Beruflich Dokumente
Kultur Dokumente
Function - 2 Cargo
Table of Contents
Sr. Topic Pg #
1. Function - 2 Cargo Oral Exam Syllabus 1
2. Cargo Related Terminology General, Bulk, Ro-Ro, Container, Tanker 2
3. Cargo Documentation Terminology 30
4. Bill of Lading and its Types 33
5. Cargo Related Documents on Bulk Carrier 36
6. IMDG Code in Brief and its Contents 42
7. IMSBC Code in Brief and its Contents 45
8. Grain Code in Brief and its Contents 58
9. BLU Code in Brief and its Contents 59
10. Timber Code in Brief and its Contents 61
11. CSS Code in Brief and its Contents - Lashing Code 71
12. CSC Code in Brief and its Contents 74
13. ISGOTT Brief and its Contents 76
14. IBC Code in Brief and its Contents + BCH Code 79
15. IGC Code in Brief and its Contents 82
16. Some General Cargoes 85
17. Dry Bulk Cargoes 89
18. Pulp Cargo, Urea, Bauxite, MOP, Coal, Sulphur 92
19. Iron Ore, Sawn Timber, Stowage Factor 107
20. Testing and Certification of Lifting Appliances 115
21. Cargo Securing Manual 116
22. Ro-Ro Cargo 118
23. Chemical Tanker 131
24. Gas Carriers 141
25. Grain Cargoes 171
26. Heavy Lift Cargoes 183
27. Container Ships 191
28. IMDG Code in detail 203
29. Oil Tanker 213
30. Chain Register 221
31. Loadicator 223
32. Surveyor Questionnaire & Some general Oral Questions 225
Mates Orals Notes Function 2 - Cargo
FUNCTION - 2
Grade:-Chief Mate (FG) Orals
Function:- Cargo Handling and Stowage
Level:- Management
A. General
1) Knowledge of Cargo related technologically/load/destiny/stowage factor/angle of repose and
various plans used for cargo loading.
1-a) Knowledge and applications of International Regulations Codes concerning safe handling,
stowage, securing and transport of Cargoes,
Examples:- Bulk code, Grain code, Lashing Code, IMDG Code, Timber Code, ISGOT, etc.
2) Knowledge and application of the effect on Trim & Stability of Cargos and its operations.
3) Use of stability and Trim diagram and stress calculating equipment including Automatic Data
based equipment, hull, stress calculation within acceptable limits.
D. Transit Care
8) Precautions during loading and unloading and care during voyage of said cargoes.
E. Documents
9) Knowledge and application of various cargo related documents such as stowage plan, shipping
list, boat note, Mates receipt, B/L, shipping documents DG Manifest.
10) Documents with regard to cargo claim, disputes, damage etc, note of protest and knowledge of
collection of evidence.
F. Crisis
11) Contingencies plan/remedial action during loading/unloading of cargoes. Example:- Cargo
gear Breakdown/Power failures/Oil Spillage, Bilge Leakages into hold with cargo,
concentrates becoming liquids.
Broken Stowage: Space between packages that remain unfilled. it is more when packages are large
and of irregular shape. its is expressed as % age of volume of the cargo
and NOT THE SPACE where cargo is stored.
it is defined as that space between packages which remains unfilled. The percentage
that has to be allowed varies with the type of cargo and with the shape of the ships
hold. It is greatest when large cases are stowed in an end hold or at the turn of a
bilge.
Bale Capacity: is that cubic capacity of a cargo space when the breadth is measured from the inside
of the cargo battens (spar ceiling) and the measured depth is from the wood tank top
ceiling to the underside of the deck beams. The length is measured from the inside of
the fore and aft bulkhead stiffeners .It is a measurement of capacity for cargo in
bales, on pallets, etc. where the cargo does not conform to the shape of the ship.
Grain Capacity: is that cubic capacity of a cargo space when the length, breadth and depth are
measured from the inside of the ships shell plating, all allowances being made for the
volume occupied by frames and beams.
It is the maximum space available for cargo measured in cubic mtr
It is a measurement of capacity for cargo like grain, where the cargo flows to conform
to the shape of the ship.
While no hard and fast rules are in force, cargo stowing at less than
1.2m3/tonne (40 ft3/tonne) is likely to be rated as deadweight cargo.
Cargo Securing Manual: a manual that is pertinent to an individual ship, and which will show the
lashing points and details of the securing of relevant cargoes carried by the
vessel. It is a ships reference which specifies the onboard securing
arrangements for cargo units, including vehicles and containers, and other
entities. The securing examples are based on the transverse, longitudinal and
vertical forces which may arise during adverse weather conditions at sea. The
manual is drawn up to the standard contained in Maritime Safety Committee
(MSC) Circular of the Organization, MSC/Circ. 745.
Gross tonnage is defined by the measurement of the total internal capacity of the ship. GT
being determined by the formula:
GT =KiV
where
Ki =0.2 + 0.02 Log 10V
V =Total volume of all enclosed spaces in cubic meters
Luffing: a term which denotes the movement of a crane jib or derrick boom to move up
or down, i.e. luff up or luff down.
Permissible length: of a compartment having its centre at any point in the ships length is
determined by the product of the floodable length at that point and the factor
of subdivision of the vessel:
permissible length = floodable length x factor of subdivision.
Safe working load: an acceptable working tonnage used for a weightbearing item of equipment.
The marine industry uses a factor of onesixth the breaking strain (BS) to
establish the safe working value.
Subdivision factor the factor of subdivision varies inversely with the ships length, the number of
passengers and the proportion of the underwater space used for passenger/
crew and machinery space. In effect it is the factor of safety allowed in
determining the maximum space of transverse watertight bulkheads, i.e. the
permissible length.
Tomming off an expression that describes the securing of cargo parcels by means of baulks
of timber. These being secured against the cargo to prevent its movement if
and when the vessel is in a seaway and experiencing heavy rolling or pitching
motions (alternative term is shore).
Backstays
additional strength stays applied to the opposing side of a mast structure when making a heavy lift. These
stays are not usually kept permanently rigged and are only set as per the rigging plan when a heavy lift is
about to be made.
Bearers
substantial baulks of timber, used to accept the weight of a heavy load on a steel deck. The bearers are laid
for two reasons:
1. To spread the load weight over a greater area of deck.
2. To prevent steel loads slipping on the steel deck plate.
Bridle
a lifting arrangement that is secured to a heavy load to provide a stable hoist operation when the load is lifted.
Bridles may be fitted with a spreader to ensure that the legs of the bridle are kept wide spread so as not to
damage the lift and provide a balanced hoist operation.
Bull wire
(i) a single wire, often used in conjunction with a lead block rigged to move a load sideways off the line of
plumb. An example of such a usage is found in dragging cargo loads from the sides of a hold into the hold
centre.
(ii) a wire used on a single span topping lift, swinging derrick, to hoist or lower the derrick to the desired
position. The bull wire being secured to a union plate to work in conjunction with the chain preventer and
the down haul of the topping lift span.
Cradle
a lifting base manufactured usually in wood or steel, or a combination of both, employed to accept and
support a heavy load. It would normally be employed with heavy lifting slings and shackles to each corner.
Double gear
an expression used when winches are employed in conjunction with making a heavy lift. The purchase and
topping lift winches together with any guy winches are locked into double gear to slow the lifting operation
down to a manageable safe speed.
Double up
a term used with a derrick which allows a load greater than the safe working load (SWL) of the runner wire
but less than the SWL of the derrick, to be lifted safely. It is achieved by means of a longer wire being used
in conjunction with a floating block. This effectively provides a double wire support and turns a single whip
runner wire, into a gun tackle.
Jumbo Derrick
colloquial term to describe a conventional heavy-lift derrick.
Kilindo rope
a multi-strand rope having non-rotating properties and is a type employed for crane wires.
Lateral drag
the term describes the action of a load on a derrick or crane during the procedure of loading or discharging,
where the suspended weight is caused to move in a horizontal direction, as opposed to the expected vertical
direction. The action is often prominent when the ship is discharging a load.
As the load is passed ashore the ship has been caused to heel over towards the quayside. As the load is
landed, the weight comes off the derrick and the ship returns to the upright causing the derrick head to move
off the line of plumb. This change of plumb line causes the lifting purchase to drag the weight sideways,
e.g. lateral drag.
Lifting beam
a strength member, usually constructed in steel suspended from the lifting purchase of a heavy-lift derrick
when engaged in making a long or wide load lift. Lifting beams may accommodate yokes at each end to
facilitate the securing of the wire slings shackled to the load.
Limit switch
a crane feature to prevent the jib outreach from working beyond its operational limitations.
Overhauling
(i) an expression used to describe the correct movement of a block and tackle arrangement, as with the lifting
purchase of a heavy-lift derrick. The term indicates that all sheaves in the block are rotating freely and the
wire parts of the purchase are moving without restriction.
(ii) this term can also be used to describe a maintenance activity as when stripping down a cargo block for
inspection and re-greasing. The block would be overhauled. (Note: the term overhauling is also used to
express a speed movement of one ship overtaking another.)
Plumb line
this is specifically a cord with a plumb-bob attached to it. However, it is often used around heavy-lift
operations as a term to express
the line of plumb where the line of action is the same as the line of weight, namely the line of plumb.
Preventor
a general term to describe a strength, weight bearing wire, found in a Union Purchase Rig on the outboard
side of each of the two derricks. Also used to act as support for a mast structure when heavy lifting is
engaged. Preventor Backstays generally being rigged to the mast in accord with the ships rigging plan to
support work of a conventional Jumbo Derrick.
Proof load
that tonnage value that a derrick or crane is tested to. The value is equal to the SWL of the derrick/crane + an
additional percentage weight allowance, e.g. derricks less than 20-tonne SWL proof load is 25% in excess;
derricks 2050-tonne SWL proof load equals _5 tonnes in excess of SWL; derricks over 50-tonne SWL
proof load equals 10% in excess of SWL.
Purchase
a term given to blocks and rope (Wire or Fibre) when rove together. Sometimes referred to as a block and
tackle. Two multi-sheave blocks are rove with flexible steel wire rope (FSWR) found in common use as the
lifting purchase suspended from the spider band of a heavy-lift derrick.
Saucer
alternative name given to a collar arrangement set above the lifting hook. The function of the saucer is to
permit steadying lines to be shackled to it in order to provide stability to the load, during hoisting and
slewing operations. They can be fixed or swivel fitted.
(Note: The term is also employed when carrying grain cargoes where the upper level of the grain cargo is
trimmed into a saucer shape.)
Steadying lines
cordage of up to about 24 mm in size, secured in adequate lengths to the load being lifted in order to provide
stability and a steadying influence to the load when in transit from quay to ship or ship to barge. Larger,
heavier loads may use steadying tackles for the same purpose. However, these are more often secured to a
collar/saucer arrangement, above the lifting hook, as opposed to being secured to the load itself. Tackles are
rove with FSWR, not fibre cordage.
Tabernacle
a built bearing arrangement situated at deck level to accept the heel of a heavy-lift derrick. The tabernacle
allows freedom of movement in azimuth and slewing from Port to Starboard.
Optional cargo optional cargo is cargo which is destined for discharge at either one, two or even more
ports. Consequently, it should be stowed in such a position as to be readily available for discharge, once the
designated port is declared.
Overcarried cargo if cargo meant for discharge is not discharged it is said to be overcarried to the next
port. Such an event causes inconvenience, extra cost and additional paperwork. To this end hatches are
searched on completion of discharge to ensure that all the designated cargo for the port of discharge has
indeed left the ship a method of checking against the cargo plan and the cargo manifest and comparing
figures with the tallyclerks. It must be said, however, that this is not foolproof, especially if pressures are
being applied to finish cargo operations and sail, and possibly departing before the holds have been properly
examined for overcarried cargo pieces.
Pilferage certain cargoes always attract thieves. Notable items include spirits, beer, tobacco or high value
small items. To reduce losses such cargoes should be tallied in and tallied out. Lock-up stow should be
provided throughout the voyage from the onset of loading to the time of discharge. Shore watchmen and
security personnel should be used whenever it is practical and good watch-keeping practice should be the
order of the day.
Bulk cargoes
Angle of repose
the natural angle between the cone slope and the horizontal plane when bulk cargo is emptied onto this plane
in ideal conditions. A value is quoted for specific types of cargoes, results being obtained from use of a
tilting box. The angle of repose value is used as a means of registering the likelihood of a cargo shift during
the voyage.
An angle of repose of 35 is taken as being the dividing line for bulk cargoes of lesser or greater shifting
hazard and cargoes having angles of repose of more or less than the figure are considered separately.
Bulk density
is the weight of solids, air and water per unit volume. It includes the moisture of the cargo and the voids
whether filled with air or water.
Concentrates
these are the materials that have been derived from a natural ore by physical or chemical refinement, or
purification processes. They are usually in small granular or powder form.
Conveyor system
means the entire system for delivering cargo from the shore stockpile or receiving point to the ship.
Flow state
is a state which occurs when a mass of granular material is saturated with liquid to such an extent that it loses
its internal shear strength and behaves as if the whole mass was in liquid form.
Incompatible materials
are those materials which may react dangerously when mixed and are subject to recommendations for
segregation.
Moisture content
is that percentage proportion of the total mass which is water, ice or other liquid.
Moisture migration
is the movement of moisture contained in the bulk stow, when as a result of settling and consolidation, in
conjunction with vibration and the ships movement, water is progressively displaced. Part or all of the bulk
cargo may develop a flow state.
Trimming
a manual or mechanically achieved adjustment to the surface level of the form/shape of a bulk stow in a
cargo space. It may consist of altering the distribution or changing the surface angle to the point, perhaps of
leveling some or all of the cargo, following loading.
Cant
means a log which is slab-cut; i.e. ripped lengthwise so that the resulting thick pieces have two opposing,
parallel flat sides and, in some cases, a third side sawn flat.
Freon 12
is a chlorofluorocarbon (CFC) used as a refrigerant in reefer ships. It is due to be phased out by the Montreal
Protocol and is expected to be replaced by a gas (R134a) which has less ozone depletion potential
(ODP) and a less greenhouse potential (Freon 22 has already been used in place of Freon 12).
Livestock
a term which describes all types of domestic, farm and wild animals.
Pit props
are straight, short lengths of timber of a cross-section suitable for shoring up the roof in a coal mine.
Reefer
is an expression meant to portray a refrigerated carrier.
Timber
should be taken to mean any sawn wood, or lumber, cants, logs, poles, pulpwood and all other types of
timber in loose or packaged forms. The term does not include wood pulp or similar cargo.
Timber loadline
a special loadline assigned to ships complying with certain conditions relating to their construction set out by
the International Convention on Loadlines and used when the cargo complies with the stowage and securing
conditions of this code.
Wood pulp
and similar substances are not included in the timber terminology as far as deck cargo regulations are
concerned.
The air-dried chemical variety must be kept dry, as once it is allowed to get wet it will swell. This action
could cause serious damage to the ships structure and the compartment in which it is carried. To this end, all
ventilators
and air pipes should be closed off to restrict any possibility of water entering the compartment (stowage
factor (SF) 3.06/3.34).
Battens
sawn timber more than 10 cm thick and approximately 1518cm wide. Usually shipped in standardized
bundles and may be pre-slung for ease of handling.
Boards
sawn timber boards of less than 5 cm thick but may be of any width.
Cord
a volume of 128 ft3 _ 3.624 steres.
Deals
sawn timber of not less than 5 cm thick and up to about 25 cm in width. A Standard Deal is a single piece
of timber measuring 1.83m _ 0.08m _ 0.28 m.
Fathom
(as a timber measure) equals 216 ft3 (6 ft _ 6 ft _ 6 ft).
Logs
large and heavy pieces of timber, hewn or sawn. May also be referred to as baulks. Stowed above and
below decks and individual logs may need to be considered as heavy lifts for the safe working load (SWL)
of the cargo-handling gear being used.
Pit props
short straight lengths of timber stripped of bark and used for shoring up the ceilings of mines. They are
shipped in a variety of sizes.
Stack
a measure of timber equal to half a fathom and equates to 108 ft3.
Note: The metric unit of timber measure is known as a Stere and is 1m3 or 35.314 ft3 or 0.2759 cords.
High-speed craft
a craft capable of a maximum speed, in meters per second (m/s). Equal to or exceeding 3.7V _ 0.1667 where
V _ displacement corresponding to the design waterline (m3).
Reefer unit
a mobile/vehicle Ro-Ro unit, designed and capable of carrying refrigerated cargoes
Right of ferry
an exclusive right to convey persons or goods (or both) across a river or arm of the sea and to charge
reasonable tolls for the service.
Approved
means approved by the administration.
Approval
means the decision by the administration that a design type or a container is safe within the terms of the
present convention.
Cargo
is defined by any goods, wares, merchandize and articles of every kind whatsoever carried in the containers.
Cell
defined by that space which could be occupied by a single vertical stack of containers aboard a container
vessel. Each stowage/hatch space would contain multiple cells, each serviced during loading/discharging by
cell guides
Cell guide
a vertical guidance track which permits loading and discharge of containers in and out of the ships holds, in a
stable manner.
Container
is defined as an article of transport equipment:
(a) of a permanent character and accordingly strong enough to be suitable for repeated use;
(b) specially designed to facilitate the transport of goods, by one or more modes of transport, without
intermediate reloading;
(c) designed to be secured and/or readily handled, having corner fittings for these purposes;
(d) of a size such that the area enclosed by the four outer bottom corners is either:
(i) at least 14m2 (150 ft2) or
(ii) at least 7m2 (75 ft2) if it is fitted with top corner fittings.
The term container includes neither vehicles or packaging. However, containers when carried on chassis are
included.
Corner fitting
is defined by an arrangement of apertures and faces at the top and/or bottom of a container for the purposes
of handling, stacking and/or securing.
Existing container
is defined as a container, which is not a new container.
Flexible boxship
a term which describes a container vessel designed with flexible length deck cell guides, capable of handling
different lengths of containers, e.g. 20, 30 and 40 ft units.
Hatchless holds
are defined as a container ship design with cell guides to the full height of the stowage without separate or
intermediate hatch tops interrupting the stowage.
International transport
means transport between points of departure and destination situated in territory of two countries to at least
one of which the present (CSC) Convention applies. The present convention will also apply when part of a
transport operation between two countries takes place in the territory to which the present convention applies.
Karrilift
trade name for a mobile ground-handling container transporter. There are many variations of these container
transporters found in and around terminals worldwide. Generally referred to as Elephant Trucks or
Straddle Trucks.
New container
is defined as a container the construction of which was commenced on or after the date of entry into force of
the present convention.
Owner
means the owner as provided for under the national law of the contracting party or the lessee or bailee, if an
agreement between the parties provides for the exercise of the owners responsibility for maintenance and
examination of the container by such lessee or bailee.
Prototype
means a container representative of those manufactured or to be manufactured in a design type series.
Stack
a term when referring to containers, which represents the deck stowage of containers in tiers and in bays
Tare weight
means the weight of the empty container including permanently affixed ancillary equipment.
TEU
twenty feet equivalent unit. Used to express the cargo capacity of a container vessel.
Type of container
means the design type approved by the administration.
Type-series container
means any container manufactured in accordance with the approved design type
Carrier
means any persons organization, or government, undertaking the transport of dangerous goods by any
means of transport. This includes both carriers for hire or reward (known as common or contract carriers) and
carriers on own account (known as private carriers).
Control temperature
means the maximum temperature at which certain substances (such as organic peroxides and self-reactive
and related substances) can be safely transported during a prolonged period of time.
Cylinders
are transportable pressure receptacles of a water capacity not exceeding 150 l.
Dangerous goods
means substances, materials and articles covered by the IMDG Code.
Emergency temperature
means that temperature at which emergency procedures shall be implemented.
Flammable liquid
is a liquid having a flash point lower than 37.8C. A combustible liquid is a liquid having a flash point of
37.8C or above, e.g. gasoline is a flammable liquid, whereas kerosene is a combustible liquid.
Flammable range
the limits of flammable (explosive) range, in the range between the minimum and the maximum
concentrations of vapour in air which forms a flammable (explosive) mixture. Usually abbreviated to LFL
(lower flammable limit) and UFL (upper flammable limit). These are synonymous with the lower and upper
explosive limits.
Compiled by : Gursimranjit Randhawa Page 13
Mates Orals Notes Function 2 - Cargo
Flash point
is that lowest temperature at which a liquid gives off sufficient vapour to form a flammable mixture with air
near the surface of the liquid, or within the apparatus used. Flash point represents the change point from safe
to risk.
Harmful substances
are those substances that are identified as marine pollutants in the IMDG Code.
Packaged form
means the form of containment specified in the IMDG Code.
Settled pressure
means the pressure of the contents of a pressure receptacle in thermal and diffusive equilibrium.
Sift proof
is packaging which is impermeable to dry contents including fine solid material produced during transport.
Tank
means a portable tank (including a tank container) a road tank vehicle, a rail tank wagon or a receptacle with
a capacity of not less than 450 l to contain solids, liquids or liquefied gases.
Water reactive
means any substance which in contact with water emits flammable gas.
Working pressure
means the settled pressure of a compressed gas at a reference temperature of 15C in a full pressure
receptacle
Tanker cargoes
(within the understanding of MARPOL) and tanker operations (gas and chemical)
Administration
the Government of the State under whose authority the ship is operating.
Associated piping
the pipeline from the suction point in a cargo tank to the shore connection used for unloading the cargo and
includes all the ships piping, pumps and filters which are in open connection with the cargo unloading line.
Cargo area
that part of a ship which contains cargo spaces, slop tanks and pump rooms, cofferdams, ballast and void
spaces adjacent to cargo tanks and also deck areas throughout the length and breadth of the part of the
ship over such spaces.
Centre tank
any tank inboard of a longitudinal bulkhead.
Chemical tanker
a ship constructed or adapted primarily to carry a cargo of noxious liquid substances (NLS) in bulk and
includes an oil tanker as defined by Annex 1 of MARPOL, when carrying a cargo or part cargo of NLS in
bulk (see also Tanker).
Clean ballast
ballast carried in a tank which, since it was last used to carry cargo containing a substance in Category A, B,
C or D, has been thoroughly cleaned and the residues resulting therefrom have been discharged and the
tank emptied in accord with Annex II, of MARPOL.
Cofferdam
an isolating space between two adjacent steel bulkheads ordecks. This space may be a void space or a ballast
space.
Combination carrier
a ship designed to carry either oil or solid cargoes in bulk.
Continuous feeding
defined as the process whereby waste is fed into a combustion chamber without human assistance while the
incinerator is in normal operating condition with the combustion chamber operative temperature
between 850C and 1200C.
Crude oil
any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for
transportation and includes:
(a) crude oil from which certain distillate fractions may have been removed and
(b) crude oil to which certain distillate fractions may have been added.
Dedicated ship
a ship built or converted and specifically fitted and certified for the carriage of:
(a) one named product and
(b) a restricted number of
products each in a tank or group of tanks such that each tank or group of tanks is certified for one named
product only or compatible products not requiring cargo tank washing for change of cargo.
Domestic trade
a trade solely between ports or terminals within the flag state of which the ship is entitled to fly, without
entering into the territorial waters of other states.
Discharge
in relation to harmful substances or effluent containing such substances means any release howsoever caused
from a ship and includes any escape, disposal, spilling, leaking, pumping, emitting or emptying.
Emission
any release of substance subject to control by the Annex VI, from ships into the atmosphere or sea.
Flammability limits
the conditions defining the state of fuel oxidant mixture at which application of an adequately strong external
ignition source is only just capable of producing flammability in a given test apparatus.
Flammable products
are those identified by an F in column F of the table in Chapter 19 of the International Gas Code for ships
carrying liquefied gases in bulk (IGC).
Garbage
all kinds of victual, domestic and operational waste, excluding fresh fish and parts thereof, generated during
the normal operation of the ship and liable to be disposed of continuously or periodically, except those
substances
that are defined or listed in other Annexes to the present convention.
Gas carrier
is a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other products
listed in the table of Chapter 19 of the IGC Code.
Good condition
a coating condition with only minor spot rusting.
Harmful substance
any substance that, if introduced into the sea, is liable to create hazards to human health, to harm living
resources and marine life, to damage amenities or to interfere with legitimate use of the sea, and includes any
substance subject to control by the present convention.
Holding tank
a tank used for the collection and storage of sewage.
IGC Code
refers to the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk.
Incident
any event involving the actual or probable discharge into the sea of harmful substance, or effluents
containing such a substance.
International trade
a trade which is not a domestic trade as defined above.
Liquid substances
are those having a vapour pressure not exceeding 2.8 kPa/cm2 when at a temperature of 37.8C.
MARVS
is the maximum allowable relief valve setting of a cargo tank.
Miscible
soluble with water in all proportions at wash water temperatures.
NLS Certificate
an international Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk,
which certifies compliance with Annex II, MARPOL.
Oily mixture
a mixture with any oil content.
Oil tanker
a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination
carriers and any chemical tanker as defined by Annex II, when it is carrying a cargo or part cargo of oil in
bulk.
Organization
the Inter-Governmental Maritime Consultative Organization. The International Maritime Organization
(IMO).
Primary barrier
is the inner element designed to contain the cargo when the cargo containment system includes two
boundaries.
Product carrier
an oil tanker engaged in the trade of carrying oil, other than crude oil.
Residue
any NLS which remains for disposal.
Residue/water mixture
residue in which water has been added for any purpose (e.g. tank cleaning, ballasting and bilge slops).
Secondary barrier
the liquid resisting outer element of a cargo containment system designated to afford temporary containment
of any envisaged leakage of liquid cargo through the primary barrier and to prevent the towering of
temperature of the ships structure to an unsafe level.
Segregated ballast
that ballast water introduced into a tank which is completely separated from the cargo oil and fuel oil system
and which is permanently allocated to the carriage of ballast or to the carriage of ballast or cargoes other than
oil or noxious substances.
Sewage
(a) drainage and other wastes from any form of toilet, urinals and WC scuppers;
(b) drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers
located in such premises;
(c) drainage from spaces containing living animals and
(d) other waste waters when mixed with drainage as listed above.
Slop tank
a tank specifically designated for the collection of tank drainings, tank washings and other oily mixtures.
Sludge oil
sludge from the fuel or lubricating oil separators waste lubricating oil from main or auxiliary machinery, or
waste oil from bilge water separators, oil filtering equipment or drip trays.
Special area
a sea area where, for recognized technical reasons in relation to its oceanographical and ecological condition
and to the particular character of its traffic, the adoption of special mandatory methods for the prevention of
sea pollution by oil is required. Special areas include Mediterranean Sea, Baltic Sea, Black Sea, Red Sea,
Gulf Area, Gulf of Aden, North Sea, English Channel and its approaches, The Wider Caribbean Region and
Antarctica.
Substantial corrosion
an extent of corrosion such that the assessment of the corrosion pattern indicates wastage in excess of 75% of
the allowable margins, but within acceptable limits.
Suspect areas
are locations showing substantial corrosion and/or are considered by the attending surveyor to be prone to
rapid wastage.
Tank
an enclosed space which is formed by the permanent structure of the ship and which is designed for the
carriage of liquid in bulk.
Tank cover
the protective structure intended to protect the cargo containment system against damage where it protrudes
through the weather deck or to ensure the continuity and integrity of the deck structure.
Tank dome
the upward extension of a position of a cargo tank. In the case of below deck cargo containment system the
tank dome protrudes through the weather deck or through a tank covering.
Tanker
an oil tanker as defined by the Regulation 1(4) of Annex 1, or a chemical tanker as defined in Regulation 1(1)
of Annex II of the present convention.
Threshold limit value (TLV)
airborne concentrations of substances devised by the American Conference of Government Industrial
Hygienists (ACGIH). Representative of conditions under which it is believed that nearly all workers may be
exposed day after day with no adverse effects. There are three different types of TLV, TWA, STEL and C.
Toxic products
are those identified by a T in column F in the table of Chapter 19 of the IGC Code.
Ullage
that measured distance between the surface of the liquid in a tank and the underside decking of the tank.
Vapour pressure
the equilibrium pressure of the saturated vapour above the liquid expressed in bars absolute, at a specified
temperature.
Void space
an enclosed space in the cargo area external to a cargo containment system, other than a hold space, ballast
space, fuel oil tank, cargo pump or compressor room, or any space in normal use by personnel.
Volatile liquid
a liquid which is so termed is one which has a tendency to evaporate quickly and has a flash point of less
than 60C.
Wing tank
any tank which is adjacent to the side shell plating.
Administration
Means the Government of the State whose flag the ship is entitled to fly.
Anti-static additive
A substance added to a petroleum product to raise its electrical conductivity to a safe level above 50
picoSiemens/metre (pS/m) to prevent accumulation of static electricity.
Approved equipment
Equipment of a design that has been tested and approved by an appropriate authority, such as a
government department or classification society. The authority should have certified the equipment as safe
for use in a specified hazardous atmosphere.
Auto-ignition
The ignition of a combustible material without initiation by a spark or flame, when the material has been
raised to a temperature at which self-sustaining combustion occurs.
Bonding
The connecting together of metal parts to ensure electrical continuity.
Cathodic protection
The prevention of corrosion by electrochemical techniques. On tankers it may be applied either externally to
the hull or internally to the surfaces of tanks. At terminals, it is frequently applied to steel piles and fender
panels.
Clingage
Oil remaining on the walls of a pipe or on the internal surfaces of tanks after the bulk of the oil has been
removed.
Cold work
Work which cannot create a source of ignition.
Combination carrier
A ship which is designed to carry either petroleum cargoes or dry bulk cargoes.
Company
The owner of a ship or any other organisation or person such as the manager, or the bareboat charterer
who has assumed the responsibility for the operation of the ship from the owner of the ship. This includes
the duties and responsibilities imposed by the ISM Code.
Competent Person
A person who has been adequately trained to undertake the tasks they are required to perform within their
job description. For personnel in the shipping industry they should be able to demonstrate this competence
by the production of certificates approved by the vessels Administration.
Corona
A diffuse discharge from a single sharp conductor (less than 5 mm in diameter) that slowly releases some of
the available energy. Generally corona is incapable if igniting a gas like propane or vapours like those given-
off by gasoline. Corona may ignite vapours like hydrogen or acetylene, which require much lower energies
for ignition.
Dangerous area
An area on a tanker which for the purposes of the installation and use of electrical equipment is regarded as
dangerous.
Enclosed space
A space which has the following characteristics:
Limited Openings for entry and exit;
Unfavourable natural ventilation; and
Is not designed for continuous worker occupancy.
This includes, but is not limited to, cargo spaces, double bottoms, fuel tanks, ballast tanks, pump rooms,
compressor rooms, cofferdams, void spaces, duct keels, inter-barrier spaces, engine crankcases and
sewerage tanks.
Entry permit
A document issued by a responsible person allowing entry into a space or compartment during a specific
time interval.
Flame arrester
A permeable matrix of metal, ceramic or other heat resisting materials which can cool a deflagration flame,
and any following combustion products, below the temperature required for the ignition of the flammable gas
on the other side of the arrester.
Flame screen
A portable or fitted device incorporating one or more corrosion resistant wire woven fabrics of very small
mesh which is used for preventing sparks from entering a tank or vent opening or, for a short time,
preventing the passage of flame. (Not to be confused with Flame arrester).
Flow rate
The linear velocity of flow of liquid in a pipeline, measured in metres per second (m/s). The determination of
the Flow Rates at locations within cargo pipeline systems is essential when handling static accumulator
cargoes. (Also see Loading rate).
Foam solution
The mixture produced by diluting foam concentrate with water before processing to make foam.
Free fall
The unrestricted fall of liquid into a tank.
Gas free
A tank, compartment or container is gas free when sufficient fresh air has been introduced into it to lower
the level of any flammable, toxic, or inert gas to that required for a specific purpose, e.g. hot work, entry, etc.
Halon
A halogenated hydrocarbon used in fire fighting which inhibits flame propagation.
Hazardous area
An area on shore which for the purposes of the installation and use of electrical equipment is regarded as
dangerous. Such hazardous areas are graded into hazardous zones depending upon the probability of the
presence of a flammable gas mixture.
Hazardous task
A task other than Hot work which presents a hazard to the ship, terminal or personnel, the performance of
which needs to be controlled by a risk assessment process such as a Permit to Work system.
Hot work
Work involving sources of ignition or temperatures sufficiently high to cause the ignition of a flammable gas
mixture. This includes any work requiring the use of welding, burning or soldering equipment, blow torches,
some power driven tools, portable electrical equipment which is not intrinsically safe or contained within an
approved explosion-proof housing, and internal combustion engines.
Hydrocarbon gas
A gas composed entirely of hydrocarbons.
Inert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been reduced to 8 per
cent or less by volume by the addition of inert gas.
Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of
hydrocarbons.
Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
Insulating flange
A flanged joint incorporating an insulating gasket, sleeves and washers to prevent electrical continuity
between ship and shore.
Interface detector
An electrical instrument for detecting the boundary between oil and water.
Intrinsically safe
An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal effect produced normally
(i.e. by breaking or closing the circuit) or accidentally (e.g. by short circuit or earth fault) is incapable, under
prescribed test conditions, of igniting a prescribed gas mixture.
Loading rate
The volumetric measure of liquid loaded within a given period, usually expressed as cubic metres per hour
(m3/hr) or barrels per hour (bbls/hr).
Mercaptans
A group of naturally occurring sulphur containing organic chemicals. They are present in some crude oils
and in pentane plus cargoes. They have a strong odour.
Mooring winch brake design capacity
The percentage of the minimum breaking load (MBL) of a new mooring rope or wire that a winch carries, at
which the winch brake is designed to render. Winch brakes will normally be designed to hold 80% of the
lines MBL and will be set in service to hold 60% of the mooring lines MBL. Brake holding capacity may be
expressed either in tonnes or as a percentage of a lines MBL.
Non-volatile petroleum
Petroleum having a flash point of 60C or above, as determined by the closed cup method of test.
Odour threshold
The lowest concentration of vapour in air which can be detected by smell.
Oxygen analyser/meter
An instrument for determining the percentage of oxygen in a sample of the atmosphere drawn from a tank,
pipe or compartment.
Packaged cargo
Petroleum or other cargo in drums, packages or other containers.
Pellister
An electrical sensor unit fitted in a flammable gas detector for measuring hydrocarbon vapours and air
mixtures within the flammable range.
Permit
A document issued by a responsible person which allows work to be performed in compliance with the
vessels Safety Management System
Petroleum
Crude oil and liquid hydrocarbon products derived from it.
Petroleum gas
A gas evolved from petroleum. The main constituents of petroleum gases are hydrocarbons, but they may
also contain other substances, such as hydrogen sulphide or lead alkyls, as minor constituents.
Phase
Oil is considered to have three phases in which it can exist depending on the grade of oil and its
temperature. The three phases are the solid phase, the liquid phase and the vapour phase. The phases do
not exist in isolation and operators must manage the carriage of oil with an understanding of the
combinations of the phases of oil in the cargo being carried.
Pour point
The lowest temperature at which a petroleum oil will remain fluid.
Pressure surge
A sudden increase in the pressure of the liquid in a pipeline brought about by an abrupt change in flow rate.
Relaxation time
The time taken for a static charge to relax or dissipate from a liquid. This time is typically one half minute for
static accumulator liquids.
Resuscitator
Equipment to assist or restore the breathing of personnel overcome by gas or lack of oxygen.
Settling time
The time it takes for tank contents to stop moving once filling has stopped. The movement can be because
of thermal currents, solids and/or water settling or of gas bubbles rising. Typically this time is 30 minutes.
Sounding pipe
A pipe extending from the top of the tank to the bottom through which the contents of the tank can be
measured. The pipe is usually perforated to ensure the level of liquid in the pipe is the same as the level of
liquid in the body of the tank and to prevent the possibility of spillages. The pipe should be electrically
bonded to the ships structure at the deck and at its lower end.
Spontaneous combustion
The ignition of material brought about by a heat producing (exothermic) chemical reaction within the material
itself without exposure to an external source of ignition.
Spread loading
The practice of loading a number of tanks simultaneously to reduce the velocity of the cargo in the pipelines
serving individual tanks to avoid static electricity generation when loading static accumulator cargoes.
Static electricity
The electricity produced by dissimilar materials through physical contact and separation.
Stripping
The final operation in draining liquid from a tank or pipeline.
Tanker
A ship designed to carry liquid petroleum cargo in bulk, including a combination carrier when being used for
this purpose.
Tank cleaning
The process of removing hydrocarbon vapours, liquid or residue from tanks. Usually carried out so that
tanks can be entered for inspection or hot work.
Terminal
A place where tankers are berthed or moored for the purpose of loading or discharging petroleum cargo.
Terminal representative
A person designated by the terminal to take responsibility for an operation or duty.
Topping off
The operation of completing the loading of a tank to a required ullage.
Topping up
The introduction of inert gas into a tank which is already in the inert condition with the object of raising the
tank pressure to prevent any ingress of air.
Toxicity
The degree to which a substance or mixture of substances can harm humans or animals. Acute toxicity
involves harmful effects to an organism through a single short term exposure. Chronic toxicity is the ability
Ullage
The space above the liquid in a tank, conventionally measured as the distance from the calibration point to
the liquid surface.
Vapour
A gas below its critical temperature.
Volatile petroleum
Petroleum, having a flash point below 60C as determined by the closed cup method of testing.
Water fog
A suspension in the atmosphere of very fine droplets of water usually delivered at a high pressure through a
fog nozzle for use in fire fighting.
Water spray
A suspension in the atmosphere of water divided into coarse drops by delivery through a special nozzle for
use in fire fighting.
Work permit
A document issued by a responsible person permitting specific work to be done, in a defined area, during a
specified time period.
Bulk liquid chemical carriers
Phrases and terminology associated with the chemical industry
Adiabatic expansion
is an increase in volume without a change in temperature or without any heat transfer taking place.
Anaesthetics
chemicals that affect the nervous system and cause anaesthesia.
Aqueous
a compound within a water-based solution.
Auto-ignition
a chemical reaction of a compound causing combustion without a secondary source of ignition.
Boiling point
that temperature at which a liquids vapour pressure is equal to the atmospheric pressure.
Catalyst
a substance that will cause a reaction with another substance or one that accelerates or decelerates a reaction.
Critical pressure
that minimum pressure which is required to liquefy a gas at its critical temperature.
Critical temperature
that maximum temperature of a gas at which it can be turned into a liquid by pressurization.
Filling ratio
that percentage volume of a tank which can be safely filled allowing for the expansion of the product.
Freezing point
that temperature at which a substance must be at to change from a liquid to a solid state or vice versa.
Hydrolysis
that process of splitting a compound into two parts by the agency of water. One part being combined with
hydrogen, the other with hydroxyl.
Hydroscopic
that ability of a substance to absorb water or moisture from the atmosphere.
Inhibitor
a substance which, when introduced to another, will prevent a reaction.
Narcosis
a human state of insensibility resembling sleep or unconsciousness, from which it is difficult to arouse.
Oxidizing agent
an element or compound that is capable of adding oxygen to another.
Padding
a procedure of displacing air or unwanted gasses from tanks and pipelines with another compatible
substance, e.g. IG, cargo vapour or liquid.
Polymerization
that process which is due to a chemical reaction within a substance, capable of changing the molecular
structure within that substance, i.e. liquid to solid.
Reducing agent
an element or compound that is capable of removing oxygen from a substance.
Self-reaction
is that ability of a chemical to react without other influence which results in polymerization or
decomposition.
Sublimation
that process of conversion from a solid to a gas, without melting (an indication that the flash point is well
below the freezing point).
Vapour density
that weight of a specific volume of gas compared to an equal volume of air, in standard conditions of
temperature and pressure.
Vapour pressure
that pressure exerted by a vapour above the surface of a liquid at a certain temperature (measured in mm of
mercury, mmHg).
Such an endorsed B/L would be considered as a dirty or foul B/L, as opposed to a clean B/L which is without
endorsement. The B/Ls are usually drawn up by the shipping agent and signed by the Master of the Vessel.
Cargo manifest
the official listing of all cargo parcels carried on board the vessel. This document is what the master bases his
declaration on when entering port; all cargoes being officially declared on the manifest which is subject to
inspection by Customs Officers, and port security inspection.
Cargo Record Book
vessel engaged in the carriage of noxious liquid substances must carry a record of the cargo movements
affecting the ship. The same ships would also be expected to carry a Maritime and Coastguard Agency
(MCA) approved
Procedures and Arrangement Manual, reflecting the operational aspects of the vessel.
Certificate of Fitness
is required by every UK tanker and gas carrier. These are issued by the MCA and are valid for a period not
exceeding five (5) years, being subject to initial, annual and intermediate surveys. This certificate cannot be
extended.
Charter party
is a private contract between the principal parties to an agreement and is evidence of who the operator of the
ship is. Charter parties are set in three categories: Time Charter, Voyage Charter or a Demise Charter (US
Bare Boat Charter). Variations of the three categories are drawn up based on the operational requirements of
the ship and the intended voyage.
Document of Authorization
is a required certificate issued by a surveyor following survey of the ships cargo holds and its ability to carry
cargo safely. Unless the ship is in the possession of an Exemption Certificate, the Document of Authorization
would be an official requirement.
Export licences
these are supplied by the shipper as required for certain specific cargoes: computers, foodstuffs, livestock,
armaments, etc. The export licence is required by Government/ State Officials for certain types of cargoes
which are subject to inspection by customs (e.g. armaments, drugs, etc.).
Mates Receipt
a receipt for goods received and delivered on board the vessel. As the name implies, it is signed and issued
by the Mate of the Ship, i.e. the Chief Officer. It may form the basis for the final B/L.
Note of Protest
is where the Master of a Ship makes a declaration of Protest under oath before a Notary Public, Magistrate
or British Consul. The declaration often affects cargo damaged or suspected of having damage due to a peril
of the sea. The main use of Protest in the UK is to support a cargo owners claim against his underwriters.
The Note of Protest is admissible as evidence before legal tribunals in many countries, but not in the UK
unless both parties agree. Masters should note Protest as soon after arrival in port and before breaking bulk.
The master may extend Protest once the situation has been further assessed and the full extent of damage is
revealed.
Rigging plan
a ships arrangement plan which illustrates the operational aspects of the ships lifting appliances. Safe
working loads and maximum permissible outreach limits would expect to be displayed alongside the related
positions of cargo stowage compartments.
2. To Order Bill of Lading: Used for shipments when payment is not made in advance. This can be shipping
to one of your distributors or a customer on terms.
3. Clean Bill of Lading: A Clean Bill of Lading is simply a BOL that the shipping carrier has to sign off on
saying that when the packages were loaded they were in good condition. If the packages are damaged or the
cargo is marred in some way (rusted metal, stained paper, etc.), they will need to issue a Soiled Bill of
Lading or a Foul Bill of Lading.
4. Inland Bill of Lading: This allows the shipping carrier to ship cargo, by road or rail, across domestic land,
but not over seas.
5. Ocean Bill of Lading: Ocean Bills of Lading allows the shipper to transport the cargo over seas,
nationally or internationally.
6. Through Bill of Lading: Through Bills of Lading are a little more complex than most BOLs. It allows for
the shipping carrier to pass the cargo through several different modes of transportation and/or several
different distribution centers. This Bill of Lading needs to include an Inland Bill of Lading and/or an Ocean
Bill of Lading depending on its final destination.
7. Multimodal/Combined Transport Bill of Lading: This is a type of Through Bill of Lading that involves
a minimum of two different modes of transport, land or ocean. The modes of transportation can be anything
from freight boat to air.
8. Direct Bill of Lading: Use a Direct Bill of Lading when you know the same vessel that picked up the
cargo will deliver it to its final destination.
9. Stale Bill of Lading: Occasionally in cases of short-over-seas cargo transportation, the cargo arrives to
port before the Bill of Lading. When that happens, the Bill of Lading is then stale.
10. Shipped On Board Bill of Lading: A Shipped On Board Bill of Lading is issued when the cargo arrives
at the port in good, expected condition from the shipping carrier and is then loaded onto the cargo ship for
transport over seas.
11. Received Bill of Lading: It is simply a Bill of Lading stating that the cargo has arrived at the port and is
cleared to be loaded on the ship, but does not necessary mean it has been loaded. Used as a temporary BOL
12. Claused Bill of Lading: If the cargo is damaged or there are missing quantities, a Claused Bill of Lading
is issued.
MORE TYPES:
Amended B/L: B/L requiring updates that do not change financial status; this is slightly different
from corrected B/L.
B/L Terms & Conditions: the fine print on B/L; defines what the carrier can and cannot do,
including the carriers liabilities and contractual agreements.
B/Ls Status: represents whether the bill of lading has been input, rated, reconciled, printed, or
released to the customer.
B/Ls Type: refers to the type of B/L being issued. Some examples are: a Memo (ME), Original
(OBL), Nonnegotiable, Corrected (CBL) or Amended (AM) B/L.
Canceled B/L: B/L status; used to cancel a processed B/L; usually per shippers request; different
from voided B/L.
Clean B/L: A B/L which bears no superimposed clause or notation which declares a defective
condition of the goods and/or the packaging.
Combined B/L: B/L that covers cargo moving over various transports.
Corrected B/L: B/L requiring any update which results in money or other financially related
changes.
Domestic B/L: Nonnegotiable B/L primarily containing routing details; usually used by truckers
and freight forwarders.
Duplicate B/L: Another original Bill of Lading set if first set is lost. Also known as reissued B/L.
Express B/L: Nonnegotiable B/L where there are no paper copies printed of originals.
Freight B/L: A contract of carriage between a shipper and forwarder (who is usually a NVOCC); a
nonnegotiable document.
Hitchment B/L: B/L covering parts of a shipment which are loaded at more than one location.
Hitchment B/L usually consists of two parts, hitchment and hitchment memo. The hitchment
portion usually covers the majority of a divided shipment and carries the entire revenue.
House B/L: B/L issued by a freight forwarder or consolidator covering a single shipment containing
the names, addresses and specific description of the goods shipped.
Intermodal B/L: B/L covering cargo moving via multimodal means. Also known as Combined
Transport B/L, or Multimodal B/L.
Military B/L: B/L issued by the U.S. military; also known as GBL, or Form DD1252.
B/L Numbers: U.S. Customs standardized B/L numbering format to facilitate electronic
communications and to make each B/L number unique.
Negotiable B/L: The B/L is a title document to the goods, issued to the order of a party, usually
the shipper, whose endorsement is required to effect is negotiation.Thus, a shippers order
(negotiable) B/L can be bought, sold, or traded while goods are in transit and is commonly used for
letterofcredit transactions. The buyer must submit the original B/L to the carrier in order to take
possession of the goods.
NonNegotiable B/L: See Straight B/L. Sometimes means a file copy of a B/L.
Onboard B/L: B/L validated at the time of loading to transport. Onboard Air, Boxcar, Container,
Rail, Truck and Vessel are the most common types.
Optional Discharge B/L: B/L covering cargo with more than one discharge point option
possibility.
Original B/L: The part of the B/L set that has value, especially when negotiable; rest of set are only
informational file copies. Abbreviated as OBL.
Received for Shipment B/L: Validated at time cargo is received by ocean carrier to commence
movement but before being validated as Onboard.
Reconciled B/L: B/L set which has completed a prescribed number of edits between the shippers
instructions and the actual shipment received. This produces a very accurate B/L.
Short Term B/L: Opposite of Long Form B/L, a B/L without the Terms & Conditions written on
it. Also known as a Short Form B/L. The terms are incorporated by reference to the long form B/L.
Split B/L: One of two or more B/Ls which have been split from a single B/L.
Stale B/L: A late B/L; in banking, a B/L which has passed the time deadline of the Letter of Credit
(L/C) and is void.
Straight (Consignment) B/L: Indicates the shipper will deliver the goods to the consignee.It does
not convey title (nonnegotiable).Most often used when the goods have been prepaid.
Unique B/L Identifier: U.S. Customs standardization: fouralpha code unique to each carrier
placed in front of nine digit B/L number; APLs unique B/L Identifier is APLU. Sealand uses
SEAU. These prefixes are also used as the container identification.
Voided B/L: Related to Consolidated B/L; those B/Ls absorbed in the combining process.
Different from Canceled B/L.
A Master should be aware that there is very often a complex financial background to the physical carriage of
the cargo with which he is concerned. There will be often a chain of sellers and buyers with many sale
contracts relating to the same cargo. Payments under such contracts will often be made by means of letters of
credit whereby banks will make payment against documents presented to them by the party seeking payment.
The documents presented will include many with which the Master has been directly concerned.
Because the actual documents presented to banks must comply strictly with the description of those
documents in the letter of credit, there may be intense pressure on the master to issue documents which
comply with the description of the documents in the letter of credit.
This situation arises where there is possibility of damaged cargo to be rejected .Issuing a clean bill of lading
for a clean cargo is the easiest option. Master must refuse to issue clean bill of lading, for example, when
damaged cargo has been tendered, which should lead to the clausing of mates receipts and bills of lading to
reflect the actual damage condition. Failure to observe this rule is likely to expose the owner to claims such
as for shortlanding or for cargo damage.
A Master should always consult his owner in such situations and should be aware of the dangers of signing
or issuing documents whose authenticity he doubts or whose contents he cannot verify.
Below is the list with short description of all the possible certificates and documents which are related to
cargo expected to be carried in a bulk carrier.
1. Hold inspection certificate: The hold or hatch inspection certificate, or preloading survey certificate, is
issued by a surveyor after inspecting the holds to ensure that they are suitable for the intended cargo.
A preloading survey is required when the local authorities at the loading port or the shipper demand it
or when it is a charterparty requirement. When a survey is required, loading cannot commence in a hold until
the surveyor has passed it. Often the vessel cannot present notice of readiness until the hold inspection
certificate has been issued. If any holds fail the survey, a vessel on time charter may be placed off hire and a
vessel on voyage charter may fail to start time running against charterers until such time as the holds have
been resurveyed and passed, although it may be possible to have some holds passed so that the vessel can
submit a valid notice of readiness and/or commence to load in suitable holds.
The surveyor will provide the hold inspection certificate for whoever instructs him, but a copy will
normally be given to the Master. The Master has no powers, except the power of reason, to require the
surveyor to alter a negative conclusion. But if the Master considers that the surveyors conclusions are
unreasonable and if the consequences are likely to be costly, the Master can set out his views in writing in a
letter of protest or he can obtain services of another surveyor, perhaps with the help of the ships P&I club. A
second surveyor cannot overrule the first, but can provide evidence of the facts for use in a dispute.
2. Mates receipt: A mates receipt is usually a printed form, often with handwritten entries which
acknowledges on behalf of the ship the receipt of the goods. It is evidence that the goods specified in it have
been delivered to and received by the ship (It is signed by chief officer of the receiving ship). Usually the
person to whom the mates receipt is given is the person entitled to a bill of lading in exchange for the return
of the mates receipt.
3. Authorization to sign bills of lading: Under the terms of many time and voyage charterparties the owners
transfer the authority to sign bills of lading to the charterers or their agent, thereby cancelling the authority
normally held by the Master. In any case in which the agent will be signing bills of lading on behalf of the
Master, the master should ensure that the agent receives appropriate instructions in the form of authorization.
The wording of any such authorization is often dictated by owners or charterers voyage instructions.
4. Bills of lading : A bill of lading may perform three functions. (A)It is usually very good evidence of the
terms of the contract for the receipt, carriage and delivery of the cargo.(B)It is often a negotiable document of
title to goods carried, providing evidence of ownership of the cargo, and(C)it acts as a receipt of cargo loaded
aboard the vessel.
Before signing the bills of lading, the Master should ensure that:
i. The goods are actually aboard and the bill of lading is correctly dated.
ii. The description of the goods complies with the mates receipts, failing which the bill of
lading should be claused.
iii. That he only ever signs the same number of originals as is shown on the face of bill of
lading.
iv. The bill of lading contains a clause referring to any relevant charterparty, and includes the
protection clauses specified in that charterparty. Very specific wording is often required in
order to achieve the protection of all relevant charterparty provisions, and if in doubt the
master should consult the owners.
However, the Master is usually required to sign bills of lading as presented and there is little that he can do
except bring the matter to the notice of owners and charterers if the bills of lading do not contain the specific
clauses. The Master should not get persuaded to sign clean bill of lading against the offer of a letter of
indemnity.
5. Phytosanitary certificate: This certificate may be required during the carriage of plant or plant products
like, grain, seeds and fruits. Phytosanitary certificates are issued by inspectors in the exporting country to
certify the requirement of the plant health regulations of the importing country has been met.
6. Certificate of compliance with exemptions to trade sanctions: When trade sanctions have been imposed
on a country, it may still be allowed to import certain commodities such as food and medicines. Ships
carrying such exempted cargoes are required to produce a certificate of compliance to the authorities
enforcing the sanctions to demonstrate that cargo qualifies for the exemption. These are issued by the
exporting governments .A UN approval certificate is also required with this certificate.
7. UN approval certificate: It is a letter from a UN official to the government of a country which proposes
to export exempted goods to a country which the subject of UN sanctions. The letter states that the
prohibitions in respect of these shipments no longer apply and that the captains of the ships engaged in the
8. Certificate of origin: It may be required for a cargo, when the authorities in the destination port are
applying against another country and require to be satisfied that the cargo does not originate there, or where
the origin of cargo must be documented as per the sale contract. This certificate is often issued by a
government department, stating the country of origin of the cargo. In some cases authorities will accept
ships cargo manifest as evidence of the origin of the cargo.
9. Declaration by shipper: It is made in compliance with the requirement of SOLAS that before loading
the shipper should provide to the Master details of any bulk cargo, so that Master can make decisions such as
trim of cargo and safety precautions to be observed with respect to the loading and carriage of the cargo.
10. Certificate of transportable moisture limits: The transportable moisture limit of the cargo which may
liquefy is the maximum safe moisture content of the cargo when carried in a bulk carrier. Practically, this
figure is normally included in the declaration by shipper.
11. Certificate of moisture content: The moisture content of a sample of cargo is the quantity of water, ice
or other liquid which the sample contains, expressed as a percentage of total wet mass of that sample. In
practice this figure is included in the shippers declaration. If the moisture content is higher than the
transportable limit, the cargo may liquefy and cause the ship to become unstable.
12. Masters response sheet: This document is issued by some coal shippers to encourage Masters to
comply with the General Requirement 15 of the coal section of IMSBC code. This states: If the behavior of
the cargo during voyage differs from that specified in the declaration by shipper, the Master should report
such differences to the shipper. Such report will enable the shipper to maintain records on the behavior of the
coal cargoes, so that the information provided to the Master can be reviewed in the light of transport
experience. The Masters are encouraged to complete and return these to report any unexpected experiences
with coal cargoes.
13. Certificate of lashing: The Master may be required to sign a certificate of lashing to state that the
securing of a timber deck cargo or a cargo steel coils or other cargo which requires lashing has been to his
satisfaction. After signing the certificate the Master retains one copy and other copies are given back to the
foreman responsible for the lashing.
14. Certificate of readiness to load: This certificate is issued by the marine authorities in respect of cargoes
of grain and concentrates and timber deck cargo, each of which has special loading requirements. The
certificate is issued after satisfactory inspections of cargo spaces and pr-loading calculations and contains
reminders of restrictions that must be imposed upon loading.
15. Certificate of fitness to proceed to sea: This follows the certificate of readiness to load, being issued by
the marine authorities after satisfactory completion of loading of a cargo of grain or concentrates, or a timber
deck cargo. As obvious this certificate records the manner in which the cargo has been stowed and provides
reminders of precaution which must be taken during the voyage. It also contains details of the vessels
draught, trim, weights carried and stability on sailing.
16. Certificate of Loading: A certificate of loading (bulk grain only)is issued in the USA by the National
Cargo bureau to certify that a cargo of bulk grain has been loaded as per USCG regulations. The document is
similar to the Canadian certificate of fitness to proceed to sea.
17. Certificate of fumigation: It is issued by the relevant agricultural or other responsible authority and
provides the details of the cargo(vegetation and its products cargoes , obviously). A certificate of fumigation
18. Certificate of weight and quantity: A certificate of weight and quality is issued by suitably qualified
surveyors and samplers and testifies to the quantity of the cargo loaded and to its physical description and
analytical specification. In grain trades this is the document on which the mates receipt and bill of lading are
based.
19. Stowage plan: Also known as Cargo plan or the hold distribution plan shows the commodity, tonnage
and/or measurement of cargo in each hold. The plan may be produced by one of the ships officers to provide
a record of the loading as observed and measured by ships personnel, in which case it may also provide
information about the bunkers carried and the vessels draught, trim and stability. Alternatively, stowage plan
may be produced by someone from the loading installation to record the quantities loaded in each hold. A
stowage plan provide by shore-based staff will normally show the shore values for the tonnages loaded,
regardless of whether or not these are the figures used in the bill of lading.
20. Cargo manifest: A cargo manifest is issued by the shippers in the loading port and is based upon the
information contained in the bills of lading. It provides brief details of the ship and the loading and discharge
ports and list details of the cargo carried. Details include the B/L numbers, contents, gross weight and freight.
Copies of the manifest, if available are retained by the master, who will give copies to the authorities in the
discharge port or ports visited en-route, if required.
21. Dangerous cargo manifest: It is issued by the shippers in compliance with the regulations which apply
at the loading port. The document states the quantity of hazardous material carried and certifies that it has
been properly named, prepared and otherwise in proper condition for bulk shipment. The name and
description of the hazardous material as given in the Dangerous cargo manifest should be used to confirm the
stowage requirements for the cargo, as stated in the IMSBC code and/or IMDG code. The document will be
presented to the Master for his signature, and before signing he should satisfy himself, that the stated
quantities and positions are correct and that the cargo has been stowed in accordance with the requirements
of the codes.
22. Material safety data sheets: MSDS provide detailed information about hazardous cargoes and stores
carried on board. It is a must and is issued by the USA. The data includes the useful information about the
health hazards and the other dangers associated with the commodity, protective equipment to use, additional
precautions, and emergency and the first aid.
23. Health sealing certificate: Cargo hatches may be sealed to prevent theft of cargo or because the holds
have been fumigated and are unsafe to enter. When hatches have been sealed by a shore based organization a
certificate recording the fact is usually issued, listing the compartments which have been sealed and the type
and serial number of the seal used.
24. Statement of Facts: A statement of facts (SOF), sometimes known as a port log, is prepared by the
ships agents in each loading and each discharging port. It is intended to provide a full record of the times of
those events which may be required for the preparation of laytime statement and which may affect claims for
dispatch and demurrage or for offhire.
Weather which interrupts cargo work and adverse weather noted at any other time.
Time of sailing.
The Master should check the accuracy of the SOF before he signs it. He should insist on correction of the
SOF when it is inaccurate, or should add remarks stating the correct facts if the agent refuses to amend the
document to his satisfaction. It is signed by the Master and sometimes the representative of all, owners and
charterers and shippers agents.
A trick sometimes used by unscrupulous agents is to present SOF top copy with the final details handwritten,
along with five copies with a blank last page on which the agent promises to type the manuscript entries
copied from the top copy. When the blank pages have been signed the agent discards the top copy and type
whatever suits him on the signed pages. Masters should avoid signing blank or incomplete SOFs whatever
the circumstances.
25. Letter of protest: It is a document used to provide a written record of dispute. The Master should write a
letter of protest whenever he considers that shippers, stevedores or any other parties are responsible for an
event or circumstance which will cause a loss to the ship. The Master is liable to receive a letter of protest if
vessel fails in some way to perform in accordance with charterparty. A letter of protest should be supported
by photographs when they are available.
26. Empty hold certificate: When there is any doubt as to the outrun of the cargo-for example, if the
receiver is claiming that the cargo has been short-landed, the Master can issue an empty hold certificate. Such
a certificate will say that all cargo has been discharged and that the holds have been emptied. The stevedore
supervisor will be asked to confirm that there is no cargo remained on board. The Master will keep the
original and can give copies to the stevedore who sign it and to the ships agent. Some owners instruct
Masters to obtain empty hold certificates for every cargo carried as it is considered a safe commercial
practice.
27. Trimming certificate/certificate of loading/Discharging: This is a document which the Master may be
asked to sign to confirm that he is satisfied with the manner in which the cargo has been trimmed.
The certificate of fitness to proceed at sea issued by port warden, coast guard or similar authority also
testifies the trimming of cargo, but the trimming certificate is issued by the Master, not the authorities.
28. Stevedores time sheet: This normally shows the number of gangs employed, the hatches worked and
times and reasons for stoppages. If asked to countersign this document the Master should ensure that it is
correct. He should insist on the correction of stevedores time sheet when it is inaccurate. Alternatively he
can sign for receipt only.
29. Clean ballast discharge permit: This document is nowadays widely used in many parts of the world.
This certificate authorizes the vessel to discharge clean ballast in the port limits and stipulates the conditions
which must be observed whilst ballast is being discharged. The permit is issued by the port authority
following application from the ships agent and a copy has to be posted in ships gangway with a record of
checks and condition of discharge.
30. Paint compliance certificate: If holds have been repainted shortly before a cargo of grain or other
foodstuffs is to be loaded the shippers may demand to see a compliance certificate issued by an independent
laboratory, states that all the materials used to make the paint are approved for the use on surfaces which are
in contact with foods.
31. Stevedores damage form: These documents are issued by Master, to hold stevedores responsible for
damage to ship or cargo.
32. Certificate of IMO classification: A certificate of IMO classification of a cargo must be issued to the
Master by the shipper before shipment of a cargo which is listed in the IMDG code. This is essential so that
he can be ready for correct emergency procedures, if they be necessary. Such a certificate is in the form of
standardized dangerous goods bill of lading. Copies of the certificate of IMO classification may be required
by the receiver and by the port authority in the port of discharge or the ports visited en route.
33. Certificate of compliance/ IMSBS code fitness certificate: These certificates, issued by an
Administration or classification society on behalf of an administration to every ship constructed since 1st
September 1984, state the dry bulk cargoes that the ship is constructed, equipped and permitted to carry. In
addition to listing permitted cargoes the certificates or their supporting documents list the conditions that
must be satisfied and equipment that must be carried if the certificate is to remain valid. The certificate for
the carriage of dangerous goods must be renewed at each periodical survey.
34. Hatch closing certificate: This is issued by an attending surveyor, reports on hatch covers which appear
to be in good condition and which have been properly closed, and has provision for recording hatch covers or
fittings which appear to be defective, or which have not been properly closed. This appears to be a document
used by shippers or charterers who want to ensure that their cargoes are well protected. The Master or chief
mate, when countersigning the document can, if necessary, insert a remark rejecting the report.
35. No damage certificate: In some countries, particularly India, the Master will be required to sign a No
damage certificate releasing the stevedores from liability after completion of discharge. The ship may be
prevented to sail until the certificate has been signed, in that case Masters can sign the certificate with the
endorsement without prejudice.
Publications
The IMDG Code has undergone many changes over the years, in both format and content, in order
to keep up with the rapid expansion of the shipping industry. Amendment 37-14 includes revisions
to various sections of the Code and to transport requirements for specific substances. It was
adopted by IMOs Maritime Safety Committee (MSC) at its ninety-third session in May 2014.
The Code, as amended by Amendment 37-14, is mandatory as from 1 January 2016 but may be
applied by Administrations in whole or in part on a voluntary basis from 1 January 2015. The two-
volume Code is divided into seven parts:
Volume 2 contains:
Part 3. Dangerous Goods List, special provisions and exceptions,
Appendices
A and B Generic and N.O.S. Proper Shipping Names, and glossary of terms
and Index.
The International Maritime Dangerous Goods Code relates to the safe carriage of dangerous
goods by sea, but does not include all details of procedures for packing of dangerous goods or
actions to take in the event of an emergency or accident involving personnel who handle goods at
sea. These aspects are covered by the publications that are associated with the IMDG Code,
which are included in this Supplement.
The Supplement also includes texts of the Medical First Aid Guide, descriptions of the reporting
procedures for incidents involving dangerous goods, harmful substances and/ or marine pollutants,
The International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and
High-Level Radioactive Wastes on board Ships and other appropriate Assembly resolutions,
resolutions and circulars of the Maritime Safety Committee and circulars of the Facilitation
Committee and of the Sub-Committee on Dangerous Goods, Solid Cargoes and Containers.
Column 2 Proper Shipping Name (PSN) Contains the Proper Shipping Names in upper case
characters which may have to be followed by additional descriptive text in lower-case
characters.
Column 3 Class or Division Contains the class and, in the case of class 1, the division and
compatibility group.
Column 4 Subsidiary Risk(s) Contains the class number(s) of any subsidiary risk(s). This
column also identifies dangerous goods as a marine pollutant or a severe marine
pollutant as follows:
P Marine pollutant
PP Severe marine pollutant
Marine pollutant only when containing 10% or
more substance(s) identified with P or 1% or
more substance(s) identified with PP in this column or in the Index.
Column 5 Packing Group Contains the packing group number (i.e. I, II or III) where assigned to
the substance or article.
Column 6 Special Provisions Contains a number referring to any special provision(s) indicated
in chapter 3.3.
Column 7 Limited Quantities Provides the maximum quantity per inner packaging.
Column 8 Packing Instructions Contains packing instructions for the transport of substances
and articles.
Column 10 IBC Packing Instructions Contains IBC instructions which indicate the type of IBC that
can be used for the transport. A code including the letters IBC refers to packing
instructions for the use of IBCs described in chapter 6.5.
Column 11 IBC Special Provisions Refers to special packing provisions applicable to the use of
packing instructions bearing the code IBC in 4.1.4.2.
Column 12 IMO Tank Instructions This column only applies to IMO portable tanks and road tank
vehicles.
Column 13 UN Tank and Bulk Container Instructions Contains T codes (see 4.2.5.2.6) applicable
to the transport of dangerous goods in portable tanks and road tank vehicles.
Column 14 Tank Special Provisions Contains TP notes (see 4.2.5.3) applicable to the transport
of dangerous goods in portable tanks and road road tank vehicles. The TP notes
specified in this column apply to the portable tanks specified in both columns 12 and
13.
Column 15 EmS Refers to the relevant emergency schedules for FIRE and SPILLAGE in The
EmS Guide Emergency Response Procedures for Ships Carrying Dangerous
Goods.
Column 16 Stowage and Segregation Contains the stowage and segregation provisions as
prescribed in part 7.
Column 17 Properties and Observations Contains properties and observations on the dangerous
goods listed.
Column 18 UN Number Contains the United Nations Number assigned to a dangerous good by
the United Nations Committee of Experts on the Transport of Dangerous Goods
(UN List).
The primary aim of the International Maritime Solid Bulk Cargoes (IMSBC) Code is to facilitate the
safe stowage and shipment of solid bulk cargoes by providing information on the dangers
associated with the shipment of certain types of solid bulk cargoes and instructions on the
procedures to be adopted when the shipment of solid bulk cargoes is contemplated.
This publication presents additional information that supplements the IMSBC Code, such as the
Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code). The
International Maritime Solid Bulk Cargoes (IMSBC) Code and supplement is commended to
Administrations, ship owners, shippers and masters and all others concerned with the standards to
be applied in the safe stowage and shipment of solid bulk cargoes, excluding grain.
Table of Contents
Section 1 General provisions and definitions
Section 2 General loading, carriage and unloading precautions
Section 3 Safety of personnel and ship
Section 4 Assessment of acceptability of consignments for safe shipment
Section 5 Trimming procedures
Section 6 Methods of determining angle of repose
Section 7 Cargoes that may liquefy
Section 8 Test procedures for cargoes that may liquefy
Section 9 Materials possessing chemical hazards
Section 10 Carriage of solid bulk wastes
Section 11 Security provisions
Section 12 Stowage factor conversion tables
Section 13 References
The Code has undergone many changes, both in layout and content, in order to keep pace with the
expansion and progress of industry. Maritime Safety Committee (MSC) is authorized by the
Organizations Assembly to adopt amendments to the Code, thus enabling the IMO to respond
promptly to developments in transport.
Application Of IMSBC: Applies to all ships to which SOLAS Convention applies & carrying
Solid Bulk Cargoes as Defined in regulation 2 SOLAS Chapter VI.
Solid Bulk Cargoes: Any Cargo other than Liquid or Gas, consisting of Combination of
Particles, Granules or any Large Pieces of Material generally uniform in
composition & Loaded directly into the Cargo Space of a Ship without
any intermediate form of containment.
SECTION 1 - GENERAL
1.2 Cargoes listed in this Code
1.2.1 Typical cargoes currently shipped in bulk, together with advice on their properties and
methods of handling, are given in the schedules for individual cargoes. However, these schedules
are not exhaustive and the properties attributed to the cargoes are given only for guidance.
Consequently, before loading, it is essential to obtain current valid information from the shipper on
the physical and chemical properties of the cargoes presented for shipment. The shipper shall
provide appropriate information about the cargo to be shipped (see section 4.2).
1.2.2 Where a solid bulk cargo is specifically listed in appendix 1 to this Code (individual schedules
for solid bulk cargoes), it shall be transported in accordance with the provisions in its schedule in
addition to the provisions in sections 1 to 10 and 11.1.1 of this Code. The master shall consider to
consult the authorities at the ports of loading and discharge, as necessary, concerning the
requirements which may be in force and applicable for the carriage.
1.3.1.1 When it is assessed that the solid bulk cargo proposed for carriage may present hazards as
those defined by group A or B of this Code as defined in 1.7, advice is to be sought from the
competent authorities of the port of unloading and of the flag State. The three competent
authorities will set the preliminary suitable conditions for the carriage of this cargo.
1.3.2 The competent authority of the port of loading shall provide to the master a certificate stating
the characteristics of the cargo and the required conditions for carriage and handling of this
shipment. The competent authority of the port of loading shall also submit an application to the
Organization, within one year from the issue of the certificate, to incorporate this solid bulk cargo
into appendix 1 of this Code. The format of this application shall be as outlined in subsection 1.3.3.
1.4.2 Although this Code is legally treated as a mandatory instrument under the SOLAS
Convention the following provisions of this Code remain recommendatory or informative:
Section 11 Security provisions (except subsection 11.1.1);
Section 12 Stowage factor conversion tables;
Section 13 References to related information and recommendations;
Appendices other than appendix 1 Individual schedules of solid bulk cargoes; and The texts in the
sections for DESCRIPTION, CHARACTERISTICS, HAZARD and EMERGENCY
PROCEDURES of individual schedules of solid bulk cargoes in appendix 1.
Regulation 2
Cargo information
1 The shipper shall provide the master or his representative with appropriate information on the
cargo sufficiently in advance of loading to enable the precautions which may be necessary for
proper stowage and safe carriage of the cargo to be put into effect. Such information** shall be
confirmed in writing*** and by appropriate shipping documents prior to loading the cargo on the
ship.
To enable the master to prevent excessive stresses in the ships structure, the ship shall be
provided with a booklet, which shall be written in a language with which the ships officers
responsible for cargo operations are familiar. If this language is not English, the ship shall be
provided with a booklet written also in the English language.
4.2.2 Cargo information shall be confirmed in writing and by appropriate shipping documents prior
to loading. The cargo information shall include:
.1 the BCSN when the cargo is listed in this Code. Secondary names may be used in addition
to the BCSN;
.2 the cargo group (A and B, A, B or C);
.3 the IMO Class of the cargo, if applicable;
.4 the UN number preceded by letters UN for the cargo, if applicable;
.5 the total quantity of the cargo offered;
.6 the stowage factor;
.7 the need for trimming and the trimming procedures, as necessary;
.8 the likelihood of shifting, including angle of repose, if applicable;
.9 additional information in the form of a certificate on the moisture content of the cargo and its
transportable moisture limit in the case of a concentrate or other cargo which may liquefy;
.10 likelihood of formation of a wet base (see subsection 7.2.3 of this Code);
.11 toxic or flammable gases which may be generated by cargo, if applicable;
.12 flammability, toxicity, corrosiveness and propensity to oxygen depletion of the cargo, if
applicable;
.13 self-heating properties of the cargo, and the need for trimming, if applicable;
.14 properties on emission of flammable gases in contact with water, if applicable;
.15 radioactive properties, if applicable; and
.16 any other information required by national authorities.
Interval between sampling/testing and loading for TML and moisture content determination
4.5.1 A test to determine the TML of a solid bulk cargo shall be conducted within six months to the
date of loading the cargo. Notwithstanding this provision, where the composition or characteristics
of the cargo are variable for any reason, a test to determine the TML shall be conducted again after
it is reasonably assumed that such variation has taken place.
4.5.2 Sampling and testing for moisture content shall be conducted as near as practicable to the
time of loading. If there has been significant rain or snow between the time of testing and loading,
check tests shall be conducted to ensure that the moisture content of the cargo is still less than its
TML. The interval between sampling/testing and loading shall never be more than seven days.
4.5.3 Samples of frozen cargo shall be tested for the TML or the moisture content after the free
moisture has completely thawed.
5.1.1 Trimming a cargo reduces the likelihood of the cargo shifting and minimizes the air entering
the cargo. Air entering the cargo could lead to spontaneous heating. To minimize these risks,
cargoes shall be trimmed reasonably level, as necessary.
5.1.2 Cargo spaces shall be as full as practicable without resulting in excessive loading on the
bottom structure or tween-deck to prevent sliding of a solid bulk cargo. Due consideration shall be
given to the amount of a solid bulk cargo in each cargo space, taking into account the possibility of
shifting and longitudinal moments and forces of the ship. Cargo shall be spread as widely as
practicable to the boundary of the cargo space. Alternate hold loading restrictions, as required by
SOLAS chapter XII, may also need to be taken into account.
5.1.3 The master has the right to require that the cargo be trimmed level, where there is any
concern regarding stability based upon the information available, taking into account the
characteristics of the ship and the intended voyage.
5.4.3 Non-cohesive bulk cargoes having an angle of repose less than or equal to 30
5.4.4 Non-cohesive bulk cargoes having an angle of repose greater than 30 to 35 inclusive
5.4.5 Non-cohesive bulk cargoes having an angle of repose greater than 35
6.1 General
An angle of repose of a non-cohesive solid bulk material shall be measured by a method approved
by the appropriate authority as required by section 4.1.4 of this Code.
6.2 Recommended test methods
There are various methods in use to determine the angle of repose for non-cohesive solid bulk
materials. The recommended test methods are listed below:
6.2.1 Tilting box method
This laboratory test method is suitable for non-cohesive granular materials with a grain size not
greater than 10 mm. A full description of the equipment and procedure is given in subsection 2.1 of
appendix 2.
6.2.2 Shipboard test method
In the absence of a tilting box apparatus, an alternative procedure for determining the approximate
angle of repose is given in subsection 2.2 of appendix 2.
7.1 Introduction
7.1.1 The purpose of this section is to bring to the attention of masters and others with
responsibilities for the loading and carriage of bulk cargoes, the risks associated with liquefaction
and the precautions to minimize the risk. Such cargoes may appear to be in a relatively dry
granular state when loaded, and yet may contain sufficient moisture to become fluid under the
stimulus of compaction and the vibration which occurs during a voyage.
7.1.2 A ships motion may cause a cargo to shift sufficiently to capsize the vessel. Cargo shift can
be divided into two types, namely, sliding failure or liquefaction consequence. Trimming the cargo
in accordance with section 5 can prevent sliding failure.
7.1.3 Some cargoes which may liquefy may also heat spontaneously.
8.1 General
For a Group A cargo, the actual moisture content and transportable moisture limit shall be
determined in accordance with a procedure determined by the appropriate authority as required by
section 4.1.4 of this Code, unless the cargo is carried in a specially constructed or fitted ship.
8.2 Test procedures for measurement of moisture content
There are recognized international and national methods for determining moisture content for
various materials. Reference is made to paragraph 1.1.4.4 of appendix 2.
8.3 Methods for determining transportable moisture limit
The recommended methods for determining transportable moisture limit are given in appendix 2.
8.4 Complementary test procedure for determining the possibility of liquefaction
A ships master may carry out a check test for approximately determining the possibility of flow on
board ship or at the dockside by the following auxiliary method:
Half fill a cylindrical can or similar container (0.5 to 1 litre capacity) with a sample of the material.
Take the can in one hand and bring it down sharply to strike a hard surface such as a solid table
from a height of about 0.2 m. Repeat the procedure 25 times at one- or two-second intervals.
Examine the surface for free moisture or fluid conditions. If free moisture or a fluid condition
appears, arrangements should be made to have additional laboratory tests conducted on the
material before it is accepted for loading.
9.1 General
Solid bulk cargoes which may possess a chemical hazard during transport, because of their
chemical nature or properties, are in Group B. Some of these materials are classified as dangerous
goods and others are materials hazardous only in bulk (MHB). It is essential to obtain current, valid
information about the physical and chemical properties of the cargoes to be shipped in bulk, prior
to loading.
9.2 Hazard classification
9.2.1 The classification of materials possessing chemical hazards and intended to be shipped in
bulk under the requirements of this Code shall be in accordance with 9.2.2 and 9.2.3.
9.2.2 Classification of dangerous goods
SOLAS regulation VII/7 defines dangerous goods in solid form in bulk. For the purpose of this
Code, dangerous goods shall be classified in accordance with part 2 of the IMDG Code
10.1 Preamble
10.1.1 The transboundary movement of wastes represents a threat to human health and to the
environment.
10.1.2 Wastes shall be carried in accordance with the relevant international recommendations and
conventions and in particular, where it concerns transport in bulk by sea, with the provisions of this
Code.
10.2 Definitions
10.2.1 Wastes, for the purpose of this section, means solid bulk cargoes containing or
contaminated with one or more constituents which are subject to the provisions of this Code
applicable to cargoes of classes 4.1, 4.2, 4.3, 5.1, 6.1, 8 or 9 for which no direct use is envisaged
but which are carried for dumping, incineration or other methods of disposal.
10.2.2 Transboundary movement of waste means any shipment of wastes from an area under the
national jurisdiction of one country to or through an area under the national jurisdiction of another
country, or to or through an area not under the national jurisdiction of any country provided at least
two countries are involved in the movement.
10.3 Applicability
10.3.1 The provisions of this section are applicable to the transport of wastes in bulk by ships and
shall be considered in conjunction with all other provisions of this Code.
10.3.2 Solid cargoes containing or contaminated with radioactive materials shall be subject to the
provisions applicable to the transport of radioactive materials and shall not be considered as
wastes for the purposes of this section.
The Maritime Safety Committee, at its fifty-ninth session (May 1991), adopted a new International
Code for the Safe Carriage of Grain in Bulk (International Grain Code). This replaced the original
chapter VI of SOLAS, which contained detailed regulations on the carriage of grain in bulk, with
more general requirements and placed the detailed provisions on grain in a separate mandatory
code.
Application: Applicable to all ships carrying Grain in Bulk irrespective of size and tonnage.
as per SOLAS Ch VI part C carriage of Grain.
Definition: Grain: includes Wheat, Maze, Oats, Barley, Rice , Pulses, Seeds & Processed forms
of thereof whose behavior is similar to that of grain in its natural state.
SOLAS Ch VI Reg 9 :
DOA - Document of Authorization is mandatory for Ships carrying Grain in Bulk.
HAZARDS of GRAIN:
1. Settling.
2. Shifting.
=> Grain settles by about 2% of its Volume. This forms Small Void space on Top which
permits the Grain to Shift
BLU CODE
(including BLU Manual)
(2011 Edition).
The Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) was developed with
the aim of preventing accidents or loss of ships carrying solid bulk cargoes as a result of improper loading
and unloading practices. The Code was adopted by the Assembly on 27th November 1997 by resolution
A.862(20).
The BLU Code provides guidance to ship masters of bulk carriers, terminal operators and other parties
concerned for the safe handling, loading and unloading of solid bulk cargoes and is linked to regulation VI/7
(Loading, unloading and stowage of bulk cargoes) of the 1974 SOLAS Convention
The provisions of the Code should be applied with due regard to the provisions of the International Maritime
Solid Bulk Cargoes Code (IMSBC Code), where applicable. The Maritime Safety Committee, at its eightieth
session (May 2005), approved the Manual on loading and unloading of solid bulk cargoes for terminal
representatives (BLU Manual) and agreed that the application of the guidance contained therein would
address the concerns on risk control options and urged Member Governments, shipowners, ship operators
and terminals to apply the guidance contained therein.
The purpose of this code is to enhance the safety of bulk carriers calling at terminals in the
Member States in order to load or unload solid bulk cargoes, by reducing the risks of excessive
stresses and physical damage to the ship's structure during loading or unloading, through the
establishment of:
1. harmonized suitability requirements for those ships and terminals, and
2. harmonized procedures for co-operation and communication between those ships and
terminals.
The MCA considers that the requirements of this document will still not apply, when loading or
unloading bulk carriers using only shipboard equipment whether the cargo operations are
conducted by the ship's crew or shore personnel.
The 2011 TDC Code is non-mandatory and applies to all ships of 24 m or more in length carrying a timber
deck cargo. The Code aims to ensure that stowage and cargo securing arrangements for timber deck cargoes
enable a safe yet rational securing of the cargo so that it is satisfactorily prevented from shifting. The 2011
TDC Code also includes alternative design principles, taking into account the acceleration forces cargo may
be subjected to throughout the voyage.
More specifically, the 2011 TDC Code provides:
The Code is designed to assist shipowners, charterers, operating companies, seafarers, port industries,
shippers, pre-packaging organizations (which are involved in preparation, loading, and stowing of timber
deck cargoes), Administrations, manufacturers, designers of ships and equipment associated with the
carriage of timber deck cargoes, and those developing cargo securing manuals for the carriage of timber deck
cargoes.
Timber Deck cargo means a cargo of timber carried on an uncovered part of a freeboard or
superstructure deck.
Timber Load Line means a special load line assigned to ships complying with certain conditions
related to their construction as set out in the International Convention on
Load Lines. It is used when the cargo complies with the stowage and securing
conditions of the Code of Safe Practice for Ships carrying Timber Deck Cargoes.
Stability Requirements:
The ship should be supplied with comprehensive Stability Information that takes into account the timber
deck cargoes. This should enable the Master to quickly obtain accurate guidance as the stability of the ship
under varying conditions of service. Comprehensive rolling period tables or diagrams have proved to be a
very useful aid in verifying the actual stability conditions.
The stability at all times should be +ve and the following should be among the factors to be taken into
account. The increased weight of the timber deck cargoes due to:
Absorption of water in dried or seasoned timber
Ice accretion, if applicable
Variations in the consumables, such as oil or water
The Free Surface effect of Liquid in tanks
Weight of water trapped in broken spaces within the timber deck cargo and especially logs.
Loading should cease immediately if an unexplained list develops. The Load Line regulations allow an initial
GM of 0.05 meters, provided the timber is stowed and secured as per the code. This is because the
buoyancy of timber contributes to the reserve Buoyancy of the ship and so the ship can sail with lower
initial GM.
Excessive Stability(High GM) should also be avoided as this creates racking stresses and increase the
stresses on the lashing and securing system. The code recommends that GM should (preferably) not exceed
3% of the Beam of vessel, although this can vary from ship to ship.
Some Ships are allocated with Timber Load Lines. Such ships are ONLY allowed to load to this load line
provided that the lashing and securing requirements of the Timber Code and applicable regulations of Load
Line Convention are followed.
Stowage Considerations:
The Timber Code Recommends the following to be Checked prior to loading timber on the weather
deck:
Hatch Covers and other openings to spaces below that area, should be securely closed
and battened down
Air pipes and ventilators should be efficiently protected and check valves or similar
devices should be examined to ascertain their effectiveness against the entry of water.
Accumulations of ice and snow on such areas should be removed
To have all deck lashings, uprights, etc in position before loading. There should be a
pre-loading examination of securing equipments required in loading port.
Ensure that access to all areas of the ship regularly used in the necessary working of
the ship is not impeded.
During Loading the Timber Deck Cargo should be kept free of any accumulations of ice and snow.
On completion of loading a thorough inspection of the ship should be carried out. Soundings
should also be taken to verify that no structural damage has occurred, causing ingress of water.
The Height of timber cargo should be restricted to ensure that:
Adequate visibility is assured
A safe margin of stability is maintained at all stages of the voyage.
Cargo does not overhang the ship side.
The weight of the timber deck cargo does not exceed the designed max permissible load on
the weather deck and hatches.
SECURING
General
Every lashing should pass over the timber deck cargo and be shackled to eye plates and adequate
for the intended purpose and efficiently attached to the deck stringer plate or other strengthened
points. They should be installed in such a manner as to be, as far as practicable, in contact with the
timber deck cargo throughout its full height.
All lashings and components used for securing should:
possess a breaking strength of not less than 133 kN;
after initial stressing, show an elongation of not more than 5% at 80% of their breaking
strength; and
show no permanent deformation after having been subjected to a proof load of not less than
40% of their original breaking strength.
Every lashing should be provided with a tightening device or system so placed that it can safely
and efficiently operate when required. The load to be produced by the tightening device or system
should not be less than:
27 kN in the horizontal part; and
16 kN in the vertical part.
Upon completion and after the initial securing, the tightening device or system should be left with
not less than half the threaded length of screw or of tightening capacity available for future use.
Every lashing should be provided with a device or an installation to permit the length of the lashing
to be adjusted. The spacing of the lashings should be such that the two lashings at each end of
If wire rope clips are used to make a joint in a wire lashing, the following conditions should be
observed to avoid a significant reduction in strength:
the number and size of rope clips utilized should be in proportion to the diameter of the wire
rope and should not be less than four, each spaced at intervals of not less than 15 cm;
the saddle portion of the clip should be applied to the live load segment and the U-bolt to the
dead or shortened end segment;
rope clips should be initially tightened so that they visibly penetrate into the wire rope and
subsequently be retightened after the lashing has been stressed.
Greasing the threads of grips, clips, shackles and turnbuckles increases their holding capacity and
prevents corrosion.
Uprights
Uprights should be fitted when required by the nature, height or character of the timber deck cargo.
When uprights are fitted, they should:
be made of steel or other suitable material of adequate strength, taking into account the
breadth of the deck cargo;
be spaced at intervals not exceeding 3 m;
be fixed to the deck by angles, metal sockets or equally sufficient means; and
if deemed necessary, be further secured by a metal bracket to a strengthened point, i.e.,
bulwark, hatch coaming.
Visibility
1x4/3-4 - 2
Where:
Chain Lashings
This publication presents amendments to the CSS Code, as amended. The most recent
amendments,
approved at the eighty-seventh session of the Maritime Safety Committee (12 to 21 May 2010),
include a new annex 14 on Guidance on providing safe working conditions for securing of
containers on deck.
Also included are:
Revised guidelines for the preparation of the Cargo Securing Manual approved in May 2010;
Elements to be taken into account when considering the safe stowage and securing of cargo
units and vehicles in ships, as amended in 2010;
Amendments to the guidelines for securing arrangements for the transport of road vehicles
on ro-ro ships, as amended in 2010.
The proper stowage and securing of cargoes is of the utmost importance for the safety of life at
sea. Improper stowage and securing of cargoes has resulted in numerous serious ship casualties
and caused injury and loss of life, not only at sea but also during loading and discharge. In order to
deal with the problems and hazards arising from improper stowage and securing of certain cargoes
on ships, the International Maritime Organization (IMO) has issued guidelines in the form of either
Assembly resolutions or circulars adopted by the Maritime Safety Committee (MSC);
these are listed hereunder:
Safe stowage and securing of cargo units and other entities in ships other than cellular
containerships, resolution A.489(XII) [ appendix 1];
Guidelines for the preparation of the Cargo Securing Manual, MSC/Circ. 745 [ appendix 2];
Elements to be taken into account when considering the safe stowage and securing of cargo
units and vehicles in ships, resolution A.533 (13) [ appendix 3];
Guidelines for securing arrangements for the transport of road vehicles on roro ships,
resolution A.581 (14), as amended [ appendix 4];
IMO/ILO/UN ECE Guidelines for packing of cargo transport units [see the Supplement to the
IMDG Code (sales number IH210E)];
Recommendations for entering enclosed spaces aboard ships, resolution A.864 (20)
[ appendix 5].
The accelerations acting on a ship in a seaway result from a combination of longitudinal, vertical
and predominantly transverse motions. The forces created by these accelerations give rise to the
majority of securing problems. The hazards arising from these forces should be dealt with by taking
measures both to ensure proper stowage and securing of cargoes on board and to reduce the
amplitude and frequency of ship motions.
drawing the attention of shipowners and ship operators to the need to ensure that the ship is
suitable for its intended purpose;
providing advice to ensure that the ship is equipped with proper cargo securing means;
providing general advice concerning the proper stowage and securing of cargoes to
minimize the risks to the ship and personnel;
providing specific advice on those cargoes which are known to create difficulties and
hazards with regard to their stowage and securing;
advising on actions which may be taken in heavy sea conditions; and
advising on actions which may be taken to remedy the effects of cargo shifting.
In all cases, improper stowage and securing of cargo will be potentially hazardous to the securing
of other cargoes and to the ship itself. Decisions taken for measures of stowage and securing
cargo should be based on the most severe weather conditions which may be expected by
experience for the intended voyage.
Ship-handling decisions taken by the master, especially in bad weather conditions, should take into
account the type and stowage position of the cargo and the securing arrangements.
Annex 1 Safe stowage and securing of containers on deck of ships which are not
specially designed and fitted for the purpose of carrying containers
Annex 5 Safe stowage and securing of heavy cargo items such as locomotives,
transformers, etc.
The International Convention for Safe Containers, 1972 (CSC 1972) has two goals:
to maintain a high level of safety of human life in the transport and handling of containers by
providing acceptable test procedures and related strength requirements; and
to provide uniform international safety regulations, equally applicable to all modes of surface
transport, thereby avoiding the proliferation of divergent national regulations.
The amendments to CSC 1972 adopted by resolution MSC.355(92) entered into force on 1 July
2014 and include:
new definitions at the beginning of annexes I and II, along with consequential amendments
to ensure uniform usage of terminology throughout CSC 1972;
the introduction of a transitional period for marking containers with restricted stacking
capacity, as required under the relevant standard; and
the inclusion in annex III of the list of deficiencies which do not require an immediate out-of-
service decision by the control officer but do require additional safety measures to enable
safe ongoing transport.
1 INTRODUCTION
2 INTERPRETATIONS
2.1 General
2.2 Definitions
2.3 Application
2.4 Entry into force
2.5 Testing, inspection and approval
2.6 Approval of containers for foreign owners or manufacturers
2.7 Maintenance and structural modifications
2.8 Withdrawal of approval
2.9 Control
2.10 Safety Approval Plate
2.11 Maintenance and examination procedures
2.12 Records of examinations
2.13 Frequency of examinations
2.14 Modifications of existing containers
2.15 Test methods and requirements
2.16 Stacking test
2.17 Longitudinal Restraint (Static Test)
3 GUIDELINES
3.1 Objectives
3.2 Scope
3.3 Approval and testing of containers
3.4 Approval of Offshore Containers handled in open seas
3.5 Serious Structural Deficiencies in containers
3.6 Safety Approval Plates
3.7 Maintenance and examination procedures
3.8 Maintenance and Examination Scheme Approval and Control
3.9 Sale Containers
3.10 One-way trip containers
3.11 Ratification
3.12 Control
3.13 Disputes
ISGOTT is the definitive guide to the safe carriage and handling of crude oil and petroleum
products on tankers and at terminals.
Safety is critical to the tanker industry. The International Safety Guide for Oil Tankers and
Terminals, or ISGOTT as it is now widely known, has become the standard reference work on the
safe operation of oil tankers and the terminals they serve. To remain so, the Guide must keep
abreast of changes in vessel design and operating practice and reflect the latest technology and
legislation.
In this Fifth Edition, account has been taken of latest thinking on a number of issues including
the generation of static electricity and stray currents; the use of mobile phones and pagers
which are now ever present but which did not warrant a mention in the Fourth Edition; the use of
new materials for mooring lines as emergency towing off pennants; the toxicity and the toxic effects
of benzene and hydrogen sulphide; and the introduction of the International Safety Management
(ISM) Code. The Ship/Shore Safety Check List has been completely revised to better reflect the
individual and joint responsibilities of the tanker and the terminal.
Care has been taken to ensure that where the guidance given in previous editions was still relevant
and fit-for purpose it has not been changed or deleted in moving to the new format. ISGOTT
continues to provide the best technical guidance on tanker and terminal operations. All operators
are urged to ensure that the recommendations in this guide are not only read and fully understood,
but also followed.
This latest edition takes account of recent changes in recommended operating procedures,
particularly those prompted by the introduction of the International Safety Management (ISM)
Code, which became mandatory for tankers on 1st July 1998. One of the purposes of the Guide is
therefore to provide information that will assist companies in the development of a Safety
Management System to meet the requirements of the ISM Code.
This guide does not provide a definitive description of how tanker and terminal operations are
conducted. It does provide guidance and examples of how certain aspects of tanker and terminal
operations may be managed. Effective management of risk demands processes and controls that
can quickly adapt to change. Therefore the guidance given is, in many cases, intentionally non
prescriptive and alternative procedures may be adopted by some operators in the management of
their operations. These alternative procedures may exceed the recommendations contained in this
guide. Where an operator has adopted alternative procedures, they should follow a risk based
management process that
must incorporate systems for identifying and assessing the risks and for demonstrating how they
are managed. For shipboard operations, this course of action must satisfy the requirements of the
ISM Code.
It should be borne in mind that, in all cases, the advice in the guide is subject to any local or
national terminal regulations that may be applicable, and those concerned should ensure that they
are aware of any such requirements. It is recommended that a copy of the guide be kept and
used on board every tanker and in every terminal to provide advice on operational procedures
and the shared responsibility for port operations.
Certain subjects are dealt with in greater detail in other publications issued by IMO or by ICS,
OCIMF or by other maritime industry organisations. Where this is the case an appropriate
reference is made, and a list of these and other related publications is given in the bibliography.
It is not the purpose of the guide to make recommendations on design or construction. Information
on these matters may be obtained from national authorities and from authorised bodies such as
Classification Societies.
Similarly, the guide does not attempt to deal with certain other safety related matters
e.g. navigation, helicopter operations, and shipyard safety
although some aspects are inevitably touched upon.
The guide does not relate to cargoes other than crude oil that is carried in oil tankers and
combination carriers and petroleum products that are carried in oil tankers, chemical tankers, gas
carriers and combination carriers certified for the carriage of petroleum products. It therefore does
not cover the carriage of chemicals or liquefied gases, which are the subject of other industry
guides. Finally the guide is not intended to encompass offshore facilities including FPSOs and
FSUs. Operators of such units may, however, wish to consider the guidance given to the extent
that good tanker practice is equally applicable to their operations.
CONTENTS of ISGOTT
PURPOSE AND SCOPE
BIBLIOGRAPHY
DEFINITIONS
The IBC Code provides an international standard for the safe carriage in bulk by sea of dangerous
chemicals and noxious liquid substances listed in chapter 17 of the Code. To minimize the risks to
ships, their crews and the environment, the Code prescribes the design and construction standards
of ships and the equipment they should carry, with due regard to the nature of the products
involved. In December 1985, by resolution MEPC.19(22), the Code was extended to cover marine
pollution aspects and applies to ships built after 1 July 1986.
In October 2004, IMO adopted revised MARPOL Annex II Regulations for the control of pollution by
noxious liquid substances in bulk. This incorporates a four-category categorization system for
noxious and liquid substances and it entered into force on 1 January 2007.
Consequential amendments to the International Bulk Chemical Code (IBC Code) were also
adopted in October 2004, reflecting the changes to MARPOL Annex II. The amendments
incorporate revisions to the categorization of certain products relating to their properties as
potential marine pollutants as well as revisions to ship type and carriage requirements following
their evaluation by the Evaluation of Hazardous Substances Working Group.
Ships subject to the Code shall be designed to one of the following standards:
.1 A type 1 ship is a chemical tanker intended to transport chapter 17 products with very
severe environmental and safety hazards which require maximum preventive measures to
preclude an escape of such cargo.
.2 A type 2 ship is a chemical tanker intended to transport chapter 17 products with
appreciably severe environmental and safety hazards which require significant preventive
measures to preclude an escape of such cargo.
.3 A type 3 ship is a chemical tanker intended to transport chapter 17 products with sufficiently
severe environmental and safety hazards which require a moderate degree of containment
to increase survival capability in a damaged condition.
Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to
present the greatest overall hazard and type 2 and type 3 for products of progressively lesser
hazards. Accordingly, a type 1 ship shall survive the most severe standard of damage and its cargo
tanks shall be located at the maximum prescribed distance inboard from the shell plating.
Section 20 Requirements for Offshore Supprt Vessels Engaged in the Transport and
Handling of Limited Amounts of Hazardous and Noxious Liquid
Substances in Bulk
Under regulation 11 of Annex II to MARPOL 73/78, chemical tankers constructed before 1 July
1986 must comply with the requirements of the Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (BCH Code) the predecessor of the IBC Code. The BCH
Code remains as a recommendation under the 1974 SOLAS Convention.
This publication contains the Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (BCH Code) and information related to that Code. The Code was
originally adopted in 1971 and was altered by a series of amendments between 1972 and 1983
before an amended version was adopted by the Marine Environment Protection Committee
(MEPC) in 1985 and by the Maritime Safety Committee (MSC) in 1986. There have been further
amendments, the most recent of which were adopted by the MEPC by resolution MEPC.144(54) in
March 2006 and by the MSC by resolution MSC.212(81) in May 2006. These came into force on 1
August 2007.
Chapters VI and VII of the BCH Code are now much shorter than in earlier editions because they
refer the user to chapters 17 and 18 of the IBC Code. Under the provisions of Annex II of the
International Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto (MARPOL 73/78), chemical tankers constructed before 1 July
1986 must comply with this Code; those built on or after that date must comply with the
International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (IBC Code) for the purposes of MARPOL 73/78 and the International Convention for the
Safety of Life at Sea (SOLAS 74).
The International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code), adopted by resolution MSC.5(48), has been mandatory under SOLAS chapter VII
since 1 July 1986. The IGC Code applies to ships regardless of their size, including those of less
than 500 gross tonnage, engaged in carriage of liquefied gases having a vapour pressure
exceeding 2.8 bar absolute at a temperature of 37.8C, and certain other substances listed in
chapter 19 of the Code. The aim of the Code is to provide an international standard for the safe
carriage by sea in bulk of liquefied gases and the substances listed in chapter 19, by prescribing
the design and construction standards of ships involved in such carriage and the equipment they
should carry so as to minimize the risk to the ship, to its crew and to the environment, having
regard to the nature of the products involved.
The basic philosophy is one of ship types related to the hazards of the products covered by these
codes, each of which may have one or more hazard properties. A further possible hazard may
arise owing to the products being transported under cryogenic (refrigerated) or pressure conditions.
Severe collisions or strandings could lead to cargo tank damage and uncontrolled release of the
product. Such release could result in evaporation and dispersion of the product and, in some
cases, could cause brittle fracture of the ship's hull. The requirements in the codes are intended to
minimize these risks as far as is practicable, based upon present knowledge and technology.
Throughout the development of the Code it was recognized that it must be based upon sound
naval architectural and engineering principles and the best understanding available as to the
hazards of the various products covered; furthermore that gas carrier design technology is not only
a complex technology but is rapidly evolving and that the Code should not remain static. Therefore,
IGC Code is kept under review, taking into account experience and technological development.
The latest comprehensive amendments of the IGC Code were adopted by resolution MSC.370(93),
expected to enter into force on 1 July 2016.
The purpose of this Code is to provide an international standard for the safe carriage, by sea in
bulk, of liquefied gases and certain other substances that are listed in chapter 19.
It prescribes the design and construction standards of the ships involved and the equipment they
should carry to minimize the risk to the ship, its crew and the environment.
Section 5 Process Pressure Vessels and Liquid, Vapour and Pressure Piping Systems
The purpose of the IGC Code is to provide an international standard for the safe carriage by sea of
liquefied gases (and other substances listed in the Code) in bulk. To minimize risks to ships
involved in such carriage, to their crews and to the environment, the Code prescribes the design
and constructional standards of such ships and the equipment they should carry. This edition
incorporates amendments adopted by the Maritime Safety Committee at its sixty-first session
(December 1992) by resolution MSC.30(61).
This edition is valid and applies to all ships constructed before 1 January 2016.
Code for the Construction Equipment of Ships Carrying Liquefied Gases in Bulk (GC Code)
and Code for Existing Ships Carrying Liquefied Gases in Bulk (EGC Code)
Gas carriers constructed before 1 July 1986 and after 31 October 1976 should comply with the
requirements of the Code for the Construction Equipment of Ships Carrying Liquefied Gases in
Bulk (GC Code),
while gas carriers that had already been trading prior to the application of the GC Code should
comply with the requirements of the Code for Existing Ships Carrying Liquefied Gases in Bulk.
General Cargoes
Bagged cargoes
There are many examples of bagged cargoes: fishmeal, grain, beans, cocoa, etc. to name but a few. They may
be packed in paper bags like cement, or Hessian sacks, as employed for grain or bean products, loading
taking place either in containers or on pallet slings. Size of bags tends to vary depending on the product, and
are seen as a regular type of package for general cargo vessels.
However, handling bagged cargo is expensive by todays standards and many of the products lend more
easily and more economically to bulk carriage or container stow. Where bags are stowed they should be on
double dunnage, stacked either bag on bag or stowed half bag.
When receiving bagged cargo the bags should be seen to be clean and not torn. Neither should they be bled in
order to get a few extra bags into the compartment. Such an action would only increase the sweepings after
discharge and lead to increased cargo claims. Slings should be made up, in or close to, the square of the
hatch. If they are made up in the wings, then bags are liable to tear as the load is dragged to the centre.
Stevedores should not use hooks with paper bags and bags should not be hoisted directly by hooked lifting
appliances.
Shippers frequently provide additional unused bags to allow for residual sweepings. This allows for all bags
being discharged ashore, even torn bags, to ensure that a complete tally is achieved. Bags containing oil
seeds of any type must be stowed in a cool place as these are liable to spontaneous combustion.
Cattle food should be kept dry and away from strong smelling goods.
Cement paper bags require care in handling. Stow in a dry place and not more than fifteen (15) bags high.
Alternative carriage in bulk in specially designed ships for the task. Bilges should be rendered sift proof and
compartments must be thoroughly clean to avoid contamination which would render cement useless as a
binding agent.
Chemicals prior to loading check the IMDG Code and provide suitable stow.
Cocoa stow away from heat and from other cargoes which are liable to taint.
Coffee requires plenty of ventilation and susceptible to damage from strong smelling goods.
Copra dried coconut flesh. Liable to heat and spontaneous combustion. It could taint other cargoes and
cause oxygen deficiency in the compartment. Requires good surface ventilation.
Dried blood used as a fertilizer and must be stowed away from any cargoes liable to taint (similar stow for
bones).
Expeller seed must be shipped dry. It is extremely high risk to spontaneous combustion and must not be
stowed close to bulkheads, especially hot bulkheads.
Fishmeal gives off an offensive odour and requires good ventilation. This cargo is liable to spontaneous
combustion and requires continuous monitoring of bags and surrounding air temperatures. Bags should not
be loaded in a wet or damp condition, or if they are over 35C or _ 5C above ambient temperature
whichever is higher.
Flour easily tainted. The stow must be kept dry and clear of smelly goods.
Quebracho extract this is a resin extract used in the tanning industry. Bags are known to stick together and
should be separated on loading by wood shavings.
Soda ash should be stowed away from ironwork and foodstuffs, and must be kept dry.
Sugar also carried as bulk cargo. Bagged green sugar exudes a lot of syrup. Stowage should be kept clear
of the ships side as the bags are susceptible to tearing as the cargo settles. Dry refined sugar and wet or
green sugar must not be stowed together. Cover steelwork with brown paper for bulk sugar and keep dry.
Rice
Rice is considered as a grain cargo and would need to meet the requirements of the Grain Regulations
affecting stowage. A ships condition format would be required to show the cargo distribution and a curve of
statical stability for the condition would need to be constructed. Rice cargoes are now usually carried in bulk.
This eliminates the costs of handling bags for the shipping phase. It is more economical and common to bag
rice products at the distribution stage.
Rice contains a considerable amount of water and is liable to sweat. It must be well ventilated and not
allowed to become moist or it will start to rot and give off a pungent smell which could affect other rice
cargoes in the vicinity. It is also known to give off carbonic acid gas (a weak acid formed when carbon
dioxide (CO2) is dissolved in water). Ventilators should generally be trimmed back to wind, although
matured grain rice will require less ventilation than new grain rice. In any event, a void space between the
deck head of the compartment and the surface of the stow should be left bearing in mind the possibility of
cargo movement and the necessity to employ shifting boards. Surface ventilation should be ongoing to
remove warm air currents rising from the bulk stow.
Prior to loading rice, the compartments should be thoroughly cleaned, bilges sweetened and made sift free. A
lime coating is recommended, together with a cement wash. Their condition must be such to pass survey
inspection. The hold ceiling should be stain free and covered by a tarpaulin or separation cloth. To this end
an adequate supply of matting and separation cloths are to be recommended.
If compartments are only partly filled, then bagged rice with suitable separation cloths may be used to secure
the stow. Bags for rice are usually of a breathable man-made, interwoven fabric. A ship loading rice would
need a Certificate of Authorization, or alternatively the master would need to show that the vessel can
Modern loading methods usually employ chutes, while pneumatic suction systems are often engaged for the
discharge process. Working capacity of distribution and suction units is up to about 15 000 tonne/h (stowage
factor for rice in bags =1.39m3/tonne, or bulk stow =1.20m3/tonnes).
Bale goods
Various types of goods are carried in bales, either in open stow or containerized. Bales in open stow are
normally laid on thick single dunnage of at least 50 mm in depth. Bales are expected to be clean with all
bands intact. Any stained or oil marked bales should be rejected at the time of loading. All bales should be
protected against ships sweat and the upper level of cargo should be covered with matting or waterproof
paper to prevent moisture from the deck head dripping onto the cargo surface.
Cotton/cotton waste bales of cotton are highly inflammable and stringent fire precautions should be
adopted when loading this cargo. A strict nosmoking policy should be observed. If the bales have been in
contact with oil or are damp they are liable to the effects of spontaneous combustion. Generally, a dry
stowage area is recommended.
Esparto grass these and products like hay and straw bales are high risk to spontaneous combustion
especially if wet and loosely packed. Poorly compressed bales should be rejected. If carried on deck these
bales should be covered by tarpaulins, or other protective coverage.
Fibres such as jute, hemp, sisal, coir, flax or kapok are all easily combustible. A strict no-smoking policy
should be observed at all stages of contact. Bales must be kept away from oil and should not be stowed in the
same compartment as coal or other inflammable substances or other cargoes liable to spontaneous
combustion.
Oakum this is hemp fibres impregnated with pine tar or pitch. It is highly inflammable and strict no-
smoking procedures should be adopted. It is also liable to spontaneous combustion.
Rubber if packed in bales these give an unstable platform on which to overstow other cargoes, other than
more bales of rubber. Crpe rubber tends to become compressed and sticks to adjacent bales and talcum
powder should be dusted over the bales to prevent this stickiness between bales. Polythene sheeting with
ventilation holes is also used and is now in more common use for the same purpose. Up-to-date methods tend
to wrap the whole bales separately in polythene to eliminate the sticking element.
Tobacco usually stowed in bales in open stow. It is liable to taint other cargoes and is also susceptible to
taint from other cargoes in close proximity. The stowage compartment should be dry and kept well ventilated
or there is a risk of mildew forming.
Wood pulp must be kept dry. If it is allowed to get wet it will swell and could cause serious damage to the
steel boundaries of the compartment. Notice metacentre (M) 1051 recommends that care should be taken to
ensure that no water is allowed to enter the compartment. To this end all air pipes and ventilators should be
sealed against the accidental ingress of water.
Cable reels large wooden reels with power cable rove around a central core are carried as general cargo.
They are stowed in the upright position, on a firm deck and should be secured against any pitching or rolling
of the vessel when in a seaway. They can be quite, large, 34 m in diameter, and consequently may be
considered as a heavy load, especially if the cable contains a steel construction element. Designated Cable
Ships with telegraph cable tend to load the cable directly into specially constructed cylindrical tanks in
specialized cable holds. Such cables should not be confused with the Cable Reels discussed as general cargo.
Paper cargoes paper may be carried in many forms from waste paper to newsprint. The compartment, in
whatever form the paper is to be carried, must be in a dry condition and well ventilated. Newsprint is carried
in rolls which are normally stowed on their ends to avoid distortion, preferably on double dunnage. A ships
steelwork would normally be protected with waterproof paper to
prevent ships sweat from damaging the rolls. Hooks should not be used during the loading or discharge
periods. On occasions, like in tween decks, the rolls may be stowed on their sides. If this is done, they should
be chocked off to prevent friction burns and movement when the vessel is at sea. Rolls of paper should be
sighted as being unmarked by oil or other similar stains on loading. Once on board, the cargo should be kept
clean and not allowed to become contaminated by any form of oil or water.
Dried fruits these include: apricots, currents, dates, figs, prunes, raisins and sultanas. May be shipped in
cases, cartons, small boxes or even baskets. However carried, they must be stowed away from cargoes which
are liable to taint. Dried fruits tend to give off a strong smell and generally may contain drugs and insects
which could contaminate other cargoes, especially foodstuffs.
The fruit itself is liable to taint from other strong odorous cargoes and stowage should be kept separate in
cool well-ventilated compartments. Tween deck stowage is preferred, but if stowed in lower holds adequate
ventilation must be available throughout the course of the voyage. If in open stow, good layers of dunnage
are recommended to assist air flow and the cargo should not be overstowed.
Garlic and onions shipped in bags, cases or crates and these give off a pungent odour and must be stowed
clear of other cargoes liable to taint. It is essential that onions and garlic are provided with good ventilation,
similar to fresh fruit. Considerable moisture will be given off onions and adequate drainage facilities would
be expected.
Fresh fruit apples, apricots, pears, peaches, grapefruit, grapes, lemons and oranges can be carried quite
successfully in non-refrigerated compartments, the proviso being that adequate dunnage is used along with
good ventilation. In the event that mechanical ventilation is not used then hatches should be opened (weather
permitting). Fruit, especially green fruit, gives
off a lot of gas and extreme care should be exercised before entering any compartment stowed with fresh
fruit. Following the discharge of fruit the holds should be well aired and deodorized.
The correct and safest method of carrying steel slabs, and heavy steel plates, is to stow with the
longitudinal axis athwartships. This entails winging the stow out to the ships sides and results in
overlapping of horizontal layer ends. In the case of slabs, this method of stowage entails handling
each slab individually in the hatch, using a forklift truck. Similarly, steel plates, depending on their
weight per unit, can only be handled a few at a time.
In Fig 2 a variation of 1 is shown, which is useful when the complete tank top area is not to be
utilised. Slab 1 is stowed athwartships. Slabs 2, 3 and 4 are stowed longitudinally in order to
prevent movement of the stow.
It is essential that wooden dunnage be placed between plates or slabs, in order to correct
any tendency to shift. In some cases, consideration may be given to the lashing of such stows with
steel wires, preferably attached to steel eyepads. This applies particularly in the upper decks of
tween deck vessels
Pulp Cargo
Wood pulp from soft trees such as pine, larch, hemlock, fir and spruce is the most common
material used to make paper. The major hazard of wood pulp cargo is that it swells if it comes into
contact with water, exerting enormous pressure on the structure of the cargo hold and possibly
causing a structural failure. Additionally, this cargo depletes oxygen from the environment and
generates carbon dioxide, making the atmosphere in the hold unsuitable for entry.
Considerable attention is required to avoid contamination of the cargo by dirt or by residues of the
previous cargo. Wood pulp is typically carried in bales that have a protective covering to avoid any
contamination to the cargo. To assist in the protection of a wood pulp cargo, holds are frequently
repainted. Air bags are used to prevent the movement of bales in the hold.
In theory, localized wetting of paper pulp can result in mould growth on the surface. However, there
is normally sufficient moisture transfer through a bale to prevent this occurring particularly as
cellulose does not provide adequate nutrition for most mould species. There have been occasions
when the swelling of seriously wetted bales has resulted in structural damage to the ship.
UREA
Urea serves an important role in the metabolism of nitrogen-containing compounds by animals and
is the main nitrogen-containing substance in the urine of mammals. It is solid, colourless, and
odourless (although the ammonia which it gives off in the presence of water, including water
vapour in the air, has a strong odour). It is highly soluble in water and non-toxic. Dissolved in water
it is neither acidic nor alkaline. The body uses it in many processes, most notably nitrogen
excretion. Urea is widely used in fertilizers as a convenient source of nitrogen. Urea is also an
important raw material for the chemical industry.
Urea is shipped in bags, drums or bulk and used as a fertilizer. Urea, grouped as a nitrogen giving
nutrient to soil, must not come into contact with alkaline materials such as basic slag or lime. If
heated significantly can give off toxic gases. Ensure cool stow in a GP container.
Contamination of bulk urea (granular and prilled) with flakes of hold paint is becoming more of a
common occurrence. The problem is not caused by the use of incorrect paints, but more by poor
condition or by the fact that paint has been improperly applied, with steel surfaces having not been
properly prepared.
This is not helped by the fact that urea is made from a synthesis of ammonia and carbon dioxide.
In transit some ammonia is vented and this can work its way under loose paint. Since ammonia is a
scourging/cleaning agent it attacks the bond between the paint and the steel surface.
This problem is made worse if the cargo is wet and/or there is water or condensation in the hold.
This is because the scourging effect of ammonia is much higher when it is in a water solution.
Recommendations are that ships carrying this type of cargo should not ventilate during the loaded
voyage.
If ventilating does take place it will really only remove the ammonia at the top of the stow and could
increase the risk of an ingress of sea air with high moisture content which could increase the risk of
water condensation within the cargo.
No special hazards. Urea is non-combustible or has a low fire-risk. This cargo is hygroscopic and
will cake if wet. Urea (either pure or impure) may, in the presence of moisture, damage paintwork
or corrode steel.
Consult the IMSBC Code (International Maritime Solid Bulk Cargoes Code), the IMDG Code
(International Maritime Dangerous Goods Code) and applicable MSDS sheet for safe
handling/carriage.
Bauxite
A brownish yellow claylike / earthy
mineral, it consists mainly of
hydrated alumina, mixed with silica
and iron hydroxide and is the most
important source of aluminum. It is
also known as aluminium ore and
usually obtained from open cast
mines. Bauxite is usually strip mined
because it is almost always found
near the surface of the terrain, with
little or no overburden.
On 1 January 2015, the bulk carrier Bulk Jupiter sank, resulting in the tragic loss of
18 of its 19 crew. The vessel was carrying a cargo of bauxite loaded at Kuantan,
Malaysia. This Accident leading to increased discussion of the dangers of
liquefaction associated with the carriage of bauxite.
Cargo classification
Bauxite is a cargo typically consisting of lumps with relatively low moisture content
and so is commonly classified as a group C cargo cargo not liable to liquefy,
as per the International Maritime Solid Bulk Cargoes (IMSBC) Code.
If any of the properties listed in Appendix 1 of the IMSBC Code are not met, the
requirements of section 1.3 of the Code, Cargoes not listed in this Code, should be
followed.
If the actual cargo composition does not match the description in the schedule, the
cargos properties and behavior may not be consistent with those of the Code. It has
been reported that Bauxite cargoes shipped from Kuantan is sieved before shipping to
remove any large lumps from the shipment. The sieving process involves the use of
high pressure water jets to force the cargo into the rotary sieves. This process not
only removes the larger particles of the cargo, but also increases the moisture
content.
For bulk cargos with a high moisture content, Appendix 3, Art 2 of the Code states:
Many fine particle cargoes, if possessing a sufficiently high moisture content are liable
to flow. Thus any damp or wet cargo containing a proportion of fine particles should
be tested for flow characteristics prior to loading.
The exact definition of fine particle is not clear from the Code. However, if cargo
parcels are assessed solely based on the particle size, a number of cargoes may fall
into the fine particle category. Research which lead to the draft new schedule for
iron ore fines resulted in that cargo being categorised as Group A, where the particle
size distribution is a combination of 10% or more of fine particles less than 1 mm in
size, and 50% or more of particles less than 10 mm in size.
The P& I Clubs strongly recommends the appointment of a surveyor if the master
suspects that any Bauxite or other cargo declared by the shippers as Group C may be
prone to liquefaction, or if the master has any doubt as to the accuracy of moisture
content and TML certificates accompanying a Group A declaration. Depending on the
findings of the local surveyor, it may be necessary to seek expert advice and to have
cargo samples tested at an independent laboratory before the vessel loads any further
cargo and/or sails. In the case of the BULK JUPITER the laboratory analysis results
were received well after the vessel had been lost. It is worth emphasising that can test
results are only an indicator and as the Code itself states in Section 8.4 even if
samples remain dry following a can test, the moisture content of the material may still
exceed the Transportable Moisture Limit (TML). That said, cargo that fails a can-test
should not be loaded in any event.
The above
photograph taken
of the no. 4 cargo
hold on the
ORCHID ISLAND
shows clear signs
of splatter on the
adjacent
bulkheads. If
splatter is noted at
the time of loading,
the master should
immediately take
all necessary
actions to verify
the condition of the
cargo as the
splatter is an
indication that the
cargo may be
prone to
liquefaction.
MOP has a high nutrient concentration and is therefore relatively price competitive with other forms
of potassium. The chloride content of MOP can also be beneficial where soil chloride is low.
Recent research has shown that chloride improves yield by increasing disease resistance in crops.
In circumstances where soil or irrigation water chloride levels are very high, the addition of extra
chloride with MOP can cause toxicity. However, this is unlikely to be a problem, except in very dry
environments, since chloride is readily removed from the soil by leaching.
No special hazards. This cargo is non-combustible or has a low fire-risk. Potash is hygroscopic and
will cake if wet. Solutions are irritating to tissue.
For overseas carriage consult the IMSCB Code (International Maritime Solid Bulk Cargoes Code).
Hazard
Even though this cargo is classified as non-hazardous, it may cause heavy corrosion when wet.
This cargo is non-combustible or has a low fire-risk.
This cargo is hygroscopic and will cake if wet.
Weather precautions
This cargo shall be kept as dry as practicable. This cargo shall not be handled during precipitation.
During handling of this cargo, all non-working hatches of the cargo spaces into which this cargo is
loaded or to be loaded shall be closed.
Ventilation
The cargo spaces carrying this cargo shall not be ventilated during voyage.
Carriage
After the completion of loading of this cargo, the hatches of the cargo spaces shall be sealed to
prevent water ingress
Coal Cargo
Risk factors
Coal : may create flammable atmospheres,
may heat spontaneously,
may deplete the oxygen concentration,
may corrode metal structures.
Can liquefy if predominantly fine 75% less than 5 mm coal.
Always consult the IMSBC Code, see under the headings General requirements for all coals
and Special precautions Selfheating coals.
Vessels shipping coal should at all times carry on board instruments for measuring methane,
oxygen and carbon monoxide gas concentrations, so that the atmosphere within the cargo space
can be monitored. The instrument should be regularly serviced and calibrated so that it can provide
the crewmembers with reliable data about the atmosphere within the cargo space. Care needs to
be exercised in interpreting methane measurements carried out in the low oxygen concentrations
often found in unventilated cargo holds.
The catalytic sensors normally used to detect methane rely on the presence of sufficient oxygen for
accurate measurement. This phenomenon does not affect the measurement of carbon monoxide
or measurement of methane by infrared sensor. However, additional guidance should be sought
from the manufacturer of the instrument.
An instrument required for measuring methane, oxygen and carbon monoxide concentrations
should be fitted with an aspirator, flexible connection and a length of tubing, thus enabling a
representative sample to be obtained from within the square of the hatch.
Stainless steel tubing approximately 0.5m in length and 6mm nominal internal diameter with an
integral stainless steel threaded collar is often preferred. The collar is necessary to provide an
adequate seal at the sampling point.
A suitable filter should be used to protect the instrument against the ingress of moisture as
recommended by the manufacturer. The presence of even a small amount of moisture would
compromise the accuracy of the measurement.
Australia is the world's largest coal exporter with an estimated 240 million tonnes exported every
year. Other significant coal exporters include the USA, Canada and South Africa.
Major coal importing countries include Japan, Korea, the UK, Germany, India and Italy to generate
electricity.
Coals may emit methane, a flammable gas. A methane/air mixture containing between 5% and
16% methane constitutes an explosive atmosphere which can be ignited by sparks or naked flame,
e.g. electrical or frictional sparks, a match or lighted cigarette. Methane is lighter than air and may,
therefore, accumulate in the upper region of the cargo space or other enclosed spaces. If the cargo
space boundaries are not tight, methane can seep through into spaces adjacent to the cargo
space.
Coals may be subject to oxidation, leading to depletion of oxygen and an increase in carbon
dioxide in the cargo space.
Some coals may be liable to self-heating that could lead to spontaneous combustion in the cargo
space. Flammable and toxic gases, including carbon monoxide, may be produced. Carbon
monoxide is an odorless gas, slightly lighter than air, and has flammable limits in air of 12% to 75%
by volume. It is toxic by inhalation, with an affinity for blood hemoglobin over 200 times
that of oxygen.
Some coals may be liable to react with water and produce acids which may cause corrosion.
Flammable and toxic gases, including hydrogen, may be produced. Hydrogen is an odourless gas,
much lighter than air, and has flammable limits in air of 4% by 75% by volume.
It should be noted that even well fitted hatch covers may be weathertight to rain and seas
over the deck. However, with various rolling movements of the ship, the covers may not be
airtight. Leakage of air into the cargo space will then assist spontaneous heating of the
coal. Subsequent heating of the coal will set up thermal movements within the cargo space,
hot products of combustion out of the space and a fresh supply of oxygen into the space to
assist further oxidation and heating of the coal.
Types of coal
As geological processes apply pressure to dead biotic material over time, under suitable
conditions it is transformed successively into:
Coal Slurry
This is a mixture of solid coal containing water and is obtained as a byproduct during
mining. The coal particle size is usually less than 1 mm. It is regarded as a cargo that may
liquefy due to its high moisture content.
Coal Duff
This is a mixture of coal and water with the largest coal particles around 7 mm. Less liable to
liquefaction than coal slurry, but does require its moisture content to be monitored.
Coke
Solid residues obtained by distillation of petroleum products, or half burnt coal with less gas
Compiled by : Gursimranjit Randhawa Page 99
Mates Orals Notes Function 2 - Cargo
content but with a tendency to absorb moisture at up to 20% by weight.
Small Coal
Contains particles of coal less than 7 mm in size; small coal is likely to develop a flow state
due to its high moisture content.
According to IMO classification, coal is considered MHB. Three characteristics of coal need
to be considered:
Methane Emission
Most coals emit methane, which is highly explosive if a gas concentration of 516% is present
in atmosphere. A naked flame or spark is sufficient to ignite it. Methane is lighter than air
and so it flows towards the top empty part of the cargo compartment and may even travel
to adjacent compartments, including a hatch top. Coals that emit methane should be
monitored carefully and, if the methane level becomes unacceptable, surface ventilation
should be carried out as recommended by the IMSBC Code.
Spontaneous Combustion
Some coals are liable to spontaneous combustion due to the presence of moisture that
causes exothermic oxidation (a reaction that results in production of heat) of coal at
ambient temperature. If this heat is not dissipated, the temperature rises and the coal may
ignite.
Corrosion
Some types of coal react with water to produce acids that can cause excessive corrosion of
the ship's structure, known as `cargo corrosion'. As a result of the chemical reaction during
the process of forming acid and then corrosion, colourless and odourless gases such as
hydrogen are produced.
2. The precautions that need to be taken depend upon the information provided, eg if
the cargo is liable to emit methane, then the Master should refer to the IMDG Code to
obtain the loading, stowage and carriage information.
3. It is, therefore, imperative that the cargo information be supplied to the Master prior
to commencing loading, or they may not allow the operation.
5. Extra monitoring should be implemented when coal is loaded in holds adjacent to hot
areas, such as heated fuel DB tanks and engine room bulkheads.
6. The ideal place to monitor the temperature of the load is the centre of the stow. If the
temperature is measured from the side, top or corners of the hold it must be
remembered that the temperature at the centre of the cargo will be several degrees
higher.
7. A no smoking policy should be fully implemented on the ship and hot work should not
be allowed, particularly in the vicinity of cargo compartments.
8. Except where the shipper provides specific instructions to ventilate the cargo,
compartments containing coal should only be ventilated for the first 24 hours after
departure from the loading port. There should be regular monitoring of atmosphere
to check the concentration of pH of bilge water. Ventilation should only be continued
if the amount of methane rises above the acceptable level. Coal should also be
ventilated prior to discharge owing to the danger of the buildup of gases that could
be ignited by a spark from the opening of the hatches.
9. The gases may escape the cargo compartment to adjacent stores, mast houses, etc.
These spaces should also be monitored on a regular basis.
10. A higher pH value reading indicates the likelihood of increased corrosion. In such
cases the bilges should be kept dry by pumping out any accumulated water. However,
11. If any suspected problem is observed during the passage the shipper should be
contacted, not only to update their information but also to seek any clarification.
If the shipper has declared that the cargo is liable to selfheat, then the following additional
precautions should be taken:
If required, the Master should seek additional guidance from the shipper on the
adequacy of the existing precautions
if analysis of the atmosphere of the cargo compartment indicates an increased carbon
monoxide concentration, then
i) the hatch covers should be closed after loading and additional seals applied
iv) if the hold temperature exceeds 55C or the carbon monoxide concentration rises
steadily, expert advice should be sought.
Sulphur cargoes
Sulphur has certain properties; corrosion and the emission of certain gases. A copy of the
Material Safety Data Sheet (MSDS) should be requested from the shipper prior to loading
the cargo. This will outline the characteristics of the cargo as well as any specific precautions
to be followed during handling and carriage.
This makes it essential that proper precautions are taken regarding the safe handling and
carriage of this cargo. . All cargo holds must be suitably prepared prior to loading as follows:
This practice, now widely adopted in other loading ports, may lead to difficulties during and
after the period of ocean transportation. Despite the fact that very large quantities of
sulphur are carried annually by sea, the vast majority are carried without significant damage
to the carrying vessels.
Corrosion
When sulphur is loaded, any retained free water filters to the bottom of the holds during
the voyage. From there it is pumped out via the bilges. Some water remains on the tank
tops, and together with the fines, produces a sulphurous mud. A great deal of research has
been undertaken to understand and mitigate corrosion to vessels structures during the
handling and transportation of sulphur.
There are two processes whereby a corrosion reaction can occur, namely acidic and
electrochemical corrosion.
Acidic corrosion
This involves a reaction between an acid and elemental iron (steel). The acid involved is
sulphuric acid (H2SO4). Corrosion does not become significant until the acidity of the
solution increases to or below pH2.
Electrochemical corrosion
It has been established that the electrochemical reaction involves a redox
(reduction/oxidation) reaction between iron and sulphur. The specific requirements for this
reaction to take place are that sulphur and iron are in direct contact and that the sulphur
must be wet.
The following prudent measures, to preclude risk of damage as a result of loading sulphur,
should be adopted:
Make good all damages to paint coatings on hopper tank plating, bulkheads, bulkhead
stools, internal ships side plating frames and internals to the height to which the
cargo will be in intimate contact, and loose rust and scale removed from the
underside of hatchcovers. Aluminium or epoxy resin based paints appear to be most
effective.
Whereas the current rules of Classification Societies do not require tank top plating to
be coated, it is important and accepted that paint coatings serve to provide
protection to the plates during the carriage of sulphur.
During the loaded voyage, maintain bilge levels below tank top level. Keep a careful
bilge pumping record, which should also include estimates of the volumes of water
ejected from the holds.
Remove all residues of sulphur from the holds upon completion of discharge and
thoroughly wash down the holds with sea water and finally fresh water.
Cleanliness
Prior to loading sulphur, it is recommended that the receiving holds should be in a grain
clean condition, which requires:
Removal of all residues of previous cargoes, hard and loose scale from the holds.
Access to the upper regions of the holds should be gained by safe equipment.
Air wands should be used to dislodge residues of cargo from otherwise inaccessible
areas.
Thoroughly wash out the holds with sea water.
Thoroughly wash out the holds with fresh water.
Lime washing
It should be noted that applying lime wash to cargo hold structures does not totally
eliminate, but acts to slow or mitigate the corrosive reaction. Hence ideally, the lime wash
is, or should be, applied over existing sound paint coatings. The lime wash acts then in two
respects as an additional physical barrier and also as an alkaline neutralising barrier
between the wet sulphur and bare steel / painted surface.
The lime washs neutralising action will eventually result in it being consumed by the
sulphur once this happens, and in the absence of an intact paint coating, the sulphur is
once again in direct contact with the ships structure and the electrochemical corrosion
process can resume. Experience with Canadian sulphur has shown that the application of a
Gas emissions
Hydrogen sulphide
There are circumstances during the passage and after discharge whereby bulk sulphur can
emit small quantities of hydrogen sulphide gas. All areas in which sulphur is stowed or used
or which require the presence of personnel should therefore be thoroughly ventilated.
Sulphur dioxide
Masters should also be aware of the possibility that sulphur dioxide may be generated
during repairs involving heating/welding in spaces previously exposed to sulphur.
Appropriate safety measures should be taken.
Flammability
Masters should be aware that fire might occur when dry sulphur is being loaded as a result
of static electricity building up on the loading pipes. These fires can be extinguished by
dowsing with sulphur or by the use of a fresh water spray. Ferrous sulphide is pyrophoric
(may spontaneously combust on contact with air) and can cause fires near the tank tops
during discharge. Such fires maybe be controlled with the judicious use of a fine jet of fresh
water.
The majority of incidents where bulk carriers have been lost were when carrying iron ore. In
the carriage of iron ore, the following precautions should be taken:
1. Ironn ores are heavy cargoes which occupy a small area for a large weight, ie they have
a low stowage factor (between 0.240.80
0.240.80 m3/tonne). It is therefore important that the
tanktop has sufficient strength to carry certain iron ores
3. the stability of vessels as iron ore is a high density cargo, when loaded on an ordinary
bulk carrier (not an ore carrier) it will increase the vessel's GM to make it a `stiff' ship.
4. dust iron ore is commonly loaded with conveyor belts, grabs, chutes and bucket belt
unloaders, causing significant quantities of dust during both loading and discharging.
However, enclosed conveyor
eyor belt systems generate less dust. The dust may damage
ship's machinery as well as the health of personnel.
7. It is imperative that the cargo moisture content is tested prior to and monitored
during all stages of loading as, once onboard, cargo may be extremely difficult to
remove.
The shipper's test certificate should be presented before loading, be sound and no
more than seven days old. A good indicator during the load is the presence of splatter
marks of iron ore filings on the bulkheads. If splatter marks are evident, they should
be taken very seriously as an indication that the moisture content is above the TML
and the flow moisture point. If the Master is in any doubt, he should contact the
owners and the P&I Club correspondent.
8. stress monitoring stresses upon the ship, both in port and at sea, should be
monitored using an HSMS (Hull Stress Monitoring System) if fitted, and the movement
of cargo and ballast monitored using stress calculating software
9. alternate hold loading bulk carriers sometimes carried iron ore in alternate holds at
the request of charterers owing to the economic advantages of faster turnround and
raised centre of gravity. To do so ships must be specially strengthened. SOLAS Chapter
XII bans alternate hold loading for single skin ships of 150 m or more in length, built
before 1st July 1999, that carry cargo equal to 90% of the ship's deadweight.
10. the iron ore standard sampling procedure given in the IMSBC Code should be
followed.
Due to dampness within the cargo, the sulphur can react with the oxygen to produce
heat, resulting in spontaneous combustion. Therefore, for concentrates, the holds
should be kept closed and ventilation avoided. Additionally, due to sulphur and other
metallic contents within concentrates, these may emit poisonous/explosive gases.
The cargo spaces should be treated as enclosed spaces and appropriate entry
procedures followed
Fines is a general term used to indicate the physical form of a mineral or similar cargo and,
as the name suggests, such cargoes include a large proportion of small particles. The
transportation of iron ore fines by sea from the Indian subcontinent has proved problematic
in recent years when the moisture content has been too high at the time of loading. As a
consequence the solid cargo has behaved as a liquid, sometimes with alarming results. This
phenomenon is called liquefaction and leads to stability problems whereby the cargo can
shift at sea under the influences of the motion of the vessel and the effects of vibration.
Shifting can be sudden or progressive and lead to a ship developing a severe list, sometimes
resulting in a capsize.
Cargoes from the Indian subcontinent have been particularly prone to this phenomenon in
the monsoon season (June to September) because the fines are stored outside very often
with no protection from heavy rain. Also, cargoes transported long distances by rail from
mines to ports are prone to similar exposures. However, as explained below, such
problematic cargoes would never have been loaded if properly sampled, tested and
assessed before loading commenced. It is worth noting also that stockpiles can remain moist
if left out in the open after the monsoon season. As such, care needs to be taken at all times
and close attention paid to preloading test procedures. Liquefaction car occur in a cargo
that outwardly appears dry on the surface or essentially so; it does not have to be running
wet with water for it to have the propensity to liquefy.
Liquefaction
In a dry, granular, welltrimmed cargo the individual particles are in contact with each other
such that frictional forces prevent them sliding over one another. However, if there is
enough moisture present then there is the potential for the cargo to behave like a liquid.
This is because settling of the cargo occurs under the influences of vibration, overstowage
and the motion of the ship. As such, the spaces between the particles reduce in size with an
accompanying increase in water pressure between the particles. This results in a reduction
in friction between the particles and can allow the cargo to shift suddenly.
The Code requires that the cargo be assessed by determining a property known as the flow
moisture point (FMP). This is the lowest moisture content at which the material under test
begins to exhibit flow (liquefaction). The Code requires that whatever the value of the FMP,
it is reduced by 10% so as to incorporate a safety factor. This lower figure is then adopted as
the Transportable Moisture Limit (TML) for the cargo; TML 90% of FMP.
As such, tests to determine the actual moisture content of the cargo must then be carried
out on a representative sample before it is loaded. If the moisture content is at the TML or
exceeds it then the cargo should be declared unsafe and rejected. It is important to note
that the moisture content determination on the cargo to be loaded must be carried out no
more than seven days before the loading commenced. Moreover, if there has been
significant rain between the time of testing and loading then further tests must be
conducted to ensure that the moisture content of the cargo is still less than the TML. The
IMSBC Code sets out the proper Laboratory Test Procedures, Associated Apparatus and
Standards. The test should be carried out by a competent laboratory.
The IMSBC Code requires that the shipper shall provide certification to the Master to
confirm the TML and actual moisture content of the cargo before loading can commence.
Only if the cargo has a moisture content that is less than the TML can it be offered for safe
carriage by sea. Masters should be vigilant and ensure that cargo is inspected for any signs
that it may be above the TML. For example, free standing surface water, or spattering of
cargo as it lands in the holds with resulting run marks are clear warning signs.
The IMSBC Code states that a Master may undertake his own check test, often referred to as
the can test. If he considers that the cargo may not be as dry as is being claimed then he
can adopt a complementary test procedure.
The test is to check for approximately determining the possibility of flow on board ship or at
the dockside by the following auxiliary method: Half fill a cylindrical can or similar container
(0,5 to 1,0 litre capacity) with a sample of the material. Take the can in one hand and bring it
down sharply to strike a hard surface such as a solid table from a height of about 0,2 m.
Repeat the procedure 25 times at oneortwosecond intervals. Examine the surface for free
moisture or fluid conditions. If free moisture or a fluid condition appears, arrangements
should be made to have additional laboratory tests conducted on the material before it is
accepted for loading. It is worthy of note that if the result of the can test is negative this is
not proof that the cargo is below the TML.
Ensure that certification showing the moisture contents of the cargo and the TML are
presented before loading commences.
The cargo shall only be accepted if the moisture content is below the TML.
Confirm that the certification is from a reputable laboratory and that the moisture
content determination was carried within a week of the start of loading. If it has
rained in that intervening period then further laboratory tests should be carried out
to establish the moisture content of the fines to ensure that it is still below the TML.
Be vigilant during loading and watch out for any signs of wetness in the cargo. If
unsure of the state of the cargo undertake a can test which may assist in
determining whether the cargo is at or above the TML. If any doubts remain then the
Master should seek advice from the responsible person ashore.
Once a cargo is on board it will be difficult to discharge at the load port as it will
almost certainly be regarded as having been exported from India.
Commercial timbers fall into two main categories, softwoods and hardwoods. The
distinction is botanical and does not indicate hardness, e.g. Balsa is a hardwood. As a
generalization, softwoods are coniferous (evergreen) and hardwoods are deciduous (broad
leafed). There are exceptions. After conversion by sawing to useable sized, it is necessary to
remove the inherent moisture (seasoning). This makes the timber more stable, resistant to
decay and insect attack, lighter, stronger and easier to work and finish.
Wood is a hygroscopic material, which means it naturally absorbs and releases water to
balance its internal moisture content with the surrounding environment. The moisture
content of wood is measured by the weight of water as a percentage of the ovendry weight
of the wood fiber.
Loose sawn or round wood should as a general rule be longitudinally stowed and
supported on the sides by uprights to the full height of the stow.
Uprights should be used for loose sawn wood. Uprights or stoppers (low uprights) should
also be used to prevent packaged sawn wood loaded on top of the hatch covers only from
sliding. The timber deck cargo should in addition be secured throughout its length by
independent lashings.
the maximum spacing of the lashings referred to above should be determined by the
maximum height of the timber deck cargo in the vicinity of the lashings:
.2 for heights of above 2.5 m, the maximum spacing should be 1.5 m; and
.3 on the foremost and aftmost sections of the deck cargo the distance between the
lashings according to above should be halved.
When the outboard packages of the timber deck cargo are in lengths of less than 3.6 m, the
spacing of the lashings should be reduced as necessary or other suitable provisions made to
suit the length of timber.
Rounded angle pieces of suitable material and design should be used along the upper
outboard edge of the stow to bear the stress and permit free reeving of the lashings.
Timber packages may alternatively be secured by a chain or wire loop lashing system, based
on the design principles contained in chapter 6.
The round wood deck cargo should be supported by uprights and secured throughout its
length by independent topover or loop lashings spaced not more than 1.5 m apart.
If the round wood deck cargo is stowed over the hatches and higher, it should, in addition to
being secured by the lashings recommended in 5.4.1, be further secured by a system of
athwartship lashings (hog lashings as described) joining each port and starboard pair of
uprights.
If winches or other adequate tensioning systems are available on board, every other of the
lashings mentioned in 5.4.1 may be connected to a wiggle wire system as described.
The recommendation of 5.3.5 should apply to a timber deck cargo of cants.
Stowage Factor of same type of cargo vary depending upon nature of cargo and its origin. Where Bale
goods are concerned SF will depend upon wither Bales are compressed or uncompressed.
BROKEN STOWAGE (BS) is a Space lost due to uneven shape of the cargo or unavoidable gaps in cargo
Stowage such as dunnage or packing between cargoes. It is expressed as %age of Volume of the Cargo.
Q. A Cargo Hold of Bale Capacity 1200 m3 is to be loaded with 250 tonnes of Cargo-A and remaining
hold with Cargo-B. Given that SF of Cargo-A = 1.8 m3/t and SF of Cargo-B = 1.3 m3/t. BS for both
cargoes is 5%.
Calculate the Volume occupied by Cargo-A and Weight of Cargo-B that can be loaded.
Ans. Cargo A
SF 1.8 means Vol. Occupied by 1 ton of cargo A = 1.8 m3
Vol. occupied by 250 ton = 250 x 1.8 = 450 m3
BS 5 % means 1 ton of cargo after loading will occupy space = 1.8 m3 + 5% of 1.8 m3
Therefore 450m3 of cargo will actually occupy space in the hold = 450 + 5% of 450
= 450 + 22.5 m3 = 472.5 m3
Now Space remaining within the hold after loading 250 tons of Cargo A
= 1200 m3 472.5 m3 = 727.5m3
The Merchant Shipping Act requires the following, in accordance with manufacturers instructions,
for testing & certification of Lifting Appliances:
A Test using an approved Proof load, Which may be greater than SWL of Lifting Appliance
and must be carried out
After Manufacture and installation of Appliance.
After Repair or Modification which is likely to affect SWL or Strength or Stability of
equipment
At Max intervals of 5 years.
A register of Lifting Appliances and Cargo Gear should be maintained in a form recommended by
ILO as shown in COSWP. The register may be in paper or electronic form.
Each Lifting appliance and item of lifting gear is clearly marked with:
Where the SWL of a crane varies with operating radius an indicator clearly showing the SWL at
any given radius must be fitted. The SWL of a appliance that is normally used with a specific
attachment for example a spreader or clamp, should specify whether the weight of the attachment
is included in the SWL. Any item of lifting gear weighing a significant proportion of te overall SWL
must be clearly marked with its weight in addition to its SWL. Slings supplied in batches must have
the same identification mark.
CSM or Cargo Securing Manual is Ship specific manual and is approved by Flag state. It is
mandatory for all the ships engaged in carriage of cargoes other than ships carrying Solid Bulk
cargoes or Bulk Liquid cargoes. Cargo Units and cargo transport units must be loaded, stowed and
secured throughout the voyage in accordance with this Manual.
All crew engaged in the stowage and securing of cargo must be trained and instructed in the safe
and efficient operation of the lashing and securing devices.
Key Definitions:
Maximum Securing Load (MSL): is a Term used to define the allowable load capacity for a
device used to secure cargo to a ship.
Safe Working Load (SWL): may be substituted for MSL for securing purposes,
provided this is equal to or exceeds the strength defined
by MSL.
Standardised Cargo: means cargo for which the ship is provided with an
approved securing system, based upon cargo units of
specific types.
Semi-Standardised Cargo: means cargo for which the ship is provided with a securing
system capable of accommodating a limited variety of
cargo units, such as vehicles, trailers, etc
Chapter 1: contains general statements dealing with the requirements to practise good
seamanship and the requirement to maintain all securing devices to a good standard. It also
specifies a minimum quality of spares to be carried on board.
Chapter 2: provides details of the Specifications of fixed and portable securing devices and their
maintenance schemes. This should give as much as details as possible about the securing devices
in use on that ship. Plans or sketches can be used to illustrate the type, location and total number
of securing devices on board.
Chapter 3: Provides handling and safety instructions and an evaluation of the forces acting on
the cargo transport units using tables and diagrams of those forces acting on the cargo in relation
to the metacentric height. This chapter also draws the Masters attention to the correct application
of portable securing devices, taking into account factors such as:
Chapter 4: contains handling, safety, stowage and securing instructions for containers and other
standardised cargoes. It illustrates allowable stowage and securing both on deck and under deck.
Stowage and securing plans must be available illustrating, among other things, Stowage Patterns,
the Maximum Stack Weight limitations and Permitted Stack Heights.
Ro-Ro Ships
The roll-on/roll-off ship is one of the most successful types operating today. Its flexibility, ability
to integrate with other transport systems and speed of operation have made it extremely popular
on many shipping routes. The roll-on/roll-off ship is defined in the November 1995 amendments to
Chapter II-1 of the International Convention for the Safety of Life at Sea (SOLAS), 1974 as being "a
passenger ship with ro-ro cargo spaces or special category spaces..."
One of the ro-ro ship's most important roles is as a passenger/car ferry, particularly on short sea
routes. But despite its commercial success, the ro-ro concept has always had its critics. There
have been disturbing accidents involving different types of ro-ro ship, the worst being the sudden
and catastrophic capsizing of the passenger/car ferry Herald of Free Enterprise in March 1987 and
the even more tragic loss of the Estonia in September 1994.
Ro Ro Cargoes
Roll-trailer means a low vehicle for the carriage of cargo with one or more wheel axles on the
rear and a support on the front end, which is towed or pushed in the port to and from its stowage
on board the ship by a special tow-vehicle.
Vehicle mean any road vehicle, rail vehicle or other wheel based cargo unit.
Vehicle securing point means the location of a lashing point on a vehicle suitably reinforced to
withstand the lashing forces.
General Recommendations
1. The cargo spaces in which Vehicles & Trailers are to be stowed should be dry, clean and
free form grease and oil.
2. Vehicles and Trailers should be provided with adequate and clearly marked securing points
or other equivalent means of sufficient strength to which lashings may be applied.
3. Vehicles and Trailers which are not provided with securing points should have those places
where lashings may be applied, clearly marked.
4. Vehicles and Trailers which are not provided with rubber wheels or tracks with friction-
increasing lower surfaces, should always be stowed on wooden dunnage or other friction-
increasing material such as soft boards, rubber mats etc.
5. When in stowage position, the brakes of a wheel based unit should be set.
6. Vehicles & Trailers should be secured to the ship by lashings made of material having
strength and elongation characteristics at least equivalent to steel chain or wire.
7. Where possible, Vehicles & Trailers, carried as part of cargo, should be stowed close to the
ships side or in stowage positions which are provided with sufficient securing points of
sufficient strength, or be block stowed from side to side of the cargo space.
8. To prevent any lateral shifting of Vehicles & Trailers not provided with adequate securing
points, such cargoes should, where practicable, be stowed close to the ships side and close
to each other, or blocked off by other suitable units such as loaded containers, etc.
Vehicle Lashings
The means of transport must be equipped for lashing vehicles correctly (lashings, lashing points,
such as lashing rings and lashing pots and the like) When lashing belts are used care must be
taken to ensure that the same number of lashing belts are used at both front and rear. If no
specific loading instructions are available, such lashings are attached to special lashing rings or to
the vehicles towing gear.
Use lashing belts (e,g special automobile lashing belts with lever ratchet tensioner) to absorb
horizontal forces in order to avoid slippage and tipping. In maritime transport, lashing belts should
be tight, but not highly prestressed. The vehicles are generally secured with 2 lashing belts in the
front and 2 to the rear.
On inclined surfaces (ramps) and in the case of stowage athwart ships, wheel chocks are
additionally used and the number of front and rear lashing belts must be increased appropriately.
Both when applying and subsequently removing cargo securing materials, appropriate care must
be taken to avoid damaging the vehicle.
a) Only wheel chocks or stirrups of sufficient height ( height between 1/8 and 1/6 of wheel
diameter ) which may be properly locked in place are used.
b) Hooks are only tensioned and not stressed to bending.
c) No damaged belts or the like are used, belts are not twisted.
If the vehicle is so equipped, its parking brake must be applied and 1st gear engaged or, in the case
of vehicles with an automatic transmission, park position selected. The steering lock must be
engaged.
There must always be sufficient number of persons employed to enable the lashing operations to
be completed before the vessel proceeds to sea.
LOADING OF VEHICLES
During loading & unloading operations care should be taken to ensure that
The angle of the loading ramps is no more than 12 so that the vehicle under body not
damaged (if necessary, such sections should be approached at an oblique angle),
Experienced drivers are used,
Handling personnel wear special working clothes without metal fastenings or zips,
Right hand drive or left hand drive vehicles are appropriately stowed so that once the
vehicle has been parked the driver can get out on the still unobstructed side
These hazardous substances can effect people in many different way. Certain substances have a
tangible, immediate effect, others only show injurious effects after a person has been exposed to
them for some time.
Carbon monoxide is a colourless and odourless gas which, to a lesser or greater extent, inhibits
the ability of the blood to absorb and transport oxygen. Inhalation of the gas can cause headaches,
dizziness, and nausea and in extreme cases causes weakness, rapid breathing, unconsciousness
and death.
Nitric oxide (NO) and nitrogen dioxide (NO2) are compounds of nitrogen and oxygen, together
commonly referred to as oxides of nitrogen or NOx. NO itself is not of great concern as regards
health effects; however a proportion of the NO formed will combine with oxygen to form NO2,
which is of concern from the point of view of human health.
NO2 is a brown gas which has a stinging, suffocating odour. It exerts a detrimental effect on the
human respiratory system. Asthmatics in particular are susceptible to exposure.
Measures
Therefore measures should be considered to minimize the health hazards. Such measures could
include :
To ensure the effectiveness of above recommended measures, it is essential that the atmosphere
in the RO RO vessels is monitored.
Additional Information
Ventilation system for ro ro cargo spaces on board ship generally operate according to the principle
of dilution ventilation, where by the supply air flow to the area is sufficient for the exhaust gases to
mix thoroughly with the air and be removed.
There are two main types of dilution ventilation: exhaust air ventilation and supply air ventilation.
In exhaust air ventilation, fans remove air from a ro-ro cargo space and this is then replaced by
outdoor air entering through open ramps, doors and other openings.
Exhaust air ventilation is employed when sub-atmospheric pressure is required in the ro-ro cargo
space. The sub-atmospheric pressure prevents the pollution from spreading to adjacent areas.
Supply air ventilation works in the opposite way. Fans deliver outdoor air into the ro-ro cargo space
and the air is then exhausted through ramps and other openings.
Supply air ventilation usually creates slight pressurisation of the ro-ro cargo space. If supply air
ventilation is used exclusively, pollutants may mix with the supply air, be pushed up the internal
ramps and contaminate other decks. However, if sufficient mixing with supply air does not occur,
contaminants may remain on the deck in question.
Tanker Cargoes
Chemical Tankers
HAZARDS OF CHEMICAL CARGOES
A number of Chemicals are used throughout the world and these chemicals may be
reactive, Corrosive, Flammable and Explosives. To Handle these Chemicals one should be
aware of the properties and hazards of these chemicals. Information about any chemical
to be carried on board should be comprehensive enough for an accurate assessment of
Reactivity
Corrosivity to equipments and tools
Fire and Explosion hazards
Toxicity
REACTIVITY HAZARDS
A reactive material is a substance that can liberate sufficient energy to initiate a
hazardous event. Initiation of a hazardous reaction can be spontaneous or occur as a
result of heat input, mechanical shock, friction or catalytic activity.
Substance or cargo may be
Self Reactive
React with Air
React with water or
React with other substance
FLAMMABILITY HAZARDS
Flammable materials include any solid, liquid or gas that will ignite and burn rapidly. E.g.
Benzene, Gasoline, Carbon monoxide, Acetylene
EXPLOSIVE HAZARDS
Explosives are compounds or mixtures that undergo rapid burning with the generation of
large amount of gas and heat and the production of sudden pressure effects e.g. Picric
acid, Nitro compound.
TOXICITY HAZARDS
The ability to affect human tissues and toxicity of any cargo depends on its Threshold limit
value.
Some examples of the possible hazardous outcomes that may accompany a chemical
reaction are:
HAZARD EXAMPLE
Generation of heat Acid and water
Fire hydrogen Sodium and water
Explosion Picric acid and sodium hydroxide
Toxic gas production Sulphuric acid and plastic
Formation of product more toxic Chlorine and ammonia
than reactants
Flammable gas production Acid and metal
Violent polymerization ammonia and acrylonitrile
PREWASH PROCEDURES
Prewash is mandatory for all Cat X substances and High Viscosity or Solidifying substances
of Cat Y. Prewash serves to reduce the residue quantities in tank to negligible . In
formulating prewash procedure consideration has been given to physical properties (e.g.
Viscous or Solidifying nature) of cargoes.
Prewash shall be carried out before the vessel leaves the port of unloading and residues
shall be discharged to a reception facility until the concentration of the substance in the
effluent is below 0.1% by weight. After prewash tank washing can be discharged to the sea
en route.
SHIP TYPES
IMO-SHIP TYPE 1
TYPE 1 Ships are designed to transport products which require maximum
preventive measures to preclude the escape of such cargo. The ship
should be capable of sustaining collision or stranding damage anywhere
along her length.
Tanks intended for the carriage of cargoes should be located outside the
extent of the damage specified below and should nowhere be closer to the
ships shell than 760 mm
Transverse extent inboard from the ship side B/5 OR 11.5 metres
whichever is less
Vertical extent from the base line B/15 OR 6 metres whichever is
less
GAS CARRIERS
Transportation of Liquefied Gases by Sea - General
For economical marine transportation, gas is carried in a liquefied state. As a liquid, the
volume to weight ratio at atmospheric pressure is in the range of 650 times less than in the
gaseous state. That means we can carry 650 times more cargo in liquid state as compared to
carriage in gaseous state.
The temperature at which a gas condenses is a function of its pressure. The combination of
pressurising and cooling is therefore fundamental to gas carrier design. Some ships carry
gases liquefied under pressure & others under refrigeration. The relative densities of gases
are low and vary between 0.42 (methane) and 0.97 (VCM). The cargo carrying capability is
therefore more related to volume capacity of the ship than deadweight capacity, and the
cargo capacity is usually quoted in cubic metres cargo tank volume.
The Cargoes
The most significant cargoes in terms of tonnages moved are methane/LNG, LPG (butane,
propane and mixtures of these), and ammonia. Other cargoes of commercial significance are
butadiene, butylene, ethylene, propylene, and vinyl chloride. Apart from ethylene and
methane/LNG, all these gases can exist as liquids at normal ambient temperatures. They
may therefore be transported in pressurised cargo containment systems at any temperature
up to the highest expected ambient temperature.
The critical temperatures for ethylene and methane/LNG are below normal ambient
temperatures. Above the critical temperature the gas cannot be transformed into a liquid at
any pressure and must therefore be refrigerated for shipboard carriage. Carriage of
ethylene, ethane and methane/LNG requires semipressurised or fully refrigerated cargo
containment. These considerations lead to the following options for carriage conditions:
Boiling Point
The temperature at which the vapour pressure of a liquid is equal to the pressure on its
surface (the boiling point varies with pressure)
Cargo Area
That part of the ship which contains the cargo containment system, cargo pumps and
compressor rooms, and includes the deck area above the cargo containment system. Where
fitted, cofferdams, ballast tanks and void spaces at the after end of the aftermost hold space
or the forward end of the forwardmost hold space are excluded from the cargo area.
Gas-Safe Space
A space on a ship not designated as a gasdangerous space.
Hold Space
The space enclosed by the ship's structure in which a cargo containment system is situated.
Interbarrier Space
The space between a primary and a secondary barrier of a cargo containment system,
whether or not completely or partially occupied by insulation or other material.
Primary Barrier
This is the inner surface designed to contain the cargo when the cargo containment system
includes a secondary barrier.
Secondary Barrier
The liquidresisting outer element of a cargo containment system designed to provide
temporary containment of a leakage of liquid cargo through the primary barrier and to
prevent the lowering of the temperature of the ship's structure to an unsafe level
Tank dome
It is not permitted for a cargo pump room to be placed below the upper deck, nor may cargo
pipelines be run beneath deck level; therefore, deepwell or submersible pumps must be
used for cargo discharge. Pipelines to cargo tanks must be taken through a cargo tank dome
which penetrates the deck.
CARGO HAZARDS
Personnel Hazards
Broadly, the personnel hazards of liquefied gases or their vapours may be fivefold. :
Flammability
Toxicity (poisoning)
Asphyxia (suffocation)
Low temperature (frostbite)
Chemical burns
OTHER HAZARDS REACTIVITY
A liquefied gas cargo may react in a number of ways: with water to form hydrates, with
itself, with air, with another cargo or with other materials.
Reaction with Water- Hydrate Formation
Some hydrocarbon cargoes will combine with water under certain conditions to produce a
substance known as a hydrate resembling crushed ice or slush. The water for hydrate
formation can come from purge vapours with an incorrect dew point, water in the cargo
system or water dissolved in the cargo. Care should be taken to ensure that the dew point of
All LNG ships have double hulls throughout their cargo length which provide adequate
space for ballast.
Ships fitted with the membrane systems have a full secondary barrier and tanks of the
Type 'B' design have drippan type protection.
A characteristic common to all LNG ships is that they burn cargo boiloff as fuel.
Hold spaces around the cargo tanks are continuously inerted, except in the case of
spherical Type 'B' containment where hold spaces may be filled with dry air provided that
there is an adequate means for inerting such spaces in the event of cargo leakage.
Most LNG carriers have steam turbine propulsion plants.
CARGO CONTAINMENT SYSTEMS
A cargo containment system is the total arrangement for containing cargo including, where
fitted:
A primary barrier (the cargo tank),
Secondary barrier (if fitted),
Associated thermal insulation,
Any intervening spaces, and
Adjacent structure, for the support of these elements.
For cargoes carried at temperatures between 10C and 55C the ship's hull may act as the
secondary barrier and in such cases it may be a boundary of the hold space. The basic cargo
tank types utilized on board gas carriers are in accordance with the list below:
Compiled by : Gursimranjit Randhawa Page 151
Mates Orals Notes Function 2 - Cargo
Independent tanks
Independent tanks are completely selfsupporting and do not form part of the ship's hull
structure. Moreover, they do not contribute to the hull strength of a ship. As defined in the
IGC Code, and depending mainly on the design pressure, there are three different types of
independent tanks for gas carriers: these are known as Types 'A', 'B' and 'C'.
Figure shows a section through this type of tank as found on a fully refrigerated LPG carrier.
This is a selfsupporting prismatic tank which requires conventional internal stiffening. In
this example the tank is surrounded by a skin of foam insulation. Where perlite insulation is
used, it would be found filling the whole of the hold space.
The material used for Type 'A' tanks is not crack propagation resistant. Therefore, in order to
ensure safety, in the unlikely event of cargo tank leakage, a secondary containment system
is required. This secondary containment system is known as a secondary barrier and is a
feature of all ships with Type 'A' tanks capable of carrying cargoes below 10C.
For a fully refrigerated LPG carrier (which will not carry cargoes below 55C) the secondary
barrier must be a complete barrier capable of containing the whole tank volume at a
defined angle of heel and may form part of the ship's hull, as shown in the figure. By this
means appropriate parts of the ship's hull are constructed of special steel capable of
withstanding low temperatures. The alternative is to build a separate secondary barrier
Compiled by : Gursimranjit Randhawa Page 152
Mates Orals Notes Function 2 - Cargo
around each cargo tank. The IGC Code stipulates that a secondary barrier must be able to
contain tank leakage for a period of 15 days.
On such ships, the space between the cargo tank (sometimes referred to as the primary
barrier) and the secondary barrier is known as the hold space. When flammable cargoes are
being carried, these spaces must be filled with inert gas to prevent a flammable atmosphere
being created in the event of primary barrier leakage.
Figure above shows Type 'C' tanks as fitted in a typical fully pressurised gas carrier. With
such an arrangement there is comparatively poor utilisation of the hull volume; however,
this can be improved by using intersecting pressure vessels or bilobe type tanks which may
be designed with a taper at the forward end of the ship.
Initially, the Moss system was more popular, but higher Suez toll fees due to their higher
gross tonnage made Moss vessels less attractive for trades involving the Suez Canal.
Recently Moss has staged a comeback and currently there are about 30 Moss vessels on
order against 100+ membrane vessels. A fourth LNG containment system joined the ranks of
the large marine LNG cargo tank designs in the early 1990's; the Japanese IHI SPB (Self
supporting Prismatic shape IMO typeB) system. With only two orders for LNG carriers in the
1990's, this system seemed to be inaccessible due to its high price. However, in 2014 four
vessels were ordered with the SPB system, bringing it back as a credible alternative to the
membrane systems and the Moss system.
Membrane systems
After years of competition, Gaztransport and Technigaz merged to form GTT, which has
been developing and promoting both membrane type containment systems in parallel. GTT
has licensed these systems to all major LNG carrier builders around the world. The main
advantage of the membrane type containment systems is their prismatic shape, which
allows these systems to use the space available within the hull of the LNG carrier to a very
high degree. With the cargo tanks recessed deep inside the hull under a low trunk deck,
membrane type LNG carriers do not need a high deck house to have good visibility. This
results in the typical "squat" silhouette of this type of vessels. In France, GTT proposed
membrane type LNG fuel tanks for the proposed newbuilding ferry for Brittany Ferries.
Unfortunately this project was put on hold for the time being for nontechnical reasons.
Both membrane systems have one traditional weakness; their vulnerability for sloshing
damage. Sloshing is the motion of the LNG cargo in the tanks as a result of the motion of the
vessel due to the effect of waves and wind. In certain circumstances, waves occur in the LNG
cargo which upon impact on the tank walls can cause damage to the primary barrier and the
boxes supporting the primary membrane. To counter the risk of sloshing damage, GTT
advises the operators of membrane ships to operate their ships with tank levels of more
than 90% or less than 10%. For applications that require part load operations, such as LNG
Floating Storage and Regas Units (LNG FSRU), membrane systems with specially reinforced
boxes have been developed.
Technigaz designed a membrane type LNG containment system with a corrugated stainless
steel primary membrane supported by wooden boxes filled with insulation material.
Above Pictures: Prismatic Membrane Tank being installed into Ships Hold
The Moss spherical LNG containment system does not have these sloshing issues. Its
aluminum spheres have sufficient structural strength to withstand LNG wave impact due to
the interaction between the cargo and the ship's motion. The Moss system doesn't need a
full secondary barrier like the membrane system; there is only a small drip tray below the
spheres to catch any liquid leaking. The design philosophy behind the Moss system is that
the tank should be designed to be strong enough so that cracks should not develop in the
tanks over the lifetime of the vessel. The structural strength of the containment system is
exactly the reason why old Moss vessels are very popular candidates for conversion to LNG
FSRU's or even floating LNG production plants.
The only true disadvantage of the Moss vessels is the fact that the containment system has
a very low hull space utilization rate. The sheers are mounted on the deck of the vessel by
way of an equatorial ring, which means that half the sphere protrudes above the deck.
While this makes for the characteristic silhouette of the Moss carrier, it also necessitates a
high deck house to ensure adequate line of sight from the bridge. The low hull space
utilization means that a Moss carrier has a higher GT rating than membrane carriers of
similar cargo capacity, which translates in higher port and fairway dues and higher tonnage
taxes.
The fourth LNG cargo containment system, the IHI (now JMU) SPB system manages to
combine the advantages of the membrane system and the Moss system and addresses the
disadvantages of both systems too. The prismatic shape of the tanks ensures a high hold
space utilization rate and a low air draft, while the solid aluminum construction with a
centerline bulkhead and transverse swash bulkheads reduces liquid motion in the tanks and
minimizes the risk for sloshing damage, even in part load conditions. The high price of this
system originally prevented wide spread adoption but in 2014 JMU, the successor to SPB
designer IHI, secured orders for tanks for four 165,000 m3 LNG carriers and it has been
addressing the only true disadvantage of this system; its price tag. With possible licensing
overseas, the SPB system could become a very serious contender in the LNG containment
system arena. In Japan, JMU has already carried out a study with a shipyard into the
feasibility of SPB tanks as LNG fuel tanks.
A SPB Tank designed by IHI Japan SPB Tank being installed into Ships Hold
Integral tanks
Integral tanks form a structural part of the ship's hull and are influenced by the same loads
which stress the hull structure. Integral tanks are not normally allowed for the carriage of
liquefied gas if the cargo temperature is below 10C. Certain tanks on a limited number of
Japanesebuilt LPG carriers are of the integral type for the dedicated carriage of fully
refrigerated butane.
Internal insulation tanks
Internally insulated cargo tanks are similar to integral tanks. They utilise insulation materials
to contain the cargo. The insulation is fixed inside ship's inner hull or to an independent
loadbearing surface. The nonselfsupporting system obviates the need for an independent
tank and permits the carriage of fully refrigerated cargoes at carriage temperatures as low
as 55C. Internal insulation systems have been incorporated in a very limited number of
fully refrigerated LPG carriers but, to date, the concept has not proved satisfactory in
service.
Assuming a gas carrier comes directly from a shipbuilder or drydock, the general sequence
of cargo handling operations is as follows.
LNG as a fuel
LNG carriers have long been using the boiloff gas from their cargo tanks as fuel for their
engines. In 2000, the Norwegian passenger ferry Glutra became the first nonLNG carrier to
Note: Attention should also be paid to Chapter 16 of the IGC Code, Regulation II2/15.1 of
the SOLAS Convention, IMO recommendations concerning the use of low flashpoint cargoes
as fuel e.g. IMO Resolution A565(14), and to classification requirements.
On the high sea, cargo vapour may provide the main fuel, though oil pilot burners are also
required. In the case of steam plants, cargo vapour may also be burnt when propulsion
machinery is not in operation provided that means for steamdumping are installed.
Grain Cargoes
Grains includes wheat, rye, maize, rice, oats, barley , pulses, seeds and their processed
forms whose behavior is similar to that of grain in its natural state
The carriage of grain is associated with two main hazards
1. Settling and
2. Shifting
There are other minor hazards associated with grain such as contamination, dust
explosion, fire, rotting due to ingress of water and consequent depletion of oxygen or
evolution of toxic vapours.
Hazard of shifting
A compartment may be full when the cargo is loaded but, due to ship's vibration and
other movements, the grain settles by about 2 % of its volume leaving space at the top of
the cargo. This space allows cargo to move from side to side in conjunction with the
rolling and pitching of the vessel.
As the cargo shifts the vessel lists to one side. The shifting of grain is the greatest hazard
involved in the carriage of grain and all regulations contained in the International code
for the safe carriage of grain in bulk are directed towards limiting this shift of grain to
within acceptable limits
Grain has a low angle of repose (15 18 deg depending on the type of grain) and this
results in its shifting very easily. As soon as the angle between the grain surface and the
horizontal exceeds the angle of repose, the grain will shift.
As shown in fig. next
Document of Authorization
SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a
cargo ship carrying grain must hold a Document of Authorization as required by the
International Grain Code, The Document of Authorisation certifies that a ship is capable
of loading grain in accordance with the requirements of the International Grain Code.
A document of authorization shall be issued for every ship loaded in accordance with the
regulations of this Code either by the Administration or an organization recognized by it
or by a Contracting Government on behalf of the Administration. It shall be accepted as
evidence that the ship is capable of complying with the requirements of these
regulations.
The document shall accompany or be incorporated into the grain loading manual
provided to enable the master to meet the requirements mentioned in para A 7 of Grain
code.
The term filled compartment, untrimmed, refers to a cargo space which is filled to the
maximum extent possible in way of the hatch opening but outside the periphery of the
hatch opening the grain will be at its natural angle of repose .
The grain surface in all compartments must be trimmed except in following cases:
a) The compartment is provided with feeder ducts, perforated decks or other similar
means or
Is one which has at least two, vertical or sloping, longitudinal, grain tight bulkheads,
coincident with the hatch side girder or so positioned as to limit the transverse shift of
grain, If sloping, the division shall be inclined at greater than 30 deg to the horizontal.
Specially suitable ships include bulk carriers with wing tanks forming self trimming
hatches or OBOs / tankers with longitudinal divisions.
The term partly filled compartment refers to any cargo space wherein the bulk grain is
at any level but is not filled whether trimmed or untrimmed.
b) Filled compartment, untrimmed the cargo should be trimmed within the hatchway
but may be left at its natural angle of repose on the surrounding area of the hatchway.
The same can be applied for a filled compartment, trimmed if:
2. If the cargo is stowed only in the lower compartment, the lower compartment hatch
covers should be secured in the approved manner.
3. If the cargo is stowed in the upper compartment above a tween deck whose covers are
not grain tight, the covers should be made graintight using sealing tape, tarpaulins or
separation cloths
Fumigation requirement
Charterers and shippers may require the cargo to be fumigated. If this is to be done
during the voyage or before or after loading, full and clear instructions should be
received from the charterers and shippers. These instructions should refer to product
data sheets and the correct procedures and safety advice, application dangers, method
of handling, and requirements for personal protective equipment and monitoring
equipment. Refer to IMO Recommendations on the Safe Use of Pesticides on Ships.
Always carry out a risk assessment.
A qualified fumigator should be engaged by the charterers when fumigation is to be done
in port. All spaces should be padlocked and sealed to prevent anyone from entering the
space. Noone should enter a space that has been fumigated until after it has been
thoroughly ventilated. It is recommended that an expert chemist declares whether the
space is safe to enter. If the cargo requires ventilation after fumigation, advice should be
sought from fumigation experts in respect to crew safety.
After loading, the master shall ensure that the ship is upright before proceeding to sea
2. All grain surfaces in filled compartments must be restrained by a centre line division
extending for the full length of the compartment from the underside of the deck or
hatch covers to a distance below the deck line of at least 1/8th of the maximum breadth
of the compartment or 2.4 m, whichever is greater. Alternately saucering or bundling
may be used, except for linseed or other seeds having similar properties.
Alternately saucering or bundling may be used, except for linseed or other seeds having
similar properties.
5. Throughout the voyage the GM(R) should be 0.3m or that given by the formula ,
whichever is greater
GM(R) = L x B x Vd (0.25B 0.645(Vd x B)
SF x W x 0.0875
L = Total combined length of all full compts.
B = Moulded breadth of vessel
Vd = Calculated average void depth
W = Displacement
6. The Master should demonstrate that the ship complies with these requirements prior
to loading.
In "filled compartments, they must extend downwards from the underside of the deck
or hatch covers, to a distance below the deck line of at least oneeighth the breadth of
the compartment, or at least 0.6m below the surface of the grain after it has been
assumed to shift through an angle of 15 deg
In a "partly filled compartment', the division, should extend both above and below the
level of grain, to a distance of oneeighth the breadth of the compartment.
The division should be grain tight and its strength should meet the requirements given in
part A11, 12, & 13 of the code. Ships that are suited for this method of securing may
Overstowing
For a partly filled compartments topped off by loading bagged grain or other suitable
cargo. Surface to level off over and spread with separation cloth (gunny sack) or wooden
boards
Overstowed with sound well filled bags to a height of 1/16th the maximum breadth of
the free grain surface, or to a height of 1.2 m whichever is greater
Saucering
For reducing heeling moment a saucer may be used in place of longitudinal division in
way of hatch opening only in a Filled Trimmed Compartment. But not for linseed or
other seeds having similar properties.
The top (mouth) of the saucer is formed by the under deck structure in the way of the
hatchway, i.e, hatch side girders or coaming.
The saucer and hatchway above is completely filled with bagged grain or other suitable
cargo laid down on the separation cloth and stowed tightly against adjacent structures
and the hatch beams
The depth of the saucer from bottom of saucer to the deck line shall be
For ship having moulded breath of upto 9.1 m not less than 1.2 m and moulded breath
of 18.3m or more not less than 1.8m. For ships with intermittent breath depth by
interpolation.
Bundling
filled compartment", shifting prevented by bundling the grain cargo.
A bundle of similar bulk cargo is made by lining a saucer with tarpaulin or similar
materials with suitable means of securing. Athwartship lashings to be placed inside the
saucer formed in the bulk grain at interval not more than 2.4metres.
Dunnage of not less than 24mm x 150 to 300mm to be placed fore and aft over these
lashings to prevent the cutting or chafing of the material which is placed thereon to line
the saucer. The saucer is filled with bulk grain and secured at the top.Further dunnage to
be laid on top after lapping the material before the saucer is secured by setting
up the lashings. If more than one sheet of tarpaulin is used to line the saucer, they shall
be joined at the bottom either by sewing or double lap.
The top of the saucer should be made level with the bottom of the beams when these
are in place
and suitable general cargo or bulk grain may be placed between the beams on top of the
saucer.
Surface covered with separation cloths or tarpaulins, whose joints overlaps at least
1.8m
Two solid floors of dunnage 25mm x 150mm to 300mm to be laid athwartshipfirst
tier and F&A2nd tier.
Lashed with double steel strapping, wires with ends at a point approx 450mm
below the final grain surface.
Lashings should not be placed more than 2.4m apart.
During the voyage the lashings must be checked and tightened as necessary.
When loading or discharging heavy-lifts Deck Officers should be aware of the following precautions
and procedures:
1. The stability of the vessel should be adequate and the maximum angle of heel should be
acceptable. All free surface effects (FSE) should be eliminated by either pressing up or
emptying tanks.
2. If a conventional Jumbo Derrick is employed, then the rigging plan should be referred to
with regard to the positioning of Preventer Backstays to support any mast structure.
3. A careful check on the condition of the derrick and associated gear should be made before
commencing the lift. Particular attention should be paid to the SWL of shackles, blocks and
wires.
4. Ensure all the ships moorings are taut and that men are standing by to tend as necessary.
Fenders should be pre-rigged and the gangway lifted clear of the quayside.
5. All cargo winches affecting the load should be placed in double gear.
6. The deck area where the load is to be landed should be clear of obstructions, and heavy
bearers laid to accept and spread the deck weight.
7. The ships deck capacity plans should be checked to ensure that the deck space is capable
of supporting the load.
8. The winch drivers and controller should be seen to be competent, and all non-essential
personnel should be clear of the lifting area.
9. Any ships side rails in the way of the load should be lowered or removed and any barges
secured to the ships side should be cast off.
10. Steadying lines should be secured to the load itself and to the collar of the floating block if
fitted.
11. All relevant heads of departments should be advised before commencing the lift.
12. Use the designated lifting points and take the weight slowly. Stop, and inspect all round
once the load clears the deck, before allowing the lift to continue.
Note: If loading a weight by means of a floating crane, Chief Officers must check that the port of discharge
has equivalent lifting apparatus, on the basis that the ships gear will not be viable for discharge.
6. Disport Facilities
Check if in the disport, has facilities to discharge the cargo. If vessel has loaded with
shore crane then it is important to check if the disport has the proper gear to
discharge the cargo.
7. Acceleration
Heavy lifts to be stowed in the place where the acceleration due to the motion of the
vessel is least.
Pitching and rolling results in change of direction during motion . This is called
acceleration.
Force= Mass X acceleration. Hence the total force acting on the lashings when the
ship is in motion is increased.
Choose a place where there is least acceleration. You will find the details in Chapter
5 of cargo securing manual.
8. Load density
The load density of the deck should be such that it will be able to carry the weight of
the cargo.
If load density is not sufficient, the weight can be spread by laying dunnage.
Allow for 5% weight for heavy seas that may be shipped on deck.
9. Use of dunnage
Dunnage can be used to spread the load and create friction between the deck and
the cargo.
Choose dunnage of max width and grains are straight .
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Mates Orals Notes Function 2 - Cargo
Lay the dunnage such that grains are parallel to the deck.
3 inch thickness dunnage may be used. If not available achieve the thickness by use 1
inch thick dunnage nailed together.
There have been instances where the cargo was well secured, but unfortunately the
dunnage was laid along the curved grains. During the voyage the dunnage gave way
and the lashings got slackened and the cargo was damaged.
11.Securing Points
While planning the stowage of heavy lifts, the availability of securing points such as
deck eyes and eye pads to be considered.
Consult the cargo securing manual for designated securing points and strength of the
same.
Also the securing points on the cargo should be identified and checked suitability.
The eye pads welded on the cargo should not be assumed to be the securing points
as they may be for road transportation.
Rigging of Heavy lift Gear- If the cargo loaded exceeds the SWL of the gear
Doubling up
If the cargo load exceeds the SWL of the derrick, then the runner can be doubled up.
The cargo runner after passing through the head block, is made fast to the head of
the derrick.
The runner is made fast to the derrick head by means of a spider band. If spider band
is not available, then pad the derrick head with canvass and a half hitch of the runner
is taken around the derrick.
A snatch block of sufficient SWL is inserted in the bight thus formed.
The hook of the snatch block is used to lift the load.
Thus an arrangement of gun tackle is made so that the SWL is not exceeded.
Lift the cargo a few inches from the ground and hold it steady. Now check all the
riggings when the load is suspended
Hoisting should be done very slowly and there should be no jerks.
Slewing should not be done when hoisting. The forces on the guys place a great
strain on the goose neck when the boom is high. Slewing should be done at the
lowest possible position of the derrick boom.
The most dangerous part of the procedure is during lowering. If it is necessary to
stop and it is done with a jerky motion or too suddenly, the stresses on the gear may
be raised to a dangerous level and will contribute to the failure of some part of the
rigging.
Importance of securing
The heavy lift damage and loss overboard is caused due to the following reasons
Severe adverse weather conditions
Lack of appreciation of the various forces involved
Ignorance of the relevant rules and guiding recommendations
Insufficient time and personnel allowed to complete lashings prior departure
Dunnage not utilized and laid in proper manner
Inadequate strength and number of lashings
Incorrect methods of using bull dog grips
Taking lashing materials around unprotected sharp edges
While lashing you must take into consideration the motions of the vessel and the
consequent accelerations.
The rolling period of the vessel is an important indicator to plan the strength of lashing.
A stiff vessel will have violent roll and the accelerations generated will be enormous.
Strength of Lashings:
Lashings used to secure cargo or vehicles should have a breaking load of atleast 3
times the design load.
The design load = Total weight of cargo + acceleration of
0.7g athwartships
1.0 g vertically
0.3 g longitudinally
CONTAINERS
Definition
A Freight container is an article of transport equipment having the following characteristics:
i) It is of permanent character and strong enough for repeated use
ii) It is designed to facilitate the transport of goods by more than one mode of transport viz. road,
rail, and sea.
iii) It is fitted with devices permitting easy handling especially when transferring from one to
another mode
iv) It is designed to be easy to fill and empty
v) It has an internal volume of 1 m3 or more
Features
The dimensions of container have been standardized by the International Organization for
Standardization (ISO)
ISO recommended dimensions are as follows:
Length 40 feet 12,192 mm
30 feet 9,125 mm
20 feet 6,058 mm
10 feet 2,991 mm
Height 8 feet 2,438 mm
8 6 2,591 mm
Width 8 feet 2,438 mm
Container No.
Consists of six digits followed by a check digit within a square
example MSCU 123456 0
check digit is a function of first six digits. If a container No. is entered into a computer with any
one digit including the check digit wrong the computer will not accept it.
Container code
Consists of four letters & four numerals e.g MSCU 2210
First three MSC Indicate owner,
U Product group code,
(Ufor all freight containers, J for detachable freight contr related equipment,& Z for trailers
& chasis)
Next is the size code whose
First digit indicates length, 220, 440
Second digit indicates height :
0 = 8 00
2 = 8 6 for 20 length
3 = 8 6 for 40 length
4 = more than 8 6
6 = 4 00
8 = 4 3
9 = less than 4 0
rd
3 digit indicates the type of container
0 Closed container
1 Closed container, ventilated
2 Insulated and heated container
3 Refrigerated container
4 Refrigerated with removable equipment
5 Open top container
6 Platform
Customs Plate
Another plate called the customs plate is fitted as part of or separate from CSC plate. It contains the
statement that the container is
Approved for Transport under customs seal
This approval is given when the locking and sealing arrangements and the container has passed the survey
Row: To be counted in the direction from the ships centre line to portside or starboard side.
40 footer bays: 10 30 34
Row Numbering
Row numbers are to be countered from the centre line to portside or starboard side.
Portside: Even numbers 02, 04, 06, 08
Stbd side: Odd numbers 01, 03, 05, 07,
1
1 9
12 10 08 06 04 02 00 01 03 05 07 09 11
86 + + + + 2
84 9 + + + + 3.2
82 9 + + + + 6.1
16 Legend
14
12 1 TYO
10 2 NGO
08 3 UKB
06
04
02
10 08 06 04 02 01 03 05 07 09
2 1
12 10 08 06 04 02 00 01 03 05 07 09 11
86 e e e e 3
84
82 r r r r 4
16 e e
14 e e
12 e e
10 e e 5
08 e
06
04
02
10 08 06 04 02 01 03 05 07 09
Types of containers
Containers fall into two broad categories
General Cargo and
Specific Cargo containers.
3.2 Tank containers: A tank container is a container which includes two basic elements, the tank
or tanks, and the framework.
3.3 Dry bulk containers: A dry bulk container is a container which consists of a cargo carrying
structure for the carriage of dry solids in bulk without packaging and which is firmly secured
within an ISO series 1 framework.
CARGO WORK
Preparations for Entering Harbor
Harbor Circumstances
Adjust the ballast water to the optimum condition.
Unlocking of Hatch Covers
Confirm the Bay Plan, open hatch covers and make the necessary preparations
to unload.
Check the safety of the deck passageways and those between hatches to ensure
the safety of the cargo work.
8. Over-stow of Containers
The duty of the Terminal planner/ Central planner is to carefully plan the loading on
board so as to ensure minimum or no overstow of containers that will require to be re-
stowed at subsequent ports.
IMDG CODE
Classes, divisions, packing groups
Substances (including mixtures and solutions) and articles subject to the provisions
of this Code are assigned to one of the classes 1 -9 according to the hazard or the
most predominant of the hazards they present. Some of these classes are
subdivided into divisions. These classes or divisions are as listed below
IMDG Code Classification System
Class 1 - Explosives
Class 2 Gases
Class 3 - Flammable liquids
Class 4 - Flammable solids
Class 5 - Oxidizing substances and organic peroxides
Class 6 - Toxic and infectious substances
Class 7 - Radioactive material
Class 8 - Corrosive substances
Class 9 - Miscellaneous dangerous substances and articles
Class 2: Gases
Class 2.1: flammable gases
Class 2.2: non-flammable, non-toxic gases
Class 2.3: toxic gases
Spillage schedule
The 26 spillage schedules start with S-A, toxic substances and end with S-Z, toxic
explosives. The sections generally correspond to the fire schedule ones but there is
more differentiation between small and large spillages
MFAG Table No. The Medical first aid guide for use in accidents involving
Dangerous Goods is a supplement to the IMDG code. After looking up the MFAG
table no. ,see the table in the MFAG. It gives likely signs, symptoms, treatment and
other advice as per the effect of goods under that table. It suggests treatment in
case of skin contact, eye contact, inhalation and ingestion. The procedure for
treatment are also mentioned.
SEGREGATION
Dangerous goods belonging to different classes cannot be stowed together.
They have to be segregated from one another and the type of segregation depends
on the properties of substances in each class and the way they react with
substances in each classes. The extent of the hazard arising from the possible
reaction between incompatible dangerous goods may vary and so the segregation
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Mates Orals Notes Function 2 - Cargo
arrangements required may also vary as appropriate. Such segregation is obtained
by maintaining certain distances between incompatible dangerous goods or by
requiring the presence of one or more steel bulkheads or decks between them, or a
combination there of. Intervening spaces between such dangerous goods may be
filled with other cargo
Types of Segregation
1. Away from
2. Separated from
3. Separated by a complete compartment or hold from
4. Separated longitudinally by an intervening complete compartment or
hold from
2 Separated from:
Vertical : Not in the same vertical line unless segregated by a deck
Fore& Aft : One container space on deck and one container or one
bulkhead when under deck
Athwartship : One container space
2. Separated From:-
Can be carried in the same compartment if the intervening deck is resistant to fire
and liquids otherwise separate holds. On deck a horizontal separation of atleast
6m.
Segregation Table
DOCUMENTATION
1)Document of Compliance
Ships of the following descriptions:-
Passenger ships constructed on or after 1 sept 1984
All other ships of 500 tons or over constructed on or after 1 sept 1984
All other ships of under 500 tons constructed on or after 1 Feb 1992
that are intended, or that have cargo spaces intended for carriage of dangerous
goods on international voyages, must carry a Document of compliance.
The DOC will certify that the ship complies with Regulation 54 of chapter II-2 to the
international convention for the safety of Life at sea 1974 (SOLAS 74)
Limited to 5 years from the date of issue.
It is issued by the flag state after a survey.
This document is usually in the form of a diagram showing all the spaces on board
in which DG can be loaded. A table then sets out the classes of DG that the ship is
allowed to carry and the spaces in which these classes can be carried.
The document also states additional requirements that must be fulfilled prior to
carrying the DG or marine pollutants. This may include additional fire fighting
equipment or ventilation in holds required for certain classes of DG.
The appendix to this document contains information indicating class wise allowable
locations for stowage of dangerous goods on board.
This declaration may be combined with the container packing certificate as required
by the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code.
DG Declarations shall be filed on board and maintained discharge port wise.
The regulations governing the carriage of DG by sea casts a responsibility on the
shipper of goods to provide a DG declaration.
This should include the following details:-
a. Proper shipping name (PSN)
b. UN number
c. Hazard class
d. Packing group - Great danger PG-I, Medium danger PG II, Minor danger PG
- III
e. Subsidiary Risk- this is an additional risk that may be present in certain
goods e.g. a corrosive substancemay also be flammable.
Any other information required by the IMDG code or local regulation. This will
include additional information such as 24 hour emergency contact no.
Oil Tanker
Loading procedural checklist
Company policy on loading procedures vary and Cargo Officers should adhere to the
company procedures and take additional reference from the International Safety Guide
for Oil Tankers and Terminals (ISGOTT):
Load on top
When a crude oil tanker completes discharge, a large quantity of oil (upto 2000 tonnes) may
be left adhering to the bulkheads. The load on top principle is a method designed to gather
all this oil and deposit it into a slop tank. Tank cleaning would be carried out in the normal
way drawing in sea water from either a ballast tank or directly from the sea suction. On
completion of tank cleaning the slop tank will contain all the tank washings, made up of a
mixture of oil and water (probably in the ratio of three parts water to one part oil). This
mixture will contain small particles of oil held in suspension in the water and water droplets
Once settling out is completed the interface between the oil and the water levels must be
determined (usually carried out by an interface instrument). Once the level of water is
known, it is now possible to estimate the amount of water which can be discharged. The
pumps and pipelines would be cleaned of oil particles and the water in the tank can be
pumped out very carefully as the interface approaches the bottom. The main cargo pump is
stopped when the water depth is at about 1525 cm.
Alternative methods could be to pump the whole of the slop tank contents through an oily
water separator or the tank can be decanted from one tank to another. On arrival at the
loading port the new hot oil can be loaded on top of the remaining slops, which would have
been quantified prior to commencing loading of the new cargo. During the loaded passage
the old and new oils combine and any further water content sinks to the bottom of the tank.
On arrival at the discharge port, water dips are taken and the water quantity calculated. This
is then usually pumped direct to a shoreside slop tank. Once pure oil is drawn this can be
diverted to main shoreside oil tanks. The main purpose of load on top is to reduce the
possibility of oil pollution while the vessel is at sea while at the same time as carrying out a
full tankcleaning programme.
COW
Aprocedure that is conducted during the discharge and which has positive advantages over
waterwashing methods. New crude oil carriers over 20 000 dwt tonnes must now be fitted
and use a COW facility. The method employs a highpressure jet of crude oil from fixed tank
cleaning equipment. The jet is directed at the structure of the tank and ensures that no
slops remain onboard after discharge, every last drop of cargogoing ashore. The advantages
are that tank cleaning at sea is avoided, with less likelihood of accidental pollution; less tank
corrosion is experienced than from water washing; increased carrying capacity is available
for the next cargo; full tank drainage is achieved; and time saved gas freeing for dry dock
periods.
Some disadvantages of the system include crew workload, which is increased at the port of
discharge; discharge time is increased; it has a high installation cost and maintenance costs
are increased, while crew need special training with operational aspects.
Stage One: The limits to cover the top of the cycle would need to be adjusted to be pointing
upwards. Where portable drive units are employed these would have to be initially fitted
and limits set accordingly.
Stage Two: The second stage starts when onethird of the tank is discharged and the
washing jet will only be allowed to travel down to a point where the jet strikes the bulkhead
just above the level of the oil in the tank. At this stage the machine completes 112 cycles
and must therefore be adjusted, up again, before the start of the next stage.
Stage Three: The third stage is where the machine washes from where twothirds of the
tank has been discharged and between one and twothirds of the tanks structure is
washed.
Last Stage: The final stage washes the last third and the bottom of the tank with the jet
pointing in the downward position.
In port:
1. Is the quality of the IG in the tanks satisfactory (8% oxygen or less)?
2. Is the pressure on the IG satisfactory?
3. Have all discharge procedures been followed and shiptoshore checklist completed?
Before washing:
1. Are valves open to machines on selected tanks for washing?
2. Are responsible persons positioned around the deck to watch for leaks?
3. Are tank ullage gauge floats lifted on respective tanks to be washed?
4. Is the IG system in operation?
5. Are all tanks closed to the outside atmosphere?
6. Have tanks positive IG pressure?
After washing:
1. Are all the valves between discharge line and the tankwashing line shut down?
2. Has the tankwashing main pressure been equalized and the line drained?
3. Are all tankwashing machine valves shut?
After departure:
1. Have any tanks due for inspection been purged to below the critical dilution level prior to
introducing fresh air?
2. Has oil been drained from the tankwashing lines before opening hydrants to the deck?
The IG system
Tanker vessels have an inherent danger from fire and/or explosion and it is desirable that
the atmosphere above an oil cargo or in an empty tank is such that it will not support
combustion. The recognized method of achieving this status is to keep these spaces filled
with an IG. Such a system serves two main functions:
1. Use of IG inhibits fire or explosion risk
2. It inhibits corrosion inside cargo tanks.
As IG is used to control the atmosphere within the tanks it is useful to know exactly what
composition the gases are, not only from a safety point of view but to realize what affect
such an atmosphere would have on the construction of the tanks.
Boiler flu gas consists of the following mix (assuming a welladjusted boiler):
Component Percentage of IG
Nitrogen 83
Carbon dioxide (CO2) 13
Carbon monoxide 0.3
Oxygen 3.5
Sulphur dioxide 0.005
Nitrogen oxides Traces
Water vapour Traces
Ash Traces
Soot Traces
There is a sampling cock near the deck water seal for monitoring the quality of the IG.
Individual tank quality is tested by opening the purge pipe cover and inserting a sample
probe. Excess pressure in the cargo tanks being vented through a pressure vacuum valve
(P/V valve) set at 2 psi, which is then led to a mast riser fitted with a gauze screen. The
excess is then vented to atmosphere as far from the deck as practicable
Tankers of 20 000 tonnes deadweight and above, engaged in carrying crude oil, must be
fitted with an IG system:
1. Venting systems in cargo tanks must be designed to operate to ensure that neither
pressure nor vacuum inside the tanks will exceed design parameters, for volumes of vapour,
air or IG mixtures.
3. Tankers with doublehull spaces and doublebottom spaces shall be fitted with
connections for air and suitable connections for the supply of IG. Where hull spaces are
fitted to the IG permanent distribution system, means must be provided to prevent
hydrocarbon gases from cargo tanks, entering doublehull spaces (where spaces are not
permanently connected to the IG system appropriate means must be provided to allow
connection to the IG main).
4. Suitable portable instruments and/or gassampling pipes for measuring flammable vapour
concentrations and oxygen must be provided to assess doublehull spaces.
5. All tankers operating with a COW system must be fitted with an IG system.
6. All tankers fitted with an IG system shall be provided with a closed ullage system.
7. The IG system must be capable of inerting empty cargo tanks by reducing the oxygen
content to a level which will not support combustion. It must also maintain the atmosphere
inside the tank with an oxygen content of less than 8% by volume and at a positive pressure
at all times in port or at sea, except when necessary to gas free.
8. The system must be capable of delivering gas to the cargo tanks at a rate of 125% of the
maximum rate of discharge capacity of the ship, expressed as a volume.
9. The system should be capable of delivering IG with an oxygen content of not more than
5% by volume in the IG supply main to cargo tanks.
10. Flue gas isolating valves must be fitted to the IG mains, between the boiler uptakes and
the flue gas scrubber. Soot blowers will be arranged so as to be denied operation when the
corresponding flue gas valve is open.
11. The scrubber and blowers must be arranged and located aft of all cargo tanks, cargo
pump rooms and cofferdams separating these spaces from machinery spaces of Category
A.
12. Two fuel pumps or one with sufficient spares shall be fitted to the IG generator.
13. Suitable shut offs must be provided to each suction and discharge connection of the
blowers. If blowers are to be used for gas freeing they must have blanking arrangements.
14. An additional water seal or other effective means of preventing gas leakage shall be
fitted between the flue gas isolating valves and scrubber, or incorporated in the gas entry to
the scrubber, for the purpose of permitting safe maintenance procedures.
15. A gasregulating valve must be fitted in the IG supply main, which is automatically
controlled to close at predetermined limits. (This valve must be located at the forward
bulkhead of the foremost gas safe space.)
16. At least two nonreturn devices, one of which will be a water seal must be fitted to the
IG supply main. These devices should be located in the cargo area, on deck.
17. The water seal must be protected from freezing, and prevent backflow of hydrocarbon
vapours.
18. The second device must be fitted forward of the deck water seal and be of a nonreturn
valve type or equivalent, fitted with positive means of closing.
19. Branch piping of the system to supply IG to respective tanks must be fitted with stop
valves or equivalent means of control, for isolating a tank.
20. Arrangements must be provided to connect the system to an external supply of IG.
21. Meters must be fitted in the navigation bridge of combination carriers which indicate
the pressure in slop tanks when isolated from the IG main supply. Meters must also be
situated in machinery control rooms for the pressure and oxygen content of IG supplied
(where a cargo control room is a feature these meters would be fitted in such rooms).
22. Automatic shutdown of IG blowers and the gasregulating valve shall be arranged on
predetermined limits.
23. Alarms shall be fitted to the system and indicated in the machinery space and the cargo
control room. These alarms monitor the following:
Low water pressure or low water flow rate to the flu gas scrubber.
High water level in the flu gas scrubber.
High gas temperature.
Failure of the IG blowers.
Oxygen content in excess of 8% by volume.
Failure of the power supply to the automatic control system, regulating valve and
sensing/monitoring devices.
Low water level in the deck water seal.
Gas pressure less than 100mm water gauge level.
High gas pressure.
Insufficient fuel oil supply to the IG generator.
Power failure to the IG generator.
Power failure to the automatic control of the IG generator.
Advantages
1. A safe tank atmosphere is achieved which is nonexplosive
2. It allows highpressure tank washing and reduces tankcleaning time
3. It allows COW
4. Reduces corrosion in tanks with an efficient scrubber in the system
5. Improves stripping efficiency and reduces discharge time
Disadvantages
1. Additional costs for installation
2. Maintenance costs are incurred
3. Low visibility inside tanks
4. With low oxygen content, tank access is denied
5. Could lead to contamination of highgrade products
6. Moisture and sulphur content corrodes equipment
7. An established reverse route for cargo to enter the engine room
8. Oxygen content must be monitored and alarm sensed at all times
9. Instrumentation failure could affect failsafe devices putting the ship at risk through the
IG system
10. An additional gas generator is required in the system in the absence of waste heat
products from boiler flue gases.
Alarms on IG Panel:
blower failure,
high oxygen content alarm,
high and low gas pressure alarms,
high gas temperature,
low seawater pressure and
low level alarm in the scrubber and the deck water seal, respectively.
Chain Register
A record of the particulars of test and examination of lifting appliances, loose gear and heat (annealing)
should be entered and maintained in the register of machinery, chains, wire ropes etc. called the Chain
Register.
It is a blue coloured booklet also referred to as Form 99. The chain register is divided into three parts:
1. Part 1 Initial and periodical load test of lifting appliances and their annual thorough examination
2. Part 2 Initial and periodical load test of loose gear and their annual thorough examination
3. Annealing of chains, rings, hooks, shackles and swivels (other than those that are exempted)
The tests, examinations and inspections included in the Register are based on the requirements of the ILO
Convention No. 152 . The purpose of this is to ensure that the vessels lifting appliances are initially certified
by a competent person and also to establish periodically that they continue to be in safe working order.
Certificates shall be obtained from a competent person with respect to the tests and attached to the register.
No such appliances or gear shall be used for dock work unless the entries are made in the register along with
the certificates of test and examination to supplement them are attached. Each and every cargo gear just be
marked with their sage working load as per their certificate, conspicuously.
With respect to the testing of items such as chains, swivels etc., the term annealing has been mentioned
before. Annealing is the process of heating and subsequent cooling to achieve ductility, softness and to
relieve any internal stresses. The metal is heated to about 20-30 degrees above the critical point. After a
while at this temperature, it is cooled slowly at a gradual rate.
To sum it all up, the safety of machinery and gear used onboard is directly related to the maintenance of a
safe working practice onboard. As cumbersome as it may seem to keep documentation updated, testing of the
gear that are used regularly will only add to the optimum performance of the vessel as a whole.
Loadicator
The requirement of loading instrument for bulk carriers comes under SOLAS chapter XII,
regulation 11. No statutory requirement for loading computer onboard other ships,
classification societies require all tankers of more than 100 meters to have type approved
loading instrument.
There are three main documents ship should have for it to be actually complying with
Loadicator requirements. These are
Class certificate for Loadicator: This certificate is issued by the class and gives the details of
the loadicator software as well as the hardware on which it is installed, including the details
of the Make, model and serial number of the computer. Master and chief officer must
ensure that the approved loading computers details matches with the details in this
certificate. The certificate may even sometimes have the printers detail that is connected
with the approved loadicator.
If you do not find this certificate onboard, you should check in the class survey status report
if the loading computer is included in the list. If yes, the certificate can be asked from the
class through your office. If No, then shipping office need to consult ships classification
society for approval of loading computer.
Class approved Loadicator Manual: This is the user manual of the loadicator which is from
the maker of the loadicator software. A class approved copy of the user manual should be
onboard. If there was ever a class change associated with the ship, it is important to ensure
that approval stamp of the current classification society is endorsed on the manual.
Class approved Loadicator test conditions: To be very clear, these are not the conditions in
the stability booklet of the ship. The stability conditions in the stability booklet are made by
the yard and these are not the print outs from the loadicator software. These are also not
the test conditions stamped by the class during annual class surveys. These are usually in the
form of a booklet specifically titled test conditions for loadicator with class stamp. These
are usually provided during yard delivery of the vessel or after the loadicator is installed for
the first time and approved by the class.
Once you have these three documents / certificates, you are OK with the certification part.
Annual testing of Loadicator in presence of Class : During annual class surveys, loadicator
need to be tested for its accuracy in presence of a class surveyor. The procedure of testing is
same as the quarterly testing but in here the class surveyor would ask for the print out of
the test condition and he would stamp it and give it to the ship for ships records.
New requirements for onboard stability instruments applicable to all tankers will be effective
from 1st January 2016. MARPOL Convention is amended by Res. MEPC.248(66) , the IBC/BCH
Code is amended by Res. MSC.369(93) and the IGC Code amended by Res. MSC.370(93)
requiring tankers to be fitted with an approved stability instrument capable of handling both
intact and damage stability cases. The new requirement is retroactive and applies to both
new and existing tankers at the first renewal survey on or after 1st January 2016, but not
later than 1st January 2021.
Q 2. Where will you get load density of your hold tank top.
Ans It is given in Ship's Stability Booklet.
i.e. 200 tonnes/12 tonnes per square metre = 16.7 square metres. This would be the
minimum area to be covered by the frame. 2"x 2" and 3"x 3" timber is commonly used with
the loading of many cargoes, especially steel. Square timber of greater cross section is
extensively used for supporting heavy lifts.
New packing instructions have been added: P005 for the new Engine proper shipping
names under UN3528, UN3529 and UN3530; P412 for the new UN3527 POLYESTER
RESIN KIT, solid base material; and P910 for the prototype and low production runs
of lithium cells and batteries.
A new large packaging packing instruction LP200 for aerosols has been added.
A new Class 9 Miscellaneous Dangerous Goods label has been adopted for use when
shipping lithium metal and lithium ion cells and batteries (new SP384).
New ISO standards have been incorporated into the applicable packing instructions for
gases and the design and construction criteria of UN pressure receptacles and
multiple-element gas containers.
Ans Use CSS code Guidelines & Vessels Cargo Securing Manual
Q 8. How to load cargo of more weight than the swl of lifting gear
Ans Rigging of Heavy lift Gear If the cargo loaded exceeds the SWL of the gear
Doubling up
If the cargo load exceeds the SWL of the derrick, then the runner can be doubled up.
The cargo runner after passing through the head block, is made fast to the head of the
derrick.
The runner is made fast to the derrick head by means of a spider band. If spider band is
not available, then pad the derrick head with canvass and a half hitch of the runner is
taken around the derrick.
A snatch block of sufficient SWL is inserted in the bight thus formed.
The hook of the snatch block is used to lift the load.
Thus an arrangement of gun tackle is made so that the SWL is not exceeded.
2 If you suspect that damage has been caused to the vessel only (i.e. through heavy
weather, touching bottom, striking locks etc.) there is no need for a Note Of Protest to be
issued same could be stated on a Statement of Facts.
3 When writing such a Note Of Protest bear in mind that you must stick to the FACTS
and only, keeping it as brief and as clear as possible. Same can be extended upon a later
date if required. Also do not express any opinions whatsoever. Such statement of opinions
may and do often lead to unnecessary complications and/or confusion in a later date.
Furthermore due to the fact that Notary Publics around the world use various types/forms
for Notes of Protest it is quite difficult to admit/provide you with any standard form, we
do however attach a most common form which you may alter where necessary.
Thus in the case that Note of Protest (or "Statement of Sea Protest) has been made and
notarized by Notary Public. Do not neglect to forward a copy to office at first convenient
time.
IMPORTANT !
Be sure to make all appropriate entries in your ship's logbook. The first thing to remember is
that a letter of protest, strictly speaking, is not a legal document but a paper containing an
account of the events or statement of facts, describing current situation or consequences of
some wrongful act or acts, which had happened usually contrary to masters or crew efforts.
For example, when during cargo operation something beyond the masters control has gone
wrong and the master is unable to make it right, like interruption from shore side of loading
or discharging operation, neglect cargo handling, violation of safe working practice, etc.
Obviously, The said act or occurrence should be of such importance that master feels
himself obliged to bring it to attention of all parties concerned, either for some immediate
action or for future reference, but it still lacks of any legal effect being a document produced
by one side to defence its own position.
Protests are also made by the master against the charterers of the ship or the consignees of
the goods, for failing to load or unload the vessel pursuant to contract, or within reasonable
or stipulated delays;
On the other hand, the merchant may make a protest (i.e. Letter of Protest) against the
master, for misconduct, drunkenness, etc., for not proceeding to sea with due despatch, for
not signing bills of lading in the customary form, and other irregularities.
Q 14. LOI
A document which the writer issues to another party agreeing to protect them from liability
for the performance of certain acts.
1. In the case of international transportation when a negotiable bill of lading has been
issued but is not available for surrender to the carrier when it is desired to take delivery of
the shipment, a bank may issue a letter of indemnity to the carrier to persuade them to
release the cargo. (A Letter of Guarantee may also be used ). The bank will usually obtain a
similar letter from its client to protect itself against the liability it assumes on behalf of the
client.
2. On export shipments, some carriers may permit shippers to issue letters of indemnity to
the carriers in order to secure from them clean bills of lading in place of foul, or to replace
lost original bills of lading.
There are two different letters of indemnity: letters of indemnity for quantitative clauses
and letters of indemnity for nonquantitative clauses. When the Bill of Lading forms the
basis of a documentary credit, the bank demands a clean Bill of Lading. This is a Bill of Lading
without reservations by the captain.
If for one reason or another, the goods were not loaded as prescribed, the captain may
want to put reservations on the Bill of Lading. By doing so, the Bill of Lading is no longer
clean and the bank will not give documentary credit. In order to remedy this, it is custom to
put the reservations not on the Bill of Lading, but on the mates receipt and to draw up a
letter of indemnity which the shipper indemnifies the captain (the shipping company)
against the potential implications thereof.
Q 16. When going from Australia to panama canal effect on draft and trim
Ans Draft will increase as ship moves from Salt Water to Fresh water, how much
increase in draft can be calculated by below formula:
Sea Water Density - Dock Water Density x Fresh Water Allowance
Sea Water Density - Fresh Water Density
When a ship passes from water of one density to water of another the hydrostatic draft
changes. Furthermore, the change in the position of the center of the buoyancy may cause
the trim to change.
Let the ship in above Figure float in salt water at the waterline WL. B represents the
position of the center of buoyancy and the G the center of the gravity. For equilibrium, B
and G must be in the same vertical line.
If the ship now passes into the fresh water, the mean draft will increase. Let W1L1 represent
the new waterline and b the center of gravity of the extra volume of water displaced. The
center of buoyancy of the ship will move from B to B1 in the direction directly towards b.
The force of buoyancy now acts vertically upwards through B1 and the ships weight acts
vertically downward through G. The ship will then change trim to bring the centers of gravity
and buoyancy back in to the same vertical line.
Additionally cargo calculations to be done keeping load line zones & panama canal DW
density prior loading of cargo. Also heavy weather precautions to be taken during voyage.
Temperature
Palm oil requires particular temperature conditions (SC II) (storage climate conditions).
A written heating order must be obtained from the consignor before loading is begun. This
order must always be complied with during the entire transport chain. The solidification
temperature is of considerable significance in the transport of fatty oils and fats. They must
remain liquid during loading, during the voyage and during unloading. Chill haze (separation)
begins if cooling causes the temperature of the oil to approach solidification point, the oil
becoming ointmentlike and finally solid, such that it is no longer pumpable. Separation and
the associated change in consistency from liquid to solid occurs more readily upon cooling,
the higher is the solidification point.
Palm oil has a relatively high solidification point/range of 41 31C. In its native countries it
has a liquid consistency, but in temperate latitudes it is fatty and has to be heated. Palm oil
is thus also known as palm fat. The oils must only be heated by a few C per day, otherwise
the risk of rancidity and other negative changes arises. The rate of heating should be no
greater than 8C/day.
Humidity/Moisture
Fats and fatty oils are insoluble in water. However, contact with water may give rise to
soluble lower fatty acids and glycerol, which cause rancidity together with changes in color
(yellow to brown), odor and taste as well as gelling and thickening. For this reason, the tanks
must be absolutely dry after cleaning.
Ventilation
Ventilation must not be carried out under any circumstances, as it would supply fresh
oxygen to the cargo, which would promote oxidation processes and premature rancidity. In
this connection, care should be taken to ensure that the tank is filled as full as possible,
taking into consideration possible thermal dilatation, and immediately closed. Palm oil
bleaches on contact with air
Biotic activity
Palm oil displays 3rd order biotic activity. It belongs to the class of goods in which
respiration processes are suspended, but in which biochemical, microbial and other
Gases
Before anybody enters an empty tank, it must be ventilated and a gas measurement carried
out. Oxidation processes may lead to a lifethreatening shortage of O2.
Steel coils are heavy cargo and when transporting such cargo one should be extra
careful to confirm the local strength of the tank top in the relevant cargo holds.
Steel coils should not be considered as an evenly distributed load unless the weight is
thoroughly distributed by strong steel beams and/or very (very!) thick pieces of wood,
as dunnage.
A good rule of thumb is that the steel coil weight should be limited to half the
allowable evenly distributed weight of a hold.
During loading operations of heavy cargo, the supervising crew members should be
aware of the hull structure under the tank top. Dunnage should preferably be placed
in transverse
direction of the vessel in order to land on several longitudinals.
The vessels class may be consulted for swift expert assistance in calculating tank top
strength for steel coil loading, in order to avoid damage to the hull structure, as
experienced in this case.
When heading towards a zone with cooler temperatures at the point where the
temperature of the ships hull falls below the dew point, ships sweat may occur. This can be
minimised by regular ventilation. When heading in the other direction, i.e. from a cold area
towards a warmer zone, condensation on the cargo may occur (cargo sweat). In this
situation, it is recommended not to ventilate the cargo holds and to let the cargo warm up
naturally.
In addition, dehumidifiers are widely used in order to have the moisture and humidity under
control during the crossing through regions of different climates. It is important to maintain
temperature records from the commencement of loading up to completion of discharge to
enable the Carrier to prove that all necessary measures were taken care for the cargo during
the voyage. In case of a cargo claim those records are available to be able to reconstruct
proper cargo hold ventilation.
In cases where the cargo should not be ventilated, it should be made sure that all cargo
holds were sealed off from the outside atmosphere with the aim to make all holds as air
tight as possible. Should there be any leakage of hatches or the ingress or presence of free
moisture in the cargo hold, an increase in the relative humidity of the ambient air
surrounding the cargo may occur. This may result in cargo and ship sweat followed by
possible cargo damage.
Under deck steel cargoes should not be secured to component parts of the vessels
structure. In certain circumstances, wire rods are an exception when half hatch
stowage was done.
Steel coils
As a rule of thumb, two double lines of 15cm x 2.5cm dunnage wood boards shall be used
for steel coils that do not exceed a weight up to 15 tons. Loading coils that exceed 15 tons,
three double lines shall be used. It is essential to prevent movement of the coils during the
voyage and in order to achieve that, wooden chocks shall be placed on top of the lines of
dunnage in the lower tier.
The correct way of stowing steel coils and to prevent them from shifting is to place them
with their centre core fore and aft. It becomes dangerous if coils are handled with wire rope
slings and it is recommended to use round steel poles through the centre when being lifted.
A lower ratio should be considered, if loaded on an older vessel with weaker strength of the
tank tops. Stowage shall be begin against the end bulkhead in the centre and the wings with
the gap between the wing and centre stowage closing to be able to have space to insert
locking coils. It should be avoided that the second tier locking coils protrude down into the
cant lines of the lower tier by more than onethird of the diameter of the locking coil, when
stowing is arranged.
For safety reasons, crewmember or stevedores should never use hand operated tools when
stowing steel coils. It is highly recommended to only use pneumatic tools to tighten steel
strapping bands. Metal strapping bands should ideally be used to secure steel coils, for the
following reasons:
Each coil can be efficiently secured through its core to the two coils beneath, this is
the safest method.
Using a pneumatic tightening tool is highly recommended.
Bands are applied singly, making it easier to handle them and pass them through.
Tension is uniformed throughout stow. (Do not use securing timbers, which defeat
this purpose).
If wire rope is to be used to secure steel coils, the following precautions should be
taken.
All bulldog grips should be properly fitted and adequately tightened.
Q 19. Chain register Contents and its Parts (as per ILO)
Ans Form No. 1: Identity of National Authority or Competent Organisation
Part 1: Thorough examination of lifting appliances and loose gear
Part 2: Regular inspections of loose gear
Form No. 2 (U): Certificate of test and thorough examination of derricks used
in union purchase.
Also, account has been taken of latest thinking on a number of issues including the
generation of static electricity and stray currents; the use of mobile telephones and pagers,
which are now ever present; the use of new materials for mooring lines and emergency
towingoff pennants; the toxicity and the toxic effects of benzene and hydrogen sulfide; and,
importantly, the introduction of the principles underlying the International Safety
Management (ISM) Code and the International Ship and Port Facility Security (ISPS) Code.
The Ship/Shore Safety CheckList has been completely revised to better reflect the individual
and joint responsibilities of the tanker and the terminal.
enter, with such assistance, (if any), as he thinks fit, any ship, dock, warehouse or
other premises, where any dock work, is being carried on, or where he has reason to
believe that any dock work is being carried on;
make examination of the ship, dock, lifting appliance, loose gear, lifting device,
staging, transport equipment, warehouse or other premises, used or to be used, for
any dock work;
require the production of any testing muster roll or other document relating to the
employment of dock workers and examine such document;
take on the spot or otherwise such evidence of any person which he may deem
necessary
take copies of registers, records or other documents or portions thereof as he may
consider relevant in respect of any offence which he has reason to believe has been
committed or for the purpose of any inquiry;
take photograph, sketch, sample, weight measure or record as he may consider
necessary for the purpose of any examination or inquiry;
hold an inquiry into the cause of any accident or dangerous occurrence which he has
reason to believe was the result of the collapse or failure of any lifting appliance loose
gear, transport equipment, staging noncompliance with any of the provisions of the
Act or the regulations;
issue showcause notice relating to the safety, health and welfare provisions arising
under the Act or the regulations;
prosecute, conduct or defend before any court any complaint or other proceedings,
arising under the Act or the regulations;
direct the port authority, dock labour board and other employers of dock workers for
getting the dock workers medically examined if considered necessary.
(b) A person having general management and control of the premises or the owner,
master, officerincharge or agents of the ship, as the case may be, shall provide such
means as may be required by the Inspector for entry, inspection, examination, inquiry,
otherwise for the exercise of his powers under Act and the regulations in relation to that
ship or premises which shall also include the provision of launch or other means of
transport.
Railway Engine is a heavy lift cargo, so all the loading procedures and precautions of heavy
lift should be followed
Ans
Deficient Stability due to
decrease in GM due to free surface effects
decrease in GM due rise to in KG of the ship
decrease in GM due to trims (long tanks)
heeling angle due to unsymmetrical arrangement of tank
heeling angle due to unsymmetrical cargo arrangement
stability in an intermediate stage misjudged
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Mates Orals Notes Function 2 - Cargo
Excessive hull girder bending moments or shear forces
Excessive torsional stresses due to Unsymmetric ballasting / deballasting
Structural Damage of BW tanks & ballast hold(s) due to Severe sloshing caused by
resonance with ship motion
Loss of manoeuvrability and/or ability to make headway : not sufficient draft required
for propeller immersion
Loss of bridge visibility due to excessive aft trim
Structural strength or stability problems due to incorrect filling levels
Structural damage to flat bottom forward caused by Slamming due to insufficient
forward draft, below permissible limits
Question 2. How would you load a bulk carrier with iron ore?
Answer
Ensure that the hold is clean and that bilge suctions are tested to satisfaction prior to
commencing loading. Draw up a pre-load plan and a ballast/ deballast plan calculating
the stress factors affecting the ship throughout the proposed loading programme. The
maximum angle of heel would also be calculated for a potential shift in the cargo
volume, bearing in mind that a moisture content is present in the cargo. The loading
rates for the cargo would commence slowly and gradually increase. Fast rates of
loading can cause serious damage by generating rapid stress values throughout the
ships length. The important aspect is that iron ore is a dense cargo and heavy. The
cargo compartments would only be about one-fourth full. The Chief Officer would
calculate the stability based on the load draughts. Condition formats for the bending
moment and shear force affecting the loaded condition would be drawn up (stowage
factor (SF) iron ore 0.34/0.50).
Question 3. What are the concerns for the Master of a Container Vessel, carrying
containers stacked on deck, engaged on the North Atlantic trade in winter?
Answer
Question 4. When working as a Cargo Officer aboard an oil tanker, how would you
keep the tanks outside the flammable limit?
Answer
The introduction of inert gas into any tank containing hydrocarbon gas/air mixture will
decrease the flammable range until a point is reached where the lower flammable limit
(LFL) and the upper flammable limit (UFL) coincide. This point corresponds to the
oxygen content approximately 11% at which no hydrocarbon gas/air mixture can
burn.
Question 5. What and when is lateral drag evident and what can the Cargo Officer
do to reduce the effects?
Answer
Lateral drag is associated with heavy lifts causing the vessel to heel over as the
weight is taken up by the ships derrick/crane. It can occur during loading or
discharging of the load and is effectively a sideways movement of the load as the
vessel returns to the upright. If unprepared for, the lateral movement of the load can
be violent as the ship rolls against the angle of list. The effects of lateral drag can be
reduced by retaining the line of plumb of the derrick head above the point of landing.
This can be achieved by coming back on the topping lift and cargo hoist runner,
quickly. This action tends to reduce movement of the load when discharging. If
loading the weight a steady slow lifting operation should be carried out.
Question 6. When about to make a heavy lift by means of the ships heavy derrick,
how can the vessels stability condition be improved so that positive stability is
retained throughout the loading period?
Answer
The concern with loading a heavy weight is that the C of G of the weight effectively
acts from the head of the derrick. The GM of the ship should be increased by filling the
double bottom tanks before the lift is made. This will increase the GM value.
Additionally, eliminate any free surface moments in tanks, as this also will reduce the
GM value.
Question 9. When loading drop trailers and mobile units aboard a Ro-Ro ferry,
explain why it is essential that the vessel is kept in the upright position.
Answer
Ro-Ro ferries load their mobile units via vehicle ramps either at the bow or more often
through the stern door. These ramps are lowered onto link spans that provide the
landing connection between ship and shore. If the vessel develops a list the ramps
become angled to the flat shore connection and prevents the movement of vehicles to
and from the ships garage spaces. Most modern ferries will have automatic stabilizing
tank systems to counter any overload to Port or Starboard, so keeping the vessel
always in the upright position and vehicle ramps flush on the shore or the link span.
Note: Over-reliability on tank stabilizers should be avoided and safe practice is always
to load and discharge in an even manner to avoid any one side ever become adversely
affected by localized tonnage.
Question 11. A vessel is scheduled to load sacks of mail. How would these be loaded
on a general cargo vessel if they are loose and not in a container, and what
precautions would a prudent Chief Officer take?
Answer
Mails are classed as a specialized cargo and as such would be given lock-up stow. The
bags would be tallied in and tallied out at the ports of loading and discharge,
respectively. Watchmen or responsible Ships Officers would monitor the movement of
the mails probably being loaded by means of cargo nets or cargo boxes.
Question 12. What cargo information would the Master of a Bulk Carrier pass to the
loading terminal when expecting to berth, to take a full cargo of coal?
Answer
1. In addition to passing the ships particulars, a pre-loading plan of cargo stowage by
hatch, together with the hatch loading order and respective quantities on each pour,
assuming that the vessel has sufficient information to prepare such a plan.
Confirmation that holds were in a state of readiness to load.
Question 13. For what purpose would a Cargo Officer use the load density plan?
Answer
The Ships Chief Officer would use the load density plan to check the capacity of cargo
compartments to ascertain the volume of the space and consider the point loading
factor to ensure that the deck strength is adequate to accommodate the intended
cargo tonnage to be stowed in the space. Particularly useful with heavy lifts where a
concentrated weight over a small area may be seen to exceed the tonnage per square
metre.
Question 14. What is contained in the Register of Lifting Appliances and Cargo-
Handling Gear?
Answer
The Register is kept up-to-date by the Ships Chief Officer and contains all the
certificates for the lifting appliances, the wires, shackles hooks, chains, etc. used
aboard the vessel, for cargo operations.
Question 15. How could you separate similar cargoes but destined for different Ports
of discharge?
Answer: Depending on the nature of the cargo parcels would depend on the type of
separation that could be employed. Clearly the best form of separation is to stow
cargoes in alternative compartments. In the event that the loading plan does not
permit this, paint, paper, dye mark, dunnage, burlap or nets can be used on a variety
of general cargoes.
Question 17. What are the main concerns for the Chief Officer if the vessel is
scheduled to carry timber as deck cargo?
Answer: When carrying timber as deck cargo there are two main concerns:
(1) the securing of the timber cargo,
(2) the absorption factor of timber, effecting the stability of the vessel.
Question 18. If your vessel is fitted with 5 ton safe working load (SWL) derricks
could you load a 4.5 ton weight?
Answer: Yes, the load could be lifted but not on the single whip, cargo runner.
Normal practice would dictate that the derrick is fitted with a 24 mm FSWR cargo
runner and the SWL of the wire would be exceeded. In order to lift this weight the
derrick would need to be doubled up, so providing a gun tackle (two parts of wire in
Compiled by : Gursimranjit Randhawa Page 248
Mates Orals Notes Function 2 - Cargo
the purchase). This would effectively place 2.25 ton on each part of wire, each under
the SWL.
Question 20. How would you stow 500 drums of corrosive liquid as deck cargo?
Answer: It would be normal practice to check the product with the IMDG Code, to
ensure that it was not incompatible with any other deck cargo being carried. This
publication would also advise on any special stowage conditions.
Unless otherwise advised these drums would be stowed in small batches so as to allow
access to any leaking drums whilst in transit. In the event of a leaking drum
developing while at sea, it may become necessary to jettison the effected drum(s).
Each batch of drums would be lashed and netted against movement, alongside
protected bulwarks and/or ships rails. Securings would be inspected daily and re-
tensioned if found to be slack during the passage.
Question 21. What ventilation would you expect to provide to a full bulk cargo of
coal?
Answer: Coal gives off gas which rises through the cargo to the top surface and
therefore must be given, surface ventilation in order to clear gases. It is customary
to lift hatch edges on old ships, when in good weather to clear coal gases. However,
hatches should not be opened in adverse conditions that could in any way have a
detrimental effect on the watertight integrity of the ship.
Question 22. Can any vessel carry all classes of dangerous goods?
Answer: No, passenger vessels are not allowed to carry Class I (explosives)
dangerous goods.
Question 25. How would you stow 40 ft drop trailers in the vehicle deck of a Roll On
Roll Off Vessel?
Question 28. What precautions would you take prior to loading chemicals?
Answer: I would be expected to check the IMDG Code with the correct name of the
commodity and note any stowage recommendations. It would also be prudent to note
the procedures to take in the event of spillage of the product, making any reference to
the Medical First Aid Guide. Documentation of hazardous goods would be supported by
emergency contact names and numbers for relevant shore side assistance. These
would normally be held on the bridge for immediate use.
Question 29. When would you expect a steel wire rope to be condemned?
Answer: In the event that 10% of the wires are broken in any 8 diameter lengths of
the wire, it should be condemned.
Question 31. What is the Register of Cargo Handling and Lifting Appliances, and what
is kept in it?
Answer: The Register is a filing system for retaining the records and certificates of all
the ships lifting apparatus, including certificates for shackles, blocks, wires, derricks,
cranes, chains, hooks, etc.
Question 32. Who maintains the Register of Cargo Handling and Lifting Appliances,
and who would inspect it?
Answer: The Register is kept and maintained by the Chief Officer and is liable for
inspection by the cargo surveyor when carrying out a Cargo Equipment Survey. It is
also liable for inspection by the External Auditor when monitoring the ships
conformity to International Safety Management (ISM) Code.
Question 33. What information and details would you expect to find on the Anchor
Certificate?
Answer: The Anchor Certificate will contain the following information:
(a) The Certificate serial number.
(b) Name of the Certifying Authority.
(c) Name of the testing establishment.
(d) The mark or logo of the testing establishment, if any.
(e) Name of the Supervisor of Tests and their signature.
(f) Weight of the anchor.
(g) Type of anchor.
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(h) Length of the shank in millimetres.
(i) Length of arms in millimetres.
(j) Diameter of the trend in millimetres.
(k) Proof load applied, in tonnes.
(l) Weight of stock, if applicable.
Question 34. When advised of impending heavy weather, imminent, what actions
would you take as the Chief Officer of the vessel?
Answer: With a heavy weather warning issued, the Chief Officer would address the
following four areas: stability, cargo security, navigational safety and the overall
security of the deck.
Cargo Security
(a) Check and tighten all deck cargo lashings.
(b) Tighten up lashing on General Cargo below decks if appropriate.
(c) Trim cargo ventilation and shut down vents if not required.
Navigation Safety
(a) Consult an advise Master regarding the aspects of re-routing.
(b) Verify vessels position.
(c) Update weather reports.
(d) Plot storm position.
(e) Update vessels position and inform shore-side authorities.
(f) Engage manual steering.
(g) Revise Estimated Time of Arrival (ETA).
(h) Secure Bridge against heavy rolling.
(i) Reduce speed in ample time to prevent pounding.
Deck Security
(a) Rig lifelines.
(b) Check securing on, gangways, lifeboats, derricks/cranes, anchors, etc.
(c) Reduce manpower working on deck and start heavy weather work routine.
(d) Warn Heads of Departments of impending heavy weather.
(e) Clear decks of surplus gear.
(f) Close weather deck doors.
(g) Slacken down whistle lanyards.
(h) Check all Life Saving Appliances (LSA) equipment readily available.
(i) Organise meal reliefs, if appropriate.
(j) Organise watch structure to suit three-man watch system.
(k) Note all preparations in the Log Book.
The Chief Officer would be expected to take immediate control of the situation using
the manpower and the resources available and his orders and actions could expect to
include any or all of the following:
Note: No emergency scenario can expect to take account of each and every detail
because each situation will be governed by a different set of circumstances.
The above answer is meant only as a general guide.
Question 36. What do you understand by the term proof load as applied to derricks?
Answer: The proof load is that tonnage which is applied during the testing of the
derricks capacity. Derricks are routinely tested at 5-year intervals by a cargo
surveyor. The test imposed on the lifting gear will be the proof load and for derricks
of:
Less than 20 ton SWL Proof load 25% in excess of the SWL
Between 20 and 50 ton SWL Proof load 5 ton in excess of SWL
Over 50 ton SWL Proof load 10% in excess of SWL
Question 39. When scheduled to load a heavy lift, what type of checks and
precautions would you make?
Answer: As the Chief Officer I would ascertain the total weight and overall size of the
load and ensure that it is within the SWL capacity of the ships heavy lift derrick/crane
(if the load is being made from a floating crane or shore side facilities over and above
the ships loading capability then it would be necessary to also check the facilities and
capability at the port of discharge).
Once the size and weight of the load are known the Load Density Plan would be
checked to ensure that the space for designated stowage is capable of accepting the
load with regard to both size and deck weight capacity. The stability checks would
include the calculation of the maximum angle of heel if using ships gear. The GM
would also be ascertained for all stages of the lift, from hoisting to landing.
The GM may need to be improved by adding water ballast to double bottom tanks, in
order to compensate for any expected loss of apparent GM. Slinging the load or any
special lifting apparatus which it is intended to use, would warrant inspection and may
become a consideration for leaving with the load for the purpose of discharge (often
heavy loads are incorporated with a raft or cradle for transportation purposes).
Question 40. If you were on a bulk carrier, loaded with iron ore what stresses would
you anticipate, which may occur during the passage?
Answer: Iron ore or other similar heavy cargoes must be loaded in proportion and in
a manner conducive to the fore and aft length of the vessel. The loading plan should
take account of the effects that may be incurred due to: racking stresses, bending
moments, shear forces and torsional stresses.
Question 41. What procedures would you adopt to load a full cargo of coal aboard a
bulk carrier?
Answer: Having obtained the cargo details (grades, quantities, voyage details, etc.)
from the Charterer, it would be usual practice to prepare a loading plan to take
account of the ports of discharge. The holds would be cleaned and inspected before
commencing any cargo operation.
The following points would then also be assessed:
(a) The stability criteria for all conditions of loading and discharging.
(b) The distribution of grades in specific holds.
(c) Shear force and bending moments are within permissible limits.
(d) Minimum trim and air draught maintained within acceptable parameters.
(e) Ballasting and deballasting sequence to suit loading schedule.
Question 42. What are the main dangers associated with bulk cargoes?
Answer: Bulk cargoes depending on the type, have associated hazards from the onset
of loading. They include structural damage during loading and discharging periods as
well as during distribution and/or trimming, to prevent shifting in a seaway.
Incorrect distribution of bulk cargoes could incur dangerous bending moments and
excessive shear forces which could directly effect the ships structure. The reduction
and loss of positive stability during the voyage either by cargo shift or liquefaction is a
possibility with many types of cargoes, shifting being a result of bad weather and
improper trimming or securing.
Question 43. What precautions would be taken when loading and carrying a full
cargo of wood pulp?
Answer: A cargo of wood pulp would be loaded in accordance with the advice given
in MSN 107 which recommends that the cargo compartments are clean and dry.
Wood pulp expands considerably when wet and therefore all: air pipes and ventilation
shafts should be effectively blanked off to prevent any accidental admission of water.
Question 44. Where could you obtain information on specialist types of cargoes if you
lack any experience of the commodity?
Answer: Depending on the nature of the goods a variety of publications exist for
reference and I would first check these out inclusive of MGNs, MSNs, The International
Maritime Dangerous Goods (IMDG) Code, various IMO specified publications, Thomass
Stowage and other reputable cargo publications. Additional sources would be via the
ships agents, direct to the shipper, the manufacturer of the goods, the Port
Superintendent and the Departments of Health and Safety, and/or Environment.
Question 45. While engaged as Cargo Officer aboard a Ro-Ro vessel, a cargo tank
unit, identified as carrying a hazardous chemical is observed to be leaking. What
action would you take?
Answer: Emergencies of such a nature must be dealt with in accord with the IMO
publications Emergency Procedures for Ships Carrying Dangerous Goods (only for
vessels carrying dangerous goods), and the Medical First Aid Guide contained in the
supplement to the IMDG Code. Assuming that the tank unit had been given a correct
stowage position it would be accessible to the actions of an emergency party. The
nature of the commodity would be checked to ascertain the correct chemical name,
UN Number and relevant associated dangers. The ships course may well need to be
altered to allow vapour emissions to be blown overside. The product may need
damping down with hose action or may not be compatible with water at all, so any
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action by hoses should be held off until confirmation of handling methods is
acknowledged. Communications with shore-side shippers, and/or manufactures may
be desirable.
Question 46. When loading deck cargo what references would you employ to ensure
that the safety of the vessel is not impaired?
Answer: Deck cargoes are loaded and shipped in many forms and the type of cargo
can reflect specific hazards. Generally, all cargo parcels must be adequately secured
against shifting in bad weather and reference should be made to any or all of the
following:
(a) The Merchant Shipping (Load Lines) (Deck Cargo) Regulations 1968.
(b) Relevant MGNs and MSNs, especially M1167.
(c) MSNs relating to Timber Deck Cargoes, where relevant.
(d) Shippers and companies recommendations.
(e) The International Maritime Dangerous Goods (IMDG) Code if appropriate.
(f) The Ships own Cargo Securing Manual.
(g) The Lashing and Securing of Deck Cargoes (Nautical Institute Publication) by
Captain J.R. Knott, BA FNI.
Question 47. What is the purpose and function of the construction of a cargo plan,
for a general cargo vessel?
Answer: The plan which is colour coded for the respective ports of discharge, will
identify respective cargo parcels for that specific port. It is meant to show the weight
of cargo and/or the number of units for discharge.
The plan clearly illustrates the cargo distribution throughout the vessel and allows the
allocation of labour to permit a balanced discharge procedure. The pictorial display
would expect to highlight incompatible cargoes and also show sensitive cargoes in the
event of a cargo hold fire occurring. Space allocation on the proposed plan, prior to
commencement of loading would permit hold, tween deck and deep tank spaces, to be
correctly prepared beforehand.
Question 50. You are expected to load coal on your bulk carrier. What types of coal
would you be concerned about and what are the particular hazards associated with
such a cargo?
Answer: There are various types of coal inclusive of anthracite, lignite, coal slurry or
duff, as well as the graded coals (coke is another form which the gases and benzol
have been removed). The main hazards are that most coals (other than coke) are
liable to spontaneous combustion and emit methane gas. Such gases must be vented.
The smaller particle coals are liable to shift and if the moisture content is high the
cargo could possible act as a liquid with any excessive ships vibration.
The cargo requires certain precautions and these could be referenced from the Code of
Safe Working Practice for Bulk Cargoes. Special equipment should be placed on board
in the form of methane detectormeters, cargo thermometers, extra SCBA, face
protector masks, etc.
Question 51. The vessel contains certain stability criteria, which may be in a stability
book form. Must this information and criteria be approved?
Answer: Yes. Such stability information must be approved by the Marine Authority of
the ships Flag State.
Question 52. What documentation would be required for your bulk carrier if you are
scheduled to load bulk grain?
Answer: As a dedicated bulk carrier the ship would require a Document of
Authorisation to load the grain cargo.
Note: Vessels other than dedicated bulk carriers would require approval by the
National Authority, in order to load a grain cargo.
Question 53. How would you draw up a loading plan for a bulk carrier?
Answer: The loading plan is based on company recommendation and the ship design.
The method employed is devised so as not to incurconcentration of stresses to any
particular part of the vessel and would inter-co-ordinated with prudent ballast and
deballasting operations. In parallel with the loading plan, the deballast sequence
would be worked to be compatible with the proposed cargo operation. Both the
sequential cargo loads and the ballast loads would be entered into the loadicator
(computerised loading data) to provide the GM, bending moments and shear forces
throughout the period of loading.
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Question 54. What fixed fire-fighting equipment would you expect to be carried on a
gas carrier?
Answer: Gas carriers employ a Dry Chemical Powder system as a fixed installation,
incorporating the requirements of the International Gas Code.
Question 55. When about to load bulk chemicals, what checks would you expect to
make?
Answer: Ensure that correct information and data on the cargo type is available and
that suitable protective clothing and equipment is ready for use. Counter measures
against personnel contact would have been agreed together with the automatic shut
down procedures known. All alarm systems and gauges are correctly set and in good
order and portable vapour detection equipment is readily available. Full fire fighting
facilities are ready for immediate use and the transfer pipelines are in good order.
Question 56. When acting as Chief Officer aboard a tanker what preparations and
actions would you take, when receiving orders to load?
Answer: It is normal practice to cover the loading by taking account of the cargo
requirements: quantity, density, temperature and respective tank capacities. The
concern would then be towards the pumping arrangements for both the cargo and for
any ballast movement together with the associated deck equipment. Manifold
connections, etc. Such activity would be monitored under the loading checklist where
all safety precautions and specified safety equipment was seen to be in place.
Question 57. While alongside the oil terminal what safety precautions will be kept on
hand, during loading or discharging operations?
Answer: A secondary means of escape1 would be in place, in addition to the ship to
shore gangway. Fire wires would be rigged at the fore and aft ends of the vessel,
while respective fire extinguishers would be placed in the proximity of the manifolds. A
hose would be on stand-by, connected to the hydrant and fire main on the deck area
of the manifold position. A communication link between the pumping station, manifold
and the tank monitor would be established with emergency pump stopping capability
and communications confirmed.
All the SOPEP equipment would be in place and the emergency contact numbers of the
Designated Person Ashore (DPA) would be available. The offshore lifeboat would be
turned out and lowered to the embarkation deck.
Question 58. What type of fixed installation do tankers have for fighting fire on deck
and what maintenance would be applicable to this installation?
Answer: Oil tankers would carry a foam system for deck fires. The maintenance for
such a system is covered by the planned maintenance schedule of the vessel. This
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would include the inspection and check of all foam pumps and valve alignments.
General instructions for operations would be posted and a liquid level check would be
made on the foam tank.
Company manuals require a six (6) monthly foam discharge test and an annual foam
sample analysis would be made. Where foam monitors are covering a heli-deck such
monitors must be turned away from the landing operation area.
Question 59. What tankers are required to have a Crude Oil Washing (COW) system
and what additional system must they also be fitted with?
Answer: All tankers over 20,000 tons deadweight must have a COW system and they
must also be fitted with an inert gas system.
Question 60. Which Ships carry an Oil Record Book(ORB) and what entries are made
in this book?
Answer: Every oil tanker of 150 , and every ship of 400 or over, must carry an ORB.
In the case of a tanker, the vessel would be expected to carry two Record Books, one
for the oil cargoes, the other for recording bunkers.
Entries in the Oil Record Books are required to have a double signature, one of which
will be by the ships Master. Entries will record any movement of oil in or out of the
vessel either accidental or deliberate, inclusive of internal transfers.
Question 63. As a Master of a container vessel, what would you see as being some of
the greatest problems of being in command?
Answer: From the seamanship point of view, ship handling with a large container
stack on deck, in strong winds could be a distinct problem, even with bow thrust and
tugs in attendance. Another concern would be in the winter season when in high
latitudes, where the danger of ice accretion is always present. Added weight on the
container stack could be detrimental to the ships positive stability. The third aspect of
a container ship is that the containers themselves are vulnerable to actions from
terrorists or illegal immigrants. These are anticipated problems over and above the
lashing of the containers, personnel problems and other routine tasks that form the
role of the shipmaster.