School of Nautical Science

Cargo and Port Operations

• G7728 Unit 10
• Outcome 1 Part 1
 COSWP
Code of Safe
School of Nautical Science
(leave open)

Working
Practices for
Merchant
Seaman
The Code provides guidance on safe working
practices for many situations that commonly arise
on board ship
The basic safety principles can be applied to many
other work situations not covered in the COSWP
The Code is not a comprehensive guide to safety
and should be used in conjunction with Risk
 Compliance with Statutory
School of Nautical Science

•
Obligations
Many of the topics covered by COSWP are
subject to various regulations
• COSWP does not supersede or amend these
statutory regulations but gives guidance on
how they should be complied with.
• Many of the statutory regulations in fact refer
to the COSWP and in these cases the MCA
would generally accept that compliance with
the COSWP is a demonstration of reasonable
compliance with the regulations
School of Nautical Science

• Sufficient copies of the code are to be

carried such that the Master, Safety
Officer and members of the safety
committee have their own copy with
at least one additional copy available
for general reference
• The code should be taken into account
when implementing the ISM code and
when carrying out audits
• The code contains guidelines on
measures to evaluate, minimise
and/or remove risks as required by the
School of Nautical Science

Duties of Workers
• Do not forget that you are required
to:-

• Take care of your own health and

safety and that of others on board
• Co-operate with others carrying out
health and safety duties
• Report any serious hazards of
deficiencies immediately
 Contents of the COSWP
School of Nautical Science

• The handout contains

details of the entire contents
of the COSWP and you are
strongly recommended to
read these
• Nonetheless the following
are particularly important :-
School of Nautical Science

• Chapter 1 – Risk Assessment

• Chapter 3 – Safety Officials
• Chapter 5 – Means of Access and Safe
Movement
• Chapter 10 – Emergency Procedures
• Chapter 15 – Safe Systems at Work
• Chapter 17 – Entry into Enclosed or
Confined Spaces
• Chapter 21 – Lifting Plant
• Chapter 25 – Anchoring, Mooring and
School of Nautical Science

Risk Assessment
The MS (Health and Safety at
Work) Regulations 1997,
Statutory Instrument 2962
require employers to evaluate
unavoidable risks and take
action to reduce them

This chapter in the COSWP

explains the principles of risk
assessment and provides
School of Nautical Science

Safety Officials
Gives guidance on the
requirements for the
appointment of Safety Officers,
election of safety
representatives and the
opration of safety committees.

It also gives guidance on the

duties of Safety Officers
including investigation of
 Means of Access and Safe
School of Nautical Science

Movement
Explains the appropriate regulations
from the MS (Means of Access)
Regulations 1988, SI. 1637

Also eplains the appropriate

regulations from the MS (Safe
Movement on board Ship)
Regulations 1988, S.I. 1641
School of Nautical Science

Emergency Procedures

Contains advice on action to be

taken in the event of fire,
musters and drills, spillage
and fire involving dangerous
goods
It should be read in conjunction
MGN 71 ( with MGN 71 (M)
M) (Musters, drills, on-board
School of Nautical Science

Safe Systems at Work

Gives guidance on the control
measures to be taken, based on
the risk assessment, to protect
personnel

Some of the key areas considered

are:-
Working aloft
Portable ladders
 Entry into Enclosed or
School of Nautical Science

Confined Spaces
This is a comprehensive chapter
containing guidelines on the
entry into enclosed or confined
spaces
The guidance includes
precautions to be taken, the
duties and responsibilities of the
competent person and
responsible officer
School of Nautical Science

Lifting Plant
Gives general guidance on the
stability, control and operation
of lifting plant including
signalling requirements

The requirements for testing,

SI proof loads and splicing rope
2184 slings are also given

These guidelines should be read

School of Nautical Science

M
Notice
s
• Their application
to the carriage of
cargoes
School of Nautical Science

There are three different types of

Marine (M) Notices and they are:-

Merchant Shipping Notices (MSN’s)

Marine Guidence Notices (MGN’s)

s
Marine Information Notices (MIN’ )
School of Nautical Science

Merchant Shipping
Notices
Merchant Shipping Notices are only
used to convey mandatory
information that must be complied
with under UK legislation
They will relate to Statutory
Instruments and contain the MSN
technical detail of such regulations1819
School of Nautical Science

Marine Guidance
Notices
These provide advice and
guidance to relevant
parties in order to improve
the safety of shipping and
of life at sea and also to
prevent or minimise
pollution from shipping MGN 107
School of Nautical Science

Marine Information
Notices
These provide information intended for
a more limited audience such as
training establishments or
equipment manufacturers, or which
will only be of use for a short period
of time e.g. timetables for MCA
MIN
examinations 340
Unlike MSN’s and MGN’s, MIN’s will
Statutory Instrument 1998 No. 2241
The Merchant Shipping (Load Line) Regulations
1998 (Ammended by S.I. 1335 / 2000 and S.I. 2114 / 2005)

 Regulation (6) para (3): A ship shall not

be so loaded that:-

 (a) if the ship is in salt water and has no

list the appropriate load line on each side
of the ship is submerged; or

 (b) in any other case, the appropriate

load line on each side of the ship would
SI
be submerged if the ship were in salt 2241
water and had no list.
Extract from
Stability
Manual
Considerations in Cargo
Calculations

Load Line Zones

Capacity Plan
Deadweight Scale
Constants
Bunkers
Lube Oils, Water &
Stores
Safety Margins or
Reserves
Cargo
Load Line SI
2241
Zones
These are areas of the world divided by
international convention into geographical
regions
Some of the regions are described as Tropical,
others Summer and the remainder Winter
Some of the zones are permanent i.e they do
not change with the time of the year
Other zones do change during the various
seasons of the year e.g. North Atlantic Winter
Seasonal Zones I & II
Load Line
Zones

Tropical zones are considered the safest

such that ships operating in this zone
are allowed to be deeper in the water
and thus increasing cargo lift capability
Whereas, ships operating in the Winter
zone, which is considered the least safe,
will not be allowed to be as deep in the
water thereby reducing cargo lift
capability
 Load Line
Zones
The marks allocated to the
vessel for each zone are
painted on the ship’s side in
positions located by
international regulations
dependent on the vessel’s
strength and construction

Assignment
of Therefore, a ship trading in a
Freeboard Tropical zone is allowed to
load to the line indicating her
Load Line
Zones
However, if a vessel loading in a Tropical
Zone with a destination in a Winter
Seasonal zone then the vessel must enter
the Winter Seasonal zone at her Winter
marks

Otherwise the ship is overloaded, no longer

classed as seaworthy and is also breaking
the law.
Capacity
Plans
Every vessel will have capacity plans/data not
only for cargo carrying capacity but also bunker,
ballast, lube oils, diesel oil, fresh water and
miscellaneous oils

This information may take the form of a plan,

tabular layout in the stability booklet or more
commonly as a computer programme.

This latter will have to be of an approved and

certified type.
Capacity
Plans
Having determined the allowable draft on the
basis of the load line zones, the Chief Officer
will have to make close examination of the
ship’s capacity plans to determine deadweight
allowance

The capacity plan will contain a deadweight

scale
 Looking
something like
this
Deadweigh
t Scale
This scale will prove invaluable in cases where
the vessel is to visit draft restricted ports
This scale will show against a particular draft the
ship’s deadweight, displacement in salt water and
fresh water and TPC.
By deducting known values such as bunkers etc.
the Chief Officer can quickly discover the
allowable deadweight for the given draft
This same information is also given in tabular
form in the Stability Booklet and this can be
referred to for greater accuracy.
Deductables
Constant
Constant Weights:
Weights:
These
These are
are weights
weights other
other than
than bunkers
bunkers and
and cargo
cargo that
that the
the
ship
ship carries
carries and
and which
which vary
vary little
little from
from voyage
voyage to
to voyage
voyage
and
and can
can be
be classed
classed as
as being
being “constant”
“constant”

They
They are
are made
made upup of
of items
items such
such as:
as: spare
spare parts
parts like
like
anchors
anchors etc.,
etc., lashing
lashing equipment,
equipment, stores
stores &
& provisions,
provisions,
crew
crew effects
effects etc.
etc.

Also,
Also, as
as a
a ship
ship gets
gets older
older there
there will
will be
be an
an accumulation
accumulation of of
rust
rust scale
scale &
& other
other debris
debris in
in her
her tanks
tanks which
which means
means thatthat
while
while these
these weights
weights are
are classed
classed as
as being
being constant
constant itit does
does
need
need to
to be
be checked
checked occasionally
occasionally
Deductables
Bunkers:-
This will include ROB, bunkers for the
voyage and a safety margin.
The safety margin can vary as the owner
may have a stipulated safety margin for
all voyages but generally is in the region
of three days steaming
Sufficient bunkers, including the safety
margin may be taken at the load port OR,
depending on costs, bunker
replenishment may be carried out at a
Deductables
Lub Oils & Fresh Water
Sufficient lub oils must be on board for the
voyage and these are also classed as
deductibles
Fresh water may need to be taken although most
vessels now have their own water making
facilities.
Nonetheless, my advise to you is to make sure
you have a sufficient supply on board for normal
everyday.
 General Procedure with Calculations
Sketch the route and name the Ports and Load Line
Zones
Clearly mark off the governing line i.e. the limiting
Load Line Zone
Make a statement of bunkers (FO & DO) and fresh
water, showing the steaming time for each leg and
the consumption for each leg. These will be
deductable from the deadweight
Note the allowable draft for the governing line and
the corresponding deadweight for this draft
To this deadweight value we add the zone allowance
(if applicable). This is simply the sum of fuel and
water consumed from leaving port until arrival at
the governing line.
Remaining deductibles, stores, safety margin, “k”
 Worked example (Page 26)
A tanker is to load cargo in Italy and is due to
sail for the UK on March 20th.

The load port is in a Summer Zone and the

vessel will pass through the Winter Seasonal
Zone (1st. November ~ 31st. March)
From the load port to the WSZ it is five days
steaming while the total passage is 13 days
steaming
The vessel must have 5 days reserves on board
at all times.

Consumptions are: FO: 25 tpd DO: 5 tpd FW:

39
 Bunkers & FW for the voyage 5 Days Reserve Zone Allowance
FO 25t x 13 325.0 25t x 5 125.0 25t x 5 125.0
DO 5t x 13 65.0 5t x 5 25.0 5t x 5 40.0
FW 8t x 13 104.0 8t x 5 40.0 8t x 5 40
494.0 190.0 190.0

Winter DWT 19560.00

Bunkers & FW for entire voyage - 494.00
Reserve - 190.00
Stores constant - 100.00
18776.00
Zone Allowance + 190.00
Total Cargo to Load 18966.00
Example 1.
You are on a bulk carrier in Istanbul in Turkey. You are to load a cargo of granite chips
and 22 containers weighing 19 tonnes each (on deck) to be discharged in Riga in Latvia.
The date is 4th January. Istanbul is in the Summer Zone. Riga is in the Winter Zone.

Particulars:
Displacement 33420t (Summer) 32666t (Winter)
DWT 27140t (Summer) 26386t (Winter)

Distances:
Istanbul to Riga 4163 Nautical Miles
Istanbul to Winter Loadline 2447 Nautical Miles
Speed : 10.9 kts

Consumptions:
Fuel Oil 25 tonnes per day
Diesel Oil 4.5 tonnes per day
Fresh Water 6.5 tonnes per day
You must have 5 days reserve on board at all times (Assume nil on board in Istanbul)

Assume stores constant of 155 tonnes.

Calculate the maximum amount of granite chips that you will be able to load.
Example 1 – Answer
Istanbul to Riga – 4163 miles @ 10.9 kts = 381.93 hours
= 15.91 days

Istanbul to WLL – 2447 miles @ 10.9 kts = 224.5 hours

= 9.35 days

Bunkers & FW for the voyage 5 Days Reserve Zone Allowance

FO 25t x 15.91 397.75 25t x 5 125.0 25t x 9.35 233.75
DO 4.5t x 15.91 71.60 4.5t x 5 22.5 4.5t x 9.35 42.08
FW 6.5t x 15.91 103.42 6.5t x 5 32.5 6.5t x 9.35 60.78
572.77 180.0 336.61

Winter DWT 26386.00

Bunkers for entire voyage - 572.77
Reserve - 180.00
Stores constant - 155.00
25478.23
22 containers @ 19 tonnes - 418.00
each
25060.23
Zone Allowance + 336.61
Total Cargo to Load 25396.84
Example 2.
You are on a bulk carrier in Mombasa in Kenya. You are to load a cargo of cement and 14
containers weighing 26 tonnes each (on deck) to be discharged in New Orleans, USA .
The date is 1st November. Mombasa is in the Tropical Zone. New Orleans is in the
Summer Zone.
Your route will take you through the Suez Canal

Particulars:
DWT 27945t (Tropical) 27140t (Summer) 26386t (Winter)

Distances:
Mombasa to New Orleans 9393 Nautical Miles
Mombasa to Arabian Sea Seasonal Tropical Zone 1322 Nautical Miles
Mombasa to Mediterranean Summer Zone 3004 Nautical Miles
Speed : 12.0 kts

Consumptions:
Fuel Oil 21.5 tonnes per day
Diesel Oil 4 tonnes per day
Fresh Water 7.2 tonnes per day
You must have 4 days reserve on board at all times (Assume 4 days reserve on board in
Mombasa)

Assume stores constant of 135 tonnes.

Calculate the maximum amount of cement that you will be able to load.
Example 1 – Answer
Mombasa to New Orleans – 9393 miles @ 12 kts = 782.75 hours
= 32 days 14.75 hours
= 32.61 days
Mombasa to Summer Zone – 3004 miles @ 12 kts = 250.33 hours
= 10 days 10.33 hours
= 10.43 days

Bunkers & FW for the voyage 4 Days Reserve Zone Allowance

FO 21.5t x 32.61 701.12 21.5t x 4 86.0 21.5t x 10.43 224.25
DO 4t x 32.61 130.44 4t x 4 16.0 4t x 10.43 41.72
FW 7.2t x 32.61 234.79 7.2t x 4 28.8 7.2t x 10.43 75.10
1066.35 130.8 341.07

Summer DWT 27140.00

Bunkers for entire voyage 1066.35
Reserve 130.80
Stores constant 135.00
25807.85
14 containers @ 26 tonnes 364.00
each
25442.85
Zone Allowance 341.07
Total Cargo to Load 25784.92
 A further example
A ship is to load cargo at Capetown for discharge in the
UK. She is to take bunkers and fresh water at
Capetown and Las Palmas where she is also to load
253 tonnes of cargo. Vessel must have 4 days
reserves of bunkers and FW at all times
Steaming time from Capetown to Las Palmas = 18
days
Steaming time from Las Palmas to the UK = 7 days
Summer Deadweight = 9733 tonnes
Winter Deadweight = 9451 tonnes
Daily Consumption: Bunkers = 25 t FW = 5 t
Constant (“k”) = 120 t
Capetown is in a Summer Zone Las Palmas is in a
Tropical Zone
Winter Zone commences 4 days steaming from Las
Further Example – Answer
Capetown to Las Palmas = 18 days
This part of the voyage has no significance with regard to
deductibles as the vessel travels from a Summer Zone to a
Tropical Zone
Las Palmas to UK = 7 days
Bunkers & FW for the voyage 4 Days Reserve Zone Allowance
FO & DO 25t x 7 175.00 25t x 4 100.00 25t x 4 100.00

FW 5t x 7 35.00 5t x 4 20.00 5t x 4 20.00

210.00 120.00 120.00

As a check
Winter DWT 9451.00
Capetown Bunkers (18 x 25) 450.00+
Bunkers 210.00-
Las Palmas Bunkers (7 x 25) N/A+
Reserve 120.00-
Reserve (4 x 25) 100.00+
Stores constant 120.00-
Fresh Water + reserve (22 x 5) 110.00+
9001.00
“k” 120.00+
Las Palmas cargo 253-
Las Palmas cargo N/A+
8748.00
Capetown cargo 8868.00+
Zone Allowance 120+
Total 9648.00
Total Cargo to Load 8868.00
Summer Deadweight 9733.00
 Bunker and Fresh Water Statements

Capetown:
FO: 18 x 25 = 450 Las Palmas:
tonnes FO: 7 x 25 = 175
Reserve: 25 x 4 = 100 tonnes
tonnes 4 days reserve already
Total = 550 tonnes on board
ROB = NIL To Load = 175
To Load = 550 tonnes
tonnes
Fresh Water 7 x 5 =
Fresh Water 18 x 5 = 35 tonnes
90 tonnes 4 days reserve already
Reserve: 5 x 4 = 20 on board
tonnes To Load = 35
Example 2 answer

48
Further Example – Answer
Alexandria to Gibraltar
This part of the voyage has no significance with regard to
deductibles as the vessel travels from a Summer Zone to a
Summer Zone
Gibraltar to UK Bunkers & FW for the voyage
= 6 days
3 Days Reserve Zone Allowance
FO & DO 12t x 6 72.00 12t x 3 36.00 12t x 4 48.00

FW 4t x 6 24.00 4t x 3 12.00 4t x 4 16.00

96.00 48.00 64.00

Winter DWT 9065.00 As a check

Bunkers (FO; DO) 72.00- Alexandria Bunkers (7 x 12) 84.00+
Reserve (FO; DO) 36.00- Reserve Bunkers (3 x 12) 36.00+
Fresh Water + Reserve 36.00- Fresh Water (7 x 4) 28.00+
“k” 95.00- Fresh Water Reserve (3 x 4) 12.00+
8826.00 “k” 95.00+
Gibraltar cargo 150.00- Alexandria cargo 8740.00+
8676.00 Total 8995.00
Zone Allowance 64.00+ Summer Deadweight 9440.00
Total Cargo to Load 8740.00
 Bunker and Fresh Water Statements

Alexandria:
FO: 7 x 12 = 84 tonnes Gibraltar:
Reserve: 12 x 3 = 36 FO: 6 x 12 = 72
tonnes tonnes
Total = 120 tonnes 3 days reserve already
ROB = 40 - on board
To Load = 80 To Load = 72
tonnes tonnes

Fresh Water 7 x 4 = Fresh Water 6 x 4 =

28 tonnes 24 tonnes
Reserve: 3 x 4 = 12 3 days reserve already
tonnes on board
Total = 40 tonnes To Load = 24
Calculations

Calculations involving
cargo weight/volume,
stowage factor &
broken stowage
Definitions

 Deadweight is:-

 the difference between the loaded and light

displacements
 the weight of cargo, stores, ballast, fresh
water, fuel, crew and other effects on board.
 the cargo dead-weight is that part of the dead-
weight available for the carriage of cargo.
Definitions
 The stowage factor is:-

 The ratio of weight to stowage space required

under normal conditions.
 numerical figure that expresses the number of
cubic metres per tonne the cargo will occupy.
 SF = m3 / tonne
 The stowage factor should include an
allowance for broken stowage and dunnage.
 Relationship between weight,
volume and stowage factor.

 Stowage factor is the volume of weight

occupied by a unit weight of cargo.

 Therefore, to convert a given weight to the

corresponding volume we use the following:

 Volume (m3) = Weight (tons) x Stowage

Factor (SF) (m3/t)
Definitions (To Note Down)
 Broken stowage is:-
 Is the space lost due to uneven shape of
cargo or unavoidable gaps in cargo stowage,
expressed as a percentage of the total volume
of the cargo.
 allowance applied to the stowage factor for
variations in the compartment the cargo is to
be loaded in.
 For example, a tween deck where the frames
intrude, or where pillars are fitted, will have a
larger broken stowage allowance than a box
shaped hold.
Bale capacity

 the cubic capacity of a cargo hold

measured from the inside of the cargo
battens, frames, bulkhead stiffeners or
spar ceilings, i.e. the spaces between
the frames are not filled; the bale
capacity is generally less than the hold's
grain capacity; sometimes known as
bale cubic
Grain Capacity

 the cubic capacity of a cargo hold when the

length, breadth and depth are measured right
up to the plating; in this case, the cargo is
free-flowing and is capable of filling the
spaces between the ship's frames;
sometimes known as Grain Cubic
 Cargo Planning

 Merchant Shipping (Carriage of

Cargoes) Regulations Statutory
SI 336
Instrument 1999, No. 336

 Applies to all UK ships and all ships in

UK waters MGN 107

 MGN 107
 The Merchant Shipping (Carriage of
 Definitions

 Container means a transport unit defined by the IMO

CSC 1972 convention.
 Certifying Authority means the Secretary of State or any
person or organisation they authorise.
 Owner means any owner, or any person other than the
owner operating the ship.
 Operator of the terminal means the person who controls
the activities of the terminal.
 Shipper means any person who consigns goods for
carriage by sea.
 Forwarder means a person who receives cargo
information in preparation for the delivery of the cargo
to the ship
Cargo Planning

This has to take into account such

things as:
Port rotation
Cargo weight
distribution
In order to do this
Lashing the vessel will
requirements need to be
Stresses supplied with
Dangerous Goods certain
Access information
Cargo Information
 The shipper must supply the owner or Master
certain information in sufficient time to ensure
that:-
 Different commodities are compatible and
suitably segregated
 The cargo is suitable for the ship
 The ship is suitable for the cargo
 The cargo can be safely stowed & secured
for all expected conditions on the intended
voyage
The Cargo Information supplied should
include…

 A general description of the cargo, gross mass and any

special properties
 For bulk cargoes: the stowage factor, trimming procedures,
angle of repose, and if the cargo might liquefy then a
certificate indicating the transportable moisture limit
 For bulk cargoes not classified as DG cargo but which may
be potentially hazardous then information on the chemical
properties of the cargo
 The information is to be in writing and if not supplied by the
shipper then it becomes the duty of the forwarder
 The Master will be guilty of an offence if he accepts cargo
without the appropriate information
MGN 107 (M)
Annex A

Form for cargo

information
Carriage of Documentation
(to note down)
 Approved Stability Information
 Cargo Loading Manual
 IMO Code of safe Practice for Cargo Stowage and
Securing
 IMO Code of Safe Practice for Ships carrying Timber Deck
cargo
 Approved Cargo Securing Manual (vessels less than
500grt not on international voyages and vessels carrying
solid bulk cargoes need not carry a CSM)
 International Grain Code plus Document of Authorisation
on vessels carrying grain
 International Maritime Dangerous Goods Code plus
certificate if applicable
 IBC Code
Stowage & Securing
 The Owners & Master shall ensure that:-
 Cargo loaded on or under deck are stowed
and secured so as to prevent damage or
hazard to the vessel or persons on board and
also prevent loss overboard
 Appropriate precatutions to be taken with
heavy cargoes and those with abnormal
dimensions so as to ensure no damage and
maintain stability
 Cargo should be stowed & secured in
accordance with the Cargo Securing Manual
 Ships carrying cargoes that are liable to emit
Bulk Cargoes other
than Grain
Prior to loading the Master is to have
approved stability information for his vessel

This is to contain comprehensive information

on the ships stability, distribution of cargo and
ballast for standard conditions

If the vessel has approved computer software

then test conditions will also have to be
included in the stability information
Bulk Cargoes other
than Grain
The Master is not to accept concentrates or other
cargoes susceptible to liquefaction unless the moisture
content is lower than its transportable moisture limit

If the moisture is above the TML then the Master must

satisfy the appropriate authorities that there is
satisfactory stability remaining in the event of a shift of
cargo and also that the ship has adequate structural
integrity

The liquefaction of cargoes will be covered in Part Two

Bulk Cargoes other
than Grain
If the vessel is to load cargo with chemical
properties that might create a potential
hazard e.g. coal, then appropriate
precautions for safe carriage are to be taken

Coal cargo will be covered in more detail in

Part Two

Ships carrying bulk cargoes liable to emit

toxic or flammable gasses or cause oxygen
depletion e.g. coal, are to carry an approved
instrument for measuring the concentration
Cargo Loading Manual
The owner is to ensure that the vessel is
supplied with a Cargo Loading Manual that
includes:-
Stability information
Ballasting and deballasting rates and
capacities
Maximum tank top loading
General loading and unloading instructions
Maximum permissible forces and moments on
the ships hull during loading, unloading and
the voyage.
Cargo Securing Manual

 These ships must carry a CSM

– All ships on international voyages carrying
cargo.
– Passenger ships on non-international
voyages carrying cargo.
– All cargo ships over 500 gross tons on non-
international voyages.
Securing Considerations
 The duration of the voyage.
 The geographical area.
 Expected sea conditions.
 Dimensions, design and ship characteristics.
 Expected forces during the voyage.
 Type of cargo.
 Intended stowage pattern.
 Mass and dimensions of cargo.
 Cargo Securing Manual
 IMO MSC/Circ.745
 Cargo Stowage and Securing manual
Stowage Plans
 Capacity
 Resources
 Port Rotation
 Turnaround
 Stability
 Securing
 Trim
 Max capacity
General Cargo Stowage Plan
General Cargo Stowage Plan
 Lashing materials

 Chains
 Wire
 Synthetic rope
 Webbing
 Car lashing
 Steel wrapping
Dunnage
Packaging for Sea
Transport

the carrier
shall properly
and carefully
load, handle,
stow, carry,
keep, care for,
and discharge
the goods
carried
 Methods

 Pallets & Skids

 Flatracks
 Shrink wrap
 Vehicles
 Slinging points
Port
Marks
Rule of Thumb

 The sum of securing devices on

each side of cargo should equal
the weight of the cargo
 Advanced formula
– 6 degrees of motion
yaw; sway; heave; roll; pitch; surge
– Wave; wind
– See course notes for the formula.
Cargo Survey & Cargo Surveyor
Additional Services from
surveyor
 Inspection of ship's hatch covers and ship's
ventilation system.
 Advising the master on loading, stowage
and securing.
 Monitoring the loading, stowage and
securing.
 Advising and reporting on handling damage
caused by stevedores.
 Advising on the tallying of the cargo and
the issue of cargo documentation.
 Advising if the cargo can be loaded in rain.
IMDG
 Master’s responsibilities

◦ The Master is responsible for the handling and the

stowage of dangerous goods on board of the
vessel. He is also responsible that the dangerous
goods have been packed in a good manner
Sources of Advice
 MS (Dangerous Goods and Marine Pollutants)
Reg. 1997, SI 2367
 IMDG
 Health & Safety (Dangerous Substances in
Harbour Areas) Reg. 1987
 MS (Reporting Requirements for Ships carrying
Dangerous and Polluting Goods) Reg. 1995, SI
2498
 Merchant Shipping Notices
 MCA
 Code of Safe Working Practices for Merchant
Seamen
Documentation
 Dangerous GoodsCertificate The shipper
must supply a Dangerous Goods Certificate
note and declaration.
 Container packing Certificate If the goods are
packed in a container, the person responsible
for the packing shall supply a Container
Packing Certificate and declaration.
 Dangerous Goods List The ship shall prepare
a dangerous goods list or manifest of the
dangerous goods on board Alternately a
detailed stowage plan may be used.