Inspection & preparation of Holds
Preparation prior Loading
1. When preparing vessel for loading it is important that the ship is loaded as close as possible to its maximum
deadweight or capacity.
2. to ensure that the quality of the cargo is not effected while it is in vessel’s custody and reach its destination in
the same condition as when it was loaded.
3. Quality of cargo can be effected due to :Contamination
Inadequate ventilation
Staining
Moisture/Water contact
Cargo Information
Appropriate information relevant to the cargo and its stowage & securing should specify in particular the
precautions necessary for the safe carriage of that cargo by sea.
A) A general inspection of hold is important prior to loading , following to check for :a) Structural damage and defects.
This could include damage to the tank top, missing bilge covers, broken ladders, damaged cargo battens, dented
coamings, leaking hatch covers etc.
Hold inspection
b) Suitability for the cargo.
The hold must be cleaned to a standard suitable for the cargo, lashing points located in case needed, space and
dimensions needed for the cargo checked, any obstructions to the stowage such as ladders, ventilator ducts etc
identified and such preparations must be carried out in advance.
This may be done while the ship is enroute or just after completion of discharging and prior loading at the same
port.
Hold Preparation
1. Thoroughly swept and washed depending upon cargo to be loaded.
2. Bilges thoroughly cleaned and washed, suctions tried out, rose boxes checked prior every loading.
3. Bilges should be free from any traces of previous cargo and contain no water or foul odors.
4. Bilges to be covered with burlap to avoid any suctions being blocked by any debris.
5. Vents to be tried out for satisfactory operation
6. Co2 system and smoke detection system to be checked, Co2 system is normally blown through at regular
intervals.
7. Spar ceiling or cargo battens checked & repaired if required.
8. Hatch covers to be in good condition and checked for weather tightness also underside of pontoons are free
from any residues of previous cargo.
9. Guard rails, chains and staunchions are to be placed around openings for safety (stevedore safety)
10. Proper lighting in hold must be checked.
11. Means of access clear and safe from any hazards.
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12. Ballast lines to deep tanks and ballast holds blanked if cargo to be loaded in these holds.
13. Cargo gear must be thoroughly checked to be in good working condition and rigged ready for loading,
winches tested and confirmed working
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 prevent cargo coming in contact with the free moisture/water on tween deck or tank
top.
Preventing cargo from coming into contact with the boundary of the hold thus minimising damage due to sweat.
Assisting in providing ventilation thus reducing / preventing sweat formation
Good ventilation certainly helps but some amount of sweat is ever present.
The other reasons why dunnage is spread about on the holds is to bring about some amount of frictional
resistance between the cargo and the steel bottom. Thus lashing becomes easier.
Aiding in spreading the cargo weight evenly on tank top
Can be used to separate cargoes
Certain types can prevent pilferage of cargo
In general holds are laid with double dunnage while tween decks are layered with single dunnage.
The size of the dunnage may vary but usually they are about 6” X 1” X 6 feet. These are laid about 6” to 10”
apart, though the gaps may again vary depending upon the nature of the cargo. The bottom tier of the hold
dunnaging may be laid in the fore and aft direction and the top tier in the athwart ship direction.
For heavy cargo where spreading the weight takes precedence over other hazards, the dunnage or timber used
is generally 4” X 4” X 6 feet (they may be also of stouter variety).
These heavy timbers are laid out in the fore and aft direction in order that the load is spread on as many frame
spaces as possible.
Dunnage - Athwartship see fig. attached
Dunnage – F & A see fig. attached
Single Fore and Aft dunnaging the most common dunnaging:
Double Dunnage
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see fig. Attached
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Contamination of Cargo
Cargoes -which taint easily, e.g. tea, flour, sugar, should be kept well away from strong smells. If a pungent
(strong smelling) cargo e.g. cloves, cinnamon has been carried previously, deodorizing of the compartment will
be necessary.
Dirty Cargoes should never be carried in the same compartment as “clean” cargoes.
Separation of cargo
Separation of cargo for the above cases is required to prevent claims arising due to short landing and later
complications with port authorities and customs for cargo left behind on a ship for which duty is payable
There may be numerous ways of separating cargoes bound for different ports or for same port and different
consignees. In general though not all are any hard and fast rule the principle is to ensure that cargoes destined
for a particular port or consignee is delivered accordingly.
Failure to do this at the time of loading would create chaos at the discharging port, with short landings – residual
cargo, since the excess cargo that would remain would not be permitted to be discharged in a subsequent port
without creating more paperwork and expenditure. In fact cases have arisen where ships have been arrested for
landing cargo not destined for that port – customs take a very strict view of this in many parts of the world.
Thus it is of paramount importance to ensure that cargoes are efficiently separated and marked so that to an uninitiated the cargo discharge may proceed smoothly.
Port markings may be made by different means for different cargoes, the following are some of the few:
Hessian separation strips, in various colours – used to encircle the parcel
Shoring, blocking and securing the later port cargo, since this would have to be done in any case at the
discharging port.
Paper sheets
Lashing ropes with coloured strips of cloth wrapped around the joints-turnbuckles/ shackles/ bulldog clips.
Different cargo used as a separation between two similar cargoes.
Where bare steel cargo is loaded oil based paint is also sometimes used, since the others may not be suitable
due to partial rusting of the plates as well that hessian strips are in-efficient for these cargoes.
Method depends on type of cargo
Instance-bagged cargo – by separation cloths made of burlap
Steel rails – by chalk marks, water paint or strands of wire
Bulk cargo – by old tarpaulins or separation cloths
Bales – by rope yarns
Timber – by water paints
Use polythene sheeting in various colour to separated cargo for different ports
Avoid mixing cargo by adequate vertical or horizontal separation
When cargo is packed in large containers, separation of small quantity is obviated and effort of handling can be
reduced.
Valuable Cargo
Valuable cargo such as Banknotes or mail earlier used to be carried on general cargo ships in special lockers. If
such lockers were not available then some dedicated space, which could be effectively secured, was made
available. Newer ships do not have such allotted spaces and today most cargoes of such nature is shipped in
containers.
Personal effects are also shipped and unless stated as very valuable is loaded in ordinary holds and are quickly
over stowed with other cargo
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As long as the over stowage is incomplete the hold is strictly watched and the watchman is done away with once
the cargo is over stowed and the entrance to the hold is locked.
All mail and personal effects are tallied on board – by shore staff as well by a ships staff, the results are then
verified. In case of any dispute the authorities are informed before a general protest is made.
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