Difference Between Wet-Bulb and Dry-Bulb Temperatures (°C)

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Table 6.2: Humidity-Temperature-Cargo Ventilation Record Book
Vessel Name: M/V__________________________
Date
Time
Outside Air
Hold No.: __________________
Hold No.: __________________
Venting
(Y or N)
Sea Temp
Remarks
Wet-Bulb
Dry-Bulb
Dew Point
Wet-Bulb
Dry-Bulb
Dew Point
Wet-Bulb
Dry-Bulb
Dew Point
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
Average cargo temperature at loading: ________ C/F Master’s Signature/Date: _______________________ Chief Officer’s Signature/Date: _____________________________

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7. Precautions during loading, transit and discharge
7.1 Objectives:
To ensure that proper precautions and protective actions are taken during: (1) the loading of steel
 
 
 
 
cargoes onto the vessel; (2) the carriage of steel cargoes by the vessel; and (3) the discharging of
 
 
 
 
steel cargoes from the vessel.
7.2 Cargo operations procedures
7.2.1 Weather monitoring (load port, transit and discharge port).
7.2.1.1 Inclement weather during cargo operations. Vessel owners should be mindful of the tasks
to be performed if inclement weather is experienced during cargo operations. Such
preparations should include allowing for sufficient time to fully close the cargo hatch covers
before the onset of precipitation, to prevent damage to the steel cargoes.
7.2.1.2 Weather watch keeping prior to and during cargo operations. When the cargo hatch covers
are open, the cargo may be exposed to potential inclement weather conditions. During
loading and discharging operations, the Master and crew members on duty should monitor
weather conditions that may require the closing of the cargo hatch covers. Means of
monitoring include visual observation, shipboard radar and via the internet on local
meteorological sites that show shower activity on actual radar/satellite pictures. “Rain
letters” alone, issued at the discharge port, may not be sufficient and should be
supplemented with additional sources.
7.2.1.3 Hatch cover and crane are operation. Prior to loading and discharging operations for steel
cargoes, the Master and crew should determine whether the hatch covers and cranes are in
good working order, if the latter are to be used in cargo operations (as specified in
Section 2.3). The crew should be fully aware of the required closing time for every hatch
cover prior to the commencement of cargo operations.
7.2.1.4 Use of tarpaulins. Tarpaulins (rain tents) can be considered as an additional measure of
cargo protection. If used, tarpaulins should be properly shaped and sized for their specified
use otherwise their effectiveness may be limited.
7.2.1.5 Weather monitoring during the voyage. If hatch covers are opened during the voyage to
ventilate the cargo, changes in the atmospheric weather conditions as well as sea state
conditions, may lead to the ingress of sea water spray into the cargo holds or through the

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vessel’s cargo ventilators. Sea state and weather conditions should be regularly monitored
to ensure that hatch covers are closed and ventilation is suspended if necessary until
weather and sea state conditions permit.
7.2.1.6 When cargoes are loaded during wet or humid conditions, it should be anticipated that the
cargoes can be moist or wet, thereby increasing the moisture level in the cargo hold and
risk of condensation during the voyage.
7.2.2
Stevedore monitoring (load port and discharge port).
7.2.2.1 During loading and discharge operations, the Master and crew should be aware of the
particular risks associated with stevedores’ loading and discharging of steel cargoes, such
as, but not limited to:
(1) rough or improper handling of steel cargo products that can lead to physical damages;
(2) the lowering and lifting of heavy slings of steel cargo should be monitored to ensure
that cargo is properly handled; and
(3) improper placement of consignments of steel cargo associated with the cargo hold and
dunnage configurations by not taking into account proper dunnage, stowage and
lashing principles as set forth in Sections 4 and 5.
7.2.2.2 The Master should consider holding a pre-load/pre-discharge meeting with the stevedore’s
foreman and/or the supercargo assigned by the charterer or shipper in the presence of any
inspectors and surveyors to:
(1) agree on a procedure to be adopted if there is a threat of rain. If the vessel’s cranes
are being used to load or discharge cargo, it is important to prevent stevedores from
abandoning their stations and leaving bundled cargo hanging on a crane wire or within
a hold thus preventing the crew from closing the hatch covers;
(2) ensure that stevedores load/discharge cargo in a uniform manner throughout the hold
and not leave high piles of cargo in the wings and hold corners which may then
collapse, which not only damages the cargo, but would also present a risk of injury to
people working in the holds;
(3) communicate that in the case of rampant pilferage in certain ports by stevedores and/
or other unauthorized persons in the vessel’s holds, the Master will be obliged to
suspend discharge and close the hatch covers;

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(4) obtain a copy of the cargo manifest to familiarize the crew with the details of the
cargoes to be loaded. This should be discussed with supercargo and the stevedore
foreman regarding their plans for cargo stowage, dunnage, lashing and/or securing, as
well as the vessel’s requirements, safety regulations and any additional concerns, if
applicable; and
(5) to ensure there are sufficient means of communication between the relevant port
authority, the supercargo, stevedores, the tallyman and surveyors as needed.
7.2.2.3 The Master should consider stationing crew members at key locations during cargo loading
or discharge operations to visually monitor the stevedores’ activities. Crew members on
cargo operation duties should be stationed at the following areas:
(1) embarkation and disembarkation points for stevedores and surveyors to prevent
against theft and pilferage of cargo;
(2) above each and every cargo hold where cargo loading or discharge operations are
underway whereby being able to visually scan and observe the activities of all
stevedores and surveyors working in the cargo holds; and
(3) any other locations where cargo may be loaded onto or discharged from the vessel,
where stevedores are engaged in cargo operations, or where any other visiting
non-crew personnel are allowed access.
7.2.2.4 The Master and crew should have procedures, record and document any incidents, such as
those specified in Section 7.2.2.1. In the event of such incidents:
(1) the crew should notify the Master and/or officer on watch of any and all observed
activities of concern by third parties aboard vessel;
(2) the Master or officer on watch should log the details of the incidents in the vessel’s
Cargo Log Book and/or in some other contemporaneous written record;
(3) the Master and/or officer on watch should collect all relevant evidence as practicable to
be kept as a record of the incident such as film, pictures, statements from witnesses
and physical evidence of the incident;
(4) the Master should ensure that the Mate’s Receipt clearly states the details of the
apparent condition of the cargo, including details of any defects or damages to the
steel cargo upon loading (i.e. prior to arriving aboard the vessel), etc.; and

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(5) the Master should issue protest letters to the charterer and/or cargo receiver if
stevedores do not load, stow or discharge the cargo as instructed.
7.2.3
Surveyor monitoring and interaction (load port and discharge port).
7.2.3.1 It is recommended that vessel owners arrange for independent surveyors to ensure proper
care of the cargo prior to loading, during loading, stowage and discharge of the cargo and
conduct proper precautionary surveys, as appropriate, to protect the vessel owner’s interests
(see Sections 10.2 through 10.5).
Vessel owners are strongly encouraged to conduct steel pre-load surveys as per

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