DIFFERENT TYPES OF CARGO

DIFFERENT TYPES OF CARGO

What is Cargo?

Cargoes can be divided into :
GENERAL CARGOES
CONTAINER CARGOES
BULK CARGOES
LIQUID CARGOES
DANGEROUS CARGOES
GAS CARGOES

General Cargo

The most industrial products and semi-manufactured goods belong to general cargoes. They require the expenditure of much labour while loading and unloading. Storage and transportation of a lot of tare are very expensive too.

General Cargoes comprise goods of the following types: bagged, baled, barreled, boxed, metals and machinery, heavyweights, goods in packages, containers and timber cargoes.

Big Bags

Wagons

Trailers

Yachts

Steel & Timber (Breakbulk)

Cases & Construction

Boxes

Units of especially heavy cargo are frequently carried on deck. Locomotives, lorries, crates of heavy machinery or extremely large length of heavy timber (logs) which may damage other cargo are also given deck stowage

Proper means of fastening the cargo must be provided by lashingsProtection form the sun and weather can be obtained by the use of tarpaulins.

COTTON CARGO

it is shipped in tightly pressed bales but it is accompanied by fire risk.

The preparation of the hold compartment for this cargo is primarily directed towards lessening the risk of fire. Cotton is liable to produce heat and also subject to spontaneous combustion. Any space in which cotton is to be stowed should be perfectly dry, well aired and absolutely free from any oil stains.

If cotton cargo follows a clean general cargo efficient sweeping and airing mil be sufficient. But if cotton follows a coal or the like cargo, it is necessary to wash the space of holds, due attention being given to drying.

Drying/Mopping

Washing

Disinfection

Inspection

RICE CARGO

RICE CARGO calls for a very elaborate and efficient system of ventilation for two reasons. Firstly, rice evolves a certain amount of carbonic acid gas. Secondly, its moisture content leads to the sweating of the hold. Condensation will therefore drop the on the cargo from certain points of ironwork, unless necessary precautions are taken

The rice cargo is liable to heat fairly quickly , and this fact associated with loss of the moisture, explains the loss of weight in transit varying from 1-3 %. The floor of the hold will covered with thick battens laid athwartships, and boards laid fore and aft.

Damaged rice cargo

SUGAR CARGO

Sugar cargo: is a cargo which demands absolute freedom from dampness and avoidance of any contact with iron or steel, apart from the general precautions. It is carried mainly in bags and may by “dry” or “green”.

Dry sugar is more refined than green sugar, and the latter is of a wet of nature. Dampness will result in considerable drainage in the form of syrup which will damage the cargo. It causes the bags stick together in the form of solid blocks.

DAMPNESS

So “green” and “dry” sugar should not be stowed together. Bare ironwork should be avoided.

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CONTAINER CARGOES

Both loading and discharging container cargoes is done in the warehouses.

Cargoes in containers are to be stowed to ensure complete tightness. The cargoes should be hitched and tightly so that it could not to shift inside of a container under any conditions of carriage.

Packages of light and fragile cargoes should be stowed on the heavy ones. 

Cargoes of different physical and chemical properties should not be stowed in the same container.

After stowing the cargo the doors of a container should close and open freely

It is important to use some means os safequarding the cargo from chafage, smashing, freezing to something or overheating. 

Walls of the container should be wrapped with paper and fitted rubber gaskets.

Rubber gaskets

Cargo should be stowed and packed up to full container capacity

After loading cargo inside the container it should be sealed.

For each container a Bill of Lading is drawn up: the number and the type of container, the weight and total amount of the cargo, the kind of the cargo and the seal print.

Loading and unloading containers to the trucks minimizes the port time of a ship, reduces the number shore workers needed to load and unload the ship. Today very few ships have their own cranes or derriks, procedures are done by huge very high capacity shoreside cranes.

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