Running head: Cargo Planning

Caribbean Maritime Institute

Kingston, Jamaica

Seaborne Cargoes and Dangerous Goods

ML-304.1

Research Essay

Research Topic: What are the Kinds of Planning and Transportation required for Bulk Cargoes?

What are the Special Provisions Necessary, to Ensure the Safe Delivery of These

Materials/Cargoes?

Summary Submitted in Partial fulfillment of the Requirements of the Course

Samantha Masters

20131670

Radcliffe Spence

October 7, 2015
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Cargo Planning

Table of Contents

Title Page

1. Table of Contents ………………………………………………………………. i

2. Acknowledgement ………………………………………………………………. ii

3. Abstract ………………………………………………………………………… iii

4. Introduction ……………………………………………………………………...2

5. The Evolution of Dry Bulk Terminals ……………………………………………3

5.1 Ensuring Efficient and Safe Stowage of Cargo…………………………….... 3

5.2 Managing Stability, Trim, Stress Control and Seaworthiness of Ship…….….4

5.3 Organizing Stowage Plan …………………………………………………….5

6. Conclusion………………………………………………………………………...6

7. References ……………………………………………………...............................8
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Cargo Planning

Acknowledgement

In fulfilling this assignment, I received the help of some respected individuals who

deserve my greatest gratitude. The completion of this assignment gives me much pleasure, and

so I’d like to thank my fiancé, Alexander Evelyn who has been my technical director while

conducting this assignment, and my parents, Michelle and Richard Masters, for their constant

love and support.

In addition, I’d like to thank my lecturer, Mr. Spence, who helped to guide my research

and gave me all the necessary resources to conduct this research assignment. I thank all the

people who contributed directly and indirectly to this research assignment.

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Cargo Planning

Abstract

Bulk cargoes are essential to the shipping industry, comprising more than sixty per cent

of cargo shipped, globally. It is therefore fundamental to implement the procedure of cargo

planning, in order to ensure the safe and expeditious transportation of cargo from the point of

origin to its destination, whether by land or sea. In this research essay, focus will be placed on

the planning procedures of the bulk cargo, Liquid Petroleum Gas (LPG), and the special

requirements for its safe stowage and transportation.

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4. Introduction

Cargo planning is defined as a method of distributing freight being transported in the

cargo compartments and on the upper decks of a vessel. (The Great Soviet Encyclopedia, 1979).

The major, required procedures in cargo planning involves ensuring efficient and safe stowage of

cargo, managing ship stability, trim stress control and seaworthiness, and organizing a stowage

plan. (Caribbean Maritime Institute, 2002). These procedures all encompass the full utilization of

a vessel’s weight and volume carrying capacities, the prevention of damage to freight during its

shipment, the expedient and rapid loading and unloading of freight, the vessel’s stability and

allowable draft, and the hull’s overall and local strength.

Liquid Petroleum Gas (LPG) is a liquefied gas primarily comprised of butane and

propane, and can be obtained from the refining of crude oil. (Mcguire and White, 2000). It is

used mainly for industrial purposes such as metal cutting, and commercial purposes such as

fueling motor vehicles.

Over the course of this research paper, a discussion will be had about the planning

procedures of the liquid bulk cargo, Liquid Petroleum Gas, highlighting the special requirements

for its safe stowage and transportation.

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5. Cargo Planning for Liquid Petroleum Gas

5.1. Ensuring Efficient and Safe Stowage of LPG

There are several steps involved in ensuring the efficient and safe stowage of LPG and

are further discussed below.

Before any cargo operations are carried out, it is essential that cargo tanks are thoroughly

inspected for cleanliness. (Mcguire and White, 2000). The ship should compile and retain a

report on the condition of the vessel’s tanks prior to loading, including a record of the ullages in

slop tanks. Once the ship’s officers are satisfied about the cleanliness of the tanks, cargo interests

and/or representatives of the terminal should be invited to inspect the tanks and confirm their

acceptability in writing prior to the commencement of loading. (University of Rijeka, 2002).

Once tank inspection is complete, the next step involves drying the cargo hull, which

ensures the removal of all water vapour and water, and prevents icing and hydrate formation

within the cargo system. (Mcguire and White, 2000).

It is then necessary to inert the cargo tanks, cargo machinery and pipelines, which is

understaken primarily to ensure a non-flamable condition during subsequent gassing up of cargo.

(International Convention on Standards of Training, Certification and Watching for Sea-farers,

1995).

Neither carbon dioxide nor oxygen, which are the main constituents of inert gas, can be

condensed by the ships liquefaction plant. This is as a result of both gasses being above their
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critical temperature at normal cargo temperature, and are therefore incondensable. As such, the

removal of inert gas from the cargo tanks is necessary. This is done by gassing-up, using vapour

to be loaded at an ambient temperature, and venting the incondensable gases to the atmosphere

so that subsequently the plant can operate efficiently. (Mcguire and White, 2000).

The following step is the cool down process which is necessary in order to avoid excess

tank pressures, which may be caused by flash evaporation. The cool down process involves

spraying the cargo liquid into a tank at a slow rate. (International Convention on Standards of

Training, Certification and Watching for Sea-farers, 1995).

It is then essential that attention be paid some particular preliminary procedures before

the ship is loaded, such as: the setting of cargo tank relief valves and high alarm pressures,

remotely operated valves, gas detection systems, alarms and controls, and the maximum rate of

loading. (Mcguire and White, 2000).

Additionally, a loading/discharge programme should be planned in advance and agreed

with cargo interests and the terminal staff. This should cover the order in which tanks are to be

loaded/discharged, tank/pump/pipe work allocation and loading/discharge rates in order to

minimize the stress on the vessel and the risk of cross-contamination of different grades of cargo.

(University of Rijeka, 2002).

5.2. Managing Ship Stability, Trim, Stress Control, and Seaworthiness of Ship

The ballast system for gas carriers is totally independent of the cargo system, hence,

deballasting may take place simultaneously with loading, though subject to regulations, as ship

stability and stress are of primary importance during loading.(Mcguire and White, 2000).
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The cargo plan should allow for distribution within the ship as in order to achieve

acceptable structural stress and the required ship trims to meet safe and stable conditions when at

sea. As such, the weight of the cargo in each tank needs to be known. (Mcguire and White,

2000).

All gas carriers are provided with stability data, including worked examples showing

cargo loadedin a variety of ways. In conjunction with consumables, such as fresh water, spare

parts and bumkers onboard, these conditions provide cargo storage guidelines to the ship’s

officers in order to maintain the ship in a safe and stable condition. (Mcguire and White, 2000).

Also, as part of requirements to obtain a certificate of fitness, in compliance with the Gas Codes,

the stability conditions must be such that, in specified damaged conditions, the ship will meet

certain survival requirements. (Mcguire and White, 2000). It is therefore essential that all

relevant guidance, concerning the filling of cargo tanks be observed.

According to the Carriage of Dangerous Goods by Sea Act, Section E, IMDG Code (2),

“gases carried on board a ship have various properties and come in different states”. Hence,

some factors requiring consideration are:

Cargo Temperature Control: For all refrigerated and semi-pressurized gas carriers, it is

necessary to maintain strict control of cargo temperature and pressure throughout the loaded

voyage. (STCW, 1995).

Prevention of Polymerization: Where butadene cargoes are being carried, the compressor

discharge temperature must not exceed sixty degrees celcius, and the appropriate high discharge

temperature switch must be selected. (STCW, 1995).

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Control of Vapors: The control of vapours can be carried out by using a vapour return

line to the shore, coupled to a gas compressor, or using the ship’s liquefaction plant for liquid

return to the ship’s tanks. (STCW, 1995).

Sloshing: Large prismatic cargo tanks, due to their width and shape, may suffer from

substantial sloshing of cargo in heavy pitching and rolling conditions, hence there may be

prohibited levels for these tanks, in order to avoid damage. (STCW, 1995).

Additionally, throughout the voyage, regular checks should be made to ensure there are

no defects in cargo equipment, and no leaks in nitrogen or air supply. (Mcguire and White,

2000).

When a ship arrives at the discharge terminal, cargo tank pressures and temperatures

should be in accordance with terminal requirements. This will help in achieving maximum

discharge rates. Some equipment used during discharge are: shore tanks, cargo pumps, and

booster pumps. (Mcguire and White, 2000).

5.3. Organizing Stowage Plans

The quantity of liquefied gas cargoes loaded to, or discharged from ships is measured and

calculated in a similar manner to other bulk liquid cargoes, such as crude oil. This is done by

finding the cargo volume and cargo density, after correcting both to the same temperature, by

multiplying the two to obtain the cargo quantity. (Mcguire and White, 2000).

When planning for LPG products, some factors to be considered are: the inclusion of

cargo calculations; the difference between before and after quantities; temperature and liquid
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level measurements; types of densities; measurements of cargo tank volumes; and types of cargo

documentations to be used. (Mcguire and White, 2000).

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6. Conclusion

Finally, cargo planning is the ship’s plan which shows the distribution of all cargo stowed

on board the vessel for the voyage. It is necessary to exercise the three major steps or procedures

in cargo planning to ensure the safe and speedy delivery of cargo. These steps include: ensuring

efficient and safe stowage of cargo; managing ship stability, trim, stress control, and

seaworthiness; and organizing a stowage plan.

Cargo planning of LPG consists of several steps and includes: tank inspection, drying,

inerting, cool down, precautions of loading and a loaded voyage, and discharge.
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References

Caribbean Maritime Institute. (2002). “Study Guide” Seaborne Cargoes and Dangerous Goods.
Carriage of Dangerous Goods by Sea Act. (1996). “IMDG Code” Class 2 – Gases.
Mcguire and White. (2000). Liquified Gas Handling Principles on Ships and in Terminals (3rd
ed.). Society of International Gas Tanker Terminal Operators (SIGTTO).
International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW). (1995). Gas Tankers Advanced Course.
The Great Soviet Encyclopedia. (1979).
University of Rijeka. (2002). “English in Delivery and Receiving Cargo”. Liquid Bulk Cargo.