Section 11.4

UNIVAN MARITIME (H.K.) LIMITED Issue 1 REV 0 Page 1/9 FLEET OPERATION MANUAL Date 18.12.2009

CARRIAGE OF FROZEN CARGO SECTION 11.4

Copyrights: Univan Maritime (H.K) Limited. All rights reserved Any unauthorized reproduction of this manual, in any form is prohibited

11.4 CARRIAGE OF FROZEN CARGOES 11.4.1 FROZEN CARGOES (GENERAL) 11.4.1.1 Cargo Condition At Loading 11.4.1.1.1 Frozen cargoes are always to be loaded in a frozen

condition with a pulp temperature no higher than -12 oC. 11.4.1.1.2 Prior to loading, checks are to be made that the

commodities are hard frozen and that the packings are in good condition. Cargo, which is found to be soft or has damaged packings is to be refused. In such cases, advise the Fleet Team and the local agent immediately/

11.4.1.1.3 Cargo showing signs of having been refrozen must

never be accepted without remarks in the Bills of Lading. Signs of refrozen cargo are:-

- Blood-stained clothing of the carcass; - Blood-stained and/or wet and deformed cartons. 11.4.1.1.4 Before making remarks in the Bills of Lading, the

Master is to advise the Fleet Team. 11.4.1.2 Pulp Temperature 11.4.1.2.1 During both loading and discharging, pulp

temperatures of the cargo are to be taken and recorded at least once an hour. Pulp temperatures should be taken both in the middle of the commodity and just below the surface and recorded separately. A daily summary of the pulp temperatures is to be recorded in the Deck Log Book.

11.4.1.2.2 Cargo with a pulp temperature warmer than -12 oC

for fish and -10 oC for meat must not be loaded without applying to the Fleet Team by telex or facsimile. Permission may be given provided that the cargo is hard frozen and the packings are in good condition so a close inspection by the ships personnel is essential.

Should loading be permitted, any suspect cargo is to be

stowed away and separated from correctly frozen cargo.




11.4.1.3 Stowage 11.4.1.3.1 When loading frozen commodities where there is

any risk that the different parcels could freeze together and stop the air circulation around the cargo, you must ensure ample space is provided within the cargo to enable the air to circulate.

In such cases we recommend the use of 1" x 1" dunnage

in one row vertically through the cargo in the centerline if the Robson air circulating system is installed and 2" x 2" dunnage on the bulkhead most distant from the cooler room when the system is ductless.

11.4.1.3.2 With regard to the carriage of frozen carcasses, we

have experienced moving cargo, particularly in those compartments with open space. This has resulted in damage to the carcasses, such as broken legs etc. Therefore the cargo in those compartments only partially loaded should be adequately secured.

11.4.1.4 Loading in High Ambient Temperatures 11.4.1.4.1 Damage is often caused to frozen cargo by a high

outside air temperature combined with a slow cargo operation. This type of damage is accentuated especially in vessels with big hatches.

11.4.1.4.2 We draw the attention of all Masters to this problem

and would suggest that in order to avoid such damage in the future, the following precautions are taken:

(i) Frozen cargo should be protected against direct

sunlight by tarpaulins and/or other adequate methods.

(ii) When the outdoor temperature is high only the

hatch section(s) required for the cargo operation shall be open in order to avoid unnecessary leakage of hot air into the hatch. Hold temperatures must be closely watched!

(iii) If, in spite of the above precautions, a risk still

remains for serious cargo damage, the hatch is to be closed and the refrigeration system turned on. This must, however, be done in close co-operation with the Agent/Shipper. In those instances when




these precautions cause a delay to the Ship, advise the Fleet Team by telex or telephone immediately.

(iv) Whenever problems arise due to high outdoor

temperatures during loading or discharging, do not hesitate to consult the Fleet Team.

11.4.1.5 Carrying Conditions 11.4.1.5.1 Charterers'/Shippers' carrying instructions should

be obtained and carefully followed. 11.4.1.5.2 If not advised otherwise the delivery air

temperature in a completed deck should be set at 1 deg C below the requested carrying temperature soonest after closing of the hatch. This delivery air temperature should be kept until the return temperature reaches ordered carrying temperature.

11.4.1.5.3 Upon completion of loading, the refrigeration plant

must be utilised to the highest possible capacity. 11.4.1.5.4 The brine temperature is to be kept as close as

possible to the delivery air temperature. 11.4.1.6 Fan Speeds 11.4.1.6.1 The fans must be operated at maximum speed

combined with the lowest possible brine temperature and highest possible brine circulation until the temperature in the holds has reached the carrying temperature and the reduction time is terminated. This of course will be subject to vessels design characteristics - if this heat gain caused by fans on maximum speed causes difficulties in reaching required delivery air temperatures, then switch fans to 2/3 or 1/2 speed.

11.4.1.6.2 In hatches where part of the cargo has been loaded

at warmer temperature than - 15 oC fans are to be operated at maximum speed for 48 hours after termination of reduction time.

11.4.1.6.3 Once reduction time is reached, to avoid drying of

the cargo, reduce the fans to the lowest possible speed and keep the brine temperature as close as possible to the necessary delivery temperature. For frozen cargoes the




delivery temperature is normally as much as 2 to 3 deg C below the stipulated carrying temperature.

11.4.1.6.4 As neither smell nor gas is produced by frozen

cargoes, no supply of fresh air must be given. 11.4.1.7 Fresh Air System 11.4.1.7.1 All dampers and plugs for sealing off the ventilation

ducts must be in closed position prior to commencement of cooling down period.

11.4.1.7.2 If any fresh air is allowed to enter the ventilation

system, this will cause a rapid build up of frost on the air coolers.

11.4.1.8 Defrosting of Air Coolers 11.4.1.8.1 During loading periods and for the first week after

completing a hatch, the frost build up on the air coolers can be considerable. Defrosting therefore must be on a regular basis but generally not more than once per day.

11.4.1.8.2 When defrosting, endeavour to defrost the coolers

in the lower decks first, working upwards to the top decks. This will prevent the ingress of fresh air into decks which have been defrosted when carrying out inspection of the air coolers.

11.4.1.8.3 Do not allow personnel to enter any fan spaces

unnecessarily to prevent increased frosting of the air coolers.

11.4.1.8.4 After defrosting, a visual inspection of each air

cooler must be made. At this time, the scupper plugs are to be removed to allow the draining of the drip trays under the coolers. Replace the plugs after brine sealing the scuppers and cover with calcium chloride flakes.

11.4.1.9 Relative Humidity 11.4.1.9.1 The relative humidity should be kept at about 90-

95%. The temperature of the refrigerant of brine in the coolers in the holds is to be kept as close to the desired cargo hold temperature as possible in order to avoid too low a relative humidity of the air, which causes drying of the cargo, resulting in loss of weight and a dry surface on the




commodity. 11.4.1.10 Ozone 11.4.1.10.1 Should odour develop in the cargo holds, small

quantities of ozone may be used to eliminate the odour, BUT ONLY AFTER OBTAINING OUR APPROVAL. Ozone must not be used for butter.

11.4.2 FISH CARGOES 11.4.2.1 Precooling 11.4.2.1.1 Start precooling of the holds about 48 hours before

arrival at the loading port. The precooling temperature -20 oC, is to be reached at least 24 hours before arrival.

11.4.2.1.2 In order to maintain the low temperature as long as

possible during loading when the outdoor temperature is high, all decks are to be precooled even if the loading is only to take place in the lower decks. This is not required when the outdoor temperature is low.

11.4.2.2 Stowage 11.4.2.2.1 The vessel will be furnished with all details such as

quantities to be loaded each port, combination prospects (if any) and the stowage proposal. The vessel is to either confirm the stowage plan or give comments/objections as soon as possible.

11.4.2.2.2 As changes often occur, the vessel will receive

updated details from time-to-time as the loading progresses.

11.4.2.2.3 Once a stowage plan has been agreed upon, it

should not be changed without prior consultation with shippers.

11.4.2.2.4 Parcels loaded by different Shippers may be

stowed in the same deck but with careful separation. Very often the cartons are insufficiently marked and therefore extra separation may be required.

11.4.2.2.5 Each consignment to be block stowed in order to

simplify separation and to avoid sorting during discharge. 11.4.2.2.6 Where tuna is carried in bulk, the various parcels

are to be separated by means of secondhand fish nets or similar (consult with local agent) and marked with the name




of the Shipper / Consignee using a large plywood label. 11.4.2.2.7 In order to avoid damage to other cargo that is

stowed in the same hatch as tuna, a bulkhead of dunnage and/or boards should be built between the two types of cargo. These bulkheads will also secure the "tuna" cargo and thereby reduce damage both to the "tuna" cargo and the hold in case of heavy weather.

11.4.2.2.8 Fish in bulk must not be stowed on top of cartoned

fish. 11.4.2.2.9 Whenever possible, "tuna" should be stowed close

to the cooling batteries thus protecting this cargo best possible during the discharging.

11.4.2.2.10 Fish is packed in various types of cartons, also in

plastic bags without an outer carton. The most common size of packages is designed to hold about 10 kilos, or a larger one holding about 20 kilos (two 10 kilo packages).

11.4.2.2.11 When the cargo is produced by Japanese trawlers,

the quantity is indicated in "net" or "casetons" which consists of 50 standard cartons (cases) of a nominal weight of 20 kilos each regardless of actual weight.

These 50 cartons are stowing about 75 cb ft and a "net" merely represents the volume instead of the weight. The actual weight of one "net" is generally varying between 1,100 - 1,400 kilos.

11.4.2.2.12 When the cargo is not produced by Japanese

trawlers, the quantity is expressed in metric tons net actual weight. The stowage factor is then 65 - 70 cb ft per mton net.

11.4.2.2.13 Gross weight will only be given whenever there is a

risk that the dead weight of the vessel is not sufficient. In case you fear that deadweight problems might occur, you are requested to let the Fleet Team know without delay.

11.4.2.2.14 Particular attention must be paid to the fact that the

stowage factor, calculated per gross ton, can be as low as 50 - 55 cbft/ton, especially in the Canary Islands for squid during the winter period.




11.4.2.3 Tuna 11.4.2.3.1 All fish stowed loose in bulk in the ship's holds is

called "tuna" although other species than tuna such as black marlin, swordfish and sharks are often included.

11.4.2.3.2 As "tuna" is loaded without any wrapping, the net

and the gross weight are the same. In the Bill of Lading the gross weight is to be reflected.

11.4.2.3.2 The stowage factor for "tuna" is about 80 cb ft per

ton except when loading a homogeneous cargo of skipjack or yellowfin tuna which stows about 65.

11.4.2.4 Squid 11.4.2.4.1 Frozen squid is mostly shipped as frozen blocks

without wrapping of any kind, so called naked blocks. When loading naked blocks from fishing boats note that

the cargo is to be blockstowed, interlocked and at least the two blocks on top to be turned upside down to prevent drying out.

11.4.2.4.2 Squid blocks are easily melted by wind and

sunshine. Extreme care must be taken to prevent the blocks from sunshine and strong winds during loading and discharging. Temperature and weight of the cargo to be noted during loading.

11.4.2.4.3 Stowage factor of squid is about 60/65 cb ft mton. 11.4.2.5 Loading Temperatures 11.4.2.5.1 Please first read Section 11.4.1.1. 11.4.2.5.2 In the event that cargo is accepted despite being

warmer than -12 oC, then it should be loosely stowed and separated from the surrounding cargo by means of dunnage. This will allow cool air to flow around and through the cargo thus preventing a warm pocket in the stow.

11.4.2.5.3 Pulp temperatures are to be taken continuously

during the loading/discharging of the cargo (see Section 11.4.1.2).

11.4.2.5.4 When loading fish, the following is to be recorded

and retained onboard:




(i) Detailed information about the condition of each lot or part of lot.

(ii) Temperature of each lot or part thereof. (iii) Remarks on cargo. (iv) Shippers/Consignee of cargo. This information is of utmost importance when possible

claims are to be settled. 11.4.2.6 Cargo Damage 11.4.2.6.1 If cartons or corners of cartons are broken, then

warm air can reach the fish whilst the cargo is waiting to be loaded.

11.4.2.6.2 A responsible member of the crew is to be

assigned to examine the condition of the cargo throughout the loading to ascertain if there is damage to the frozen block, such as dented or melted corners, or if the entire content has been affected.

11.4.2.6.3 In the event that cargo of deteriorated quality is

found by shore surveyors during the discharge, then the Master and/or the Chief Officer must examine the suspect cargo and forward a written report to the Fleet Team giving the vessels views and reasons for the deteriorated quality. The report should include the vessels comments on how to prevent similar occurrences in the future.

11.4.2.7 Cargo Hold Temperatures 11.4.2.7.1 The hold temperatures are to be carefully

monitored during the loading/discharging and if exceptionally high, cargo operations are to be stopped and the holds cooled down - refer to Section 11.4.1.4.

11.4.2.8 Carrying Conditions 11.4.2.8.1 The carrying temperature is the return air

temperature. Carrying temperature of fish, squid and tuna is equal to your ship's Classification temperature.

11.4.2.8.2 As soon as the deck is closed the hold temperature

must be lowered as fast as possible to the temperature for which the ship is classified.

11.4.2.8.3 Shippers quite often give instructions regarding carrying

temperature e.g. "minus 20 centigrade or lower". The vessel is to disregard all such instructions and maintain a carrying temperature equal to classification temperature




as above. The vessel should immediately advise the Fleet Team of any such instruction, so that we can discuss it with the Shipper.

Section 11.4

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