.
Other things to watch for are that container marked for underdeck stowage do not
end up on deck – this is serious since the container may be for second port by rotation,
also the heavier containers are generally loaded underdeck to increase the GM. Thus in
addition to a loss of GM the ship would also have a mess up at the disport.
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Container Cargo
Cell Guides on Deck – Open hatch concept
Refrigerated containers should be loaded where they can be connected to the
ship’s power supply and the duty officer is to ensure the same. While loading a
slight slackening of watch can become a liability since the gantries load very fast
and to unload or to shift is expensive and time consuming – even if the fault
actually is of the port.
Sometimes containers are loaded which due to the nature of the contents have
to be overstowed, in this case the container is loaded and the container is then
blocked off so that there would be no chance of any pilferage – such containers
may carry – currency/ coins, drugs, and mail or other high value cargo.
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Bulk Cargo
International Maritime Solid Bulk Cargoes (IMSBC) Code
The International Convention for the Safety of Life at Sea, 1974 (SOLAS Convention),
as amended, deals with various aspects of maritime safety and contains, in chapter VI,
the mandatory provisions governing the carriage of solid bulk cargoes.  These provisions
are extended in the International Maritime Solid Bulk Cargoes Code (IMSBC Code).
The primary aim of the International Maritime Solid Bulk Cargoes Code (IMSBC
Code), which replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code), is to
facilitate the safe stowage and shipment of solid bulk cargoes by providing information
on the dangers associated with the shipment of certain types of solid bulk cargoes and
instructions on the procedures to be adopted when the shipment of solid bulk cargoes is
contemplated.
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Bulk Cargo
The prime hazards associated with the shipment of solid bulk cargoes are those
relating to structural damage due to improper cargo distribution, loss or reduction of
stability during a voyage and chemical reactions of cargoes.  Therefore, the primary
aim of the IMSBC Code is to facilitate the safe stowage and shipment of solid bulk
cargoes by providing information on the dangers associated with the shipment of
certain types of solid bulk cargoes and instructions on the procedures to be adopted
when the shipment of solid bulk cargoes is contemplated. 
Observance of the Code harmonizes the practices and procedures to be followed
and the appropriate precautions to be taken in the loading, trimming, carriage and
discharge of solid bulk cargoes when transported by sea, ensuring compliance with
the mandatory provisions of the SOLAS Convention.
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Bulk Cargo
The IMSBC Code was adopted on 4 December 2008, by resolution MSC.268(85),
and entered into force on 1 January 2011, from which date it was made mandatory
under the provisions of the SOLAS Convention.  Since then, the Code has been
amended by resolutions MSC.318(89), MSC.354(92) and resolution MSC.393(95).
It is worth noting that the IMSBC Code does not cover the carriage of grain in
bulk.  The specific requirements for the transport of grain are covered by the
International Code for the Safe Carriage of Grain in Bulk (
International Grain Code, 1991).
The Maritime Safety Committee (MSC) is authorized by the IMO's Assembly to
adopt amendments to the Code, thus enabling the IMO to respond promptly to
developments in transport.
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Bulk Cargo
Angle of Repose
The maximum slope angle of non-cohesive (ie, free- flowing) granular material.
It is measured as the angle between a horizontal plane and the cone slope of the
material. 

Cargoes That May Liquefy

Cargoes that contain a certain proportion of fine particles and a certain amount
of moisture. They may liquefy if shipped with a moisture content in excess of their
transportable moisture limit. 
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Bulk Cargo
Flow State
A state occurring when a mass of granular material is saturated with liquid to an
extent that, under the influence of prevailing external forces such as vibration,
impaction or ship's motion, it loses its internal shear strength and behaves as a
liquid. 

Transportable Moisture Limit (TML) of a Cargo Which May Liquefy

The maximum moisture content of the cargo which is considered safe for
carriage in ships. 
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Bulk Cargo
Preparation of cargo holds
When nominated to load grain cargo ship staff shall remember the following issues:
1. Even after discharging other grain cargo prior to nomination, the holds will
require as thorough cleaning and preparation as required for any other
previous cargo.
2. There shall be no trace of any previous cargo residue anywhere in the holds and
its structures.
3. There shall be no Loose Rust or flaking paint patches allowed at any part of the
cargo holds.
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Bulk Cargo
4. The hatch covers underneath and hatch coamings with their channels &
drainage shall be free of loose rust, paint flakes and cargo residue.
5. Cargo holds bulkheads and sides and hopper plates shall have no previous
cargo dirty stains (coal or dark ore cargo stains).
6. Rust on the Tank top is common on bulk carriers. Loose rust is not accepted.
Hard adhering rust need not be removed.
7. Cargo holds and weather decks shall be inspected after cleaning and washing to
ensure that there is no trace of any live or dead insect/weevils
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Bulk Cargo
8. The cargo hold bilges shall be clean, free of any trace of previous cargo residue
or rust particles and odour-free. The bilge suction effectiveness shall be verified
Weather deck including cross decks and around the coaming stays and underneath
pipelines shall have no trace of previous cargo residue.
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Bulk Cargo
Hold cleaning criteria:
1. Previous cargo determination
Find out what was last 3-5 cargoes carried and inform all crew so that all
know what cargo residue to look for.
2. Removal of cargo residue:
Air Blow from top using high pressure air ( air nozzle tied to long pole to reach
all accessible corners) or if available, close washing with high pressure (250 bars
and above) water lance gun special attention to following areas:
 STCW Table A-II/1
Bulk Cargo
Australian ladder and its platforms and stanchions
Beams and girders under cross decks
Pipe guards recess behind the pipes
Large pipes holding brackets behind the pipes
Behind the flat face of the transverse frames
Horizontal stringer plates wherever fitted
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Bulk Cargo
Cargo hold-cargo residue
of cement sticking all over
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Bulk Cargo
Frame face plate

Cargo residue stuck hard

behind shell frames

Cargo residue
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Bulk Cargo
Brackets for pipes
where cargo residues
usually accumulate
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Bulk Cargo

Cargo residue sticking

to plain bulkhead
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Bulk Cargo
The areas under cross
decks where the beams
and girder flanges can have
cargo residue
Flanges of
beams &
girders
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Bulk Cargo
Solid plate guards of pipes brackets
passing through holds. Cargo
residue remains inside the
guard plates and brackets

Cargo
residue
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Bulk Cargo
3. Removal of Loose Rust & Paint Flakes:
Wherever loose rust is suspected (general appearance of paint flakes or blisters
on painted surface) a sharp hand scraper shall be used to take off the peeling rust
& paint flakes. Special attention to following areas:
Australian ladder and its platforms, hand rails and stanchions
Beams and girders under cross decks
Pipe guards recess and behind the pipes
Large pipes holding brackets and behind the pipes
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Bulk Cargo
Behind the flat face and vertical face of the transverse frames and brackets- also
hopper tank plates
Hatch coamings and under hatch covers
Man entry booby hatches & covers
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Bulk Cargo
Loose rust and
rust blisters and
Loose rust flakes and blisters paint blisters
on hold bulkheads
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Bulk Cargo

Widespread rust blisters on

cargo hold bulkhead
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Bulk Cargo

Rust scales on side frames

which come off with scraper
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Bulk Cargo

Rust flaking and loose on the

pipes
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Bulk Cargo

Perfectly painted surface have

isolated loose rust blister
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Bulk Cargo
4. Condition of underneath of hatch covers
Inspect condition of underneath of H/Covers when in open condition
Any loose rust or cargo residue shall be scraped off
Areas around the grain hole/ cement holes –special attention
H/Cover vent louvres and nets are usually found rusty
Paint the scraped areas to have clean look
H/Cover channels and drains require clean appearance-no cargo residue
accepted
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Bulk Cargo

Loose rust flakes and cargo

residue underneath hatch Vent. Louvers
covers
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Bulk Cargo

Loose rust flakes underneath

hatch covers
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Bulk Cargo

Special attention to be paid

for any grain hole or cement
hole covers

Grain holes on hatch covers

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Bulk Cargo

Hatch cover underneath-

Acceptable condition
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Bulk Cargo

Man entry booby hatch

entrance and its cover rust
and cargo residue
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Bulk Cargo

Hold entrance booby hatch

acceptable condition
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Bulk Cargo
5. Removal of previous cargo stain
Cargo stains left by previous dirty cargos such as Coal and Mineral Ores must be
remove as much as possible
Such stains shall not be acceptable if it comes off on a white cloth rubbing –
surveyor/inspectors do carry out this process
Vessel shall have sufficient cleaning chemical like Aquatuf available on board along
with spraying equipment, chemical resistant personal protective clothes and
safeguards.
Vessel must have Air pressure Combi-Gun/Tobey Gun to clean such stains at higher
places
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Bulk Cargo

Cargo stains of coal cargo on

the end bulkhead and hopper
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Bulk Cargo

Cargo stains of coal cargo on

the hopper plates
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Bulk Cargo
6. Removal of tank top loose rust
Tank tops of bulk carriers can never stay painted as heavy bulldozers and grabs
work on them.
Tank top should be free of loose rust and cargo residue
Any rust which can be scraped by hand scrapers should be removed. Hard
adhering rust is not a hindrance to hold acceptability.
The tank top should be rinsed with fresh water.
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Bulk Cargo

Cargo hold tank top- loose

rust patches
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Bulk Cargo

Tank top extensive loose rust

coming up by scraping
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Bulk Cargo
7. Presence of Insect/ Weevil/Larvae in cargo holds.
If vessel had carried grain cargo in the recent past it is possible to have such live
or dead insect/weevil/larvae in holds.
They are usually found at the welding seams of tank top & hopper or bulkheads,
in the hold bilges upper corners, corners of frames and brackets.
Crew shall look for these insect specifically and carefully after all cleaning is done.
Brooms, Mops and burlaps used for preparation may also bring them in.
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Bulk Cargo

Stored Grain Pests and Weevil

Larvae
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Bulk Cargo

Weevils found in Rice and

Wheat
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Bulk Cargo
8. Cleanliness of cargo hold bilges
Hold bilges must be cleaned thoroughly to remove all residue, rust particles and
cargo stains etc.
The filter (Rose Box) must be cleaned thoroughly
The bilge well sections shall be washed with continuous running of sea water to
remove all odour and later rinsed with fresh water.
The bilge well must be sponged dry to remove all trace of water and dried.
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Bulk Cargo

Hold bilge clean and dry but

stains and loose flakes
remains.

Rose box dirty and bilge well

stains remain
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Bulk Cargo

Hold bilge acceptable

condition.
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Bulk Cargo
Hold cleaning – Best Practices
Use High pressure Air Blow from starting from top to collecting at bottom all
dusty cargo residue- hold the nozzle tied to a long bamboo pole for cleaning the
difficult to reach areas.
Collect all sweeping of cargo residue from tank top before start of washing.
Use air/water Combi -Gun (also called Tobey Gun) placed on a tri-pod
stand/platform.
The best results of such high pressure jet washing is obtained if followed the
following procedure :
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Bulk Cargo
Start pointing the jet from bottom of the structure like side frames and bulkheads,
slowly moving up- holding enough time at one place so that the jet of water have
the chance to soften the accumulated cargo residue and dislodge them.
The forceful jet acting on the surface at an acute angle will have a scraping effect.
Shift the Tobey Gun platform/stand closer to the hopper edge/bulkhead to obtain
the acute angle.
Once the jet has reached the top of the structure, make a down sweep of the
water jet to wash down all the debris which is now soft and dislodged. Patiently
holding the water jet while going up and down is the key to remove all possible
cargo residue from the difficult to reach areas.
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Bulk Cargo
Operating the water jet from first upper platform of Australian ladder for
removing all cargo residue from flanges of beams and girders under cross decks.
When the holds are dry- all side frames, pipe guards, spiral & other ladder steps
to be hit with sledge hammers- loose rust will fall down.
Any loose rust areas and peeling paint need to be scraped using hand scrapers
Aluminum extension ladders to be used for reaching upper areas of the holds.
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Bulk Cargo

Aluminum multi stage

Extension ladders
 STCW Table A-II/1
Bulk Cargo

Tower Extension ladder

 STCW Table A-II/1
Bulk Cargo

A typical washing of cargo

hold by Tobey Gun
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Bulk Cargo

A typical washing of cargo

hold by Tobey Gun
 STCW Table A-II/1
Bulk Cargo

Maxijet powerful water jet

 STCW Table A-II/1
Bulk Cargo

Maxijet working in a Panamax

size hold
 STCW Table A-II/1
Bulk Cargo

How closely the inspectors

check for hold condition
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Cargo care
Inspection of Holds prior Loading:
All holds should be inspected prior commencing loading this may be done while the
ship is enroute or just after completion of discharging and prior loading at the same
port.
A thorough cleaning of the hold is undertaken; the bilges are cleaned and tried out
with an amount of water. If required the hold is hosed down and the water pumped
to holding tanks.
This ensures that there is no refuse lying within the holds and that the bilges after
loading would if necessary be capable of being pumped out.
The bilges if with offensive smell have to be sweetened.
 STCW Table A-II/1
Cargo care
This is again a necessity to prevent any food cargo from being tainted.
All other lines in the hold are to be pressed up and checked for leaks. Air pipes
and sounding pipes passing through the hold spaces are to be checked up with a
head of water.
The above ensures that ingress of water into the hold is minimized.
The hold bottom has to be inspected for any dents in the plating.
Some DB’s may be dedicated for fuel oil/ ballast as such this would give a fair idea
if the plates have set in or if their appears to be a deep indentation
 STCW Table A-II/1
Cargo care
All spar dunnage at the ship sides are to be fitted and the frames at the sides
have to be inspected.
This is done so that if bale cargo is loaded the shipside steel does not come in
contact with the cargo.
The used lashing material has to be removed including all temporary eyes, which
had been made.
And if this is not done then the same eyes may be inadvertently be used for new
lashing – lashing wires are for one use only and the risk of parted lashing arises
by using old lashings.
 STCW Table A-II/1
Cargo care
Use of Dunnage
There are basically a few reasons why dunnage is so necessary on general cargo
ships while loading general cargo. Of prime importance is to keep the cargo away
from the steel bottom of the hold. The steel bottom condenses the moisture in the
air and these droplets of moisture over a period of time can damage cargo.

The bilges or drain wells should be clean, dry and sweet-smelling disinfectants
used
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Spar Ceiling

Removable strips of timbers

or battens fixed to the frames in the
cargo hold to keep cargo away from
the ship's sides; this promotes
ventilation and prevents cargo
damage by condensation and chafing
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Deck Cargo

Where the bulk volume far exceeds the weight of the cargo – knocked down
bridges, port equipment – not easily liable to weather damage.
 STCW Table A-II/1

Bilge suctions

The perforated strum box fitting of a bilge suction

line prevents cargo residues to enter the bilge line.
Therefore after a cargo discharge operation the
strum box should be checked and cleaned in order
to ensure that the bilge suction line will not block.
If possible the strum box should also be checked
for corrosion.
 STCW Table A-II/1
To prevent cargo debris from the main deck being walked into the
accommodation and tramped into freshly washed cargo holds, wash down
the main decks and accommodation block as soon as possible after clearing
the port of discharge, mindful of pollution from the cargo remains gun
normally requires two seamen to safely control the increased water pressure.

The ballast lines to deep tanks should be blanked when preparing to load dry
cargo
The use of a deodorizing wash for ozonator may be necessary to remove
strong odours from a previous cargo
STCW Table A-II/1
Segregation and Separation of Cargoes
 STCW Table A-II/1
Dangerous Goods

DG segregation shall be verified for compliance with requirements of

the IMDG code. Caution must be exercised when using vessels stowage
planning software for this purpose as it may or may not have
comprehensive means of checking for bad stowage & segregation
against the latest international requirements. It is advisable to manually
check for compliance. 
 STCW Table A-II/1
Cargoes need to be Separated:

dry cargo
wet cargo
clean cargo
dirty cargo
delicate cargo
valuable cargo, e.g. bank notes, personal effects
The separation between parcels of cargo for different consignees or different
ports of discharge is required
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Parcels of Cargo

When two cargo parcels cannot be segregated by means of blinds the

liquid level can purposely be kept higher for one of the
products ,thereby ensuring that any possible leak will go in the les
dangerous direction with regard to contamination damage .

It is essential to use of port marking to separate parcels for discharge at

different ports
 STCW Table A-II/1
Ventilation and Control

“Moisture damage” is the source of a significant number of cargo

claims, often involving bagged or bulk agricultural products. Claimants
typically allege that failure by the ship to ventilate correctly resulted in
the development of condensation (commonly known as “sweat”),
causing the cargo to deteriorate.
 STCW Table A-II/1
General

Dry cargo vessels are fitted with either natural or mechanical ventilation
systems. In addition to minimising the onset and degree of sweat,
ventilation may also serve to remove taint and disperse any gases which
some cargoes may emit.
 STCW Table A-II/1
Penetration of ventilating air into a bulk
stow on a ship is minimal, and so it is
only ever possible at best to provide
through-surface ventilation. However,
ship stability requirements usually
dictate that at least the majority of the
holds of any bulk carrier carrying bulk
cargoes such as grain are loaded fully
into the hatch coamings.
 STCW Table A-II/1
Types of Sweat

Cargo sweat refers to

condensation which may form on
exposed surfaces of the stow as a
consequence of large amounts of
warm, moist air being persistently
introduced into a hold containing
substantially colder cargo.
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Ship sweat

Ship sweat refers to condensation which forms directly on a vessel’s

structure when the air within a hold, made warm and moist by the cargo,
comes into contact with cold surfaces as the vessel moves into cooler
climates. Cargo may be damaged by overhead drips, by contact with sweat
which has formed on the ship’s sides or by condensed water which may
accumulate at the bottom of the hold.
 STCW Table A-II/1
Influencing factors

Saturation
The amount of water vapour that air may contain is highly dependent
on its temperature. A given volume of air is said to be saturated when
no more water can be absorbed. If the air temperature then falls,
condensation will occur. As air rises in temperature so does its
saturation moisture content; its capacity to retain water climbs by ever-
increasing amounts.
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Relative humidity

Relative humidity is the actual amount of water vapour in the air

compared with the saturation amount of water vapour in the air at the
same temperature and pressure. The figure is usually expressed as a
percentage, with saturated air having a relative humidity of 100%. At
main deck level, ambient sea air over the open oceans will normally
have a relative humidity in excess of 80%.
 STCW Table A-II/1
Dewpoint temperature

When an isolated volume of air cools, relative humidity increases as the

temperature falls. Once the temperature has descended to the level at
which saturation occurs, water begins to condense. This temperature is
known as the “dewpoint”.
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Wet and dry bulb thermometers

When using traditional wet and dry bulb thermometers, the accuracy of
the dew point temperature will depend on the condition of the
equipment. The muslin covering the wet bulb should be clean, the
water in the reservoir should be distilled and the bulb itself should be
wet.
 STCW Table A-II/1
Dewpoint measurement

Theoretically, all decisions regarding cargo ventilation should be based

on dewpoint temperatures, comparing the dewpoint of the ambient air
with the dewpoint of the air inside the hold. Given that most ships are
customarily equipped with wet andm dry bulb thermometers located
close to the bridge, determining the dewpoint temperature of the
ambient air is usually straightforward.
 STCW Table A-II/1
CONTROL OF SWEAT

Ventilation
Once the above information has been obtained, the rules are simple;
Dewpoint Rule
VENTILATE if the dewpoint of the air inside the hold is higher than the
dewpoint of the air outside the hold.
DO NOT VENTILATE if the dewpoint of the air inside the hold is lower than the
dewpoint of the air outside the hold.
 STCW Table A-II/1
Three Degree Rule

In many instances it is impracticable to measure hold dewpoint

temperatures accurately, or at all. In such cases ventilation requirements
may be estimated by comparing the average cargo temperature at the
time of loading with the outside air temperature several times a day.
Ventilation may then be carried out on the following basis; VENTILATE if
the dry bulb temperature of the outside air is at least 3°C cooler than the
average cargo temperature at the time of loading.
 STCW Table A-II/1
Further observations

During periods of heavy weather, steps should be taken to prevent rain and
spray from entering the cargo spaces. This may mean suspending
ventilation until conditions improve. If so, the circumstances should be
logged. It is important to appreciate that ventilation should also be carried
out during the night if the readings indicate that ventilation is appropriate.
 STCW Table A-II/1
What to expect

In broad terms it is often possible to estimate ventilation requirements

in advance by considering the climatic changes likely to be encountered
during the voyage. The following examples indicate what may be
expected on passage, but do not obviate the need for detailed
monitoring and recording;
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 STCW Table A-II/1

Hygroscopic cargo - cold to warm climate

If a stable cold cargo is carried to a warm climate, ventilation will
always be unnecessary. Indeed, in some circumstances ventilation may
lead to cargo damage.
Hygroscopic cargo - warm to cold climate
Vigorous surface ventilation of the cargo spaces will almost certainly be
required due to the likelihood of ship sweat developing.
 STCW Table A-II/1
Non-hygroscopic cargo - cold to warm climate
Ventilation is never required. Cargo sweat is liable to occur if warm
moist air comes into contact with cold cargo. Therefore holds should
usually remain sealed to allow the cargo and internal air to warm
gradually during the voyage.
Non-hygroscopic cargo - warm to cold climate
Ventilation is largely irrelevant. The development of significant ship
sweat is very unlikely.
 STCW Table A-II/1
Combined cargoes

Problems may arise if hygroscopic and non-hygroscopic cargoes with

different inherent temperatures are loaded into the same
compartment. Their ventilation requirements may differ, resulting in
damage to one or other of the products inspite of normal routines
being followed. As far as possible, hygroscopic and non-hygroscopic
cargoes should not bestowed together.
 STCW Table A-II/1
Refrigerated Cargo

FROZEN CARGO: MEAT, BUTTER, POULTRY AND FISH. -8OC TO -12OC.

CHILLED CARGO: CHEESE, EGGS AND FRESH VEGETABLES. -2 OC TO
6OC.
AIR COOLED CARGO: FRUITS. 2 OC TO 12OC.
 STCW Table A-II/1
PREPARATION OF CARGO HOLD:

The compartment must be clean, dry and free of any odour or taint,
Hold must be deodorised with mild agents (lime, ozone),
Bilges to be cleaned, dry, deodorised and suctions checked,
The insulation and permanent dunnage to be checked and repaired as necessary,
Scuppers to be cleaned,
Brine traps to be checked, tested and refilled,
Thermometers to be in position,
Ventilator plugs in position and tightly wedged,
Brine pipes to be tested to ensure they are not chocked and that no leaks occur at the
joints.
 STCW Table A-II/1

PRECOOLING OF THE COMPARTMENT:

The compartment should be cooled down prior to loading to a

temperature slightly lower than the transit temperature,
Dunnage laid in the compartment should also be cooled down
otherwise it will stain the cargo,
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PRECAUTIONS DURING LOADING:

Reefer cargo should be loaded onboard only under the supervision of a

recognized surveyor,
Cargo should not be allowed to wait for long time on the quay,
Hold should be pre-cooled to temp below the carriage temp,
Damp, wet and torn packages should be inspected if the cargo has
deteriorated. If the cargo is fine then only it should be loaded after re-packing,
Contents of at least 5-10% cartons should be examined from each hold on a
random basis,
 STCW Table A-II/1
Cartons with soft or dripping contents should be rejected,
Refrigeration of holds should be turned on during long breaks and during
meal breaks,
Once loaded, the cargo should be covered with tarpaulin,
During operations, the frost formed on top of the bripe pipes should be
brushed carefully. It should not fall on top of the cargo.
In tropical climates avoid loading in the noon. Try to load cargo during
night time,
Upon completion of loading, the reefer chamber must be closed air tight
and cooling resumed immediately.
 STCW Table A-II/1
PRECAUTIONS DURING LOADING

Cargo must be stowed in order to allow free circulation of air through

and around the stow.
Laying of dunnage should be such that it does not obstruct designed
air flow pattern in the compartment,
Sides and bulkheads should be fitted with vertical dunnage to keep
cargo away from the structure,
 STCW Table A-II/1

Reefer chambers must be divided with air channels for each block not
exceeding 3 mtrs. Channel must be atleast 10cms wide and aligned to
face the cool air outlets. There should be an even gap of atleast 30
cms between the cargo top and the lowest part of the deckhead.
Dunnaging should be efficiently carried out so as to avoid stow
collapsing into the air channels,
 STCW Table A-II/1
REFRIGERATION SYSTEMS

Brine made by dissolving calcium chloride in fresh water will have a

freezing point well below the desired temperatures of the refrigerated
compartments. Cold brine may be pumped at controlled rates to give the
correct working temperature, and it is led from the evaporator of the
refrigerating machine to pipes at the top of the cold compartment. The
brine absorbs heat from the compartments and returns to the
evaporator where it is again cooled and recirculated.
 STCW Table A-II/1
General guidance for Reefer Cargo Temperature Recording
Reefer containers require special care after they are loaded on board ship. These
containers need to be supplied with power, monitored closely for proper function and
repaired as required in case of malfunction. The article here is about procedures and
guidelines on reefer cargo Temperature Recording

A Partlow recorder registers temperature on a pressure sensitive circular chart over 31

day period. If the voyage transit is expected to exceed 31 days, care must be taken to
ensure charts are replaced before expiry. The first chart should be placed under-neath
the new chart in order to build up a complete temperature record for the entire voyage
up until arrival at the final destination. 
 STCW Table A-II/1
Cargo Handling Equipment and Safety

Cargo Handling Equipment

Standing Rigging

Proper maintenance of standing rigging means replacing it before it

fails. On the fitting at the top, small hairline cracks are visible in two
places. The fitting at the bottom clearly shows the problems these
cracks can lead to.
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Proper care and maintenance
should be apply to:

topping lifts
cargo runners
guys and preventers
cargo blocks
topping lift blocks
 STCW Table A-II/1
Proper care and maintenance
should be apply to:

derrick heel fittings

STCW Table A-II/1

Proper Rigging of Derricks in

Loading/Discharging:

A derrick is a lifting device composed at

minimum of one guyed mast, as in a gin pole,
which may be articulated over a load by
adjusting its guys.
 STCW Table A-II/1

Proper Rigging of Derricks in Loading/Discharging:

The most basic type of derrick is controlled by three or four lines connected
to the top of the mast, which allow it both to move laterally and cant up and
down. To lift a load, a separate line runs up and over the mast with a hook on
its free end, as with a crane.
 STCW Table A-II/1

Proper Rigging of Derricks in Loading/Discharging

Securing Derricks

A derrick is a simple crane used to transfer cargoes from or to the ship. There are
four ways to secure derricks at sea namely; topping the boom, cradling the
boom, housing the boom and spotting the boom. Each has different ways of
securing the derrick. Furthermore, there are also some disadvantages of using
derricks amidst its advantages. 
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Proper Rigging of Derricks in

Loading/Discharging
Use of slings, snotters, canvas slings, trays, pallets, nets,
chain slings, cant hooks, bale hooks and vehicle slings:
Web Slings -are a good choice for load protection and
are flexible and light weight to use.
Snotters- A snotter is a rope or tackle used in sailing to
tension the sprit on a spritsail, or a sprit boom on a sprit-
boomed sail. It is also used in a junk rig.
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Proper Rigging of Derricks in Loading/Discharging

Round Slings have a high strength to weight ratio, which provides an

extremely flexible and light weight lifting sling with low elongation.
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Proper Rigging of Derricks in Loading/Discharging

Pallet is a flat transport structure that supports

goods in a stable fashion while being lifted by
a forklift, pallet jack, front loader, work saver, or
other jacking device, or a crane.
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Proper Rigging of Derricks in Loading/Discharging

A cargo net is a type of net. It is usually square or

rectangle, but sometimes round, made of
thick rope, with cinch ropes extending from the
corners, and in some designs, the edges. It is named
for its use in transferring cargo to and from ships.
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Proper Rigging of Derricks in Loading/Discharging

Chain slings are great in harsh environments where

durability is required. All chain slings are proof
tested to twice the working load. Available in grade
80 and 100.
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Proper Rigging of Derricks in Loading/Discharging

Bale Hook used for securing and moving loads. It consists of a round wooden
handle with a strong metal hook about 8" long projecting at a right angle
from the center of the handle. The appliance is held in a closed fist with the
hook projecting between two fingers.

Precautions to take when lifting bales with hooks in the bale bands and
damage caused by hooks generally
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Proper Rigging of Derricks in Loading/Discharging

Common feature of crane hooks is the ball or oval of metal

near the hook itself, this adds weight to the hook to ensure
the cable will pay out properly. The hook itself usually
hangs from a pivot on the weight and the ball is often
painted a bright colour to help the crane driver sight it. 
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Proper Rigging of Derricks in Loading/Discharging:

Use of Union Purchase

Union purchase means a rig in which a pair of

derricks is used in combination, the derricks being
fixed and the cargo runners coupled, such rig being
otherwise known as coupled derricks, married
falls or burtoning; 
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Proper Rigging of Derricks in

Loading/Discharging:
Use of Single Swinging Derrick

When the boom is connected to the lower part of

the mast which is shaped like a “Y” or a bipod and
therefore it is a single swinging derrick.
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Proper Rigging of Derricks in Loading/Discharging:

Setting up married falls

As the lead of the guy(s) and preventer(s) approaches the vertical, in supporting
the boom(s) head, the total stress in the guy(s) increases rapidly due to the
increased vertical force that is generated in the guy(s) in order to counteract any
particular horizontal or lateral force exerted on the boom(s) head.
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Proper Rigging of Derricks in Loading/Discharging:

Setting up married falls

The appreciable vertical forces that are generated in this process are
transmitted, in substantial part, to the boom(s) and topping lift(s),
causing proportionate compressive stresses in the boom(s) and tension
stresses in the topping lift(s). 
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Proper Rigging of Derricks in Loading/Discharging:

Setting up married falls

Gear should be set up in accordance with the ship's rigging plan and
explains limitations and effect of angles between runners.
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Proper Rigging of Derricks in Loading/Discharging:

A block is a set of pulleys or "sheaves" mounted on a single axle. An
assembly of blocks with a rope threaded through the pulleys is called
tackle. A block and tackle system amplifies the tension force in the rope
to lift heavy loads.
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Proper Rigging of Derricks in

Loading/Discharging:
In the diagram on the left, the number of rope
sections of the tackles shown is as follows:
• Gun Tackle: 2
• Luff Tackle: 3
• Double Tackle: 4
• Gyn Tackle: 5
• Threefold Purchase: 6
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Cargo Handling Safety

All cargo gear should be visually inspected before the start of cargo operations each
day and awareness of test certifications and registration.

The safe working load (SWL) for the assembled gear shall be marked on the heel of
each cargo boom, crane, or derrick. These letters and figures are to be in contrasting
colors to the background and at least one inch in height. The SWL is construed to be
the load the gear is approved to lift, excluding the weight of the gear itself.
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Cargo Handling Safety

All wire rope, chains, rings, hooks, links, shackles, swivels,
blocks, and any other loose gear used or intended to be used
in cargo loading or unloading must be commensurable with
the SWL. This gear shall be visually inspected by the vessel's
captain or his designee at frequent intervals, and in any event
not less than once in each operating month. A certificate of
their properties must be available.
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Cargo Handling Safety

Cargo Runner   
is  a  single-sheave  movable block that is free to
move along the line on which it is reeved.  It  has
 a  mechanical  advantage  of  2.
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Cargo Handling Safety

Mechanically or hydraulically operated hatches
should be opened or closed by the ship's crew
under the supervision of a responsible person.
Hatch covers should be secured by locking
devices to prevent them moving accidentally.
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Cargo Handling Safety

Beams and covers of partially opened
hatches should be secured to prevent
their accidental displacement. Hatch
openings should be securely fenced to
a minimum height of 1 meter.
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Cargo Handling Safety

Safety during Cargo Operation

It is the ship's responsibility to cover hatches when notice of completion of work for
the day is given by the stevedore in charge.

No person should use a ladder in the square of a hatch while cargo is being hoisted
or lowered in that square.

No person should stand or pass under a suspended load.

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Cargo Handling Safety

Safety during Cargo Operation

Adequate lighting for working spaces, portable

lights and precaution with dangerous cargoes,
e.g. jute
Portable lights should be removed from cargo
spaces as soon as they are no longer required
Unattended portable lights are potential fire
hazards
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Cargo Handling Safety

When cargo loading/unloading plan is agreed, the master and
terminal representative must confirm the method of cargo operations
so as to ensure no excessive stresses on the hull, tank top and
associated structures, including any measures to reduce and eliminate
any structural damage to the ship by cargo handling equipment.

Monitoring and effective communication between the terminal and

ship must be maintained at all times.
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Entering Enclosed or Contaminated Spaces

Potentially dangerous spaces, including:

cargo spaces

cargo, fuel and ballast tanks

pump-rooms

Cofferdams

duct keels, peak tanks, double bottom tanks

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Entering Enclosed or Contaminated Spaces

Permit to Work

A “Permit to Work” should be completed for each and every enclosed space entry
as it serves as both a check and a record that all necessary measures have been
properly carried out and are in place for the intended enclosed space entry. When
completing the form the responsible person should allocate a time period for which
the permit is valid, this should never exceed 24 hours.
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Entering Enclosed Spaces

Permit to Work

Risk assessment must be carried out before the entry into enclosed spaces. Permit-
to-work system should only be for the specific duration of the work for that
particular day and not valid for the following day.

Permit-to-work system should only be for the specific duration of the work for that
particular day and not valid for the following day.
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Entering Enclosed Spaces

Authorization of Entry

No person should open or enter an enclosed space

unless authorized by the master or nominated
responsible person and unless the appropriate
safety procedures laid down for the particular ship
have been followed.
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Entering Enclosed or Contaminated Spaces

The master or responsible person should determine that it is safe to enter an enclosed
space by ensuring: .

that potential hazards have been identified in the assessment and as far as possible
isolated or made safe;

that the space has been thoroughly ventilated by natural or mechanical means to
remove any toxic or flammable gases, and to ensure an adequate level of oxygen
throughout the space; .
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Entering Enclosed or Contaminated Spaces

that the atmosphere of the space has been tested as appropriate with properly
calibrated instruments to ascertain acceptable levels of oxygen and acceptable levels of
flammable or toxic vapours; .

that the space has been secured for entry and properly illuminated; .

that a suitable system of communication between all parties for use during entry has
been agreed and tested;
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Entering Enclosed or Contaminated Spaces

that an attendant has been instructed to remain at the
entrance to the space whilst it is occupied;
that rescue and resuscitation equipment has been
positioned ready for use at the entrance to the space,
and that rescue arrangements have been agreed; .
that personnel are properly clothed and equipped for
the entry and subsequent tasks; and .
that a permit has been issued authorizing entry.
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Entering Enclosed or Contaminated Spaces

For entry purposes, steady readings of the following should be obtained:

21% oxygen by volume by oxygen content meter; and

not more than 1% of lower flammable limit (LFL) on a suitably sensitive

combustible gas indicator, where the preliminary assessment has determined that
there is potential for flammable gases or vapors.
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Entering Enclosed or Contaminated Spaces

TLV for chemical substances is defined as a concentration in air, typically for inhalation or
skin exposure. Its units are in parts per million (ppm) for gases and in milligrams per cubic
meter (mg/m³) for particulates such as dust, smoke and mist.

The basic formula for converting between ppm and mg/m³ for gases is ppm = (mg/m^3) *
24.45 / molecular weight.
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Entering Enclosed or Contaminated Spaces

Three types of TLVs for chemical substances are defined
Threshold limit value - Time weighted average (TLV-TWA): average
exposure on the basis of a 8h/day, 40h/week work schedule
Threshold limit value - Short-term exposure limit (TLV-STEL): spot
exposure for a duration of 15 minutes, that cannot be repeated more
than 4 times per day with at least 60 minutes between exposure periods
Threshold limit value - Ceiling limit (TLV-C): absolute exposure limit that
should not be exceeded at any time
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Entering Enclosed or Contaminated Spaces

Precaution during Entry

The atmosphere should be tested frequently whilst
the space is occupied, and persons should be
instructed to leave the space should there be a
deterioration in the conditions.
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Entering Enclosed or Contaminated Spaces

Precaution during Entry

Ventilation should continue during the period that the
space is occupied and during temporary breaks. Before re-
entry after a break, the atmosphere should be re-tested. In
the event of failure of the ventilation system, any persons
in the space should leave immediately.
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Entering Enclosed or Contaminated Spaces

Precaution during Entry

In the event of an emergency, under no circumstances should the
attending crew member enter the space before help has arrived and the
situation has been evaluated to ensure the safety of those entering the
space to undertake rescue operations.
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Entering Enclosed or Contaminated Spaces
Protective clothing and Equipment upon entry into a Space
If the atmosphere in an enclosed space is suspected or known to be unsafe, the space
should only be entered when no practical alternative exists. Entry should only be made
for further testing, essential operation, safety of life or safety of a ship. The number of
persons entering the space should be the minimum compatible with the work to be
performed.
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Entering Enclosed or Contaminated Spaces
Protective clothing and Equipment upon entry into a Space

Suitable breathing apparatus, e.g. of the air-line or self-contained type,

should always be worn, and only personnel trained in its use should be
allowed to enter the space. Air-purifying respirators should not be used as
they do not provide a supply of clean air from a source independent of the
atmosphere within the space.
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Entering Enclosed or Contaminated Spaces
Protective clothing and Equipment upon entry into a Space

Rescue harnesses should be worn and, unless impractical, lifelines should

be used. Appropriate protective clothing should be worn particularly
where there is any risk of toxic substances or chemicals coming into
contact with the skin or eyes of those entering the space.
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Entering Enclosed or Contaminated Spaces
Sufficient and suitable lighting should be rigged as far as possible and
where practical. All possible accesses should be open to improve
ventilation and light. All equipment used in connection with entry should
be in good working condition and inspected prior to use. Persons entering
an enclosed space where there is a possibility of a potentially explosive
atmosphere should be equipped with intrinsically safe torches.
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Entering Enclosed or Contaminated Spaces
Only trained personnel should be assigned the duties of entering, functioning as
attendants, or functioning as members of rescue teams. Ships' crews should be drilled
periodically in rescue and first aid.

Mechanical ventilation should be maintained throughput the time persons are in an

enclosed space. Periodical tests of the atmosphere should be made by persons working
in an enclosed space. After work is completed, the area must be closed and secured.
 STCW Table A-II/1
Damage to the cargo space during cargo operation
Damage by temperature

Some commodities may be affected by temperature fluctuations

(which may cause condensation, or accelerate deterioration) or
extremes of temperature which may shorten the "shelf life" of the
commodity, or even change its chemical composition.
 STCW Table A-II/1
Damage to the cargo space during cargo operation

Rust Damage

Due mainly to moisture, rain, fresh or salt water, and sweat

(and the presence of oxygen) rust is a corrosion producing red
discolouration and, in certain circumstances, heavy pitting. The
moisture causing the rust may be introduced by: leakage, other
cargo, packaging, green timber (dunnage), rain (when ashore,
or when the hatches are open), or even the ventilation itself.
 STCW Table A-II/1
Damage to the cargo space during cargo operation
Damage caused by lift transfer

Lowering heavy slings or drafts of cargo too fast on to cargo already in

stowage may be responsible for damage, which often goes undetected until
discharge. Similarly, forcefully dragging cargo out that is wedged by other
cargo or even overstowed, may be another source of damage at the time of
discharge.
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Damage to the cargo space during cargo operation
High Loading Rate

High loading rates The terminal must be prepared to stop operations if

the officer-in-charge of the ship is concerned about deviations from the
agreed plan. Risk associated with high loading rates can be assessed by
studying the sensitivity of the hull girder to overshooting/overload.
 STCW Table A-II/1
Damage to the cargo space during cargo
operation
Asymmetric cargo and ballast distribution

Heavy cargo poured into a cargo space at one end of the

hold piles up. The lateral pressure acting on the
transverse bulkhead increases, since it will not be
cancelled out. Stowing cargo asymmetrically about the
centerline causes twisting and warping of the hull girder.
 STCW Table A-II/1

Damage by Weather Condition

The Master shall inspect the vessel and cargo during navigation in (if
practicable) and just after heavy weather conditions and advise Company if
any damage has occurred. Any possible (even if temporary) repairs by ship
staff either to the Hull, Fittings or to the Cargo (Containers) must be
attempted by ship staff as soon as weather abates.
 STCW Table A-II/1
Damage by Weather Condition
In heavy weather the ship is subject to heavy strain and stresses. The stresses
experienced by the ship are hogging, sagging,  pounding  and pooping. If it is
thought that the ship will meet bad weather, precautionary measures are always
to be put into effect.

Areas to be checked:

1. to check and double, if necessary, all cargo lashings on deck;

 STCW Table A-II/1
Damage by Weather Condition
2. to batten down all hatches, manholes etc;

3. to tighten all life­boat gripes;

4. to remove all ventilator heads, plug the entry ports, and fit covers on them;

5. to clear all loose gear from the decks;

6. to make quite sure that all the derricks are secured. 

STCW Table A-II/1

The general
layout of a
cargo
space for a
bulk carrier
STCW Table A-II/1

The general
layout of a
cargo
space for a
Oil Tanker
STCW Table A-II/1

The general
layout of a
cargo
space for a
General
Cargo
 STCW Table A-II/1
Hatch Cover Inspection
Corrosion of cargo tank structure is a fact of life when operating oil tankers
in the harsh environment encountered at sea. The internal structure of the
cargo tanks, often un-coated, is exposed to potentially corrosive gases, sea
water, crude oil and oil products.

The effect of this corrosion over a period of years is to reduce the material
thickness and hence the strength of the structure.
 STCW Table A-II/1
Hatch Cover Inspection
Cargo hatch covers are important for the safety of the vessel, crew and
cargo. Ensuring weathertight integrity while at sea is the primary objective
of hatch covers.

A number of reported casualties are related to the loss of weathertight

integrity due to the collapse of hatch cover steel structures or failure of
securing and locking devices.
 STCW Table A-II/1

Hatch Cover Construction

Typically hatch covers are lightweight
steel grillages. Modern design methods
using finite element technology enable
more efficient material distribution
which results (thinner) structure.
 STCW Table A-II/1

Watertight and Weather tight covers

A watertight covers prevents the passage of water when exposed to a
head of water. A typical head of water for a ship could range from 3-10
meters . A weathertight is designed that it can be subject to the adverse
weather conditions experienced offshore. It is also designed to
withstand brief submersion experienced from green seas.
 STCW Table A-II/1

Watertight and Weather tight covers

An indication of the standard expected in practice is that hatch covers
should be able to withstand a hose test which involves water being
directed near to the joints. A more rigorous test involving a small
hydraulic head of water, of a few centimetres, being placed on the seals
is not appropriate and is not the standard.
STCW Table A-II/1

Ballast Tank
A ballast tank is a compartment
within a boat, ship or other floating
structure that holds water, which is
used as ballast to provide stability
for a vessel.
STCW Table A-II/1
Ballast Tank
In order to provide
adequate stability to
vessels at sea, ballast
is used to weigh the
ship down and lower
its center of gravity.
 STCW Table A-II/1
Ballast Tank Inspection
In order to maintain a consistent buoyancy as their cargo loads change,
ocean-going ships pump seawater in and out of their ballast tanks.

Needless to say, that salty water isn't exactly the least-corrosive liquid
in the world. That's why crews of inspectors regularly have to go inside
those steel tanks, to check for damage.
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Ballast Tank Inspection
One of the most common problems among vessel construction and
maintenance is the corrosion that takes place in the double hull space
ballast tanks have in merchant vessels. Bio-degradation takes place
in ballast tank coatings in marine environments
 STCW Table A-II/1
Ballast Tank Inspection
One of the most common problems among vessel construction and maintenance is
the corrosion that takes place in the double hull space ballast tanks have in merchant
vessels. Bio-degradation takes place in ballast tank coatings in marine environments

To avoid biodegradation, paint has been a new idea to stop the corrosion of ballast
tank. Ballast tanks can carry more than ballast water, most of the time ballast tanks
are filled with other bacteria or organisms.
 STCW Table A-II/1
Ballast Tank Inspection
Ballast tanks can carry more than ballast water, most of the time ballast
tanks are filled with other bacteria or organisms. To
avoid biodegradation and prevent costly steel renewal, apply and
maintain quality protective coatings in a satisfactory condition,
particularly in ballast tanks where corrosion can occur at a fast rate.
 STCW Table A-II/1
Ballast Tank Inspection
Tank inspection intervals to be followed on board are as per the vessels
Planned Maintenance System. In principle the intervals shall be as follows:

Water Ballast Tanks (Tankers & Gas Carriers) : At least once every 12
months).

Water Ballast Tanks (Container Ships) : At least once every 12 months.

 STCW Table A-II/1
Enhanced Survey Programme
The intention of these Guidelines is to ensure that an appropriate level of
review of plans and documents is conducted and consistency in application
is attained.

Such evaluation of survey reports, survey programmes, planning

documents, etc., should be carried out at the managerial level of the
Administration or organization recognized by the Administration.
 STCW Table A-II/1
Enhanced Survey Programme
The Guidelines should apply to surveys of hull structure and piping
systems in way of cargo holds, cofferdams, pipe tunnels, void spaces
within the cargo length area and all ballast tanks.

The surveys should be carried out during the surveys prescribed by the
1974 SOLAS Convention, as amended.
 STCW Table A-II/1
Enhanced Survey Programme
The Guidelines contain the extent of examination, thickness
measurements and tank testing.

The survey should be extended when substantial corrosion and/or

structural defects are found and include additional close-up survey
when necessary.
 STCW Table A-II/1
Enhanced Survey Programme
When a survey results in the identification of
significant corrosion or of significant structural
defects which, in the opinion of the surveyor, will
impair the structural integrity of the ship, then
remedial action, in consultation with the
Administration should be agreed and
implemented before the ship continues in service.
 STCW Table A-II/1
Enhanced Survey Programme
In developing the Survey Programme, the following documentation
should be collected and consulted with a view to selecting tanks, holds,
areas, and structural elements to be examined:
Survey status and basic ship Information
On-board documentation
 STCW Table A-II/1
Enhanced Survey Programme
Main structural plans (scantling drawings); including information
regarding use of high tensile steels (HTS),
Relevant previous survey and inspection reports from both LR and the
Owner,
Information regarding the use of the ship's holds and tanks, typical
cargoes and other relevant data,
 STCW Table A-II/1
Enhanced Survey Programme
Information regarding corrosion protection level on the new-
building,
Information regarding the relevant maintenance level during
operation.
 STCW Table A-II/1
Enhanced Survey Programme
The submitted Survey Programme is to account for and comply, as a
minimum, with the requirements for close-up survey, thickness
measurement and tank testing, respectively, and is to include relevant
information including at least:
Basic ship information and particulars.
 STCW Table A-II/1
Enhanced Survey Programme
Plan of holds and tanks
List of holds and tanks with information on use, protection and
condition of coating
Conditions for survey (e.g., information regarding hold and tank
cleaning, gas freeing, ventilation, lighting, etc.)
 STCW Table A-II/1
Enhanced Survey Programme
Provisions and methods for access to structures,
Equipment for surveys
Nomination of holds and tanks and areas for close-up survey -
Nomination of sections for thickness measurement
Nomination of tanks for tank testing
Damage experience related to the ship in question.
END