CGL402N, 2024 YEAR.pptx for helping youjhsihuuih

Cargo Work –II ( CGL402N ) 1
INTRODUCTION
1

1. Inspection and Preparation of Holds:
• Need for inspection of holds,
• Items to be inspected,
• Importance of cleaning holds,
• Checking weather tightness of hatch covers,
• Use of dunnage & spar ceiling,
• Disposal requirements of dunnage.
• Importance of checking bilge suction.
• Use of deodorizing wash.
• Blanking of ballast lines
2

TYPES OF HATCHCOVERS
Folding hatch covers
3

Operating arrangements
4

5

6

SIDE ROLLING HATCH COVERS
7

Hatch cover technical details
8

Drive systems for side-rolling hatch covers
Hydraulic rack and pinion drives
9

10

11

Macrack Side rolling Hatch covers: https://www.youtube.com/watch?v=MgaY8MJF8rE
12

INSPECTION OF HOLDS:-
The side baton deck hands and authorship bucket should be
dust without any remnants of the old cargo.
the decks of the twin deck and lower hold should be swept
clean
some soldiers moistened with water should now be spread
over the deck. And decks swept again. This way, it’s as good as
washing the decks. Wooden covers over the bilges called the
limber boards should be removed. And the builders cleaned
off rubbish and stagnant water. In the uttermost bay of the
Bilges on both sides In each hatch will be found as suction
pipe with its enclosed end inside A box made of cast iron
grating. This is called the rose box It prevents the rubbish
13

ITEMS TO BE INSPECTED:
1. Bilge Suction. It should be tested put some water in the ask engine room to pump it out The
pump should be able to pump out all water rapidly. This test is done to see that the suction
pipe is clear And if at sea hold gets flooded, The bilge pump will be able to pump out the
water
2. For testing some cotton waste is used to plug the hole at the bottom of the nearest tank side
bracket All such articles must be removed and limber boards replaced properly after the test
is over.
3. The scapar from the tween deck to the Bilges are also tested at this time by pouring some
water into the scapers and seeing whether it Comes out into the bilges. After these two test
Dry up the buildings once more and replace the limb boards
4. Fire detection system whereby samples of air from each compartment are sucked up through
a pipe at the deck head of each compartment If there is any smoke in the sample of air, an
alarm bell will ring on the bridge This system has to be tested Now make some smoke under
the suction pipe of each compartment and see if it activates the alarm But utmost precaution
should be taken while making smoke And afterwards, also to see that no fire occurs at the
result of this test
14

Battening down
1. After cargo has been loaded and secured, the ship has to now prepare for the
sea.
2. close the hatches
3. all the beams of the twin decks are replaced. And hatch boards fitted. Upper
deck hatches to be closed.
4. closing arrangements may be of modern innovations or the conventional type.
5. Conventional type consists of beams and boards like in the tween decks, or
else, large steel covers which are sometimes called pontoon.
6. both types of conventional closing arrangements required to be covered by at
least three tarpaulins.
7. The best one at the bottom and the worst at the top.
8. When spreading tarpaulins, make sure that all hatch boards are in correct
position.
9. Do not spread tarpaulin over a missing hatch board or cover.
10.Spread the tarpaulin by catching it with the hands behind you, walking on the
other end of the hatch cover.
11.Never walk backwards on a ship.
15

1. After spreading the three tarpaulins, their edges are turned inside the
cleats and hatch battens put in the cleats.
2. The wedges are now put in the cleats and hammered home.
3. The wedges on the side of the hatches are inserted so that their points are
aft. At the ends of hatches. The starboard half of the wedges point to port
and the port half of the wedges point to starboard.
4. The reason for this is that heavy seas, which generally come from stbd, or
port will push the wedges in still further by striking on the head of the
wedges.
5. If the point are kept towards the incoming heavy seas it may knock the
wedges out on long voyages, or when rough sea is expected, the hatch is
still further secured by locking bars and rope lashings.
16

17

18

The Purpose of dunnage is;
1) To prevent the cargo from coming in contact with steel.
2) To provide a pass for air circulation right around and through the cargo.
3) Two separate different parcels of cargo
TYPES
- Bamboos, Mats, coconut husks, palmyra leaves etc. Used to prevent contact with steel.
- Wooden planks are used to provide passage for air circulation and to keep the cargo off the
deck.
- Tarpaulin and burlap Separation clothes are used under the cargo for collecting sweepings later
on and in between different parcels of cargo for separating them.
- Mats, bamboos and wood can also be used for separating baled cargo or cased cargo.
- Not advisable for bagged cargo.
COAL AND ORE DO NOT REQUIRE ANY DUNNAGE Except
covering the limber boards with Berlin
Bagged cargo, cased cargo or bailed cargo TD – Single layer
LH - Double layer of wooden planks.
1st Layer – Athwartship
2nd Layer – Fwd and Aft. It restricts flow of water
to bilge.
19

Procedures to open and close hatch covers
Prior to opening or closing a hatch, the watch officer should be informed, the condition of the
hauling wires or chains should be checked, and the hydraulic system should be topped up.
Never open or close more than one set ofhatch covers at a time.
Opening procedures
• Check that the hatch cover panel stowage area is clear of people, equipment and dunnage.
• Disengage all cleats.
• Attach towing or hauling wires, switch the power on and ensure the controls are in neutral.
• Ensure that all personnel are clear of the hatch and its tracking. Position crewmembers to
observe both sides ofthe hatch.
• Raise hatch covers to the roll position by using jacks or raising the lifting system. (The
panels need to clear thehatch guides).
• Check that towing chains are free and do not foul tracks or the coaming top.
• Start to open the hatch, slowly at first, then at normal operating speed until the hatch is
almost open and then reduce to slow speed until fully open. Care must be taken when
opening hatch covers, especially when the speedof opening can be only partially
controlled.
• When fully open, secure the hatch with the safety hook or pin before the power is
switched off. If applicable,remove the towing and hauling wires.
• Install portable safety rails, if applicable. 20

Closing procedures
• Check that the coaming top is clear of cargo or debris.
• Check that drain valves are clear and operating freely.
• Check and clear drain channels and entrances to the drain valves.
• Check that any damaged wheel tracks, compression bars and landing pads have been
repaired.
• Ensure that the hold is clear of people and that access hatches or entrance doors are open.
• Attach towing or hauling wires, switch the power on and ensure the controls are in neutral.
• Remove portable handrails.
• Release hatch locking pins or hooks.
• Avoid injuries by ensuring that all personnel are clear of the hatch. Position crewmembers to
observe both sides ofthe hatch.
• Check that towing chains are free and do not foul the tracks or the coaming top.
• Start to close the hatches slowly at first with the speed of closure being gradually increased
to the normal operating speed. As the hatch reaches the closed position, the speed should
be gradually reduced. Great care mustbe taken when closing hatch covers.
• Lower hatch covers into guide pockets by using jacks or lifting cylinders. Some hatches are
lowered automatically.
• Attach cleats before removing the towing wire or switching the power off.
• Finally, check that no one is in the hold before closing the hold access hatches or other hold
entry points.
21

Safety when working with hatch covers
The avoidance and prevention of injuries is of paramount importance. Before working
on a hatch, a risk assessment should be completed to identify all hazards. Control and
safety procedures should be examined and modified so thathazards are reduced to
minimal levels.
The following points should be borne in mind:
• always wear the correct protective clothing, boots and hard hats
• always test the hold atmosphere before entering
• never stand on a moving hatch cover
• never stand on a hatch coaming when the hatch is open
• never work on a hatch cover when the locking pin or hook is not fitted and secure
• never open or close a hatch cover without ensuring the coaming is clear of debris
and checking that all personnelare clear of the moving hatch and its channels or
wires
• when opening or closing a hatch, never attempt to clear an obstruction with your
hands
• when hatches are opened at sea, always secure them to the coaming top by
lowering the wheels into a guidepocket, or by fixing restraining wires
22

DEVELOPMENT OF HATCH COVERS
23

24

25

26

27

28

29

MAINTENANCE AND REPAIR
Routine maintenance 1 – after each cargo operation
1. Clean the coaming tops and remove any debris or equipment
2. Clear drain line holes and valves of debris
3. Drain valve caps should be attached by chain, but not screwed on.
They must be ready in case of a fire in thehold or when carrying
out fumigation operations.
4. Whilst cleaning, check for coaming damage and wear, particularly
on compression bars, landing pads, wheeltrack and the coaming
top for any grooving. Record faults for urgent or future repair, as
appropriate.
30

5. Grooves and worn landing pads can be built up with weld and
ground down, as required, giving a permanentrepair
6. Check and clean the surface of the seals and take special care if the
cargo is dusty or gritty.
7. After discharge check hold internals, including ladders, sounding
pipes, brackets and inner coaming surfacesfor mechanical damage.
8. Check sounding pipes are clear and undamaged.
9. Check hydraulic system for leaks, especially couplings, valve
blocks, piping and flexible hoses. Repair asnecessary.
31

10. If hydraulic cylinder seals fail, it can require the removal of the
cylinder for repair. This can involve theburning out of the heel pin
brackets.
11. The maker’s representative should be called in to carry out
realignment of hydraulic cylinders, if burned out.
12. Check coaming weld seams for damage caused by grabs or cargo
and arrange repair, as appropriate.
13. Check for rust streaks on the inside of the coaming which would
indicate a leaking hatch cover, then takeany necessary remedial
action. Clean off the old rust streaks and stains. 32

Routine maintenance 2 – three monthly
intervalsMechanical items
1) Grease wheel spindles, cleat spindles, hinge pins and hydraulic
cylinder protective sheaths.
2) Check hinge pins for wear and repair as necessary. Worn hinge pins
can cause slewing of panels and leakingcross joint seals.
3) Grease cleat wedges, drive chain sprockets, toothed racks and
cylinder spherical bearings.
4) Check and adjust drive and towing chain adjusters.
5) Ensure hatch cover link pin bushes and chains are not worn or out of
adjustment.
6) Towing chains between panels should be adjusted or renewed in
pairs and never twisted to create equallengths. Either take out links or
33

Routine maintenance 2 – three monthly
intervalsMechanical items
7) The maker’s instruction manual will provide accurate length
measurements for the chains but, if these arenot available the sag in
the chain should be equal to approximately a fist width at the mid-
point
8) Adjust cleats. The correct adjustment is one 360 degree turn on the
nut after making contact with the steelwasher.
Further tightening will NOT improve the weathertightness of the hatch
cover
34

35

36

SEALS:
1) Check rubber seals for elasticity, mechanical damage or
permanent deformation.
2) Hatch covers usually make steel-to-steel contact when a
compression bar indents rubber seals by 12-16mm.
3) Check maker’s manuals or with the maker for exact compression.
4) When the hatch covers are opened the rubber should
almost retain its original shape, although new rubber
will invariably suffer a 1 or 2mm permanent set after the
first operation. 37

SEALS:
4) Once the permanent indentation reaches 70 per cent of
its designed compression then the hatch cover is likely to
leak.
5) DO NOT grease the rubber packing or seals, unless
proceeding into arctic conditions, when glycerine-based
grease can be used on the compression bar to prevent
sticking of the packing. - - - -
6) Ensure seals are free of any paint and, when painting
hatch covers, protect seal surfaces from paint adhesion.
38

SEALS:
7) Cross-joint seals are the most likely to need renewal,
with side panel joints next. Hatch cover end joints rarely
require renewal unless they have suffered impact damage.
When renewing rubber it is important to check that all
steelwork is in good condition and that clearances are
within tolerances. Hatch cover hinges and wheels should
not have excessive play and landing pads should be checked
to be within tolerances.
8) The rubber retaining channels and compression bars
should be substantial, straight and rust free.
39

SEALS:
9) Failure to check the touching components, at the steel-
to-steel and the rubber- to steel contact points, can result in
over-compression, distortion and tearing of newly fitted
rubber, leaving it useless within a very short period.
40

41

HYDRAULIC SYSTEM
1)Check header tank oil level.
2)Top up as necessary.
3)Take oil sample, allow to stand in a glass bottle and check
for water, layering of oils or debris.
4)Renew the oil charge, if necessary.
5)Renew filter unit cartridges, particularly if maintenance
has been conducted on the system components.
6)Check any hydraulic valves for leakage.
7)Check the balance of hydraulic cylinder valves.
8)Incorrect balance can cause panels to twist and fall into
the hold.
9)Flush the hydraulic system every five years or after major
maintenance.
42

HYDRAULIC SYSTEM
11) Structure Check hatch cover towing attachment plates,
steel structure around container stools, lashing points and
cleat crutches for cracking of welds or corrosion.
12) Pay special attention to the hydraulic cylinder brackets,
attachments and coaming stools.
13) Check for any signs of undue wear, distortion or
cracking.
14) Check condition of steel-to-steel landing surfaces at
cross-joints and side panels. 43

HYDRAULIC SYSTEM
15) Leaking cross-joints are the main cause of water entry
into the hold, therefore proper steel-to-steel contact and
correct compression maintenance in that area are essential.
16) The most common cause of rubber packing failures is
badly maintained steel-to-steel contact.
17) Originally, adjoining panels’ top plates will be set level
with one another.
18) Any deviation from this must be remedied by attention
to the steel-to-steel contact points. 44

HYDRAULIC SYSTEM
20) Check ventilators will turn and seals are intact.
22) Check fire dampers will operate.
23) Free any seized spindles and grease well.
24) Check hold access door locking mechanisms,
door seal and lock-back mechanism.
25) Check closing plates on air pipes and sounding
pipes. 45

46

Routine maintenance 3 – nine monthly intervals
This section of the maintenance programme should be performed in
addition to Routine Maintenance 1 and 2.
1. Check?? quantity and condition of spares carried on board.
2. Note that rubber packing and rubber adhesive have a limited shelf
life and should normally be date stamped when purchased from the
original maker.
3. Check condition of the hydraulic oil in the system by analysis.
4. Check safety locking devices and hydraulic system cut-outs.
5. Test, HOW?? them in operation.
6. Check the welding at deck level of all sounding, filling and air pipes.
7. Check hold ladder stays and their welded attachments, and make
good any defects.
8. Note any changes from previous reports and any defects requiring
attention or permanent repair at the next repair period.
47

SOME DO’s;
ALWAYS rectify steel-to-steel faults before renewing rubber packing
or rubber renewals will not be effective.
ALWAYS keep chains and cleats correctly adjusted.
ALWAYS attach locking pins and chains to doors and hatch covers in
the open position.
ALWAYS keep coaming tops clean and double drainage channels in
good order.
ALWAYS open hatch covers and clean coaming tops and double
drainage channels after loading bulk cargo through the grain or
cement hatches. This must be done prior to final closing of covers for
48

SOME DO’s;
ALWAYS rectify steel-to-steel faults before renewing
rubber packing or rubber
ALWAYS give notice that maintenance is being performed
on equipment. Ensure no one can start the system or
equipment.
ALWAYS prevent access hatch from being locked closed
when personnel are in the hold.
ALWAYS lock hatch covers fully open before switching off
power.
49

SOME DON’T’s DO NOT
1. Enter a hold with suspect atmosphere. DO NOT apply petroleum-
based grease or paint to rubber packing surfaces.
2. DO NOT remove the rubber ball valve from drain valves.
3. DO NOT allow grooves to form in coaming tops in way of the side
panel edges.
4. DO NOT use anything other than the recommended oil in the
hydraulic system.
5. DO NOT leave cleats loose when proceeding to sea.
6. DO NOT attempt to open or close side-rolling covers with loads or
cargo debris on top.
50

HOLD PREPARATION
Inspection and Preparation of Holds
1. After unloading of cargo; responsible officer does a proper
inspection and preparation of Holds.
2. Structural damage or defects in the hold.
3. Damage done by the stevedores; damage report.
4. Preparation of holds depends upon the next cargo,
5. if next cargo is compatible with the last, a good sweep
down and removal of leftover cargo is all that is required.
6. If however, the next cargo is incompatible with the last or
if you are loading sensitive cargoes such as foodstuffs, a
more thorough cleaning may be required. 51

HOLD PREPARATION
Inspection and Preparation of Holds
1.Responsible officer
2.Structural damage/defects.
3.Damage report.
4.Next cargo,
5.Compatible = Sweep.
6.Incompatible = Thorough cleaning. 52

Inspection and preparation of holds.
Avoid contamination
Safety
Prevent Cargo Damage
53

Items to be inspected
Inspect
1.Cargo residue
Drainage and bilge
Leakage
Sounding pipes
Cargo battens
Lighting
Access
Safety barriers
Fire fighting
Ventilation
Hatch cover
Weather
DB tank
Securing points
54

HOLD
PREPARATION
Responsibility - Owners
Refrigerating, cooling chambers – reception, carriage,
preservation
CLEAN AND DRY
CLAIMS
Cargo quality Contamination
Staining
Water contact
Ventilation
Weather tightness Water hose test
Chalk test
Ultrasonic test
Light testing
55

CHECKING
BILGE
SUCTION
STRUM BOX
TEST HOLD
BILGES
- Filling
- NRV
- Test NRV / flood
back
Overhaul NRV 56

Partially filled ballast holds - prohibited
Cargo holds - in Harbour – Air draught
Ballast holds , Ballast tanks / SLOSHING
Magnification – Resonance
Pressed Up / Empty
Risk of Partially filled ballast holds or tanks of a seagoing bulk carrier
57

Designated Ballast Hold
Hold ballasting for long sea passages
Chief officer – Operation
Master – Procedures Complied
Never to put to sea with hold partially filled.
Ballasting operation completed before proceeding,
Charterers and Owners informed
Anchorage : Ballast/De-ballast.
Open Extra Vents/ Main Hatch covers
D/O- Blank – Ballast line 58

Maintenance and Repair of Hatch covers
Cross joints
Hatch covers
59

60

Hatch
Coamings
Hatch wheels and
track ways
Landing Pad
61

Rubber packing
with permanent
Set
Rubber
Packing
Rubber
Packing
Length of
aged Gasket
62

Compression
bar- straight/
non rusted
Gasket
channel
Drain channel
63

Drain valve
Hatch cleat
64

Hydraulic
systems and
components
Hydraulic
systems and
components
65

FOLLOWING PRECAUTIONS TAKEN A PRIOR TO HEAVY WEATHER.
66
Prior
Cleats
Drain valves
Hydraulics

FOLLOWING PRECAUTIONS TAKEN AFTER HEAVY WEATHER
67
AFTER
Cleats
Covers
Hydraulics
Grease

68
STRUCTURAL DAMAGE ON SHIPS
STRUCTURAL
DAMAGE
FRACTURES
BUCKLING
EXCESSIVE WASTAGE/
CORROSION
BH
plating
BH Trunks
Weld
Coating

69
Actions by Officer to avoid the detrimental effects on bulk carriers due
to corrosion, fatigue and improper cargo handling:
FRACTURING
TOPSIDE HOPPER
SIDE SHELL
BULKHEAD

70
Actions to control structural stresses and fatigue:-
ACTIONS PLANNED Maintenance & Inspection
Identify
Accessibility
Planning
Associated structures

71
Structural Surveys include:-
1. Routine Inspections.
2. 2. Planning Surveys
3. 3. Surveys of known defects.
4. 4. Classification surveys.
5. 5. Annual surveys
6. 6. Intermediate Surveys
7. 7. Special surveys
8. 8. Condition Surveys
9. 9. CAP Surveys
10. 10. Life extension surveys, etc.

72
RSLA – CHG
FORM 2;
FORM 2 (U)
FORM 3
FORM 4
FORM 1
No. 231
Available to all
Replaces 1956
form
English + local
language
1985(11)
OSCH (DW)
CONVENTION
1979- No 152
(ILO A25.2)
To have
RLA-LG
1979
PAA Available
to all
Local
language
1956
No 32,
DW-
Protection
Against
Accidents
1932

73
RSLA CHG
FORM- 1
• Register of ship’s, lifting appliances and cargo handling gear
LA
FORM - 2
• Certificate of test and thorough examination of lifting appliances
DUP
FORM 2 (U)
• Certificate of test and borrow examination of Derrick used in Union Purchase.
LG
FORM -3
• Certificate of test and thorough examination of loose gear
WR
FORM – 4
• Certificate of test and arrow examination of wire rope

74
FORM 1
This Register is the standard
international form as recommended
by the International Labor Office in
accordance with the ILO Convention
No. 152.

INTERNATIONAL LABOUR ORGANISATION
REGISTER OF LIFTING APPLIANCES
and
ITEMS OF LOOSE GEAR
( Chain Register ) 75

DOCK LABOUR Authorised person
Competent person
Responsible person
Loose gear
Lifting appliance
Port authority
Safe working load 76

REGISTER OF SHIP’S LIFTING APPLIANCES
AND
CARGO HANDLING GEAR
Tests, examinations and inspections-
ILO Convention No. 152 and Recommendation No. 160.
Satisfaction of a competent person/ acceptable to the competent authority,
Preserved for at least five years after the date of the last entry
( Chain Register ) 77

78

79
FORM No.1

80
REGISTER OF SHIPS’ LIFTING APPLIANCES AND CARGO HANDLING GEA
RLA-
CHG
Initial examination & certification.
Certified by competent person.
He will supervise and witness testing
Tested and thoroughly examined
He will complete and issue the RLA and attach
certificate
Entry in Part I of register.

81
Initial
Examination and
Certification
Certified
Supervise- Witness
Tested-Thoroughly
examined
Register of Lifting
Appliances- ENTRY- Part
1
Rigging Plan
Instructions

82
RIGGING
PLAN
GUYS
BLOCKS RESULTANT FORCES
BLOCK POSITION
IDENTIFICATION
MARKS
UNION PURCHASE
RIGGING PLAN

83
Periodic
Examinatio
n /
Re-Testing
Examined / 12
M
RE TESTING
PART
THOROUGH EXAM- ENTRY
HEAT
PERIODIC EXAMINATIONS AND RE TESTING

84
INSPECTION
VISUAL
RECORD- PART II
Entry, ONLY IF DEFECT
INSPECTION

Chain Register
Part 1
Part 2
Annealing of chains,
rings, hooks shackles,
swivels 85
FORM No.1

Exempted are as follows:
A) Chains made of cast iron
B) Plate link chain
C) Chains, rings, hooks, shackles and swivels made of steel
D) Pulley blocks
E) Hooks and swivels having screw
threaded parts or ball bearings
86

DEFINITION
Competent Authority
Competent person
Responsible person
Thorough Examination
Inspection
Lifting Appliance
Authorised Person 87

Equipment used in the handling of Cargo
Reduces - Risks of damage or accidents, speeds up cargo operation.
NATURE – Cargo, Type of packing.
88

89

Testing of cranes –
 STATIC TEST – 25%, 10 mins, 100-200mm
 DYNAMIC TEST- 10%
90

Maintenance of cargo gear and the dock workers regulation
1986 - Dock workers safety health and welfare Act 1986
1990 - Dock workers safety, health and welfare regulations .
It is to safeguard their lives and interests of dock workers.
It applies to all major ports in India.
The act provides for the appointment of a CHIEF INSPECTOR
and other inspectors who will exercise the powers conferred
under them under the act and regulations.

• DEFINITIONS
• POWERS OF THE INSPECTOR
• TEST AND EXAMINATION OF CARGO CARE.
• FORM II of the register.
• It has part one, two, three.
• Procedure for testing directions and CRANES.
• Maintenance of cargo gear.

• DEFINITIONS
MAINTENANCE OF HATCHES AND HATCH COVERS.
RUST REMOVAL FROM STEEL WORK, CLEANING.
TESTING, DAMAGE, COMPRESSION BARS, RUBBER
PACKING, ECCENTRIC
WHEELS, BALANCING WHEELS,
TWIN CHAINS, QUICK ACTING CLAMPS, CROSS JOINT
WEDGES, DRAIN VALVES, PULL WIRE, SPARES.

DEFINITIONS
Authorised person means a person authorized by the employer, master of the ship or a
responsible person to undertake a specific task or tasks and who possesses the necessary
technical knowledge and experience to undertake that task.
Competent person means a person belonging to a testing establishment which is
approved by the chief inspector for the purpose of testing, examination annealing
and certification of the lifting appliances, loose gear and wire rope and includes
persons recognized under the similar
regulations abroad.
Responsible person means a person appointed by the employer, by the
master of the ship, by the owner of the gear or port authority, as the
case may be to be responsible for the performance of a specific duties
or who has sufficient knowledge and experience for the proper
performance of his duties.

DEFINITIONS
Lifting appliances means all stationary or mobile cargo handling
appliances such as cranes, derricks, power operated ramps, etc,
including their permanent attachments and machinery used on board
or ashore for raising, lowering, or moving cargo from one position to
another while suspended or supported.
Loose gears includes hook, shackle, swivel, chain, sling, lifting
beam, containers spreader, tray or other such gear by means
of which the load is attached to the lifting appliance.

96
PART I – Thorough examination of lifting appliances and loose gear
(1)Situation and description of lifting appliances and loose gear (with
distinguishing number or marks, if any) which have been thoroughly
examined (see Note 1)
(2) Certificate Nos
(3)Examination performed (see Note 2)
(4)I certify that on the date to which I have appended my signature, the
gear shown in column (1) was thoroughly examined and no defects
affecting its safe working condition were found other than those
shown in column (5) (Date and signature)
(5)Remarks (To be dated and signed)

97
PART I – Thorough examination of lifting appliances and loose gear
Note 1 : If all the lifting appliances are thoroughly examined on the
same date it will be sufficient to enter in column (1) “All lifting
appliances and loose gear”. If not, the parts which have been
thoroughly examined on the dates stated must be clearly indicated.
Note 2 : The thorough examinations to be indicated in column (3)
include:
(a)Initial
(b)12 monthly
(c)Five yearly
(d)Repair/damage
(e)Other thorough examinations including those associated with heat
treatment.

98

99
PART II – Regular inspections of loose gear
(1)Situation and description of loose gear (with
distinguishing number or mark, if any) which has been
inspected (see Note 1)
(2)Signature and date of the responsible person carrying out
the inspection
(3)Remarks (To be dated and signed)
Note 1 : All loose gear should be inspected before use.
However, entries need only be made when the inspection
discloses a defect.

100
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH
EXAMINATION OF LIFTING APPLIANCES
Name of Ship Certificate No. _______
Official Number
Call Sign
Port of Registry
Name of Owner
(1) Situation and description of lifting appliances (with distinguishing numbers or
marks, if any) which have been tested and thoroughly examined
(2) Angle to the horizontal or radius at which test load applied
(3) Test load (tonnes)
(4) Safe working load (SWL) at angle or radius shown in column 2 (tonnes)
FORM No.2

101
1. Every lifting appliance shall be tested with a test load which shall exceed the safe working
load (SWL) as follows:
SWL Test load
Up to 20 tonnes 25 per cent in excess
20 to 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
FORM No.2

102
CERTIFICATE OF TEST AND THOROUGH EXAMINATION
OF DERRICKS USED IN UNION PURCHASE
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner
FORM No.2(U)
(1) Situation and description
of derricks used in union
purchase (with distinguishing
numbers or marks) which
have been tested and
thoroughly examined
(2) Maximum height
of triangle plate
above hatch coaming
(m) or maximum
angle between
runners
Test
loaded
(tonnes)
(4) Safe working
load, SWL (U), when
operating in union
purchase (tonnes)

103
FORM No.2(U)

104
FORM No.2(U)

105

106
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF LOOSE GEAR
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner
FORM No.3
Distinguishin
g number or
mark
Description
of loose gear
Number
tested
Date of test Test loaded
(tonnes)
Safe working
load (SWL)
(tonnes)

107
Instructions
1. Every item of loose gear is to be tested and thoroughly examined before being put into use
for the first time and after any substantial alternation or repair to any part liable to affect its
safety. The test loads to be applied shall be in accordance with the following table:
FORM No.3

108
Note:
1. The SWL for a single sheave block, including single sheave
blocks with beckets, is to be taken as one half of the
resultant load on the head fitting.
2. The SWL of a multi-sheave block is to be taken as the
resultant load on the head fitting.
3. This form may also be used for the certification of
interchangeable components of lifting appliances.
4. The expression “tonne” shall mean a tonne of 1,000 kg.
5. The terms “competent person”, “thorough examination”
and “lifting appliance” are defined in Form No. 1.
FORM No.3

109
FORM No.4
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF WIRE ROPE

110
FORM No.4

111
FORM No.4

112
FORM No.4

113
FORM No.4

114

115

116

117

118

119

120
THE TESTS, EXAMINATIONS AND INSPECTIONS INCLUDED IN THE REGISTER ARE BASED ON
THE REQUIREMENTS OF THE ILO CONVENTION NO. 152.
PURPOSE
• Safe working order.
• Certificates, of test and examination attached to Register.
• Attached to the register.
• Uncertified appliances or gear shall not be used for dock work.
• Entries made in the register.
• Each and every cargo gear marked with their SWL as per their
certificate, conspicuously.
• With respect to the testing of items such as chains, swivels etc.,
Annealing done.

121
ANNEALING is the process of heating and
subsequent cooling to achieve ductility, softness
and to relieve any internal stresses.
Metal is heated to about 20-30 degrees above the
critical point.
After a while at this temperature, it is cooled slowly at
a gradual rate.

122
 Under Loose Gear when doing the Heat
Treatment/Annealing which all items are exempted.?
The ones that are exempted are as follows:
A) Chains made of cast iron
B) Plate link chain
C) Chains, rings, hooks, shackles and swivels made
of steel
D) Pulley blocks
E) E) Hooks and swivels having screw threaded
parts or ball bearings

123
The safety of machinery and gear = directly related to the maintenance of a safe working
practice onboard.
Safety
Working Places
1. Surfaces. –
2. Fencing of dangerous places. –
3. Passages to be kept clear. –
4. Railings and fencing. –
5. Life-saving appliances
6. Illumination.
7. Excessive noise, etc.

124
Decks, Hatchways, Etc.
1. Bulwarks or Rails.
2. Fencing around hatchways. –
3. Hatch coverings, hatch beams, etc.-
4. Securing of hatch covering and hatch
beams.

125
Lifting Appliances and Gear
1. Test and periodical examination of
lifting appliances. –
2. Ropes. –
3. Marking of safe working load. –
4. Pulley blocks. –
5. Knotting of chains and wire ropes. – s

126
Handling of Cargo
1. Loading and unloading operations. –
2. Stacking and unstacking. –
3. Hooks for bales, etc.-
4. Restrictions on loading and unloading
operations. –
5. Dock work at midstream

127
Miscellaneous
1. Fencing of motor, etc.-
2. Electrical equipment. –
3. Transport of dock workers by water. –

128

129

130

131

132

133

134

135
IMSBC Code
(Replaces BC Code )
AIM
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.

136
IMSBC Code
(Replaces BC Code )
Hazards
• Structural damage due to improper
cargo distribution,
• Loss or reduction of stability during a
voyage and
• chemical reactions of cargoes.

137
IMSBC Code
(Replaces BC Code )
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.

138

139
SOLAS - IMSBC Code 2023 Edition (Amendment 07-23)
In June 2023, IMO’s Maritime Safety Committee
adopted Resolution Resolution MSC.539(107),
setting out the latest (07-23) , setting out the latest
(07-23) amendments to the International Maritime
Solid Bulk Cargoes amendments to the International
Maritime Solid Bulk Cargoes (IMSBC) Code.

140
The 12 new schedules are for:
• BARYTE, FLOTATION CHEMICAL GRADE - Group A
• BROWN FUSED ALUMINA - Group C
• CRUSHED GRANODIORITE FINES - Group A
• DIRECT REDUCED IRON (D) (By-product fines with a moisture content of at least
2%) - Group A and B DUNITE - Group C
• DUNITE FINES - Group A
• ELECTRIC ARC FURNACE DUST, PELLETIZED Group A and B GROUND GRANULATED
BLAST FURNACE SLAG POWDER - Group A
• MAGNESITE FINES - Group A
• POTASSIUM NITRATE - Group C
• SODIUM NITRATE - Group C
• SODIUM NITRATE AND POTASSIUM NITRATE MIXTURE - Group C
Other changes include:
• Bulk density must now be declared by shippers and set out in the cargo
declaration.
• The list of non-cohesive cargoes has been amended.

141
1. General requirements for carrying solid bulk
cargoes
• Accepting cargoes for shipment
Information required from the shipper
Section 4
• Checking the cargo schedule
Appendix 1

142
Accepting cargoes not listed in the IMSBC Code
The list of individual cargoes contained in the Code is not exhaustive. If a cargo not listed in
the Code is presented for shipment, the shipper and the appropriate competent authorities4
must follow this process:
1. Before loading,
2. Based on this information the competent authority of the port of loading
- will assess the acceptability of the cargo for shipment.
- – If the assessment defines the cargo as Group A or B5, the competent authorities will set
the preliminary suitable conditions for carriage.
- – If the cargo is Group C5 then carriage can be authorised by the port of loading and the
competent authorities of the unloading port and flag state will be informed of the
authorisation.
3. In both cases, the competent authority of the port of loading will give the Master a
certificate stating the characteristics of the cargo and the required conditions for carriage and
handling. The competent authority of the port of loading will also provide the same
information to the IMO. Section 1.3

143
Exemptions
Under section 1.5 of the Code, a competent authority (or authorities)
can grant an exemption which allows ships to carry a cargo outside the
requirements specified in its schedule, provided that equivalent
provisions have been put in place.
Agreement of all three competent authorities is required to ship a
cargo under an exemption. Acceptance of an exemption by authorities
not party to it is discretionary: i.e., if the loading port authority issues an
exemption, the unloading port and flag state authorities can choose to
accept it or reject it.
An exemption can be valid for up to five years and does not
necessarily lead to the creation of a new or revised schedule. Consult
the Code – see Section 1.5

144
Loading
• Inspecting and preparing cargo spaces
• Distribution and stability
• Loading plan

145

146
2. The Code’s three cargo groups
Group A cargoes – cargoes which may liquefy
Group B cargoes – cargoes with chemical
hazards
Group C cargoes – cargoes which are
neither liable to liquefy nor possess chemical
hazards

147
Group A cargoes (cargoes which may liquefy)
What is liquefaction and how does it affect cargo?
• Liquefaction means that a cargo becomes fluid
(liquefies).
• Cargoes which are prone to liquefaction contain a
certain quantity of moisture and small particles,
• Liquefaction can lead to cargo shift7 and even to
the capsize and total loss of the ship, and can
occur even when cargoes are cohesive ( sticking
together ) and trimmed level

148

149

150
Examples of Group A cargoes
 Mineral concentrates
Refined ores eliminating most waste materials. They include copper concentrate,
iron concentrate, lead concentrate, nickel concentrate and zinc concentrate.
 Nickel ore8
Types - colour, particle size and moisture content. Some may contain clay-like ores.
 Coal
Natural, solid, combustible material consisting of amorphous carbon and
hydrocarbons.
Group A because it can liquefy if predominantly fine.
Group B cargo due to its flammable and self heating properties,
But it can also be classed as (i.e., if 75% is made up of particles less
than 5mm in size). In these cases, it is classed as both Group A and B.

151
 Bauxite
Brownish-yellow, claylike, earthy material primarily consisting of aluminium oxides
compounds, silica, iron oxides and titanium dioxides.
The loss of the bulk carrier Bulk Jupiter was caused by liquefaction of the bauxite cargo that
the vessel was carrying.
Group C cargo in the IMSBC Code.
Carriage of Bauxite - not to accept bauxite for carriage unless:– the moisture limit for the
cargo to be loaded is certified as less than the indicative moisture limit of 10% and the
particle size distribution is as detailed in the individual schedule for bauxite; or– the cargo is
declared as Group A and
• The shipper declares the TML and
moisture content; or
• The Master is presented with an assessment
that the cargo does not present Group A
properties.

152
Typical requirements for accepting and loading Group A cargoes
 Control the risks of liquefaction,
 Group A cargoes are tested to determine their Transportable Moisture Limit
(TML)
 Actual moisture content before they can be shipped.
TML is the maximum moisture content considered safe for
carriage.
The actual moisture content of the cargo must be below
the TML.
The information supplied by the shipper to the Master must include
a signed certificate stating the TML, and a signed certificate or
declaration of the cargo’s

153
What you need to do Hui Long,
a bulk carrier which sank in 2005.

154
What you need to do Hui Long, a bulk carrier which sank in 2005.
The cause was believed to be liquefaction, possibly due to the TML being exceeded.
Follow these steps when carrying Group A cargoes to reduce the risk of liquefaction:–
Make sure the shipper has supplied the required information,
including the TML and the actual moisture content.–
Only accept the cargo if the actual moisture content is less than its
TML. –
Carry out visual monitoring during loading. If there are any
indications of high moisture content, stop loading and seek further
advice.–
Consider trimming the cargo to reduce the likelihood of cargo shift.–
Take measures to prevent water or other liquids entering the cargo
space during loading and throughout the voyage.
Practical guidance on managing the risks of liquefaction to be
accepted.

155
Group B cargoes (cargoes with chemical hazards)
Group B cargoes are classified in two ways within the Code:
 Dangerous goods in solid form in bulk (IMDG Code); and
 Materials hazardous only in bulk’ (MHB).
Information available in the “characteristics” section of the cargo’s schedule.
Cargoes classified as dangerous goods in solid form in bulk will also have a ‘UN’ number in the
Bulk Cargoes Shipping Name. Consult the Code – see Section 9
Dangerous goods in solid form in bulk In the Code these cargoes are classed as follows:
Class 4.1: Flammable solids
Class 4.2: Substances liable to spontaneous combustion
Class 4.3: Substances which, in contact with water, emit flammable gases
Class 5.1: Oxidizing substances
Class 6.1: Toxic substances
Class 7: Radioactive materials
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles.

156
Group B cargoes (cargoes with chemical hazards)
Materials hazardous only in bulk (MHB)
 Possess chemical hazards when transported in bulk that do not meet the criteria
for inclusion in the IMDG classes above.
 They present significant risks when carried in bulk and require special precautions.
- They are described as follows:
 Combustible solids: materials which are readily combustible or easily ignitable
 Self-heating solids: materials that self-heat
 Solids that evolve into flammable gas when wet: materials that emit flammable
gases when in contact with water
 Solids that evolve toxic gas when wet: materials that emit toxic gases when in
contact with water
 Toxic solids: materials that are acutely toxic to humans if inhaled or brought into
contact with skin
 Corrosive solids: materials that are corrosive to skin, eyes, metals or respiratory
sensitisers.

157
Examples of Group B cargoes and the risks they present
The major risks
• FIRE AND EXPLOSION,
• TOXIC GAS
• CORROSION.
 Coal
 DIRECT REDUCED IRON (DRI)
DRI may react with water and air to produce hydrogen and heat.
The heat produced may cause ignition. Oxygen in enclosed spaces may also be depleted.
 METAL SULPHIDE concentrates
 Organic materials
 Ammonium nitrate-based fertilisers
 Wood products transported in bulk; These are wood products loaded and discharged by
methods such as elevators and grabs. They are distinct from wood products listed in other
schedules
Wood products transported in bulk are listed in a new schedule to the Code: Wood Products –
General. They include logs, pulpwood, roundwood, saw logs and timber. These cargoes may
cause oxygen depletion and increase carbon dioxide in the cargo space and adjacent spaces.

158
GROUP B
DRI

159
Requirements for accepting and loading Group B cargoes.
Information required on board ship for dangerous goods in solid form in bulk
• DOC
• MANIFEST
• STOWAGE PLAN
• EMERGENCY RESPONSE
• SEGREGATION
• SECONDARY RISKS

160
SPECIFIC RISK MITIGATION MEASURES
• Fire and explosion; ventilating or inerting , ventilators /
explosion proof. monitored gas detector.
• Toxic gas natural or forced mechanical ventilation.
• Corrosioncoating or barrier / before loading. clean and dry.
•

161
Group C cargoes
RISKS AND MITIGATION
• Iron ore and high density cargoes
evenly distributed, tanktop is not overstressed, trimming,
ballasting operations and loading sequences.
• Sand and fine particle
abrasive.
• Silica dust
to protect machinery and accommodation spaces from the dust of sand and fine
particle cargoes, and to prevent the cargo from getting into the bilge wells. goggles,
dust filter masks and protective clothing.
• Cement aerated

162
3. Other hazards associated with carrying solid bulk cargoes
• Entering enclosed spaces
• Revised recommendations for entering enclosed spaces aboard
ships.
• Mandatory entry and rescue drills have been required every two
months in accordance with solas regulation iii/19, as amended by
resolution msc.350(92).
• Pesticides
• Fumigants
• Fire risk
• Gas-detection equipment,
• Medical first aid guide for use in accidents involving
dangerous goods (MFAG), and appropriate medicines and
medical equipment

163
4. Cargo residues deemed harmful to the marine environment
• MARPOL Annex V.
• Harmful to the marine environment (HME)
• Annex V Regulations 4.1.3 and 6.1.2.1
• Reception facilities.
• Metal concentrates shipped in bulk.
• HME if it fails any of seven specified criteria,
• UN Globally Harmonized System of Classification and Labelling of
Chemicals (UN GHS) as: Acute toxicity; Chronic toxicity;
Carcinogenicity; Mutagenicity; Reproductive toxicity: Repeated
exposure of specific target organ toxicity [STOT]; and the Presence
of plastics, rubber or synthetic polymers.

164
Cargo declaration and HME substances
• Shippers to declare whether a cargo is HME or not, in accordance
with Resolution MEPC.219(63)
• The same recommendation will be introduced into the IMSBC Code
and the Form for Cargo Information for Solid Bulk Cargoes will be
updated to include this recommendatory provision.
However, amendments to MARPOL Annex V, anticipated to be
adopted in October 2016, will make it mandatory for shippers to
declare whether a cargo is deemed HME or not.

165
What you need to do
• Appropriate reception facilities.
• Reception facilities for HME cargo residues are not available in a
port, the Master of the ship should forward the information detailed
in Appendix 1 of circular MEPC.1/Circ.834
– Format for Reporting Alleged Inadequacies of Port Reception Facilities,
together with any supporting documentation, to the flag state
administration and, if possible, to the competent authorities of the port
state.
Completion of this form does not remove the obligation to discharge
any residues in accordance with MARPOL Annex V, but is to make
administrations and the IMO aware of any inadequacies.

166
5. Checklist and flowchart for accepting and loading solid bulk cargoes
1. Has the shipper delivered the cargo information and documentation listed in the Code
under ‘Assessment of acceptability of consignments for safe shipment; Provision of
Information’, including the correct Bulk Cargo Shipping Name (BCSN), and provided a
declaration that the cargo information is correct?
2. Have you consulted the relevant IMSBC Code schedule to find out the cargo’s general and
specific hazards?
3. If the cargo is listed as Group A, have you followed all procedures relating to the safe
carriage of cargoes which may liquefy?
4. If the schedule indicates the cargo is Group B has the shipper provided a statement that the
chemical characteristics of the cargo are, to the best of his knowledge, those present at the
time of loading?
a) If the cargo is classified as ‘dangerous goods in solid form in bulk’ does the Master have a
special list, manifest or stowage plan identifying its location, are there instructions on board
for emergency response, and does the ship have a Document of Compliance for the Carriage
of Dangerous Goods

167
5. Whatever the cargo Group, have you taken the recommended precautions to remove or
minimise the cargo’s hazard, including:
a) preparing recommended safety equipment and procedures?
b) activating any cargo monitoring equipment ready for loading?
6. Have the Master and Terminal Representative agreed a Loading Plan to ensure that the
permissible forces and moments on the ship are not exceeded during loading or unloading?
This should include the sequence, quantity and rate of loading or unloading, the number of
pours and the de-ballasting or ballasting capability of the ship.
7. Are there instructions to suspend the loading or unloading operation if the ship’s limits are
exceeded, or are likely to be exceeded if the operation continues?
8. Are you monitoring the cargo loading or unloading procedure, is the ship’s draught being
monitored and recorded in the logbook, and have any significant deviations been corrected?
9. Before sailing on the loaded passage, have you considered other factors, such as the ingress
of water, which could affect the cargo during the passage

168

169
Appendix 1
– IMO regulations and guidance relating to the transport of solid bulk cargoes
Mandatory regulations
Safety of Life at Sea (SOLAS) –
Chapter VI: Carriage of cargoes
Chapter VII: Carriage of dangerous goods –
Chapter XII: Additional safety measures for bulk carriers
International Maritime Solid Bulk Cargoes (IMSBC) Code
International Code for the Safe Carriage of Grain in Bulk (International Grain Code)
Code of Safe Practice for Ships Carrying Timber Deck Cargoes
MARPOL Annex V –
Guidance Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) –

170
Circulars and Resolutions
– MSC.1/Circ.1160 – Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal
Representatives, as amended by MSC.1/Circ.1230 and MSC.1/ Circ.1356.
– MSC.1/Circ.1357 – Additional Considerations for the Safe Loading of Bulk Carriers
– MSC.1/Circ.908 – Uniform Method of Measurement of the Density of Bulk Cargoes–
CCC.1/Circ.2 – Carriage of Bauxite that may Liquefy
– MEPC.1/Circ.834 – Consolidated Guidance for Port Reception Facility Providers and Users
– Resolution MSC.393(95) – Amendments to the International Maritime Solid Bulk Cargoes
(IMSBC) Code
– Resolution MSC.350(92) – Amendments to SOLAS Chapter III Regulation 19 Emergency training
and drills
– MSC.1/Circ.1395/Rev.2 – Lists of Solid Bulk Cargoes for which a Fixed Gas Fire-extinguishing
System may be Exempted or for which a Fixed Gas Fire extinguishing System is Ineffective
Note: This circular is revised regularly. Please always check for the latest version.– Resolution
A.1050(27) – Revised Recommendations for Entering Enclosed Spaces Aboard Ships–
MSC.1/Circ.1264 – Recommendations on the Safe Use of Pesticides in Ships Applicable to the
Fumigation of Cargo Holds, as amended by MSC.1/Circ.1396– BC.1/Circ.73 – Contact Names and
Addresses of the Offices of Designated National Competent Authorities Responsible for the Safe
Carriage of Grain and Solid Bulk Cargoes. Note: This circular is revised regularly. Please always
check for the latest version

171
Appendix 2
– the Code section by section
Section 1 TO 14
Appendix 1 – 5

172

173
DOCK SAFETY REGULATIONS
Guidelines for Protect Equipment
1) Harmful agents - adequate protective clothing, personal protective
equipment
2) Protective clothing personal protective equipment - suitable quality -
Good condition and cleaned and disinfected.
3)Contaminated by poisonous - dangerous goods - will not
contaminate the dock workers, clothing and other belongings.
4) Suitable protection equipment - Refer holds or chambers or river
containers for affording complete body protection.

174
DSR ( Dock Safety Regulations )
Guidelines for wire ropes
Ropes should be regularly greased and lubricated in accordance with
manufacturer guidelines throughout their working life.
Ropes must be clearly marked in a way such that it relates them uniquely to their
test certificate The surveyor may need to see following;
• The tag, tally or disc attached to the rope or filed within the vicinity of the
winch or marking on the ferrule of the end connection.
• The marking including surveyor’s or manufacturer’s, stamp
• Rope details on related certificate

175

176
POWERS OF DOCK SAFETY INSPECTOR
• ANY PORT
• Assistance
• Examination.
• Muster/ Employment doc
• Evidence
• No compulsion
• Copies of documents
• Photographs
• Inquiry
• Complaint
• Medical
• GENERAL MANAGEMENT

177

178

179

180
Publications of dog workers next
no dog worker share
Willfully interfere with our misuse any appliance convenience or other thing provided
in connexion with any dog work for the purpose of securing the health safety and
welfare of dog workers
willfully and without reason Do anything like Lee to endanger himself or others
wilfully neglect to make use of any appliance, convenience or other thing provided in
connexion with any talk work for the purpose of securing the health, safety and
welfare of talk workers
If any doc worker contravenes any of the provisions of subsection one, he shall be
punishable with imprisonment for a term which may extend to three months, or with
fine, which may extend to 100 rs, or with both.

181
What are General provisions with regard to transport of solid bulk cargoes at sea as per IMSBC
code?
What is the information provided in the appendix one Individual scheduled for sbc or imsbc
code
On a bulk carrier? What information does the ship stability booklet contain?

182
Angle of Repose
Angle of Repose means the maximum slope angle of
non cohesive that is free flowing granular material. It is
measured as the angle between horizontal plane and the cone
slope of such material.
SBC can be categorised as cohesive or non cohesive.
Angle of Repose is a characteristic of non cohesive cargoes,
which is indicative of cargo stability and has been included in
the individual schedules for non cohesive cargoes.

183
What is the methods used to determine the angle
of repose?
• Tilting bowls method
• Shipboard test met dividing line for bulk cargoes of lesser or
greater shifting hazard.
• Cargoes having angles of repose of more or less than the
figures are considered separately hod
• An angle of repose of 35 degrees is taken.

Angle of Repose
Angle between horizontal surface and grain cone slope.
• SLOW REPOSES/ FAST REPOSES
• LOW ANGLE OF REPOSE : EASILY FLOWS ( WATER : ZERO DEGREES ), EASILY SHIFTS DURING ROLLING.
• Low Angle of repose will shift first, High Angle of Repose will shift later. ( ROLLING )
• As the Angle of repose increases, grain will shift.
• More rolling, more shift of grain
• Grain should be trimmed level, or else small rolling also it will shift.

TRIMMED CARGO
The partial or total levelling of the cargo within the holds
by means of loading spouts or chutes, portable
machinery or manually, is called trimming cargo.
If the angle of roll is greater than OR equal to the angle of
repose, the cargo will shift.

UNTRIMMED CARGO
If the angle of roll is less than the angle of repose, the cargo
will shift.

Non-cohesive
It means dry materials that readily shift due to sliding, rolling
during transport, as listed in Appendix 3 of the Code.
Cohesive material means materials other than non-cohesive
materials.

189
FLOW STATE
Flow moisture point
Moisture content
Moisture migration
Transportable moisture limit

190

191

192
STRUCTURAL DAMAGE ON SHIPS
Common damage/ defects that may occur on watertight transverse bulkheads situated at the
ends of dry cargo holds of a bulk carrier.
The following are examples of the more common damage/defects that may occur:
1. Fractures at the boundaries of corrugations and bulkhead stools, particularly in way of shelf
plates, shedder plates, deck, inner bottom, etc..
2. Buckling of the plating/corrugations, leading to the failure and collapse of the bulkhead
under water pressure in an emergency situation. .
3. 3. Excessive wastage/corrosion, in particular at the mid-height and bottom of bulkheads,
which may look in deceptively good condition. This is created by the corrosive effect of
cargo and environment, in particular when the structure is not coated. In this respect special
attention should be given to the following areas:
Bulkhead plating adjacent to the shell plating;
Bulkhead trunks which form part of the venting, filling and discharging
arrangements between the topside tanks and the hopper tanks;

Risk of Partially filled ballast holds or tanks of a
seagoing bulk carrier
Sailing with partially filled ballast holds is prohibited unless the
approved loading manual approves of such a practice.
Cargo holds designed for partially filled in harbour for the purpose of
reducing the ship's air draught are not to contain any water ballast
while at sea.
Where ballast holds, and in some instances ballast tanks, are partially
filled, there is the likelihood of sloshing.
Sloshing is the violent movement of the fluid's surface in partially filled
tanks or holds resulting from the motion of the ship in a seaway.
193

CGL402N, 2024 YEAR.pptx for helping youjhsihuuih

Recommended

Recommended

More Related Content

Similar to CGL402N, 2024 YEAR.pptx for helping youjhsihuuih

Similar to CGL402N, 2024 YEAR.pptx for helping youjhsihuuih (20)

Recently uploaded

Recently uploaded (20)

CGL402N, 2024 YEAR.pptx for helping youjhsihuuih