2.12 Compilation technique cargo plan

Cargoes are loaded and unloaded in accordance with the cargo plan according to the bill of lading, avoiding their mixing. When handling a ship, ports are required to: place cargo in accordance with the cargo plan agreed by the captain. Scheme of cargo placement on the vessel; is drawn up with the aim of the most rational use of cargo spaces and giving the ship the necessary stability. There are preliminary (before loading) and final (executive) G.p. (after completion of loading); single-lane (section of the vessel along the centerline, which shows the placement of cargo in the holds, tween decks and on deck) and multi-lane G.p. (compiled for container ships and universal ships with a large number of bills of lading lots, when it is necessary to know the location of goods in a horizontal plane). Drawing up a G.p. is made taking into account the compatibility of goods. Data on the goods presented for transportation on the ship are summarized in special. tab. First, in this table enter data on non-optional goods (packaging, weight, specific loading volume, loading time in accordance with loading and unloading standards, etc.). Then the number of passing cargoes is calculated and the rest of the table is filled. When calculating the configuration of goods, the stacking factor and the volume of separation materials are taken into account. G.p. compiled for specialized cargo ships have their own specifics. G.p. a container ship is called a container plane; it is supplemented by a rotation plan, on which decomp. Colors are circled around the batches of containers sent to the corresponding port of unloading. When the vessel is ready to start loading, a Certificate of readiness of the vessel for loading is signed by the Captain and the Stevedoring. Before the start of loading, a Cargo Plan is drawn up - a graphic representation of the placement of cargo. Preliminary - compiled by the port before the start cargo work. Executive - compiled by an assistant after loading is completed. Cargo plan types: single lane and multi lane. When drawing up a cargo plan, the following is taken into account: cargo capacity (W) - capacity (volumetric) of all cargo spaces; carrying capacity (P) - capacity (mass) of all cargo spaces; vessel stability; hull strength (general and local). Distribution of cargo on the ship. In the case of transporting heavy loads (ore), the strength of the decks must be taken into account. The shipping company must prescribe the norms for loading individual rooms of the vessel. The cargoes on the ship should be arranged by weight, in proportion to the volume of individual cargo spaces. In this case, the ship's strength will be preserved. The amount of cargo intended for loading into any of the ship's spaces can be determined by the formula: p = w P / W, where p is the desired weight of the cargo; w is the volume of the cargo space; W-cargo capacity of the vessel (respectively in bales or grain); P is the weight of all cargoes accepted by the ship. In practice, the longitudinal strength is fully ensured if the weight amount of the load differs from the result obtained by the above formula within 10-12%. When loading the deck of any vessel, it should be borne in mind that its strength in the end parts of the vessel is greater than in its middle. Similarly, at the sides and bulkheads, the deck has greater strength than in the middle, unless, of course, the deck is reinforced with pillers.

A properly drawn up cargo plan should ensure: the seaworthiness of the vessel; cargo safety; the ability to accept and issue cargo according to bills of lading (by batch); simultaneous processing of holds, characterized by a coefficient of irregularity of holds, Km = W / N Wmax, where Km is a coefficient showing the ratio of the ship's cargo capacity W to the cargo capacity of the largest hold Wmax, multiplied by the number of holds; n-number of holds. If there is different cargo in the holds, then the coefficient showing the ratio of the total number of hatch hours to be worked throughout the ship to the number of hatch hours in the largest hold, multiplied by the number of holds, will be more accurate. Cl = L/n Lmax ensuring high-speed processing of vessels in ports; full use of carrying capacity and cargo capacity, i.e., the full loading of the vessel. The procedure for drawing up a cargo plan. Check if there are any goods dangerous for the ship and passengers. Determine the possibility of stowage of goods in terms of their compatibility and uniform distribution in the holds, draw up a statement from which it should be clear that incompatible goods have been distributed to different cargo spaces; the use of the volume of holds and the distribution of weight loads in individual compartments will not cause harmful stresses in the ship's hull. To check the effect of loading on the course of cargo operations, subdivide the cargo according to the classification adopted in the regulation on the daily norms of cargo operations in ports, and determine the coefficient of uneven distribution of cargo among the holds. Having a scheme for placing cargo in holds, draw up a cargo plan. Check lateral stability.

The sacks enters the cage, the more stable the stack. Sometimes the bags are stacked in a well. Most packaged cargoes in the conditions of automation and mechanization of loading and unloading operations should be transported in packages. A transport package is understood as an enlarged cargo unit (package) formed from smaller ones (at least two) in a transport container (bags, boxes, bales), ...

Capital repairs equipment. Conclusion technical regulation on safe unloading of coal on a car dumper. This regulation includes the following sections: - general requirements for work safety; - rules for loading and unloading operations with the help of a car dumper at thermal power plants; - Rules for ensuring...

their high efficiency. 2. general characteristics enterprises, main activities, management structure 2.1 History of the enterprise “Minskzheldortrans” (Minsk mechanized loading and unloading station) since 1925...

The entry of a ship into the ports of unloading and the stay of the ship under unloading - include operations and procedures similar to those that are performed when the ships leave the port and stay under loading. The technological process of ports includes the following workflows: acceptance of cargo for transportation - operations and methods: preparation of the port, its individual territories, berths, warehouses for receiving cargo; receiving cargo from...

2.12 Cargo planning technique

Load and unload goods in accordance with cargo plane on bills of lading, preventing their mixing. When handling a ship, ports are required to: place cargo in accordance with the cargo plan agreed by the captain. Scheme of cargo placement on the vessel; is drawn up with the aim of the most rational use of cargo spaces and giving the ship

the necessary stability. There are preliminary (before loading) and final (executive) G.p. (after completion of loading); single-lane (section of the vessel along the centerline, which shows the placement of cargo in the holds, tween decks and on deck) and multi-lane G.p. (compiled for container ships and universal ships with a large number of bills of lading lots, when it is necessary to know the location of goods in a horizontal plane). Drawing up a G.p. is made taking into account the compatibility of goods. Data on the goods presented for transportation on the ship are summarized in special. tab. First, in this table enter data on non-optional goods (packaging, weight, specific loading volume, loading time in accordance with loading and unloading standards, etc.). Then the number of passing cargoes is calculated and the rest of the table is filled. When calculating the configuration of goods, the stacking factor and the volume of separation materials are taken into account. G.p. compiled for specialized cargo ships have their own specifics. G.p. a container ship is called a container plane; it is supplemented by a rotation plan, on which decomp. Colors are circled around the batches of containers sent to the corresponding port of unloading. When the vessel is ready to start loading, a Certificate of readiness of the vessel for loading is signed by the Captain and the Stevedoring. Before the start of loading, a cargo plan- graphic representation of cargo placement. Preliminary - compiled by the port before the start of cargo operations. Executive - compiled by an assistant after loading is completed. Cargo plan types: single lane and multi lane. When drawing up a cargo plan, the following is taken into account: cargo capacity (W) - capacity (volumetric) of all cargo spaces; carrying capacity (P) - capacity (mass) of all cargo spaces; vessel stability; hull strength (general and local). Distribution of cargo on the ship. In the case of transporting heavy loads (ore), the strength of the decks must be taken into account. The shipping company must prescribe the norms for loading individual rooms of the ship. The cargoes on the ship should be arranged by weight, in proportion to the volume of individual cargo spaces. In this case, the ship's strength will be preserved. The amount of cargo intended for loading into any of the ship's spaces can be determined by the formula: p = wP/ W, where R- desired weight of the cargo; w- the volume of the cargo space; W- cargo capacity of the vessel (respectively in bales or grain); R- the weight of all cargoes accepted by the vessel. In practice, the longitudinal strength is fully ensured if the weight amount of the load differs from the result obtained by the above formula within 10-12%. When loading the deck of any vessel, it should be borne in mind that its strength in the end parts of the vessel is greater than in its middle. Similarly, at the sides and bulkheads, the deck has greater strength than in the middle, unless, of course, the deck is reinforced with pillers. AAAAAAAAAAAAAAAAAAAAAAAAAAA

A properly drawn up cargo plan should provide: ship's seaworthiness; cargo safety; the ability to accept and issue cargo on bills of lading (by batch); simultaneous processing of holds, characterized by a coefficient of irregularity of holds, Km = W / N Wmax, where Km is a coefficient showing the ratio of the ship's cargo capacity W to the cargo capacity of the largest hold Wmax, multiplied by the number of holds; P- number of holds. If there is different cargo in the holds, then the coefficient showing the ratio of the total number of hatch hours to be worked throughout the ship to the number of hatch hours in the largest hold, multiplied by the number of holds, will be more accurate. Cl \u003d L /nLmax ensuring high-speed processing of ships in ports; full use of carrying capacity and cargo capacity, i.e., the full loading of the vessel. The procedure for drawing up a cargo plan. Check if there are any goods dangerous for the vessel and passengers. Determine the possibility of stowage of goods in terms of their compatibility and uniform distribution in the holds, draw up a statement from which it should be clear that incompatible goods have been distributed to different cargo spaces; the use of the volume of holds and the distribution of weight loads in individual compartments will not cause harmful stresses in the ship's hull. To check the effect of loading on the course of cargo operations, subdivide the cargo according to the classification adopted in the regulation on the daily norms of cargo operations in ports, and determine the coefficient of uneven distribution of cargo among the holds. Having a scheme for placing cargo in holds, draw up a cargo plan. Check lateral stability .

2.13 Industrial relations of the stevedore with the ship's administration, client's representative, warehouse workers, dispatcher, railway

Ports are required to provide high quality carrying out work on the processing of the vessel; loading up to full load capacity and cargo capacity; stowage of cargo in the holds, ensuring the safety of cargo and seaworthiness of the ship; elimination of damage during handling. Reducing the time of handling a vessel in the port allows to increase its carrying capacity, reduce capital investments in the fleet, and reduce the cost of cargo transportation by reducing the time spent in the port. Speeding up the processing of ships in ports makes it possible to improve the use of fixed production assets of maritime transport and increase the profitability of its work. Upon arrival of the vessel at the port and obtaining free practice (after registration of the arrival, customs and border inspection), as well as after the completion of unloading, if the vessel is transferred for loading, the captain must give the port employees a notice (notice) of the readiness of the vessel for processing. Notis is issued in two copies; it contains the name of the vessel, the time of arrival at the port, hatch numbers and the time of their readiness for cargo operations, the time the vessel is ready to receive the bunker and water. If not all hatches are ready for processing, the captain shall present a new notice to the port for each subsequent hatch. The representative of the port upon the arrival of the vessel (after the end of the border and customs inspection) or after the end of unloading, if the vessel is being loaded, must arrive on the vessel within 30 minutes, regardless of the time and place of its location (on the roads or at the berth) and accept the notice. On the duplicate of the notice, the representative of the port must indicate the date and change of the beginning of the processing of the vessel under the IPGRP, and for which vessel this vessel is accepted for processing. In addition, they establish the procedure for the entry or exit of the vessel from the port and agree on the terms for the performance of work on the vessel with organizations that are not administratively subordinate to the port. All the main issues of organizing the processing of the vessel are developed and set out in a technological plan - a schedule for its processing. No ship can be handled in the port without a leader - a stevedore. Stevedoring works include preparation and organization of loading - unloading and maintenance of ships, development of TPGOS, execution of cargo and transport documentation, as well as work on loading and unloading in a straight line; options for rail cars, barges and vehicles. Stevedoring work is carried out by a staff of stevedores working under the guidance and control of the deputy head of the district for operation. Stevedoring State consists of senior and shift stevedores assigned to a certain group of berths and specializing in transshipment of certain cargoes or cargoes of one direction. Senior stevedore has three to four shift stevedores under his command, he represents the port on the vessel and is the responsible manager and organizer of work on this vessel. Prior to the arrival of the vessel at the port, the senior stevedore takes part in preparing the port for handling the vessel, participates in the preparation of a cargo plan, develops a TPGOS, prepares a berth for receiving a vessel, supervises the preparation of warehouses for receiving and discharging cargo, draws up applications for wagons, mechanization equipment, inventory, labor force. Further, the senior stevedore organizes and manages loading and unloading operations and provides maintenance of the vessel during the entire period of processing, coordinates with the administration of the vessel the scheme and methods of securing cargo. Replacement stevedore works under the direction of a senior stevedore. During the absence of the senior stevedore on the ship, the replacement performs his functions. The shift stevedore on his shift is operatively subordinate to the shift dispatcher of the district. He is the producer of cargo operations, who directly supervises the work of teams and has the right to stop work on ships and wagons, if the ship and representatives of the railway station act contrary to the rules for reloading cargo, to suspend workers under his supervision who violate the technology of reloading and labor safety rules. Before the start of the shift, the shift stevedore must check the serviceability of the technological equipment and its compliance with the current technology, instruct the workers on labor safety and reloading technology, together with the foreman arrange the workers at the work sites, indicate the places and methods of stowage of cargo. During the shift, he organizes work in accordance with the approved technology and TPGOS so that there is no downtime for workers, machines and transport, controls the quality and intensity of work of teams, organizes the receipt of cargo from the warehouse, submits applications for re-delivery of wagons, replacement of handling machines and load handling fixtures and equipment, supervises the loading - unloading and fastening - unfastening of goods. One of the most important tasks of a shift stevedore should be the preparation of the work of the next shift. 2 hours before the start of the shift, the stevedore must analyze the state of affairs for each hold, compare it with the task for the TPGOS and the shift-daily plan, and draw up an application to the shift dispatcher for workers, machines and vehicles. When loading the ship, the stevedore must pick up all orders for cargo that will be loaded during the shift, determine their location and the possibility of receiving from the warehouse or the possibility of warehouses for receiving cargo when unloading the ship. If it is impossible to receive any consignment of cargo from the warehouse, the stevedor through a shift dispatcher must organize the replacement of the cargo and think over the ways of its transportation. Having clarified all questions on the organization of the shift, the shift stevedore informs the ship's administration about the work to be done, agrees on the work plan, submits an application for ship's cargo facilities, opening or closing of hatches with a mechanical drive. The stevedore must ensure the transportation of separation and equipment by the workers of the previous shift, as well as the opening and closing of hatches in the holds. After the end of the shift, the stevedore supervises the cleaning of the workplace, the delivery of handling machines, technological equipment and inventory, fills out the orders - tasks for the work performed. In the process of performing his duties, the stevedore is associated with a large circle of employees of the region, other farms and the port administration, with officials of related transport organizations, state control bodies and inspections. As a rule, all instructions on the organization of work, on the transfer and registration of cargo, on loading or unloading the vessel and many other emerging issues, the senior stevedore receives from the head of the area, his deputies for operation and storage, the senior dispatcher, technologist and safety engineer, and the shift stevedore - from the senior stevedore and the shift dispatcher. He is obliged to know what issues are within the competence of port officials, related transport organizations, regulatory authorities in order to properly build their business relations and promptly resolve difficulties with all participants in the processing and maintenance of the ship.

1. Task

2. Abstract

3 Summary

4. Description of the vessel

Description of the ship

5. Description of goods

6.Description of the cargo

7. Requirements for a cargo plan

8. Calculation of vessel loading

8.1 Determination of design displacement, deadweight

8.2 Determination of flight times

8.2.1 Determining the sailing time and necessary margins for the passage

8.2.2 Determining the net load capacity

8.2.3 Determination of parking time and parking margins

8.2.4 Determining the amount of inventory

8.3 Determination of the optimal trim moment

8.4 Distribution of stores and cargoes among cargo spaces

8.5 Checking the overall longitudinal strength

8.5.1 Determination of the bending moment due to gravity amidships of a light ship

8.5.2 Determination of bending moment from accepted loads and stores (deadweight forces)

8.5.3 Determination of the midship bending moment from support forces

8.5.4 Determining the bending moment

8.5.5 Determining the allowable torque

8.6 Verification of local strength

8.7 Calculation of stability

8.8 Russian Register requirements for stability

8.9 Determination of the weather criterion

List of used literature

The average draft of the vessel dav 8.2 m

Trim aft 0.2 m

Length between perpendiculars L 140 m

Vessel width B 17 m

The coefficient of overall completeness Sv 0.75

Estimated displacement Δр 12700 t

Empty displacement Δ0 3300 t

Abscissa C.T. light vessel X0 7.5 m

Vessel carrying capacity W 17900 m3

Daily fuel consumption on the move 12 tons

Daily fuel consumption in the parking lot 10 tons

Daily water consumption 15 t

Supply stock Rsnab 40 t

Crew and baggage weight Rack 15 t

Stock of provisions Rpr 40 t

Transition distance Lp 3000 miles

Vessel average speed Vav 12.5 knots

Daily rate of work in the port of loading Мс 2000 t/day

Daily rate of work at the port of unloading M'ss 1200 t/day

Time for auxiliary operations:

in the port of loading Tvsp 6 hours

at the port of unloading T’vsp 8 hours

Storm reserve ratio Ksht 10%

Vessel delay time Tzad 0.3 days

Table number 1. Volumes of cargo spaces

room	Volume, m3	room		Volume, m3
Hold No. 1		Twindeck No. 3
Twindeck No. 1		Hold number 4
Twindeck No. 1 in		Twindeck No. 4
Hold number 2		Hold No. 5
Twindeck No. 2		Twindeck No. 5
Hold No. 3		Twindeck No. 5 in
The total volume of the ship's cargo spaces

Table number 2.

Name and characteristics of goods presented for transportation

Table number 3.

Coordinates of the center of gravity of stocks

Light ship and stores:	X g , m	Z g , m
empty ship
Provisions
Supplies
Applicate metacenter	-	The purpose of this course project is to study the technology of transportation of these goods on a given type of vessel. In the process of completing the course project, there is an acquaintance with the characteristics of the goods presented for transportation and the type of vessel on which this cargo will be transported, as well as how the goods are placed and loaded, according to their volumetric and weight characteristics and their compatibility. At the same time, it is necessary to understand how the strength of the ship's hull is observed, the initial stability of the ship when spending supplies during navigation and after unloading cargo in ports of call. Therefore, the fulfillment of the course task sets as its task the study of the technology and organization of cargo transportation by sea transport, which allows in the future to apply the acquired knowledge in practice. 3 Summary The aim of the present project is studding procedure of the technology of the shipping of given cargoes on board the given ship. While working on the project one can get acquainted with the characteristics of the cargoes necessary for the transportation the type of vessel on which board the cargo will be shipped, and with procedure of loading and stowing the cargoes in accordance with their weight and volume characteristics and compatibility of cargoes. One must understand it is necessary to pay attention to durability of the hull and stability of the vessel while spending stocks, during her sailing and after unloading cargoes at the first port of call. follow the main problems of this project are the procedure and organization of the shipment of cargo by sea. This project helps to put knowledge into practice. The main part of the ship is the ship's hull. The ship's hull is divided into three main parts: the bow (front) part, called the bow of the ship; the rear part, called the stern of the vessel; the part of the ship located between these two parts is called the midsection (the middle part of the ship). The ship's hull is the main part of the ship. This is the area between the main deck, sides and bottom. It is made from a frame covered with sheathing. The part of the ship's hull below the water is the underwater part of the ship's hull. The distance between the waterline and the main deck is the surface of the ship. The ship's hull is divided into a number of watertight compartments, decks and bulkheads. Bulkheads are steel vertical walls running along and across the vessel. The ship's hull consists of an engine room, cargo spaces and several tanks. In bulk carriers, the cargo space is divided into holds and tween decks. A fore peak tank is located in the forward part of the hull, and an after peak tank is located in the aft (rear) part. They are designed for fresh water and fuel. If the ship has double walls, then the space between the sides contains deck pockets. All permanent structures above the main deck are called superstructures. Currently, bulk carriers are being built standardized with the engine room and bridge superstructure at the rear of the ship's hull in order to win more cargo space. The bow raised part of the deck is called the forecastle, and the stern raised part is the poop. The deck has cargo handling equipment such as cranes, winches, cargo booms, etc. The main body of a ship is called a hull. The hull is divided into three main parts: the foremost part is called the bow; the rearmost part is called the stern; the part in between is called midships. The hull is the main part of the ship. This is the area between the main deck, the sides (port and starboard) and the bottom. It is made up of frames covered with plating. The part of the below water is the ship's underwater body. The distance between the main deck is the vessel's freeboard. The hull is divided up into a number of watertight compartments by decks and bulkheads. Bulkheads are vertical steel walls going across the ship and along. The hull contains the engine room, cargo spaces and a number of tanks. In dry cargo ships the cargo space is divided into holds. At the fore end of the hull are the forepeak tanks, and at the after end are afterpeak tanks. They are used for fresh water and fuel. If a ship has double sides, the space between the sides contains wing tanks. All permanent housing above the main deck is known as a superstructure. Nowadays, cargo vessels are normally built with the after location of the engine room and bridge superstructure to gain more space for cargo. The forward raised part of the deck is called the forecastle and its after raised part is the poop. On deck their cargo handling facilities, such as cranes, winches, derricks etc. Iron ore (in bags) Iron ore is classified as bulk cargo and is usually transported on ore bulk carriers. Transportation in bags is carried out only for small consignments. The main properties of ore as a bulk cargo are flowability, caking, freezing. A small specific loading volume is dangerous from the point of view of maintaining the strength of the vessel's hull and the stability of the vessel; therefore, the loading of ore onto non-specialized vessels must be carried out in strict compliance with the cargo plan. Iron ore concentrate is divided into dry (gray, particle diameter less than 0.05 mm); wet (up to 10% humidity); wet (13% humidity). Humidity is an important indicator of this cargo, as it determines its properties, such as freezing, liquefaction, etc. At a moisture content of up to 7%, the cargo should be considered non-freezing. At a temperature below 0°C and a humidity above 13%, the ore freezes, which makes it difficult to transport it, therefore, during transportation, it is necessary to maintain a given temperature and humidity regime, for which the bilge air indicators should be measured regularly, if necessary, natural or forced ventilation. Due to the high density of the ore, the hold or tween deck cannot be fully loaded with it, since in this case the requirement for the local strength of the hull is violated, according to which the unusable cargo space cannot be fully loaded with cargo with a GPL of less than 1.3 cubic meters. meters per ton. The specific loading volume of iron ore in bags is 0.5 cubic meters. meters per ton. White rice (in bags) Rice is transported in single and double bags from 80 to 100 kg. Rice differs from other grains in its extreme susceptibility to various odors and active hygroscopicity. It has a high percentage of humidity and at the same time is able to absorb moisture or evaporate it, depending on the state of the air in the holds. Normal weight loss due to evaporation of moisture is not more than 2.5% When transporting rice, in addition to the usual preparation of cargo spaces for the transport of grain, a number of additional measures must be taken. Rice requires a very carefully designed and efficient ventilation system for two reasons. Firstly, the rice releases some carbonic acid as a gas, and secondly, the moisture content causes fogging (moisture condensation on the walls) of the holds. Therefore, condensate will drip onto the load from certain points on the metal structure unless the necessary precautions are taken. Rice heats up fairly quickly, and this fact is associated with a decrease in moisture, which explains the decrease in weight in the "traditional" change from 1 to 3%. The lower part (bottom, floor) of the hold should be covered with thin and battens laid across the vessel and boards laid far from the vessel. Vodka and wine in bottles (in boxes) Wine and vodka products are transported in barrels or in bottles packed in boxes. Bottles are packed in wooden or cardboard boxes. To protect the bottles from breaking, they are placed in cells and transferred with packaging material. All boxes must be specially marked "Caution Fragile" or "Do Not Turn Top" to warn of the presence of glass inside the box and show the top of the box. Wine and vodka products are loaded with great care, excluding jerks of mechanisms, swinging of lifts, dropping boxes from a height. In the hold, the boxes are stacked on a flat surface. Heavy loads should not be loaded on top of boxes with wine and vodka products, which can damage the underlying loads. Upon receipt of wine and vodka products on the ship, strict control over the quality and quantity of cargo is necessary. Cargo with traces of opening, damage, smudges or damage is not accepted for transportation. If the cargo is nevertheless loaded at the request of the consignor, then each damaged place is opened and checked in the presence of the commission. A special act is drawn up on the fact of the autopsy and the results. Specific loading volume - 1.7 cubic meters. meter per ton. Bananas (in bunches) Bananas are perishable goods of tropical origin. Their peculiarity is a small temperature range at which they remain valid from 1°С to 5-8°С, therefore their transportation is carried out, as a rule, on special ships - banana carriers. On ordinary ships, their carriage is permitted only for a short time and subject to strict temperature regime. Before loading, the temperature in the holds should be below the optimum by 5-6°C. Bananas are transported in bunches (whole branches) packed in plastic bags with holes or kraft paper or straw or reed branches. When loading, it is necessary to take into account the vulnerability of the cargo to chemical and mechanical stress, so no other cargo should be placed on top of the bananas. For the safe transportation of this cargo, strict observance of the temperature regime by regular ventilation is necessary. 1 ton of bananas in bunches takes 3.76 - 4.25 cubic meters. meters. Iron ore (in bags) Iron ore is bulk cargo and it is usually carried on bulk vessels. Carrying on usual ships is done only for small lots of cargoes. The main properties of ore as a bulk cargo are selffrizzing, selftightening and others. Small volume pertion of cargo maybe dangerous for ship stability and stronghess of hull, therefore the loading of ore on nonspecialized ships must be organized with whole according to cargo-plan. Iron ore is divided to dry (grey, diameter of pieces is less than 0.05 mm); damply (to 10% of dampness); wet (13% of dampness). Dampness is important property of cargo because other properties depend on it. If dampness is less than 7%, then cargo is nonfreezing. At temperature below 0 and humidity above 13 % ore freezes together, that complicates its transportation, on it during transportation it is necessary to support set temperature and humidity a mode for what on a regular basis to measure bilge air parameters if necessary to make natural or mandatory ventilation. In consequence of the big density of ore the hold or the twin deck cannot be loaded by her completely as the requirement to local durability of the case according to which be unusable a cargo premise in this case is broken cannot loaded completely by a cargo. Loading volume of iron ore – 0.5 m 3 /t White rice (in bags) Rice transport in unary and double bags from 80 up to 100 kg. Rice differs from others grain an extreme susceptibility to various smells and active hygroscopicity. It has a high percent of humidity and thus is capable of absorbing in itself a moisture or to drain it depending on a condition of air in holds. Normal loss of weight owing to evaporation of a moisture no more than 2.5% is considered By transportation additional rice, except for the usual preparation of cargo premises for transportation grain, it is necessary to accept a number of measures. Rice demands very carefully developed and effective system of ventilation for two reasons. First, rice allocates a quantity of a coal acid in the form of gas, and, secondly, moisture content leads to condensation of a moisture on walls) holds. On it the condensate will drip on a cargo from the certain points of a metal design if necessary safety measures will not be accepted. Rice is exposed to heating quickly enough, and this fact is connected with downturn of humidity, than and reduction of weight in "traditional" change from 1 up to 3% speaks. The bottom part (the bottom, a floor) hold should be covered thin and battens, laid across a vessel and the boards laid afar of a vessel. Vodka and wine in bottles (in boxes) Alcohol is transported in cans or bottles packed in boxes. Wooden and cardboard boxes are used to pack bottles. For protection bottles from beating they are in calls and separated. All boxes should have special marks "cautiously fragile" or “top handle with care” warning about the presence inside of a box of glass and showing top of a box. Loading alcoholic products make with the big care excluding jerks of mechanisms, rocking of rises, dumping boxes from height. In hold boxes keep within on an equal surface. It is not necessary to load atop of boxes with alcoholic products heavy cargoes which can damage underlaying cargoes. While loading it is necessary to control guarantying and quality of cargo. Cargoes with spots of damage, beating or leaking don’t accepted to carry. If it is loaded by requirement of special commission. This checking and its result must be fixed in a special document. Loading volume of alcohol is 1.7 m 3 /tonn. Bananas (in bunches) Bananas concern to perishable cargoes of a tropical origin. Their feature is the small range of temperatures at which they keep the validity from 1°C to 5-8°C, on it their transportation is carried out on special banana-carriers. On usually ships they are can carrier only during small period and with proper temperature regime. Before loading temperature in holds mast is bellow optimal on 5-6°С. Bananas are carried in bunches (whole brunches), packed in palliation bags with ventilation or craft-paper or solemn or brunches of reed. At loading it is necessary to consider vulnerability of a cargo to chemical and mechanical influence, therefore atop of bananas other cargoes should not be placed. For safe transportation of the given cargo strict observance of a temperature mode by regular ventilation is necessary. 1 ton of bananas in bunches requires 3.76-4.25 m3 Placement of cargo on the vessel must ensure the fulfillment of the following basic conditions: 1. Exclusion of the possibility of damage to goods from their mutual harmful influence (the effect of moisture, dust, odors, the occurrence of chemical processes, etc.), as well as damage to the lower layers of the cargo from the pressure of the upper ones; 2. Creation of the possibility of unhindered unloading and loading at intermediate ports of call; 3. Ensuring maximum labor productivity in cargo operations; 4. Exclusion of mixing cargo from different bills of lading lots; 5. Ensuring the acceptance on board of a whole number of bills of lading lots; 6. Preservation of the overall and local strength of the vessel; 7. Ensuring during transitions the optimal (or at least close to it) trim; 8. Guarantee that at all stages of the voyage the ship's stability will not fall below the limits stipulated by the Register standards; at the same time, the occurrence of excessive stability must be excluded; 9. Maximum use of the carrying capacity and cargo capacity of the vessel (depending on which of the indicated values ​​will be limiting); 10. Ensuring the loading of obtaining the maximum possible freight under the given conditions of transportation. Such multiple, sometimes conflicting requirements make the preparation of a cargo plan cumbersome. The usual sequence of operations when calculating the ship's load is as follows: 1. Determining the total amount of cargo that can be accepted for transportation on a given voyage; 2. Selection of cargo based on the conditions for the full use of the ship's carrying capacity or its cargo capacity or obtaining the maximum freight; 3. Distribution of the load among the cargo compartments, taking into account the need to ensure the strength of the hull (the cargo compartment means the hold plus tween-deck above it); 4. Placement of goods in cargo spaces, depending on the possibility of joint transportation and security, as well as the sequence of unloading in intermediate ports; 5. Determining, correcting and checking the trim; 6. Definition, correction and stability check. If the ship makes a voyage with intermediate ports of call, then the calculations start from the last intermediate port, in reverse order: first, stocks are placed for the last passage and cargo for the last port, then for the penultimate passage and cargo, etc. The cargo plan is drawn up even before the start of loading - the so-called preliminary plan. During loading, deviations are sometimes made from it due to non-delivery of the planned cargo, discovered inaccuracies in the calculation, redirection of consignments, etc. therefore, after the completion of cargo operations, an executive cargo plan is drawn up corresponding to the actual loading of the vessel. According to it, the characteristics of strength, stability and trim are finally specified. It is this plan that is sent to the port of destination. The cargo plan is most often performed in the form of a schematic vertical section along the diametrical plane - for a dry cargo vessel and horizontally - for a tanker. With particularly complex compositions of cargoes on shipping ships, sometimes the location of cargoes is also shown on horizontal sections. Such cargo plans can have two or more schemes and are called multiplanar. 8. Calculation of vessel loading Point by point, load calculations are performed in accordance with the proposed methodology. 8.1 Determination of design displacement, deadweight Estimated displacement is determined as follows: 1. According to a given draft, which will not go against the draft of seasonal zones. 2. According to the load line corresponding to the sailing season, i.e. if the ship follows from one navigation area to another, which may be in the area of ​​validity of the seasonal mark L - summer zone, W - winter zone, ZSA - winter North Atlantic, P - freshwater, T - tropical zone, TP - tropical freshwater zone. 3. In our case, we find d cf = 8.2 m, which corresponds to D p = 12700 t. Let's define the total carrying capacity D w (deadweight), which is equal to: D w \u003d D p - D 0 \u003d 12700 - 3300 \u003d 9400 t. 8.2 Determination of flight times 8.2.1 Determining the sailing time and necessary margins for the passage t x = · +T set. , days; t x = · + 0.3 = 10.3 days; P rev. \u003d K piece t x q t x + K piece t x q in x, t .; P rev. \u003d 1.1 10.3 12 + 1.1 10.3 15 \u003d 305.91 tons. Gross load capacity (deadweight) D w =D p +D 0 . Deadweight can be expressed as the sum of the weights of cargo and stores that can be taken on board a ship at a certain draft d cf. D w \u003d P load + P t + P in + P supply. + P eq. + P ex. D w \u003d 12700 - 3300 \u003d 9400 tons. Net carrying capacity D h is the weight of the cargo without the weight of fuel, water, ship's supplies, crew, provisions. D h \u003d D w - S (P cargo + P t + P in + P supply + P eq + P pr) P nf.gr. \u003d 2300 + 3000 + 1400 \u003d 6700 tons. W nf.gr. \u003d 1150 + 4410 + 2380 \u003d 7940 m 3. W of the vessel = 17900 m 3 P f.gr. = (W - W nf.gr)/m f.gr. P f.gr. \u003d (17900 - 7940) / 4 \u003d 9960 / 4 \u003d 2490 tons. D h \u003d SR 1 + R 2 + R 3 + R 4; D h \u003d 2300 + 3000 + 1400 + 2490 \u003d 9190 t. 8.2.3. Determination of parking time and stocks in the parking lot t st. = + t ref + + t¢ ref. ; t st. = + 0.25 + + 0.33 = 12.8 days; P t st \u003d t st. q t st \u003d 12.8 10 \u003d 128 t. P in st \u003d t st. q in st \u003d 12.8 15 \u003d 193t. SR ref. \u003d R zap.way + R zap.st. + R pr + R supply + R eq. = 305.91 + 321 + 40 + 40 + 15 = Determination of fuel and water reserves for crossing and parking R t \u003d R x t + R st t \u003d K piece t x q x t + R t st \u003d 1.1 10.3 12 + 127 \u003d 135.96 + 128 \u003d 264 t; R in \u003d R x in + R in st \u003d K piece t x q x in + R in st \u003d 1.1 10.3 15 + 193 \u003d 169.95 + 193 \u003d Let us determine the average shoulder of the forward X n and stern X k compartments: X n \u003d SW j n x j n / SW j n, X k \u003d SW j k x j k / SW j k, where W j n and W j to cargo capacity j of the bow and stern cargo space; х j н and х j k the horizontal distance of its center of gravity from the midship in meters. The total variable load is taken equal to the net carrying capacity of the vessel: D h \u003d P n + P to Having solved the equations for the total distributed mass of the forward P n and stern P k compartments, we get: Then the distributed mass in each particular compartment will be: P i n, P i k - cargo weight for any cargo space; W i n, W i k - the volume of any cargo space. P 1 hold = 937 (4583/11228) = 382 t P 1 top tv = 738 (4583/11228) = 301 t P 2hold \u003d 2417 (4583/11228) \u003d 987t P 3hold \u003d 2783 (4583/11228) \u003d 1136 t P 4hold = 2752 (4607/6672) = 1900t P 5 hold = 417 (4607/6672) = 288 t P 5 top tv = 1096 (4607/6672) = 757 t 8.4 Distribution of stores and cargoes among cargo spaces room Weight, t X g (+) M x (+) X g (-) M x (-) Zg Mz 7,5 7,24 -43 3,94 1041,316 -48 10,23 3707,864 -40 17 Provisions -72 7,2 Supply -17,1 3,27  1 R 4022 +Σ 1 M x 24750 -Σ 1 M x -32926,213 Σ 1 M z 29314,98 Hold 1 51,5 4 50 4,6 50 5,39 Twindeck 1 51 8,7 51 9,7 51 11,2 Twindeck 1 in 52 13,7 51 15,04 Hold 2 30 1,1 wine and vodka 32 1,4 31 2,9 30,5 4,51 Twindeck 2 31 8,5 30 9 30 9,5 Hold 3 5 1,55 wine and vodka 5 2 5 2,9 5 4 Twindeck 3 5 8,5 5 8,6 5 9 5 10 Hold 4 -16 2 -16 2,9 -16 3,5 -16 5 Twindeck 4 wine and vodka -16 9 -16 9,5 -16 10,6 Hold 5 -55 4,7 wine and vodka -55 5,3 -55 6 -55 6,4 Twindeck 5 -56 8,7 wine and vodka -56 9,5 -55 9,9 -55 10,4 Twindeck 5 in -55 -14093,376 12,5 -55 -9805,5164 12,9 -55 -13589,022 13,2 -55 -4146,8866 13,8 8678 Σ 2 M x 111436,4 Σ 2 M x -103240,45 Σ 2 Mz 59585,1 P total 12700 Σ o M x 136186,4 Σ o M x -136166,66 Σ o M z 88900 X g = 0,002 Z g = 7 Hold 1. P = 382 0+40.7+196.6+144.7 =382 W \u003d 937 1.7 * 40.7 + 1.47 * 196.6 + 4 * 144.7 \u003d 926.99 Twindeck 1. P = 402 8.9 + 233.9 + 159.2 = 402 W = 985 4.45 + 343.8 + 636.8 = 985 Twin deck 1 top P=301 0+0+46+167.6=213 W=738 67.6+670.4=738 Hold 2. P=987 7.5+51.7+547.8+380=987 W \u003d 2417 3.75 + 88 + 805.3 + 1520 \u003d 2416.9 Twindeck 2. P = 701 312.5+157.3+231.2=701 W \u003d 1717 156.3 + 267.4 + 339.8 \u003d 763.7 Hold 3. P = 1136 235.3+214+435.1+252.6=1136 W \u003d 2783 117.7 + 363.8 + 639.6 + 1010.4 \u003d 2131.5 Twindeck 3. P = 674 192.4+81.1+201.1+199.4=673 W=1651 96.2+137.9+295.6+797.6=1327.3 Hold 4. P = 1900 921.2+306.5+363.2+309.1=1900 W \u003d 2752 460.5 + 521.9 + 533.6 + 1236 \u003d 2752 Twindeck 4. P = 1132 0+214+276+218=708 W \u003d 1640 214 * 1.7 + 276 * 1.47 + 218 * 4 \u003d 1640 Hold 5. P = 288 145.1+28.2+109.8+4.9=288 W=417 72.6+48+161.4+20=302 Twindeck 5 P = 530 221+128.3+112.7+68=530 W=767 110.5+217.6+166.1+272=766.2 Twindeck 5 top P \u003d 757 256.2 + 178.2 + 247.1 + 75.4 \u003d 756.9 W \u003d 1096 128.1 + 302.9 + 363.2 + 301.6 \u003d 1095.8 8.5 Checking the overall longitudinal strength The overall longitudinal strength of the ship's hull is checked by comparing the largest bending moments in the midship region M izg. with the standard value of the permissible bending moment M add. 8.5.1 Determination of the bending moment due to gravity amidships of a light ship M o \u003d k o D o L ^^ k o = 0.126 (for dry cargo ships with a machine in the stern) a) Rolling amplitude: q ir \u003d x 1 ∙ x 2 ∙ Y \u003d 1.0 ∙ 1.0 ∙ 24.0 \u003d 24.0 degrees (according to tabular values) b) The resulting value will be plotted on the q axis to the right of the origin. c) Restore the perpendicular to the intersection with DDO. We get point A. d) Set aside a segment from point A equal to 2∙q ir to the left. Got point A' e) Draw a tangent to DDO from point A. f) From point A to the right, set aside a segment equal to 57.3 ˚ (1 rad.) g) From point B we restore the perpendicular to the intersection with the tangent. Received L def. L def = 0.12 m. The Register of Russia imposes certain requirements on the stability of transport vessels, the verification of compliance with which is mandatory when drawing up a cargo plan before the vessel goes to sea. The requirements for stability imposed by the Register of Russia are set out in detail in the Rules for the Classification and Construction of Sea-Going Ships of the Register of Russia and are summarized as follows. For transport vessels of 20 m or more in length, the following stability criteria must be met: a) the dynamically applied heeling moment due to wind pressure M v must be equal to or less than the overturning moment M c, determined taking into account the conditions of the pitching amplitude, i.e. condition must be met K \u003d M s / M v ³ 1.0 where K - weather criterion; b) the maximum arm of the static stability diagram l max must be at least 0.25 m for ships with a length of L ³ 80 m and not less than 0.2 m for ships with a length of L ³ 105 m. For intermediate lengths, the value of l max is determined by linear interpolation ; c) the angle of heel at which the stability arm reaches its maximum q m must be at least 30 ˚ , i.e. q m ³ 30 ˚ ; d) the angle of decline of the static stability diagram q v must be at least 60 ˚ , i.e. q v ³ 60 ˚ ; e) the initial metacentric height for all loading options, except for the light ship, must be positive (h o ³ 0). Stability for ships is considered sufficient according to the weather criterion K if, under the worst, in terms of stability, load case, the dynamically applied heeling moment from wind pressure M kr is equal to or less than the capsizing moment M def i.e. if conditions are met: k = M def / M cr M def / M cr ³ 1 M cr \u003d 0.001 ∙ p v ∙ A v ∙ z, where p v - wind pressure, Pa p v = 1196 Pa (accepted according to the Register table depending on the area of ​​navigation of the vessel and the sail arm). And v is the sail area of ​​the ship given to us, m 2. And v \u003d 110 m 2. z - distance of the center of sail from the plane of the current waterline M cr = 0.001 ∙ 1196 ∙ 110 ∙ 7 = 921 tm. K \u003d 1524 / 921 \u003d 1.65\u003e 1. Therefore, for the calculated vessel, the stability is sufficient. 1. Zhukov E.I., Written M.N. "Technology of sea transportation". 2. Belousov L.N. "Technology of sea transportation". 3. Kozyrev V.K. "Cargo". 4. Nemchikov V.I. "Organization of work and management of maritime transport". 5. “Safety Rules for the Maritime Transportation of General Cargoes. 4 - M "Volume 2. 6. Kitaevich B.E. “Marine cargo operations. Educational and practical guide to the English language. 7. Snopkov V.I. "Sea transportation of goods", "Transportation of goods by sea". 8. Encyclopedic Dictionary "Ensuring the safety of goods in maritime transport."

CARGO PLAN

CARGO PLAN

(Cargo-plan) - an image in a schematic form of a longitudinal section of the vessel, indicating the proposed placement of cargo in the holds. This so-called preliminary G.P., which is compiled on special forms. In the cells representing the holds and tweendecks of the vessel, the relative location of homogeneous or general cargoes located in them, as well as individual large or heavy places, is shown on such a plan. Next to the name of the goods, the number of their places is indicated, and sometimes also the weight of individual lots. If the goods are sent to different ports, then appropriate marks are made on the cargo plan. It is clear that when drawing up such a preliminary cargo plan (or cargo plan, as it is sometimes called, adhering to the English terminology), the basic requirements for a properly loaded ship should be taken into account, namely: 1. So that as a result of loading the ship, its normal stability is achieved. 2. That the ship has the trim that is most desirable for a given voyage. 3. Placement of cargo in the holds should be carried out taking into account the peculiarities of the physical and chemical properties of the cargo. 4. That the cargo spaces and the upper deck be used in the most advantageous way. 5. The most successful (without delay for the vessel) loading and unloading of the vessel in ports should be taken into account. By the end of the loading of the vessel, final Ship's L.P., which is a plan for the actual placement of cargo for a given voyage. The G.P. is usually drawn up in several copies, of which one remains at the port of loading, one on the ship and one is sent to the port of unloading, which enables the agent to whom the ship is sent, based on the received cargo plan, to develop a plan for unloading the ship in advance, in accordance with the conditions and customs of the given port. G.P. greatly facilitates the keeping of records of the cargo still in the holds and the determination of the amount of labor and time required to complete the unloading of the ship.

Samoilov K.I. Marine dictionary. - M.-L.: State Naval Publishing House of the NKVMF of the USSR, 1941

See what the "CARGO PLAN" is in other dictionaries:

See Cargo Plan Glossary of business terms. Akademik.ru. 2001 ... Glossary of business terms

CARGO PLAN Legal Encyclopedia

A plan for the placement of cargo in the cargo spaces of the vessel, taking into account the properties of the cargo, the full use of the carrying capacity of the vessel, the reasonable organization of cargo operations in the ports of loading and unloading, ensuring the seaworthiness of the vessel ... Encyclopedic Dictionary of Economics and Law

Cargo plan, a scheme for the placement of goods transported in cargo spaces and on the upper deck of a ship. G. p. serves as a guide for loading and unloading and aims to ensure the full use of cargo capacity (See Cargo Capacity) ... Great Soviet Encyclopedia

Cargo plan, a scheme for the placement of goods transported in cargo spaces and on the upper deck of a ship. G. p. make up for the best use of the cargo capacity and carrying capacity of the vessel while ensuring the safety of goods during transportation, ... ... Big encyclopedic polytechnic dictionary

CARGO PLAN- a map plan, usually drawn up before loading, a plan on which different colors indicate the location in the holds of individual consignments of cargo, indicating its grades and destination. G.p. assists the agents at the port of destination to organize the normal… … Foreign economic explanatory dictionary

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