wheat transport & ventilation

7/29/2019 Wheat Transport & Ventilation

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WHEAT

TRANSPORT & VENTILATION

M.V. DOLPHIN

Voyage

CONSTANTZA (ROMANIA) DAMIETTA (EGYPT)

Student Professor

Adrian MINCULESCU Master Mircea MOTCANU

CONSTANTZA MARITIME UNIVERSITY

CONSTANTZA 2012


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Table of ContentsSpecifications for cargo....................................................................................................................3

1.1 Cargoes at risk.......................................................................................................................3

1.1.2 Cargo sweat...................................................................................................................3

1.1.3 Ships sweat....................................................................................................................3

1.2 Grain cargoes........................................................................................................................3

Specifications for vessel...................................................................................................................4General description of the ship....................................................................................................4

Principal particulars.....................................................................................................................5

Prepare the holds for carring wheat.............................................................................................6

2.3.1 Hold cleaning................................................................................................................6

2.3.2 Fresh water rise............................................................................................................6

2.3.3 Holds drying..................................................................................................................6

2.3.4 Grain inspection............................................................................................................7

2.3.5 Loading wheat...............................................................................................................7

Specifications for route and transport...............................................................................................7

Carriage of grain safe procedure.................................................................................................8

Wheat ventilation on board..........................................................................................................9

4.1 Measurement of temperature...........................................................................................9

4.2 Determination of DEW POINT temperature......................................................................9

4.2 Wheat ventilation............................................................................................................10

Conclusions....................................................................................................................................11

Annexes..........................................................................................................................................12

6.2 Annex 1 Table 29. Conversion Table for Thermometer Scales....................................12

6.1 Annex 2 Table 35. Relative Humidity...........................................................................13

6.2 Annex 3 Table 36. Dew Point.......................................................................................15

6.2 Annex 4 Temperature and Ventilation Log...................................................................17

Bibliography....................................................................................................................................18

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Specifications for cargo

1.1 Cargoes at risk

Cereals as a hygroscopic products have a natural moisture content. They mayretain, absorb or release water vapour, and excessive amounts of inherent moisturemay lead to signifiant self-heating and moisture migration within the cargo resultingin caking, mildew or rot. Examples of hygroscopic products include grain, rice, flour,sugar, cotton, tobacco, cocoa, coffee and tea.

1.1.2 Cargo sweat

Cargo sweat refers to condensation which may form on exposed surfaces ofthe stow as a consequence of large amounts of warm, moist air being persistentlyintroduced into a hold containing substantially colder cargo.

1.1.3 Ships sweat

Ships sweat refers to condensation which forms directly on a vessel's structurewhen the air within a hold, made worm and moist by the cargo, comes into contactwith cold surfaces as the vessel moves into cooler climates. Cargo may be damagedby overhead drips, by contact with sweat which has formed on the ship's sides or bycondensed water which may accumulate at the bottom of the hold.

Fig.1 The formation of ship sweat

1.2 Grain cargoes

Grain cargoes are subject to germination, which will depend upon temperatureand the presence of moisture.

Through ventilation will therefore be essential.

The air between the grains will be saturated with water vapour which can onlybe removed by a through current of drier air. Should a sudden fall of temperature takeplace, then condensation will occur. If care is not taken, the water will lead togermination of the grain, and this will be accompanied by a rise of temperature andevolution of gas.

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Specifications for vessel

General description of the ship

The vessel is designed and built as a single screw motor driven bulk carrier fornormal worldwide service.

The vessel comply with the requirements for type B-60 ships defined by the

International Convention of Load Lines, 1966.The vessel is capable to carry grain in bulk or sack, coal, iron ore, steel coil,

steel pipe and other dry cargoes. No deck cargo to be loaded.

Certain dangerous goods could be carried inside the cargo holds based on theoutfitting and equipments mentioned in specification.

The design of vessel reflect economical operation, safety and environmentalprotection. The vessel offer the following measures of environmental protection:

NOx emission control;

Oil fuel management for the control of SOX emission;

Refrigerant management;

Oil pollution prevention measures;

Garbage management;

Sewage treatment and discharge control;

Ballast water management;

Prohibit application of hull anti-fouling system containing TBT.

The vessel is designed and built with single continous deck with forecastle.

All accommodation including navigation bridge and propulsion machinery arelocated aft.

All oil tanks with capacity larger than 30m3

is designed not directly contact withshell.

The cargo area have five (5) cargo holds. Cargo holds are constructed assingle skin with topside tanks, hopper tanks and double bottom.

Four (4) set of 30 t S.W.L. Single deck cranes are arranged as shown onGeneral Arrangement (see Fig.2).

Fig.2 General Arrangement

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Principal particulars

GENERAL STACK LOAD

Type BulkCarrier

Hold none

MAIN DIMENSIONS Deck / hatch noneLength over all 189.99 m UNIFORM LOAD

Length between perp. 185.00 m Double bottom (hold1,3,5)

25 t/m3

Breadth moulded 32.26 m Double bottom (hold 2,4) 18 t/m3

Depth to main deck 18.00 m Hatch cover No deck load

Draught, design 11.30 m HOLD CAPACITY

Draught, scantling,freeboard

12.80 m Total 71500 m3

Gross tonnage 32300 GT CARGO HATCHES

Net tonnage 18700 NT Folding type, hydraulically operated

Deadweight on designdraught 11.30 m

48000TDW

Hold no. 1 18.86 m x 18.26 m

Deadweight on scantlingdraught 12.80 m

57000TDW

Hold no. 2,3,4,5 21.32 m x 18.26 m

TANK CAPACITIES CARGO DECK CRANES

Heavy fuel oil (100% full) 2200 m3 4 cargo deck cranes, 36 t SWL, 5.0 m / 28.0 mmin / max outreach, installed at centre line

Marine diesel oil (100% full) 120 m3 SERVICE

Fresh water (100% full) 400 m3 Service speed (on designdraught, 90 % MCR

14.2 kts.

Ballast water (excludingNo. 3 hold) (100% full)

15500 m3 Endurance Min. 18000 n.m.

Cargo hold (grain, includinghatch coamings)

71500 m3 MAIN ENGINE

CONTAINER CAPACITY Type MAN B&W6S50MC-C

Total none Rating 9480 kW / 127 r.p.mReefer plugs none AUXILIARY

EQUIPMENT

Diesel generator 3 x 600 kW / 900r.p.m.

Emergency generator 1 x 99 kW / 1800r.p.m

Shaft generator none

Bow thruster none

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Prepare the holds for carring wheat

2.3.1 Hold cleaning

Prior to high pressure hold washing, excess cargo residue on the tank topshould will be removed by hand sweeping and lifted out of the holds via the use of aportable mucking winch. A good working relationship with the stevedores at thedischarge port may help to expedite this operation.

After all excessive cargo residuehas been removed then the holds canbe washed with salt water using a high-pressure hold cleaning gun.

Ship are fitted with fixed holdcleaning equipment, under thehatchcovers. A flexible high-pressurehose is connected between a flange onthe hatchcover and the deck high-pressure hold washing line.

Fig.3 Flaking paintwork under the hatch coamingcan result in a hold failing the grain survey.

All cargo residues washed down will be removed via the hold eductors ormucking winch. Special attention would be given to cargo residue wedged behindpipe brackets, hold ladders, and on the under-deck girders and transversals. Specialattention should be paid to ventilators to ensure that remnants of previous cargo havebeen removed and the area is grain clean. Bilge suctions must be tested both beforeand after washing and the results entered in the cargo notebook and/or deck logbook.

2.3.2 Fresh water rise

The final stage of hold washing is the fresh water rinse. The fresh water will bepumped into the fire main via GPS to prepare holds for wheat. Prior to commencingthe fresh water rinse, the fire line is flushed through with the after peak fresh water toremove all traces of salt water. Once the fire main is clear of salt, all deck firehydrants and anchor washer should be sighted and confirmed that they are closed.

On completion of the hold fresh water rinse, all hatch entrances, hatch trunkingand hand ladders should be hand washed and fresh water rinsed using the freshwater high-pressure gun.

2.3.3 Holds drying

To prevent possible condensation in the hold, all the recessed hold eductorsmust be drained of any water residue, be clean dry and odourless. When the eductoris empty the drain plug must be replaced and secured. The eductor hold plate mustbe secured with all the securing bolts and duct tape should be used to cover both thesecuring bolts and recessed lid handles.

Hold bilges should be completely dried out, odourless and in a fully operatingcondition. The surveyor will usually require to sight one bilge in each hold to ensurethat they have been cleaned out correctly.

Top tank must be completely dry and any indentations on the tank must bewiped dry. The hold should be completely odourless, by maximising hold ventilation.Duct tape is used to cover the small gap between the bilge strainer and tank top. The

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hold hydrant area should be cleaned and dried out. The steel cover refitted andsecured in place with all its bolts/screws.

2.3.4 Grain inspection

Prior to the grain inspection all hatchesand access lids must be open and safely

secured with all locking pins/bars. Allhatches should be checked for loosescale or flaking paint. If weatherconditions permit during the day, theholds should be opened to allow fresh airto assist the hold drying process. All smallpools of water should be mopped dry. Allhatch rubbers and center line sealsshould be wiped over with a clean dry ragto confirm their cleanliness.

Fig.4 Hold that is grain clean and ready for inspectionand load.

2.3.5 Loading wheat

Hatches not being loaded will be kept closed. Allhatches after passing the grain inspection and prior toload, must be inspected on a daily basis to ensure thatthey are still completely dry. Hatches containing wheatcargo must not be entered due to a possible lack ofoxigen. During the load, it is important to keep the wheatcargo dry. If the wheat is allowed to become wet, highcargo claims will result.

Regular visual check by ships staff throughout the load

should ensure that the wheat being loaded is not in a wetcondition. These inspections will be recorded in the decklog book.

Fig.5 Loading wheat

Specifications for route and transport

ROUTE CONSTANTZA (ROMANIA) DAMIETTA (EGYPT)

Port of loading CONSTANTZA (ROMANIA) 4410'N 02839'E Berth No. 113

Port of discharge DAMIETTA (EGYPT) 3128'N 03146'E Berth No. 14

Distance betweenports

987 n.m.

Average speed 13.5 knots

ETD April 09, 2012 12:00 PM

ETA April 12, 2012 06:50 PM

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Carriage of grain safe procedure

One of the most difficult and dangerous cargoes to carry in bulk are graincargoes. Most grains have an angle of repose (slip angle) of about 20 from thehorizontal, which means that if the ship rolls more than 20 the cargo will shift. Thenthis happens the ship will develop a large list, lying on her side and still rolling willobviously cause a greater shift of cargo which in turn will capsize the vessel.

Because grain cargoes are liable to shift, heavy emphasis is placed on thestability of ships that carry them. The main reason is the variation in the types ofgrain, including its size and its ability to develop a free flow state when loaded in bulk.Ship carrying grain has to provide grain specific stability information, including grainheeling moments, to the terminal. This section looks at various problems, methodsand precautions that must be taken when carrying grain cargoes.

The bulk carriers grain loading manual contains Volumetric Heeling Moments(VHM), which are values based on an assumed surface grain shift of 15 (for a fullcompartment) and 25 (for a partially full compartment).

1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

a) Filled compartment, trimmed - the cargo should be trimmed so thatall spaces under deck and hatch covers are filled to the fullest extentpossible.

b) Filled compartment, untrimmed - the cargo should be trimmed withinthe hatchway but may be left at its natural angle of repose on thesurrounding area of the hatchway. The same can be applied for a filledcompartment, trimmed if:

dispensation is granted from trimming by the authority issuing theDocument of Authorisation on the basis that the cargo can flowfreely to underdeck empty areas through feeder ducts, perforateddecks, etc, or

The compartment is designated a `Specially SuitableCompartment', in which case exemption may be granted fromtrimming the compartment ends.

2. If the cargo is stowed only in the lower compartment, the lowercompartment hatch covers should be secured in the approved manner.

3. If the cargo is stowed in the upper compartment above a tween deck whosecovers are not grain- tight, the covers should be made grain-tight using sealingtape, tarpaulins or separation cloths.

4. In partly filled compartments, the surface of bulk grain should be secured byover-stowing except in cases where heeling moments due to grain shift havebeen calculated and taken into consideration for stability of the vessel.

5. Longitudinal divisions may be fitted to reduce heeling moments due to shiftof grain in filled compartments, trimmed, filled compartments, untrimmed andpartly filled compartments, provided that each division:

a. Is made grain-tight.b. Is constructed according to the Grain Code standards.c. Extends from deck to deck in tweendecks.d. Extends downwards from the underside of the hatch covers.

6. The Master shall ensure that the ship:

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a. Before loading, can comply with intact stability criteria at all stages ofthe voyage.b. Is upright before proceeding to sea.c. Has all the paperwork completed and onboard.

Wheat ventilation on board

Ventilation of cargo will be done according with DEWPOINT RULE. Thismeans:

VENTILATE if the DEWPOINT of the air inside the hold is higher than theDEWPOINT of the air outside the hold.

DO NOT VENTILATEif the DEWPOINT of the air inside the hold is lower than theDEWPOINT of the air outside the hold.

4.1 Measurement of temperature.

Ventilation records are crucial. Inthe event of moisture damage, evidenceshowing that the vessel ventilatedcorrectly may be instrumental in defendingany ensuing claims.

Because the DEW POINT RULEhas been followed, wet and dry bulbtemperatures and dew points should be

logged once per watch, bearing in mindthat these may change considerably overa short period. For the same reason, thesea temperature will be also noted.

Fig.6 Measurement of temperature into hold

The dew point of the atmosphere can be ascertained by use of the wet and drythermometers in the Stevenson Screen on the windward bridge wing and referenceto a dew point table.

Entry to the holds should be undertaken in line with the requirements of thevessel Safety Management System with safe enclosed space entry procedures usedas necessary.

4.2 Determination of DEW POINT temperature.

In respect with good seamanship, if it is necessary will use Table 29.Conversion Table for Thermometer Scales (see Annex 1) will enter in this tablewith temperature Fahrenheit (F); Celsius (C) or Kelvin (K) and take out thecorresponding readings on the other two temperatures scales.

Therefore, the formulas are:

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Determination of RELATIVE HUMIDITY will be madeusing Table 35. Relative Humidity (see Annex 2) with

the dry-bulb (air) temperature (F), and the differencebetween the dry-bulb and wet-bulb temperatures (F). Thevalue taken from the table is the approximate percentage ofrelative humidity. If the dry-bulb and wet-bulb temperaturesare the same, relative humidity is 100%.

Determination of DEW POINT will be made using Table36. Dew Point (see Annex 3) with the dry-bulb (air)temperature (F), and the difference between the dry-bulband wet-bulb temperatures (F). The value taken from thetable is the dew point in degrees Fahrenheit. If the dry-bulb

and wet-bulb temperatures are the same, the air is at orbelow the dew point.

Fig.7 Dry-bulb & Wet-bulb(psychrometer)

This information will be recorded (see Annex 4) for each hold together withthe times of commencing, ceasing or resuming ventilation, and the reasons for doingso.

4.2 Wheat ventilation

The basic factor to keep in mind is that the most any shipboard ventilationsystem can hope to do is replace air within a hold with air introduced from outside:introducing the air at one end, moving it through the air space within the hold andexhausting it at the other end. The air will at best circulate over around the cargo; theventilation system cannot be expected to force the air through the cargo itself.

Also, in our case, air may be circulated over the top of the stow in each holdand it may penetrate a few centimeters below the surface. But that is all we will do:about 99% of the cargo will be unaffected by the ventilating air.

Fig.8 Bulk grain - Wheat ventilation

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The decision on whether or not to ventilate will require careful consideration bythe Master and officer. The basic principle is to keep the dew point of the air withinthe hold below the temperature of the hold structure and the cargo to stop theformation of ship and cargo sweat.

According to the DEW POINT Rule wheat ventilation will be done or not foreach hold and recorded into Annex 4, column Ventilate. Column General

Remarks is dedicated for any comments regarding column Ventilate.

Conclusions

It should be noted that requirements for the transport of grain are covered bythe separate code called International Code for the safe Carriage of Grain in Bulk(International Grain Code) as grain has the highest shifting hazard.

The only ventilation that can be achieved with a bulk cargo is to circulate airover its surface.

When a cargo which requires ventilation is being carried, ventilation of theholds should be recorded in detail, stating times of starting and stopping, and give thereason for stopping ventilation. Where the ventilation programme is influenced by theair humidity, regular hygrometer readings (wet and dry bulb) should also appear inthe log book once per watch, or more often if a sensitive cargo requires morefrequent readings.

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Annexes

6.2 Annex 1 Table 29. Conversion Table for Thermometer Scales

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6.1 Annex 2 Table 35. Relative Humidity

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13


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6.2 Annex 3 Table 36. Dew Point

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6.2 Annex 4 Temperature and Ventilation Log

( to be logged at least once per watch )

TEMPERATURE AND VENTILATION LOG

VEN

No. 2 No. 3 No. 4 No. 5OUTSIDE AIR

DRYBULB

DEWPOINT

WETBULB

DATE & TIME HOLDS

WETBULB

DEWPOINT

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

DRYBULB

SEATEMPWET

BULB

No. 1

BAR.PRESS.

DD-MM-YYYYHH24:mm

Recommend

based on

DEW POINT

09-03-201204:03

997.00 2.00 4.00 -1.00 2.00 6.00 -4.00 2.00 7.00 -6.00 2.00 7.00 -6.00 2.00 8.00 -9.00 2.00 9.00 -12.00 3.00 DO NOTVENTILAT

09-03-201208:03

999.00 1.50 4.00 -2.00 1.50 5.00 -4.00 1.50 5.50 -5.00 1.50 5.50 -5.00 1.50 6.00 -6.00 1.50 8.00 -11.00 3.00DO NOT

VENTILAT

09-03-201212:03

1002.00 1.50 4.00 -2.00 1.50 3.00 -1.00 1.50 4.00 -2.00 1.50 4.00 -2.00 1.50 5.00 -4.00 1.50 6.00 -6.00 3.00At least o

hold must ventilate

09-03-201216:03

1002.00 2.00 4.00 -1.00 1.00 3.00 -2.00 2.00 4.00 -1.00 2.00 4.00 -1.00 3.00 5.00 0.00 4.00 6.00 2.00 2.00At least o

hold must ventilate

09-03-2012

20:03 1002.00 0.00 2.00 -3.00 1.00 3.00 -2.00 2.00 4.00 -1.00 2.00 4.00 -1.00 3.00 5.00 0.00 4.50 6.50 2.00 2.00

At least o

hold must ventilate

10-03-201200:03

1002.00 0.50 2.00 -2.00 0.50 2.00 -2.00 1.50 3.00 -1.00 1.50 3.00 -1.00 2.00 3.50 0.00 3.00 4.50 1.00 2.00At least o

hold must ventilate

10-03-201204:03

1001.00 0.50 2.00 -2.00 0.50 2.00 -2.00 1.50 3.00 -1.00 1.50 3.00 -1.00 2.00 3.50 0.00 3.00 4.50 1.00 2.00At least o

hold must ventilate

10-03-201208:03

1001.00 1.50 3.00 -1.00 1.50 3.00 -1.00 2.00 3.50 0.00 2.00 3.50 0.00 2.50 4.00 0.00 3.00 4.50 1.00 2.00At least o

hold must ventilate

10-03-201212:03

1002.00 4.00 5.00 3.00 5.00 6.00 4.00 6.00 7.00 5.00 6.00 7.00 5.00 6.50 7.50 5.00 7.00 8.00 6.00 3.00At least o

hold must

ventilate

Average cargo temperature at loading : C F K

Master Chief Officer

1Page

Barometric pressureis expressed in :

All temperatures areexpressed in : KFC

mmHg inHghPa(mb)

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VEN


DRYBULB

DEWPOINT

WETBULB

DATE & TIME HOLDS

WETBULB

DEWPOINT

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

DRYBULB

SEATEMPWET

BULB

No. 1

BAR.PRESS.

DD-MM-YYYYHH24:mm

Recommend

based on

DEW POINT

10-03-201216:03

1001.00 8.00 10.00 6.00 9.00 11.00 7.00 9.50 11.50 8.00 9.50 11.50 8.00 10.00 12.00 8.00 13.00 15.00 12.00 6.00At least o

hold must

ventilate

10-03-201220:03

1001.00 6.00 8.00 4.00 8.00 10.00 6.00 9.00 11.00 7.00 9.00 11.00 7.00 10.00 12.00 8.00 13.00 15.00 12.00 6.00At least o

hold must ventilate

11-03-201200:03

1001.00 4.00 6.00 2.00 6.00 8.00 4.00 7.00 9.00 5.00 7.00 9.00 5.00 7.50 9.50 6.00 9.00 11.00 7.00 5.00At least o

hold must ventilate

11-03-201204:03

1001.00 4.50 6.00 3.00 6.50 8.00 5.00 7.50 9.00 6.00 7.50 9.00 6.00 8.00 9.50 7.00 9.50 11.00 8.00 5.00At least o

hold must ventilate

11-03-201208:03

1001.00 8.50 10.00 7.00 9.50 11.00 8.00 10.50 12.00 9.00 10.50 12.00 9.00 10.50 12.00 9.00 12.50 14.00 11.00 7.00At least o

hold must ventilate

11-03-201211:03

998.00 16.50 18.00 16.00 18.00 19.50 17.00 18.50 20.00 18.00 18.50 20.00 18.00 17.50 19.00 17.00 19.50 21.00 19.00 12.00At least o

hold must ventilate

11-03-201215:03

998.00 15.50 17.00 15.00 16.50 18.00 16.00 18.50 20.00 18.00 18.50 20.00 18.00 17.50 19.00 17.00 19.50 21.00 19.00 12.00At least o

hold must ventilate

11-03-201220:03

998.00 12.50 15.00 11.00 13.50 16.00 12.00 14.50 17.00 13.00 14.50 17.00 13.00 15.50 18.00 14.00 19.00 21.50 18.00 10.00At least o

hold must ventilate

12-03-201200:03

999.00 13.50 16.00 12.00 15.00 17.50 13.00 15.50 18.00 14.00 16.50 19.00 15.00 17.50 20.00 16.00 19.50 22.00 18.00 10.00At least o

hold must ventilate



2Page



mmHg inHghPa(mb)

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VEN


DRYBULB

DEWPOINT

WETBULB

DATE & TIME HOLDS

WETBULB

DEWPOINT

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

WETBULB

DRYBULB

DEWPOINT

DRYBULB

SEATEMPWET

BULB

No. 1

BAR.PRESS.

DD-MM-YYYYHH24:mm

Recommend

based on

DEW POINT

12-03-201204:03

999.00 13.50 16.00 12.00 15.00 17.50 13.00 15.50 18.00 14.00 16.50 19.00 15.00 17.50 20.00 16.00 19.50 22.00 18.00 11.00At least o

hold must

ventilate

12-03-201208:03

997.00 17.00 19.00 16.00 19.00 21.00 18.00 20.00 22.00 19.00 20.00 22.00 19.00 21.00 23.00 20.00 22.50 24.50 22.00 13.00At least o

hold must ventilate

12-03-201212:03

997.00 22.50 24.50 22.00 24.00 26.00 23.00 25.00 27.00 24.00 25.50 27.50 25.00 25.00 27.00 24.00 26.00 28.00 25.00 18.00At least o

hold must ventilate

12-03-201216:03

999.00 22.50 24.50 22.00 24.00 26.00 23.00 25.00 27.00 24.00 25.00 27.00 24.00 24.00 26.00 23.00 25.50 27.50 25.00 18.50At least o

hold must ventilate

12-03-201220:03

999.00 18.00 20.00 17.00 20.00 22.00 19.00 22.00 24.00 21.00 22.50 24.50 22.00 22.00 24.00 21.00 23.00 25.00 22.00 16.00At least o

hold must ventilate



3Page



mmHg inHghPa(mb)

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Bibliography

UK P&I Club, Thomas Miller P&I Ltd.Carefully to carry, 2002 Edition

David Anderson, Daniel Sheard and North of England P&I AssociationCargo ventilation A guide to good practice, 2006 Edition

International Maritime Organization, London

International Code for the safe Carriage of Grain in Bulk (International GrainCode), 1991 Edition

West of England Insurance Services (Luxembourg) S.A.Loss Prevention Bulletin, LPB 005

Steamship Mutual Loss Prevention Bulletins by Ship Safety TrustRA06 December 2009

Nathaniel Bowditch, LL.D.The American Practical Navigator, 2002 Edition

Shipping Guides Ltd.Guide to Port Entry, 21st Edition

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wheat transport & ventilation

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