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MILITARY
FurtherReading
CHAPTER8
LOADINGANDDISCHARGINGCARGOVESSELS
SectionI.LoadingGeneralCargo
81. INTRODUCTION. The first two sections of this chapter cover the loading
and discharging of general cargo vessels. Special attention is given to the
different methods of securing cargo, as well as careful handling procedures to
prevent damage. Sections three and four describe the loading and discharging
methods for RO/RO vessels. The last section in this chapter discusses
performing LO/LO and RO/RO operations on the TAKR 295 and 296 Class
StrategicSealiftShip.
82.ADMINISTRATIVELOADING.Themajorityofvesselsareadministratively
loaded. Administrative loading is used in a noncombat situation. It makes
maximum use of a ship's cargo carrying capability. In administrative loading,
equipment and supplies are discharged and sorted before they can be used.
Cargo loaded administratively can be discharged at a single port or multiple
ports.

a.Inloadingforasingleportofdischarge,cargoplannersstowsuppliesto
makemaximumuseofthecarryingcapacityofaship.
b. In loading vessels for multipleport discharge, cargo planners stow
supplies for more than one destination so that items can be discharged in
the order of arrival at the ship's scheduled ports of discharge. Personnel
must take care at the original and intermediate loading ports to prevent
stowingcargoontopofothercargothatwillbedischargedsooner.

IndustrialLabel
Design
Downloadwhitepaperon
howvisioninspection
applicationsreadlabels

83. CARGOHANDLING OPERATIONS. Containerization is a general term


that describes the transportation of goods in specially designed containers so
that loose products, small packages, high value items, and high density
cargoesareunitizedforeasierhandling.Containerscanbemovedaboardmost
cargoshipshowever,movementaboardfullcontainershipsoffersthegreatest
systemefficiency.

a. Containerization has changed every aspect of cargo movement. Cargo


handling operations are no exception. The basic function of the cargo
handler is to handle cargo between the terminal and the vessel. This
functionhasnotchanged,butthemannerinwhichitisaccomplishedand
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the equipment used have undergone a dramatic change. Full


containerships are specially designed to carry containers. The first ships
usedtocarrycontainerswereconventionalvesselsconvertedtopartialor
full containerships, usually selfsustaining. The latest containerships are
not selfsustaining. Conventional ships can carry limited numbers of
containers but only as conventional cargo, which means containers are
heavy lifts for most conventional vessels. Partial containerships are
equipped to handle containers and breakbulk cargo. Only ships with a
capacity of at least fifty 20foot containers are considered partial
containerships.
b. General cargo is still handled in the conventional manner and, in some
trade routes, this remains the predominant method. Some cargoes will
always remain as general cargo commodities. As containerization
increases in a port, "cargo mix" in the general cargo operation undergoes
change.Packagecargograduallydisappearsintocontainersandthelarger,
hardertohandle(orlowrevenue)cargoremains.Withthisspecializationin
specific commodities, it becomes economically necessary to improve the
handlingmethodpreviouslyemployed.
c. Newer general cargo ships have replaced the conventional 5ton
capacitycargogearwithcranesof20toncapacityormore.Paperpulpand
newsprint are handled with a special multiplesling arrangement which handles several rolls in single hoist. Steel products
and pipe are similarly handled. For the package cargo, unitization has eliminated almost all hand stowage in the vessel.
Special "squeeze lifts" handle cotton and other solidbale commodities. Special slings permit the unitization of bagged
cargoes.Twodifferenttypesofcagesareusedforhandlingpalletizedorunitizedloads.

84. STOWAGE OF DIFFERENT TYPES OF CARGO. Many types of cargo are stowed aboard the vessel. This paragraph
discusseshowtostowpalletizedcargo,heavylifts,nonunitizedcargo,andrefrigeratedcargo.

a.PalletizedLoads.Palletizedunitloadsareformedongeneralpurposefourwayentrypallets.A palletized unit load may


notbemorethan52incheslong,43incheswide,and54incheshigh(includingthepallet).Thegrossweightmaynotexceed
3,000pounds.

(1) The cargo may overhang the pallet no more than 2 inches on each end and 1 l/2 inches on each side and the
palletizedunitloadwilloccupyapproximately70cubicfeetofshippingspace.Thecargoandpalletaresecurelybound
together with adhesives and/or various types of banding. A common method is to use five steel straps around both
cargo and pallet. Two are spaced equally and placed longitudinally, and three are spaced equally and placed
transversely.
(2)Whenasmallnumberofpalletizedloadsarestowed,thebestlocationisthesquareofthebatch.However,ifthe
volume of palletized cargo is great, it must be stowed in the ends and wings. Unlike heavy lifts, pallets are not
designed for dragging. Although pallets can be dragged into the wings and ends, dragging is timeconsuming and
dangerousandcausesexcessivedamagetothecargo.Thefollowingmethodsarerecommendedforplacingpalletized
cargoinunderdeckstowage:

(a) If there is sufficient headroom for forklifts to maneuver, they may be used as follows to stow palletized
cargo:

Placetherequireddunnageinthehatch.Usuallylittledunnagewillbenecessarysincethepalletitself
servesasdunnage,butsomedunnagemaybeneededforlevelingoff,paddingobstructions,andsoforth.
Hoistaforkliftintothehatch.Shortmast,pneumatictiredforkliftsshouldbeused.
Placethepalletsinthehatchsothattheaccessslotsfaceinadirectionrequiringaminimumofforklift
maneuvering.Usingtheforklift,engagetheloadandproceedtotheplaceoffinalstowage.
Ifpalletscannotbetieredunderthedeckbecauseofinsufficientheadroomclearance,itisoftenpossibleto
loadonepalletontopofanotherinthesquareofthehatchandmovebothpalletsintothefinalstowage
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positionwiththeforklift.
Usefillercargoorchockingtotakeoutthesheeratthebottomofthehatchandtofillinanyvoidscreated
bytheshapeofcargo,stanchions,orotherfittings.Fillercargomustbeofatypethatwillnotbeeasily
damaged.
Ifitisnecessarytooperateaforkliftontopofunitizedcargo,dunnageofftheentirehatchwithtwolayersof
dunnage,oneforeandaftandoneathwartship,makingfloorssolid.
(b)Palletjacksmaybeusedtomovepalletizedcargointofinalstowagepositionunderdeck.Sincepalletjacks
cannot tier cargo, it will be necessary to stow one tier at a time. Dunnage must be laid between views so that
thepalletjackscanbemaneuvered.
(c)Palletizedcargomaybemovedintofinalstowagepositionbyrollerconveyors.Therollerconveyorsarelaid
from the square of the hatch to the stowage position. The draft is landed on the conveyors and rolled into
position. Conveyor sections must be lifted after each draft. One section of roller conveyor can be inverted so
thattherollersarenexttothedeckordunnage.Theconveyorisspottedsothatitispointinginthedirectionof
stowage.Thedraftislandedontheinvertedconveyorandrolledintostowageposition.Thedraftmustbelifted
sothattheconveyorcanberemoved.Thetruckdollyorpalletdollymayalsobeusedinthesamemanneras
theinvertedrollerconveyor.
(d)Palletizedcargomaybemovedintofinalstowagepositionbymeansofwoodenormetalsingletyperollers.

b.HeavyLifts.Thestowageofheavylifts,suchastrackedvehicles,takesplaceeverydayinterminaloperations.A heavy
liftisanysinglepackage,pallet,unitizedorcontainerizeditemthatweighs10,000poundsormore.

(1) Before heavy lifts are loaded, cargo handlers should prepare the holds to receive the cargo. Dunnage material
should be assembled for securing the lifts, blocks, shackles, draglines, bars, and other necessary equipment
beforehand.Thismaterialshouldbeloadedintotheholdbeforethefirstliftishoistedaboard.
(2)Cargohandlersshouldcheckallgearbeforepickingupaheavylift.
(3)Cargohandlersmustusetaglinesonallheavylifts.Allpersonnelmuststandclearofaheavyliftcomingintothe
hatchuntilitisloweredtowithinafewinchesofthedeck.Personnelcanthenassistinsteadyingtheliftforlanding.
(4) Operators can move tracked vehicles, such as tanks, crawlers, cranes, and bulldozers from the square of the
hatchtotheirstowagepositionbydraglines.Thetracksarebarkedorreleasedtocontrolthemovementanddirection
ofthevehicle.Onlyexperiencedoperatorsofheavyequipmentarepermittedtosteertrackedvehicles.When stowing
trackedvehiclesinthehold,cargohandlerswill

Stowtrackedvehiclesinaforeandaftposition,wheneverpossible.
Leavemultifuelvehiclesinneutralgearwiththebrakeengaged.
Leavegasolinedrivenvehiclesingearwiththebrakeengaged.
Lockturretsontanks,andcabsoncranes,orlashtheminposition.
(5) A double solid floor of planking not less than 2 inches thick must be constructed and nailed down before tanks,
bulldozers,orcranesareloaded.Whentanksarestowedinthebetweendeck,similarflooringislaid.Operatorsshould
secure tracked vehicles weighing less than 18 tons with at least 4 by 6inch lumber. Those vehicles weighing more
than 18 tons should be secured with at least 6 by 8inch lumber. Cargo handlers should lash all tracked vehicles,
whetherstowedondeckorbelowdeck,withwireropeorchain.
(6)Usevehiclebridlesandslingstohoistwheeledvehiclesaboardship.Thesevehiclesarelandedintheholdtohead
in the direction of stowage. After they are landed, one person releases the brake and steers the vehicle while it is
pushed into stowage position. If the vehicle cannot be pushed into position by hand, a dragline is set up. If it is
necessarytomoveoneendofthevehiclesidewaystostowitinthedesiredspot,useoneofthefollowingmethods:

(a) Place dunnage smeared with skid compound or grease under the wheels on the end of the vehicle to be
moved.Dunnageislaidinthedirectionofthemove.Operatorssetupadraglineandtheendsofthevehicleare
draggedtothedesiredspot.
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(b)Useheavydutyrollingjackstomovetheendover,ifavailable.

(7)Operatorswillstowvehiclesforeandaftwheneverpossible.Asinthecaseoftrackedvehicles,stowingthemfore
andaftlessensthechancethattheywillbreakloosewhentheshiprollsinheavyseas.Whenitisnecessarytostow
them athwartship, you should obtain permission from the vessel's master or representative. When securing vehicles
stowedathwartship,cargohandlersmust

Setthebrakesonthevehicle.
Blockthevehicleatbothsidesandatbothendssothatitcannotmove
inanydirection.Thesizeandtypeofvehiclewilldictatethesizeof
timbertouse.(SeeFigure81.)
Braceindividualvehiclestobulkheads,stanchions,orothervehicle
blocking.
Uselashinginadditiontoblockingandbracing.Vehiclesmustbelashed
withwirerope.Putblocksunderbumpersorchassistokeeptensionoff
thesprings
(8)Largepiecesofcargosuchaswalkinrefrigeratorsordecontaminationunitsareoftenshippedinlargecases.The
mainprobleminstowinglargeheavycasesismovingthemfromthesquareofthehatchtotheplaceofstowage.This
canbeaccomplishedbythefollowingmethods:

Landthecaseontorollerswhenpossible.Makesureitislandedtoheadinthedirectionofstowage.Removethe
slingonthesidenexttothecoaming.Bytopping,lowering,orwingingthebooms,movetheheadoftheboomin
thedirectionofthestowage.Atthesametime,putastrainontheslingstillattachedtothecase.Thecasewill
thenmoveinthedesireddirectionuntiltheslingorcargoblockistoppedbythecoaming.Personnelshould
normallyremoverollersbeforeplacingthecaseinthefinalstowagelocation.Iffurthermovementisnecessary,
useadragline.
Landwellconstructedcasesofcargoweighingupto7or8tonsonrollersandmoveintopositionwithcrowbars
andwedgepointbars.
Positionthecasesondunnagerunwayssmearedwithskidcompound,soap,orgreasewhenrollersarenot
available.Then,movethecasesintopositionwiththedragline.
(9)Draglinesaresetupintheholdsandbetweendeckstodragheavyliftsfromthesquareofthehatchtotheplaceof
stowage or from the place of stowage to the square of the hatch. Draglines are long lengths of wire rope
(approximately60feet)withaneyeineachend.Torigadragline,personnelmust

Attachasnatchblocktothesideofthecargocompartmentortothebulkheadateachendofthedesiredstowage
locationandinlinewiththecargo.
Attachasecondsnatchblocktoastanchionorotherfittingtoprovideafairleadtosquareofthehatch.
Attachoneendofthedraglinetotheitemtobestowed.
Passthelinethroughthesnatchblockthatismadefastinthedirectionofstowage.
Passthelinethroughthefairleadsnatchblockatthesquareof
thehatch,attachingtotheotherendofthecargofall(Figure82).
Dragthelifttoitsstowagepositionbytakinguponthecargo
runnerwiththewinch.Itisoftennecessarytodragoneendofa
lifttotheplaceofstowagethenshiftthesnatchblocktoanother
positiontodragtheotherend.Therefore,anadditionalsnatch
blockishunginthesecondpositionbeforestartingthedragline
precautions.
(10)Manyvesselshavespecialrunnersthatareusedfordraglineoperations,anditisoftennecessarytousethem,
andtotakethemofftheboom.Whencargorunnersareused,personnelmust

Alwaysstripthecargorunnerfromtheboomandleaditfromthewinchtotheheelblockandthentothehold.
Alwaysuseafairleadsnatchblockatthetopofthehatchinsidethecoaming.
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Neverrunthecargorunnerunderthecoaming.Therunnerwillfraywhenpulledoverthemetaledges.
(11)Whendraglineoperationsareinprogress,personnelmust

Useadditionalsnatchblocksasfairleadstopreventchafing.
Leadrunnerstopoweratanadjacenthatch,warpingwinch,oranchor
windlasswhenusingjumboboomsforheavylifts.
Neverdragwiththecargohookunlessthereisnoothermeanstoapply
powertothedragline.
Useatackle(Figure83)iftheliftistooheavyforthewinchtopull.If
necessary,improviseatackleusingadditionalsnatchblocks.
Fastenbeamclampstothestiffenersorframesforsecuringsnatch
blockswhennopadeyesareavailable(Figure83).
Neverpullonthesideofapadeye.Thiswillcausethepadeyetobend
overonitsside.
(12)Topreventinjuringpersonnelanddamagingcargo,thefollowingrulesaretobeobserved:

Keepcrewoutofthebightofthelinesatalltimes.
Keepoutoftheareabetweentheliftbeingdraggedandtheplaceofstowage.
Whenslingsareplacedaroundheavycasesfordragging,placedunnagebetweenthecaseandthebearingpartof
theslingtopreventdamagetothecase.
Observethecasewhileitisbeingdraggedintopositiontoensurethatitdoesnotbecomejammedagainst
dunnage,deckfittings,orothercargo.Anyattempttodragtheliftwhileitisjammedwillplaceanadditionalstrain
onthegear,anditmaycarryawaytheslingorpullitthroughthesideofthecase.
c. Nonunitized Cargo. In today's shipping society, cargo is shipped either in containers or unitized on pallets for quick
loading and unloading of the vessel. However, circumstance may dictate that cargo be unloaded aboard a vessel in a
nonunitizedconfiguration.Nonunitizedcargomayconsistofthefollowingitems:

(1)Baggedcargo.Theproceduresforprotecting,loading,andstowingbaggedcargoarelistedbelow.

(a)Topreventwaterdamage,baggedcommodities,suchascement,shouldbestowedawayfrommoistcargo
orcargothatsweats.Bagsalsomustbeprotectedfromanydirectcontactwithmetal.Usemats,paper,orother
protective material to protect the cargo from moisture running down the ladders, frames, stanchions, and so
forth. When bagged cargo is loaded aboard a vessel on which no dunnage is used between the bags and
woodencargobattens,thebagsshouldbestowedontheirendsinthewingsoftheship.Thiswillpreventthem
fromprotrudingoverthebattensandcomingincontactwiththemoistmetalofthehullplating.
(b)Donotallowthebagstooverlapthestringerplatesofbeamsorsimilarobstructionsinthehold.If the bags
are allowed to overlap, vessel motion could cut them. Vertical dunnage placed against ladders and hatch
battens will normally protect the bags from falling or chafing. Cargo handlers should never use handbooks to
handlepaperbaggedcargo.
(c) Bagged cargo is stowed in tiers across the hold (Figure 84). Cargo handlers may use any of the following
threegeneralmethodsforstowingbaggedcargo:

Thefullbagmethodprovidesgoodventilationbutprovidesanunstablestow.Unlessrequiredforsome
reason,thisistheleastdesirablemethodofstowingbaggedcargo.
Thehalfbagmethodisusedwherefloorventilationisnotimportantandbagsaresoft.
Thecrosstiermethodisusedatcornersandouterrowstopreventcollapsingorshiftingofthestacksof
baggedcargo.
(d) Figure 85 shows a typical stowage of bagged cargo. Dunnage around the ladder protects the bags. The
bulkheadpreventsshifting,andthecrosstiermethodofstowingpreventscollapsing.
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(2)
Baled
cargo. The
procedure
for handling
baled cargo
is
listed
below.

(a) Baled cargo is easily damaged by chafing. To prevent chafing,


use flatboard dunnage underneath bales since dunnage with sharp
edgeswouldcutthroughthebalewrappings.
(b) Dunnage all metal parts in the hold to prevent damage from
moisture.
(c)Balesstowedinthewingsoftheholdarefrequentlyplacedonendsothatonlytheoutsidelayersofcargo
willbedamagedifmoisturecondensesonthesidesoftheshiporshouldchafingdamagethebales.

(3)Casedgoods.Theproceduresforstowingcasedgoodsarelistedbelow.

(a)Strongwoodencasesofuniformsizemaybestowedbrickfashion,inthesamewayascardboardcartons.
Nodunnagefloorsareplacedbetweenthetiersinthelowerhold.
(b)Whenstowingcasedgoods,cargohandlersmust

Stowheaviercasesinthelowertiers.
Neverstowacasesothatitrestsdirectlyontopofandinsidethefourcornersofthecasebeneathitunless
dunnageislaidacrossthetopofthelowercasetotaketheweight.
Stowcasescontainingcargothatmightleakseparatelyoratthebottomofthehold.
Makeeverypossibleefforttokeeptieslevel.Thiscanoftenbeachievedbyfillingupthespacesbetween
largecaseswithsmallercases.
Placedunnageoverlightlyconstructedcasesbeforethenexttierisstarted.
(4)Crates.Cratesarelightlyconstructedcontainersbuiltasaframeworkwithopensidesandtops.Theyareusedfor
ocean shipping and are stiffened by the use of diagonal pieces of lumber. The bottoms are solid with wellbuilt
foundations that support their internal weight. When crates are stowed, tiers should be kept level by laying dunnage
betweenthem.Thedunnagemaybespacedabout4inchesapart.Cratesshouldbestowedinthetweendecksorin
thetoptiersofthelowerholds.Ifitisnecessarytostowcargoovercrates,onlylightweightcargoshouldbeused.
(5)Drums.Drumsaremadeofsteel.Theyarestowedathwartshipanduprightwiththebungsup.

(a)Topreparetheholdforstowingdrums,cargohandlers

Laydunnageathwartshipapproximately6inchesapartonthedeckand
placedrumsonthedunnage.
Buildashelfovertheturnofthebilge(seeFigure86).
Placedunnagebetweenthefirstrowofdrumsandthebulkhead.
(b)Tostowthefirsttier

Workfromthewingstothecenterofthehold.
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Restchimessquarelyonthedunnage.
Ifthefirstrowdoesnotfitsecurelyacrossthebulkhead,savespacebyspreadingoutthedrums,keeping
equalspacebetweenthem.Staggerthenextrowofdrums(keepingthesamespacingasinthefirstrow).
Thesecondrowshouldfitintotherecessedareascreatedbytheslightspacingbetweenthedrumsinthe
firstrow.
(c)Tostowthesecondtier,cargohandlersshould

Laydunnageoverthefirsttier.
Placedrumsondunnage,asshowninFigure87.
(d)Cargohandlerswillstowsucceedingtiersinthesameway.

NOTE:Donotstowdrumsmorethanthreetiershigh.

(6) Cylinders. Strong steel cylinders are used for the shipment of compressed gases. These containers are under
pressureofupto2,000poundsormorepersquareinch.Cargo handlers must handle these containers carefully and
stowthemsecurelytopreventdamagetothecylinder.Ifdamaged,thecylinderscouldcausedamagetoothercargo,
aswellastotheship.

(a) Equipment used for loading or unloading compressed gases must be adequate to prevent cylinders from
fallingduringhandlingoperations.Useatraywithsideboardsofsufficientheighttopreventcylindersfromfalling
off, a tray with small mesh net, a pallet with cylinders secured in place, a bridle, or a bridle sling with a round
twinateachendoftheload.
(b)Stowedinstructionsforeachspecifictypeofcompressedgasarecontainedinparagraph146.24100ofthe
CFR.
(c) When CFR paragraph 146.24100 permits ondeck stowage, the vessel master must approve the method.
Cargohandlersshouldensurestowageisconsistentwiththefollowingconditions:

Thevesselmusthaveopenspacesondecksuitableforthisstowage.
Sufficientstructuralprotectionmustbeprovidedbythevessel'sfreeboardsorbulwarks.
Cylindersmustbestowedontheirsidesunlessboxes,cribs,orracksareprovidedforverticalstowage.
Whenstowedondeck,thecylindersmustbeprotectedfromthedirectraysofthesunbyawningsorother
protectivestructures.Tarpaulinscoveringandincontactwithcylindersarenotconsideredadequate
protection.Useofwooddunnageispermittedforprotection.
(d)Cylindersstowedunderdeckmustbeplacedincoolcompartmentsorholdsthatcanbeventilatedorareof
gastight construction. These compartments should be protected from open flame and any source of artificial
heat.They must contain no living spaces for crew and passengers, and be readily accessible from hatches or
cargoholds.
(e)Cylinders of compressed gas stowed either on deck or under deck will be kept from direct contact with the
vessel'ssidesorbulwarksbydunnage,shoring,orothereffectivemeans.
(f)Cylindersofcompressedgasstowedontheirsidesmustbedunnagedunderthefirsttiersothattheywillnot
restdirectlyonasteelorirondeck.Cargohandlersshouldstoweachadditionaltierinthecantlinesofthelower
tier.Neverstowcylindersbilgetobilgeordirectlyontopofoneanother.Thetiersmaybesteppedbackandthe
ends of the cylinders alternated in order to clear the flange. Suitable lashing must be provided to prevent
movementinanydirection.
(g)Whencylindersarestowedinaverticalposition,theymustbestowedinablockandcribbedorboxedinwith
suitablesoundlumber.Cargo handlers will dunnage the box or crib at least 4 inches off the steel or iron deck.

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Thecylindersintheboxorcribshouldbebracedtopreventanymovement.Theboxorcribshouldbesecurely
chockedandlashedtopreventmovementinanydirection.
(h)Lashingmustbesecuredtopadeyesorotherstructuralpartsofthevessel.Piperailsshouldnotbeusedto
securelashings.
(i) The cylinder valves are protected by screw caps recessed into the cylinder. When personnel handle
cylinders,theymustensurethesescrewcapsareonandthevalvesareprotectedasmuchaspossible.Rough
handlingmaycauseavalvetobreakandresultinaseriousaccident.The uncontrolled escape of compressed
gaswillcausethecylindertotakeflight,sometimeswithenoughforcetoblowitthroughthesideofaship.
(j)Openflamelightsandsmokingareprohibitednearflammablecompressedgases.Responsiblepersonnelwill
ensurethat"NoSmoking"signsarepostedinthevicinityofsuchgases.Flammablegasesmaynotbestowed
below deck or on a vessel with Class A or Class B explosives, unless separated from the explosives by the
engineorboilerrooms.
(k)Aleakingcylindermustnotbeacceptedfortransportation.

(7)Lumber.Lumberisshippedinlooseboardlotsandpackagedlots.Cargohandlersshouldplancarefullytoreduce
lostspaceinhandlingpackagedlumber.Largevoidscanbefilledinwithlooseboardsasnecessary.

(a)Lumbermaybestowedondeckorbelowdeck.Deckloadsoflumbermustbesecurelylashed.The use of
3/4inchchainmadefasttopadeyesondeckandsecuredwithturnbuckles,pearlinks,andsliphooksontopof
thecargoisasuitablemethodoflashing.Chainlashingshouldbespacednomorethan10feetapart.
(b) When finished lumber is being loaded, cargo handlers should use manila rope slings for hoisting. Hooks
should never be used on finished lumber. If it is necessary to use wedge point bars to stow lumber, dunnage
should be placed between the bars and lumber. When hoisting lumber, two slings should be used. If only one
slingisused,theboardsontheinsideoftheloadmayslipout,damagingcargoandinjuringpersonnel.Lumber
maybeunitizedforeasierhandlingbymakingupdraftsofuniformsizeandbandingthecargosothateachdraft
ishandledasasinglequantity.

(8)Steelplate.The handling of steel plate is a difficult and dangerous operation. Cargo handlers should observe the
followingsafetyprecautionswhenhandlingsteelplate:

Stowsteelplateonthebottomofthelowerholdsorthebetweendecks.
Stowsteelplatelevelondunnagesothattheweightofcargoloadedontopofitwillbeevenlydistributedoverthe
entireplate.
Stowsteelplateinaforeandaftdirectionifpossible.
Slingsteelplateonthequartersatapointaboutonequarterofthelengthoftheplatesfromeachend.
Usearoundturnoneachslingandusetaglinestocontrolthedraftiflonglengthsofplatehaveatendencytobend
whenslung.
Usecrowbarsorwedgepointbarsformovingtheplatesintofinalstowedposition.
CAUTION:Neveruseplatehandlingclampsforhoistingsteelplateintooroutofahold.Useplatehandlingclampstolift
steelplatesonlyhighenoughtolandtheplatesondunnagewheretheycanbeproperlyslungwithwireropeslings.

(9) Piles. Piles are long concrete or wood logs. They are usually stowed on deck, but may sometimes be stowed
belowdeck.Pilesstowedbelowdeckareusuallystowedinthelargerhatches.

(a)Thefollowingprecautionsmustbetakenwhenhandlingpiles:

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Alwaysusetwoslingswhenhoistingpiles.Eachslingshouldhaveasafeworkingcapacitycapableof
supportingtheloadbyitself.
Alwaysusetaglineswhenhandlingpiles.

CAUTION: Creosote will burn skin and eyes. After handling creosotetreated wooden piles, personnel should not touch
their faces or eyes until they have thoroughly washed their hands, gloves, and anything else that has touched the
creosote.

(b) Piles over 60 feet long are stowed on deck. It may sometimes be necessary to change the position of the
slings in order to place the piles in the stowed position. Use a dragline for pulling the piles into position. If
necessary,usethegearatthenexthatchtostowextremelylongpilings.

d.RefrigeratedCargo.Topicsdiscussedinthisparagraphinclude:

Stowage.
Typesofrefrigeratedcargo.
Containers.
Receivingrefrigeratedcargo.
Frozenproducts.
Chillproducts.
(1) Stowage. Stowing refrigerated cargo does not differ greatly from that of general cargo, except that refrigerated
cargorequiresmorecarewithtemperatureandventilationandnormallyisnotpalletized.Foods having a strong odor
shouldnotbemixedwiththosehavingatendencytoabsorbodors.Allcargocompartmentsmustbeattheprescribed
temperaturebeforeloadingtopreventrefrigeratedcargofromthawingorspoiling.Perishablecargoisdividedintothree
generalclasses:frozen,chilled,andaircooledcargo.

NOTE:Representativesoftheportveterinarianmustbepresentatalltimesduringloadingtoinspecttheconditionofthe
cargoandthecorrectnessofthestowageandtomonitortemperatures.

(2) Types of refrigerated cargo. Food products comprise the majority of refrigerated cargo, although other
commodities such as medicines, drugs, and certain temperaturesensitive chemicals are often transported in this
manner.Itemsshippedunderrefrigerationcannotwithstandlongperiodsofexposuretonormaloutsideairtemperature
orotherconditionsthatmightresultindeteriorationandultimatelossofacommodity.Thisapplieswhetherthecargo
isloadedincontainersoristransportedbyconventionalbreakbulkstowageintheship'srefrigeratedcargospaces.
(3)Containers.Containerizationisaveryeffectivemethodoftransportingrefrigeratedcargo.Continuous refrigeration
between point of origin and destination and the elimination of multiple handling required in conventional breakbulk
shipmentshavedrasticallyreducedintransitdamageandlossoftheseproducts.Theadvantagesofonehandlingat
pointofloadingandpointofdischargeareespeciallyapparentwhencomparedtotheconventionalcargosystemwith
itsmultiplehandlings

fromwarehousetorail,
totruck,
throughtheterminalandaboardship,
dischargeatportasdestination,and
reloadingagaintotruckorrailforfinaldelivery.
Eachhandlingislaborintensive,increasesthepotentialfordamageandloss,andinterruptstherefrigerationprocess.

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(4) Receiving refrigerated cargo. The receiving process in the terminal is critical and must be performed under
systematic control. Many shipping contractors employ experienced cargo surveyors, who are present during the
receivingprocess

toensurethatthecargoisreceivedintheproperconditionforshipment,
toensurethatthecargoisproperlystoredoncontainersoraboardship,and
toensurethatthecargodoesnotremaininopenstorageintheterminalwithoutrefrigerationforanextendedperiod
oftime.
(5)Frozenproducts.Thehandlingproceduresforfrozenproductsarelistedbelow.

(a)Whenashipperloadedcontaineroffrozencargoisreceivedatthegatehouse,thetemperatureshownonthe
record chart is first checked by the receiving clerk and matched against the temperature specified on the
shipper'sdocumentsandrecordedontheEquipmentInterchangeReportandtheCLP.Iftheyarenotthesame,
the shipping contractor should be contacted to obtain the correct setting. If no verification is available, the
temperaturespecifiedonthedeliverydocumentsshouldbeused.
(b)Oncethecontainerispluggedinandrunning,thetemperaturemustbecheckedperiodicallytomakecertain
itisbeingmaintained.Often,recentlyloadedcontainerswillarrivewiththetemperatureconsiderablyhigherthan
isrequired.Inthisinstance,thereisagoodpossibilitythatthecontentsmaynothavebeenthoroughlyfrozenat
thetimetheywereloadedintothecontainer.Althoughthereeferunitsinthesecontainersaredesignedtohold
cargo at a specific temperature, they are not powerful enough to freeze effectively any cargo that was not
initiallyfrozen.A frequent defrost cycle record is another indication that the cargo may not have been properly
frozen. Reefer units, like home refrigerators, have automatic defrosters which activate when the coils become
heavily frosted. If this happens at short intervals, it is an indication that the unit may be overworking. It is
important,therefore,tomakeperiodiccheckstoverifythatthetemperatureisgraduallydroppingtotherequired
degree. If it does not drop, or drops very slowly, the shipping contractor should be notified. When notified, the
shipping contractor may direct that the doors of the container be opened and an inspection be made to
determinewhetherthecontainerwasproperlystowedandwhethersufficientventilationspacewasleftoverthe
top of the cargo and in the door area. A record of such opening should be made on the CLP, along with the
findingsandanycorrectivestepstaken.AnewsealmustthenbeaffixedandthenumberrecordedontheCLP.
(c)Frozencargothatisreceivedbytheterminalforcontainerizingorforloadingaboardabreakbulkshipmust
becloselychecked.Thescheduleforthereceivingoffrozencargomustbecloselycoordinatedwiththeloading
operation. Ideally, the cargo should be received in lots that can be handled effectively without extended
exposuretonormalairtemperatures.Ifcargoisreceivedinlargerquantitiesthancanbeimmediatelyhandled,it
iscustomaryforthedeliveringtrucktowait,withitsreeferunitinoperation,sothatthecargowillbekeptatthe
proper temperature. When receiving the cargo it is also good practice for the receiving clerk to record the
temperature of the reefer unit on the delivery truck, as well as take the temperature of the product. The
instantaneous response of a probe or spike thermometer can be used to indicate temperature differences over
timeandwithinlocationsofcontentsinthecontainer.Ifaninitialhighreadingisobtained,theclerkinsertsthe
spikeintoanotherareatoconfirmorcorrectthereading.Frozenmeatshouldnotbeacceptedifthetemperature
is above 10oC. If such a condition exists, the shipping contractor should be immediately contacted for a
decisionregardingthedepositionofthecargo.Sometimesthecargomustbetakentoalocalreeferwarehouse,
whereitwillbe"flashfrozen"totherequiredlevel.
(d)Notallfrozencargoiscarriedatthesametemperature.Mostmeatsandquickfrozenfoodproductsrequirea
temperatureatorbelow18oC.Atemperatureof22oCisrecommendedforfrozenfish.Icecreamcanbecarried
at18oC to 25oC, depending upon the type. In addition, outside ventilation is not required for frozen cargo air
ventsshouldbeclosedandtheCLPshouldbemarked"VentsClosed."

(6)Chillproducts.Thehandlingproceduresforchillproductsarelistedbelow.

(a)Thestowageoffruitsandvegetablesunderrefrigerationismuchmorecomplexthanthatoffrozenproducts.
Studies have been made over many years to establish the best condition for the preservation of fruits and
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vegetables, and these conditions must be specified by the shipper for the produce being transported. Each
categoryoffruitandvegetable,forexample,hascharacteristicswhichmaydictateadifferenceinthecarrying
temperature,ventilationrequirements,andstowage.
(b) If the documents for shipperloaded containers delivered to the terminal do not specify temperature and
ventilation requirements for the contents, the shipping contractor must be asked to apply this information. The
settingonthereeferunitshouldthenbecheckedagainsttheinformationsuppliedtoensureamatch.The date
andtimeofarrivalintheterminalshouldbemarkedontherecordchart.The container is then plugged in. The
temperature should be monitored carefully, and periodic readings noted on the chart during the time the
container is in the custody of the terminal. It is very important that the temperature in storage be held fairly
constant, since the condition and nature of the produce being shipped, as well as the manner in which it is
stowed in the container, are beyond the control of the terminal or the shipping contractor. A claim for any in
transit deterioration or loss of the produce, therefore, can seldom be assigned to the terminal as long as the
propertemperaturemeasurementhasbeenmaintained.Variationsof2to3degreesaboveorbelowthedesired
temperature are, in most cases, not acceptable. For many fruits, such as apples and pears, a maximum
variationof1degreefromthedesiredtemperatureisrecommended.The setting of the vents is also important
andtheshipper'sinstructionsinthisrespectmustbefollowed.
(c) Produce received for loading into containers at the container freight station or for conventional breakbulk
stowageinthevessel'sreefercompartmentsmustbecloselycheckedatthetimeofreceipt.Produceshouldbe
properly precooled prior to receipt at the terminal. Precooling is performed commercially at special facilities
beyond control of the terminals. Most produce is delivered to terminals from reefer warehouses where it has
beenmaintainedatthepropertemperaturesforthespecifictypeofcommodity.If,however,produceisdelivered
directly from the field, it may not be at the proper temperature for storage and shipment. Upon receipt, the
temperature shown on the reefer unit of the delivering carrier should be recorded and the produce checked for
condition and excessive bruising. Any signs of deterioration or mold should be noted. The shipping contractor
shouldbenotifiedofsuchconditionsandtheirdecisionobtainedonwhethertheproduceistobereceivedand
shipped,orrejected.
(d)Mostreefercontainershaveanadjustableventilationwindowadjacenttothereeferunit.Thiswindowcanbe
set for 0 to 100 percent ventilation, according to shipper's instructions. Thus, outside air can be introduced
through the cooling system in a specified amount and the gases generated by the produce expelled from the
container. To provide the necessary space for air circulation, it is usually the practice to use wood stripping or
lathesbetweeneveryothertierinstow."Smokestack stowage," which involves stowing tiers of packages in a
square pattern so that there is an empty "chimney" space in the center of the square, is sometimes used to
increase vertical ventilation. This method, however, can result in loss of space in the container. Container
constructionmayalsoaffectstoragespace.Manycontainers,forexample,havealinepaintedneartheceiling
toindicatethemaximumheighttowhichcargocanbestowed.Othercontainershaveanairductrunningalong
thecenteroftheceiling,whichmustnotbeblockedbycargo.Containersidesareusuallyribbedtoprovidean
airspacebetweentheskinandthecargo.Thefloorisconstructedwithsmall"I"beams,whichareperforatedto
supplyaclearairflowalongthefloorbeneaththecargo.
(e) At times it may be necessary to stow different commodities together. This may or may not be safe. Fresh
fruits can generally be stowed together if they have the same temperature requirements. With some products,
however,thereisacrosstransferofodors,andsomeproductsemitvolatilegases,suchasethylene,thatmay
beharmfultootherproducts.Somegeneralrulesofstoragefollow:

Donotstoreapplesorpearswithcelery,cabbage,carrots,potatoes,oronions.
Donotstorecelerywithonionsorcarrots.
Donotstorecitrusfruitswithanystronglyscentedvegetables.
Odorsfromapplesandcitrusfruitsarereadilyabsorbedbymeats,eggs,anddairyproducts.
Pearsandapplesacquireanunpleasantearthytasteandodorwhenstoredwithpotatoes.
Itisrecommendedthatonions,nuts,citrusfruits,andpotatoeseachbestoredseparately.
Apples,pears,bananas,avocados,peaches,plums,cantaloupes,ripehoneydewmelons,andtomatoesare
amongthefruitsandvegetablesthatgiveoffethylenegas,whichcanbeharmfultootheritemssuchas
lettuceandcarrots.

85. GENERAL RULES FOR STOWING CARGO. One objective of proper stowage is to ensure that cargo arrives at its
destinationundamaged.Theotherobjectiveistoputasmuchasyoucanintheavailablespace.
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a.Personnelshouldtakethefollowingactionstoreducecargodamage:

Ensurethecargoholdareaiscleanbeforestowingcargo.Ifthehatchisnotcleared,piecesofwoodfrombrokencrates
maygetunderthepalletswhentheyareputintothestorageposition.Alopsidedpalletmaycausethewholeshipmentof
cargotoshiftwhentheshipisatsea.Cargohandlersshouldstowcargosothatthestrongeststructuresofanitemwill
bearthegreatestpressureandweightofthatitem.
Usedunnageonlyinrequiredquantities.
StopcargodamagebyfollowinginstructionsonlabelssuchasUSENOHOOKS,THISSIDEUP,DONOTDROP,and
soforth.
Ifitisnecessarytowalkontopoforlanddraftsoncargosuchascardboardcartons,lightlyconstructedcases,bags,
andcrates,placealayerofdunnageoverthecargotoprotectitfromdamage.
b.Toobtainmaximumuseofthehold'scarryingcapacitycargohandlersshouldminimizebrokenstowageby

Carefulprestowageplanningsothatcargowillfilltheholdwithoutleavinglargeemptyspaces.
Propersupervisionduringloadingtoensurecorrectstowageandfitofirregularlyshapedpackages.
Maximumuseoffillercargowhereemptyspaceoccurs.
Nestingofcargotousespacethatwouldotherwisebewasted.
Avoidingexcessdunnage.
Usingdunnageforfalsedeckstopermitadditionalstowage.
86.SECURINGOFCARGO.Theshiftingofcargoduringavoyageresultsinconsiderabledamagetothecargoandtheship.To
prevent this damage, cargo handlers must use good stowage practices including the proper use of lashing and dunnage. Other
meansofsecuringcargoincludeshoring,tommingdown,blocking,andbracing.

a.Alldeckcargomustbelashed,inadditiontobeingshored,blocked,andbraced.Cargostoredbelowdeckcanusuallybe
securedbyshoring,blocking,andbracingwithtimbersfirmlywedgedandnailedorlashed.
b.Cargohandlersshouldensurethatcargoissecuredwhenavesselissailinginconvoyandthemasterisnotpermittedto
altercourseorspeedtoavoidroughseasorfoulweather.Sinceconvoysailingalsoexposesdeckcargotogreaterhazards,
personnelshouldgiveattentiontothetype,strength,andnumberofthelashings.

87. LASHING AS A MEANS OF SECURING. Lashing is the means of securing vehicles and other cargo by using wire ropes,
chains,steelbars,andturnbuckles.

a.LashingMaterial.Responsiblepersonnelshouldselectlashingmaterialsbasedontheiravailabilityandthetypeofcargo
tobesecured.

(1)Wirerope,5/8inchindiameter,isusedmostfrequentlyforheavycargoandlargeitems.
(2)Chainisoftenusedforsecuringlumberandextremelyheavyobjectsondeck.Themostcommonsizechainis3/4
inchindiameter.Wireropemayalsobeusedforthistypeofcargo.
(3)Steelorwroughtironbarsareexceptionallygoodforsecuringboxedorrectangularcargo.
(4)Steelstrappingisalsousedforlashing.
(5)Turnbucklesorothertighteningdevicesareusedwithalltypesoflashingtopermittighteningenroute.

b. Storage. Cargo handlers store lashing materials in the port dunnage yard along with dunnage. Inventory control
proceduresaresetupforthesematerialssotheyarealwaysonhandwhenavesselisreadyforloading.

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c.BasicLashingProceduresforGeneralCargo.Themethodsusedtolashcargowillvarybecauseofthedifferenttypes,
sizes, and shapes of the cargo that must be shipped. Cargo handlers may use any of the following procedures to secure
cargo:

(1) Pass one or more lashings over the top of the item. This method is the least desirable because it is most
ineffectiveforopposingcentrifugalforce.Thecargosimplyslidesbackandforthunderthelashing.
(2) Pass two or more lashings completely around the item. This type of lashing provides greater resistance to the
forcesexertedathwartship.Itpreventsthecargofrommovingwithoutexertingstrainonthelashing.Thisisthemore
effectiveofthetwomethods.
(3)Combineoneoftheabovemethodswithdunnageorsaddlesateachcorner.Thispreventsthelashingfromcutting
intothecargo.
(4)Donotuselashingunlessthefollowingfactsaretakenintoconsideration:

Allcomponentpartsofthelashingmaterialareofapproximatelyequalstrength.Sincethetensionthatthelashing
bearsisgovernedbytheweakerpart,itisawasteofmaterialtouseaturnbucklehalfthestrengthofthewire
rope.
Alashingmaycutintothecargoitsecuresifnothingisusedtoseparatethetwo.
Usedunnageforprotectionifsaddlesarenotavailable.
Becausealashingexertscompressiononthecargoitsecures,extrabracingisnecessarytopreventcrushing.
Windingacontinuouslengthofwireropearoundanitemseveraltimesisapoormethodbecauseabreakatany
pointwillmaketheentirelashinguseless.Usetwoormorelashingsinstead.
(5)Foralltypesoflashing,itemssuchaswoodencapping,angeliron,orsimilarmaterialsshouldbeusedtoprevent
wireropesorchainsfromcuttingthroughtheedgeofacase.

88.SECURINGDECKCARGO.Theweatherdeckisusedtostowcargothatistoolargetogothroughthehatches,orwhenthere
isnoroombelowdeckforstorage.Whateverthereason,deckcargoisloadedlastanddischargedfirst.Thispreventscargofrom
beingliftedhightopassitoverthedeckcargo,andtogivethehandlingpersonnelaclearviewoftheoperationsarea.

a.CargoProtection.Cargohandlersshouldprotectcargoloadedondeckasmuchaspossiblefromdamagebyseawater.
Stripsofdunnagearelaidondecktoreceivecargo,toallowremovalofslings,andtoprotectcargofromwaterondeck.
b. Prevention of Equipment Blockage. When a large quantity of cargo is to be stowed on deck, personnel must avoid
blockingoffequipment.Itisgoodpracticetooutlinetheequipmentinchalk,todrawattentiontoit.Thisequipmentincludes

(1)Bittsandchocks.
(2)Soundingpipestothebilgesandtheballasttanks.
(3)Handlesofvalvescontrollingtheoperationofwatertightbulkheadsorpipingsystems.
(4)Anyotherequipmentessentialtothesafeoperationofthevessel.

c.Catwalks. For the safety of the crew, catwalks are constructed over deck
cargo (Figure 88). They are to be less than 3 feet wide and should have
strong handrails and suitable approaches. Avoid straight ladders to the well
deck. Ladders should be at an angle. Ramps are built so that the crew will
havereadyaccesstolifeboats,gunstations,andfrequentedworkareas.
d. Cases. Stow cases on deck so that they can be lashed in three separate
blocks: one on the square of the hatch and one on each side of the hatch

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(Figure89).Personnelshouldobservethefollowingprecautionswhenstowingcasesondeck:

Usewireropeandchainlashings.
Useangleironsoncornersoredgesunderlashingstopreventcuttingintothecase.
Sheathexposedforwardpartsofthecasesforprotectionagainstseawater.
Whennecessary,stowcasesonthesquareofthehatchinsuchamanner
thatthecargoextendsbeyondthehatchcoaming.
Buildtablestosupporttheoverhangingcasesbeyondthesquareofthe
hatch.
Usebracingratherthanshoringwhencasesaresecuredondeck,since
shoringhasaliftingeffectoncargo.
Uselagscrewsorboltstotietimberstogetherforblockingandbracing.
Usenailsandspikesonlyonsmalltimbersorwhereitisimpossibleto
usescrewsandbolts.
e. Wheeled Vehicles. Storing wheeled vehicles on deck requires special
precautions.

(1) Normally, vehicle engines should be facing forward. Cargo handlers should place a double layer of linch thick
dunnageondeckunderthewheels.Vehicles should be blocked on both sides and at both ends so that they cannot
moveineitherdirection.Responsiblepersonnelmusttakecaretobraceallwheelchocks.Aminimumoftwolashings
arerequiredonboththefrontandrearofvehiclessuchastrucksandambulances.However,additionallashingsmay
berequiredbythevesselmaster.Lashing may be either crossed with the cable forming an "X" or led outboard from
thevehicles.
(2) Vehicle operators should block up the chassis to take pressure (caused by the tension of the lashing) off the
springs.
(3)Figure810showsthedeckloadingofvehicleswhenmechanicalquick
release devices are available as part of ship's gear. When these devices
areused,nospecialblockingandbracingordunnageisnecessary.

f. Tracked Vehicles. These vehicles require special storing procedures with


whichcargohandlersshouldbefamiliar.

(1)Tanksandothertrackedvehiclestobestoredondeck(Figure811)aresecuredbyhavingoperators

Landthevehicletreadsontwo4by12inchtimbers.
Securean8by12inchtimberagainstthetreadoneachsidebythreeangleirons.Eachangleironshouldhave
holesfortwo7/8inchlagscrewstobeusedtosecurethe8by12inchtimberstothedeck.
Chockeachendofthevehiclewithatimberplacedagainstthetreadsandsecuredtotheforeandafttimbers.
Lashvehiclestothesatisfactionofthevesselmaster.Use
tierods,chain,orwireropeandturnbuckles.
(2) The timber sizes given above are merely guides. The
propermaterialsarenotalwaysavailableinoverseasareas.

g. Small boats. Watercraft present a special transportation


problem because of their size, weight, and comparative fragility.
Most watercraft are so large that they must be stowed on deck.
Cradles especially made for the particular type of watercraft may be constructed by the manufacturer. However, in most
cases,theloadingactivityhastomakethemfromavailablematerials.Sincethecraftsithighintheair,theyareexposedto
windandseamorethanmostcargo.Therefore,lashingmustbeappliedwithspecialcare.

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89.DUNNAGE.Althoughthetermdunnageordinarilyreferstoplanksandpiecesofwood,itmaybeanymaterialusedtoprotect
avesselanditscargo.Goodstowageisimpossiblewithoutcarefullyapplieddunnage.

a.UseofDunnage.Thefollowingguidelinescovertheusesofdunnage,dunnagematerials,rulesofgooddunnaging,how
tomeasuredunnage,andremovingandstoringdunnagematerial.Dunnageisusedto

Preventcargofromshiftingandchafing.
Chockoffandsecurecontainers.
Blockoffbrokenstowageandfillvoidspacethatcannotbefilledwithcargo.
Protectcargofromcontactwithwaterorotherliquidsthatmaygetintotheholds.
Provideairpassagesforeffectiveventilation.
Providespacesforaircirculationinrefrigeratedholds.
Distributeweight.
Separatecargoes.
b.DunnageMaterials.Thematerialsandthebasicprinciplesusedfordonnagearelistedbelow.

(1)Almostanymateria1canbeusedasdunnage.Thematerialsmostfrequentlyusedfollow:

Roughlumberofthesamethicknessbutofdifferentwidthsandlengthsisthemostcommontypeofdunnage.
Roughlumbermayconsistofpiecesofpine,hemlock,spruce,orsimilarwoods.
Paperisoftenusedtoprotectcargofromdirt,dust,andmoistureandtoseparateshipments.
Burlapisoftenmadeupinrollsorsquaresandusedinthesamewayaspaper.
(2)Hardandfastrulesforselectingandusingdunnagearenotpossiblebecauseofthewidevarietyofcargocarried,
differences in atmospheric conditions, and the availability of dunnage material, among other factors. However, the
followingbasicprinciplesalwaysapply.Cargohandlersshould

Neverusegreenorcontaminatedwoodthatmayharmthecargo.
Carefullyselectthequantityandtypeofdunnagetocorrespondtothetypeofcargocarried.
Placethebottomlayersofdunnagesothatanywaterintheholdcanflowtothedrains.Thisisaccomplishedby
layingthefirstlayerofdunnagesothatitpointstowardthedrainsandthenextlayerfacestheoppositedirection.
Cargoisthenstowedontheupperlayerofdunnage.
c.MeasuringDunnage.Personnelmustmeasurethelumberusedaboardthevesselforthestorageofcargo.The formula
usedislistedbelow.

(1)Themeasurementsobtainedininchesandfeetmustbeconvertedtoboardfeet.Thisistheunitofmeasurement
for lumber in the United States. Users should enter this information on the manifest for dunnage accountability. To
convertinchesandfeettoboardfeet,thefollowingformulaisused:
1boardfoot=144cubicinches.

Boardfeet=Length(inches)xheight(inches)xwidth(inches),dividedby144.
Thiswouldbewrittenasfollows:

(2)Thefollowingrepresentsthecorrectsolutionforaproblemrequiringlumbertobeconvertedfrominchesandfeetto
boardfeet.Itshouldbecomputedforastackof2x4inchlumber.Thelumberis4feet8incheslongwith48pieces
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inthestack.
Length=4feet8inches(4x12+8=56inches)
Height=4inches
Width=2inches

3.11boardfeetx48pieces=149.28or149boardfeetinthestacks.
d. Removing and Storing Dunnage. Cargo handlers normally remove dunnage from the ship during discharge. While the
cargo is being worked, dunnage is made up in drafts as it becomes available. When a draft is complete, cargo handlers
shouldremoveit.Thisprocedurewillensurethatdunnageishandledaminimumnumberoftimesaboardtheship.

(1)Cargohandlersremovethedraftsofcargoordunnagefromshipsincribsconstructedandusedintheholdsorin
slings.Acribis3feetwide,8feetlong,andapproximately4feethigh.Thedunnagecribholds80to100boardfeetof
dunnage.Whenresponsiblepersonneldischargeacriborslingloadofdunnagetothepier,thecriband/ordunnageare
then removed by truck or forklift to the port dunnage yard. Lastly, personnel return the crib (if any) to the ship for
furtheruseaftertheshipisunloaded.
(2) Once received at the port dunnage yard, cargo handlers immediately sort and bundle dunnage according to size.
Thenailsaretakenoutandthedunnageissortedandaccountedforatthistime.
(3)Personnelmaintainstocklevelsoninventorycontrolcardsinahighlyvisibleindexfile.
(4) Personnel stack dunnage with one end even to ensure compactness and ease of handling and to allow room to
workintheaisles.

810. OTHER MEANS OF SECURING CARGO. The use of dunnage alone will not meet safety requirements and completely
protect the cargo from damage. Special constructions may be required to properly stow and secure cargo. These special
constructions are known as blocking and bracing. Blocking is placing timbers or blocks next to the sides and ends of cargo to
preventhorizontalmovement.Bracingdoeswhatitsnameimplies:itbraces,supports,orreinforcestheblockingandstrengthens
the pressure applied against the cargo. Blocking must be braced to be effective. Blocking and bracing are normally done by
placingtimbersbetweenaunitofcargoandabulkhead,orbetweentwounitsofcargo.

a.Shoringissupportingobjectsbybracingthemfrombelow(Figures812and813).Shoringinthebetweendeckandlower
holds can increase the deck load capacity of the average ship about four times. This increase makes it possible for the
maindecktocarryloadssuchaslocomotivesweighingupto12,000poundspersquarefoot.
b.Tommingisbracinganitembyholdingitdownfromabove(Figure812).Thismethodmaybeusedwhenstowagespace
hasnotbeencompletelyfilled.Also,tommingmaybeusedwhenthereisdangerthatthemotionofthevesselmightcause
thecargotoshift.

NOTE: The maximum effective length of timbers used for bracing, shoring, and tomming is equal to 80 times their
minimumdimension.Forexample,ifapieceoftimberis4inchesthickand6incheswide,itsmaximumeffectivelength
is10feet(4x30=120inchesor10feet).

c.Bulkheadingreferstotheuseofverticalpartitionsmadeofdunnagetokeepcargofromshiftingortokeepitawayfrom
hotbulkheads.
d. Cribbing is the use of dunnage for blocking in the cargo compartment to eliminate void space. Cribbing is used to fill
vacantspaceasaprecautionagainstshiftingandtomaintainaleveltiersothatothercargomaybestowedontop.

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e. Magazines are special containers required by federal and Coast Guard regulations for stowing certain classes of
explosives.Thesecontainers,knownasClassAmagazines,ensureadequatesegregationandprotectionoftheexplosives.
Magazines may be constructed of either steel or wood, depending upon the quantity and compatibility of explosives. For
constructionofthesemagazinesrefertoTM55607.

Figure812.Shoringandtommingmethods

Figure813.Applyingshoring
materialstoaship'shold
SectionII.DischargingBreakBulkCargo
811. DECK CARGO. Cargo handlers unload deck cargo first. Even deck cargo that will not interfere with the discharge of the
hatch is removed first to provide more room to work on deck. Of course, cargo that is destined for another port of call is not
discharged.Alllashingmaterialisremovedfromtheshipunlessotherinstructionsaregiven.Sothatthelashingmaterialmaybe
foundeasilylater,cargohandlerswill

Coilandtieoffwirerope.Tagittoshowthesizeoftherope.Ifthewireistobestoredforalongtime,itmaybelubricatedand
boxed.Placewireofthesamediameterandapproximatelythesamelengthonreelsiftheamountoflashingreceivedwarrants
suchaction.
Openturnbuckles,sortbysize,lubricate,andplacetheminbinsorboxesmarkedwiththesizeoftheturnbuckles.
Removeshacklesandreplacepins.Sorttheshacklesbysizeandplacetheminboxesorbinsmarkedwiththesizeofthe
shackles.
Removeblockingmaterialfromtheships.Cleanandsortitsothatitwillbeavailablewhenneeded.
Dischargedunnagematerial.

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812. CARGO IN HOLDS. Keep the cargo in the hold as level as possible during discharge. Breaking out cargo stacked higher
thanreachortunnelingunderothercargoisverydangerous.Generalcargo,drummedcargo,andbarreledcargoareloadedinthe
wings and ends of the hatch. Vehicles and heavy lifts are loaded in the square. When discharging cargo loaded in this manner,
cargo handlers should build tables or platform up in the square of the hatch near the coaming so that the cargo can be handled
withoutdamagingitorinjuringpersonnel.Thesetablesshouldbeconstructedoflumberorpalletboards.When pallet boards are
used, dunnage is laid on top of the pallets to make a solid floor for personnel working on the table. For light cargo, tables are
necessary only until enough cargo has been removed to enable personnel to stand on the cargo and pass it down. For handling
heavy cargo, such as asphalt in barrels or POL in drums, personnel should use tables until the cargo can be handled from the
deckwithouthavingtoreachforit.Ascargoisdischargedfromthevessel,itisnormallymovedawayfromthepier.
813. TERMINAL CLEARANCE. Cargo handlers are responsible for terminal clearance. To perform this task successfully, follow
theseguidelines:

Cargoshouldnotbeallowedtoaccumulateonthepier.Thishindersdischargeandcaneventuallybringtheoperationtoa
standstill.Accumulatedcargoisalsosubjecttodamageandpilferage.
Clearcargofromtheterminalasquicklyaspossible.Loadthecargodirectlyontotrucksandtrailersorrailwayequipmentfor
delivery.Thismethodisafastandefficientwaytocleartheterminalandpierbecausethecargoishandledonlyonce.
Ifquantitiesofcargobelongingtoseveralservicesareunloaded,clearancecarriersarelineduponthepieraccordingto
service.Operatorsthentransportdraftsofcargotothecarriersfromtheholdusingforklifts.
814.CARGOTALLYINGMETHODS.Checkingcargoinvolvestwogeneralfunctions:

Inspectingcargoforquantity,condition,andidentifyingmarks.
Makingobservationsamatterofrecord.
The second function is referred to as tallying. Any method of tallying cargo may be used that quickly provides an accurate and
legiblecargocount.Thecargocountisrecordedonatallysheet.AtallysheetmaybeaTCMD,acomputerprintout,oralocally
producedform.Thebestmethodfortallyingonetypeofcargo,suchasboxesofrations,maynotbethemostaccuratemethod
foranothertypeofcargo,suchasseriallynumberedvehiclesorindividuallynumberedpackages.Tosatisfyvariousrequirements,
fourtallyingmethodsareingeneraluseintheArmy:package,unit,block,andstraight.

a.PackageMethod.Thedifferentpackagingmethodsarelistedbelow.

(1) When the TCMD indicates more than one piece of cargo was shipped under the same TCN and each piece of
cargohasitsownlabelthetallyingcargoisused.Whenusingthismethod,thecargocheckerlistseachpiecenumber
on his tally sheet. As each numbered piece is discharged, he crosses out the corresponding number on his tally
sheet.Forexample,pieces1,3,and5ofafivepieceshipmenthavebeenloaded.Theyaremarkedoffasfollows:

(2)Thepiecenumberandtotalnumberofpiecesareshownatthebottomoftheaddresslabel.Ifapieceisdamaged
ormissing,thecheckerdrawsacirclearoundtheappropriatepiecenumberandidentifiesitasshortordamaged.For
example,ifpieces1,3,and5ofafivepieceshipmentareloadedintact,piecenumber2isdamaged,andpiece4is
missing,thetallyingsheetwouldlooklikethis:

(3) As a result of marking or a shipping error, two pieces may bear the same number, making one of the pieces
excess.Inthiscase,thenumberoftheextrapiecewillalsoberecordedonthetally,circledandannotated"over."For
example,iftheshipmenthadtwopieceslabeledwiththenumber3,thesecondnumberwouldbetalliedasfollows:

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NOTE:Whenadiscrepancyofthetypedescribedisdetected,thecheckershouldcircleblocks22,23,and24ofDDForm
1384,ifitisbeingusedasatallysheet.Boldlydrawncirclesaroundthesethreeblocksalertdocumentationpersonnelto
thefactthatadiscrepancyexists.Thecargochecker,usinginformationontheshippinglabel,computestheheightand
cubeofcargoonhandandplacesthisinformationinblocks44a,b,andc.SeeFigure814,forexamples.

Figure814.SampleportionofDDForm1384blocks2225andcolumns3238

b. Unit Method. Equipment such as trucks, tanks, MILVANs, SEAVANs, and other large serialnumbered items that are
handledseparatelyareusuallytalliedbytheunitmethods.ThelowerportionoftheTCMD(columns32though44)contains
trailerdatatodescribethevehicleandincludeitsserialnumber.Figure815providesfurtherinformation.

Figure815.SampleportionofDDForm1384blocks2226andcolumns3244

(1) The cargo checker compares the serial number stenciled on the vehicle with the serial number recorded in the
trailer data line entry. If they correspond, a check mark is placed on the tally to indicate the vehicle has been
received.
(2) Under certain circumstances, the description of the item may not be included as a trailer data line entry. In this
case,thecheckerenterssuchidentifyinginformationonthetally.
(3)Thecheckertalliesinformation(inFigure815,thetallyincludes"truckcargo,21/2ton,6x6,USA4L7671").This
entryconstitutesthetally.
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NOTE:EnterthesametypeofinformationasshownonthebottomoftheTCMD(seeFigure815).

c.BlockMethod.Theblockmethodprovidesarapidmeansoftallyingwhenitemsofthesamecommodityarebeingloaded
orunloadedinuniformdraftsconsistingofanequalnumberofpieces.

(1) This method requires the cargo checker to determine the number of pieces in each draft, which he records in
parenthesesintheleftmarginofthetallysheet.Aseachdraftistransferred,thecheckerentersatallymarkadjacent
to the number. Recording these four vertical marks and one diagonal mark (Figure 816) may make a quick
determinationofthetotalnumberofdraftshandled.
(2)InFigure816,sevendraftsof48caseshavebeentallied,asindicatedbysixverticalmarksandonediagonaltally
mark.The number of pieces contained in a partial draft must be counted and added to the tally marks. In this case,
thetallytotals382cases.

Figure816.SampleportionofDDForm1384block25andcolumns3236

d.StraightMethod.Whengeneralcargowithdifferentamountsineachdraftisinvolved,thecheckercannotusetheother
threemethods,butmustusethestraighttallymethod.Thestraightmethodrequiresthecheckertomakeanindividualcount
ofeachpieceineachdraft.Heentersthiscountonthetallysheetaseachdraftistransferred.RefertoFigure817.

815. TALLYING BREAKBULK CARGO. There are a number of different types of transshipping functions which require the
checking and tallying of cargo, including rail, truck, air, and inland barge transfer operations. The unloading of cargo vessels in
overseas POD is the function of terminal service companies. Discharge operations at the POD are the largest type of all
transshipping functions. To illustrate the use of the DD Form 1384 as a cargo tally sheet, a description of the steps involved in
movingbreakbulkcargothroughanoverseasportisprovided.

a.Step1AdvanceManifest.Upon completion of vessel loading, the POE transmits the ocean cargo manifest data to the
designatedPOD.TheportofdischargeusestheadvancemanifestinformationtomaketheTCMDbeforevesselarrival.

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Figure817.SampleportionofDDForm1384block25andcolumns3337

b. Step 2Chief Cargo Checker. The chief checker distributes the tally sheets (TCMD) to the appropriate hatch checkers
aboardvesselsjustpriortocommencementofvesseldischarge.
c. Step 3Cargo Identification. As the cargo is discharged from the vessel, the cargo checker identifies the cargo by
comparingtheTCNwhichappearsonthetoplineoftheaddressmarkingwiththeTCNappearinginblock10oftheTCMD.
d. Step 4Tallying Cargo. Using one of the tallying methods previously discussed, the checker enters his cargo count,
discrepancies,andcommentsinthelowerportionoftheTCMD,andfillsoutline25,blocksathroughk.

(1)TransshipPoint.Whenthecargoisbeingcheckedintooroffaship,thevesselnameoridentificationnumberis
listedinthisblock.Whencargoisbeingreceivedintoorrelocatedwithintheterminal,theappropriatethreepositionair
or ocean terminal designator is entered in block a. If the activity has not been assigned a code, the name of the
localitywillbespelledout,notcoded.
(2) Date Received. The Julian date that an incoming shipment is received in the terminal and checked off the
transportmodeisenteredintothisblock.
(3) Bay Warehouse. The warehouse in which the cargo is stored and the particular bay within that warehouse is
insertedinthisblock.Ifthecargoisleftonthepier,thentheword"pier"andpiernumberwillbeentered.
(4)DateShipped.TheJuliandatethatashipmentischeckedoutoftheterminalisenteredintothisblock.
(5)ModeCarrier.Theentryrecordedinthisblockprovidesarecordofthemeansbywhichtheshipmentdepartedthe
terminal.Theentryisspelledoutintheclear,suchas

Rail.
Truck.
Aircraft.
Barge.
(6)FlightTruckVoyageDocumentNumber.Detailedidentificationofthecarrierisestablishedbytheentryrecorded
inthisblock.Entertheaircraftflightnumber,vesselvoyagenumberorunit,andbumpernumberofmilitaryvehicles.
Whencommercialvehiclesareused,enterinthisblocktheGBLnumberwhichauthorizedthecarriertotransportthe
shipment.
(7)Reference.Thisblockisleftblank.
(8)StowageLocation.Anentryisrequiredinthisblockonlywhencargoisbeingloadedaboardaship.Theentrywill
consist of a fourposition vessel stowage location code described in DOD 4500.32R, Appendix B. Until a checker
thoroughly learns the 71 elements of this code, it is recommended that they be reproduced and attached to his

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clipboardalongwiththetallysheets.Aninaccurateentryinthisblockwillbeprintedonthecargomanifestandother
ship'spapersandwillcreatedifficultiesforthedischargingterminal.
(9)Split.Thisblockisleftblank.
(10)Condition.Thisblockisleftblank.For cargo checking purpose, a "condition" entry is made in the lower part of
thetallysheet.
(11)SignatureRemarks.Thecargochecker'ssignatureisenteredinthisblock.

e.Step5TCMDDistribution.TheproceduresforTCMDdistributionarelistedbelow.

(1)Shipside.ThehatchcheckeraboardshiprecordshistallyandattachessixcarboncopiesoftheDDForm1384to
theshipmentunit.Theseventhcopyisretainedandturnedintothechiefcargochecker.
(2)Marshallingyard.Theshipmentcheckingprocessislistedbelow.

(a) As the shipment is placed in a warehouse or other storage area, the intransit storage checker will use six
copiesofDDForm1384toconducthischeckofthecargo,enterhistallyandrecordtheappropriateentriesin
blocks a, b, and c, and then place his signature in block k of line 26. When the intransit storage checker has
completedhistally,hewilldetachonecopyofthetallysheetandsecuretheremainingfivecopiestothecargo.
The detached copy is turned in to the documentation section, where it is used to update the terminal's cargo
inventory record. If a shipment is transferred directly from ship to truck, rail car, or barge, the appropriate
informationwouldberecordedinblocksa,d,e,andf.Blocksbandcwouldbeleftblank.
(b) When the cargo is loaded aboard the carrier for shipment to the consignee at the last minute, the cargo
checkerrecordshistallyonthefivecopiesofDDForm1384attachedtothecargoandenterstheappropriate
informationonline27.Atthispoint,theterminalpolicymayrequirepreparationofanewdocumenttobeissued
tothecarrierasafreightwaybill.Thecargocheckermayinsteadobtainthesignatureofthecarrier,detachone
copyofDDForm1384toberetainedinterminalrecords,andturntheothercopiesovertothecarrier.

(3)Consignee.Uponreceiptoftheshipmentbytheconsignee,itisagaincheckedforquantityandconditionandthe
appropriateinformationisenteredinblocks28through31ofDDForm1384bytheconsignee,withonecopyreturned
tothecarriertoberetainedasareceiptofdelivery.

816. TEMPORARY HOLDING AREAS. Temporary holding areas may be needed at certain ports depending on manpower and
equipmentavailability.Atemporaryholdingareaisawarehouseorsecuredareausedtostorecargoonatemporarybasis.

a. A temporary holding area is required when the rate of discharge exceeds the capability of clearance transportation. A
coveredareaisusedwheneverpossibleoravailable.Thisisespeciallyimportantifthecargoissubjecttoweatherdamage
orisexpectedtoremainintheterminalareaforextendedperiodsoftime.
b. After considering the consignees of goods and the facilities available, the commander of the discharging terminal
generally establishes holding areas so goods are segregated by destination and commodity. Segregation by destination is
usually the most appropriate method, although incompatible items such as ammunition and fuel are still segregated on a
commoditybasisforsafetyreasons.

817.CARGODAMAGEANDLOSS.Cargohandlersmustknowhowtopreventcargodamageandwhatmeasurestotakeifthey
encountercargoalreadydamaged.Damagemayoccurintransit,inhandling,orfromchafing,crushing,contamination,moisture,
orshifting.

a.DamageinTransit.Frequently,cargoisdamagedintransitbeforeitarrivesatthepiers.Cargohandlersshouldinspect
the cargo carefully as it arrives. If personnel have any doubt about a package being damaged internally, they should
annotatedocumentsaccordingly,placethepackagetoonesideifpossible,andadvisetheirsupervisor.
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(1)Ifduringloadingoperationscargohandlersfindpackageswithinsufficientpacking,orpackagesthatshowsignsof
wearandtearorattemptedpilferage,theyshouldreturnthemtothewarehousefordisposition.Theconditionofsuch
cargo almost always worsens during the voyage. It not only arrives at the destination damaged, but it may have
damagedadjacentcargo.
(2)Cargohandlersshouldneverrepackagesecuritycargountilthesecurityofficerhasmadeaninvestigationandhas
givenpermission.

b.DamageinHandling.Damageinhandlingiscausedchieflybyexposuretoinclementweatherconditions,carelessness,
andtheuseofimpropergear.

(1)Toprotectcargofromweather,personnelshouldcoverhatchopeningswithhatchtents.Thetentswillalsoprovide
protectionforthecrewworkinginthehatch.Tarpaulins used to cover the remaining cargo in the square of the hatch
domuchtoreducedamage.However,itisuselessforpersonneltoprotectthehatchandthecargoiftheyallowcargo
toremainintheopenonthepierafterbeingdischargedfromthevessel.
(2) Unsuitable or badly adjusted slings may dislocate or break packages and damage their contents. Cargo handlers
shouldtakethefollowingprecautionswhenusingslings:

Avoidcrushinglightorfragilearticlesinnetslingsandavoidbangingdraftsofcargoagainstthehatchcoaming.
Fewcommoditiescanbehandledinnetslingswithoutbeingcrushed.
Avoidbuildingdraftstoohigh.Eventhoughthefragileboxesareplacedontop,theymayfallwhentheslingis
removedonthepierorinthehold.
Ensurethatslingsaresecurelyfastenedaroundtheload.Slingsplacedhaphazardlymayslipandpart,allowing
theentiredrafttofalltothedeck,tothepier,orintothewater.
Avoidcarelesswinchoperations,especiallywhenhandlingfragilecargo.Carelesshandlingofaloadmaydamage
thecargointhesling,theslingitself,orthecargoalreadystowed.
Exercisecarewhenusinghooks,crowbars,andsimilartools.Theshipper'smarksonboxes,suchasTHISSIDE
UPandFRAGILE,mustbeobserved.
c. Damage from Chafing. Chafing is the wear of cargo caused by friction from rubbing against other objects. Chafing
usuallyresultsfromimproperchocking,blocking,andbracingofcargo.Onavessel,cargodamageresultsifthemotionof
thevesselcausesthepiecesofcargotorubagainsteachotheroragainstprojectionsinthehold.Chafing damage is also
causedbydraggingcargooverroughspotsoroverothercargo.Chafingisdangerousifflammablecargoiscarriedinmetal
containers,particularlyifheatisproducedthroughfriction.
d. Damage from Crushing. Crushed cases and containers usually are the result of carelessness in slinging, improper
dunnaging,orpressurebroughtaboutbystowingheavycargoontopoffragilecargo.

(1)Properstowage,shoring,andchockinghelpreducedamagetocargofromcrushing.
(2) Studies of packaging have resulted in the reinforcement and general improvement of packages. Most damage is
attributedtohandlingandstowingratherthantotheconstructionofthecontainers.

e. Damage from Contamination. In planning the loading of a ship, personnel should give careful consideration to
segregatingcargotoavoidcontaminationdamage.Manyfoodstuffsarecontaminatedbybeingputtooclosetosubstances
suchaspaintorrubber.Sinceodorsleftintheholdofavesselcancontaminatefuturecargo,theholdmustbecleanand
freefromodorsbeforeloading.
f.DamagebyMoisture.Damagecausedbymoistureiscalledsweatdamage.Condensedmoisturemaycorrodemetaland
mildew textiles, for example. This type of damage ruins more cargo than any other type. Cargo handlers can reduce or
eliminatesweatdamageby

Properlypreparingcargoforshipment.
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Properlyusingdunnagetoprovidedrainageandaircirculation.
Usingmechanicalventilationordehumidifyingsystems.
Afrequentcauseofwetcargoisanimproperlyclosedhatchthatallowsseawatertoentertohold.Attimesitmaybenecessaryto
dischargewetcargo.Inthiscase,responsiblepersonnelshouldmakespecialprovisionsfordrainageanddrying.

g. Damage from Shifting. There is always danger that cargo may shift if empty spaces are not shored off adequately.
Violentrollingorpitchingcancauseafewpiecesofcargotobreakoutofstowageandmoveaboutfreelyinthehold.These
pieces,inturn,bangagainstanddislocateothercargo.Seriousdamagetothecargoandtheshipcanresult.Cargo handlers
shouldtakethefollowingprecautionstoavoiddamagefromshifting:

Whenstowingcargo,avoidleavingemptypaces.
Thoroughlysecureandshoreallcargosothatitcannotmove.
Ifcargoislikelytosettle,makeprovisionstosecureitafterithassettled.
818.CARGOSECURITY.Theprocessforcargosecurityislistedbelow.

a.CargoSecurityProgram.Tominimizepilferage,eachmilitaryterminalandtransferfacilitymusthaveacomprehensively
developedandcontinuouslyimprovingcargosecurityprogram.Tobeeffective,thisprogramshouldincludethefollowing:

(1) A complete study of all aspects of the cargo transfer and intransit storage operation in order to identify security
weaknesses.
(2)Completeinstructionsincargosecurityforallpersonnel.
(3)Implementationofphysicalsecuritypolicies.
(4)Assignmentoremploymentofcargosecurity.
(5)Useoftheftpreventionanddetectionequipment.

b.PreventiveMeasures.Itisunlikelythatcargopilferagewilleverbecompletelyeliminated.However,privateindustry,US
ArmyMTMCoperatedterminals,andothergovernmentagenciesconcernedwithcargosecurityhavedevelopedtechniques
that are effective in reducing pilferage. Some of the preventive measures that may be used in overseas military terminals
follow.

(1) Security personnel. Individuals responsible for implementing preventive measures involving security personnel
may

Requestsecurityassistancefrommilitarypolice.
Appointaterminalsecurityofficer.
Establishportpilferagepreventionanddetectionteamstomonitorthereceipt,documentation,handling,storage,
anddispositionofcargopassingthroughtheterminal.
Assignguardstoallterminalexits.
Givesecuritypersonneladvancenoticeofcargoenteringtheterminalthatwillrequiresurveillanceandprotection.
Postasecurityguardorcargocheckeratopenwarehousesandtheship'shatchesduringlunchandbreakperiods.
Restrictprivatelyownedvehiclesfromenteringcargohandlingorintransitstorageareas.
(2)Fencesandgates.Personnelimplementingpreventivemeasuresmay

Fencetheperimeteroftheentireterminalwithachainlinkfencetoppedbythreestrandsofbarbedwire.

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Inspectthefencedailytoensurethattherearenoopeningsinitorunderitthatwouldpermitobjectsorpersonsto
passthrough.
Maintainseparategatesforpersonnelandvehicletraffic.
Providemannedgatehousesatallvehicleentrancesandexits.
Cleartheareaaroundthegatehouseofanyobjectsthatrestricttheguard'sfieldofvision.
(3)Highvalueandsecuritycargo.Personnelresponsiblefortheprotectionofhighvalueandsecuritycargomay

Provideasecurecage,crib,orvaultintheshippingandreceivingareaforcontrolofsensitiveorhighriskcargo.
Assignresponsibilityforreceiving,accountingfor,andreleasingsensitiveorhighvaluecargotoaspecific
individual.
Maintainarecordofeachshipmententeringorleavingthesecurityarea.Therecordshouldincludedate,time,
descriptionofcargo,sealnumber,identificationnumberofthetruckorotherequipmentmakingpickup,andname,
rank,andorganizationoftheequipmentoperator.
(4)Vehicles.Personneldevelopingpreventivemeasuresinvolvingvehiclesmay

Establishatruckcontrolsystemusinggatepasses.
RecordthedateandhourofreleaseonDDForm1384(TCMD),agatepass,orothercontroldocumentssothat
gatesecuritypersonnelcandetectabnormaltimelagsintravelfromtheloadingareatothegate.
Designatearesponsiblepersontoinspecttheinteriororeachtruckafterunloading.
Spottrucksatwarehousesonlyaftercargohandlingpersonnelareavailable.
ComparetheTCMDorotherdocumentwithloadedcargowhilespotcheckingtrucks.
Establishdesignatedparkingareasforprivatelyownedvehicles.
(5)Locksandkeys.Aspertainstolocksandkeys,personnelinvolvedwithsecuritymeasuresmay

Establishandmaintainstrictcontrolandaccountabilityproceduresforallkeystocontainers,securityareas,and
otherlockedcargoareas.
Issuemasterkeysonlyonaneedtohavebasis.
Numberallkeysandobtainsignaturesoftherecipientswhenissued.
Recoverissuedkeysfrompersonbeingtransferredorterminated.
Periodicallychangepadlocksonsecuritylockerschangelockimmediatelyifakeyisreportedmissing.
(6)Miscellaneous.Personnelimplementingpreventivemeasuresshouldfollowthesegeneralrules:

Alwayshaveacargocheckerduringcargotransferoperations.
Closeandlockwarehousedoorsduringlunchandbreakperiods.
InadditiontosigningeachTCMD,SF1103(USGBL),orothercargodocument,cargocheckersmustprinttheir
namesoruseselfinkingidentificationstampsonthesedocumenttoeliminatetheproblemofillegiblesignatures.
Keepdoorsofrailcarscontainingcargoclosed,exceptwhenloadingorunloading.
Whenpossible,secureMILVANsandcommercialcontainersbybuttingtheirdoorsagainsteachother.
819. SAFETY. Safety is the responsibility of every individual involved in military cargo handling. Observance of simple safety
ruleswillpreventmanyaccidents.

a.BoardingandLeavingaShip.Thesafestwaytoboardorleaveashipisbyaproperlysecuredgangwayorladder.Use
a rope ladder, commonly called a Jacob's ladder, when going over the side of a ship to a barge or a lighter. The Jacob's
ladder must be in good condition, sufficiently long, and properly made. Grasp the ladder by the sides, not by the rungs or
stepsthisdecreasesthelikelihoodoffallingifastepgivesway.Thecrewshouldattempttoboardtheladderatthepeakof
theswell.Becarefulnottooverloadthegangwayorladder.Donottakeshortcutsoverthesidetothepierorlighterusing
skidsorridingadraftorhook,exceptinemergencies.
b.DecksandHatches.Tomaintaindecksandhatches,thebelowinformationisprovided.
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(1)Decksmustbekeptreasonablycleanandclearofgearandequipmentthatmightcausepersonstotripandfall.In
ordertoaccomplishthis,crewmembersshould

Stackhatchcoversatleast3feetfromthecoamingandsecurethemsothattheycannotfallintothehatch.Inthe
betweendecks,thecoversshouldbestackedasfarfromthehatchopeningaspossible.
Stowwire,toppinglifts,sparefalls,beambridles,hatchtarpaulins,andothergearwherepersonnelwillnottripover
them.
Coilhaulingpartsofguytacklesorotherropewheretheywillnotbedamagedbycargo,gear,orhotsteampipes.
Notstowexcessiveamountsofdunnageondeck.Whenasmallquantitymustbeonhand,personnelshouldstow
itinslingssothatitcannotbeknockedoverandwillnotinhibitcrewpassagearoundthedeck
Placebeamsoutboardagainsttherailorbulwarks.Hatchbeamsshouldlieontheirsidesorhardagainstthe
bulwarkssothattheycannotfallorbeknockedover.
(2) Beam bridle slings must have taglines of sufficient length so that crew members may walk around the hatch to
guidethebeamwhileswinging.
(3) When two compartments are being worked in the same hatch at the same time, workers should rig a lifeline to
preventcrewmembersfromsteppingorbackingoffintothelowerdeck.
(4)Crewmembersshouldnotbeallowedtowalkonimproperlyfittedordamagedhatchcovers.Reportthedamageor
improperfittoaship'sofficersothattheunsafeconditionscanbecorrectedassoonaspossible.
(5) Adequate lighting should be provided in the hold and on deck at all times. Entering the ship's hold or other dark
compartmentswithoutsufficientnaturalorelectriclightisprohibitedusingmatchesoropenlightsisstrictlyforbidden.

c.HandlingLinesonShips,Lighters,andSmallCraft.Thewaystohandlelinesarelistedbelow.

(1)Clearmooringcleatsofdunnage,cargo,andanymaterialthatmightinterferewiththeproperhandlingoflines.
(2)Standwellawayfromalineunderstrainandfaceinthedirectionofthestrain.

SectionIII.LoadingPhaseofRO/ROOperations
820. RO/RO SYSTEM. RO/RO describes the system in which fully loaded vehicles are driven onto a specially designed ship,
parkedintheholdforseavoyage,andthendrivenashoreattheoverseasdestination.Ifnecessary,RO/ROshipscanbeusedto
carrygeneralcargo.Theycanloadanddischargecargowiththeirowncargohandlinggear.

a.The FSS is the major class of RO/RO ship used in both fixedport and LOTS operation, so it will be used in the rest of
thischapterinthedescriptionofRO/ROoperation.
b.ThekeytoarapidloadoutoftheFSSisdevelopingaplanthatmaximizestheship'scapabilitiestoconductsimultaneous
operations.Theplanmustfocusontheloadingoftheaftend.Thisisthemosttimeconsumingsectionoftheshiptoload
andoperationsinthissectiondeterminethelengthoftimetheshipwillremaininport.Plannersmustmakecertainthatthe
ship is loaded in a way which ensures a rapid discharge. Do not take shortcuts during the loading operation that would
increasethetimeittakesfordischargingtheship.Conversely,anyactionthatmightdecreasethetimefordischargingthe
shipshouldbetakenattheSPOE.

821.RO/ROVEHICLEOPERATIONSPROCEDURES.Whenmovingvehiclesonorofftheship,followtheserules:

Afterstartingthevehicle,immediatelyperformabrakecheckbydrivingforwardseveralfeetandthenapplyingthebrakes.
Onlyqualifiedandscreeneddriversarepermittedtooperatevehicles.
AllpersonnelworkinginvehicleoperatingareasMUSTwearhearingprotection.

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Donotoperate(move)vehiclesabouttheshipwithoutavehicledirectorpresent.Vehicledirectorassistantsshallbestationed
atlocationswherepotentialtraffichazardsexist,suchasintersections,rampapproaches,ordeparturepoints.
Donotbackvehicleswithoutsupervisionfromgroundguidesstationedtoonesideandtotherearofthevehiclebeingbacked.
Usetrafficguidesatrampsandwatertightdoorstocleartheareaofunnecessarypersonnel,andtowarnpersonnelof
oncomingvehicles,whenmovingvehiclesthroughthevariouslevelsandholdsoftheship.
Operatevehicleswithlightson.
Onlyonevehiclemaytransitarampatanytime.
Securecargoloadedwithinvehiclestopreventmovementandshifting.
Startvehiclesonlywhendirectedbyvehicledirectororothercompetentauthority.
Donotleavevehicleenginesrunningunattended.Vehicleswillnotexceed5milesperhourwhilemovingabouttheship.
Operatevehiclesinlowrangeonlyand,whenpossible,inmaximumwheeldrivemode.
Remainclearofengineexhaust.
TakecaretoavoidthepresenceofloosepaperwithintheRO/ROareas.Thesepaperscanbesuckedintotheventilation
system,blockingairflowandallowingthebuildupofnoxiousgases.
WARNING:ItispossiblethatsafeventilationlevelswillbeexceededduringRO/ROoperationsofgasturbinepoweredMl
tanks.Topreventthisfromoccurring,neverhavemorethantwoM1tanksidling,oneM1tankmaneuvering,andoneM
1tankclimbingaramponanytwoadjacentdecksintwoadjacentholds.
Standclearofvehiclerampswhilevehiclesaretraversingthem.
Stayclearofspacebetweenmovingvehiclesandothervehicles,fixedobjects,andbulkheads.
Donotremovevehiclelashingassembliesuntilensuringthatbrakesaresetandpersonnelareclearofvehiclepath.
Makecertainthatthewatertightdoorsillprotectorsareputinplace.
822.LIFTONOPERATIONS.Themethodsforliftingcargoaboardshiparediscussedbelow.

a.Location.CargocanbeliftedaboardtheFSSatthreeseparatelocations:the forward section (requires shore or barge


basedcranes),themidsection,andtheaftsection.Fortheshiptobeloadedmostefficiently,conductoperationsatallthree
locationsatthesametime.
b.CargoFlow.Cargotobeliftedaboardflowsfromthepickuppointonthepier(orlighter)tothestowlocationaboardship.
Ifthestowlocationisnotwithintheoperatingradiusofthecrane,movethecargotothatlocationbyalternatemeans.Tow
aircraftintopositionwiththeship'sorganicforklifts,orhaveaircraftcrewsusehelicopterhandlingequipment.Drive,tow,or
push vehicles into position. Position nonwheeled equipment, palletized cargo, bulk cargo, and so forth, by forklift or pallet
jacks.Positioncontainerswiththeship'scontainerlifttruck.
c. Crane Rerigging. Planners and operators must minimize the number of times the cranes are rigged for tandem
operations, since it takes about 60 minutes for each mode change. Also, when the cranes are married, their overall
productivityiscutinhalf.Avoidrerigging,whenpossible,by

Groupingheavyliftstogether.
Liftinglightvehiclesinthetandemmode.
Thisisbetterthandelayingloadingbyswitchingtothesinglemodeandthenbacktotandem.
823.AFTSECTIONLIFTONOPERATIONS.Theaftsection(seeFigure818)carriesflatracks,seasheds,andcontainers,and
isthemosttimeconsumingtoload.Operationsinthissectionreceivethehighestpriorityandbeginassoonaspossibleafterthe
shiparrivesinport,evenbeforeemplacementofthePVR.
NOTE:Forclarityinloadplanning,holds5,6and7Fwillbereferredtoastheforwardsideoftheaftend,andholds7A,
8F,and8Awillbereferredtoastheaftside.

a.DeterminationofLongSide.Thefirststepinplanningbreakbulkloadingoperationsisdeterminingwhichholdtakesthe
longest to load. For an FSS, one crane is used to service three holds therefore, instead of determining the long hold, the
plannermustdeterminethelongside.Inmostcases,whereoneortwopiecesofcargoareplacedineachflatrackandsea
shed,theforwardsidetakesthelongesttime.However,ifmorethanoneflatrackisrequiredtostowonepieceofcargo(for
example,twoM60sarestowedinthreeflatracks)orifallflatracksandseashedsarenotused,thismaynotbethecase.
Oncethelongsidehasbeendetermined,startloadingtheflatracksandseashedswithinthissideassoonaspossible.If
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additional lift assets are available to augment the


ship's crane, employ them on the long side to
reducetheship'soverallloadingtime.
b. General Guidance for Aft Section. When
working a hold in the aft section, it is most
effective to remove all the hatch covers from the
hold at the same time. By doing this and working
across the hold, a tier at a time, less time will be
spent changing slings. Hatch covers can be
stacked on top of each other. Up to two hatch
covers may be stacked upon a cover already in
place.Ifthevesselisinstream,theremovedhatchcoversshouldbesecuredinplacewith70,000poundcapacitylashings.

(1)Whentheshiparrivesintheportforloading,theseashedfloorswillnormallybeintheopenposition.If not, it is
important that members of the ship's crew are standing by to begin the timeconsuming process of opening the sea
shed floors before working holds 5 or 8A. It takes between 10 and 15 minutes to open the floors on each sea shed.
(Openingoftheseashedfloorsisdonebytheship'spersonnel.)
(2) Flatrack placement and handling provides one of the greatest challenges. Almost all cargo operations on the aft
end involve the removal of empty flatracks from the upper tiers so cargo can be placed into the bottom tier of
flatracks.Thentheemptyflatracksarereplacedatieratatimesotheycanalsobeloadedwithcargo.

(a) If possible, place empty flatracks on the (MDA)


instead of the pier to save time. When removing the
flatracksfromtheircellsandplacingthemontheship's
deckorthepier,usedunnagetopreventdamagingtheir
corner guides. One method of stacking the flatracks
(Figure 819) is to place three of them side by side on
top of railroad ties or other suitable dunnage. Then,
place these additional flatracks perpendicular to and on
topofthefirstthreeflatracks.Thismethodusesthepier
ordeckspacemostefficiently.
(b)AnothermethodofhandlingflatracksistoplaceseveralonthepieratatimeanduseshorebasedMHEto
load cargo into them. This method is not very efficient because the flatrack can handle only onefourth the
amount of cargo when it is to be lifted, compared with when it is already within the cell. Also, loaded flatracks
must be lifted with the 35foot spreader, which is very difficult to connect and also requires rerigging. Empty
flatrackscanbemovedwithafourleggedslingset.

(3)MSCpolicyrequiresallvehiclestobeorientedforeandaft.

c.RecommendedSequenceforLoadingAftHolds.Theorderinwhicheachaftholdisloadedisdiscussedbelow.

(1) If the forward side is determined to be the long side, the hold loading sequence should be 7F, 6, and 5. This
sequenceisrecommendedbecausewhentheaftsideisloaded,onlyhold5ontheforwardsidestillrequiresloading.
VehiclescanbedriventhroughthevehicularpassagewayontotheMDAandovertotheaftside,forlashingontothe
hatchcovers,withoutinterferingwiththeliftonofcargointohold5(Figure820).Theloadingsequenceontheaftside
shouldbe8A,8F,and7A.This sequence eliminates the possibility of working two adjacent holds at the same time,
which in turn reduces congestion on the pier at the pickup points. If additional lift assets are available, use them to
loadhold5whiletheship'scranesloadhold7F.
(2) If the aft side is determined to be the long side, the hold loading sequence should be 7A, 8F, and 8A. This
sequence allows vehicles to be driven onto and lashed down as far aft as 7A (as soon as operations cease on the
forward side) without interfering with lifton operations into hold 8A (Figure 821). The sequence on the forward side

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should be holds 5, 6, and 7F. If additional lift assets are available, use them to load hold 8A while the ship's crane
loadshold7A.Table81givestherecommendedholdloadingsequenceforforwardandaftlongsides.

Table81.Recommendedholdloadingsequence

Forward

Aft

Side"Long"

Side"Long"

7F

7A

8F

8A

Hold

d.AftHoldLoadingStrategy.Methodsforloadingeachholdarediscussedindetailinthefollowingparagraphs.

(1)Hold5.Removebothhatchcoversandplacethemontopofhold7F.Removethethreeflatracksfromthetoptier
and place them on the top of hold 6. Load cargo into the sea sheds on the bottom tier. As soon as they have been
loaded, the ship's crew will start closing the floors. Lashing crews can continue the lashing process after the floors
havebeenclosed.Lashingcrewsenterordeparttheindividualseashedusingtheseashed'sverticalaccessladders.
While the floors are being closed, the crane can begin loading cargo into the flatracks on the bottom tier. Once
completed,reloadtheemptyflatracksintothetoptierofthehold.Next,loadcargointotheseflatracks.By this time,
theseasheddoorsshouldbeclosedandreadytoacceptcargo.Complete loading these sea sheds and replace the
hatches.

Figure820.Simultaneousoperations,liftonintohold5
androllonontoMDA

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Figure821.Simultaneousoperations,lifton
intohold8AandrollonontoMDA

(2)Hold6.Therearethreeseparatemethodsofloadinghold6.

(a)Hatchsquaremethod.Thismethodofloadinghold6isthemostdesirablebecauseittakestheleastamount
oftime.Itconsistsofloweringvehiclesthroughthehatchsquare(createdbyremovingthefourcenterflatracks)
and then moving them to the wings by jockeying them fore and aft (Figure 822). This method can only be
employed with certain cargo mixes. The vehicles that must be moved to the wings cannot be too long to
maneuverforeandaftwithintheconfinesofa35footflatrack.Thelongestvehiclescapableofdoingthisare2
1/2toncargotrucks(withoutwinches).Theflatracksinthehatchsquareandonthetoptiercanbeloadedwith
anyvehiclesincethevehiclecanliftstraightoutoftheflatrack.TherequiredcargomixisshowninFigure823.
Thestepsforloadinghold6bythehatchsquaremethodfollow:

Figure822.Hold6hatchsquareloadingmethod

Figure823.Requiredcargomixforhold6hatch
squaremthod

STEP 1. Remove the hatch covers and the four flatracks from the top two tiers of the two center cells.
Placethehatchcoversandtheemptyflatracksontopofholds6and7F.Liftvehiclesintothebottomtier
ofthehatchsquare.Oncetheliftingslingshavebeenremoved,drivethevehiclesouttothewingsofthe
hold and maneuver into a foreandaft position for stowage. Continue this until both wings have been
loaded.Lowercargodirectlyintotheflatrackswithinthehatchsquare.

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STEP2.Oncetheentirelowertierhasbeenloaded,lowertwoemptyflatracksintothecentercellsofthe
middletierandcontinueoperationsinthesamemannerasonthelowertier.
STEP 3. Lower vehicles to be stowed on the top tier directly into the appropriate flatrack. Then replace
hatchcovers.

(b) Alternating cells method. This method (also known as Rubik's Cube) can be used if a vehicle and trailer or
longpiecesofcargoaretobestowedineveryflatrack(Figure824).Usingthismethodreducesthenumberof
emptyflatrackliftsandreducestheamountofspacerequiredtotemporarilystoreemptyflatracks.However,the
disadvantagesofthismethodare

Thenumberofrequiredslingchangesincreasesandoffsetsmostofthetimesavedbyreducingempty
flatrackmoves.Thenumberofslingchangesrequireddependsonwhetheronesetofslingscanbeusedfor
allcargostowedonthesametier.
Attheendoftheloadingprocessthetoptwotiersofflatracksareshiftedaround,withtheshorterflatracks
inthemiddletierinsteadofonthetoptier.Thismeansthattheship'slongitudinalbeamswillobstructthe
athwartshipmovementofvehiclesonthetoptier.
However,aslongastheshipisdischargedinthesamemannerasitisloadedtheinabilityofvehiclestomove
athwartship on the top tier will not adversely affect the discharge operation. Also, after the hold has been
dischargedwiththismethod,theflatrackswillbeintheoriginalposition.Loadinginstructionsforthealternating
cellsmethodfollow:

STEP 1. Remove all three hatch covers and place them


on top of hold 5 (two are placed on top of the port hatch
andoneisplacedontopofthecenterhatch).Liftoutthe
toptwotiersoftheemptyflatracksundertheportsection
ofhold6andplacethemontopof7F.
STEP2.Loadthebottomtierwithcargo.Liftthreeempty
flatracks out of the center section and place them into
portsection.
STEP 3. Load these three flatracks with cargo. Transfer
three more empty flatracks from the center section and
placethemintheportsection.
STEP4. Load cargo into the flatracks on the bottom tier
of the center section and the top tier of the port section.
Transfer three empty flatracks from the top tier to the
centersection.
STEP 5. Load these three flatracks with cargo. Transfer
three empty flatracks from the middle tier to the top tier
ofthecentersection.
STEP 6. Load these three flatracks along with those on
the bottom tier with cargo. Transfer the last empty
flatrackonthetoptiertothemiddletier,andtransferthe
last empty 15foot high flatrack on the middle tier to the
top of hold 7F. Transfer two 12foot high flatracks from
hold7Ftothemiddletierofthestarboardsection.
STEP 7. Load the last empty flatrack on the bottom tier
andthethreeemptyflatracksnowonthemiddletierwith
cargo.Loadthelast12foothighflatracksfromthetopof
hold7Finthemiddletierandtransferthreeofthe15foothighflatrackstothetoptier.

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STEP8.Loadtheseemptyflatrackswithcargo.Transfertheremaining15foothighflatrackfromthetop
ofhold7Fintothetoptierandloadwithcargo.Replaceallhatchcovers.

(c)Conventionalmethod.Thismethodistheleastdesirablebecauseitrequiresthemosttimeanddeckandpier
space.Therecommendedloadingproceduresforthismethodareasfollows:

STEP1.Removeallthreehatchcoversandplaceonhold5inthesamemannerasabove.
STEP2.Removethetwotiersofemptyflatracks.Placeasmanyflatracksaspossibleontopofhold7F
andtheremainderonthepier.
STEP3.Loadthebottomtierofflatrackswithcargoandthenreloademptyflatracksintothesecondtier.
STEP4.Loadtheseflatrackswithcargoandreloademptyflatracksintothetoptier.
STEP5.Loadcargointotheseflatracksandreplacethehatches.

(3)Hold7F.Thisholdcancontain20footcommercialflatracksor20footcontainers.Nospecialstrategyexistsforits
loading,otherthantoremoveallofthehatchcoversbeforestartingliftonoperations.
(4)Holds7Aand8F. These holds are laid out similarly and can be loaded using the conventional and hatch square
methods.ThehatchsquaremethodofloadingtheseholdsisshowninFigure825(therequiredstowmixforthehatch
loadingmethodisshowninFigure826).

Figure825.Holds7Aand8Fhatchsquare
loadingmethod

(5)Hold8A.Whenloadinghold8A,removebothhatchesandloadthebottomtierofseasheds.Close the sea shed


floorsandthenloadthetoptier.Replacethehatches.

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Figure826.Requiredcargomixforholds7Aand8F
hatchsquaremethod
824. MIDSECTION LIFTON OPERATIONS. Lifton operations in the midsection of the ship include loading cargo into holds 2
and 3, as well as into the other deck. This section identifies the recommended strategy for using the midship cranes. For
illustration purposes, assume that helicopters will be stowed on "A" deck in hold 2, and CONEXs will be stowed on the weather
deck,aftofthecranes.Referencestotheforwardandaftcranesconcernthetwocranesontheforwardcranepedestal.

a. The first priority of the forward crane after the ship has docked is the emplacement of the PVR. This operation takes
between 15 and 45 minutes (depending on the experience of the crew) do not use the aft crane to load cargo until this
operation has been completed. After the forward crane has completed emplacing the PVR, its next priority will be to open
the hatch cover over hold 2 and the hatch covers on as many decks below as necessary. Use the aft crane to open the
hatch cover over hold 3 and the hatch covers below if necessary. All of these functions must be conducted by the ship's
crew.Aftertheyareaccomplished,commercialormilitarycargohandlerscanbeginoperatingthecranes.
b. The next operation for the forward crane is loading helicopters into hold 2. On past exercises, aircraft crews have
supervisedtheoveralloperationandperformedtaglinehandlingandfinalshipboardpositioningprocedures.Lowerhelicopters
intothecenterofthehatchsquareandremovetheslings.Then,wheeltheaircraftintotheforwardportionof"A"deckand
shiftitintofinalstowpositionwiththeship'shelicopterhandlingequipment.Placethelastaircraftloadedinthesquareofthe
hold and do not shift it. This precludes vehicles from being stowed in the hatch square and blocking helicopter discharge
operations.
c.Theaftcranecansimultaneouslyliftcargointohold3andontotheweatherdeck.Procurespecialslingswhichallowthe
lifting of two to three CONEXs at a time. Lower the CONEXs onto the weather deck and use a forklift to place them on
dunnageintheirfinalstowlocation.However,avoidplacingthemontopofthehydraulicrampandleavespacearoundthem
sothatvehiclesstowedontheweatherdeckcanberolledonandoff.
d.Liftheavyvehicles,exceeding200poundspsf,intohold3andplacethemon"A"deck.

NOTE:Thisisrecommendedonlywhenhelicoptershavebeenstowedinhold2.Ifthisisnotthecase,thenstowheavy
disabledvehiclesinhold2.

e.Otherdisabledvehicles(incapableofbeingtowedon),withapsfloadinglessthanorequalto200,canbeliftedonand
placed anywhere on the weather deck as long as they do not obstruct the RO/RO flow. These are the most desirable
locationsfordisabledvehiclesbecausetheirdischargewillnothaveanadverseimpactonthetimeittakestodischargethe
restoftheship.Thisisbecausethecranesinthemidsectionareusedlessthanthoseontheaftend.

825.FORWARDSECTIONLIFTONOPERATIONS.Liftonoperationsintheforwardsectionarelimitedtocargobeingplacedon
the37footflatandonthehatchcoveratthemaindecklevel.Cargoontheseconddeckcanbedrivenon.Lifton operations in
thissectioncanbestartedalmostanytimeduringthevesselloadingbecausetheywillnotinterferewiththecargoloadinginother
sections.Twomethodsexistforloadingcargointothe37footflat.

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Thefirstmethodusesanonorganiccrane(shorebasedorbargemounted)toliftcargointotheholdthroughthehatchcovers.
Fromtherethecargoisplacedinitsstowpositionbyforklifts.Thisistheonlymethodforloadingcargothatistobestowedon
themaindeckhatchcover.
Thesecondmethodinvolvesusingaforkliftorcargovehicle(ideallyatractorandflatbedtrailercombination)totransport
palletizedcargototheseconddeck.Thepalletsarethenliftedbyship'sforkliftsandtransferredtothe37footflatbythehigh
reachforkliftpermanentlystowedonthedeck(Figure827).

Figure827.Alternateloadingmethodfor37footflat
NOTE:Cargostowedoneitherthehatchcoversorthe37footflatmayhavetobeblockedandPacedintopositiondueto
thepossiblelackoftiedownfittingsintheseareas.
826. ROLLON OPERATIONS. The rollon loading pattern must be considered during rollon operations. Rollon access to the
ship is gained through the port and starboard side ports in hold 3 on "B" deck. Vehicles travel from the pier, up the PVR, and
throughthesideportdoor.

a.Vehiclestobestowedonlowerdecksproceedfromthesideport,throughthewatertightdoorinbulkhead198(starboard),
totherampdowninhold4portside.VehiclesmustmakeaUturnattheaftendofhold4toentertherampandatthefoot
oftheramponeachsuccessivedeck.
b.Vehiclestobestowedontheupperdecksproceedfromthesideport,throughthewatertightdoorinbulkhead198(port),
anduptheinternalrampto"A"deck.At this point, vehicles to be stowed on the MDA proceed to the starboard aft end of
"A" deck, through the watertight door in frame 146, and through the vehicular passageway out onto the MDA. (This route,
fromthesideportdoortotheMDA,isalsoknownasthecriticalpathbecauseitmustbeleftopenuntiltheMDAhasbeen
filledwithvehicles(Figure828).VehiclestobestowedontheweatherdeckwillmakeaUturnandproceedupthehydraulic
ramptotheweatherdeck.

Figure828.Criticalpath
827.ROLLONLOADINGSEQUENCE.Therecommendedorderofrollonloading,bydeck,isasfollows:

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STEP
1

DECKS
"E"Deckand
WeatherDeck

"D"Deckand"A"
Deck

"C"Deck

"B"Deck

MainDeckAft

NOTE:Thecriticalpath,showninFigure828,shouldbeleftclearuntilthehatchcoversontheaftendhavebeenclosed
and vehicles have been rolled onto the MDA. Then the path can be filled with vehicles starting from the vehicular
passagewayandworkingforwardandbelow.

a."E"Deck.Therecommendedorderofloadingisdiscussedbelow.Figure829showstheindicatedroutes.

(1) Route 1. The vehicle leaving the ramp at "E" Deck travels through the watertight door on the port side at frame
198. The vehicle follows a circular course around the deck and through the watertight door at frame 198 on the
starboardside.Thispermitstheloadingofvehiclesinthecargoareabetweenframes142and198(theaftthirdofthe
deck).Stowthefirstvehicleundertheramp,andsubsequentvehiclesoutwardfromthere.Thencloseandsecurethe
watertightdooratframe198onthestarboardside.
(2) Route 2. At the same time, alternate vehicles leaving the ramp travel through the watertight door at frames 198
and242ontheportside.Thesevehiclesthentraveltothecargoareabetweenframes242and290(theforwardthird
of the deck). Stow the first vehicle in the aft starboard position of the cargo area and load the starboard side first.
Then close and secure the watertight door at frame 242. This sequence permits two lashing crews to work
simultaneously,oneforwardandtheotheraft.
(3) Route 3. Once the forward and aft sections of the deck have been loaded and secured, the middle section is
loaded.Vehiclesleavingtheramptravelthroughthewatertightdoorontheportsideatframe198.Thevehiclesfollow
acircularpatharoundthecenterlineboxcolumnstothestarboardaftsideofthecargoarea.Stowthefirstvehicleat
thestarboardaftsideofthearea,andsubsequentvehiclesoutwardfromthere.

Figure829.RO/ROFlow"E"Deck

b.WeatherDeck.Therecommendedorderofloadingisdiscussedbelow.Figure830showstheindicatedroutes.

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Figure830.RO/ROFlowWeatherDeck

(1) Once vehicles arrive at the top of the hydraulic ramp, they should follow a circular course and continue forward.
Stowthefirstvehicleasfarforwardaspossibleontheportside,andtheremainingvehiclesoutwardfromthere.
(2)Sincethisdeckisusuallyloadedfirst,donotstowvehiclesontopofthehatchcoversifliftingcargointothelower
holds.Stowthefirstvehiclesdrivenontothisdeckascloseaspossibletothehatchopenings(leavingenoughspace
openforhandlingtaglines,andopeningandclosingthehatchcovers).Leavespaceclearforcargotobeliftedaboard
andstowedontheweatherdeck(suchasCONEXsandpalletizedcargo).
(3)Leavespaceonthisdeckfordeadlinedvehicles.Itisbettertoleavetoomuchspaceforthesepurposesthannot
enough,becauseexcessspacecanbefilledtowardtheendoftheloadbyliftonofvehicles.

c."D"Deck.Therecommendedorderofloadingisdiscussedbelow.Figure831showstheindicatedroutes.

(1)Route1.Thevehicleleavingtherampat"D"decktravelsthroughthewatertightdooratframes198and242onthe
portside.Thevehiclefollowsacircularcoursearoundthedeck.Thevehiclethentravelsthroughthewatertightdoorat
frame198onthestarboardside.Thispermitstheloadingofvehiclesinthecargoareabetweenframes142and198
(theaftthirdofthedeck).Stowthefirstvehiclesonthedownportionoftheramp.
(2)Route2.Atthesametimealternatevehiclesleavingtheramptravelthroughthewatertightdooratframes198and
242ontheportside.Thevehiclesthentraveltothecargoareabetweenframes242and290(theforwardthirdofthe
deck). Place the first vehicle at the aft starboard position in the cargo area and load the starboard side first. Then
closeandsecurethewatertightdooratframe242.Thissequencepermitstwolashingcrewstoworksimultaneously,
oneforwardandtheotheraft.
(3) Route 3. Once the forward and aft sections of the deck have been loaded and secured, the middle section is
loaded.Vehiclesleavingtheramptravelthroughthewatertightdoorontheportsideatframe198.Thesevehiclesthen
follow a circular path around the centerline box columns to the starboard aft side of the cargo area. Stow the first
vehicleatthestarboardaftsideofthearea,andsubsequentvehiclesoutwardfromthere.

Figure831.RO/ROFlow"D"Deck

d."A"DeckandMainDeckAft.Therecommendedorderofloadingisdiscussedbelow.Figure832andFigure835,shows
theindicatedroutes.

Figure832.RO/ROFlow"A"Deck

(1)Route1.Vehiclesentering"A"deckshouldfollowacircularcourseandcontinueforward.Stowthefirstvehicleas
farforwardaspossible,andtheremainingonesoutwardfromthatpoint.IfdrivingvehiclesontotheMDA,leaveroute
2openuntilthatoperationiscomplete.
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(2)Route2(alsoknownasthecriticalpath).VehiclestobestowedontheMDAshouldturnleftafterarrivingon"A"
deck.Vehiclesthenturnrightthroughthestarboardaftwatertightdoorandcontinuethroughthevehicularpassageway
ontotheMDA.

(a)To reduce the ship's overall loading time, drive some vehicles out onto the MDA and lash them down while
lifton operations are being performed. Carefully coordinate lifton operations. Do not drive vehicles under
suspendedloads.Therollonoperationsshouldneverinterferewithliftonoperations.
(b)Ifliftonoperationsontheaftsidehaveceasedbutcontinueinhold5,drivethefirstvehicleontotheportaft
corner of the hatch cover on hold 8A. Stow subsequent vehicles forward from there to hold 6. At that point,
cease rollon operations until the hatch cover to hold 5 has been replaced. Then stow the next vehicle on the
portforwardcornerofhold5,andsubsequentvehiclesaftfromthere.
(c)Ifliftonoperationshaveceasedontheforwardsidebutcontinueinhold8A,stowthefirstvehicleontheport
forward corner of hold 5 and subsequent vehicles aft from there to hold 8F. At that point, cease rollon
operationsuntilthehatchcovertohold8Ahasbeenreplaced.Thenstowthenextvehicleatthepointwhereroll
on operations ceased. However, leave a clear path about two vehicles wide along the starboard side of the
hatches.Keepthispathclearuntilthehatchonhold8Aisloadedwithvehicles,thenfillthepath,workingfrom
theaftsideforward.
(d) In both of the above cases, use cranes to lift on vehicles to fill spaces where vehicles cannot be driven.
Thesemethodsusemoreliftsthanwouldbenecessaryifvehicleswerenotdrivenonuntilallliftonoperations
intotheaftholdswerecompleted.However,theyresultinsignificantoveralltimesavings.
(e) If these methods cannot be implemented and driveon operations cannot be started until all the aft holds
have been loaded, the first vehicles driven on should be stowed in the port aft corner of the deck. Stow
subsequentvehiclesoutwardfromthatpoint.

e."C"Deck.Therecommendedorderofloadingisdiscussedbelow.Figure833showstheindicatedroutes.

(1) Route 1. The vehicle leaving the ramp at "C" deck travels through the watertight door on the port side at frame
198. The vehicle follows a circular course around the deck. The vehicle then travels through the watertight door at
frame198onthestarboardside.Thispermitstheloadingofvehiclesinthecargoareabetweenframes142and198
(theaftthirdofthedeck).Stowthefirstvehicleonthedownportionoftheramp.
(2) Route 2. At the same time, alternate vehicles leaving the ramp travel through the watertight door at frames 198
and242ontheportside.Thesevehiclesthentraveltothecargoareabetweenframes242and290(theforwardthird
of the deck). Place the first vehicle at the aft starboard position in the cargo area and load the starboard side first.
Then close and secure the port watertight door at frame 242. This sequence permits two lashing crews to work
simultaneously,oneforwardandtheotheraft.
(3) Route 3. Once the forward and aft sections of the deck have been loaded and secured, the middle section is
loaded.Vehiclesleavingtheramptravelthroughthewatertightdoorontheportsideatframe198.Thesevehiclesthen
follow a circular path around the centerline box columns to the starboard aft side of the cargo area. Stow the first
vehicleatthestarboardaftsideofthearea,andsubsequentvehiclesoutwardfromthere.

Figure833.RO/ROFlow"C"Deck
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f."B"Deck.Therecommendedorderofloadingisdiscussedbelow.Figure834showstheindicatedroutes.

(1)Route1.Vehiclesentering"B"deckthroughthesideportdoorsmayenteroneithertheportsideorstarboardside.
These vehicles then proceed through the watertight doors at frame 198 to the aft third of the deck. Stow the first
vehicle on the downward portion of the ramp and subsequent vehicles outward from there. Once the aft third of the
deckhasbeenloaded,closeandsecurethewatertightdooratframe198onthestarboardside.
(2)Route2.Asalternatevehiclesenterthesideport,othervehiclesproceedthroughthewatertightdoorsatframe242
ontheportsideandstarboardsidetotheforwardthirdofthedeck.Stowthefirstvehicleintheseconddeckareaof
hold1.Thenstowtheremainderof"B"deckbetweenframes290and242.Close and secure the watertight doors at
frame242ontheportsideandstarboardside.
(3) Route 3. Once the forward and aft sections of the deck have been loaded and secured, the middle section is
loaded.Vehiclesenterthroughthesideportdoorsontheportsideandstarboardside.Stowthefirstvehicleintheaft
starboardcorneroftheareaandsubsequentvehiclesoutwardfromthere.Thencloseandsecurethewatertightdoorat
frame198ontheportside,andremoveandstowtheportableplatform.Alsocloseandsecurethesideportdoorand
hingedplatform.

Figure834.RO/ROFlow"B"Deck

Figure835.RO/ROFlowMainDeckAft
828.TRAFFICCONTROL.Formaximumloadefficiency,rollonoperationsmustoccurconcurrentlyonseveraldecks.Develop a
coordinated traffic control plan before beginning operations and execute it forcefully throughout the operation. For a safe and
efficientoperation,establishthefollowingtrafficcontrolpoints:

Callforwardareastodirectdriverstotheshipandensurethecontinuousflowoftherequiredvehicles(accordingtothestow
plan)totheship.
BottomofPVRtotelldriverstoreporttoaspecificdeckandtoensureacontinuousflowofvehiclesontotheship.This
personalsoensuresthatthetopofthePVRisclearbeforeallowinganothervehicletostartuptheramp.Keepvehiclesonthe
PVRinmotionatalltimes,inordertoavoidexcessiveloading.
TopofPVRtodirectdriverstotheproperrampandtoensurethatpedestriansdonotwalkthroughavehicle'sintendedpath.
Exitpointofeachinternalramptodirectdriverstothestaginglineortoanotherramp,asappropriate,andtolookoutfor
pedestrians.
Stowageareaguidestoguidevehiclesintofinalstowposition.

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NOTE: Select experienced personnel to man traffic control points. These personnel must ensure the expeditious
movementofvehiculartrafficintheloadingandoffloadingprocess.
829. STOWAGE OF VEHICLES WITHIN FIRE LANES. Fire lanes have been designated for the ship's fire and damage control
parties. These parties must be able to access any area of the ship during an emergency. They must extinguish fires or repair
damages to prevent the loss of life, cargo, and vessel. Vehicles may not block these fire lanes however, they can be placed
alongsidethem.Lashingsmayextendacrossthemaslongastheyarebelowkneelevel.
830. RAMP PROBLEMS DUE TO TIDES. In areas where wide tidal fluctuations are known to occur, load planners must
determineifthetideswillcausethePVRtobeunusableforanyperiod.Theplannershouldconsultthelocaltidetablesalongwith
theapproximateapronheightaboveMLW(refertoMTMCreportSE883d29)toobtaintheestimatedpierheightabovewaterline
duringhighandlowtides.Afterdeterminingthatuseoftherampwillbelost,takestepstominimizetheadverseeffectuponthe
overalloperation.Consider prestaging as many vehicles as possible aboard ship during the time directly before the ramp is lost.
Afterrampislost,movethevehiclestotheirfinalstowlocation.
NOTE:EachclassofdesignofRO/ROshiphasitsownflowplan.Theseshouldbeobtainedpriortoloading.Onceaflow
planhasbeenaccepted,itmustbeadheredto.
SectionIV.DischargePhaseofRO/ROOperations
831. ROLLOFF OPERATIONS. Using the proper sequence to drive vehicles off a vessel can significantly reduce overall
discharge time by allowing the timeconsuming process of removing vehicles from the sea sheds and flatracks to begin sooner.
The rolloff sequence must also take into account the effect on the vessel's stability caused by the rapid discharge of vehicles,
eachweighingupto60tons.Also,aneffectiverolloffdischargeplanallowsvehiclestocleartheportfasterandreducesthelabor
costofdischargingtheship.

a.SequenceofDischarge.Theorderofunloadingvehiclesisdiscussedbelow.

(1)Directinitialeffortsatclearingthecriticalpathfromthesideportdoortotheportsidewatertightdooratframe198
in hold 3 on "B" deck, up the internal ramp to "A" deck, across the starboard watertight door, through the vehicular
passageway,andoutontheMDA.Then,driveallvehiclescapableoftransitingpassagewaydownthispath.
(2)TheseeffortswillbeaidedgreatlyifunlashinggangsareboardedbeforethePVRisemplaced,andtheybeginto
unlashvehiclesstowedwithinthecriticalpath.
(3).Thenextstep,whichcanbeconductedconcurrentlyifitdoesnotinterferewiththefirststep,istoclearhold3on
"B"deck.Clearingthisholdallowsthestarboardaftwatertightdoortoopen,whichinturnallowsaccesstothelower
decks.Italsoallowsmoremaneuveringroomsovehiclescaneasilytransitdowntheinternalrampfrom"A"deckand
exitoutthesideportdoor.
(4)Althoughgreaterflexibilityexistswiththeremainingsequence,usuallyonegangeachcontinuestodrivevehicles
offtheupperandlowerlevelsuntiltheship'sRO/ROsectioniscompletelydischarged.

b.Exception.ThethreeFSSesconvertedbytheAvondaleShipyardhaveahydraulicrampconnecting"A"and"B"decks.
Thisrampmustbeintheraisedpositionwhiletheshipisenrouteandremainsountilthevehiclesstowedtherehavebeen
drivenoff.Therefore,thefirstpriorityfortheunlashingcrewsistoremovetheVLAsfromvehicleslocatedaftofthevehicle
passageway on the MDA, within the passageway, and round the hydraulic ramp. These vehicles have to be driven to the
MDAwheretheyareliftedofftoclearspaceinsidehold4on"A"decksothevehiclesstowedonthehydraulicrampcanbe
movedoffandtherampcanbelowered.Thecriticalpathshouldbeclearedconcurrentlywiththisoperation.Oncetheramp
islowered,thevehiclesstowedontheMDAcanbedrivendownthecriticalpathandofftheship.Thentheafthatchcovers
canbeopenedandtheliftoffoperationcanbegin.

NOTE:ThisoperationdivertsthecranesclearingtheMDAtoliftingoffvehiclesthatotherwisecouldberolledoff.This, in
turn,delaystheentiredischargeoftheship.If the stow planner does not require every available foot of stowage space,
theareaonthehydraulicrampshouldbeleftopen.

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c. Stowage of Vehicle Lashing Assemblies. Ensure that VLAs are placed on holding racks as soon as they are
disconnected from vehicles to prevent vehicles from driving over VLAs and damaging them. The VLAs on the deck also
presentaserioustrippinghazard.

832.LIFTOFFOPERATIONS.Theremainderofthissectionisdividedintothreemaintopics:aft,mid,andforwardsectionsof
the ship. For an efficient discharge of vessel, these operations must be conducted simultaneously. Each topic is discussed in
orderofimportance.

a.AftSection.Thedischargeplanfocusesontherapidliftoffofcargofromtheseashedsandflatracksontheaftend.The
aftendcompriseslessthan15percentofthetotalsquarefootageavailableforstowage,buttakesalmosttwiceaslongto
dischargeastherestoftheship.Experienceshowsthatdischargeoftheaftenddetermineshowlongtheshipmustremain
in port. Therefore, liftoff operations on the lift end must begin as soon as the ship arrives at its berthbefore the PVR is
emplaced.Forfurtherclarity,theaftendistreatedastwoseparatesectionstheforwardside,consistingofholds5,6,and
7F and the aft side, consisting of holds 7A, 8F, and 8A (Figure 818). Also, a sequence for discharging the holds and a
strategyforeachparticularholdarerecommended.

(1) Discharge sequence. The fist step in preparing to discharge the aft end is to determine which side will take the
longest to offload. Knowing this, the discharge planner can better decide where to place emphasis. A method for
determiningthelongsideisdiscussedinparagraph823a.Oncethelongsidehasbeenidentified,everyeffortshould
be made to start lifting cargo from the flatracks and sea sheds on that side as soon as possible. Table 82 lists the
recommendeddischargesequenceforeachside.
Table82.Recommendedholddischargesequence

HOLD

FORWARDCRANE
SEQUENCE

7F

HOLD

AFTCRANE
SEQUENCE

7A

8F

8A

(a) Recommended sequence for the forward side. For illustration purposes, the forward side of the aft end is
assumedtobethelongside.Inthiscase,vehiclesshouldbeclearedoffthehatchcoversofhold5assoonas
possiblesotheycanberemovedandcargointheflatracksandseashedscanbeliftedout.Hold5waschosen
becausevehiclescanbeliftedoutofitwithoutinterferingwiththeconcurrentrolloffofvehiclesfromtheMDA
(Figure836).Instructionsfordischargingtheforwardsidefollow:

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Toclearthetopofhatch5,usethecranetoliftoffvehiclesthataretoolargetotransitthroughthevehicular
passageway.Oncethesevehicleshavebeenremoved,theremainingvehiclesontopofhold5shouldbe
liftedoff.(Itisassumedthatthevehicularpassagewayhasnotbeenclearedatthispoint.)Ifpierspaceis
available,thehatchcoversshouldbeliftedontothepier.Ifpierspaceisnotavailable,thecranewouldbe
usedtoclearenoughspaceontopofhold6tostowhatchcovers.
TheshipsconvertedbytheAvondaleShipyardrequireadifferentapproachsincetheinternalrampleading
from"A"deckto"B"deckishingedinsteadoffixed.Theshipwillarriveinportwithitsrampintheraised
position.Cargostowedontherampmustberemovedbeforetherampcanbelowered,therebyproviding
accesstothesideportdoor.Theforwardcraneontheaftendmustbeusedtoremovevehiclesfromthe
vehicularpassagewayuntilenoughspacehasbeenclearedin"A"decktomovethecargooffthehinged
ramp.Oncethishasbeendone,thecranecanbeusedtoclearhold5.
Assoonasthevehicularpassagewayiscleared,driveallremainingvehiclesthatcanbedriventhroughthe
passagewayofftheMDA.Iftheshipisbeingdischargedoverthestarboardside,useextremecautionto
preventvehiclesfrombeingdrivenbeneathsuspendedcargo.
Driveortowtheremainingvehiclesthatcannotfitthroughthevehicularpassagewayorthataredisabledto
the"shortside"(whichinthisexampleistheaftside)wheretheycanbeliftedoffbytheaftcrane.These
vehiclescanbeliftedoffwhilethecraneisawaitingtheopeningoftheseashedfloorsinhold8A.This
procedureenablesthecraneonthelongsidetoconcentrateondischargingcargofromtheflatracksandsea
sheds.Afterhold5hasbeendischarged,itisrecommendedthatholds7Fand6bedischarged.
(b) Recommended sequence for the aft side. While the above procedure is taking place on the forward side of
the aft end, the aft crane should be clearing vehicles from hold 8A using the same set of priorities (vehicles
unable to fit through the vehicular passageway first, then all others). Clear space on hold 8F for the hatch
covers.Hold8Awaschosenasthefirstholdontheaftsidebecauseitcanbeopenedanddischargedwithout
interferingwiththerolloffofvehiclesontheMDA.Therecommendedsequencefortheremainderoftheaftside
ishold8Fandhold7A.Iftheaftsideisthelongest,usethesamedischargesequencebutdirectinitialefforts
atremovingvehiclesfromthetopofhold8A.

(2)Holddischargestrategy.Thegeneralguidancediscussedtheloadingphasestillappliestodischargeoperations
ontheaftend.Before deciding how to discharge holds 6, 7A, and 8F, determine how the hold was originally loaded.
Thedischargeplannercanreversethemethodsandrealizethesameadvantagesanddisadvantages.

(a)Hold5.Dischargecargofromtheseashedsfirst.Thisallowstimefortheseashedfloorstobeopenedwhile
the crane is discharging cargo from the top tier of flatracks. Then, the empty flatracks can be removed and
cargo can be lifted out of the lower tier of flatracks. By the time the empty flatracks have been reloaded into
their cells, the sea shed floors will have been opened. This process fully uses the crane and eliminates dead
timewhenthecranemightbewaitingfortheseashedfloorstobeopened.
(b)Hold6.Threemethodsdevelopedfordischarginghold6areasfollows:

Hatchsquaremethod.Removehatchcoversandplacethemontopofhold5.Dischargecargofromthetop
tierofflatracks.Next,removethetwocenterflatracksfromthecentersectionandplacethemontopofhold
7F.Then,dischargecargofromthetwocenterflatracksonthesecondtierandjockeyvehiclesbackand
forthuntiltheyareoutofthewingsandintothehatchsquare.Whenallthecargohasbeendischargedfrom
thesecondtier,removethetwoemptyflatracksinthecenterofthehold.Dischargethethirdtierinthesame
mannerasthesecondtier,thenreplaceflatracksandhatchcovers.

NOTE:Thismethodcanonlybeusedwhentheidealcargomixhasbeenstowedinthishold.

Alternatingcellsmethod.RefertoFigure837.Thisfigureshowstheproceduresforimplementingthis
method.
Conventionalmethod.Removeallthreehatchcoversandplacethemonhold5inthesamemanneras
specifiedinthestep6inFigure837.Dischargecargofromthetoptierofflatracksandplaceasmany
emptyflatracksaspossibleontopofhold5.Placetheremainingemptyflatracksonthepier.Discharge
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cargofromthemiddletierofflatracksandplaceasmanyoftheemptyflatracksaspossibleontopofhold
7F.Placetheremainingemptyflatracksonthepier.Dischargecargofromthebottomtierofflatracksand
replacebothtiersofemptyflatracks.

Figure837.Hold6alternatingcellsdischargemethod
STEP1.Removeallthreehatchcoversandplacethemontopofhold5(twoontopoftheporthatchandoneontopofthecenter
hatch).Dischargecargofromthetoptierofflatracks.Thenliftoutthethreeflatracksfromthetoptieroftheportsectionandplace
themontopofhold7F.
STEP2.Dischargecargofromthesecondtierofflatracks.Liftoutthethreeemptyflatracksandplacethemontopofhold7F.
STEP3.Discharge cargo from the bottom tier of flatracks. Lift out the three empty flatracks from the center sections and place
themintotheportsection.
STEP4.Discharge cargo from the flatracks on the second tier of the center section, and transfer the empty flatracks to the top
tieroftheportsection.
STEP5.Dischargecargofromtheflatracksonthebottomtierofthecentersection.Transferthethreeemptyflatracksfromthe
toptierofthecenterandstarboardsectionstothecentersection.
STEP6.Dischargecargofromtheexposedflatracks.Then,shifttheemptyflatrackstothetoptierofthecentersection.
STEP7.Dischargecargofromtheexposedflatracksonthebottomtier.Shifttheremainingflatrackonthetoptierofthestarboard
sectionandtwoofthe12foothighflatracksonthetopofhold7Ftothemiddletierofthestarboardsection.
STEP8.Dischargecargofromtheflatrackclosesttostarboardonthesecondtier.Shiftthatemptyflatrackalongwithtwoofthe
15foothighflatracksonthetopofhold7Ftothetoptierofthestarboardsection.
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STEP9.Dischargecargofromtheexposedflatrackonthebottomtier.Shifttheremaining12foothighflatracktothesecondtier
andplacetheremaining15foothighflatrackinthetoptier.Replacehatchcovers.

(c)Hold7F.Thisholdcancontain20footcommercialflatracksor20footcontainers.Nospecialstrategyexists
foritsdischarge,otherthantoremoveallofthehatchcoversbeforestartingtodischargecargo.
(d)Holds7Aand8F.Theseholdsarelaidoutsimilarly,andthesamemethodsdiscussedforhold6canbeused
forboth.
(e)Hold8A.Removebothhatchesanddischargecargointhetoptierofseasheds.Itisimportanttohavethe
ship'screwstandingbysothattheseashedfloorscanbeopenedpromptly.

b.Midsection.Liftoffoperationsforthissectionoftheshiparediscussedbelow.

(1)Liftoffoperationsfromthemidsectionoftheshipincludedischargeofcargofromtheweatherdeckandfromholds
2and3.Thisdiscussionidentifiestherecommendedstrategyforuseofthemidshipcranes.Forillustrationpurposes,
helicoptersareassumedtobestowedon"A"deckinhold2,andcontainersontheweatherdeck,aftofthecranes.
(2) The first priority of the forward crane, after the ship has docked, is emplacing the PVR. This operation takes
between 15 and 45 minutes (depending on the experience of the crew). The next priority for the forward crane is
removingcargofromtheportsidehatchcover,thenremovingthehatch,anddischargingthehelicoptersfromhold2.
(3) The first priority of the aft crane should be removing vehicles from the hydraulic ramp so that the ramp may be
lowered and the remaining vehicles on the weather deck driven off. With early lowering of the hydraulic ramp, fewer
vehicles will have to be lifted off, which reduces cargo handling costs.Also, rapid removal of all the vehicles on the
weatherdeckpreventstheshipfrombecomingtopheavy,improvesstability,andlessensthelikelihoodoflist.Thisis
ofparticularconcerninaLOTSdischarge.Afterclearingthehydraulicramp,usetheaftcranetoliftoffthecontainers
andothercargothatcannotbedrivenoff.

c.ForwardSection.Liftoffoperationsforthissectionoftheshiparediscussedbelow.

(1)Liftoffoperationsfromtheforwardsectionarelimitedtocargoplacedonthe37footflatandonthehatchcoverat
the main deck level. Cargo on the second deck can be driven off. Liftoff from this section can begin at almost any
point during the vessel discharge since cargo stowed here does not interfere with the discharge of cargo in other
sections.
(2)Twomethodsareusedtodischargecargofromthe37footflat.Thefirstmethodusesanonorganiccrane(shore
basedorbargemounted)toliftcargothroughthehatch.Thesecondmethodinvolvesusingtheforkliftstowedinthe
37foot flat to transfer cargo to the second deck. At the second deck, another forklift either drives the cargo off the
ship or transfers it to waiting vehicles (stake and platform trailers (yard tractors) are well suited for this purpose).
Cargostowedonthehatchcoversonthemaindeckmustbeliftedoutbycranes.

SectionV.CargoOperationsforTAKR295and296ClassShips
833. CARGO OPERATIONS (TAKR 295 AND 296 CLASS SHIPS). TAKR 295 and 296 Class vessels have been designed to
accomplishtheonloadandoffloadevolutionsinacombinedtimeof96hoursorless.Thevesselshavebeendesignedforlast
on,firstoffoperations.The onload activities provide the greatest amount of detail regarding cargo flow. Hence,redundantcargo
flowpathinformationhasnotbeenrepeatedintheoffloadsection.
834.RO/ROOPERATIONS(TAKR295CLASS).TheRO/ROcargostowagemaybegroupedintofourmajorareas.Theseareas
follows:

Upperforward01,01AandADecks(forwardofthedeckhousespaces).
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LowerforwardB,C,DandEDecks(forwardofthemachineryspaces).
Upperaft02,01,ADeckandABFlat(aftofthedeckhousespaces).
LoweraftBandCDecks(aftofthemachineryspaces).
a.TheTAKR295ClassvesselsperformRO/ROoperationsinoneofthreemodes.Thesethreemodesareasfollows:

Dualrampoperations(loadingfromboththesternrampandsideportramps)
Sternrampoperations(loadingonlyfromthesternramp).
Sideportrampoperations(loadingonlyfromthesideportramp).
b.Vehiclescantraversetoanystowagelocationfromeitherexternalramp.Onloadflowpathsforthesinglerampoperations
areessentiallyadirectpathtooneofthefourRO/ROstowageareas,thenarethesameasfordualrampoperationsonce
withinoneoftheseareas(Figure838).

Figure838.TAKR295Classflowdiagram
835. Dual Ramp Operations (takr 295 class). For dual ramp operations, two nonconflicting flowpaths originate from the stern
andsideportramps,whichallowforsimultaneousloadingofallcargostowageareas.Normallytheupperforwardsectionisloaded
fromthesideportrampwiththeothersectionsloadedfromthesternramp.

a.UpperForwardArea.RO/ROcargomaneuvertotheupperforwardcargoholdsviathefollowingflowpaths:

(1)ADeckCargoFlow(UpperForward).Thesideportrampcanbedeployedfromeithertheportorstarboardside
ofthevessel.Fromeithersideportplatform,cargoentersADeckandmovesinanyoneofthefollowingdirections:

ForwardonADeck,tothebottomoftheforwardhoistablerampfromADeckto01ADeck.
AftonADeck,tothebottomoftheafthoistablerampfromADeckto01ADeck(ifloading01ADeckwithboth
ramps).
AftonADecktotheportsiderampto01Deck.
ForwardorafttofinalstowspotonADeck(afterthe01and01ADecksareloaded).
CargoforfinalstowageontheADeckdrivethroughnormallyflowsfromthesternramp,butcanbeloadedfromthesideportramp
atthistime.The portion of A Deck, just inside the side port platform, is the last to be loaded and requires cargo to back up the
sideportramp.

(2) 01A Deck Cargo Flow (Upper Forward). The cargo flowpaths are designed so that the hoistable 01A Deck is
accessed through one or both of the hoistable ramps. The preferred method of loading 01A Deck is to load via the
forwardhoistableramp,whilemaintainingtheafthoistablerampinthestowedposition.This procedure allows for the
rapid onloading of the hoistable deck through single direction cargo flow, and minimizes final park/maneuver
requirementsoneachpanel.Singleramploadingfromtheforwardhoistablerampalsominimizesthemaneuveringand
facilitates single direction cargo flow for offload. Final stow of cargo on the hoistable ramps should be avoided to
expeditesetupforoffload.
(3) 01 Deck Cargo Flow (Upper Forward). Cargo traverses the ramp from A Deck to 01 Deck and accesses the
weatherdeckstowagearea.Fromthetopoftheramp,cargoturnsportinasemicircularpathtothestarboardsideof
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theshipandmovesinanyoneofthefollowingdirections:

Proceedsforwardtothestarboardsidefinalstowspots.
Turns45degreeport,proceedsforwardtotheportsideundertheaftercrane'sbooms(betweenthecranepedestal
andtheboomrest),thenproceedsforwardforfinalstowontheforwardportsectionofthe01Deck.
Proceedstotheportforfinalstowontheportsideofthe01Deck.
b. Lower Forward Area. RO/RO cargo enters the ship via the stern ramp at the WTD on AB Flat and proceeds down the
ramp(port)fromABFlattoBDeck(aftRO/ROarea).Atthebottomoftheramp,itthenproceedsforwardandporttotheB
Deckdrivethrough.ThecargoproceedsthroughthedrivethroughandentersBDeck(forwardRO/ROarea)atthetopofthe
rampfromBDecktoCDeck.Fromthere,cargoproceedstofinalstowspotsonBDeckorforwardanddowntherampto
thelowerdecks.

(1) B Deck Cargo Flow (Lower Forward). From the B Deck drive through, cargo proceeds in either of the following
directions:

ForwardanddowntherampfromBDecktoCDeck.
StarboardtocleartherampthenforwardtofinalstowspotsontheportandstarboardsidesinBDeckHolds14.
(2) C Deck Cargo Flow (Lower Forward). From the bottom of the ramp from B Deck to C Deck in Hold 4, cargo
proceedsforwardintoHold3onCDeck.Fromtherecargomovesinanyoneofthefollowingdirections:

ContinueintoHold2,thenproceedinasemicircularpathtothestarboardside,thenaftthroughHold3toenter
Hold4.FromthereitwillmaneuverforfinalspotinHold4,ormovetotheportsideandproceeddowntheramp
fromCDecktoDDeck(proceedingintoHold2beforeturningaftisthepreferredroutewhencontinuingfor
stowageinDandEDecks).
ProceedforwardforfinalstowinHolds1and2.
ManeuverforfinalstowinHold3.
(3) D Deck Cargo Flow (Lower Forward). From the bottom of the ramp from C Deck to D Deck, cargo proceeds
forwardintoDDeckHold3.Fromtherecargomovesinanyoneofthefollowingdirections:

MovesforwardontheportsidetoenterHold2forfinalstow.
ProceedsinasemicircularpathtothestarboardsidethenafttoenterHold4.Itthenmaneuversforfinalspotin
Hold4,orcontinuestotheportsideoftheshipandproceedsdowntherampfromDDecktoEDeck.
ManeuversforfinalstowinHold3.
(4)EDeckCargoFlow(LowerForward).Once at the bottom of the ramp from D Deck to E Deck, cargo proceeds
forwardintoHold3onEDeck.Fromtherecargomovesinanyoneofthefollowingdirections:

MovesforwardontheportsideintoHold2forfinalstow.
Proceedsinasemicircularpathtothestarboardside,thenafttoenterHold4forfinalstow.
ManeuversforfinalstowinHold3.
c. Upper Aft Area. RO/RO cargo enters the ship via the stern ramp at the WTD on AB Flat and proceeds up the ramp
(starboard)fromABFlattoADeck.CargothenproceedstotheupperaftdecksormaneuversforfinalstowinADeck,Hold
5.

(1)ADeckCargoFlow(UpperAft).FromthetopoftherampfromABFlattoADeckaft,thecargomovesineither
ofthefollowingdirections:

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ProceedsinasemicircularpathtotheportsidethenproceedsaftanduptherampfromADeckto01Deck.
ManeuversforfinalstowonADeckandtheADeckdrivethrough.
CargoforfinalstowageontheADeckdrivethroughnormallyflowsfromthesternramp,butcanbeloadedfromthesideportramp
withtheforwardADeckcargo.ThelastcargotobeloadedintoHold5istobackupthesternramp(ABFlatarea)forfinalstow.

(2)01DeckCargoFlow(UpperAft).FromthetopoftherampfromADeckto01Deck,cargomovesineitherofthe
followingdirections:

ProceedsinaportsemicircularpathtotheforwardareaofHold5thenbacktothestarboardinasemicircularpath
tothebottomoftherampfrom01Deckto02Deck.Cargothenproceedsaftanduptherampto02Deck.
ManeuversforfinalstowinHold5,01Deck.
(3)02DeckCargoFlow(UpperAft).From the top of the ramp from 01 Deck to 02 Deck, cargo maneuvers for final
stowinHold5,02Deck.

d.LowerAftArea. From the stern ramp, RO/RO cargo proceeds to the lower aft area by proceeding down the ramp (port)
fromtheABFlattoBDeck.

(1) B Deck Cargo Flow (Lower Aft). From B Deck, cargo moves forward through the B Deck drive through for
stowageinthelowerforwardRO/ROarea,orproceedsforfinalstowintheloweraftarea.Forfinalstowintheloweraft
area,cargomovesineitherofthefollowingdirections:

ProceedsinasemicircularpathstarboardtothetopoftherampfromBDecktoCDeck,thendowntoCDeck.
ManeuversforfinalstowinHold5,CDeck.
(2)CDeckCargoFlow(LowerAft).FromthebottomoftheramptoCDeck,cargomaneuversforfinalstowinHold
5,CDeck.

836. Single Ramp Operations (TAKR 295 CLASS). The flowpaths for dual ramp operations provide the standard approach to
the typical onload scenario. They do not, however, fully illustrate the flexibility of the TAKR 295 Class design with respect to
selectiveuseoftheexternalrampsandassignmentofcargoholdsforstowagetothoseramps.Eitherexternalrampcanloadthe
ship individually. For single ramp operations, flowpaths and cargo loading order are modified from the dual ramp scenario. Once
the cargo reaches one of the four RO/RO stowage areas, the single ramp flowpaths intersect the flowpaths for dual ramp
operations, and from that point the cargo routes to the different decks and holds are essentially the same. As with dual ramp
operations, care must be taken to monitor the progress of loading the upper sections to preclude adversely affecting the ship's
trim,stress,andstability.
837.SingleRampOperationsfromtheSternRamp.Duringsinglerampoperationsfromthesternramptheupperaft,loweraft
and lower forward RO/RO areas load using the same flowpaths as those used for dual ramp operations. The flowpaths for the
upperforwardareaaresimilartothosefordualrampoperations,excepttheyoriginatefromtheADeckdrivethroughinsteadofthe
sideportramp.

a.UpperAft,LowerAft,andLowerForwardAreas.Duringsinglerampoperationsfromthesternramptheupperaft,lower
aftandlowerforwardRO/ROareasloadusingthesameflowpathsasthoseusedfordualrampoperations.
b. Upper Forward Area. Cargo to be stowed in the upper forward area, loads from the stern ramp then proceeds up the
rampfromABFlattoADeck.ItthenmovestotheportsideandthroughtheADeckdrivethroughtoemergeinHold4,A
Deck.Fromthere,thecargomovesineitherofthefollowingdirections:

Proceedsforwardtoaccesseithertheforwardorafthoistablerampto01ADeck.Oneorbothofthehoistableramps
maybeusedtoloadthe01ADeck.FromtheADeckdrivethrough,toaccesseitherrampyoushouldmoveinthe
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directionsindicatedforeachbelow:

ForwardhoistablerampcargomovesforwardandtothestarboardtocleartherampfromADecktoBDeck.It
thenmovesforwardandtothestarboardsideoftheship,thentothebottomoftheforwardramp.
AfthoistablerampcargomovesforwardandtothestarboardtocleartherampfromADecktoBDeck.It then
moves forward, and once past the aft hoistable ramp, the cargo maintains sufficient turning room to execute
semicircularturntothestarboardsideoftheship.Itthenproceedsaftonthestarboardsidetotheafthoistableramp.

ProceedstotherampfromADeckto01Deck.FromtheADeckdrivethrough,cargomovesforwardandstarboardto
cleartherampfromADecktoBDeck.Itthenproceedsforwardandtowardthestarboardsideoftheshiptoachieve
enoughturningroomtomakea180degreeturnbackandafttowardtheramp.Oncepasttherampto01Deck,cargo
proceedsinasemicircularpathtotheportsideoftheshipandproceedsaftanduptherampto01Deck.Orthecargo,
maneuversforfinalstowonADeck.
c.Oncethecargoreachesthefinalstowdeck,maneuveringtothefinalstowspotisthesameasfordualrampoperations.

838. Single Ramp Operations from the Side Port Ramp. During single ramp operations, the side port ramp uses the same
flowpaths for cargo movement to the upper forward RO/RO area as those used during dual ramp operations. The A Deck drive
throughprovidescargoaccesstotheupperaftRO/ROarea.CargoproceedsdowntoBDeckforaccesstothelowerforwardand
loweraftRO/ROareas.Oncethecargoreachesthefinalstowageareas,theflowpathswillintersectwiththedualrampflowpaths,
andfromthatpointareessentiallythesameasthedualrampflowpaths.

a. Upper Forward Area. Cargo flowpaths for the upper forward area remain the same for those used for dual ramp
operations.
b.UpperAftArea.Cargoflowfromthesideportramp(eitherstarboardorportconfiguration)proceedsaftonADecktothe
ADeckdrivethrough.ItproceedsthroughthedrivethroughintoADeck,Hold5andthendoesoneofthefollowing:

MovesaftanduptherampfromADeckto01Deck.Fromthere,theflowpathsarethesameasthosefordualramp
operations.
MovestotheportandproceedstotherampfromADecktoABFlat.ItthenproceedsforfinalstowonABFlat(portarea
ofABFlat)ormaneuversforfinalstowontheramp,ormaneuversforfinalstowinADeck,Hold5.
c.LowerForwardArea.Cargoflowfromthesideportramp(eitherstarboardorportconfiguration)proceedsaftonADeck
totherampfromADecktoBDeck,Hold4.ItthenproceedsdownandforwardtoBDeck.Fromthereitmovesinanyone
ofthefollowingdirections:

ProceedsforwardintoHold3,BDeckandcontinuesforwardthroughtheportWTDintoHold2.Thecargothenmakesa
semicircularturntothestarboardsideandproceedsaftthroughthestarboardWTDsthroughHold3andintoHold4.
Fromthere,itproceedstotheportsidetotherampfromBDecktoCDeck,andmovesdownandforwardtoCDeck.
TheflowpathsforfinalstowonC,DandEDecksarethenthesameasthosefordualrampoperations.
Proceedsforwardand/orstarboardforfinalstowonBDeck,Holds1,2or3.Or,cargowillproceedforwardonBDeckto
cleartheramp,thenturninasemicircularpathtoproceedaftonthestarboardsidetoHold4forfinalstow.
ProceedsforwardintoHold3,BDeckandcontinuesforwardthroughtheportWTDintoHold2.Thecargothenmakesa
semicircularturntothestarboardsideandproceedsaftthroughthestarboardWTDsthroughHold3andintoHold4.
Fromthere,itproceedstotheBDeckdrivethroughforfinalstowortoproceedtotheLowerAftRO/ROArea.
d.LowerAftArea.Cargoflowtotheloweraftareafromthesideportramp(eitherstarboardorportconfiguration)proceeds
aftonADecktotherampfromADecktoBDeck,Hold4.ItthenproceedsdownandforwardtoBDeck.OnBDeck,itthen
movesforwardthroughHold3andcontinuesforwardthroughtheportWTDintoHold2.Thecargothenmakesasemicircular
turn to the starboard side and proceeds aft through the starboard WTDs through Hold 3 and into Hold 4. From there, it
proceeds to the B Deck drive through and proceeds aft to Hold 5, B Deck. It then proceeds in any one of the following
directions:

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ProceedsportandafttotherampfromBDecktoCDeck,thencontinuesdowntoCDeckforfinalstow.
ProceedsafttotherampfromBDecktotheABFlatandmovesuptherampforfinalstowontheABFlat(starboard
areaofABFlat)ormaneuversforfinalstowontheramp.
ManeuversforfinalstowinBDeck,Hold5.
DuetotherestrictedmaneuveringareaonABFlat,thereisnoaccessforcargobetweentheaftAandBDecksunlessthestern
rampisdeployed.
839. LO/LO Operations (TAKR 295 CLASS). As with RO/RO operations, LO/LO operations are generally performed under the
supervision of the local Army port activity. Coordination between the ship's crew and the supervisory Army transportation cargo
handling personnel is essential before LO/LO operations begin. The ship's crew should be informed ahead of time about local
weatherconditionsforpropercranewarmupandastowhetherthecraneswillbeinitiallyusedinsingleortwinmode.Throughout
theentireloadingoperation,itisimportanttorememberthattheship'smasterisresponsibleforthesafetyoftheship,thecrew
andthecargo,andhasthefinalwordonsafecargooperations.

a. Numerous options for load configuration exist for LO/LO operations just as they do for RO/RO operations. Once again,
careful load planning will enhance efficiency. The number of line handlers, taglines, spreaders and the other associated
LO/LO equipment will be determined by the size and mix of the cargo. At no time should LO/LO operations interfere with
RO/ROoperations.
b.The flowpath for nonselfpropelled LO/LO cargo is separate from the RO/RO flowpath. When there is a need to lift self
propelledcargoontotheship,itistreatedasLO/LOcargountilitisdisconnectedfromthecrane.Adriverwillmaneuverthe
cargofromthedroppointandmergeintotheRO/ROflowpathtotakethecargotoitsfinalstowlocation.
c.AllnonselfpropelledLO/LOcargomustbePoughttothedesignatedcrane'spickuppointbyaresource.In general, the
resources(forklifts,containerhandlers,helomovers,etc.)usedtodelivertheLO/LOcargotothecrane'spickuppointare
owned and operated by either the PSA or the port facility and commercial stevedores. Once aboard the ship, the LO/LO
cargo is moved from the drop point to its final stow location by the ship's organic resources operated by military terminal
service company personnel or commercial stevedores. In certain instances, LO/LO cargo such as helicopters, will be
wheeled by hand to their final stow location by personnel assigned to the unit which owns the cargo. As a rule, aircraft
shouldneverberolledortowedonorofftheshiportoanotherdeckoftheshipusingtheexternalandinternalramps.
d.LO/LO flowpaths for these ships consist of the designated crane pick up points for both the forward and aft cranes the
exposed weather deck on 01 Deck and the hatchways for Holds 2, 3, and 4 the drop off point and the cargo's final stow
location.Theforwardcranecanreachtheforwardpointsoftheexposedweatherdeckon01DeckandHolds2and3.The
aftcranecanreachHolds3and4andtheaftportionoftheexposedweatherdeckon01Deck.

840. RO/RO Operations (TAKR 296 CLASS). The TAKR 296 Class ships can perform RO/RO operations in one of three
modes:

Dualrampoperations(sternrampandsideportramp).
Sternrampoperations.
Sideportrampoperations.
Figure839providesadetailedcargoflowdiagramofonloadoperations.

Figure839.TAKR296Classflowdiagram

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841. Dual Ramp Operations from Stern Ramp. The following sections describe the detailed stern ramp flowpath used in dual
rampoperationstoloadcargoonthe02Level,ontheADeck,andinHold4ofB,C,andDDecks.

a.BDeckCargoFlowfromtheSternRamp.CargoentersHold4onBDeckthroughthesternrampWTD.It can directly


access the aft lower decks, via a fixed ramp in the port side of Hold 4 on C Deck. Cargo can also access A Deck, via a
fixedramptoADeckonthestarboardsideofHold4onBDeck.ThisramptoADeckalsoallowscargofromthesternramp
toaccesstheforwardholdsonBDeckandthe02level.Furthermore,itallowscargotoenterthefixedrampsystemtothe
forwardlowerdecks(C,D,E,andFDecks)viaafixedrampdowntoHold2onBDeckfromHold3onADeck.
b.This"upoverdown"traversalofcargofromafttoforwardisgenerallyusedinsinglerampoperationswheretheloadoutis
conductedwithonlythesternramp.Thesternrampistherampofchoiceforloadingtheupperdecks(ADeckandthe02
Level)andtheaftlowerdeckswhenbothrampsareused.This is due to the absence of cargo flowpath interference when
cargoisenteringtheshipviathesideportramp.
c.02LevelandADeckCargoFlowfromtheSternRamp.FromthetopoftheaftramptoHold3onADeck,cargocan
moveineitherofthefollowingdirections:

Cargocantakeacircularcoursetotheportsideoftheholdbetweenthestairtowerandtheaftcenterlinestanchion.
Fromthere,itcanproceedaftexitingtheenclosureviatheaftWTDtotheaftweatherdeckstowageareaonADeck.
Cargocanproceedforwardmovingfromstarboardtoport,betweenthestairtowerandtheaftcenterlinestanchion.Itcan
thencontinueforwardontheportsideoftheenclosurethroughtheforwardWTD,exitingontotheforwardweatherdeck
stowageareaonADeck.
From the forward WTD of the A Deck enclosure, cargo can proceed forward along the port side of A Deck to its specified stow
location.FromtheforwardWTD,cargocanalsotakeacircularcourseonADeckbetweenthecenterlinefanroom(frame205)and
theaftcraneboomresttothestarboardsideofthedeck.Itthencanaccesstherampuptothe02Levelcargostowagearea.The
02 Level is located directly above the forward half of the A Deck enclosure. This stowage area contains the Hold 3 hatch cover
andalsoservesastheHelicopterFacility.

d.CDeckCargoFlowfromtheSternRamp.Cargotobestowedintheafterlowerdeckstransitstheportsidefixedramp
inHold4onBDeckdowntoHold4onCDeck.Fromthebottomoftheramp,cargocaneitherparkwithintheholdortakea
circular course aft between the forward bulkhead and the forward centerline stanchion to the ramp down to Hold 4 on D
Deck.Thetopofthisrampislocatedontheaftportsideofthehold.Fromhere,cargomaneuverstoitsfinalstowlocation
withinHold4onDDeck.Oncetheupperdecks(02LevelandADeck)andtheloweraftdecks(Hold4ofCandDDecks)
arecompleted(includinganystowageofvehiclesontheassociatedramps),theforwardareaofHold4onBDeckisloaded.
TheaftareaofHold4onBDeckisthenloadedwiththelastvehiclestobeloadedbackingupthesternramp.

842. Dual Ramp Operations from the Side Port Ramp. The following sections describe the detailed side port ramp flowpath
usedindualrampoperationstoloadcargointheholdsforwardofthemachineryspaces(Holds1,2,and3)onBthroughFDecks
andABandBCDecks.Aswiththoseoperationsdiscussedintheprevioussection,itisimportanttonotethattheseoperational
loadingprocedurestakeplaceatthesametimeasthosediscussedinthatsection.

a.BDeckCargoFlowfromtheSidePortRamp. From the side port ramp and platform, cargo enters Hold 2 on B Deck
andcanproceedinoneofthefollowingdirections:

ForwardintotheforwardmostportionoftheBDeckstowagearea.
AcrossBDecktotheportsidebetweenthetwocenterlinestanchionsandeitherturnforwardaccessingtheforward
hoistableramptoABDeckorturnaftenteringtheaftforwardsectionofBDecktoaccesstheafterhoistableramptoAB
Deck.
ProceedaftalongthestarboardsideofBDecktotheforwardramptoADeck.
AcrossBDecktotheportsideconductingacircularcoursealongtheafterbulkheadofBDecktothetopoftheforward
ramptoCDeck.

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(1) If required, access from the forward portion of B Deck to the aft portion of B Deck and the after lower deck is
accomplishedviathestarboardfixedramptoADeck.Cargo traversing the forward ramp up to A Deck proceeds aft
fromthetopofthatramptothetopoftheaftramp,whichleadsdowntotheaftportsideofBDeck,andsubsequently
totheaftlowerholds.Thisisareversaloftheroutedescribedintheprevioussection.Asdiscussedpreviously,the
stern ramp is assigned to load the upper decks and the aft lower decks including Hold 4 on B Deck. The side port
rampisusedtoloadtheforwardlowerholds,thehoistabledecks,andtheforwardportionsofBDeck.This "upover
down"transitfromforwardtoaftisusedonlyduringsinglerampoperationswherecargoisloadedusingonlytheside
portramp.
(2) To access the forward lower holds, cargo traverses from the starboard side port ramp directly across to the port
sideofBDeck,betweenthetwocenterlinestanchions,andturnsaftintotheaftforwardportionofBDeck.Proceeding
aft towards the after bulkhead of B Deck, cargo takes a circular course to starboard, reaching the top of the forward
ramptoCDeck.

b.CDeckCargoFlowfromtheSidePortRamp.AftertraversingdowntheramptoCDeck,cargoproceedsforwardfrom
thebottomoftherampintoHold2onCDeck.Fromthere,cargoeithermovesforwardintoHold1onCDeck,afttoHold3
onCDeckandtheforwardramptoDDeck,oraccessestheforwardramptoBCDecklocatedonthestarboardsideofHold
2onCDeck.

(1)MovingforwardonthestarboardsidethroughHold2onCDeck,cargocanpassthrougheitherthestarboardside
WTD or traverse across the hold between the two centerline stanchions and use the port side WTD to Hold 1 on C
Deck.
(2)CargoproceedingtoHold3onCDeckortoD,E,andFDeckstraversesthroughacircularcourseinHold2onC
DecktotheaftportsideWTD.FromthisWTD,cargocaneithermaneuvertoparkinHold3onCDeck,accesstheaft
ramptoBCDeck,orconductanothercircularcoursetothestarboardsideofHold3onCDeckandproceedtothetop
oftheforwardramptoDDeck.

c. D Deck Cargo Flow from the Side Port Ramp. The RO/RO movement on D Deck is similar to that of C Deck. After
traversing the ramp down to D Deck, cargo proceeds forward from the bottom of the ramp into Hold 2 on D Deck. From
there,cargoeithermovesforwardintoHold1onDDeck,aftintoHold3onDDeck,oraccessestheramptoEDecklocated
onthestarboardsideofHold3onDDeck.DrivingforwardonthestarboardsidethroughHold2onDDeck,cargocanpass
througheitherthestarboardsideWTDorcrossbetweenthetwocenterlinestanchionsandusetheportsideWTDtoHold1
onDDeck.CargocrossingHold2onDDeckturnstoportbetweenthetwocenterlinestanchions.CargoproceedingtoHold
3onDDeckortoEandFDeckstraversesthroughacircularcourseinHold2onDDecktotheportsideWTD.From this
door,cargocaneithermaneuvertoparkinHold3onDDeckorconductanothercircularcoursetothestarboardsideofHold
3onDDeckandproceedtothetopoftheramptoEDeck.
d.EDeckCargoFlowfromtheSidePortRamp.AfterdescendingtheramptoEDeck,cargoproceedsforwardfromthe
bottomoftherampintoHold2onEDeck.Oncethere,cargomaneuverstoparkinHold2onEDeckorproceedsafttoHold
3onEDeckandtheramptoFDecklocatedonthestarboardsideofHold3.CargoproceedingtoHold3onEDeckortoF
Deck traverses through a circular course in Hold 2 on E Deck through the port WTD. From this door, cargo can either
maneuvertoparkinHold3onEDeckorconductanothercircularcoursetothestarboardsideandproceedtothetopofthe
ramptoFDeck.
e.FDeckCargoFlowfromtheSidePortRamp.AftermakingthefinaldescenttoFDeck,cargoproceedsforwardfrom
thebottomoftherampintoHold2onFDeck.Fromthere,cargomaneuverstoparkinHold2orproceedsafttoHold3onF
Deck.CargocrossingHold2onFDeckturnstoportbetweentheaftbulkheadandthecenterlinestanchionandentersHold
3onFDeckthroughtheportWTD.Fromthisdoor,cargomaneuverstoparkinHold3.
f. BC Deck Cargo Flow from the Side Port Ramp. Once D, E, and F Decks are loaded, cargo can proceed to BC Deck
from Holds 2 or 3 on C Deck. Due to the positioning of the BC Deck hoistable ramps, cargo flow to the lower decks and
maneuveringonCDeckarebothrestricted.ThisresultsinHold3onBCDeckloadingfirst,followedbyHold2onBCDeck.

(1)CargoentersHold3onBCDeckviathehoistablerampinHold3onCDeck.Likewise,cargodestinedforHold2
onBCDeckentersfromHold2onCDeck.ThereisnodirectaccessbetweentheHolds2and3onBCDeck.
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(2) The WTDs on C Deck between Holds 2 and 3 may be open, giving the appearance of passage between Holds 2
and3onBCDeck,butthereisnosuchaccess.AtthecompletionofloadingBCDeck,cargoloadingmayresumeon
thefixeddecks.ThisbeginswithCDeckandproceedsuptoBDeck.

g.ABDeckCargoFlowfromtheSidePortRamp.ABDeck,ahoistabledeck,doesnotcontaintransversebulkheadsand
allowscontinuousflowofcargoalongitsentirelength.From the side port ramp, cargo traverses across Hold 2 on B Deck
andturnsforwardalongtheportside.Atthispoint,cargoaccessestheforwardhoistableramptoABDeckorturnsaftand
accessestheafterramptoABDeck.

(1) Use of only one ramp for accessing AB Deck allows the loading of the hoistable deck in a continuous "column
flow" of vehicles. This method permits a faster onload and offload time by eliminating the need for each vehicle to
conductextensivemaneuveringinordertopark.Eachvehiclesimplytraversestheemptyportionofthedeckandthen
parks.
(2)OnceABDeckandtheforwardhoistableramptoABDeckareloaded,BDeckcancontinueloading.Loading AB
Deck, as described above, allows the portions of B Deck on centerline (those that are not in the way of the cargo
flowpath)tobeloadedpriortoorduringtheloadingofABDeck.TocompletetheloadingofBDeck,thelastcargoto
loadisrequiredtobackupthesideportrampintoHold2onBDeck.

843.SingleRampOperations(TAKR296CLASS).Thecargoflowpathpresentedabovedoesnotindicatethetotalflexibilityof
the ship design with respect to the use of the external ramps and the assignment of specific cargo holds to those ramps. The
previous sections described the flow of cargo with both external ramps in use and a specific flowpath assigned to each external
ramp.However,bothoftheexternalrampscanloadtheshipindividually.ThefollowingPieflydescribessinglerampoperations:

a. Single Ramp Operations from the Stern Ramp. During single ramp operations from the stern ramp, the stern ramp
continuestoloadtheupperdecksandaftlowerdecksviathefixedrampsinHold4onBDeck.However,itadaptsitsflow
ofcargotopassupandoverintotheforwardholdsoftheship.Thecargoloadingordermustbemodifiedfromthedualramp
operations loading order in order to load the ship efficiently. In addition, care must be taken to avoid loading the upper
portionsoftheshipfirst,adverselyeffectingtheship'strim,stress,andstability.
b. Single Ramp Operations from the Side Port Ramp. During single ramp operations from the side port ramp, the side
portrampretainsitsflowofcargototheforwardlowerdecksandthehoistabledecksbutalsousestheupandoverpathto
accesstheupperdecks(ADeckandthe02Level)andaftlowerdecks.Thecargoloadingordermustbemodifiedfromthe
dualrampoperationsloadingorderinordertoloadtheshipefficiently.Inaddition,caremustbetakentoavoidloadingthe
upperportionsoftheshipfirst,adverselyeffectingtheship'strim,stress,andstability.

844. LO/LO Operations (TAKR 296 CLASS). As with RO/RO operations, LO/LO operations are generally performed under the
supervision of the local Army port activity. The cargo flowpath for nonselfpropelled LO/LO cargo is separate from the RO/RO
flowpath. However, certain situations may arise when there is a need to LO/LO selfpropelled cargo into the ship. In these
situations, the cargo is treated as LO/LO cargo until it is disconnected from the crane. At this point a driver will maneuver the
cargofromthedroppointandmergeintotheRO/ROflowpathtotakethecargotoitsfinalstowlocation.

a. All nonselfpropelled LO/LO cargo must be brought to the designated crane's pick up point by a resource. In certain
instances,LO/LOcargosuchashelicopterswillbewheeledbyhandtotheirfinalstowlocationbytheowningunitpersonnel.
As a rule, aircraft should never be rolled or towed on or off the ship or to another deck of the ship using the external and
internalramps.
b.TheLO/LOflowpathfortheseshipsconsistsofthefollowing:

Designatedcranepickuppointsforboththeforwardandaftcranes.
ExposedweatherdeckonADeckandonthe02level.
HatchwaysforHolds1,2,and3.
Thedropoffpoint.
Thecargo'sfinalstowlocation.
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The forward crane can reach the forward points of the exposed weather deck on A Deck and Holds 1 and 2. The aft crane can
reachHolds2and3,theaftexposedweatherdeckonADeck,andtheforwardportionofthe02levelstowagearea.

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