Class II Shipboard Operations - Notes - 23.07.2018

LECTURE NOTES
BACHELOR IN NAUTICAL SCIENCE - CLASS 2/ MATES
SHIPBOARD OPERATIONS
The entity of Fiji National University Managed by CINEC
Queen Elizabeth Drive, Laucala Bay, Suva, Fiji Islands |E: ceo-fma@fnu.ac.fj| P: (679) 331 5115
E-5700 |F: (679) 331 5614 | W: www.fnu.ac.fj/maritime/
Distribution & Control of Lecture Notes
Printed copies of Lecture Notes shall be available to all relevant department staff as per the
discretion of HoD.
Master electronic copy shall be in the possession of Quality Department.
A printed copy of the Lecture Notes shall be distributed to the relevant HoD.
HoD Quality Management shall be responsible for preservation, security and distribution of the
Lecture Notes.
Course Notes will be reviewed and revised as per current and future requirements by the
authorised subject lecturer or relevant HoD or by an authorised suitable nominee on their behalf
at the discretion of the relevant HoD to comply with requirements of all interested parties.
While amendments to the course notes could be done as stated above in order to bring about
Continual Improvements and to incorporate updates the reviewed revised Notes must be
submitted to the Quality department for knowledge security, preservation and control.
1st Issue Date: 20.03.2017 Revision No: 00 Revision Date: N/A Authority: CEO
Department Nautical Department
Course Code Course Approval No:

MSAF Training Course
Approval Date:
Reference No:
Reviewed By Subject Lecturer Sig.
Approved By Head of Department Captain Vilivo Bolaciri Sig.
1st Issue Date: 2017.03.20 Revisions: As per revision Table
STCW 1978, As Amended Reg. II/2, Sec. A-II/2, Table A-II/2
IMO Model Course: 7.01 (2014 Edition)
Designed & Developed By: Colombo International Nautical and Engineering College (CINEC)
Table of Revisions
Date of Revision Description of Revision HoD’s Signature

Revision Reference
No.
SHIPBOARD OPERATIONS – FOR MASTER & CHIEF MATE ON SHIPS OF 500 GT OR MORE
Table of Contents
8.2 Plan and ensure safe loading, stowage, securing, care during the voyage and unloading of cargoes. 10
8.2.1 Knowledge of and ability to apply relevant international regulations, codes and standards
concerning the safe handling, stowage, securing and transport of cargoes. ......................................... 10
8.2.1.1Plans and actions conform with international regulations...................................................... 10
8.2.2 Use of stability and trim diagrams and stress-calculating equipment, including automatic data-
based (ADB) equipment, and knowledge of loading cargoes and ballasting in order to keep hull stress
within acceptable limits .......................................................................................................................... 20
8.2.2.1 Knowledge of loading cargoes and ballasting in order to keep hull stress within acceptable
limits.................................................................................................................................................... 20
8.2.2.1.1 explains the importance of devising a cargo stowage plan and loading/unloading plan.... 20
8.2.3 Stowage and securing of cargoes on board ships, including cargo-handling gear and securing and
lashing equipment .................................................................................................................................. 25
8.2.3.1 Timber deck cargoes ............................................................................................................... 25
8.2.3.2 Care of cargo during carriage .................................................................................................. 28
8.2.3.3 Requirements applicable to cargo handling gear ................................................................... 30
8.2.3.3.1 outlines the requirements of ILO Convention 152, the Occupational Safety and Health
(Dock Work) Convention, 1979, which apply to ships ........................................................................ 30
8.2.3.4 Maintenance of cargo gear ......................................................................................................... 34
8.2.3.4.1 Prepares plans for the inspection of cargo gear .................................................................. 34
8.2.3.4.2 undertakes inspections of cargo gear so that any safety issues associated with machinery,
structure, running and standing rigging and associated equipment is identified and addressed
before use ........................................................................................................................................... 35
8.2.3.4.3 Maintains the records and plans required for the cargo gear ............................................. 35
8.2.3.5 Maintenance of hatch covers ................................................................................................. 35
8.2.4 Loading and unloading operations, with special regard to the transport of cargoes identified in
the Code of Safe Practice for Cargo Stowage and Securing ................................................................... 39
8.2.4.1 Loading, stowage and discharge of heavy weights ................................................................. 39
8.2.4.2 Care of cargo during carriage...................................................................................................... 40
8.2.4.2.1 outlines the content of the Code of Safe Practice for Cargo Stowage and securing ........... 40
8.2.4.3 Methods and safeguards when Fumigating Holds ..................................................................... 52
8.2.4.3.1 explains recommendations given in MSC.1/Circ.1264 – Recommendations on the Safe Use
of Pesticides in Ships Applicable to the Fumigation of Cargo Holds, contained in the added
supplement of the IMSBC Code .......................................................................................................... 52
8.2.4.3.2explains the reasons for the control of pests ....................................................................... 53
8.2.4.3.3states that the control of rodents is required by the International Health Regulations ...... 53
8.2.4.3.4describes the methods for the prevention of insect infestation and states the areas to
which particular attention should be given ........................................................................................ 53
8.2.4.3.5explains how contact insecticides in the form of sprays, smokes or lacquers may be used
by the crew for dealing with local infestation .................................................................................... 53
8.2.4.3.6states that all persons not directly involved in the application should be evacuated from
the areas being treated for a period not less than that recommended by the manufacturer of the
pesticide .............................................................................................................................................. 54
8.2.4.3.7states that extensive or hazardous treatments, including fumigation and spraying near
human or animal food, should only be undertaken by expert operators .......................................... 54
8.2.5 General knowledge of tankers and tanker operations .................................................................. 63
8.2.5.1 Terms and definitions ............................................................................................................. 63
8.2.5.2 Contents and application of the International Safety Guide for Oil Tankers and Terminals
(ISGOTT) .................................................................................................................................................. 66
8.2.5.2.1 Explains that ISGOTT provides operational advice to directly assist personnel involved in
tanker and terminal operations, including guidance on, and examples of, certain aspects of tanker
and terminal operations and how they may be managed.................................................................. 66
8.2.5.3 Oil tanker operations and related pollution prevention regulations ..................................... 73
Components and description of IG system: ............................................................................................ 74
Brief working procedure ......................................................................................................................... 77
8.2.5.4 Chemical tankers......................................................................................................................... 87
8.2.5.4.1 States that modern chemical tanker have evolved from oil product tankers to take
account of special carriage requirements and associated hazards .................................................... 87
8.2.5.4.2 Explains that dedicated service usually means that the tanker is designed for the carriage
of a particular type of chemical and transports the same type of cargo on each voyage ................. 88
8.2.5.4.3 explains that a chemical tanker engaged in parcel trade moves a variety of relatively small
lots of chemicals between a number of ports .................................................................................... 88
8.2.5.4.4 lists the most important of the rules governing chemical tankers as: ................................ 88
8.2.5.4.5 States that the sea transport of liquid chemicals in bulk is internationally regulated, as
regards safety and pollution aspects, through Conventions adopted by the International Maritime
Organization (IMO) ............................................................................................................................. 88
8.2.5.4.6 Explains that the Convention requirements are supplemented by recommendations,
specifications and Codes adopted by IMO.......................................................................................... 89
8.2.5.4.7 states that the IMO Conventions covering the carriage of chemicals in bulk are: .............. 89
8.2.5.4.8 states that the most important Codes and standards covering the transport of liquid
chemicals are: ..................................................................................................................................... 89
8.2.5.4.9 defines a chemical tanker as a cargo ship constructed or adapted and used for the carriage
in bulk of any liquid product listed in Chapter 17 of the IBC Code ..................................................... 89
8.2.5.4.10 explains that products are included in the list in Chapter 17 because of their safety
hazards or because of their pollution hazards or both ....................................................................... 89
8.2.5.4.11 states that safety hazards may be one or more of the following: ..................................... 90
8.2.5.4.12 states that, in addition to the survey requirements for any ship, chemical tankers must
undergo surveys of the cargo-containment and handling arrangements for the issue of an
International Certificate Fitness for the Carriage of Dangerous Chemicals in Bulk............................ 90
8.2.5.4.13 explains that the Bulk Chemical Codes divide tankers into three ship types, Type 1, Type
2 and Type 3, which reflect the hazard ratings of the cargoes which may be carried ....................... 90
8.2.5.4.14 states that a Type 1 ship is intended for the transportation of products considered to
present the greatest overall hazards and Type 2 or Type 3 for products of progressively lesser
hazards ................................................................................................................................................ 91
8.2.5.4.15 states that the division into ship types is based on the ship’s capability to survive
specified damage caused by collision or stranding and the location of the cargo tanks in relation to
such damage ....................................................................................................................................... 91
8.2.5.4.16 illustrates, by means of sketches, the location of tanks for each type of ship .................. 91
8.2.5.4.17 explains the following descriptions of tanks: .................................................................... 91
8.2.5.4.18 states that all materials used for tank construction and associated piping, valves and
pumps must be resistant to the cargo carried.................................................................................... 92
8.2.5.4.19 states that some ships have stainless-steel tanks for the carriage of cargoes which cannot
be contained in mild steel ................................................................................................................... 92
8.2.5.4.20 explains that mild-steel tanks are normally coated, to protect cargoes from
contamination by steel and to make cleaning, gas-freeing and inspection easier............................. 92
8.2.5.4.21 states that no single coating is suitable for all cargoes and that the coating
manufacturers compatibility data must be used when planning a cargo .......................................... 92
8.2.5.4.22 explains that cofferdams and other void spaces may be included in the cargo-tank area
to provide segregation of groups of tanks .......................................................................................... 92
Tube Pump Breakdown ....................................................................................................................... 97
8.2.5.5 Tank cleaning and control of pollution in chemical tankers ................................................. 101
8.2.5.6 Gas tankers............................................................................................................................ 108
8.2.5.7 Cargo operations in gas tankers............................................................................................ 119
8.2.6 Knowledge of the operational and design limitations of bulk carriers ........................................ 128
8.2.6.1 Operational and design limitations of bulk carriers.............................................................. 128
8.2.6.2 SOLAS, chapter XII Additional safety measures for bulk carriers ............................................... 11
8.2.6.2.1 Explains the regulations provided as additional safety measures for bulk carriers in
chapter XII of the SOLAS Convention which apply to bulk carriers of 150m in length and upwards,
carrying high density dry bulk cargoes, including: .............................................................................. 11
8.2.6.3 CSR Bulk .................................................................................................................................. 13
8.2.7 Ability to use all available shipboard data related to loading, care and unloading of bulk cargoes
................................................................................................................................................................ 14
8.2.7.1 Application of all available shipboard data related to loading, care and unloading of bulk
cargoes ................................................................................................................................................ 14
8.2.8 Ability to establish procedures for safe cargo handling in accordance with the provisions of the
relevant instruments such as IMDG Code, IMSBC Code, MARPOL 73/78 Annexes III and V and other
relevant information ............................................................................................................................... 28
8.2.8.1 Establish procedures for safe cargo handling in accordance with the provisions of the
relevant instruments such as IMDG Code, IMSBC Code, MARPOL 73/78, Annexes III and V ............ 28
8.2.9 Ability to explain the basic principles for establishing effective communications and improving
working relationship between ship and terminal personnel .................................................................. 42
8.2.9.1 Basic principles for establishing effective communications and improving working
relationships between ship and terminal personnel .......................................................................... 42
8.3.1 International regulations, standards, codes and recommendations on the carriage of dangerous
cargoes, including the International Maritime Dangerous Goods (IMDG) Code and the International
Maritime Solid Bulk Cargoes (IMSBC) Code ............................................................................................ 49
8.3.1.1 International regulations and codes ....................................................................................... 49
8.3.2 Carriage of dangerous, hazardous and harmful cargoes; precautions during loading and
unloading and care during the voyage ................................................................................................... 49
8.3.2.1Dangerous goods in packages.................................................................................................. 49
8.3.2.2 Solid bulk cargoes ....................................................................................................................... 78
8.3.2.2.1 outlines the contents of the International Maritime Solid Bulk Cargoes (IMSBC Code) ..... 78
8.3.2.2.2 States that the main hazards associated with the shipment of bulk solids are: ..................... 79
8.3.2.2.3 Lists the information which should be supplied by the shipper to the Master before
loading................................................................................................................................................. 79
8.3.2.2.4 States that a certificate stating the relevant characteristics of the material should be
provided to the Master at the loading point ...................................................................................... 80
8.3.2.2.5 Explains that certificates stating transportable moisture limits should be accompanied by a
statement that the moisture content is the average moisture content at the time of presenting the
certificate ............................................................................................................................................ 80
8.3.2.2.6 Explains how to distribute a high-density cargo between holds when detailed information
is not available .................................................................................................................................... 81
8.3.2.2.7 states that the loading instrument, loading information and the ship’s stability information
book should be used to check the suitability of a proposed stow for stresses and stability ............. 82
8.3.2.2.8 Describes how to prevent shifting of bulk cargo by reducing an excessively high GM ....... 82
8.3.2.2.9 Describes precautions to take before, during and after loading of bulk cargo ................... 82
8.3.2.3 International Code for the Safe Carriage of Grain in Bulk (International Grain Code) ......... 100
8.4 Monitor and control compliance with legislative requirements and measures to ensure safety of life
at sea, security and the protection of the marine environment .............................................................. 116
8.4.1 Knowledge of international maritime law embodied in international agreements and
conventions........................................................................................................................................... 116
8.4.1.1 Responsibilities under the International Convention for the Prevention of Pollution from
Ships, as amended ............................................................................................................................ 116
8.4.2 Responsibilities under international instruments affecting the safety of the ship, passengers,
crew and cargo...................................................................................................................................... 140
8.4.2.1 Ballast water Convention 2004 ............................................................................................. 140
8.2 Plan and ensure safe loading, stowage, securing, care during the
voyage and unloading of cargoes
8.2.1 Knowledge of and ability to apply relevant international regulations, codes and
standards concerning the safe handling, stowage, securing and transport of cargoes.
8.2.1.1Plans and actions conform with international regulations
8.2.1.1.1 plans loading to comply with the Load Line Convention in terms of:
- freeboard
- seasonal` restrictions
- zones
- statical and dynamic stability requirements
- bunker requirements, and considers
- expected weather patterns
loading procedure
Cargo loading on a vessel irrespective of its type general requirements are same. In general ship
should not immerse applicable load line at any time of the voyage. Vessels applicable load line should
obtained from relevant load line certificate. Some vessels may have several load line certificates,
depending on the circumstances only one load line certificate to be used. During the passage ship
may encounter different load line zones or seasonal restrictions. So initial cargo calculation should
confirm that ship will not immerse load line when changing zones or seasonal restrictions.
When estimating maximum cargo quantity it should bear in mind to check load density, stresses,
minimum stability requirements according to statical and dynamialc stability recommendations of
ships stability booklet.
Estimation of maximum cargo quantities should make sure to have required bunkers and other
consumables to reach discharging port or ports with appreciable safe margin.
If loading condition results very high stableness or very tender conditions alterations on stowage plan
should consider. If the vessel unable to alter extreme conditions by altering stowage plan voyage
precautions to be taken avoiding heavy weather.
Devising a Cargo Stowage Plan and Loading/Unloading Plan
Exceeding the permissible limits specified in the ship's approved loading manual will lead to over-
stressing of the ship's structure and may result in catastrophic failure of the hull structure. The
amount and type of cargo to be transported and the intended voyage will dictate the proposed
departure cargo and/or ballast stowage plan. The officer in charge should always refer to the loading
manual to ascertain an appropriate cargo load distribution, satisfying the imposed limits on structural
loading.
There are two stages in the development of a safe plan for cargo loading or unloading:
a) Step 1: Given the intended voyage, the amount of cargo and/or water ballast to be carried and
imposed structural and operational limits, devise a safe departure condition, known as the stowage
plan.
b) Step 2: Given the arrival condition of the ship and knowing the departure condition (stowage plan)
to be attained, devise a safe loading or unloading plan that satisfies the imposed structural and
operational limits.
In the event that the cargo needs to be distributed differently from that described in the ship's
loading manual, stress and displacement calculations are always to be carried out to ascertain, for any
part of the intended voyage, that:
a) The still water shear forces and bending moments along the ship's length are within the permissible
Seagoing limits.
b) If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of
cargo in two successive holds are within the allowable Seagoing limits for the draught of the ship.
These weights include the amount of water ballast carried in the hopper and double bottom tanks in
way of the hold(s).
c) The load limit on the tanktop and other relevant limits, if applicable, on local loading are not
exceeded.
The consumption of ship's bunkers during the voyage should be taken into account when carrying out
these stress and displacement calculations.
Whilst deriving a plan for cargo operations, the officer in charge must consider the ballasting
operation to ensure:
a) Correct synchronisation with the cargo operation.

b) That the deballasting/ballasting rate is specially considered against the loading rate and the
imposed structural and operational limits.
c) That ballasting and deballasting of each pair of symmetrical port and starboard tanks is carried out
simultaneously.
During the planning stage of cargo operations, stress and displacement calculations should be carried
out at incremental steps commensurate with the number of pours and loading sequence of the
proposed operation to ensure that:
1) The SWSF and SWBM along the ship's length are within the permissible Harbour limits.
2) If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of
cargo in two adjacent holds are within the allowable Harbour limits for the draught of the ship. These
weights include the amount of water ballast carried in the hopper and double bottom tanks in way of
the hold(s).
3) The load limit on the tanktop and other relevant limits, if applicable, on local loading are not
exceeded.
4) At the final departure condition, the SWSF and SWBM along the ship's length are within the
permissible Seagoing stress limits.
During the derivation of the cargo stowage, and the loading or unloading plan, it is recommended
that the hull stress levels be kept below the permissible limits by the greatest possible margin. A cargo
loading/unloading plan should be laid out in such a way that for each step of the cargo operation
there is a clear indication of:-
i) The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.

ii) The amount of water ballast and the corresponding tank/hold number(s) to be discharged/loaded.
iii) The ship's draughts and trim at the completion of each step in the cargo operation.
iv) The calculated value of the still water shear forces and bending moments at the completion of
each step in the cargo operation.
v) Estimated time for completion of each step in the cargo operation.
vi) Assumed rate(s) of loading and unloading equipment.
vii) Assumed ballasting rate(s)
The loading/unloading plan should indicate any allowances for cargo stoppage (which may be
necessary to allow the ship to deballast when the loading rate is high), shifting ship, bunkering,
draught checks and cargo trimming.
The loading or unloading plan should only be changed when a revised plan has been prepared,
accepted and signed by both parties. Loading plans should be kept by the ship and terminal for a
period of six months.
A copy of the agreed loading or unloading plan and any subsequent amendments to it should be
lodged with the appropriate authority of the port State.
8.2.1.1.2 plans loading to comply with the IMO Intact Stability Code
8.2.1.1.3 plans cargo stowage and carriage in compliance with the Code of Safe Practice for Cargo
Stowage and Securing
The conditions of stability, hull strength, draft and trim of the ship at sea and on arrival / departure at
/ from port and during loading / unloading cargo, bunkering and water ballast exchange, should be
worked out, ensuring safety of the vessel. Safety of the cargo vessel depends on proper GM, stress
calculation and other factors as being within appropriate Limits.
Following are the check item confirming stability and hull strength of cargo ship:
 The GM value within acceptable limits as specified in the loading manual and in compliance with
IMO rules upto arrival next port?
 GZ curves of the vessel to be fully understood, and their characteristics confirmed
 Expected weather and sea conditions, to be taken into consideration when confirming stability &
hull strength
 Free surface effects and any sloshing effects for the planned passage to be taken into
consideration.
 Any restrictions specified in the loading manual to be taken into consideration.
 Values of bending moments, shearing forces and torsional stresses at sea to be within acceptable
limits upto arrival next port.
 The sailing draft to be within applicable loadline or port/passage limits/restrictions.
 Air draft limitations due to bridges, cargo handling equipment or other obstructions to be
assessed as necessary.
 The cargo density in accordance with maximum permissible values and precautions as per the
loading manual to be followed.
 Forward draft limit (per loading manual) to prevent slamming to be confirmed.
 Propeller immersion ratio to be assured.
 Trim and draft changes during voyage in fresh or brackish water such as rivers, canals and lakes,
to be taken into consideration.
 Squat due to shallow water effect to be taken into consideration.
 Safe under keel clearance to be assured .
 Fuel oil and fresh water consumptions to be taken into consideration.
 Stowage locations to be selected accordance with vessels CSM in considering number of securing
points and their adequacy for intended cargo.
8.2.1.1.4 states that an approved cargo securing manual is required to be carried on board all ships
except those engaged solely in the carriage of bulk cargoes
Except for dry bulk and liquid bulk cargo vessels, other cargo vessels such as container, RORO and
general cargo vessels are required to have administration approved Cargo securing manual.
8.2.1.1.5 lists the information provided in the cargo securing manual

Contents of Cargo Securing Manual
1. Details fixed and portable securing devices available onboard with their MSL
2. Securing points with their SWL/MSL (Maximum securing load)
3. Specific weight load tests of all lashing materials
4. Maintenance and inspection schedule of securing devices
5. General principles of cargo Securing with specific gear
Information contained in CSM in relation to fixed and portable cargo securing devices
 A list and/or plan of the fixed cargo securing devices,
 A list for the portable securing devices,
 Name of manufacturer;
 Type designation of item with simple sketch for ease of identification;
 Material(s);
 Identification marking;
 Strength test result or ultimate tensile strength test result;
 Result of non destructive testing; and
 Maximum Securing Load (MSL) of following
 Fixed securing devices on bulkheads, web frames, stanchions, etc. and their types (e.g., pad eyes,
eyebolts, etc.), where provided, including their MSL;
 Fixed securing devices on decks and their types (e.g., elephant feet fittings, container fittings,
apertures, etc.) where provided, including their MSL;
 Fixed securing devices on deckheads, where provided, listing their types and MSL; and
 For existing ships with non-standardized fixed securing devices, the information on MSL and
location of securing points is deemed sufficient.
 Container stacking fittings, container deck securing fittings, fittings for interlocking of containers,
bridge-fittings, etc., their MSL and use;
 Chains, wire lashings, rods, etc., their MSL and use; tensioners (e.g., turnbuckles, chain tensioners,
etc.), their MSL and use;
 Securing gear for cars, if appropriate, and other vehicles, their MSL and use;
 Trestles and jacks, etc., for vehicles (trailers) where provided, including their MSL and use; and
 Anti-skid material (e.g., soft boards) for use with cargo units having low frictional characteristics.
8.2.1.1.6 uses data from the cargo securing manual to plan securing a range of cargo types
Cargo securing manual provides data relating to fixed and portable lashing points. According to the
dimension and weight of cargo,stowage location of cargo to be selected to provide adequate lashing
arrangement.For container vessels and RORO vessels cargo securing manual provides detailed
instructions on lashing and securing of CTU and vehicles. But CSM of general cargo vessels only provides
general instructions on lashing and securing. Individual lashing and securing of general cargo may vary
one to another but general guide lines provided by CSM to be adhered.
Different types of lashings used onboard general cargo vessels.
Cross lashings or lashing against sliding
This method of lashing prevents movement against longitudinal and transverse sliding. To prevent
sliding movements of cargo lashing angle to the horizontal should preferably be in the range 30° to
60°.
Direct lashing against tipping

Cargo or cargo units generally taller or with high center of gravity required lashing against tipping. In
order to protect cargo against tipping lashings should be positioned in a way that provides effective
levers related to the applicable tipping axis. That is lashings to be applied at upper end of the cargo or
cargo unit.
Top over Lashing

Pass one or more lashings over the top of the item. This method is the least desirable because it is
most ineffective for opposing centrifugal force. The cargo simply slides back and forth under the
lashing.
Half loop or Loop lashings

Generally loop lashings (half loop, loop, horizontal half loop or spring lashings) are used on cargo units
without proper lashing points. Pass two or more lashings completely around the item. This type of
lashing provides greater resistance to the forces exerted athwart ship. It prevents the cargo from
moving without exerting strain on the lashing.
Horizontal half-loop lashing
Horizontal half loop lashings mainly used on packages and articles without proper securing points.
These type of cargoes should be either secured by shoring or blocking against solid structures or by
top-over, half-loop , horizontal half loop or spring lashings.
Spring lashing
A spring lashing is mainly used to prevent cargo from sliding and tipping forward or backward.
Mainly used on cargo units or articles without proper lashing points.
Corner support lashing

Combine one of the above methods with dunnage or saddles at each corner. This prevents the lashing
from cutting into the cargo.
Blocking
Blocking is the act of attaching solid pieces of wood, or blocks, to a deck, bulkhead, or overhead, so
that these pieces lean directly against the cargo to prevent its movement.
Lashing of vehicles or trailers
When lashing a vehicle or trailer proper lashing points of the vehicle or trailer should be used. Never
use any other fixtures when lashing and securing a vehicle or trailer.
Lashing of steel coils
8.2.1.1.7 lists the certificates required for inspection by port state control officers
With regards to lashing and securing vessels applicable for CSM are necessary to have administration
approved CSM and test certificates for all fixed or portable equipment. In addition to approved CSM
all fixed and portable lashing equipment should undergo periodical verification by RO recognised by
contracting government. Periodical examination period may vary according to contracting
governments, some governments period specified as 5 years and others as 4 years. CSM also requires
planned maintenance and prior and after use inspections.
CSM, test certificates and PMS are subjected to inspections by shippers, charterers, stevedores and
PSC officers.
8.2.1.1.8 plans loading and securing to comply with the Code of Practice for the Carriage of Timber Deck
Cargoes
Stability Requirements
 The master should ensure that the ship condition complies with its stability booklet at all times.
 Since excessive GM values induce large accelerations, GM should preferably not exceed 3% of the
breadth of the vessel,
 Account may be taken of the buoyancy of timber deck cargo when calculating stability curves,
assuming that such cargo has a permeability up to 25%.
 Permeability is defined as the percentage of empty space of the volume occupied by the deck
cargo.
 Additional curves of stability may be required if the Administration considers it necessary to
investigate the influence of different permeabilities and/or assumed effective height of the deck
cargo. 25% permeability corresponds to sawn wood cargo and 40%-60% permeability corresponds
to round wood cargo with increasing permeability with increasing log diameters
Positive stability should maintain during all times.
Following points to consider when calculating the stability of the vessel for the increased weight of
the timber deck cargo due to:
 Absorption of water in dried or seasoned timber
 Ice accretion, if applicable
 Variations in consumables
 The free surface effect of liquid in tanks
 Weight of water trapped in broken spaces
If a list develops for which there is no satisfactory explanation and should cease loading and asses the
stability.
Recommended Stability Criteria for passenger and cargo ships

 The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians up
to θ = 30° angle of heel and not less than 0.09 metres-radians up to θ = 40° or the angle of
flooding θf if this angle is less than 40°.
 Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30°
and 40° or between 30° and θf, if this angle is less than 40°, should not be less than 0.03 metre-
radians.
 The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than 30°.
 The maximum righting arm should occur at an angle of heel preferably exceeding 30° but not less
than 25°.
 The initial metacentric height GMo should not be less than 0.15 m.
For Timber Deck Cargo Vessels

 The area under the righting lever (GZ curve) should not be less than 0.08 metre-radians up to θ =
40° or the angle of flooding if this angle is less than 40°.
 The maximum value of the righting lever (GZ) should be at least 0.25 m.
 At all times during a voyage, the metacentric height GM shall not be less than 0.1 mtaking into
account the absorption of watcr by the deck cargo and/or ice accretion on the exposed surfaces.
The criteria mentioned above fix minimum values, but no maximum values are recommended.
Where anti-rolling devices are installed in a ship the Administration should be satisfied that the above
criteria can be maintained when the devices are in operation.
A number of influences such as beam wind on ships with large windage area, icing of topsides, water
trapped on deck, rolling characteristics, following seas, etc., adversely affect stability and the
Administration is advised to take these into account so far as is deemed necessary.
Assumption for calculating Loading condition

 Stability should comply with worst service condition
 Assume 10% increase of weight for deck cargo on arrival condition due to water absorption
 Make an allowance to deck cargo weight for ice accretion 30kg per square meter on weather
decks and gangways if intended to trade in ice formation area
Height and Extent of Timber Deck Cargo

The height of the timber deck cargo above the weather deck on a ship within a seasonal winter zone
in winter should not exceed one third of the extreme breadth of the ship.
The height of the timber deck cargo should be restricted so that
 Adequate visibility is assured
 A safe margin of stability is maintained at all stages of the voyage
 Any forward facing profile does not present overhanging shoulders to a head sea
 The weight of the timber deck cargo does not exceed the designed maximum permissible load on
the weather deck and hatches.
Conditions on loading and stowing for vessels marked with timber load lines
Stowage of deck cargo should extend:
 Over the entire available length of the well or wells between superstructures and as close as
practicable to end bulkheads.
 At least to the after end of the aftermost hatchway in the case where there is no limiting
superstructure at the aft end.
 Athwartships as close as possible to the ship sides, after making due allowance for obstructions
such as guard rails, bulwark stays, uprights, pilot boarding access, etc.,
 Provided any area of broken stowage thus created at the side of the ship does not exceed a mean
of 4% of the breadth.
 To at least the standard height of a superstructure other than a raised quarterdeck.
 The basic principle for the safe carriage of any timber deck cargo is a solid stowage during all
stages of the deck loading.
This can only be achieved by constant supervision by shipboard personnel during the loading process.
Visibility
Timber deck cargo should be loaded in such a manner as to ensure that the ship complies with the
visibility requirements contained in SOLAS chapter V.
According to SOLAS chapter V, the view of the sea surface from the conning position should not be
obscured by more than two ship lengths, or 500 m, whichever is the less, forward of the bow to 10°
on either side under all conditions of draught, trim and deck cargo.
The lashings arrangement accordance with the Code

Hog lashings are normally used over the second and third tiers and may be set "hand tight" between
stanchions. The weight of the upper tiers when loaded on top of these wires will further tighten them.
Wire rope lashings which are used in addition to chain lashings. Each of these may pass over the stow
from side to side and loop completely around the uppermost tier. Turnbuckles are fitted in each
lashing to provide means for tightening the lashing at sea.
Wiggle wires which are fitted in manner of a shoelace to tighten the stow. These wires are passed
over the stow and continuously through a series of snatch blocks, held in place by foot wires.
Turnbuckles are fitted from the top of the footwire into the wiggle wire in order to keep the lashings
tight at sea.
Chain lashings which are passed over the top of the stow and secured to substantial padeyes or other
securing points at the outboard extremities of the cargo. Turnbuckles are fitted in each lashing to
provide means for tightening the lashing at sea.
Roller shackles to be fixed between all foot wires and wiggle wires and at least two turnbuckles to
inserted between the wiggle wire and the foot wire on each side ( Port and Stbd.)
8.2.2 Use of stability and trim diagrams and stress-calculating equipment, including
automatic data-based (ADB) equipment, and knowledge of loading cargoes and
ballasting in order to keep hull stress within acceptable limits
8.2.2.1 Knowledge of loading cargoes and ballasting in order to keep hull stress within
acceptable limits
8.2.2.1.1 explains the importance of devising a cargo stowage plan and loading/unloading plan
Cargo plan / Stowage plan
Is a document shows the distribution as well as the disposition of all parcels of cargo aboard the
vessel. The plan provides at a glance the distribution of the cargo and shows possible access to it in
the event of fire or the cargo shifting. Its most common function is to limit over carriage and the
possibility of short delivery at the port of discharge. It also allows cargo operations, stevedores,
rigging equipment, lifting gear and so on to be organized without costly delays to the ship.
Contents of Cargo plan/Stowage Plan

The cargo plan should include following main details of cargoes
 Total quantity,
 Description of cargo, package, bales,pallets etc.,
 Tonnage,
 Port of loading ,
 Port of discharge,
 Identification marks and special features
The port of discharge is normally ‘highlighted’ in one specific colour, reducing the likelihood of a
parcel of cargo being overcarried to the next port. Cargoes which may have an optional port of
discharge are often double-coloured to the requirements of both ports.
Additional information, such as the following, generally appears on most plans:

 Name of the vessel.
 Name of the Master.
 List of loading ports.
 List of discharging ports, in order of call.
 Sailing draughts.
 Tonnage load breakdown.
 Hatch tonnage breakdown.
 Voyage number.
 Total volume of empty space remaining.
 List of dangerous cargo, if any.
 List of special cargo, if any.
 Statement of deadweight, fuel, stores,water etc.
 Details of cargo separations.
 Recommended temperatures for the carriage of various goods.
 Cargo hold capacities and max allowable weight
 Cargo hold and hatch dimensions
 Load density of cargo hold and hatch covers
 Available cargo gear and SWL
 Chief officer’s signature.
Loading/Unloading Plan
This is the plan prepared by ship’s cargo officer (Chief Officer) in relation to cargo operation of
particular port. Main purpose of this plan is to provide safe cargo operation guidance to ship’s officers
and terminal personals. This plan should be agreed by ship and terminal representatives prior
commencement of loading or unloading operations.
Following should be taken in to account when drawing the loading and unloading plan.
 Stress levels (bending and sheering forces) of the vessel
 Available depth at terminal of quay
 Loading and ballast pumping out rates
Loading and unloading plan is a requirement for bulk cargoes such as dry and liquid bulk cargoes. But
following vessels also may use the loading and unloading plan to guide cargo operations such as RoRo,
general, reefer and container vessels.
Contents of Loading and unloading plan

 The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.
 The amount of water ballast and the corresponding tank/hold number(s) to be
discharged/loaded.
 The ship's draughts and trim at the completion of each step in the cargo operation.
 The calculated value of the still water shear forces and bending moments at the completion of
 Estimated time for completion of each step in the cargo operation.
 Assumed rate(s) of loading and unloading equipment.
 Assumed ballasting rate(s)
accepted and signed by both ship and the terminal representatives.
8.2.2.1.2 states that the officer in charge should always refer to the loading manual to ascertain an
appropriate cargo load distribution, satisfying the imposed limitson structural loading
When preparing stowage plan or loading and unloading plan responsible officer should always consult
vessels approved loading manual and CSM of the vessel. Cargo distribution should not over stress
ships structure at any time and may use appropriate dunnage to distribute the weight according to
load density of the structure as given in the loading manual. Overall cargo distribution and loading
sequence always should be within the given limits of sheering forces and bending moments.
8.2.2.1.3 explains the stages of development of a safe cargo loading or unloading plan
Prior preparation of loading and unloading plan information such as cargo quantity, loading/
unloading rate, ballast capacity , ballast pump rate, number of pumps, number of cargo holds used for
loading and unloading, available depth at berth and number of sequence ( if limitations on shifting) to
be obtained. With the help of loadicator cargo amounts to be quantify according to number of
sequences. These sequential cargo quantities to be loaded or unloaded to planned cargo hold. After
each loading or unloading of sequential cargo quantities to respective cargo hold ballasting or de-
ballasting planned for that sequence to be updated in the lodicater. After updating cargo and ballast
quantities obtain vessels details such as draft, trim , SF,BM. these results to be recorded in loading
and unloading plan. Prepared loading plan need to discuss with terminal representatives and agreed
prior commencement of cargo operations.
stressing of the ship's structure and may result in catastrophic failure of the hull structure. The
amount and type of cargo to be transported and the intended voyage will dictate the proposed
loading.
a) Step 1: Given the intended voyage, the amount of cargo and/or water ballast to be carried and
imposed structural and operational limits, devise a safe departure condition, known as the stowage
plan.
b) Step 2: Given the arrival condition of the ship and knowing the departure condition (stowage plan)
to be attained, devise a safe loading or unloading plan that satisfies the imposed structural and
operational limits.
loading manual, stress and displacement calculations are always to be carried out to ascertain, for any
part of the intended voyage, that:
a) The still water shear forces and bending moments along the ship's length are within the permissible
Seagoing limits.
b) If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of
cargo in two successive holds are within the allowable Seagoing limits for the draught of the ship.
These weights include the amount of water ballast carried in the hopper and double bottom tanks in
way of the hold(s).
c) The load limit on the tanktop and other relevant limits, if applicable, on local loading are not
exceeded.
The consumption of ship's bunkers during the voyage should be taken into account when carrying out
these stress and displacement calculations.
a) Correct synchronisation with the cargo operation.

b) That the deballasting/ballasting rate is specially considered against the loading rate and the
c) That ballasting and deballasting of each pair of symmetrical port and starboard tanks is carried out
simultaneously.
During the planning stage of cargo operations, stress and displacement calculations should be carried
out at incremental steps commensurate with the number of pours and loading sequence of the
proposed operation to ensure that:
1) The SWSF and SWBM along the ship's length are within the permissible Harbour limits.
2) If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of
cargo in two adjacent holds are within the allowable Harbour limits for the draught of the ship. These
weights include the amount of water ballast carried in the hopper and double bottom tanks in way of
the hold(s).
3) The load limit on the tanktop and other relevant limits, if applicable, on local loading are not
exceeded.
4) At the final departure condition, the SWSF and SWBM along the ship's length are within the
that the hull stress levels be kept below the permissible limits by the greatest possible margin. A cargo
loading/unloading plan should be laid out in such a way that for each step of the cargo operation
there is a clear indication of:-
i) The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.

ii) The amount of water ballast and the corresponding tank/hold number(s) to be discharged/loaded.
iii) The ship's draughts and trim at the completion of each step in the cargo operation.
iv) The calculated value of the still water shear forces and bending moments at the completion of
v) Estimated time for completion of each step in the cargo operation.
vi) Assumed rate(s) of loading and unloading equipment.
vii) Assumed ballasting rate(s)
accepted and signed by both parties. Loading plans should be kept by the ship and terminal for a
period of six months.
A copy of the agreed loading or unloading plan and any subsequent amendments to it should be
8.2.2.1.4 explains that in any event if the cargo needs to be distributed differently from that described in
the loading manual, calculations must always be made to determine, for any part of the voyage, that
still water shear force (SWSF), still water bending moments (SWBM) and local loading limits are not
exceeded
At any instance if agreed loading sequence needed to alter according to operational issues. Changes
to agreed loading and unloading plan should verify with the help of loadicator prior executing the
changes. Changes made should comply with SF/BM and other operational limitations such as draught
and trim etc.
8.2.2.1.5 explains the reason to keep the hull stress levels below the permissible limits by the greatest
possible margin
Planning stage of loading and unloading plan it should bare in mint to determine correct setting of
SF/BM according to the prevailing sea state. If still waters encounter still water or harbour condition
to be used and if vessel exposed to moderate seas or at outer terminal exposed to open sea, sea
condition to select on the lodicator.
If vessel exposed to excessive stresses during loading and unloading vessel may experience structural
deformations or hull failures.
8.2.2.1.6 explains that when making a plan for cargo operations, the officer in charge must consider the
ballasting operation, to ensure:
- correct synchronization is maintained with the cargo operations
- that the de-ballasting/ballasting rate is specially considered against the loading rate
and the imposed structural and operational limits
- that ballasting and de-ballasting of each pair of symmetrical port and starboard tanks is
carried out simultaneously
Officer in charge of cargo operation must make sure proper synchronisation of ballast operation along
with the loading or unloading operation. It is important to take frequent sounding to observe the
synchronisation of ballasting and de-ballasting operation. Pump rate to be considered during planning
and in operation to monitor planned operation in par with actual operation. In case if ballast
operation is running behind the time due to loss of suction or for operational malfunctions, loading
and unloading to be suspend until ballast operation in align with loading and unloading plan. Changes
in loading and unloading rates or ballast pumping rates may result in undue structural stresses and or
changes in planned trim and UKC. As well as loading and unloading ballast operationsalso should carry
out symmetrically on port and starboard without causing undue list.
8.2.2.1.7 explains the importance to know the exact pumping rates achieved on board their ship to
ascertain and ensure the plans are devised and modified accordingly
Understanding of rated and attained pumping rates are vital when panning loading/unloading plans
or ballast water exchange plan. loading/unloading plan or ballast water exchange planes should
developed on the basis of attained values not the rated values. If rated values being used on these
plans, mis-synchronisations are common during the operation. Ship officers should always measure
pumping rates at different stages and obtained the attained values of ballast pumping. If planned
rates differ from attained values loading/unloading plans to be modified and updated according to
attained values of ballast pump rates.
8.2.2.1.8 plans loading/de-ballasting operations within acceptable stress parameters

8.2.2.1.9 plans discharging/ballasting operations within acceptable stress parameters
Development of loading/unloading plan should meet vessels allowable SF/BM at all times. At any
instant, it should not exceed the allowable stress limits.Iif vessel not confirms the allowable stress
levels at any stage,plan should be amend and revise to meet allowable stress levels. Due to variations
in loading/unloading rates or ballast pumping rates during the operation vessel may experience
exceeded stress levelsunnoticeably,hence sufficient margin should maintain to overcome these
practical issues.
8.2.3 Stowage and securing of cargoes on board ships, including cargo-handling gear and
securing and lashing equipment
8.2.3.1 Timber deck cargoes

8.2.3.1.1 outlines the contents of the Code of Safe Practice for Ships Carrying Timber Deck Cargoes with
respect to:
- stowage of sawn timber, logs, cants and wood pulp
- fitting of uprights
- lashings and the arrangements for tightening them, including the use of awiggle wire
Contents of Code of Safe Practice for Ships Carrying Timber Deck Cargoes
Timber deck cargo code contains 8 Chapters and 4 Annexes and divided in to two parts
 Part a – operational requirements(chapter 2,3,4)
 Part b – design of cargo securing arrangements (chapter 5,6,7,8)
Chapter 1 – general (purpose,application, definitions)
Part a – operational requirements

Chapter 2 – general recommendations on stowage and securing of timber deck cargoes
Chapter 3 – visibility
Chapter 4 – physical properties of timber cargoes
Part b – design of cargo securing arrangements

Chapter 5: design principles
Chapter 6: alternative design principles
Chapter 7: uprights
Chapter 8: denotations used
8.2.3.1.1 states that vibration and movement of the ship in a seaway compacts the stow and slackens
the lashings.
8.2.3.1.2 states that lashings should be inspected regularly and tightened as necessary
8.2.3.1.3 states that inspections of lashings should be entered in the log book
Vibration and movement of the ship in a seaway compacts the stow and slackens the lashings
Lashings should be inspected regularly and tightened as necessary
Inspections of lashings should be entered in the log book
8.2.3.1.4explains the dangers of heavy seas breaking aboard and how to minimize that risk
Due to low freeboard heavy seas may breaking on the vessel and on the stow, which may increase the
weight of deck cargo and may cause undue stresses on the lashing arrangement. Hence it is necessary
to evaluate weather and to take early and effective actins to avoid such situations. Route planning
considering to avoid heavy weather, course alterations and speed alterations may minimise such
risks.
8.2.3.1.5 states the action to take if cargo is lost overboard or jettisoned
If cargo lost overboard or jettisoned during the passage it should promptly inform to all the vessels in
the vicinity and nearest coastal state as a navigational warning. Similarly owners, charterers,
administration and P&I club to be informed with the incident report.if jettisoned to avert danger to
shipboard personnel or to ship, reason with approximate amount cargo Owners,
Charterers,administrations and P&I Club to be informed as guided by company.
If the whole or partial timber deck load is either jettisoned or accidentally lost overboard, the
information on a direct danger to navigation should be communicated by the master by all means at
his disposal to the following parties:
 ships in the vicinity; and
 competent authorities at the first point on the coast with which he can communicate directly.
Such information is to include the following:

 the kind of danger;
 the position of the danger when last observed; and
 the time and date (coordinated universal time) when the danger was last observed.
8.2.3.1.6 states the maximum height of cargo permitted on deck in a seasonal winter zone in winter
The height of the timber deck cargo above the weather deck on a ship within a seasonal winter zone
in winter should not exceed one third of the extreme breadth of the ship.
8.2.3.1.7 describes the controlling factors for height of cargo at other times
The height of the timber deck cargo should be restricted so that
 Adequate visibility is assured

 A safe margin of stability is maintained at all stages of the voyage
 Any forward facing profile does not present overhanging shoulders to a head sea
 The weight of the timber deck cargo does not exceed the designed maximum permissible load on
the weather deck and hatches.
8.2.3.1.8 describes the requirements for fencing, for provision of walk-ways and for access to the top of
the cargo
When deck cargo is being lashed and secured, special measures may be needed to ensure safe access
to the top of, and across, the cargo so that the risk of falling is minimized. Safety helmets, proper
footwear and non-obstructive high visibility garments should be worn during work on deck.
Personnel working on cargo stowed at heights 2 m and above, within 1 m of an unguarded edge,
should if deemed necessary be protected from falls with fall restraint equipment such as a safety
harness or other fall restraining devices approved by the Administration.
Fencing or means of closing should be provided for all openings in the stow such as at masthouses,
winches, etc.
8.2.3.1.9 describes the requirements when loading to timber load lines

Ships assigned and making use of their timber load line should follow relevant regulations of the
applicable Load Lines Convention for stowage and securing of timber as prescribed in the ship's Cargo
Securing Manual. Special attention should be paid to the requirements concerning the breadth of the
stow and voids in the stow (Load Lines Convention, regulation 44). When timber load lines are
utilized, the timber is to be stowed as close as possible to the ship's sides with any gaps not to exceed
a mean of 4% of the breadth of the ship.
Stowage of deck cargo should extend:
 Over the entire available length of the well or wells between superstructures and as close as
practicable to end bulkheads.
 At least to the after end of the aftermost hatchway in the case where there is no limiting
superstructure at the aft end.
 Athwartships as close as possible to the ship sides, after making due allowance for obstructions
such as guard rails, bulwark stays, uprights, pilot boarding access, etc.,
 Provided any area of broken stowage thus created at the side of the ship does not exceed a mean
of 4% of the breadth.
 To at least the standard height of a superstructure other than a raised quarterdeck.
 The basic principle for the safe carriage of any timber deck cargo is a solid stowage during all
stages of the deck loading.
This can only be achieved by constant supervision by shipboard personnel during the loading process.
8.2.3.1.10 lists the stability information that should be available to the Master
Stability Requirements
 The master should ensure that the ship condition complies with its stability booklet at all
times.
 Since excessive GM values induce large accelerations, GM should preferably not exceed 3% of
the breadth of the vessel,
 Account may be taken of the buoyancy of timber deck cargo when calculating stability curves,
assuming that such cargo has a permeability up to 25%.
 Permeability is defined as the percentage of empty space of the volume occupied by the deck
cargo.
 Additional curves of stability may be required if the Administration considers it necessary to
investigate the influence of different permeabilities and/or assumed effective height of the
deck cargo. 25% permeability corresponds to sawn wood cargo and 40%-60% permeability
corresponds to round wood cargo with increasing permeability with increasing log diameters
 Positive stability should maintain during all times.
Following points to consider when calculating the stability of the vessel for the increased weight of
the timber deck cargo due to:
 Absorption of water in dried or seasoned timber

 Ice accretion, if applicable
 Variations in consumables
 The free surface effect of liquid in tanks
 Weight of water trapped in broken spaces
If a list develops for which there is no satisfactory explanation and should cease loading and asses the
stability.
8.2.3.1.11 explains when the worst stability conditions during a voyage are likely to occur
Normally vessels comply with stability requirements at the time of departure, but at latter of the
voyage vessel may experience loss of stability due to consumption of fuel and water from bottom
tanks, or due to absorption of water or ice accumulation of deck cargo.
8.2.3.1.12 describes the rolling period test for the approximate determination of a ship’s stability and
the limitations of the method
Assessing vessels rolling period according to given table of ships stability booklet can generally
identify vessels GM but avoid assessing GM during bad weather which may not give true assessments.
8.2.3.1.13 explains the actions to take in the event of the ship developing an angle of loll
If vessel experience angle of loll there are two methods of correcting current unstable conditionie:
jettisoning the cargo form higher side or ballasting lower tanks which close to the centreline. But
practically it is difficult to jettisoning cargo from higher side.
8.2.3.1.15plans the loading and securing of a timber deck cargo

Covered under timber deck cargo planning, stowing and securing.
8.2.3.2 Care of cargo during carriage
8.2.3.2.1 plans the loading and stowage of a hold or holds using a cargo list and reference books to
take into account the carriage requirements of the various cargoes.
8.2.3.2.2 describes the precautions to avoid crushing and chafing damage and states which cargoes are
most liable to be affected
To prevent crushing damages it necessary to load heavy cargoes at lower tires and light cargo on
upper tier. To prevent chafing damages cargo needed to load, stow and secure compactly hence
chafing damages due to vessels movement could be avoid.
8.2.3.2.3 explains how cargo may be damaged by residues of previous cargo, dirty dunnage or leaking
fuel oil tanks
Cargo may damage due to contaminationwhich may cause due to mixing or tainting with previous
cargo, dirty dunnage or leaking of fuel from fuel oil tanks.
8.2.3.2.4 describes how cargo can be damaged by dust and the precautions to take when carrying
commodities giving rise to dust
Bulk cargoes are liable to emit dust, when bulk cargo carried along with other cargo it is necessary to
take precautions to protect cargo from dust contamination. Clean cargoes are liable for such damages
unless necessary precautions being taken to cover cargo from dust damages.
8.2.3.2.5 states which cargoes are particularly liable to damage by ship or cargo sweat and explains
how to minimize the risk of sweat damage
Hygroscopic cargoes and non-hygroscopic cargoes both are liable for sweat damages due to ships
sweat or cargo sweat. This may be in the form of caking, wet stains, or by rusting will cause damages
to original condition of cargo. In order to prevent such damages proper ventilation may require during
the carriage of cargoes.
Dewpoint Rule
 Ventilate if the dewpoint of the air inside the hold is higher than the dewpoint of the air outside
the hold.
Ex:
Dew point of cargo hold: 15°C
Dew point of outside air: 10°C
 Do not ventilate if the dewpoint of the air inside the hold is lower than the dewpoint of the air
outside the hold.
Ex:
Dew point of cargo hold: 10°C
Dew point of outside air: 15°C
Prevention
 Take the dry and wet bulb temperature of cargo compartments frequently.
 If temperature of outside air is lower than dew point of the air in cargo hold, ship sweat occur
(voyage from warm to cold place).
 If temperature of air in cargo hold lower than the incoming air, cargo sweat occur (voyage from
cold to warm place). For this case, ventilation from outside air should be stopped
8.2.3.2.6 explains that any goods containing liquids are liable to leak and describes the stowage
required to prevent any leakage damaging other goods
Cargo units containing liquids in cans, jerrycan, or barrels are needed to be separated from other
cargoes which are liable to damage due to leaks of such cargoes. Usually liquid containing cargoes are
stowed in lower tiers and other cargo may load on top if over stowing is permitted on such cargoes.
8.2.3.2.7 states that many goods can be spoiled by extremes of temperature
Temperature variations during the carriage may effect on certain cargoes hence high or low
temperatures should avoid during the carriage. Vegetable origin fresh cargo may damage due very
low temperature and frozen and chilled cargoes may damage due to high temperatures.
8.2.3.2.8 explains that overheating may occur in cargo stowed against engine-room bulkheads, heated
double-bottom tanks and deep tanks carrying heated cargoes
Cargoes which liable for heat damage should properly stowed and segregated additionally it is
necessary to take adequate protection from hot bulkheads such as bunker tanks , engine room
bulkheads or deep tanks which heated cargo are carried.
8.2.3.2.9 states that high temperatures also occur on the underside of steel decks exposed to tropical
sunshine
When vessel transiting tropical climates may experience high temperatures due to sun exposure
during the day. As a result ships structure, mainly deck area heated up to considerable temperature.
This may result to elevate temperature of the cargo hold and cargo which is below the deck also liable
to heat up. This may cause cargo damage or hazardous condition within the cargo hold.
8.2.3.2.10 describes how to protect cargoes which must be kept from freezing
Cargoes which should keep at freezing temperature must protect from atmospheric high
temperature. It should frequently check the temperature and necessary precautions should taken
when necessary such as elevating temperature, high temperature alarm, cooling boundaries etc.
8.2.3.2.11 describes the measures to take to prevent pilferage of cargo during loading, discharging and
carriage
Cargo claims are resulting due to many reasons one of common cargo shortage claim is shortage due
to pilferage. Cargo pilferage may happen during loading, unloading and during carriage. It is necessary
to take precautions against cargo pilferage such as loading during day, storing in locked spaces where
applicable, proper tallying, loading door to door etc..
8.2.3.2.12 describes the damage to cargo which can result from the use of fork-lift trucks and similar
machinery in cargo spaces and methods of preventing it.
Cargo claims resulting due to mechanical damage are physical damages caused to cargo during
handling and stowing cargo. This kind of damages may cause when handling with fork-lift trucks,
contact by crane, contact by cargo frame or by contact with other cargo or ships structure. Cargo
handlers and supervising officer should pay more attention to avoid such damages.
8.2.3.3 Requirements applicable to cargo handling gear
8.2.3.3.1 outlines the requirements of ILO Convention 152, the Occupational Safety and Health
(Dock Work) Convention, 1979, which apply to ships
defines the terms:
- competent person
- responsible person
- authorized person
- lifting appliance loose gear
As per the Occupational Safety and Health (Dock Work) Convention, 1979 (No. 152) article 3,
Competent person
the term competent person means a person possessing the knowledge and experience required for
the performance of a specific duty or duties and acceptable as such to the competent authority.
Responsible person
the term responsible person means a person appointed by the employer, the master of the ship or the
owner of the gear, as the case may be, to be responsible for the performance of a specific duty or
duties and who has sufficient knowledge and experience and the requisite authority for the proper
performance of the duty or duties.
Authorized person
the term authorised person means a person authorised by the employer, the master of the ship or a
responsible person to undertake a specific task or tasks and possessing the necessary technical
knowledge and experience;
Lifting appliance and loose gear

 The term lifting appliance covers all stationary or mobile cargo-handling appliances, including
shore-based power-operated ramps, used on shore or on board ship for suspending, raising or
lowering loads or moving them from one position to another while suspended or supported;
 The term loose gear covers any gear by means of which a load can be attached to a lifting
appliance but which does not form an integral part of the appliance or load;
8.2.3.3.3 States that national laws or regulations should prescribe measures to cover, amongst others:
- safe means of access to ships, holds, staging, equipment and lifting appliances
- opening and closing of hatches, protection of hatchways and work in holds
- construction, maintenance and use of lifting and other cargo handling appliances
- rigging and use of ship’s derricks
- testing, examination, inspection and certification, as appropriate, of lifting appliances, of
loose gear (including chains and ropes) and of slings and other lifting devices which form an
integral part of the load
- marking of cargo gear
- handling different types of cargo
- dangerous substances and other hazards in the working environment
As per the Occupational Safety and Health (Dock Work) Convention, 1979 (No. 152) article 4,
National laws or regulations shall prescribe that measures complying with Part III of this Convention
be taken as regards dock work with a view to--
a) providing and maintaining workplaces, equipment and methods of work that are safe
and without risk of injury to health;
b) providing and maintaining safe means of access to any workplace;
c) providing the information, training and supervision necessary to ensure the
protection of workers against risks of accident or injury to health arising out of or in
the course of their employment;
d) providing workers with any personal protective equipment and protective clothing
and any life-saving appliances reasonably required where adequate protection
against risks of accident or injury to health cannot be provided by other means;
e) providing and maintaining suitable and adequate first-aid and rescue facilities;
f) Developing and establishing proper procedures to deal with any emergency situations
which may arise.
8.2.3.3.4 Describes the requirements for guarding dangerous parts of machinery
See above point 8.2.3.3.4
8.2.3.3.5 States that machinery includes mechanized hatch covers and lifting appliances
As per the Occupational Safety and Health (Dock Work) Convention, 1979 (No. 152) article 4
The measures to be taken in pursuance of this Convention shall cover--
 general requirements relating to the construction, equipping and maintenance of dock
structures and other places at which dock work is carried out;
 fire and explosion prevention and protection;
 safe means of access to ships, holds, staging, equipment and lifting appliances;
 transport of workers;
 opening and closing of hatches, protection of hatchways and work in holds;
 construction, maintenance and use of lifting and other cargo-handling appliances;
 construction, maintenance and use of staging;
 rigging and use of ship's derricks;
 testing, examination, inspection and certification, as appropriate, of lifting appliances, of
loose gear, including chains and ropes, and of slings and other lifting devices which form an
integral part of the load;
 handling of different types of cargo;
 stacking and storage of goods;
 dangerous substances and other hazards in the working environment;
 personal protective equipment and protective clothing;
 sanitary and washing facilities and welfare amenities;
 medical supervision;
 first-aid and rescue facilities;
 safety and health organisation;
 training of workers;
 notification and investigation of occupational accidents and diseases.
8.2.3.3.6 States the requirements for the marking of beams and portable hatch covers
 . No hatch cover or beam shall be used unless it is of sound construction, of adequate

strength for the use to which it is to be put and properly maintained.
 2. Hatch covers handled with the aid of a lifting appliance shall be fitted with readily
accessible and suitable attachments for securing the slings or other lifting gear.
 3. Where hatch covers and beams are not interchangeable, they shall be kept plainly marked
to indicate the hatch to which they belong and their position therein.
 4. Only an authorised person (whenever practicable a member of the ship's crew) shall be
permitted to open or close power-operated hatch covers; the hatch covers shall not be
opened or closed while any person is liable to be injured by the operation of the covers.
8.2.3.3.7 states that only an authorized person, preferably a member of the ship’s crew, should be
permitted to open or close power-operated hatch covers and equipment such as doors in hull, ramps
and car decks
Covered above.
8.2.3.3.8 Describes the requirements for fencing of openings
 Adequate measures shall be taken to protect any opening in or on a deck where workers are
required to work, through which opening workers or vehicles are liable to fall.
 2. Every hatchway not fitted with a coaming of adequate height and strength shall be closed
or its guard replaced when the hatchway is no longer in use, except during short interruptions
of work, and a responsible person shall be charged with ensuring that these measures are
carried out.
8.2.3.3.9 Describes the requirements for the testing of lifting appliances and loose gear before they are
used for the first time
 Every lifting appliance and every item of loose gear shall be tested in accordance with
national laws or regulations by a competent person before being put into use for the first
time and after any substantial alteration or repair to any part liable to affect its safety.
 Lifting appliances forming part of a ship's equipment shall be retested at least once in every
five years.
 Shore-based lifting appliances shall be retested at such times as prescribed by the competent
authority.
 Upon the completion of every test of a lifting appliance or item of loose gear carried out in
accordance with this Article, the appliance or gear shall be thoroughly examined and certified
by the person carrying out the test.
8.2.3.3.10 describes the requirements for periodic thorough examination and inspection of lifting
appliances and loose gear
 In addition to the requirements of Article 22 of the dock labor act, every lifting appliance and
every item of loose gear shall be periodically thoroughly examined and certified by a
competent person. Such examinations shall take place at least once in every 12 months.
 For the purpose of paragraph 4 of Article 22 in the dock labor act, and of above, a thorough
examination means a detailed visual examination by a competent person, supplemented if
necessary by other suitable means or measures in order to arrive at a reliable conclusion as to
the safety of the appliance or item of loose gear examined.
8.2.3.3.11 explains what is meant by a thorough examination

Explained above
8.2.3.3.12 describes the records and certificates which should be kept in respect of tests, thorough
examinations and inspections of lifting appliances and loose gear
Such duly authenticated records as will provide prima facie evidence of the safe condition of the
lifting appliances and items of loose gear concerned shall be kept, on shore or on the ship as the case
may be; they shall specify the safe working load and the dates and results of the tests. a record need
only be made where the inspection discloses a defect.
8.2.3.3.13 describes the marking of safe working loads required on lifting appliances and loose gear
1. Every lifting appliance (other than a ship's derrick) having a single safe working load and every item
of loose gear shall be clearly marked with its safe working load by stamping or, where this is
impracticable, by other suitable means.
2. Every lifting appliance (other than a ship's derrick) having more than one safe working load shall be
fitted with effective means of enabling the driver to determine the safe working load under each
condition of use.
3. Every ship's derrick (other than a derrick crane) shall be clearly marked with the safe working loads
applying when the derrick is used--
(a) in single purchase;
(b) with a lower cargo block;
(c) in union purchase in all possible block positions.
8.2.3.3.14 states that every ship must have a rigging plan and relevant information necessary for the
safe rigging of derricks, cranes and accessory gear
Every ship shall carry rigging plans and any other relevant information necessary to permit the safe
rigging of its derricks and accessory gear.
8.2.3.4 Maintenance of cargo gear
8.2.3.4.1 Prepares plans for the inspection of cargo gear
The key elements of regular inspection are:

• frequency and coverage of inspection;
• competence of persons engaged in inspection; and
• report by competent person. 3.3.1 Frequency and Coverage of Inspection
For Lifting Appliance

Weekly Inspection
This is a statutory requirement for the lifting appliance to be inspected within the preceding 7 days
prior to use by a competent person. In fact, nearly in every preventive maintenance schedule, weekly
inspection is recommended by the manufacturer's operation and maintenance manuals. The
coverage of a weekly inspection should be as broad as possible. Every lifting appliance has its own
specifications. Reference should be made to the manufacturer's operation and maintenance manuals
and if necessary the professional advice from the manufacturer should be sought before determining
the inspection items.
In general, a weekly inspection should cover but not limited to the following:
• the hoisting mechanism, including wire ropes, pulley blocks and end
fastenings;
• the functional mechanisms such as sheaves, brakes, locking mechanisms,
hooks, limit switches, control switches and buttons;
• the safety devices such as automatic safe load indicators;
• the fixing and anchorage arrangements;
• the connecting hardware such as bolts and nuts, hooks, wire grips and
shackles;
• the electrical systems including earth conductors and circuit protectors;
• the lubrication and cooling systems such as lubricating oil and coolant;
• the hydraulic and fuel supply systems such as oil reservoirs; and
• the configuration such as straightness of the boom or jib, etc.
Daily Inspection At the beginning of each shift or working day, the operator, if competent for the
purpose, or a competent person, should carry out an inspection to ensure that the lifting appliance is
in a serviceable state without any defect.
All components that have a direct bearing on the safety of the lifting appliance should be inspected
on daily basis. Typical examples are the control mechanism, control switches, levers, hydraulic hoses,
oil level of hydraulic and fuel systems.
Other Regular Inspection In many cases, manufacturers require other regular inspections such as
monthly/quarterly inspections to be conducted on some components. These inspections are intended
to determine the need for repair or replacement of parts as required to maintain the appliances in
serviceable condition insofar as safety is concerned. Reference should be made to the manufacturers'
operation and maintenance manuals.
For Lifting Gear Inspection
Before Use This is a statutory requirement for each lifting gear to be inspected before use on each
occasion by a competent person. All lifting gear should be inspected to ensure that it is free from any
abnormal wear and tear, visual cracks, elongation or slackening, etc. In particular, according to the
legal requirement, it shall be checked that the total number of visible broken wires for a wire rope, in
any length of 10 diameters, shall not exceed 5% of the total number of wires in the rope.
8.2.3.4.2 undertakes inspections of cargo gear so that any safety issues associated with
machinery, structure, running and standing rigging and associated equipment is identified and
addressed before use
Covered Above
8.2.3.4.3 Maintains the records and plans required for the cargo gear
Covered above.
8.2.3.4.4 States the requirements for the annealing of wrought iron loose gear
The heating of solid metal or glass to high temperatures and cooling it slowly so that its particles
arrange into a defined lattice.
Without annealing, the quality of the metal products will diminish.
In the register of lifting appliances in the third part, it should be mentioned the equipment that
requires the annealing process.
8.2.3.5 Maintenance of hatch covers

8.2.3.5.1 States that track ways should be cleaned of loose material before closing hatches
The trackways of the hatch covers must be thoroughly cleaned before the hatch covers are closed.
Any cargo residue or any other equipment may cause a deformation of the hatch covers.
8.2.3.5.2 States that the tension of draw chains should be adjusted as required
The tension of the draw chains should always be adjusted to be uniform throughout, as uneven
tension may also cause deformation in the hatch cover which would ultimately result in
compromising the water tightness of the hatch covers.
8.2.3.5.3 States that wheels, gears, racks and pinions and other moving parts should be kept lubricated
The vessel should be provided with a Planned Maintenance system, which should be strictly adhered
to. All the hatch cover attachments such as wheels, gears, racks and pinions and other moving parts
should be greased and lubricated atleast once per month. New grease must be applied specially after
the vessel had encountered heavy weather.
8.2.3.5.4 States that side cleats and cross-joint wedge mechanisms should be kept greased
It is also extremely important to grease and lubricate the side cleats and the cross joint wedges. These
are also very important components of the hatch cover.
8.2.3.5.5 Explains that hydraulic systems should be checked for leakage, especially in tween-decks
where leaked fluid may damage cargo
The hydraulic system is also an important part of the hatch covers. These should be checked for
leakages as well. Specially in areas where the hydraulic piping is not in plain sight. Ex: hydraulic pipe
lines passing through the void spaces, stores. And also when the vessel is fitted with hydraulically
operated tween decks. Leaks in these can lead to damaged cargo which would ultimately result in
heavy losses to the owner.
8.2.3.5.6 States that drainage channels should be cleaned out and drainage holes checked on weather-
deck hatches
Double drainage channels are fitted to prevent water ingress into the cargo holds and allow water to
flow over the compression bars into drain holes for drainage outside of the hatch coaming tops.
The drainage channel should be maintained to be in good condition and any foreign substances such
as rust scale and residual cargo from spillage should be removed.
The vessels are subject to encountering green seas very often. Therefore the effectiveness and the
function of the drainage channels and drainage holes are very important to ensure the green seas are
effectively drained out. Any malfunction could lead to loss of watertight integrity and massive cargo
claims as well.
8.2.3.5.7 Describes how to check that compression bars are making complete contact with sealing
gaskets
The compression bars are fitted on both sides and each end of the hatch coaming top. They are
designed to be in contact with the rubber gasket so that it prevents the ingress of water into cargo
holds through the hatch coaming.
It is preferable to fit stainless or corrosion resistant steel components to resist corrosion as much as
practicable. Each item should be fitted at the same horizontal level.
As it is insufficient to ensure weather-tight integrity of hatch covers by visual inspection only,
weather-tightness (leak) tests such as light, chalk, hose and ultrasonic (ultrasound) are conducted as
an additional means, as briefly described below.
Light test
This test is conducted after closing and cleating hatch covers. A surveyor stands in the center of tank
tops or tween decks and checks for any hole(s) in the hatch covers, decks and coaming, or leaks in the
rubber gasket. Such deformations may be seen to the surveyor as light shining through the gap.
This test should be conducted in daylight and with empty cargo holds or empty tween decks. The
brighter the hole, the larger the hole.
Chalk test
This method implements chalk, which is rubbed onto the compression bar top edges when the hatch
cover is opened. After the hatch covers are closed and cleated, an inspection is conducted to ensure
full compression of the rubber gasket.
A continuous chalk line on the rubber gasket means that the hatch cover is weather-tight. A thin line
indicates a lack of full pressure (compression) in regard to weather-tightness, and any gaps in the
chalk line indicate a lack of pressure between the compression bar and the rubber gasket, i.e. a lack of
weather-tightness.
This method is not effective in assessing weather-tight integrity.
When chalking compression bars, operators should take precautions to avoid falling into cargo holds,
especially when chalking compression bars between hatch panels.
Hose test
This type of test is conducted by using a fire hose with a jetty type nozzle. After hatch covers are
closed and cleated, water pressure of two to three bars is supplied to the fire hose, which is then
sprayed at the hatch covers’ sides, and ends across the joints by way of the rubber seals,
approximately 1-1.5 m away from the area to be tested while the surveyor moves at a slow walking
speed.
After the test, an inspection should be conducted by opening the hatch covers to check for any
leakage. If there is any leak found, it should be rectified immediately.
If there are leaks, the water will enter the inner (double) drain channel before overflowing into the
cargo hold. It is a good practice to monitor the non-return drain valves during the test.
Hose tests should not be conducted during cargo operations and/or as far as possible while in port.
The tests should be conducted in a correct manner (i.e. hose nozzle 12 mm in minimum, distance 1.5
meters in maximum, right angle and pressure 2 bars (IACS UR S12)).
Ultrasonic (ultrasound) test

Ultrasonics are sounds that cannot be heard by the human ear, i.e. sound with a frequency above 20
kHz, and can be precisely measured. The signal may be measured aurally or digitally.
This testing method uses an ultrasonic (ultrasound) machine. The sound is measured when the hatch
cover is open (called open hatch value "OHV") and then the transmitter is placed in the cargo hold
center (preferably) and the hatch cover is closed. After that, the sound is measured again at the
sides/ends/between hatch panels by the receiver.
If the reading exceeds 10% of OHV, it may be considered that there is a leak and the hatch is not
weather-tight. Once there is a leak, inspections should be conducted to establish the cause of the
source/nature of the leak and necessary counter-measure should be taken.
It is noteworthy that some operators tend to depend on this test result without conducting close
visual inspection of the condition of the hatch covers, in which cases they might not detect areas with
make-shift repairs of expanding foam, thin rubber gaskets, etc.
It is therefore recommended that an inspection of the condition of the hatch covers be conducted
prior to conducting the test. If any defective parts are found, they should be repaired irrespective of
the test results.
8.2.3.5.8 Explains that weather tightness may be checked by hose-testing the covers before loading
Covered Above.
8.2.3.5.9 Prepares plans and procedures for the inspection and maintenance of hatch covers
Hatch covers are to be inspected prior to loading.
Undersides of Hatches
Whilst it is fully appreciated that access to the underside of hatch covers for maintenance purposes is
difficult, you are requested to carry out such maintenance to the best of your abilities, with
consideration to the type of hatch covers fitted to your vessel. Any scale or flaking paint on the
undersides will inevitably end up on top of the cargo, especially during opening and closing operations
when such scale and paint flakes are liable to be vibrated free of the hatch cover.
Sealing Rubbers
Sealing rubbers are to be inspected for damage, distortion, cracking and over compression, which can
result in deterioration of elasticity and poor sealing. At the points where the rubber sections are
joined, gaps may begin to appear. If this occurs it is to be remedied as soon as it is discovered.
The rubbers must be smooth and free from rust particles and paint flakes, possibly picked up from
hatch coamings. If the rubbers have deteriorated due to age, the relevant Management Office is to be
notified with a report on the extent of such deterioration. Poor sealing can often be remedied by
insertion of an extra rubber lining underneath the main sealing rubber to increase the compression
and provide a better seal.
Compression Bars
Compression bars must always be kept smooth, free from rust and paint, and any damages must be
repaired immediately. The areas immediately surrounding the compression bars are to be swept
clean of any cargo residues after loading/discharging operations, to ensure that no distortion of
rubbers, and retainer channels takes place when the hatch cover is closed.
Securing Dogs
Securing dogs must always be used while the vessel is at sea. They must be well maintained and
greased, and are to be checked on a regular basis.
Drain Channels
Drain Channels are normally inaccessible after the hatch cover has been closed, and are therefore to
be attended and checked immediately after loading/discharging operations have been completed. If
any obstructions are present, water will be permitted to build up and overflow into the cargo hold.
The channels must be swept clean of any cargo residues, and are always to be free of rust, scale and
flaking paint. Loose items, such as these, will be washed into the coaming drains and causes blockages
which result in accumulation of water and eventual overflow into the cargo hold.
Coaming Drains
The non-return drain facilities on the hatch coamings must always be kept clear. They are most
susceptible to blockage during loading/discharging operations, and must be checked and cleared after
completion of such operations. The condition of the non-return facility must be checked frequently to
ensure optimum operation and prevention of water ingress during heavy weather.
8.2.4 Loading and unloading operations, with special regard to the transport of cargoes
identified in the Code of Safe Practice for Cargo Stowage and Securing
8.2.4.1 Loading, stowage and discharge of heavy weights

8.2.4.1.1 explains how a load should be spread over an area of deck or tank top by the use of dunnage
to avoid heavy point loading between beams and floors.
Maximum weight of cargo which should spreads over tank top, on deck or hatch cover depends on
load density of the tank top, deck or hatch cover. Load densities of allowed cargo loading spaces are
given in the stability booklet such as 25Mt/m². Total weight loaded in any given area should not
exceed allowable load densities of given area. According to weight and landing area dunnage should
cover minimum area required according to load density of location of the loading. But dunnage
should place between beams and floors of bottom structure and not over the plating.
8.2.4.1.2states that special supports or cradles will need to be built for awkwardly shaped lifts
Some cargo may require special supports or cradles according to shape of cargo.These supports to be
sufficient strength for the purpose.
8.2.4.1.3explains the use of shoring in a tween-deck to spread the load over a larger part of the ship’s
structure.
In addition to ships built in structure it is necessary provide support from underneath in order to
provide additional strength to tween-deck if heavy cargo being loaded in tween decks. Main idea
behind this is to distribute load over a large area by using shorings.
8.2.4.1.4states that the ship’s stability should be checked to ensure that the resulting list will be
acceptable
When a vessel experienced a list ships staff should check vessels stability to ensure that the vessel is
having adequate stability in particular list state. After a list if vessel is not having adequate stability it
is necessary to improve ships stability by taking appropriate corrective actions.
8.2.4.1.5states that the weight of the lifting gear should be included in the weight of the lift, both for
stability calculations and during consideration of safe workingloads
During loading and unloading operations weight of attachments to lifting gear also should take in to
account when considering and assessing vessels stability during all the stages of loading and
unloading operations including determining SWL of the gear.
8.2.4.1.6explains why double-bottom tanks should be full or empty and the ship upright before starting
to load or to discharge
Before stating loading or unloading it is better to have double bottom tanks full or empty state to
reduce loss of GM due to free surface effect. Similarly vessel should be upright to avoid loss of
stability during loading and unloading operations.
8.2.4.1.7states that additional stays may need setting up to a mast or kingpost

If derricks being used for loading and unloading additional stays may require to setup to reinforce
mast or kingpost.
8.2.4.1.8states that only experienced winch drivers should be allowed to handle heavy lifts
When handling heavy lifts it is necessary to deploy experience winch driver for operation of winches
or cranes.
8.2.4.1.9states that all movements should be controlled and steady, avoiding rapid stops and starts
Cargo operations which uses cranes or derricks should operate in controlled and steady manner to
avoid jerks which leads to heavy stresses on the gear. When moving cargo gear with the load at the
time of starting and stopping it should start, move and stop without sudden jerks.
8.2.4.1.10describes methods of securing heavy lifts in the hold or on deck

Stowing and securing of heavy loads need great care and planning prior taking the cargo. When
selecting location of stowing load density of the location to be checked and dunnage layout to be plan
to distribute the weight without over stressing structure. Secondly adequacy of lashing and securing
to be checked with the help of vessels CSM and if needed additional fixed lashing to be arrange. Any
additional fixed lashing arranged to be certified and approved by RO prior using. Main idea of lasing is
to prevent movement of cargo in transverse, longitudinal directions and toppling. Required lashing to
be calculated as guided by vessels CSM according to weight and location of stowage.Finally all
lashings to be checked by competent person upon completion of lashing.
8.2.4.2 Care of cargo during carriage
8.2.4.2.1 outlines the content of the Code of Safe Practice for Cargo Stowage and securing
CSS code contains of 7 Chapters, 14 Annexes and 5 Appendices. Code contains information relation to
principles of safe stowage and securing of cargoes , standardized stowage and securing systems, semi-
standardized stowage and securing , non-standardized stowage and securing , actions which may be
taken in heavy weather , actions which may be taken once cargo has shifted including securing
guidelines relating to carrying containers on general nonstandard container ships, steel coils,
locomotives etc..
8.2.4.2.2 describes how to stow and secure containers on deck on vessels which are not specially
designed and fitted for the purpose of carrying containers
Stowage
 Containers carried on deck or on hatches of such ships should preferably be stowed in the fore-
and-aft direction.
 Containers should not extend over the ship’s sides.
 Adequate supports should be provided when containers overhang hatches or deck structures.
 Containers should be stowed and secured so as to permit safe access for personnel in the
necessary operation of the ship.
 Containers should at no time overstress the deck or hatches on which they are stowed.
 Bottom-tier containers, when not resting on stacking devices, should be stowed on timber of
sufficient thickness, arranged in such a way as to transfer the stack load evenly on to the structure
of the stowage area.
 When stacking containers, use should be made of locking devices, cones, or similar stacking aids,
as appropriate, between them.
 When stowing containers on deck or hatches, the position and strength of the securing points
should be taken into consideration.
Securing
 All containers should be effectively secured in such a way as to protect them from sliding and
tipping.
 Hatch covers carrying containers should be adequately secured to the ship.
 Containers should be secured using one of the three methods recommended in figure 1 or
methods equivalent thereto.
 Lashings should preferably consist of wire ropes or chains or material with equivalent strength
and elongation characteristics.
 Timber shoring should not exceed 2 m in length.
 Wire clips should be adequately greased, and tightened so that the dead end of the wire is visibly
compressed.
 Lashings should be kept, when possible, under equal tension.
8.2.4.2.3 describes the stowage and securing of containers and other cargo units in ships other than
cellular container ships
When containers or other general cargo to be carried on vessels other than cellular container ships,
care to taken when selecting suitable location according to load density and adequacy of lashing
points. According to the gross weight of the cargo unit dunnage should layout to spread the weight
over the main deck or hatch cover. Then number of lashings according to available material to be
checked as guided by vessels CSM. Access to essential location should not blocked by such stowage.
8.2.4.2.4 describes the contents of the cargo securing manual and its use
 Details fixed and portable securing devices available onboard with their MSL
 Securing points with their SWL/MSL (Maximum securing load)
 Specific weight load tests of all lashing materials
 Maintenance and inspection schedule of securing devices
 General principles of cargo Securing with specific gear
8.2.4.2.5 lists the elements to be considered by the Master when accepting cargo units or vehicles for
shipment
Prior to shipment the shipper should provide all necessary information about the cargo to enable the
Master to ensure that:
 the different commodities to be carried are compatible with each other orsuitably separated;
 the cargo is suitable for the ship;
 the ship is suitable for the cargo; and
 the cargo can be safely stowed and secured on board the ship and transportedunder all expected
conditions during the intended voyage.
The master should be provided with sufficient information on any cargo offered for shipment so that
he can properly plan its stowage and securing; the information should at least include the following:
 gross mass;
 principal dimensions with drawings or pictorial descriptions, if possible;
 location of the center of gravity;
 bedding areas and particular bedding precautions if applicable;
 lifting points or slinging positions; and
 securing points, where provided, including details of their strength.
8.2.4.2.6 states that cargo spaces should be regularly inspected to ensure that the cargo, cargo units
and vehicles remain safely secured throughout the voyage
Once cargo being stowed and lashed according to vessels CSM it is necessary to carry out regular
inspections of lashings during the voyage to ensure lashing arrangements are adequate and having
sufficient strength. If any lashings observed loose need to re-tightened and all the measures
takenincluding inspections need to logged in ships log book.
8.2.4.2.7 describes the stowage and securing of road vehicles on ro-ro ships
 The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean and free
from grease and oil.
 Wheel-based cargoes should be provided with adequate and clearly marked securing points
or other equivalent means of sufficient strength to which lashings may be applied. Wheel-
based cargoes which are not provided with securing points should have those places where
lashings may be applied clearly marked.
 Wheel-based cargoes which are not provided with rubber wheels or tracks with
frictionincreasing lower surface should always be stowed on wooden dunnage or other
frictionincreasing material such as soft boards, rubber mats, etc.
 When in stowage position, the brakes of a wheel-based unit, if so equipped, should be set.
 Wheel-based cargoes should be secured to the ship by lashings made of material having
strength and elongation characteristics at least equivalent to steel chain or wire.
 Where possible, wheel-based cargoes, carried as part cargo, should be stowed close to the
ship’s 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.
 To prevent any lateral shifting of wheel-based cargoes not provided with adequate securing
points, such cargoes should, where practicable, be stowed close to the ship’s side and close to
each other, or be blocked off by other suitable cargo units such as loaded containers, etc.
 To prevent the shifting of wheel-based cargoes, it is, where practicable, preferable to stow
those cargoes in a fore-and-aft direction rather than athwartships. If wheel-based cargoes are
inevitably stowed athwartships, additional securing of sufficient strength may be necessary.
 The wheels of wheel-based cargoes should be blocked to prevent shifting.
 Cargoes stowed on wheel-based units should be adequately secured to stowage platforms or,
where provided with suitable means, to its sides. Any movable external components attached
to a wheel-based unit, such as derricks, arms or turrets, should be adequately locked or
secured in position.
8.2.4.2.8 Describes recommended methods for the safe stowage and securing of:
- portable tanks
- portable receptacles
- wheel-based (rolling) cargoes
- coiled sheet steel
- heavy metal products
- anchor chains
- metal scrap in bulk
- flexible intermediate bulk containers
- unit loads
Portable tanks
 The typical distribution of accelerations of the ship should be borne in mind in deciding
whether the portable tank will be stowed on or under deck.
 Tanks should be stowed in the fore-and-aft direction on or under deck.
 Tanks should be stowed so that they do not extend over the ship’s side.
 Tanks should be stowed so as to permit safe access for personnel in the necessary
operationof the ship.
 At no time should the tanks overstress the deck or hatches; the hatch covers should beso
secured to the ship that tipping of the entire hatch cover is prevented.
 The securing devices on non-standardized portable tanks and on the ship should bearranged
in such a way as to withstand the transverse and longitudinal forces, which may giverise to
sliding and tipping. The lashing angles against sliding should not be higher than 25° andagainst
tipping not lower than 45° to 60°
 Whenever necessary, timber should be used between the deck surface and the bottom
structure of the portable tank in order to increase friction. This does not apply to tanks on
wooden units or with similar bottom material having a high coefficient of friction.
 Ifstowage under deck is permitted, the stowage should be such that the portable
nonstandardized tank can be landed directly on its place and bedding.
 Securing points on the tank should be of adequate strength and clearly marked.
 Lashings attached to tanks without securing points should pass around the tank and both
ends of the lashing should be secured to the same side of the tank
 Sufficient securing devices should be arranged in such a way that each device takes its share
of the load with an adequate factor of safety.
 The structural strength of the deck or hatch components should be taken into consideration
when tanks are carried thereon and when locating and affixing the securing devices.
 Portable tanks should be secured in such a manner that no load is imposed on the tank or
fittings in excess of those for which they have been designed.
Portable receptacles
 The typical distribution of accelerations of the ship should be borne in mind in decidingwhether
the receptacles should be stowed on or under deck.
 The receptacles should preferably be stowed in the fore-and-aft direction on or under deck.
 Receptacles should be dunnaged to prevent their resting directly on a steel deck. Theyshould be
stowed and chocked as necessary to prevent movement unless mounted in a frame as a unit.
 Receptacles for liquefied gases should be stowed in an upright position.
 When the receptacles are stowed in an upright position, they should be stowed in a block,cribbed
or boxed in with suitable and sound timber.
 The box or crib should be dunnagedunderneath to provide clearance from a steel deck.
 The receptacles in a box or crib should bebraced to prevent movement. The box or crib should be
securely chocked and lashed toprevent movement in any direction.
Wheel-based (rolling) cargoes

 The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean and free
 Wheel-based cargoes should be provided with adequate and clearly marked securing points
or other equivalent means of sufficient strength to which lashings may be applied. Wheel-
based cargoes which are not provided with securing points should have those places where
lashings may be applied clearly marked.
 Wheel-based cargoes which are not provided with rubber wheels or tracks with friction
increasing lower surface should always be stowed on wooden dunnage or other friction
increasing material such as soft boards, rubber mats, etc.
 When in stowage position, the brakes of a wheel-based unit, if so equipped, should be set.
 Wheel-based cargoes should be secured to the ship by lashings made of material having
strength and elongation characteristics at least equivalent to steel chain or wire.
 Where possible, wheel-based cargoes, carried as part cargo, should be stowed close to the
ship’s 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.
 To prevent any lateral shifting of wheel-based cargoes not provided with adequate securing
points, such cargoes should, where practicable, be stowed close to the ship’s side and close to
each other, or be blocked off by other suitable cargo units such as loaded containers, etc.
 To prevent the shifting of wheel-based cargoes, it is, where practicable, preferable to stow
those cargoes in a fore-and-aft direction rather than athwartships. If wheel-based cargoes are
inevitably stowed athwartships, additional securing of sufficient strength may be necessary.
 The wheels of wheel-based cargoes should be blocked to prevent shifting.
 Cargoes stowed on wheel-based units should be adequately secured to stowage platforms or,
where provided with suitable means, to its sides. Any movable external components attached
to a wheel-based unit, such as derricks, arms or turrets, should be adequately locked or
secured in position.
Coiled sheet steel
 Coils should be given bottom stow and, whenever possible, be stowed in regular tiers
fromside to side of the ship.
 Coils should be stowed on dunnage laid athwartships. Coils should be stowed with theiraxes
in the fore-and-aft direction. Each coil should be stowed against its neighbour. Wedgesshould
be used as stoppers when necessary during loading and discharging to preventshifting.
 The final coil in each row should normally rest on the two adjacent coils. The mass of thiscoil
will lock the other coils in the row.
 If it is necessary to load a second tier over the first, then the coils should be stowed
inbetween the coils of the first tier.
 Any void space between coils in the topmost tier should be adequately secured.
 The objective is to form one large, immovable block of coils in the hold by lashing
themtogether.
 In general, strip coils in three end rows in the top tier should be lashed.
 To preventfore-and-aft shifting in the top tier of bare-wound coils, group-lashing should not
be applied dueto their fragile nature; the end row of a top tier should be secured by
dunnageand wires, whichare to be tightened from side to side, and by additional wires to the
bulkhead.
 When coils arefully loaded over the entire bottom space and are well shored, no lashings are
required except for locking coils.
 The lashings can be of a conventional type using wire, steel band or any equivalentmeans.
 Conventional lashings should consist of wires having sufficient tensile strength.
 The firsttier should be chocked.
 It should be possible to retighten the lashings during the voyage.
 Wire lashings should be protected against damage from sharp edges.
 If there are few coils, or a single coil only, they should be adequately securedto the ship, by
placing them in cradles, by wedging, or by shoring and then lashing toprevent transverse and
longitudinal movement.
 Coils carried in containers, railway wagons and road vehicles should be stowedin cradles or
specially made beds and should be prevented from moving by adequatesecuring.
Heavy metal products
 The cargo spaces in which heavy metal products are to be stowed should be clean, dryand free
 The cargo should be so distributed as to avoid undue hull stress.
 The permissible deck and tank top loading should not be exceeded.
 The following measures should be taken when stowing a n d securing heavy metal products:
o cargo items should be stowed compactly from one side of the ship to the other, leaving
no voids between them and using timber blocks between items if necessary;
o cargo should be stowed level whenever possible and practicable;
o the surface of the cargo should be secured; and
o the shoring should be made of strong, non-splintering wood and adequately sized to
withstand the acceleration forces. One shoring should be applied to every frame of the
ship but at intervals of not less than 1m.
 In the case of thin plates and small parcels, alternate fore-and-aft and athwart ships stowage has
proved satisfactory.
 The friction should be increased by using sufficient dry dunnage or other material between the
different layers.
 Pipes, rails, rolled sections, billets, etc., should be stowed in the fore-and-aft direction to avoid
damage to the sides of the ship if the cargo shifts.
 The cargo, and especially the topmost layer, can be secured by:
o having other cargo stowed on top of it; or
o lashing by wire, chocking off or similar means.
 Whenever heavy metal products are not stowed from side to side of the ship, special care should
be taken to secure such stowages adequately.
 Whenever the surface of the cargo is to be secured, the lashings should be independent of each
other, exert vertical pressure on the surface of the cargo, and be so positioned that no part of the
cargo is unsecured.
 Wire coils should be stowed flat so that each coil rests against an adjacent coil. The coils in
successive tiers should be stowed so that each coil overlaps the coils below.
 Wire coils should be tightly stowed together and substantial securing arrangements should be
used.
 Where voids between coils are unavoidable or where there are voids at the sides or ends of the
cargo space, the stow should be adequately secured.
 When securing wire coils stowed on their sides in several layers like barrels, it is essential to
remember that, unless the top layer is secured, the coils lying in the stow can be forced out of the
stow by the coils below on account of the ship’s motions.
Anchor chains
 Cargo spaces in which chains are stowed should be clean and free from oil and grease.
 Chains should only be stowed on surfaces which are permanently covered either by wooden
ceiling or by sufficient layers of dunnage or other suitable friction-increasing materials.
 Chains should never be stowed directly on metal surfaces.
 Chains in bundles, which are lifted directly onto their place of stowage without further handling,
should be left with their lifting wires attached and should preferably be provided with additional
wires around the bundles for lashing purposes.
 It is not necessary to separate layers of chain with friction-increasing material such as dunnage
because chain bundles will grip each other. The top layer of chain bundles should be secured to
both sides of the ship by suitable lashings.
 Bundles may be lashed independently or in a group, using the lifting wires.
 Stowage of each layer of chain should, whenever possible and practicable, commence and
terminate close to the ship’s side. Care should be taken to achieve a tight stow.
 It is not necessary to separate layers of chain with friction-increasing material such as dunnage
because chain layers will grip each other.
 Bearing in mind the expected weather and sea conditions, the length and nature of the voyage
and the nature of the cargo to bestowed on top of the chain, the top layer of each stow should be
secured by lashings of adequate strength crossing the stow at suitable intervals and thus holding
down the entire stow.
Metal scrap in bulk
 Before loading, the lower battens of the spar ceiling should be protected by substantial dunnage
to reduce damage and to prevent heavy and sharp pieces of scrap coming in contact with the
ship’s side plating. Air and sounding pipes, and bilge and ballast lines protected only by wooden
boards, should be similarly protected.
 When loading, care should be taken to ensure that the first loads are not dropped from a height
which could damage the tank tops.
 If light and heavy scrap is to be stowed in the same cargo space, the heavy scrap should be loaded
first. Scrap should never be stowed on top of metal turnings, or similar forms of waste metal.
 Scrap should be compactly and evenly stowed with no voids or unsupported faces of loosely held
scrap.
 Heavy pieces of scrap, which could cause damage to the side plating or end bulkheads if they
were to move, should be over stowed or secured by suitable lashings. The use of shoring is
unlikely to be effective because of the nature of the scrap.
 Care should be taken to avoid excessive loading on tank tops and decks.
Flexible intermediate bulk containers
 The typical distribution of the accelerations of the ship should be kept in mind when FIBCs are
loaded.
 The width of the ship divided by the width of the FIBC will give the number of FIBCs which can be
stowed athwart ships and the void space left.
 If there will be a void space, the stowage of the FIBCs should start from both sides to the centre,
so that any void spaces wiII be in the centre of the hatchway.
 FIBCs should be stowed as close as possible against each other and any void space should be
chocked off.
 The next layers should be stowed in a similar way so that the FIBCs fully cover the FIBCs
underneath.
 If in this layer a void space is left, it should also be chocked off in the centre of the hatchway.
 When there is sufficient room in the hatchway on top of the layers underneath to stow another
layer, it should be established whether the coamings can be used as bulkheads.
 If not, measures should be taken to prevent the FIBCs shifting to the open space in the wings.
 Otherwise, the FIBCs should be stowed from one coaming to another. In both cases any void
space should be in the centre and should be chocked off.
 Chocking off is necessary in all cases to prevent shifting of the FIBCs to either side and to prevent
a list of the ship developing in rough weather.
 In cases where only a part of a ’tween-deck or lower hold is used for the stowage of FIBCs,
measures should be taken to prevent the FIBCs from shifting.
 These measures shouldinclude sufficient gratings or plywood sheets placed against the FIBCs and
the use of wirelashings from side to side to secure the FIBC cargo.
 The wire lashings and plywood sheets used for securing should be regularly checked, inparticular
before and after rough weather, and retightened if necessary.
Unit loads
 The unit loads should be stowed in such a way that securing, if needed, can beperformed on all
sides of the stow.
 The unit loads should be stowed without any void space between the loads and theship’s sides to
prevent the unit loads from racking.
 When unit loads have to be stowed on top of each other, attention should be paid to thestrength
of pallets and the shape and the condition of the unit loads.
 Precautions should be taken when unit loads are mechanically handled to avoiddamaging the unit
loads.
 Block stowage should be ensured and no void space be left between the unit loads.
 When unit loads are stowed in a lower hold or in a ’tween-deck against a bulkheadfrom side to
side, gratings or plywood sheets should be positioned vertically against the stackof the unit loads.
 Wire lashings should be fitted from side to side keeping the gratings orplywood sheets tight
against the stow.
 Additionally, lashing wires can be fitted at different spacing from the bulkhead over thestow to the
horizontally placed wire lashings in order to further tighten the stow.
Stowage in a wing of a cargo space and free at two sides

 When unit loads are stowed in the forward or after end of a cargo space and the possibility
ofshifting in two directions exists, gratings or plywood sheets should be positioned vertically tothe
stack faces of the unit loads of the non-secured sides of the stow.
 Wire lashings should betaken around the stow from the wings to the bulkhead.
 Where the wires can damage the unitloads (particularly on the corners of the stow), gratings or
plywood sheets should bepositioned in such a way that no damage can occur on corners.
Stowage free at three sides

 When unit loads are stowed against the ship’s sides in such a way that shifting is possiblefrom
three sides, gratings or plywood sheets should be positioned vertically against the stackfaces of
the unit loads.
 Special attention should be paid to the corners of the stow toprevent damage to the unit loads by
the wire lashings.
 Wire lashing at different heights shouldtighten the stow together with the gratings or plywood
sheets at the sides.
8.2.4.2.9 summarizes the guidelines for the under-deck stowage of logs
Prior to loading:
 each cargo space configuration (length, breadth and depth), the cubic bale capacity of the
respective cargo spaces, the various lengths of logs to be loaded, the cubic volume (log average),
and the capacity of the gear to be used to load the logs should be determined;
 using the above information, a pre-stow plan should be developed to allow the maximum
utilization of the available space; the better the under-deck stowage, the more cargo can safely
be carried on deck; the cargo spaces and related equipment should be examined to determine
whether the condition of structural members, framework and equipment could affect the safe
carriage of the log cargo.
 Any damage discovered during such an examination should be repaired in an appropriate
manner; the bilge suction screens should be examined to ensure they are clean, effective and
properly maintained to prevent the admission of debris into the bilge piping system; the bilge
wells should be free of extraneous material such as wood bark and wood splinters; the capacity of
the bilge pumping system should be ascertained.
 A properly maintained and operating system is crucial for the safety of the ship.
 A portable dewatering pump of sufficient capacity and lift will provide additional insurance
against a clogged bilge line; side sparring, pipe guards, etc., designed to protect internal hull
members should be in place; and he master should ensure that the opening and closing of any
high ballast dump valves are properly recorded in the ship’s log.
 Given that such high ballast tanks are necessary to facilitate loading and bearing in mind
regulation 22(1) of the International Convention on Load Lines, 1966, which requires a screw-
down valve fitted in gravity overboard drain lines, the master should ensure that the dump valves
are properly monitored to preclude the accidental re-admission of water into these tanks.
 Leaving these tanks open to the sea could lead to an apparently inexplicable list, a shift of deck
cargo, and potential capsize.
During loading operations:

 each lift of logs should be hoisted aboard the ship in close proximity to the ship to minimize any
potential swinging of the lift;
 the possibility of damage to the ship and the safety of those who work in the cargo spaces
should be considered.
 The logs should not be swinging when lowered into the space.
 The hatch coaming should be used, as necessary, to eliminate any swinging of the logs by gently
resting the load against the inside of the coaming, or on it, prior to lowering; the logs should be
stowed compactly, thereby eliminating as many voids as is practicable.
 The amount and the vertical centre of gravity of the logs stowed under deck will govern the
amount of cargo that can be safely stowed on deck.
 In considering this principle, the heaviest logs should be loaded first into the cargo spaces; logs
should generally be stowed compactly in a fore-and-aft direction, with the longer lengths
towards the forward and aft areas of the space.
 If there is a void in the space between the fore and aft lengths, it should be filled with logs
stowed athwart ships so as to fill in the void across the breadth of the spaces as completely as
the length of the logs permits; where the logs in the spaces can only be stowed fore-and-aft in
one length, any remaining void forward or aft should be filled with logs stowed athwart ships so
as to filling the void across the breadth of the space as completely as the length of the logs
permits; athwart ship voids should be filled tier by tier as loading progresses; butt ends of the
logs should be alternately reversed to achieve a more level stowage, except where excess sheer
on the inner bottom is encountered; extreme pyramiding of logs should be avoided to the
greatest extent possible.
 If the breadth of the space is greater than the breadth of the hatch opening, pyramiding maybe
avoided by sliding fore-and-aft loaded logs into the ends of the port and starboard sides of the
space.
 This sliding of logs into the ends of the port and starboard sides of the space should commence
early in the loading process (after reaching a height of approximately 2m above the inner
bottom) and should continue throughout the loading process;
 it may be necessary to use loose tackle to manoeuvre heavy logs into the under-deck areas
clear of the hatchways.
 Blocks, purchases and other loose tackle should be attached to suitably reinforced fixtures such
as eyebolts or pad eyes provided for this purpose.
 However, if this procedure is followed, care should be taken to avoid overloading the gear; a
careful watch by ship’s personnel should be maintained throughout the loading to ensure no
structural damage occurs.
 Any damage which affects the seaworthiness of the ship should be repaired;
 when the logs are stowed to a height of about 1 m below the forward or aft athwart ship hatch
coaming, the size of the lift of logs should be reduced to facilitate stowing of the remaining
area; and.
 logs in the hatch coaming area should be stowed as compactly as possible to maximum
capacity.
After loading, the ship should be thoroughly examined to ascertain its structural condition.
Bilges should be sounded to verify the ship’s watertight integrity.
During the voyage:

 the ship’s heeling angle and rolling period should be checked, in a seaway, on a regular basis;
 wedges, wastes, hammers and portable pump, if provided, should be stored in an easily
accessible place; and
 the master or a responsible officer should ensure that it is safe to enter an enclosed cargo space
by:
o ensuring that the space has been thoroughly ventilated by natural or mechanical means;
o testing the atmosphere of the space at different levels for oxygen deficiency and harmful
vapour where suitable instruments are available; and
o requiring self-contained breathing apparatus to be worn by all persons entering the space
where there is any doubt as to the adequacy of ventilation or testing before entry.
8.2.4.2.10 describes actions which may be taken in heavy weather to reduce stresses on securing
arrangements induced by excessive accelerations
 Voyage planning
 alteration of course or speed or a combination of both;
 heaving to;
 early avoidance of areas of adverse weather and sea conditions; and
 timely ballasting or deballasting to improve the behaviour of the ship, taking intoaccount the
actual stability conditions.
8.2.4.2.11 describes actions which may be taken once cargo has shifted
 alterations of course to reduce accelerations;

 reductions of speed to reduce accelerations and vibration;
 monitoring the integrity of the ship;
 restowing or resecuring the cargo and, where possible, increasing the friction; and
 diversion of route in order to seek shelter or improved weather and sea conditions.
 Tank ballasting or deballasting operations should be considered only if the ship has adequate
stability.
8.2.4.3 Methods and safeguards when Fumigating Holds
8.2.4.3.1 explains recommendations given in MSC.1/Circ.1264 – Recommendations on the

Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo Holds, contained in the
added supplement of the IMSBC Code
Ship cargo holds, tank top ceilings and other parts of the ship should be kept in a good state of repair
to avoid infestation. Many ports of the world have rules and by-laws dealing specifically with the
maintenance of ships intended to carry grain cargoes; for example, boards and ceilings should be
completely grain-tight.
Cleanliness, or good housekeeping, is as important a means of controlling pests on a ship as it is in a

home, warehouse, mill or factory. Since insect pests on ships become established and multiply in
debris, much can be done to prevent their increase by simple, thorough cleaning. Box beams and
stiffeners, for example, become filled with debris during discharge of cargo and unless kept clean can
become a source of heavy infestation. It is important to remove thoroughly all cargo residue from
deckhead frames and longitudinal deck girders at the time of discharge, preferably when the cargo
level is suitable for convenient cleaning. Where available, industrial vacuum cleaners are of value for
the cleaning of cargo holds and fittings.
The material collected during cleaning should be disposed of, or treated, immediately so that the
insects cannot escape and spread to other parts of the ship or elsewhere. In port it may be burnt or
treated with a pesticide, but in many countries such material may only be landed under phytosanitary
supervision. If any part of the ship is being fumigated the material may be left exposed to the gas.
8.2.4.3.2explains the reasons for the control of pests
Insect and mite pests of plant and animal products may be carried into the cargo holds with goods
(introduced infestation); they may move from one kind of product to another (cross-infestation) and
may remain to attack subsequent cargoes (residual infestation). Their control may be required to
comply with phytosanitary requirements to prevent spread of pests and for commercial reasons to
prevent infestation and contamination of, or damage to, cargoes of human and animal food both raw
and processed materials. Although fumigants may be used to kill rodent pests, the control of rodents
on board ships is dealt with separately. In severe cases of infestation of bulk cargoes such as cereals,
excessive heating may occur.
8.2.4.3.3states that the control of rodents is required by the International Health Regulations
International Health Regulations requires that sea ports and visiting ships must take appropriate
measures to control rodents.
8.2.4.3.4describes the methods for the prevention of insect infestation and states the areas to
which particular attention should be given
To avoid insect populations becoming firmly established in cargo holds and other parts of a ship, it is
necessary to use some form of chemical toxicant for control. The materials available may be divided
conveniently into two classes: contact insecticides and fumigants. The choice of agent and method of
application depend on the type of commodity, the extent and location of the infestation, the
importance and habits of the insects found, and the climatic and other conditions. Recommended
treatments are altered or modified from time to time in accordance with new developments.
Main sites of infestation
 Tank top ceiling

 Tween-deck centre lines, wooden feeders and bins
 Transverse beams and longitudinal deck girders
 Insulated bulkheads near engine-rooms
 Cargo battens
 Bilges
 Electrical conduit casings
8.2.4.3.5explains how contact insecticides in the form of sprays, smokes or lacquers may be
used by the crew for dealing with local infestation
The success of chemical treatments does not lie wholly in the pesticidal activity of the agents used. In
addition, an appreciation of the requirements and limitations of the different available methods is
required. Crew members can carry out small-scale or “spot” treatments if they adhere to the
manufacturer’s instructions and take care to cover the whole area of infestation. However, extensive
or hazardous treatments including fumigation and spraying near human and animal food should be
placed in the hands of professional operators, who should inform the master of the identity of the
active ingredients used, the hazards involved and the precautions to be taken.
8.2.4.3.6states that all persons not directly involved in the application should be evacuated
from the areas being treated for a period not less than that recommended by the
manufacturer of the pesticide
All persons not directly involved in the application should be evacuated from the areas being treated
for a period not less than that recommended by the manufacturer of the pesticide.
8.2.4.3.7states that extensive or hazardous treatments, including fumigation and spraying near
human or animal food, should only be undertaken by expert operators
States that a fumigator-in-charge should be designated by the fumigation company or appropriate
authority
Extensive or hazardous treatments, including fumigation and spraying near human or animal food,
should only be undertaken by expert operators.
A fumigator-in-charge should be designated by the fumigation company or appropriate authority.
8.2.4.3.8 States that a fumigator-in-charge should be designated by the fumigation company or

appropriate authority
A fumigator-in-charge should be designated by the fumigation company or appropriate authority
8.2.4.3.9 lists the information about the fumigation which should be supplied to the Master
The master should be provided with written instructions by the fumigator-in-charge on

the type of fumigant used,
the hazards to human health involved and the precautions to be taken, and in view of the highly toxic
nature of all commonly used fumigants these should be followed carefully.
Such instructions should be written in a language readily understood by the master or his
representative.
8.2.4.3.10states that fumigation of empty cargo spaces should always be carried out in port
Fumigation of empty cargo spaces should always be carried out in port
8.2.4.3.11states that crew should remain ashore until the ship is certified gas-free, in writing, by the
fumigator-in-charge
Crew should remain ashore until the ship is certified gas-free, in writing, by the fumigator-in-charge.
8.2.4.3.12states that a watchman should be posted to prevent unauthorized boarding and warning
notices should be displayed
a watchman should be posted to prevent unauthorized boarding and warning notices should be
displayed.
8.2.4.3.13lists the precautions to be taken if essential crew members are permitted to return before
aeration (ventilation) of the ship
Except in extreme emergency, cargo holds sealed for fumigation in transit should never be opened at
sea or entered. If entry is imperative, at least two persons should enter, wearing adequate protection
equipment and a safety harness and lifeline tended by a person outside the space, similarly equipped
with protective, self-contained breathing apparatus.
8.2.4.3.14states that entry to spaces under fumigation should never take place except in case of
extreme urgency and lists the precautions to be taken if entry is imperative
Entry to spaces under fumigation should never take place except in case of extreme urgency and lists
the precautions to be taken if entry is imperative.
8.2.4.3.15 states that fumigation in transit should only be carried out in ships approved for such process
by the flag State Administration and that the application shouldbe with the agreement of the port State
Administration
Fumigation in transit should only be carried out in ships approved for such process by the flag State
Administration and that the application should be with the agreement of the port State
Administration.
8.2.4.3.16 State Administration and that the application should be with the agreement of the port State
Administration
The application should be with the agreement of the port State Administration
8.2.4.3.17states that fumigation in transit may be:

- treatment continued during the voyage in a sealed space in which no aeration has
taken place before sailing
- continuation of in-port fumigation where some aeration has taken place but clearance
cannot be issued because of residual gas and the cargo space has been re-sealed before sailing
Fumigation in transit may be:

- treatment continued during the voyage in a sealed space in which no aeration has
taken place before sailing
- continuation of in-port fumigation where some aeration has taken place but clearance
cannot be issued because of residual gas and the cargo space has been re-sealed before sailing
8.2.4.3.18states that precautions are the same in both cases
Precautions are the same in both cases
8.2.4.3.19states that at least two members of the crew, including one officer, who have received
appropriate training, should be designated as the trained representative of the Master responsible for
ensuring safe conditions after the fumigator-in-charge has handed over that responsibility to the
Master
At least two members of the crew, including one officer, who have received appropriate training,
should be designated as the trained representative of the Master responsible for ensuring safe
conditions after the fumigator-in-charge has handed over that responsibility to the Master.
8.2.4.3.20states that the trained representative should brief the crew before a fumigation
The trained representative should brief the crew before a fumigation.
8.2.4.3.21lists the training which the designated representatives should have
The trained representatives of the master designated, should be provided and be familiar with:
 The information in the relevant Safety Data Sheet; and
 The instructions for use, e.g., on the fumigant label or package itself, such as the
recommendations of the fumigant manufacturer concerning methods of detection of the
fumigant in air, its behaviour and hazardous properties, symptoms of poisoning, relevant first
aid and special medical treatment and emergency procedures.
8.2.4.3.22lists the items which the ship should carry
The ship should carry:

 Gas-detection equipment and adequate fresh supplies of service items for the fumigant(s)
concerned as required, together with instructions for its use and the occupational exposure limit
values set by the flag State regulations for safe working conditions;
 instructions on disposal of residual fumigant material;
 at least four sets of adequate respiratory protective equipment; and
 a copy of the latest version of the Medical First Aid Guide for Use in Accidents Involving
Dangerous Goods (MFAG), including appropriate medicines and medical equipment.
8.2.4.3.23 describes the procedures for the fumigation and the handing over of responsibility from the
fumigator in-charge to the Master
Fumigation with aeration (ventilation) in port
Fumigation and aeration (ventilation) of empty cargo holds should always be carried out in port
(alongside or at anchorage). Ships should not be permitted to leave port until gas-free certification
has been received from the fumigator-in-charge.
Prior to the application of fumigants to cargo holds, the crew should be landed and remain ashore
until the ship is certified “gas-free”, in writing, by the fumigator-in-charge or other authorized person.
During this period a watchman should be posted to prevent unauthorized boarding or entry, and
warning signs should be prominently displayed at gangways and at entrances to accommodation.
The fumigator-in-charge should be retained throughout the fumigation period and until such time as
the ship is declared gas-free.
At the end of the fumigation period the fumigator will take the necessary action to ensure that the
fumigant is dispersed. If crew members are required to assist in such actions, for example in opening
hatches, they should be provided with adequate respiratory protection and adhere strictly to
instructions given by the fumigator-in-charge.
The fumigator-in-charge should notify the master in writing of any spaces determined to be safe for
re-occupancy by essential crew members prior to the aeration of the ship.
In such circumstances the fumigator-in-charge should monitor, throughout the fumigation and
aeration periods, spaces to which personnel have been permitted to return. Should the concentration
in any such area exceed the occupational exposure limit values set by the flag State regulations, crew
members should be evacuated from the area until measurements show re-occupancy to be safe.
No unauthorized persons should be allowed on board until all parts of the ship have been determined
gas-free, warning signs removed and clearance certificates issued by the fumigator-in-charge.
Clearance certificates should only be issued when tests show that all residual fumigant has been
dispersed from empty cargo holds and adjacent working spaces and any residual fumigant material
has been removed.
Entry into a space under fumigation should never take place except in the event of an extreme
emergency. If entry is imperative the fumigator-in-charge and at least one other person should enter,
each wearing adequate protective equipment appropriate for the fumigant used and a safety harness
and lifeline. Each lifeline should be tended by a person outside the space, who should be similarly
equipped.
If a clearance certificate cannot be issued after the fumigation of cargo in port, the provisions of
Fumigation continued in transitshould apply.
Fumigation continued in transit
Fumigation in transit should only be carried out at the discretion of the master. This should be clearly
understood by owners, charterers, and all other parties involved when considering the transport of
cargoes that may be infested. Due consideration should be taken of this when assessing the options
of fumigation. The master should be aware of the regulations of the flag State Administration with
regard to in-transit fumigation. The application of the process should be with the agreement of the
port State Administration.
The process may be considered under two headings:
1. fumigation in which treatment is intentionally continued in a sealed space during a voyage and in
which no aeration has taken place before sailing; and
2. in-port cargo fumigation where some aeration is carried out before sailing, but where a clearance
certificate for the cargo hold(s) cannot be issued because of residual gas and the cargo hold(s) has
been re-sealed before sailing.
Before a decision on sailing with a fumigated cargo hold(s) is made it should be taken into account
that, due to operational conditions, the circumstances outlined in may arise unintentionally, e.g., a
ship may be required to sail at a time earlier than anticipated when the fumigation was started. In
such circumstances the potential hazards may be as great as with a planned in-transit fumigation and
all the precautions in the following paragraphs should be observed.
Before a decision is made as to whether a fumigation treatment planned to be commenced in port

and continued at sea should be carried out, special precautions are necessary.
These include the following:
1. at least two members of the crew (including one officer) who have received appropriate training
should be designated as the trained representatives of the master responsible for ensuring that
safe conditions in accommodation, engine-room and other working spaces are maintained after
the fumigator-in-charge has handed over that responsibility to the master; and
2. the trained representatives of the master should brief the crew before a fumigation takes place
and satisfy the fumigator-in-charge that this has been done.
Empty cargo holds are to be inspected and/or tested for leakage with instruments so that proper
sealing can be done before or after loading. The fumigator-in-charge, accompanied by a trained
representative of the master or a competent person, should determine whether the cargo holds to be
treated are or can be made sufficiently gastight to prevent leakage of the fumigant to the
accommodation, engine-rooms and other working spaces in the ship.
Special attention should be paid to potential problem areas such as bilge and cargo line systems. On
completion of such inspection and/or test, the fumigator-in-charge should supply to the master for
his retention a signed statement that the inspection and/or test has been performed, what provisions
have been made and that the cargo holds are or can be made satisfactory for fumigation. Whenever a
cargo hold is found not to be sufficiently gastight, the fumigator-in-charge should issue a signed
statement to the master and the other parties involved.
Accommodation, engine-rooms, areas designated for use in navigation of the ship, frequently visited
working areas and stores, such as the forecastle head spaces, adjacent to cargo holds being subject to
fumigation in transit should be treated in accordance with gas concentration safety checks in problem
areas.
On application of the fumigant, the fumigator-in-charge should post warning signs at all entrances to
places notified to the master accordingly. These warning signs should indicate the identity of the
fumigant and the date and time of fumigation.
At an appropriate time after application of the fumigant, the fumigator-in-charge, accompanied by a

representative of the master, should check that accommodation, engine-rooms and other working
spaces remain free of harmful concentrations of gas.
Upon discharging his agreed responsibilities, the fumigator-in-charge should formally hand over to
the master in writing responsibility for maintaining safe conditions in all occupied spaces. The
fumigator-in-charge should ensure that gas-detection and respiratory protection equipment carried
on the ship is in good order, and that adequate fresh supplies of consumable items are available to
allow sampling as required.
8.2.4.3.24describes the safety checks on gas concentration that should be made throughout the voyage
and states that the readings should be entered in the logbook
Gas concentration safety checks at all appropriate locations, which should at least include the spaces
indicated such as accommodation, engine-rooms, areas designated for use in navigation of the ship,
frequently visited working areas and stores, such as the forecastle head spaces, adjacent to cargo
holds, should be continued throughout the voyage at least at eight-hour intervals or more frequently
if so advised by the fumigator-in-charge. These readings should be recorded in the ship’s log-book.
The readings should be entered in the logbook.
8.2.4.3.25 describes the procedures to follow prior to and on arrival at the discharging port
Prior to the arrival of the ship, generally not less than 24 hours in advance, the master should inform
the appropriate authorities of the country of destination and ports of call that fumigation in transit is
being carried out.
The information should include the type of fumigant used, the date of fumigation, the cargo holds
which have been fumigated, and whether ventilation has commenced. Upon arrival at the port of
discharge, the master should also provide information such as instructions for use, e.g., on the
fumigant label or package itself, such as the recommendations of the fumigant manufacturer
concerning methods of detection of the fumigant in air, its behaviour and hazardous properties,
symptoms of poisoning, relevant first aid and special medical treatment and emergency procedures.
andinstructions on disposal of residual fumigant material.
On arrival at the port of discharge the requirements of receiving countries regarding handling of
fumigated cargoes should be established. Before entry of fumigated cargo holds, trained personnel
from a fumigation company or other authorized persons, wearing respiratory protection, should carry
out careful monitoring of the spaces to ensure the safety of personnel. The monitored values should
be recorded in the ship’s log-book.
In case of need or emergency the master may commence ventilation of the fumigated cargo holds
under the conditions prevent a fumigant from accumulating in accommodation or working areas,
having due regard for the safety of personnel on board. If this operation is to be done at sea, the
master should evaluate weather and sea conditions before proceeding.
8.2.4.3.26 describes the precautions to be taken during the discharge of cargo until the ship is certified
free of fumigants
Only mechanical unloading that does not necessitate entry of personnel into the cargo holds of such
fumigated cargoes should be undertaken. However, when the presence of personnel in cargo holds is
necessary for the handling and operation of unloading equipment, continuous monitoring of the
fumigated spaces should be carried out to ensure the safety of the personnel involved. When
necessary, these personnel should be equipped with adequate respiratory protection.
During the final stages of discharge, when it becomes necessary for personnel to enter the cargo
holds, such entry should only be permitted subsequent to verification that such cargo holds are gas-
free.
Upon completion of discharge and when the ship is found free of fumigants and certified as such, all
warning signs should be removed. Any action in this respect should be recorded in the ship’s log-
book.
8.2.4.3.27 describes the procedures for the carriage of fumigated freight containers, barges and
transport units that are loaded after fumigation without ventilation
When a cargo transport unit under fumigation is taken on board ship without preliminary ventilation,
it shall be transported as FUMIGATED CARGO TRANSPORT UNIT, UN 3359, Class 9 in accordance with
the provisions of the IMDG Code. The following special precautions apply to ship-side operations:
 A fumigated cargo transport unit shall not be allowed on board until a sufficient period has
elapsed to attain a reasonable uniform gas concentration throughout the cargo in it. Because of
variations due to types and amounts of fumigants and commodities and temperature levels, the
period between fumigant application and loading of the fumigated unit on board the ship shall be
determined by the competent authority. Twenty-four hours is normally sufficient for this purpose.
Before loading the cargo transport unit should be checked for leaks and any leakage sealed.
 The master shall be informed prior to loading of fumigated cargo transport units under
fumigation. These shall be identified with the warning mark, incorporating the fumigant name
and the date and time of fumigation.
 The special list/manifest/stowage plan shall identify the fumigated cargo transport units and
indicate their stowage location on board. The transport document for fumigated cargo transport
units shall indicate the date of fumigation and the type and amount of fumigant used.
 Stowage category B has been assigned to UN 3359; however, on deck stowage is preferred. In
addition, it shall be stowed clear of living quarters and should be 6 m away from vent intakes.
 If stowed under deck, the cargo space should be equipped with mechanical ventilation sufficient
to prevent the build-up of fumigant concentrations above the toxicity levels (threshold limits) set
out by competent authorities. The threshold limit for occupational exposure to the fumigant can
be found on the Safety Data Sheet if available. The ventilation rate of the mechanical ventilation
system should be at least two air changes per hour, based on the empty cargo space.
 If stowed under deck, equipment suitable for detecting the fumigant gas or gases used shall be
carried on the ship, with instructions for its use.
Before a fumigated cargo transport unit is loaded to a ship under deck, special precautions are
necessary. This should include the following:
 at least an officer and one other are to receive appropriate training and will be designated as the
trained representatives of the master. The master, through his representative, is responsible for
ensuring safe conditions in the occupied spaces of the ship; and
 the trained representatives should brief the crew before the fumigated cargo transport unit is
loaded.
Most fumigant gases are heavier than air so care should be taken in the holds particularly when
working on the tank tops.
The trained representatives of the master should be provided, and be familiar, with:
 the information in the relevant Safety Data Sheet (SDS), if available; and
 the recommendations of the fumigant manufacturer concerning methods of detection of the
fumigant in air, its behaviour and hazards properties, symptoms of poisoning, relevant first aid
and special medical treatment and emergency procedures.
The ship should carry:
 appropriate gas-detection equipment for the fumigant concerned, together with instructions for
its use when the fumigated cargo transport unit is stowed under deck;
 instructions on disposal of residual fumigant material; and
 emergency response information regarding UN 3359 such as a copy of the latest version of the
Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG).
In addition, the ship should carry at least four sets of appropriate respiratory protective
equipment, and, when the fumigated cargo transport unit is stowed on deck, appropriate gas
detection equipment for the fumigant concerned, together with instructions for its use.
Prior to the arrival of the ship, generally not less than 24 hours in advance, the master should
inform the appropriate authorities of the country of destination and ports of call that fumigation
in transit is being carried out. The information should include the type of fumigant used, the date
of fumigation and cargo spaces carrying fumigated cargo transport units.
8.2.4.3.28 states that the Master should be informed prior to loading such freight containers, barges
and transport units and that they should be identified with suitable warning labels showing the identity
of the fumigant and the date and time of fumigation
The Master should be informed prior to loading such freight containers, barges and transport units
and that they should be identified with suitable warning labels showing the identity of the fumigant
and the date and time of fumigation.
Describes the methods which may be used for the control of rodents
Rats and mice gain access to ships by various means including gaining access directly by hawsers and
gang plants. Others may be concealed in cargo, ship's stores and other materials taken onto the ship.
However, the prevention of rat harbourage through appropriate construction and rat-proofing will
ensure almost complete control of rodents aboard the ships Some ships may be difficult to rat-proof
without major alterations. However, there are many ratproofing measures that can be readily
undertaken.
These will materially reduce rat harbourage and will keep rat populations to a minimum after the
vessel has been deratted, provided that appropriate operational control measures aboard ship are
regularly followed.
All rat-proofing should be kept in good repair. Concealed spaces and structural pockets, openings
greater than 1.25 cm leading to voids and food spaces, gaps around penetrating fixtures (e.g. pipes or
ducts passing through bulkheads or decks) regardless of location, should be obstructed with rat -
proofing materials, and the insulation layer around pipes, where over 1.25 cm thick, should be
protected against rat -gnawing. Detailed techniques of rodent control may be found in standard
manuals on this subject.
8.2.4.3.29 describes the use of baits by the ship’s crew and the precautions to observe
Rodents may he controlled by fumigation, by the use of a bait incorporating a poison which acts
within a few minutes (acute poison), or one which acts over a period (chronic poison), or by trapping.
Fumigation against rodents is normally clone at dosages and periods of exposure much less than
those required for insect control. It follows that an insect fumigation also controls rodents in areas
that are treated. However, rodent control often requires fumigation of accommodation and working
spaces that may not normally be treated for insect control.
Fumigation against rodents alone should be undertaken in port and ventilation completed in port. The
precautions should be observed.
Methods involving fumigation or the use of acute poisons should be employed only by qualified
personnel of pest control servicing firms or appropriate authorities (e.g. Port Health Authorities). Baits
containing acute poisons should be collected and disposed of by such personnel when the treatment
is completed. Chronic poisons should be used strictly in accordance with the manufacturer's
instructions contained on the label or on the package itself.
Careless use may cause injury to ship's personnel.
For rodenticides to he efficient, they should be placed where the rodents are moving. Runways are
usually detected by evidence of marking, debris and dirt. The use of rodenticides, however, is no
substitute for high standards of hygiene and the rodent proofing of equipment whenever possible.
Baits should be protected from accidental consumption by humans or domestic animals and from
contact with human and animal food.
Where practicable, cereal baits should be replaced within 30 days to avoid providing a source of
insect infestation.
A record should be kept of the locations in which baits are set, particular care being taken to search
for and remove all baits from cargo spaces prior to the loading of bulk foodstuff's and livestock
cargoes.
8.2.4.3.30 explains that the use of pesticides is regulated by Governments, and their use may be limited
by the regulations and requirements of:
- the country where the cargo is loaded or treated
- the country of destination
- the country of registration of the ship
In many countries the sale and use of pesticides are regulated by Governments to ensure safety in
application and prevention of contamination of foodstuffs. Among the factors taken into account in
such regulations, are the recommendations made by international organizations such as the FAO and
the WHO, especially in regard to maximum limits of pesticide residues in food and foodstuff's.
Examples of commonly used pesticides for use in ships is contained in appendix 1. These should be
used strictly in accordance with the manufacturer's instructions as given on the label or package itself.
National regulations and requirements vary from one country to another particular pesticides which
may be used for treatment of cargo spaces and accommodation in ships may be limited by the
regulations and requirements of:
 the country where the cargo is loaded or treated;

 the country of destination of the cargo, especially in regard to pesticide residues in
foodstuff's; and
 the country of registration of the ship.
Ships' masters should ensure that they have the necessary knowledge of the above regulations and
requirements.
8.2.4.3.31 describes the use of pesticides by the ship’s crew and the precautions to observe
Fumigation should only be carried out by trained staff; a minimum of two must he involved, one
designated in charge. Adequate labour must be available to handle sheets and sandsnakes, and to
assist with fumigant distribution procedures so as avoid accidents or damage.
All fumigants must he kept in a securely locked store. A register of stocks held and issued should he
maintained. Respirators, with appropriate canisters, should he available and checked regularly. Where
methyl bromide is frequently used, it is preferable to provide operators with a personal respirator, for
which they are responsible. During the application of methyl bromide, gloves must not he worn due
to the danger of skin blistering, should fumigant become trapped under the gloves. Gloves should he
worn when handling aluminium phosphide formulations.
8.2.4.3.32 describes the measures to be taken if clothing becomes contaminated
If clothing, becomes contaminated:

 slop work immediately and leave area;
 remove clothing and footwear;
 take a shower and wash skin thoroughly;
 wash clothing and footwear, and wash skin again; and
 seek medical advice
After work:
 remove and wash clothing, footwear and other equipment; and
 take a shower using plenty of soap.
8.2.4.3.33states that, if contact insecticides are to be applied to grain during loading, the Master should
be provided. with written instructions on the type and amount of insecticide to be used and on the
precautions to be taken
If contact insecticides are to be applied to grain during loading, the Master should be provided. with
written instructions on the type and amount of insecticide to be used and on the precautions to be
taken.
8.2.4.3.34states the actions to be taken in the event of exposure to insecticides resulting in illness
In the case of exposure toinsecticides and subsequent illness, medical advice should be sought
immediately. Information on poisoning by specific compounds may be found in the IMCO Medical
First Aid Guide for use in Accidents Involving Dangerous Goods (MFAG) or on the package
(manufacturer's instructions and safety precautions on the label or the package itself).
8.2.5 General knowledge of tankers and tanker operations
8.2.5.1 Terms and definitions

8.2.5.1.1 defines petroleum as crude oil and liquid hydrocarbon products derived from it
A liquid mixture of hydrocarbons which is present in suitable rock strata and can be extracted and
refined to produce fuels including petrol, paraffin, and diesel oil; oil.
8.2.5.1.2 States that petroleum gases, principally methane, are extracted from crude oils before
shipment
Petroleum gases, principally methane, are extracted from crude oils before shipment
8.2.5.1.3 Explains that ‘spiked crude’ has additional petroleum gas, usually butane, dissolved in it before
shipment
Spiked crude oil means a crude oil blended with a liquefied gas or condensate. This is usually Butane
which is dissolved in it.
8.2.5.1.4 States that ‘sour crude’ contains appreciable amounts of hydrogen sulphide or organic sulphur
compounds
Sour crude oil or products means a term used to describe crude oil or products containing
appreciable amounts of hydrogen sulphide and/or mercaptans.
8.2.5.1.5 States that products derived from crude oil include naphtha (gasolines), kerosene, gas oil,
diesel oils, lubricating oils, waxes and residual oils such as fuel oil and bitumen
Oil refinery or petroleum refinery is an industrial process plant where crude oil is transformed and
refined into more useful products such as petroleum naphtha, gasoline, diesel fuel, asphalt
base, heating oil, kerosene, liquefied petroleum gas, jet fuel and fuel oils.
8.2.5.1.6 Explains that vapor pressure of any liquid increases with increasing temperature
The vapour pressure of a pure compound depends only upon its temperature. The vapour pressure of
a mixture depends on its temperature, constituents and the volume of the gas space in which
vaporisation occurs; that is, it depends upon the ratio of gas to liquid by volume.
The True Vapour Pressure (TVP), or bubble point vapour pressure, is the pressure exerted by the gas
produced from a mixture when the gas and liquid are in equilibrium at the prevailing temperature. It
is the highest vapour pressure that is possible at any specified temperature.
As the temperature of a petroleum mixture increases, its TVP also increases.

8.2.5.1.7 Defines Reid Vapor Pressure (RVP)
The Reid Vapour Pressure (RVP) test is a simple and generally used method for measuring the
volatility of petroleum liquids. It is conducted in a standard apparatus and in a closely defined way. A
sample of the liquid is introduced into the test container at atmospheric pressure, so that the volume
of the liquid is one fifth of the total internal volume of the container. The container is sealed and
immersed in a water bath where it is heated to 37.8ºC. After the container has been shaken to bring
about equilibrium conditions rapidly, the rise in pressure due to vaporization is read on an attached
pressure gauge. This pressure gauge reading gives a close approximation, in bars, to the vapour
pressure of the liquid at 37.8ºC.
8.2.5.1.8 Explains why the pressure in a tank is not necessarily the same as the RVP of the oil it contains,
even at the standard temperature
RVP is useful for comparing the volatilities of a wide range of petroleum liquids in a general way. It is,
However, of little value in itself as a means of estimating the likely gas evolution in specific situations,
mainly because the measurement is made at the standard temperature of 37.8ºC and at a fixed
gas/liquid ratio. For this purpose, TVP is much more useful and, as already mentioned, in some cases
correlations exist between TVP, RVP and temperature.
8.2.5.1.9 States that the flashpoint of a liquid is the lowest temperature at which it gives off sufficient
gas to form a flammable mixture in a flashpoint apparatus
The flash point is the temperature at which a particular organic compound gives off sufficient vapour
to ignite in air.
8.2.5.1.10 explains why flashpoint cannot be used as an absolute measure of safety
A mixture of hydrocarbon gas and air cannot be ignited and burned unless its composition lies within
a range of gas in air concentrations known as the flammable range. The lower limit of this range,
known as the Lower Flammable Limit (LFL), is that hydrocarbon concentration below which there is
insufficient hydrocarbon gas to support and propagate combustion. The upper limit of the range,
known as the Upper Flammable Limit (UFL), is that hydrocarbon concentration above which there is
insufficient air to support and propagate combustion.
Therefore the flash point cannot be used as an absolute measure of safety.
8.2.5.1.11 states that ‘flammable’ means ‘capable of being ignited and of burning’
Flammable means capable of being easily ignited and of burned quickly
8.2.5.1.12 defines ‘upper flammable limit’, ‘lower flammable limit’ and ‘flammable range’ and states
approximate values for petroleum products
Upper Flammable Limit (UFL)
The concentration of a hydrocarbon gas in air above which there is insufficient oxygen to support and
propagate combustion. Sometimes referred to as Upper Explosive Limit (UEL).
Lower Flammable Limit (LFL)

The concentration of a hydrocarbon gas in air below which there is insufficient hydrocarbon to
support and propagate combustion. Sometimes referred to as Lower Explosive Limit (LEL).
Flammable range (also referred to as ‘Explosive range’)

The range of hydrocarbon gas concentrations in air between the Lower and Upper Flammable
(explosive) Limits. Mixtures within this range are capable of being ignited and of burning.
8.2.5.1.13 defines the auto-ignition temperature as the temperature at which a flammable material will
ignite without initiation by a spark or flame and will continue to burn
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.
8.2.5.1.14 describes the viscosity of a fluid as a measure of its resistance to flow
The viscosity of a fluid is the measure of its resistance to gradual deformation by shear stress or
tensile stress or it’s the resistance to flow.
8.2.5.1.15 states that viscosity increases as the temperature decreases
The viscosity increases as the temperature decreases.
8.2.5.1.16 defines ‘pour point’ as the lowest temperature at which an oil is observed to flow
The pour point is the lowest temperature at which a petroleum oil will remain fluid.
8.2.5.1.17 appreciates that crude carriers in particular have significant residues in tanks which must be
accounted for in order to calculate the cargo loaded
To be covered during the cargo calculation for Crude oil.
8.2.5.1.18 calculates the volume of dry residue as a uniform layer on the tank bottom

8.2.5.1.19 calculates the volume of liquid residues as a wedge on the tank bottom
8.2.5.1.20 knows the limitation of application of wedge calculation
8.2.5.2 Contents and application of the International Safety Guide for Oil Tankers and
Terminals (ISGOTT)
8.2.5.2.1 Explains that ISGOTT provides operational advice to directly assist personnel involved
in tanker and terminal operations, including guidance on, and examples of, certain aspects of
tanker and terminal operations and how they may be managed
It makes recommendations for tanker and terminal personnel on the safe carriage and handling of
crude oil and petroleum products on tankers and at terminals.
8.2.5.2.2 Identifies the contents of ISGOTT
PART 1: GENERAL INFORMATION

CHAPTER 1 BASIC PROPERTIES OF PETROLEUM
CHAPTER 2 HAZARDS OF PETROLEUM
CHAPTER 3 STATIC ELECTRICITY
CHAPTER 4 GENERAL HAZARDS FOR SHIP AND TERMINAL
CHAPTER 5 FIRE-FIGHTING
CHAPTER 6 SECURITY
PART 2: TANKER INFORMATION
CHAPTER 7 SHIPBOARD SYSTEMS
CHAPTER 8 SHIP’S EQUIPMENT
CHAPTER 9 MANAGEMENT OF SAFETY AND EMERGENCIES
CHAPTER 10 ENCLOSED SPACES
CHAPTER 11 SHIPBOARD OPERATIONS
CHAPTER 12 CARRIAGE AND STORAGE OF HAZARDOUS MATERIALS
CHAPTER 13 HUMAN ELEMENT CONSIDERATIONS
CHAPTER 14 SPECIAL SHIP TYPES
PART 3: TERMINAL INFORMATION
CHAPTER 15 TERMINAL MANAGEMENT AND ORGANISATION
CHAPTER 16 TERMINAL OPERATIONS
CHAPTER 17 TERMINAL SYSTEMS AND EQUIPMENT
CHAPTER 18 CARGO TRANSFER EQUIPMENT
CHAPTER 19 SAFETY AND FIRE PROTECTION
CHAPTER 20 EMERGENCY PREPAREDNESS
CHAPTER 21 EMERGENCY EVACUATION
PART 4: MANAGEMENT OF THE TANKER AND TERMINAL INTERFACE
CHAPTER 22 COMMUNICATIONS
CHAPTER 23 MOORING
st
1 Issue Date: 20.03.2017 Revision No: 00 Revision Date: N/A Authority: CEO
CHAPTER 24 PRECAUTIONS ON SHIP AND TERMINAL DURING CARGO HANDLING
CHAPTER 25 BUNKERING OPERATIONS
CHAPTER 26 SAFETY MANAGEMENT
8.2.5.2.3 States that terminal, local or national regulations may also be applicable and should be known
by those concerned
It should be borne in mind that, in all cases, the advice given 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.
8.2.5.2.4 Outlines the general precautions to be taken on tankers regarding:

 smoking, matches and cigarette lighters
 naked lights
 the galley
 electrical equipment
 use of tools
 entry to enclosed spaces and pump-rooms
Naked Lights
Naked lights must be prohibited on the tank deck and in any other place where there is a risk that
petroleum gas may be present.
Smoking
Smoking is known to present significant risks on board ships and therefore requires careful
management. While the text of this Section refers explicitly to smoking, the controls should also be
applied to the burning of other products such as incense and joss sticks, a practice that has become
common around the world. As with tobacco products, smouldering smoke-producing products should
never be left unattended or allowed near bedding or other combustible materials.
Smoking at Sea
While a tanker is at sea, smoking should be permitted only at times and in places specified by the
Master. Smoking must be prohibited on the tank deck or any other place where petroleum gas may
be present.
Smoking in Port and Controlled Smoking

Smoking in port should only be permitted under controlled conditions. Difficulties perceived in
introducing a restrictive smoking policy, including a total ban, should not impede the implementation
of such a policy if it is in the interest of safe operations. Appropriate measures should be in place,
both on the ship and the shore, to ensure full compliance. Smoking should be strictly prohibited
within the restricted area enclosing all tanker berths and on board any tanker while at a berth, except
in designated smoking places. Certain craft, such as barges designed without a permanent propulsion
system, may have an accommodation block or lesser structure affixed directly to the tank deck. The
spaces beneath such a structure may be designed for the carriage of non-explosive and non-
flammable products, but this does not guarantee that such spaces remain gas free. Some
conventional vessels, typically smaller craft such as barges and inland watercraft, are similarly at risk
through their inability to maintain positive pressure in the accommodation block and other spaces. In
such cases, the inherent difficulty in maintaining a gas free environment either within, immediately
outside or below such an accommodation block or lesser structure makes the provision of a safe
smoking area impossible. Smoking on board such craft should be strictly prohibited while they remain
alongside the terminal or facility.
Matches and Cigarette Lighters
Safety matches or fixed (car type) electrical cigarette lighters should be provided in approved smoking
locations. All matches used on board tankers should be of the safety type. The use
of matches and cigarette lighters outside the accommodation should be prohibited, except in places
where smoking is permitted. Matches should not be carried on the tank deck or in any other place
where petroleum gas may be present. The use of all mechanical lighters and portable lighters with
electrical ignition sources should be prohibited on board tankers. Disposable lighters present a
significant risk as an uncontrolled ignition source. The unprotected nature of their spark producing
mechanism allows them to be easily activated accidentally.
Galley Stoves and Cooking Appliances

The use of galley stoves and other cooking appliances that employ naked flames should be prohibited
while a tanker is at a petroleum berth. It is essential that galley personnel be instructed in the safe
operation of galley equipment. Unauthorized and inexperienced persons should not be allowed to use
such facilities.
Electrical Equipment
All portable electrical equipment, including lamps, for operation in hazardous areas must be of an
approved type. Before use, portable equipment should be examined for possible defects such as
damaged insulation and a check made that cables are securely attached and that they will remain so
throughout the work. Special care should be taken to prevent any mechanical damage to flexible
cables or wandering leads.
Fixed electrical equipment in dangerous areas, even in locations where a flammable atmosphere is to
be infrequently expected, must be of an approved type. This equipment should be properly
maintained so as to ensure that neither the equipment nor the wiring become a source of ignition.
Use of Tools
It should be noted that grit blasting and the use of mechanically powered tools are not normally
considered as falling within the definition of Hot Work in the shipping industry. However, these
activities have a significant potential for producing sparks and should be carried out under the control
of a Permit to Work system, or under the control of the ship’s Safety Management System.
The following precautions should be observed:
- The work area should not be subject to vapour release, or a concentration of combustible
vapours, and should be free of combustible material.
- The area should be gas free and tests with a combustible gas indicator should give a reading
of not more than 1% LFL.
- Mechanical tools should not be used when the ship is alongside a terminal, unless the
express permission of the Terminal Representative has been granted.
- There must be no cargo, bunkering, ballasting, tank cleaning, gas freeing, purging or inerting
operations in progress.
- Adequate fire-fighting equipment must be laid out and ready for immediate use.
Entry into enclosed spaces

An ‘Enclosed Space’ is defined as a space that has the following characteristics:
- Limited openings for entry and exit.
- Unfavorable natural ventilation.
- Not designed for continuous worker occupancy.
Enclosed spaces include, but are not limited to: cargo tanks, double bottoms, fuel tanks, ballast tanks,
pump rooms, cofferdams, void spaces, duct keels, inter-barrier spaces, engine crankcases and sewage
tanks.
Although pump rooms come within the above definition of an enclosed space, they have their own
particular equipment, characteristics and risks which require special precautions and procedures.
8.2.5.2.5 lists the information which should be exchanged between the ship and the terminal before
arrival
Terminals should provide ships visiting their berths with information on all pertinent local regulations
and terminal safety requirements.
Before the tanker arrives at the terminal, there should be an exchange of information on matters such
as the following:
Exchange of Security Information
Tanker to Appropriate Competent Authority
Tanker to Terminal
Wherever possible, the following information should be sent at least 24 hours prior to arrival:
 Name and call sign of ship.
 Country of registration.
 Overall length and beam of ship and draught on arrival. Estimated time of arrival at
designated arrival point, for example pilot station or fairway buoy.
 Ship’s displacement on arrival. If loaded, type of cargo and disposition.
 Maximum draught expected during and upon completion of cargo handling.
 Any defects of hull, machinery or equipment that could adversely affect safe
operations or delay commencement of cargo handling.
 If fitted with an inert gas system, confirmation that the ship’s tanks are in an inert
condition and that the system is fully operational.
 Any requirement for tank cleaning and/or gas freeing.
 Whether crude oil washing is to be employed and, if so, confirmation that the pre-
arrival check-list has been satisfactorily completed.
 Ship’s manifold details, including type, size, number, distance between centres of
connections to be presented. Also products to be handled at each manifold, numbered from
forward.
 Advance information on proposed cargo handling operations, including grades,
sequence, quantities and any rate restrictions.
 Information, as required, on quantity and nature of slops and dirty ballast and of any
contamination by chemical additives. Such information should include identification of any
toxic components, such as hydrogen sulphide and benzene.
 Quantities and specifications of bunkers required, if applicable.
Terminal to Tanker
The terminal should ensure that the ship has been provided with relevant port information as soon as
practicable. For example:
 Depth of water at chart datum and range of salinity that can be expected at the berth.
 Maximum permissible draught and maximum permissible air draught.
 Availability of tugs and mooring craft together with any terminal requirements on their usage.
 Details of any shore moorings that will be provided.
 Which side to be moored alongside.
 Number and size of hose connections and manifolds.
 Whether a Vapour Emission Control (VEC) system is in use.
 Inert gas requirements for cargo measurement.
 Closed loading requirements.
 For jetty berths, arrangement of gangway landing space or availability of terminal access
equipment.
 Advance information on proposed cargo specification, handling operations or changes in
existing plans for cargo operations. Such information should include identification of any toxic
components, such as hydrogen sulphide and benzene.
 Any restrictions on crude oil washing procedures, tank cleaning and gas freeing, that are
applicable.
 Advice on environmental and load restrictions applicable to the berth.
 Facilities for the reception of slops, oily ballast residues and garbage.
 Security levels in effect within the port.
8.2.5.2.6 States that safety procedure are agreed between the tanker and the terminal and include:
 means of summoning emergency services
 availability and use of firefighting and other emergency equipment
 actions to be taken in case of fire or other emergency
 emergency evacuation of the berth
Apart from the above there should be a clear understanding between the vessel and the terminal
regarding the below,
 means of summoning emergency services
 availability and use of firefighting and other emergency equipment
 actions to be taken in case of fire or other emergency
 emergency evacuation of the berth
8.2.5.2.7 States that firefighting equipment should be ready for immediate use
The firefighting equipment should be ready for immediate use.
8.2.5.2.8 States that main engines and other equipment essential for manoeuvring should be ready for
use at short notice and the written agreement of the terminal and port authority should be obtained for
any work or repairs which would immobilize the ship
The main engines and other equipment essential for manoeuvring should be ready for use at short
notice and the written agreement of the terminal and port authority should be obtained for any work
or repairs which would immobilize the ship.
8.2.5.2.9 States that detailed loading or discharging plans are agreed between the ship and the terminal
The detailed loading or discharging plans are agreed between the ship and the terminal.
8.2.5.2.10 explains that safety measures against pollution and actions to take in case of an accident are
agreed before transfer of cargo commences
All terminals should have procedures ready for immediate implementation in the event of an
emergency. The procedures should cover all types of emergency that can be envisaged in the context
of particular activities at the terminal, for example major oil spillage, gas leak resulting in an
unconfined vapour cloud, fire, explosion and ill or injured persons. While the deployment of fire-
fighting equipment is likely to be prominent in any emergency procedure, equipment such as
breathing apparatus, resuscitation equipment, stretchers and means of escape or exit should also be
covered. All these information should be conveyed to the vessel before the operations are
commenced.
8.2.5.2.11 states that, before starting cargo transfer, the responsible officer and the terminal
representative must formally agree that they are ready to do so safely
Before starting cargo transfer, the responsible officer and the terminal representative must formally
agree that they are ready to do so safely
8.2.5.2.12 states that the terminal should be notified of the intention to use crude oil washing (COW) at
least 24 hours in advance
The terminal should be notified of the intention to use crude oil washing (COW) at least 24 hours in
advance
8.2.5.2.13 explains that tanks should be maintained in an inert condition throughout all operations
except when entry to tanks for inspection or repair is necessary
Hydrocarbon gas normally encountered in petroleum tankers cannot burn in an atmosphere

containing less than approximately 11% oxygen by volume. Accordingly, one way to provide
protection against fire or explosion in the vapour space of cargo tanks is to keep the oxygen level
below that figure. This is usually achieved by using a fixed piping arrangement to blow inert gas into
each cargo tank in order to reduce the air content, and hence the oxygen content, and render the
tank atmosphere non-flammable.
Apart from the time the tank is to be encountered, the inert gas should be maintained in an Inert
condition.
8.2.5.2.14 explains that the inert gas should have an oxygen content not exceeding 5% by volume
The International Convention for the Safety of Life at Sea (SOLAS 1974), as amended, requires that
inert gas systems be capable of delivering inert gas with an oxygen content in the inert gas main of
not more than 5% by volume at any required rate of flow; and of maintaining a positive pressure in
the cargo tanks at all times with an atmosphere having an oxygen content of not more than 8% by
volume except when it is necessary for the tank to be gas free.
8.2.5.2.15 states that the oxygen content of cargo tanks should not exceed 8% by volume
Covered above.
8.2.5.2.16 explains that the inert-gas plant will be used to:

inert empty cargo tanks
supply inert gas during cargo discharging, deballasting, crude oil washing and tank cleaning
purge tanks prior to gas-freeing
top-up the pressure when necessary during a voyage
The inert gas system is used for following occasions,

 For inerting the empty cargo tanks
 To supply inert gas during cargo discharging, Deballasting, COW and tank cleaning.
 For purging of tanks prior to gas freeing,
 To top up the pressure when necessary during a voyage.
8.2.5.2.17 explains that, in the event of a failure of the inert gas system, discharge of cargo or ballast or
tank cleaning should be stopped, to prevent air being drawn into the tanks, and operations should only
be resumed when a supply of inert gas has been restored
In the event that the inert gas system fails to deliver the required quality and quantity of inert gas, or
to maintain a positive pressure in the cargo tanks and slop tanks, action must be taken immediately to
prevent any airbeing drawn into the tanks. All cargo and or ballast discharge from inerted tanks must
be stopped, the inert gas deck isolating valve closed, the vent valve between it and the gas pressure
regulating valve (if provided) opened, and immediate action taken to repair the inert gas system.
8.2.5.2.18 describes the hold and tank arrangements of combination carriers
An ore-bulk-oil carrier, also known as combination carrier or OBO, is a ship designed to be capable of
carrying wet or dry bulk cargoes. This design was intended to provide flexibility in two ways. Firstly, an
OBO would be able to switch between the dry and wet bulk trades based on market conditions.
Secondly, an OBO could carry oil on one leg of a voyage and return carrying dry bulk, reducing the
number of unprofitable ballast voyages it would have to make.
In practice, the flexibility which the OBO design allows has gone largely unused, as these ships tend to
specialize in either the liquid or dry bulk trade. Also, these ships have endemic maintenance
problems. On one hand, due to a less specialized design, an OBO suffers more from wear and tear
during dry cargo on load than a bulker. On the other hand, components of the liquid cargo system,
from pumps to valves to piping, tend to develop problems when subjected to periods of disuse. These
factors have contributed to a steady reduction in the number of OBO ships worldwide since the
1970s.
8.2.5.2.19 describes the safety aspects relating to the operation of double hull tankers
As per MARPOL, oil tankers delivered on or after 6th July 1996 with 600 DWT and above, entire cargo
tank length to be protected by ballast tanks in order to offer protection to some extent against oil
spills caused by stranding or collision.
Subdivision and stability requirements for oil tankers are intended to provide survival capability in
case of stranding or collision damage.
There are a range of hull designs in current use or proposed: single bottom, double bottom, mid-deck,
double hull, such as illustrated below. Compared with the traditional single-hulled tanker, each of
these designs are more effective in reducing the number of oil spills and/or the amount of oil spilled
in certain types of accidents.
It is important to realize that, while double hulls and other designs to protect the cargo can reduce or
eliminate oil spill-age after a grounding or collision, such designs do not reduce the likelihood of a
marine casualty. Measures such as crew training, electronic chart navigation systems, vessel traffic
systems, and double pilotage are some of the many other spill prevention measures which need to be
introduced along with safer ship designs.
8.2.5.2.20 outlines the change-over from oil to dry bulk cargo and from dry bulk cargo to oil
Dry Bulk to Oil

 Sweep holds clean and lift cargo remains out of hold for disposal.
 Wash cargo remains off bulkheads with a high pressure water jet, stripping slowly to
remove water, leaving solid residues.
 Remove solid residues from the tank top and sumps, and prove that the stripping
suction is clear.
 Remove suction doors and attach securely to stowage positions.
 Close off sounding pipes to sumps as required.
 Remove blanks from main cargo suctions and stripping discharges to after hold.
 Lower and secure heating coils in place, connect and prove tight, as necessary.
 Remove requisite blanks from gauging system and render fully operational.
 Wash all stripping lines thoroughly to remove solid residues. As far as possible, test
stripping valves for tightness to ensure valve seats are not damaged by solid residues
 .Open, clean and check all strainers in cargo systems.
 Check and clean hatch cover sealing arrangements, trackways etc.
 Check hatch cover sealing arrangements and closing devices.
 Remove blanks from gas lines, as necessary.
 Set venting system for next cargo.
 Prove all valves and non-return valves in cargo system are operational.
 Inert holds prior to loading. During inerting, prove tightness of hatch covers, tank
cleaning covers, access hatches and all openings into cargo spaces.
Oil to Dry Bulk

 Wash cargo holds and tanks, including access trunks.
 Flush all main suctions into cargo holds and tanks and strip dry.
 Gas free all cargo holds and tanks.
 Hose off, blow through, disconnect and stow portable heating coils as required.
 Plug securing sockets as necessary.
 Ensure fixed heating coils are free of oil before blanking ends.
 Complete hand hosing and digging of holds and sumps to the
 requirements of the next cargo.
 Drain cargo holds and suction wells.
 Blank off main suctions to holds as necessary.
 Ensure the stripping discharge line to after hold is securely blanked.
 Ensure sounding pipes to bilge wells are open and clear of obstructions.
 Fit main and stripping suction recess doors as necessary. Also fit heating coil connecting pipe
recess doors.
 Wash cargo pipeline system thoroughly, including pumps, deck lines, bottom lines and
pumproom.
 Ensure gauging system, where fitted, is stowed or blanked as necessary to manufacturer’s
recommendations.
 Drain, vent and prove gas free all gas lines and risers.
 Blank off gas lines to holds as necessary.
 Set venting system to the requirements of the next cargo.
 Check hatch cover sealing arrangements and closing devices.
 Check ballast tanks, void spaces, cofferdams and pumprooms for flammable gas. Ventilate as
necessary and prove gas free.
 If slops are retained, ensure designated pipeline segregations are fitted, slop tanks are fully
inerted and the relevant venting system adopted, as necessary.
8.2.5.3 Oil tanker operations and related pollution prevention regulations
The MARPOL Convention is the main international convention covering prevention of pollution of the
marine environment by ships from operational or accidental causes. It is a combination of two
treaties adopted in 1973 and 1978 respectively and updated by amendments through the years.
The Protocol of 1978 relating to the 1973 International Convention for the Prevention of Pollution
from Ships (1978 MARPOL Protocol) was adopted at a Conference on Tanker Safety and Pollution
Prevention in February 1978 held in response to a spate of tanker accidents in 1976-1977. Measures
relating to tanker design and operation were also incorporated into a Protocol of 1978 relating to the
1974 Convention on the Safety of Life at Sea, 1974.
Annex 1 applies to all oil tankers/ships – refer to rules for same. These rules applies to all most
everywhere in the world except in USA and US territories where rules are defined as per US code of
federal regulations in OPA 90 act.
8.2.5.3.1 defines ‘segregated ballast’, ‘clean ballast, ‘dirty ballast’, ‘slop tank’
Segregated Ballast
Tanks which are completely separated from the cargo oil and fuel oil systems and which are
permanently applied for the carriage of ballast or cargo other than oil or noxious substances.
Clean Ballast
The ballast in a tank which, since oil was last carried therein, has been so cleaned that effluent there
from if it were discharged from a ship which is stationary into clean calm water on a clear day would
not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a
sludge or emulsion to be deposited beneath the surface of water or upon adjoining shorelines.
Dirty Ballast
Dirty ballast is water which may contain residual fuel and other constituents as a result of sea water
being stored in fuel tanks.
Slop Tank
Tanks in an oil tanker used to collect drainings, tank washings and other oily mixtures.
8.2.5.3.2 briefly describes an inert gas system (IGS) and sketches the distribution of inert gas to tanks
Inert gas system is the most important integrated system for oil tankers for safe operation of the ship.
Inert gas is the gas which contains insufficient oxygen (normally less then 8 %) to suppress
combustion of flammable hydrocarbon gases.
Inert gas system spreads the inert gas over the oil cargo hydrocarbon mixture which increases the
lower explosion limit LEL (lower concentration at which the vapors can be ignited), simultaneously
decreasing the Higher explosion limit HEL (Higher concentration at which vapor explodes). When the
concentration reaches around 10 %, an atmosphere is created inside tank in which hydrocarbon
vapors cannot burn. The concentration of inert gas is kept around 5% as a safety limit.
Components and description of IG system:
The following components are used in a typical inert gas system in oil tankers:
1. Exhaust gases source: inert gas source is taken from exhaust uptakes of boiler or main engine as
contains flue gases in it.
2. Inert gas isolating valve: It serve as the supply valve from uptake to the rest of the system isolating
both the systems when not in use.
3. Scrubbing tower: Flue gas enters the scrub tower from bottom and passes through a series of
water spray and baffle plates to cool, clean and moist the gases. The SO2 level decreases up to 90%
and gas becomes clear of soot.
4. Demister: Normally made of polypropylene, it is used to absorb moisture and water from the
treated flue gas.
5. Gas Blower: Normally two types of fan blowers are used, a steam driven turbine blower for I.G
operation and an electrically driven blower for topping up purpose.
6. I.G pressure regulating valve: The pressure within the tanks varies with the property of oil and
atmospheric condition. To control this variation and to avoid overheating of blower fan, a pressure
regulator valve is attached after blower discharge which re-circulates the excess gas back to scrubbing
tower.
7. Deck seal: Purpose of the deck seal is to stop the gases to return back which are coming from the
blower to cargo tanks. Normally wet type deck seals are used. A demister is fitted to absorb the
moisture carried away by the gases.
8. Mechanical non return valve: It is an additional non return mechanical device inline with deck seal.
9. Deck isolating valve: The engine room system can be isolated fully with the deck system with the
help of this valve.
10. Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over or under
pressurization of cargo tanks. The PV breaker vent is fitted with flame trap to avoid fire to ignite when
loading or discharging operation is going on when in port.
11. Cargo tank isolating valves: A vessel has numbers of cargo holds and each hold is provided with an
isolating valve. The valve controls the flow of inert gas to hold and is operated only by a responsible
officer in the vessel.
12. Mast riser: Mast riser is used to maintain a positive pressure of inert gas at the time of loading of
cargo and during the loading time it is kept open to avoid pressurization of cargo tank.
13. Safety and alarm system: The Inert gas plant is provided with various safety features to safeguard
the tank and its own machinery.
Following are various alarms (with Shutdown) incorporated in the Inert Gas plant on board ship:
 High Level in scrubber leads to alarm and shutdown of blower and scrubber tower
 Low pressure sea water supply (approx. 0.7 bar) to scrubber tower leads to alarm and
shutdown of blower
 Low pressure sea water supply (approx. 1.5 bar) to deck seal leads to alarm and shutdown of
blower
 High inert gas temperature (approx. 70 deg C) leads to alarm and shutdown of blower
 Low pressure in line after blower (approx. 250mm wg) leads to alarm and shutdown of blower
 Oxygen content high (8%) leads to alarm and shutdown of gas delivery to deck
 Low level in deck seal leads to alarm and shutdown of gas delivery to deck
 Power failure leads to alarm and shutdown of blower and scrubber tower
 Emergency stop leads to alarm and shutdown of blower and scrubber tower
Following are various alarms incorporated in the Inert Gas plant:
 Scrubber low level

 Deck seal High level
 Low O2 Content (1%)
 High O2 Content (5%)
 Low lube oil pressure alarm
Brief working procedure
1. Boiler uptake gases are drawn to the scrubber unit via flue gas isolating valve(s) to the scrubber
unit.
2. In the scrubber unit the gas is cooled, cleaned and dried before being supplied in to the tanks.
3. Motor driven inert gas blowers supplies the treated gas from scrubber tower to the tanks
through . They are mounted on rubber vibration absorbers and isolated from the piping by
rubber expansion bellows.
4. Regulation of gas quantity delivered to deck is taken care of by the gas control valves and the
deck pressure is managed by pressure controller. If the deck pressure is lower than the set
point the output signal will be raised to open the valve more, and vice versa if the deck
pressure is lower than the set-point. These valves will then work in cooperation to keep both
the deck pressure / blower pressure at their respective set point without starving or
overfeeding the circuit.
5. Before entering the deck line, the gas passes through the deck water seal which also acts as
non-return valve automatically preventing the back-flow of explosive gases from the cargo
tanks.
6. After the deck seal the inert gas relief is mounted to balance built-up deck water seal pressure
when the system is shut down. In case of a failure of both the deck seal and the non-return
valve, the relief valve will vent the gases flowing from the cargo tank into the atmosphere
7. The oxygen analyser which is fitted after the blower separates the “production” and
“distribution” components of the plant and analyzes the oxygen content of the gas and if it is
more than 8%, it alarms and shut downs the plant
8.2.5.3.3 explains the reasons for ballasting
Ballast or ballast water is sea water carried by a vessel in its ballast tanks to ensure its trim, stability
and structural integrity. Ballast tanks are constructed in ships with piping system and high capacity
ballast pumps to carry out the operation.
8.2.5.3.4 states that the capacity and arrangement of segregated ballast tanks is intended to provide
sufficient weight, to provide a satisfactory trim and to ensure full immersion of the propeller for normal
conditions of sea passages
Covered Above.
8.2.5.3.5 States that on rare occasions weather conditions may be so severe that additional ballast is
needed for the safety of the ship
On rare occasions weather conditions may be so severe that additional ballast is needed for the safety
of the ship
8.2.5.3.6 States that in crude oil tankers equipped with COW the additional ballast would be carried in
tanks that have been washed with crude oil
In crude oil tankers equipped with COW the additional ballast would be carried in tanks that have
been washed with crude oil.
8.2.5.3.7 States that the additional ballast must be treated as dirty ballast
The additional ballast must be treated as dirty ballast
8.2.5.3.8 Explains why a ship may have only clean or segregated ballast on board upon arrival at a
loading port
8.2.5.3.9 States the criteria for the discharge of oil from cargo-tank areas of oil tankers
8.2.5.3.10 outlines the procedures for changing ballast at sea
The 2004 International Convention for the Control and Management of Ships’ Ballast Water and
Sediments has been adopted by IMO to prevent the spread of harmful aquatic organisms carried by
ships’ ballast water. Upon entry into force, this Convention will require all ships to implement a
Ballast Water and Sediments Management Plan. Some countries have introduced specific
equirements for ballast water management and reporting, within their national limits, prior to the
Convention coming into force. Where ballast water exchange at sea is the method of compliance with
regulations, the overall design, strength and stability of the ship should be sufficient to permit its safe
execution in the weather conditions prevailing. Emptying and filling of tanks at sea, if not carefully
managed, may lead to reduced stability, high stresses, sloshing, or excessive trim and reduced
draughts. The ship’s Ballast Water Management Plan should set out the procedures to be followed,
and precautions to be taken, to allow this operation to be conducted safely.
8.2.5.3.11 states that, before loading clean ballast, cargo pumps and lines to be used are flushed with
clean water into a dirty ballast or slop tank
When the tank washing operation is complete and the slop tank has been decanted to provide
sufficient room to receive pipeline flushings, the ship is nearly ready for loading clean ballast. The final
preparation is the flushing of the cargo lines to ensure that only clean water will reach the cleaned
tanks when/if they are filled. The lines should have been flushed during the washing operation if clean
ballast was contemplated, but a second flush is necessary to be confident that no oil enters the clean
ballast tanks. The following procedure, as with all important operations, should be prepared in writing
by the chief officer and a record maintained of the dates and times that each step is completed.
8.2.5.3.12 describes how to dispose of dirty ballast
Discharging ballast with the oil discharge monitor

When clean ballast is being discharged in port it is advisable, if possible, to discharge the ballast
through the Oil Discharge Monitor, with the alarm point set at its lowest level. An alarm and pump
shutdown at a five to ten PPM level will alert the chief officer to the fact that the ship has
contaminated ballast and prevent a pollution incident by stopping the discharge automatically. The
harbour surface and discharge outlet must be under continuous observation when discharging ballast.
Disposal of contaminated ballast

If contaminated clean ballast is discovered by any means of inspection, that tank must be handled as
dirty ballast. If the ship is in international waters, outside any prohibited zone, the contaminated
ballast may be decanted at sea within accepted discharge criteria. The last meter of innage in the tank
should be transferred to the slop tank. The tank can then be cleaned and inspected to determine the
cause of the contamination.
If contaminated ballast is discovered in port, then the entire tank must be discharged ashore before
loading cargo. Shore reception facilities require advance notice of ballast quantity and oil/chemical
content before they will agree to receive discharges from ships.
At the completion of ballast discharge operations, any tank or pipeline strippings not transferred to
the slop tank should be stripped ashore using the small-diameter line.
8.2.5.3.13 describes how to decant the water contents of the slop tank
During tank washing, the method used to decant the contents of the slop tank depends on the
number of slop tanks on the vessel. If the ship has two slop tanks, a continuous decanting process can
be used. One slop tank is used to receive the tank washing strippings. It acts as a first stage separator,
permitting the bulk of the oil to accumulate on the surface of the tank. When the first slop tank has
reached a sufficient ullage, the decanting line to the second slop tank is opened. The comparatively
clean water from the bottom of the first slop tank then flows by gravity to the second slop tank. As
tank washing continues, the decanting process delivers more water to the second slop tank until it
contains enough volume to begin discharging. If the tanker is outside prohibited zones and can
discharge from the second slop tank within permitted discharge limits, then the second slop tank can
be discharged through the oil discharge monitor to the sea. Depending on the ship's draft and the
level of the overboard discharge, it may be possible to decant the tank by gravitation. This method is
preferred because it makes it impossible to inadvertently discharge the whole of the slop tank
contents overboard. The level of liquid in the slop tank will be automatically maintained at or above
that of the overboard discharge or the sea level, whichever is higher.
If pumping is required to remove the decanted water from the second slop tank, then tank washing
may have to be stopped while one of the stripping pumps is used to decant the tank.
When the tanker has only one slop tank, or is using a single cargo tank for a slop tank, then the
opportunity to perform continuous slop tank decanting depends on the arrangement of the delivery
and suction lines in the tank. If the tank washing water is introduced into the slop tank at mid-height
and at a point well removed from the slop tank suction bellmouth, then it may be possible to perform
continuous decanting. If the used wash water is introduced to the slop tank through one of the
regular suction/fill lines and bellmouth, then continuous decanting is not possible and batch
decanting will be required.
Batch decanting of the slop tank involves continuous tank washing until the slop tank is filled with
wash water. Washing is then stopped and the tank is allowed to settle until the water at the bottom is
within acceptable discharge limits. This will normally take twelve to fourteen hours. The depth of the
oil/water interface is measured using an approved oil/water interface detector. (Full details of the use
of the oil/water interface detector are contained in the OCIMF Clean seas guide for oil tankers.)
The slop tank is then decanted through the ODM, by gravity or by pumping. Slow decanting continues
until the water layer has been reduced to the minimum, or until the permitted discharge limit are
reached, whichever occurs first. Decanting is stopped and tank washing resumes. The washing
followed by batch processing routine continues until all tank washing liquids and the tops of the dirty
ballast tank contents have been processed.
Throughout the slop tank filling and decanting process, the level of the sloop tank(s) must be closely
monitored to ensure that a safe ullage is maintained.
Slop tank settling and decanting will be less effective if the vessel is rolling or pitching. If this is the
case, it may be necessary to accumulate wash water in another tank, or to suspend tank washing or
slop tank decanting operations until weather conditions have improved.
8.2.5.3.14 states that a final flushing of cargo pumps and lines to be used for discharge of clean ballast
is made to the sea through the oil monitoring and control system
A final flushing of cargo pumps and lines to be used for discharge of clean ballast is made to the sea
through the oil monitoring and control system.
8.2.5.3.15 explains that the operation of discharging dirty ballast, decanting the slop tanks and flushing
lines must be done when more than 50 nautical miles from the nearest land and outside a special area
As per MARPOL: Annex I: Chapter 2: Regulation 9

Control of discharge of oil
(1) Subject to the provisions of regulations 10 and 11 of this Annex and paragraph (2) of this
regulation, any discharge into the sea of oil or oily mixtures from ships to which this Annex applies
shall be prohibited except when all the following conditions are satisfied:
(a) for an oil tanker, except as provided for in subparagraph (b) of this paragraph:
(i) the tanker is not within a special area;
(ii) the tanker is more than 50 nautical miles from the nearest land;
(iii) the tanker is proceeding en route;
(iv) the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical
mile;
(v) the total quantity of oil discharged into the sea does not exceed for existing tankers
1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for new
tankers 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and
(vi) the tanker has in operation an oil discharge monitoring and control system and a slop tank
arrangement as required by regulation 15 of this Annex.
(b) from a ship of 400 tons gross tonnage and above other than an oil tanker and from machinery
space bilges excluding cargo pump-room bilges of an oil tanker unless mixed with oil cargo residue:
(i) the ship is not within a special area;
(ii) the ship is proceeding en route;
(iii) the oil content of the effluent without dilution does not exceed 15 parts per million; and
(iv) the ship has in operation equipment as required by regulation 16 of this Annex.
(2) In the case of a ship of less than 400 tons gross tonnage other than an oil tanker whilst outside the
special area, the Administration shall ensure that it is equipped as far as practicable and reasonable
with installations to ensure the storage of oil residues on board and their discharge to reception
facilities or into the sea in compliance with the requirements of paragraph (1)(b) of this regulation.
(3) Whenever visible traces of oil are observed on or below the surface of the water in the immediate
vicinity of a ship or its wake, Governments of Parties to the Convention should, to the extent they are
reasonably able to do so, promptly investigate the facts bearing on the issue of whether there has
been a violation of the provisions of this regulation or regulation 10 of this Annex. The investigation
should include, in particular, the wind and sea conditions, the track and speed of the ship, other
possible sources of the visible traces in the vicinity, and any relevant oil discharge records.
(4) The provisions of paragraph (1) of this regulation shall not apply to the discharge of clean or
segregated ballast or unprocessed oily mixtures which without dilution have an oil content not
exceeding 15 parts per million and which do not originate from cargo pump-room bilges and are not
mixed with oil cargo residues.
(5) No discharge into the sea shall contain chemicals or other substances in quantities or
concentrations which are hazardous to the marine environment or chemicals or other substances
introduced for the purpose of circumventing the conditions of discharge specified in this regulation.
(6) The oil residues which cannot be discharged into the sea in compliance with paragraphs (1), (2)
and (4) of this regulation shall be retained on board or discharged to reception facilities.
(7) In the case of a ship, referred to in regulation 16(6) of this Annex, not fitted with equipment as
required by regulation 16(1) or 16(2) of this Annex, the provisions of paragraph (1)(b) of this
regulation will not apply until 6 July 1998 or the date on which the ship is fitted with such equipment,
whichever is the earlier. Until this date any discharge from machinery space bilges into the sea of oil
or oily mixtures from such a ship shall be prohibited except when all the following conditions are
satisfied:
(a) the oily mixture does not originate from the cargo pump-room bilges;
(b) the oily mixture is not mixed with oil cargo residues;
(c) the ship is not within a special area;
(d) the ship is more than 12 nautical miles from the nearest land;
(e) the ship is proceeding en route;
8.2.5.3.16 states that only segregated or clean ballast may be discharged within 50 nautical miles of
land or inside a special area
Covered above on 8.2.5.3.15
8.2.5.3.17 explains the reasons for tank cleaning
The requirements for tank washing during the ballast voyage are determined primarily by the cargo
orders for the next voyage and the cargo previously carried. When the prior cargo is compatible with
the next cargo to be carried, tank washing may not be required. At the other extreme, if a clean
product voyage follows a black oil cargo then preparation may require extensive tank washing,
cleaning and even drying before the tank is ready for the next loading. Other reasons for tank washing
include preparations for clean ballast, maintenance cleaning (to prevent sludge accumulation), leak
detection, tank or piping repairs and shipyard cleaning.
8.2.5.3.18 briefly describes the use of fixed and portable machines for tank cleaning
Portable machine
When tankers were smaller and crews were larger, all tankers were cleaned with portable tank
washing machines. Portable machines are connected to the end of a special tank washing hose. The
machines have a bronze body and the hose couplings are bronze. The hoses are marked at intervals of
five feet or two meters. A natural fibre line must be attached to the machine for support and ease of
handling, even though the hose is fully capable of supporting the machine unaided. The other end of
the hose is connected to a hydrant on the deck tank washing line or fire line. The water should be
started and the hose flushed through before the machine is placed in the tank. The machine is then
lowered into the tank through a tank washing opening and supported by a 'saddle' placed over the
opening. The hose is clamped into the saddle and the machine tether line is made up on the saddle
clamp to support the machine.
Tank washing openings are strategically placed in the main deck to permit good coverage of the tank's
inner surface without permitting the machines to become entangled in the tank's internal structure.
The tank cleaning openings are normally covered by bolted circular covers with gaskets. The bolts are
removed from all the plates to be used, but the plates should be kept in place until a machine is ready
to be inserted into the opening and the plate replaced promptly after the machine is removed. The
distance the machine is lowered into the tank depends on the size of the tank and the amount of
washing required. For heavy cleaning, the machine may be placed at three or four successive levels
('drops'), depending on the complexity of the tank structure. Each drop should be just above one of
the main structural members, so that the upper surface of these side longitudinals or transverse
members are thoroughly cleaned. If the cargo tank is known to have a heavy accumulation of
sediment, the machines should be lowered to the bottom first and washed for ten minutes to clear
the limber holes of sediment, then raised to begin the normal wash.
At each level, the machines are operated through a full washing cycle. The cycle time is determined by
the washing pressure. When all machines are ready, the engine room is asked to start up the tank
washing pump and if necessary the tank washing heater. Sea water is pumped at high pressure from
the engine room, through the heater (if required), into the deck washing or fire line and into the tank
washing hoses. The force of the water passing through an impeller in the machine causes the offset
nozzles to rotate in a vertical plane and the whole machine to rotate in a horizontal plane. The jets of
water from the nozzles trace a pattern on the inside of the tank which provides effective coverage of
the entire surface within range of the jets. The maximum range of the jets is normally nine to ten
meters. The washing pattern described by the dual nozzle rotation resembles a ball of twine.
Cycle times for the washing machines are a function of nozzle size and washing water pressure at the
machine. The pressure at the machine will be lower than the pressure at the pumproom or in the
engine room. The only way to accurately measure the pressure is to have a portable gauge fitted to
the wash water supply line on a spare tank washing outlet near the machine hose connections. A
typical product carrier tank washing machine with 12 mm nozzles will have a cycle time of 38 minutes
at 5 kg/cm sq. (75 psig) and a cycle time of 28 minutes at 12 kg/cm sq. (175 psig).
Higher pressures will produce higher flow rates. The same product carrier machine will use 20 tons of
water per hour at 5 kg/cm sq. and 30 tons per hour at 12 kg/cm sq.
For effective tank washing the number of machines used at one time must not put more water into
the tanks than the stripping pump is capable of removing. By referring to the discharge rate curves for
the machines on his ship, the chief officer can determine the maximum number of machines his
stripping pumps can keep up with.
Complete coverage of the tank surface may not be possible with machines lowered through the
dedicated tank washing openings. It may be necessary to lower a machine through the tank hatch, or
to actually enter the tank and tie off a machine in a corner of the tank to remove accumulations in
hidden corners. Confined space entry procedures must be used!
It is a good idea to leave the main cargo suction/fill valve open while the tank is being washed, to
drain any residual cargo from the branch line into the tank. If clean ballast is to be loaded, each tank
should receive a short flush from the sea immediately before or when starting the washing operation.
Fixed machines
Tank ships larger than 60,000 tonnes are difficult to wash effectively with portable machines. The
number of deck openings required to provide adequate coverage and the depth of the tanks would
require a long and strenuous effort which today's smaller crews are not capable of supporting. Tank
washing capability for these larger tankers is provided by fixed tank washing machines, sometimes
referred to as 'guns'. Fixed tank washing machines are mounted on the deck of the ship with control
machinery outside the cargo tank and the rotating parts and spray nozzle inside the tank. Fixed
washing machines are capable of higher washing pressures and longer effective reach than the
portable machines. On crude carriers, they are carefully placed to provide a washing pattern which
covers the maximum amount of the tank surface by direct impingement of the washing stream. In
accordance with IMO COW system requirements, the shadow areas of the tanks shielded from direct
impingement cannot exceed 10% of the tanks horizontal surfaces and 15% of vertical surfaces. The
washing sequence of the cargo tank is programmed into each machine, depending of its location in
the tank. A tank cleaning operation with fixed machines requires only that the machines be set to the
correct starting position and operated in the correct order, to provide a complete cleaning of the
tank. The fixed machines can be used to crude oil wash (COW), or to water wash the cargo tanks,
according to the purpose of the washing. Because of the static electricity hazards of high-capacity
tank washing machines, they must only be operated in properly inerted tanks
8.2.5.3.19 describes the use of slop tanks during tank cleaning
Tanks in an oil tanker used to collect drainings, tank washings and other oily mixtures.
Slop tanks are the focal point of the Load-On-Top system used on crude oil tankers to prevent
pollution of the sea. Design of these tanks and their operating procedures strongly affect the degree
of oil-water separation achieved.
8.2.5.3.20 states that an inert atmosphere should be maintained in tanks during tank cleaning in ships
fitted with IGS
If fixed, high pressure tank washing machines are to be used, regular ventilation techniques cannot
maintain a safe atmosphere; inert gas must be injected into the tank to reduce the oxygen level below
that necessary to sustain combustion. With the tank inerted, it can be safely washed with high
pressure tank washing machines.
A slight positive pressure (not less than 100 mm water gauge), must be maintained on the tank being
washed, to prevent entry of oxygen-rich atmosphere into the tank. Tank washing should not
commence until the oxygen level is below 5% by volume. The tank must be regularly checked to
ensure that an atmosphere containing less than 8% oxygen is present at all times. If the oxygen
concentration rises above 8%, tank washing must be suspended and the tank purged with IGS until
the oxygen content is reduced to below 8%.
Some tank atmosphere testing equipment is incapable of accurately measuring hydrocarbon
concentration in an oxygen deficient atmosphere. If hydrocarbon concentrations need to be
measured in inerted tanks, the chief officer must ensure that his equipment is capable of giving
accurate readings under such conditions.
If there is any reason to doubt that the tank is properly inerted, it should be considered a non-inerted
tank and all necessary precautions observed.
8.2.5.3.21 briefly describes crude oil washing and the reasons for requiring it in crude oil tankers of
20000 dwt and above
The primary purpose of crude oil washing (COW), is to minimise the amount of residue (ROB), in the
ship's cargo tanks at the completion of discharge. To put it positively, the intention of a good COW
programme is to maximize the cargo outturn from the ship.
The program cannot be prepared until the cargo discharge plan has been completed.
8.2.5.3.22 states that crude oil washing can only be carried out with fixed washing machines in inerted
tanks
Crude oil washing can only be carried out with fixed washing machines in inerted tanks
8.2.5.3.23 states that the oil residues in the slop tank resulting from tank cleaning and disposal of dirty
ballast may be:
 pumped ashore at the loading terminal
 retained on board and segregated from the next cargo
 retained on board and the new cargo loaded on top of them
Oil residues in the slop tank resulting from tank cleaning and disposal of dirty ballast may be:
 pumped ashore at the loading terminal
 retained on board and segregated from the next cargo
 retained on board and the new cargo loaded on top of them
8.2.5.3.24 states that the process of tank cleaning, changing ballast, decanting the water from slop
tanks and loading the next cargo over the retained oil is known as the load-on-top procedure
The Load on Top system is usually used for crude oil tankers. After frequent cleaning of tanks, pumps
and pipelines, considerable "slops" accumulate on boar. Some refineries can process slops after
separation of the oil and any water is done in shore tanks. Some charterers may not permit cargo to
be loaded on top of residues of previous cargoes, especially if the new cargo can be contaminated.
8.2.5.3.25 states that details of cargo operations, ballasting and deballasting, tank cleaning, discharge
of water from slop tanks and disposal of residues are entered in the ship’s Oil Record Book
Details of cargo operations, ballasting and deballasting, tank cleaning, discharge of water from slop
tanks and disposal of residues are entered in the ship’s Oil Record Book.
Regulation 20 of Chapter II of MARPOL 73/78 requires every oil tanker (of 150 gross tons or more), to
carry and maintain Parts I and II of the oil record book in the form specified by appendix III of the
regulations. Part I is arranged to record machinery space operations. Part II is designed to record
cargo or ballast operations on oil tankers. Each completed entry in the oil record book must be signed
and dated by the officer or officers in charge. Each completed page must be signed by the master.
The entries are arranged according to a letter and number code. Entries must be completed for each
tank separately. Entries shall be made without delay. The entries shall be in the official language of
the flag state. Vessels having an IOPP certificate must also make entries in English or French. The oil
record book must be kept readily available for inspection at all times. The required oil record book
entries are:
a Loading of oil cargo.

b Internal transfer of oil cargo during voyage.
c Unloading of oil cargo.
d Crude oil washing (COW tankers only).
e Ballasting of cargo tanks.
f Ballasting of dedicated clean ballast tanks (CBT tankers only).
g Cleaning of cargo tanks.
h Discharge of dirty ballast.
i Discharge to water from slop tanks into the sea.
j Disposal of residues and oily mixtures not otherwise dealt with.
k Discharge of clean ballast contained in cargo tanks.
l Discharge of ballast from dedicated clean ballast tanks (CBT tankers only).
m Condition of oil discharge monitoring and control system.
n Accidental or other exceptional discharges of oil.
o Additional operational procedures and general remarks.
Where an entry cannot be properly coded, it should be recorded in the national language of the
officer and in English or French. National (port state) authorities may ask to inspect the oil record
book at any time and have certified copies made on request.
A review of some oil record books has shown examples of entries which, if carefully reviewed,
incriminated the officer in charge for violation of the MARPOL regulations. These entries were then
signed by the master! Great care must be taken to make the entries correctly, in a way which
accurately reflects the care taken to avoid pollution.
8.2.5.3.26 defines gas-freeing as the replacement of hydrocarbon vapours or inert gas by air
The procedure of removing dangerous and explosive gases from the interior of tanks (usually vapours
originating in the cargo of oil tankers and chemical carriers). Gas freeing consists of a series of
operations in which cargo vapour is replaced with inert gas which, in turn is purged with air to prevent
explosion hazard.
8.2.5.3.27 lists the reasons for gas-freeing
Gas freeing onboard tankers is required for entry into cargo tanks, for hot works or washing for clean
ballast tanks. Gas Freeing is one of the most hazardous operations routinely undertaken onboard a
Tanker and the additional risk created by cargo gases expelled from the tanks, which may be toxic,
flammable and corrosive, cannot be over-emphasised.
8.2.5.3.28 explains why inert gas is used to purge the tanks of hydrocarbon vapours before introducing
air on suitably equipped ships
If the atmospheric air is introduced on to the tanks where hydro carbon may exist. It can be a recipe
for disaster. The mixture of hydro carbon and the natural atmospheric air may create an explosive
atmosphere. Therefore in order to negate this possibility, where the ships are equipped. The inert gas
is used to purge out the hydro carbon vapour before the natural atmospheric air is introduced.
8.2.5.3.29 states that a mechanical fixed system is used or portable fans are used
A mechanical fixed system is used or portable fans are used.
8.2.5.3.30 states that checks are made during gas-freeing with combustible-gas indicators, oxygen
meters and toxic-gas detectors
Checks are made during gas-freeing with combustible-gas indicators, oxygen meters and toxic-gas
detectors.
8.2.5.3.31 states that the supply of inert gas to the tank is shut off
The supply of inert gas to the tank is shut off.
8.2.5.3.32 explains the need to maintain ventilation and to check the atmosphere frequently when
persons are working in a tank
It is imperative that the ventilation is continued when the cleaning or any other work is carried out
inside a tank. It is a clear enclosed space and there have been plenty of casualties who have become
statistical fatalities in the past. Therefore it is very important to maintain the ventilation throughout
the working time period. The humans require 21% of oxygen in order to survive in their breathing air.
And anything drastically below this can result in fatalities. Therefore in order to keep the air
circulation going and to upkeep the required Oxygen level. It is important to maintain through
ventilation throughout the operation.
8.2.5.3.33 appreciates that the change of volume with temperature of oils is not linear
The change of volume with temperature of oils is not linear.
8.2.5.3.34 states that cargo calculation is carried out as if the oil were at a standard temperature
Cargo calculation is carried out as if the oil were at a standard temperature.

The vessels carried the manuals where the volumes of the cargo is stated according to the
temperature. These tables are utilized and referred while carrying out the cargo calculations.
8.2.5.3.35 understands that the volume of the oil must be corrected from its actual temperature when
measured to the standard temperature
When the cargo density at 15°C (or the API gravity at 60 °F, if using Imperial units), all tank ullages,
average cargo temperatures (by tank) and water innages have been recorded, the calculations of
cargo volumes loaded can be completed. This will be done manually by the independent inspector,
but may also be done with the aid of the ship's loading/stability computer.
Each tanker has a set of certified calibration tables for the cargo and slop tanks.
8.2.5.3.36 states that the cargo calculation is carried out as if the density of the oil was that at the
standard temperature
The cargo calculation is carried out as if the density of the oil was that at the standard temperature
8.2.5.3.37 explains that the density of oil must be corrected from its actual density to that at the
standard temperature
Covered on 8.2.5.3.35
8.2.5.3.38 appreciates that different types of oils have different coefficients of expansion and that there
are separate Petroleum Measurement Tables for Crude Oils, Products and Lubricating Oils
Different types of oils have different coefficients of expansion and that there are separate Petroleum
Measurement Tables for Crude Oils, Products and Lubricating Oils
8.2.5.3.39 understands the difference between mass and weight in air and that one or the other may be
required by different administrations
8.2.5.4 Chemical tankers
8.2.5.4.1 States that modern chemical tanker have evolved from oil product tankers to take
account of special carriage requirements and associated hazards
The range of chemicals shipped in bulk has increased enormously in modern days and a special class
of ships has been developed to meet this need - the chemical tankers.
Chemical Tanker operations differ from any other liquid bulk transportation, in that a large number of
cargoes of different properties and characteristics and inherent hazards may be carried
simultaneously, on a single voyage, and that numerous products may be handled at one berth,
typically including both discharge and loading as well as tank cleaning. Even the less sophisticated
chemical tankers are more complex to operate than oil tankers.
A modern chemical tanker is primarily designed to carry some of the several hundred hazardous
products now covered by the IMO Bulk Chemical Codes. The following general types of chemical
carriers have developed since the trade began:
 Sophisticated parcel chemical tankers:

Typically up to 40,000 tonnes deadweight with multiple small cargo tanks - up to 54 - each
with an individual pump and a dedicated pipeline, to carry small parcels of high grade
chemicals. These ships have a significant proportion of the cargo tanks made with stainless
steel, allowing maximum flexibility to carry cargoes that need their quality safeguarded.
 Product / chemical tankers:

Of similar size to parcel tankers but with fewer cargo tanks, mostly of coated steel rather than
stainless, and less sophisticated pump and line arrangements. Such ships carry the less
difficult chemicals, and also trade extensively with clean oil products.
 Specialised chemical carriers:

Small to medium sized ships, often on dedicated trades and usually carrying a single cargo
such as an acid, molten sulphur, molten phosphorus, methanol, fruit juice, palm oil and wine.
Cargo tanks are coated or stainless steel according to the trade.
8.2.5.4.2 Explains that dedicated service usually means that the tanker is designed for the
carriage of a particular type of chemical and transports the same type of cargo on each voyage
Dedicated service usually means that the tanker is designed for the carriage of a particular type of
chemical and transports the same type of cargo on each voyage
8.2.5.4.3 explains that a chemical tanker engaged in parcel trade moves a variety of relatively
small lots of chemicals between a number of ports
A chemical tanker engaged in parcel trade moves a variety of relatively small lots of chemicals
between a number of ports.
8.2.5.4.4 lists the most important of the rules governing chemical tankers as:
international rules and regulations
national rules and regulations
classification society rules
Most important of the rules governing chemical tankers as:

 international rules and regulations
 national rules and regulations
 classification society rules
8.2.5.4.5 States that the sea transport of liquid chemicals in bulk is internationally regulated,
as regards safety and pollution aspects, through Conventions adopted by the International
Maritime Organization (IMO)
The sea transport of liquid chemicals in bulk is internationally regulated, as regards safety and
pollution aspects, through Conventions adopted by the International Maritime Organization (IMO).
8.2.5.4.6 Explains that the Convention requirements are supplemented by recommendations,
specifications and Codes adopted by IMO
The Convention requirements are supplemented by recommendations, specifications and Codes

adopted by IMO
8.2.5.4.7 states that the IMO Conventions covering the carriage of chemicals in bulk are:
 the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, Chapter
VII
 the International Convention for the Prevention of Pollution from Ships, 1973, as modified by
the 1978 Protocol (MARPOL 73/78), as amended, Annex II
The IMO Conventions covering the carriage of chemicals in bulk are:

 the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, Chapter
VII
 the International Convention for the Prevention of Pollution from Ships, 1973, as modified by
the 1978 Protocol (MARPOL 73/78), as amended, Annex II
8.2.5.4.8 states that the most important Codes and standards covering the transport of liquid
chemicals are:
 the Bulk Chemical Codes
 Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH
Code)
 International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC) Code
 Standards for Procedures and Arrangements for the discharge of Noxious Liquid Substances (P
and A Standards)
The most important Codes and standards covering the transport of liquid chemicals are:
 the Bulk Chemical Codes
 Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH
Code)
 International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC) Code
 Standards for Procedures and Arrangements for the discharge of Noxious Liquid Substances (P
and A Standards)
8.2.5.4.9 defines a chemical tanker as a cargo ship constructed or adapted and used for the
carriage in bulk of any liquid product listed in Chapter 17 of the IBC Code
Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any liquid
product listed in chapter 17.
8.2.5.4.10 explains that products are included in the list in Chapter 17 because of their safety
hazards or because of their pollution hazards or both
Products are included in the list in Chapter 17 because of their safety hazards or because of their
pollution hazards or both
8.2.5.4.11 states that safety hazards may be one or more of the following:
 fire hazard in excess of that of petroleum products
 toxicity
 corrosivity
 reactivity with water, air or other chemicals or self-reaction (polymerization, decomposition)
Hazards of products covered by the Code include:

Fire hazard, defined by flashpoint, explosive/flammability limits/range and auto ignition temperature
of the chemical.
Health hazard, defined by:
 corrosive effects on the skin in the liquid state; or
 acute toxic effect, taking into account values of: LD50 (oral): a dose, which is lethal to 50% of
the test subjects when administered orally; LD50 (dermal): a dose, which is lethal to 50% of
the test subjects when administered to the skin; LC50 (inhalation): the concentration which is
lethal by inhalation to 50% of the test subjects; or
Other health effects such as carcinogenicity and sensitization.
 Reactivity hazard, defined by reactivity:
 with water;
 with air;
 with other products; or
 of the product itself (e.g. polymerization).
Marine pollution hazard, as defined by:
 bioaccumulation;
 lack of ready biodegradibility;
 acute toxicity to aquatic organisms;
 chronic toxicity to aquatic organisms;
 long term human health effects; and
 physical properties resulting in the product floating or sinking and so adversely affecting
marine life.
8.2.5.4.12 states that, in addition to the survey requirements for any ship, chemical tankers
must undergo surveys of the cargo-containment and handling arrangements for the issue of
an International Certificate Fitness for the Carriage of Dangerous Chemicals in Bulk
In addition to the survey requirements for any ship, chemical tankers must undergo surveys of the
cargo-containment and handling arrangements for the issue of an International Certificate Fitness for
the Carriage of Dangerous Chemicals in Bulk
8.2.5.4.13 explains that the Bulk Chemical Codes divide tankers into three ship types, Type 1,
Type 2 and Type 3, which reflect the hazard ratings of the cargoes which may be carried
 A type I 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 .
 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 .
 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.
8.2.5.4.14 states that a Type 1 ship is intended for the transportation of products considered
to present the greatest overall hazards and Type 2 or Type 3 for products of progressively
lesser hazards
Covered above on 8.2.5.4.13.
8.2.5.4.15 states that the division into ship types is based on the ship’s capability to survive
specified damage caused by collision or stranding and the location of the cargo tanks in
relation to such damage
That the division into ship types is based on the ship’s capability to survive specified damage caused
by collision or stranding and the location of the cargo tanks in relation to such damage
8.2.5.4.16 illustrates, by means of sketches, the location of tanks for each type of ship
8.2.5.4.17 explains the following descriptions of tanks:

 independent
 integral
 gravity
 pressure
 Independent tank means a cargo-containment envelope, which is not contiguous with, or part
of, the hull structure. An independent tank is built and installed so as to eliminate whenever
possible (or in any event to minimize) its stressing as a result of stressing or motion of the
adjacent hull structure. An independent tank is not essential to the structural completeness of
the ship’s hull.
 Integral tank means a cargo-containment envelope which forms part of the ship’s hull and
which may be stressed in the same manner and by the same loads which stress the
contiguous hull structure and which is normally essential to the structural completeness of
the ship’s hull.
 Gravity tank means a tank having a design pressure not greater than 0.07 MPa gauge at the
top of the tank. A gravity tank may be independent or integral. A gravity tank shall be
constructed and tested according to recognized standards, taking account of the temperature
of carriage and relative density of the cargo.
 Pressure tank means a tank having a design pressure greater than 0.07 MPa gauge. A pressure
tank shall be an independent tank and shall be of a configuration permitting the application of
pressure-vessel design criteria according to recognized standards.
8.2.5.4.18 states that all materials used for tank construction and associated piping, valves and
pumps must be resistant to the cargo carried
All materials used for tank construction and associated piping, valves and pumps must be resistant to
the cargo carried
8.2.5.4.19 states that some ships have stainless-steel tanks for the carriage of cargoes which
cannot be contained in mild steel
Some ships have stainless-steel tanks for the carriage of cargoes which cannot be contained in mild
steel.
8.2.5.4.20 explains that mild-steel tanks are normally coated, to protect cargoes from
contamination by steel and to make cleaning, gas-freeing and inspection easier
Mild-steel tanks are normally coated, to protect cargoes from contamination by steel and to make
cleaning, gas-freeing and inspection easier.
8.2.5.4.21 states that no single coating is suitable for all cargoes and that the coating
manufacturers compatibility data must be used when planning a cargo
The shipyard is responsible for providing compatibility information to the ship operator and/or
master. This must be done in a timely manner before delivery of the ship or on completion of a
relevant modification of the material of construction.
8.2.5.4.22 explains that cofferdams and other void spaces may be included in the cargo-tank
area to provide segregation of groups of tanks
IBC Code: Chapter 3:
Chapter 03 Ship arrangements
3.1 Cargo segregation
3.1.1 Unless expressly provided otherwise, tanks containing cargo or residues of cargo subject to the
Code shall be segregated from accommodation, service and machinery spaces and from drinking
water and stores for human consumption by means of a cofferdam, void space, cargo pump-room,
pump-room, empty tank, oil fuel tank or other similar space.
3.1.2 Cargo piping shall not pass through any accommodation, service or machinery space other than
cargo pump-rooms or pump-rooms.
3.1.3 Cargoes, residues of cargoes or mixtures containing cargoes, which react in a hazardous manner
with other cargoes, residues or mixtures, shall:
1. be segregated from such other cargoes by means of a cofferdam, void space, cargo pump-
room, pump-room, empty tank, or tank containing a mutually compatible cargo;
2. have separate pumping and piping systems which shall not pass through other cargo tanks
containing such cargoes, unless encased in a tunnel; and
3. have separate tank venting systems.
3.1.4 If cargo piping systems or cargo ventilation systems are to be separated. This separation may be
achieved by the use of design or operational methods. Operational methods shall not be used within
a cargo tank and shall consist of one of the following types:
1. removing spool-pieces or valves and blanking the pipe ends;
2. arrangement of two spectacle flanges in series, with provisions for detecting leakage into
the pipe between the two spectacle flanges.
3.1.5 Cargoes subject to the Code shall not be carried in either the fore or aft peak tank.
8.2.5.4.23 illustrates typical tank arrangements by means of simple sketches
8.2.5.4.24 states that the heating medium may be steam, water or thermal oils
The heating medium may be steam, water or thermal oils.

8.2.5.4.25 explains that the heating system may use coils fitted inside the tank or a heat exchanger
placed outside the tank
IBC code: Chapter 7:

Chapter 07 Cargo temperature control
7.1 General
7.1.1 When provided, any cargo heating or cooling systems shall be constructed, fitted and tested to
the satisfaction of the Administration. Materials used in the construction of temperature-control
systems shall be suitable for use with the product intended to be carried.
7.1.2 Heating or cooling media shall be of a type approved for use with the specific cargo.
Consideration shall be given to the surface temperature of heating coils or ducts to avoid dangerous
reactions from localized overheating or overcooling of cargo.
7.1.3 Heating or cooling systems shall be provided with valves to isolate the system for each tank and
to allow manual regulation of flow.
7.1.4 In any heating or cooling system, means shall be provided to ensure that, when in any condition
other than empty, a higher pressure can be maintained within the system than the maximum
pressure head that could be exerted by the cargo tank contents on the system.
7.1.5 Means shall be provided for measuring the cargo temperature.

1. The means for measuring the cargo temperature shall be of restricted or closed type,
respectively, when a restricted or closed gauging device is required for individual substances, as
shown in column j in the table of chapter 17.
2. A restricted temperature-measuring device is subject to the definition for a restricted
gauging device in 13.1.1.2 (e.g. a portable thermometer lowered inside a gauge tube of the restricted
type).
3. A closed temperature-measuring device is subject to the definition for a closed gauging
device in 13.1.1.3 (e.g. a remote-reading thermometer of which the sensor is installed in the tank).
4. When overheating or overcooling could result in a dangerous condition, an alarm system
which monitors the cargo temperature shall be provided. (See also operational requirements in 16.6.)
7.1.6 When products for which 15.12, 15.12.1 or 15.12.3 are listed in column o in the table of chapter
17 are being heated or cooled, the heating or cooling medium shall operate in a circuit:
1. which is independent of other ship’s services, except for another cargo heating or cooling
system, and which does not enter the machinery space; or
2. which is external to the tank carrying toxic products; or
3. where the medium is sampled to check for the presence of cargo before it is recirculated to
other services of the ship or into the machinery space. The sampling equipment shall be located
within the cargo area and be capable of detecting the presence of any toxic cargo being heated or
cooled.
Where this method is used, the coil return shall be tested not only at the commencement of heating
or cooling of a toxic product, but also on the first occasion the coil is used subsequent to having
carried an unheated or uncooled toxic cargo.
8.2.5.4.26 describes, with the aid of a drawing, a cargo heating system that uses a heat exchanger
placed outside the tank
8.2.5.4.27 states that there is suitable protective clothing on board which must be worn by all personnel
engaged in loading or discharging operations
For the protection of crew members who are engaged in loading and discharging operations, the ship
shall have on board suitable protective equipment consisting of large aprons, special gloves with long
sleeves, suitable footwear, coveralls of chemical-resistant material, and tight-fitting goggles or face
shields or both. The protective clothing and equipment shall cover all skin so that no part of the body
is unprotected.
Work clothes and protective equipment shall be kept in easily accessible places and in special lockers.
Such equipment shall not be kept within accommodation spaces, with the exception of new, unused
equipment and equipment which has not been used since undergoing a thorough cleaning process.
The Administration may, however, approve storage rooms for such equipment within accommodation
spaces if adequately segregated from living spaces such as cabins, passageways, dining rooms,
bathrooms, etc.
Protective equipment shall be used in any operation, which may entail danger to personnel.
8.2.5.4.28 states that, for certain cargoes, there must be respiratory and eye-protection equipment for
every person on board for emergency escape
Ships carrying cargoes, for which .Yes. is indicated in column n of chapter 17, shall be provided with
suitable respiratory and eye protection sufficient for every person on board for emergency escape
purposes, subject to the following:
1. filter-type respiratory protection is unacceptable;
2. self-contained breathing apparatus shall have at least a duration of service of 15 min;
3. emergency escape respiratory protection shall not be used for fire-fighting or cargo-handling
purposes and shall be marked to that effect.
8.2.5.4.29 states that equipment for evaluation of atmospheres in tanks and other enclosed spaces is
provided for
 detection of flammable gases
 measurement of oxygen content
 measurement of concentration of toxic gas
Equipment for evaluation of atmospheres in tanks and other enclosed spaces is provided for
 detection of flammable gases
 measurement of oxygen content
 measurement of concentration of toxic gas
8.2.5.4.30 describes how to use an absorption tube gas detector for measuring the concentration of a
gas
Gas detection tubes are a very reliable and proven method for measuring toxic substances in air or
water. Some of the major advantages of the tube detection method are no laboratory turnaround
time, no power requirement, and no user calibration are needed. The ease and simplicity of use saves
training time (training video available), sampling time, and provides a more accurate analysis. Our
premiere line of tube detection products are manufactured by Sensidyne, Inc. We keep an ample
inventory of the most commonly requested tubes, and even the tubes we don’t keep in stock are only
a day away. Gas detection tubes measure in parts-per-billion, parts-per-million, percent (%) by
volume, and are used in a variety of applications such as:
 Hazardous waste sites
 Clean-up of spills
 Protecting workers from toxic vapors
 Refineries
 Leak detection for compliance
 Pulp and paper plants
 Hazardous materials response
 Terrorist chemical attacks
How Does a Gas Detection Tube Pump System Work?
Each detector tube contains a reagent that is specifically sensitive to a particular vapor or gas. These
reagents are on fine-grain silica gel, activated alumina or other absorbing media (depending on
application requirements), inside a constant diameter, hermetically sealed glass tube. Most detector
tubes are the "direct reading" type, with calibration markings right on the tube, so measurements can
be made as simply and precisely as reading a thermometer. The actual operation is simple and
accurate. Just snap off both "break away" ends of a tube in the convenient tube-tip breaker, insert the
tube into the hand held pump, and pull out the pump handle. As the handle is pulled (just like a
syringe), a precisely measured volume of ambient air is drawn inside the tube where it contacts the
reagent. Instantly, the reagent changes color, reacting quantitatively to provide a length-of-stain
indication. The farther the stain travels along the tube, the higher the concentration of gas. Note the
scale mark on the tube where the stain stops and that´s the measurement.
Tube Pump Breakdown
8.2.5.4.31 explains what is meant by:

the threshold limit value (TLV) of a product
the odourthreshold
The threshold limit value (TLV) of a chemical substance is believed to be a level to which a worker can
be exposed day after day for a working lifetime without adverse effects.
The odor detection threshold is the lowest concentration of a certain odor compound that is
perceivable by the human sense of smell. The threshold of a chemical compound is determined in
part by its shape, polarity, partial charges, and molecular mass.
8.2.5.4.32 states that the atmosphere in tanks and enclosed spaces must be considered dangerous
unless appropriate checks prove otherwise
The atmosphere in tanks and enclosed spaces must be considered dangerous unless appropriate
checks prove otherwise
8.2.5.4.33 states that information about cargoes to be handled is essential to the safety of the vessel
and crew
The information about cargoes to be handled is essential to the safety of the vessel and crew
8.2.5.4.34 states that information for each product may be found on cargo data sheets contained in
safety guides or provided by the manufacturer or shipper
Information shall be on board, and available to all concerned, giving the necessary data for the safe
carriage of the cargo in bulk. Such information shall include a cargo stowage plan, to be kept in an
accessible place, indicating all cargo on board, including each dangerous chemical carried:
1. a full description of the physical and chemical properties, including reactivity, necessary for
the safe containment of the cargo;
2. action to be taken in the event of spills or leaks;
3. countermeasures against accidental personal contact;
4. fire-fighting procedures and fire-fighting media;
5. procedures for cargo transfer, tank cleaning, gas-freeing and ballasting; and
6. for those cargoes required to be stabilized or inhibited, the cargo shall be refused if the
certificate required by these paragraphs is not supplied.
8.2.5.4.35 states that, if sufficient information necessary for the safe handling and carriage of a cargo is
not available, the cargo must not be loaded

If sufficient information, necessary for the safe transportation of the cargo, is not available, the cargo
shall be refused.
8.2.5.4.36 states that information necessary for the safe carriage of a cargo includes:
 a full description of the physical and chemical properties, including reactivity
 necessary for its safe containment
 action to take in the event of spills or leaks
 countermeasures against accidental personal contact
 firefighting procedures and firefighting media
 procedures for cargo transfer, tank cleaning, gas-freeing and ballasting
 details of the stabilizer or inhibitor added to those cargoes, that require one (on the
manufacturer’s certificate, in the absence of which the cargo should be refused)
 First Aid procedures, including the use of specific antidotes for poisons
8.2.5.4.37 states that tanks are normally subject to thorough inspection and testing for cleanliness
before loading
Tanks are normally subject to thorough inspection and testing for cleanliness before loading
8.2.5.4.38 explains, with the aid of a simple drawing, how cargo is routed from the manifold to tanks on
a chemical tanker with separate lines for each tank
8.2.5.4.39 explains, with the aid of a simple drawing, a ‘closed circuit’ loading operation using a vapour-
return line
Chemical tankers operate under a closed loading program. The aim of closed loading is to keep gases
clear of cargo deck. The cargo is not visible to the crew at stage of loading. The use of vapour return
line prevents any gas release to the atmosphere. Special precautions are necessary onboard a
chemical tanker during closed loading of various grade liquid chemicals. Tank over / under
pressurization can lead to serious accidents that can lead to ship out of commision for several
months.
As the cargo enters the tank vapours are expelled via the primary means of venting such as PV valves.
Failure of this primary means of venting may lead to serious accidents. SOLAS requires all tankers to
be equipped with a secondary means of protection.
Closed loading/discharge enables loading or discharging with securely closed ullage, sounding and
sighting ports. Additionally the venting must be controlled. Vessels equipped with a system such as
Skarpenord (pressure gauges in the tanks) or radar ullage systems shall at all times carry out closed
loading/unloading procedures for all cargoes. Closed loading should be used at all times unless not
possible due to the design of the vessel or trade practices (e.g. vegetable oil trade loading over the
top is normal.)
For gauging e.g. ullaging and sounding closed devices must be used. The level alarm systems must be
operated during the entire closed cargo operation. Closed cargo operations must be stopped as soon
as any essential system for safe loading or discharging becomes inoperative. Sampling to be carried
out with closed sampler whenever possible. When more than one grade of cargoes is loaded, use of
same sampler for different grades will contaminate the cargo sample unless the sampler has been
thoroughly cleaned.
8.2.5.4.40 states that samples are taken from the lines and tanks during loading for purposes of quality
control
The samples are taken from the lines and tanks during loading for purposes of quality control
8.2.5.4.41 states that visual and audible high-level alarms and a tank overflow control system are
required for many chemicals
Visual and audible high-level alarms and a tank overflow control system are required for many
chemicals
8.2.5.4.42 states that personnel involved in unloading should check the information in the relevant data
sheets and take all necessary precautions, including the wearing of appropriate protective clothing
Personnel involved in unloading should check the information in the relevant data sheets and take all
necessary precautions, including the wearing of appropriate protective clothing.
8.2.5.4.43 states that, prior to discharging, samples from tanks and lines are analysed to check if the
product has been contaminated on board during the passage
Prior to discharging, samples from tanks and lines are analysed to check if the product has been
contaminated on board during the passage
8.2.5.4.44 explains, with the aid of a simple drawing, how cargo is routed from tank to the manifold on
a tanker with deep well pumps and separate lines from each tank
8.2.5.4.45 states that, in tanks containing cargoes that present a major fire hazard, inert gas or
nitrogen is used to maintain a small positive pressure during unloading, to prevent air from entering the
tanks
In tanks containing cargoes that present a major fire hazard, inert gas or nitrogen is used to maintain
a small positive pressure during unloading, to prevent air from entering the tanks
8.2.5.5 Tank cleaning and control of pollution in chemical tankers

8.2.5.5.1 States that different cargoes require different tank-cleaning procedures
The tanks of Chemical Tankers may be constructed or coated with various different types of materials
and it is important to check with the P&A manual and the Paint Manufacturers Coating Resistance list
prior to commencing Tank Cleaning Operations in order to ascertain the tank coating materials and
any limitations with regards to temperature, use of cleaning chemicals etc which may be applicable to
the vessel.
Cleaning of tanks is usually the responsibilty of the ship. Tank cleaning and the cleanliness involved
have different standards depending upon the previous cargo and the cargo to be loaded. But the
matter can be still more complicated, as cleanliness for one and the same product may vary,
depending on who the receiver is and for what purpose the cargo is finally intended.
Examples: glycol intended for cosmetics or pharmaceutical purposes requires cleaner and completely
odourless tanks than does glycol intended for antifreezes; caustic soda for making paper is more
sensitive to iron contamination than caustic soda for the aluminium industry.
8.2.5.5.2 states that most tank cleaning can be done with hot or cold seawater or fresh water, or by
ventilation alone, although a few cargoes require special solvents
It must be mentioned first that the majority of cleaning operations on board chemical tankers are
being carried out by means of water washing only. Further chemical cleaning is required for only a
limited number of cargoes, but these cases may be very important.
One must take into consideration the nature of the previous cargo and the cargo to be loaded, time
factor, available equipment and cleaning chemicals etc.It is stated the necessary degree of cleanliness
for a number of products, in line with what cargo surveyors normally require.
Generally speaking one should use mechanical tank cleaning methods, that is usually washing with
water, before applying more expensive methods involving chemical cleaning agents. The most
expensive, and least safe, method is manual cleaning, which should be kept to a minimum. Manual
work should preferably be reduced to inspection and possibly to a final drying up of washing water
only.
8.2.5.5.3 states that fixed or portable tank-washing machines are used
Fixed or portable tank washing machines are used for tank cleaning depending on the requirement of
the cleanliness and the cargo.
8.2.5.5.4 lists phases in a tank-cleaning operation as:

 prewash
 main wash
 fresh water rinse
 gas-freeing
 drying
 inspection and testing
Phases in a tank-cleaning operation as:

 prewash
 main wash
 fresh water rinse
 gas-freeing
 drying
 inspection and testing
8.2.5.5.5 Explains the use of slop tanks to hold cargo residues and tank washings
All processing and discharging of slops on tankers which are carrying a cargo of noxious liquid
substances in bulk is to be in strict compliance with the requirements of Annex II of MARPOL 73/78
and procedures described in the approved ship’s specific Procedure and Arrangements Manual (P & A
Manual). The above regulations (the latest amended version) must be available on board, and
consulted before the loading of any noxious cargo is considered.
All operations with respect to a chemical cargo which take place on board the vessel, including
discharge into the sea or removal by ventilation of residues, is to be properly recorded in the Cargo
Record Book for Ships Carrying NLS in Bulk.
Substances posing a threat of harm to the environment are divided by MARPOL 73/78 Annex II into
four Categories – X, Y, Z and OS. Category X substances are those posting the greatest threat to the
marine environment, while category OS substances are those posing the least threat.
Water contaminated with chemical cargo (e.g. tank washings) may be discharged ashore, into barges
and, under certain circumstances, into the sea. When washing tanks, which contained special cargoes,
it is preferable to wash each tank separately and pump the washings independently to the shore,
barge or sea rather than accumulate an unknown mixture in a slop tank.
If tank washing or slops are to be transferred to a barge alongside the Ship to Ship Transfer Guide is to
be followed, and it must be ensured that the necessary hose connections are properly made. Barge
personnel must be acquainted with the nature of the hazards and with the safety precautions, which
must be observed in the interest of both parties.
Under no circumstances must water with noxious cargo be discharged overboard into port or
enclosed waters, without the express permission of the appropriate authority. At sea, water
contaminated with cargo must only be discharged overboard when absolutely necessary, and in strict
compliance with Annex II of MARPOL 73/78 and ship’s P&A Manual.
To minimise the risk of vapour or liquid cargo blowing back on board, water contaminated with cargo
is, whenever possible, to be discharged overboard through a designated overboard discharge on the
side opposite from the wind, taking into account the location of seawater intakes. The Protective
clothing must be worn by personnel on deck. Particular care must be taken not to intake the noxious
vapour into ship’s accommodation and engine room. Alteration of the ship’s course and/or speed
must also be considered to reduce the risk.
When chemical tankers are carrying a cargo or part cargo of oil in bulk they must also comply with the
applicable requirements .
8.2.5.5.6 Explains, with the aid of a simple drawing, the cycle of a tank-washing system from the
seawater inlet to the slop tank
8.2.5.5.7 states that Annex II of the MARPOL 73/78 Convention contains regulations for the control of
pollution by noxious liquid cargoes carried in bulk or tank washings from such cargoes
Tank Cleaning IMO regulation///MARPOL 73/78 Annex II MEPC 2/ Circ. 15 Annex /10
This is to draw your kind attention that The International Maritime Organisation (IMO) MARPOL 73/78
ANNEX II regulates the discharge of Noxious Liquid Substances and the use of chemicals that are used
for tank cleaning purposes.
The IMO is changing current regulation MEPC./Circ.363 in order to cut down on the number of
chemicals used for tank-cleaning purposes. For future products no perfume or colouring agents will
be allowed in tank-cleaning chemicals that will be discharged to sea inside the shore limits as listed in
the MARPOL 73/78 ANNEX II.
All tank-cleaning products approved to MEPC./Circ.363 prior to 1 January 2007 need to be re-
evaluated based on criteria outlined in MEPC1/Circ 590. All IMO approved products evaluated
through MEPC./Circ.363 before 1 January 2007 will cease to be valid on 1 August 2010.
The new and revised regulation MEPC 2 /Circ.15 came into force on 1 August 2010. All cleaning
additives evaluated and found to meet the requirements of paragraph 13.5.2 of Annex II of MARPOL
73/78 are consolidated into annex 10 of the MEPC.2/Circular 15.
8.2.5.5.8 states that as per the amendments of Annex II of MARPOL, which entered into force on 1
January 2007, a revised annex a new four-category pollution category system for noxious liquid
substances; the previous A, B, C and D category system has become X,Y, Z and OS.
Regulations governing the carriage of chemicals by ship are contained in the International Convention
for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Marine
Pollution from Ships, as modified by the Protocol of 1978 relating thereto (MARPOL).
Chemicals carried in bulk
Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous
goods and MARPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances in
Bulk.
Both Conventions require chemical tankers built after 1 July 1986 to comply with the International
Bulk Chemical Code (IBC Code), which sets out the international standards for the safe carriage, in
bulk by sea, of dangerous chemicals and noxious liquid substances. The Code prescribes the design
and a construction standard of ships involved in the transport of bulk liquid chemicals and identifies
the equipment to be carried to minimize the risks to the ship, its crew and to the environment, with
regard to the nature of the products carried.
The IBC Code sets out a list chemicals and their hazards, and identifies both the ship type required to
carry that product and the environmental hazard rating.
Chemical tankers constructed before 1 July 1986 should 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.
MARPOL Annex II - Carriage of noxious liquid substances in bulk
MARPOL Annex II Regulations for the control of pollution by noxious liquid substances in bulk sets out
a pollution categorization system for noxious and liquid substances. The four categories are:
 Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine
environment;
 Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a hazard to either marine resources or human
health or cause harm to amenities or other legitimate uses of the sea and therefore justify a
limitation on the quality and quantity of the discharge into the marine environment;
 Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a minor hazard to either marine resources or
human health and therefore justify less stringent restrictions on the quality and quantity of
the discharge into the marine environment; and
 Other Substances: substances which have been evaluated and found to fall outside Category
X, Y or Z because they are considered to present no harm to marine resources, human health,
amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning
of deballasting operations. The discharge of bilge or ballast water or other residues or
mixtures containing these substances are not subject to any requirements of MARPOL Annex
II.
The annex also includes a number of other requirements reflecting modern stripping techniques,
which specify discharge levels for products which have been incorporated into Annex II. For ships
constructed on or after 1 January 2007 the maximum permitted residue in the tank and its associated
piping left after discharge is set at a maximum of 75 litres for products in categories X, Y and Z
(compared with previous limits which set a maximum of 100 or 300 litres, depending on the product
category).
8.2.5.5.9 states that every chemical tanker is required to have a Certificate of Fitness (CoF) indicating
that it is certified to carry certain products. The issuance of a CoF will also require a revised Procedures
and Arrangements (P and A) Manual.
Chemical tankers constructed before 1 July 1986 are, where applicable, governed by the Code for the
Construction and Equipment of Ships Carrying Dangerous Chemical in Bulk (BCH Code). As mentioned
before, this Code was modified several times by resolutions of the Maritime Safety Committee (MSC).
The Code is mandatory under Annex II of MARPIL 73/78.
A certificate called a Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (see
also side 2 and side3 of document) should be issued after an initial or periodical survey to a chemical
tanker engaged in international voyages which complies with the relevant requirements of the Code.
The form of the certificate is set out at the appendix of the Code. (BCH Code, Section 1.6.3.1; BCH
Code as modified by Resolution MSC.18(58) Section 1.6.9.)
8.2.5.5.10 states that each ship which is certified for the carriage of noxious liquid substances in bulk
must be provided with a Procedures and Arrangements (P and A) Manual that has been approved by
the Administration and a Cargo Record Book
As per MARPOL: Annex II: Chapter 5:Regulation 14:
1 Every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved
by the Administration. The Manual shall have a standard format in compliance with appendix 4 to this
Annex. In the case of a ship engaged in international voyages on which the language used is not
English, French or Spanish, the text shall include a translation into one of these languages.
2 The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and
all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo
tank ballasting and deballasting which must be followed in order to comply with the requirements of
this Annex.
8.2.5.5.11 states that the Master must ensure that no discharges into the sea of cargo residues or
residue/water mixtures containing substances of Category X, Y, Z or OS take place unless they are made
in full compliance with the P and A Manual
As per MARPOL: Annex II: Chapter 5: Regulation 13:

Master must ensure that no discharges into the sea of cargo residues or residue/water mixtures
containing substances of Category X, Y, Z or OS take place unless they are made in full compliance
with the P and A Manual.
8.2.5.5.12 states that carrying out operations in accordance with the ship’s P and A Manual ensures
that the pollution regulations are complied with
Carrying out operations in accordance with the ship’s P and A Manual ensures that the pollution
regulations are complied with.
8.2.5.5.13 states that pollution prevention procedures during cargo transfer, ballasting and tank
cleaning should include keeping a watch on:
 levels in cargo, slop or ballast tanks
 hoses or loading arms
 pumps, valves, gaskets, connections and hatches
 spill pans and scuppers
 alarms and instrumentation
 coordination of operational signals
 water around vessel
Pollution prevention procedures during cargo transfer, ballasting and tank cleaning should include
keeping a watch on:
 levels in cargo, slop or ballast tanks
 hoses or loading arms
 pumps, valves, gaskets, connections and hatches
 spill pans and scuppers
 alarms and instrumentation
 coordination of operational signals
 water around vessel
8.2.5.5.14 states that personnel on watch should be present at all times during operations and regularly
carry out the inspections mentioned in the above
Personnel on watch should be present at all times during operations and regularly carry out the
inspections mentioned in the above.
8.2.5.5.15 states that entries should be made in the Cargo Record Book, on a tank-to-tank basis, of:
 loading
 internal transfer of cargo
 unloading
 mandatory prewash in accordance with P and A Manual
 cleaning of cargo tanks
 discharge into the sea of tank washings
 ballasting of cargo tanks
 discharge of ballast water from cargo tanks
 accidental or other exceptional discharge control by authorized surveyors
MARPOL 73 /78,
ANNEX II, REGULATION 9
Regulation 9
Cargo Record Book
(1) Every ship to which this Annex applies hall be provided with a Cargo Record Book, whether as part
of the ship's official log-book or otherwise, in the form specified in appendix IV to this Annex.
(2) The Cargo Record Book shall be completed, on a tank-to-tank basis, whenever many of the
following operations with respect to a noxious liquid substance take place in the ship;
(i) loading of cargo;
(ii) internal transfer of cargo;
(iii) unloading of cargo;
(iv) cleaning of cargo tanks;
(v) ballasting of cargo tanks;
(vi) discharge of ballast from cargo tanks;
(vii) disposal of residues to reception facilities;
(viii) discharge into the sea or removal by ventilation of residues in accordance with
regulation 5 of this Annex.
8.2.5.6.6 divides gas cargoes into four groups as:

- liquefied natural gas (LNG)
- liquefied petroleum gas (LPG)
- liquefied ethylene gas (LEG)
8.2.5.6 Gas tankers

8.2.5.6.1 States that the transport by sea of liquid gases in bulk is internationally regulated with regard
to safety, through standards laid down by IMO
The transport by sea of liquid gases in bulk is internationally regulated with regard to safety, through
standards laid down by IMO.
 International Gas Carrier code
 MSC resolution 370(93)
8.2.5.6.2states that chapter VII of the IMO International Convention for the Safety of Life at Sea
(SOLAS), 1974, as amended, makes the provisions of the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) mandatory
Chapter VII of the IMO International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, makes the provisions of the International Code for the Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk (IGC Code) mandatory.
8.2.5.6.3 States that a liquefied gas is the liquid form of a substance that at normal atmospheric
temperatures and pressures would be a gas
A liquefied gas is the liquid form of a substance that at normal atmospheric temperatures and
pressures would be a gas.
8.2.5.6.4 States that liquefied gas products transported by gas tankers are listed in chapter 19 of the
IGC Code
Liquefied gas products transported by gas tankers are listed in chapter 19 of the IGC Code.
8.2.5.6.5 States that some of those substances are also covered by the IBC Code
Chemical gases
That some of those substances are also covered by the IBC Code chemical gases.
8.2.5.6.7 States that LNG is natural gas from which impurities have been removed, and consists mainly
of methane
LNG is natural gas from which impurities have been removed, and consists mainly of methane.
Liquefied natural gas (LNG) is natural gas (predominantly methane, CH4, with some mixture
of ethane C2H6) that has been cooled down to liquid form for ease and safety of non-pressurized
storage or transport. It takes up about 1/600th the volume of natural gas in the gaseous state
(at standard conditions for temperature and pressure).
It is odorless, colorless, non-toxic and non-corrosive. Hazards include flammability after vaporization
into a gaseous state, freezing and asphyxia.
8.2.5.6.8 States that LPG is the common name for petroleum gases consisting mainly of butane and
propane
LPG is the common name for petroleum gases consisting mainly of butane and propane.
Liquefied petroleum gas or liquid petroleum gas (LPG or LP gas), also referred to as
simply propane or butane, are flammable mixtures of hydrocarbon gases used as fuel in heating
appliances, cooking equipment, and vehicles.
8.2.5.6.9 lists chlorine, ammonia and vinyl chloride monomer as examples of chemical gases
Chlorine, ammonia and vinyl chloride monomer are examples of chemical gases.
8.2.5.6.10states that, in addition to the surveys required for all ships, gas tankers must undergo surveys
of the cargo containment equipment and cargo handling arrangements for the issue of an International
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
The structure, equipment, fittings, arrangements and material (other than items in respect of which a
Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate and Cargo Ship
Safety Radio Certificate; or Cargo Ship Safety Certificate, required by the SOLAS Convention, are
issued) of a gas carrier shall be subjected to the following surveys:
1. An initial survey before the ship is put in service or before the International Certificate of
Fitness for the Carriage of Liquefied Gases in Bulk is issued for the first time, which shall
include a complete examination of its structure, equipment, fittings, arrangements and
materials in so far as the ship is covered by the Code. This survey shall be such as to ensure
that the structure, equipment, fittings, arrangements and material fully comply with the
applicable provisions of the Code.
2. A renewal survey at intervals specified by the Administration, but not exceeding five years,
except where stated in the excemptions. The renewal survey shall be such as to ensure that
the structure, equipment, fittings, arrangements and material fully comply with the applicable
provisions of the Code.
3. An intermediate survey within three months before or after the second anniversary date, or
within three months before or after the third anniversary date of the certificate, which shall
take the place of one of the annual surveys specified in 1.4.2.4. The intermediate survey shall
be such as to ensure that the safety equipment, and other equipment, and associated pump
and piping systems fully comply with the applicable provisions of the Code and are in good
working order. Such intermediate surveys shall be endorsed on the certificate issued under
1.4.4 or 1.4.5.
4. An annual survey within three months before or after each anniversary date of the certificate,
including a general inspection of the structure, equipment, fittings, arrangements and
st
material referred to in 1.4.2.1 to ensure that they have been maintained in accordance with
1.4.3 and that they remain satisfactory for the service for which the ship is intended. Such
annual surveys shall be endorsed on the certificate issued under 1.4.4 or 1.4.5.
5. An additional survey, either general or partial according to the circumstances, shall be made
when required after an investigation prescribed in 1.4.3.3, or whenever any important repairs
or renewals are made. Such a survey shall ensure that the necessary repairs or renewals have
been effectively made, that the materials and workmanship of such repairs or renewals are
satisfactory, and that the ship is fit to proceed to sea without danger to the ship or persons on
board or without presenting unreasonable threat of harm to the marine environment.
8.2.5.6.11 states that the Certificate of Fitness lists the cargoes which may be carried by the ship and
may also stipulate conditions for carriage
The Certificate of Fitness lists the cargoes which may be carried by the ship and may also stipulate
conditions for carriage.
8.2.5.6.12 explains the following terms used in the IGC Code:

 boiling point
 cargo area
 cargo containment system
 gas carrier
 gas-dangerous space or zone
 gas-safe space
 hold space
 interbarrier space
 MAR VS
 primary barrier
 secondary barrier tank dome
Boiling point
The temperature at which the vapour pressure of a liquid equals that of the atmosphere above its
surface; this temperature varies with pressure
Cargo area
That part of the ship which contains the whole cargo system, cargo pump rooms and compressor
rooms, and includes the full beam deck area over the length of the ship above the cargo containment
system. Where fitted, the cofferdams, ballast or void spaces at the after end of the aftermost cargo
space or the forward end of the forwardmost cargo space are excluded from the cargo area.
Cargo containment system

The arrangement for containment of cargo including, where fitted, a primary and secondary barrier,
associated insulation and any intervening spaces, and adjacent structure, if necessary for the support
of these elements. If the secondary barrier is part of the hull structure it may be a boundary of the
hold space.
Gas-dangerous space or A space or zone within the cargo area which is designated as likely to contain
zone flammable vapours and which is not equipped with approved arrangements to ensure that its
atmosphere is maintained in a safe condition at all times.
Gas-safe space A space not designated as a gas-dangerous space.

Hold space The space enclosed by the ship's structure in which a cargo containment system is situated
(see Cargo Containment System).
Interbarrier space The space between a primary and a secondary barrier, whether or not completely
or partially occupied by insulation or other material.
MARVS The Maximum Allowable Relief Valve Setting of a cargo tank.
Primary barrier The inner element designed to contain the cargo when the cargo containment system
includes
two boundaries.
Secondary barrier The liquid-resisting outer element of a cargo containment system designed to
afford
temporary containment of any envisaged 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. Types of secondary barriers are
more fully
defined in the 1MO Codes.
8.2.5.6.13 explains that the IGC divides ships into four types, 1G, 2G, 2PG and 3G
Ships subject to the Code shall be designed to one of the following standards: .
1 A type 1G ship is a gas carrier intended to transport the products indicated in chapter 19 that
require maximum preventive measures to preclude their escape.
2 A type 2G ship is a gas carrier intended to transport the products indicated in chapter 19, that
require significant preventive measures to preclude their escape.
A type 2PG ship is a gas carrier of 150 m in length or less intended to transport the products indicated
in chapter 19 that require significant preventive measures to preclude their escape, and where the
products are carried in type C independent tanks designed (see 4.23) for a MARVS of at least 0.7 MPa
gauge and a cargo containment system design temperature of -55°C or above. A ship of this
description that is over 150 m in length is to be considered a type 2G ship.
A type 3G ship is a gas carrier intended to carry the products indicated in chapter 19 that require
moderate preventive measures to preclude their escape.
8.2.5.6.14 states that a Type 1G ship is intended for the transportation of products considered to
present the greatest overall hazard and Types 2G, 2PG and 3G for products of progressively lesser
hazards
Covered above on 8.2.5.6.13.
8.2.5.6.15 states that the division into ship types is based on the ship’s capability to survive specified
damage caused by collision or stranding and the location of the cargo tanks in relation to such damage
The division into ship types is based on the ship’s capability to survive specified damage caused by
collision or stranding and the location of the cargo tanks in relation to such damage.
8.2.5.6.16 describes, in simple terms:
 integral tank
 membrane tank
 semi-membrane tank
 independent tank
 internally insulated tank
Integral tanks
Integral tanks form a structural part of the ship hull and are influenced in the same manner and by the
same loads which stress the adjacent hull structure.
Membrane tank
Membrane tanks are not-self-supporting tanks which consist of a thin layer (membrane) supported
through insulation by the adjacent hull structure. The membrane is designed in such a way that
thermal and other expansion or contraction is compensated for without undue stressing of the
membrane. Various systems were specially developed by French designers Gaz Transport and
Technigaz, which merged in 1994 to create GTT. See also Membrane containment system.
Semi-membrane tank
Semi-membrane tanks are not-self-supporting tanks in the loaded condition and consist of a layer.
Parts of the layer are supported through insulation by the adjacent hull structure, whereas the
rounded parts of this layer connecting the above-mentioned supported parts are designed also to
accommodate the thermal and other expansion or contraction.
Independent tanks
Independent tanks are self-supporting; they do not form a part of the ship hull and are not essential
to the hull strength. There are three categories of independent tanks: type A, type B and type C
(pressure vessels).
Internal insulation tank

Internal insulation tanks are not-self-supporting and consist of thermal insulation materials which
contribute to the cargo containment and are supported by the structure of the adjacent inner hull or
of an independent tank. The inner surface of the insulation is exposed to the cargo.
8.2.5.6.17 explains, in simple terms, the division of independent tanks into:

 Type A, generally a self-supporting prismatic tank
 Type B, generally a self-supporting spherical tank
 Type C, generally a self-supporting cylindrical pressure tank
Type A independent tanks

Design basis
Type A independent tanks are tanks primarily designed using classical ship-structural analysis
procedures in accordance with recognized standards. Where such tanks are primarily constructed of
plane surfaces, the design vapour pressure Po shall be less than 0.07 MPa.
Type B independent tanks

Design basis
Type B independent tanks are tanks designed using model tests, refined analytical tools and analysis
methods to determine stress levels, fatigue life and crack propagation characteristics. Where such
tanks are primarily constructed of plane surfaces (prismatic tanks), the design vapour pressure Po
shall be less than 0.07 MPa.
Type C independent tanks
Design basis
The design basis for type C independent tanks is based on pressure vessel criteria modified to include
fracture mechanics and crack propagation criteria.
8.2.5.6.18 states that a cargo tank has shut off valves located as close to the tank as possible for all
liquid and vapour connections except for safety relief valves
A cargo tank has shut off valves located as close to the tank as possible for all liquid and vapour
connections except for safety relief valves.
8.2.5.6.19 states that regulations require remotely operated emergency shutdown (ESD) valves in the
cargo piping system
As per MSC 370(93): Chapter 5: PROCESS PRESSURE VESSELS AND LIQUID,

VAPOUR AND PRESSURE PIPING SYSTEMS:
5.5 Cargo system valve requirements

5.5.1.1 Every cargo tank and piping system shall be fitted with manually operated valves for isolation
purposes as specified in this section.
5.5.1.2 In addition, remotely operated valves shall also be fitted, as appropriate, as part of the
emergency shutdown (ESD) system the purpose of which is to stop cargo flow or leakage in the event
of an emergency when cargo liquid or vapour transfer is in progress. The ESD system is intended to
return the cargo system to a safe static condition so that any remedial action can be taken. Due
regard shall be given in the design of the ESD system to avoid the generation of surge pressures
within the cargo transfer pipework. The equipment to be shut down on ESD activation includes
manifold valves during loading or discharge, any pump or compressor, etc., transferring cargo
internally or externally (e.g. to shore or another ship/barge) and cargo tank valves, if the MARVS
exceeds 0.07 MPa.
8.2.5.6.20 states that the operation of the ESD system also stops pumps and compressors
8.2.5.6.21 states that all cargo tanks must be provided with a pressure-relief system
As per MSC 370(93): Chapter 8: Vent systems for cargo containment:

All cargo tanks shall be provided with a pressure relief system appropriate to the design of the cargo
containment system and the cargo being carried. Hold spaces and interbarrier spaces, which may be
subject to pressures beyond their design capabilities, shall also be provided with a suitable pressure
relief system.
8.2.5.6.22 states that all equipment and piping which can be isolated when full of liquid must be
provided with a pressure-relief system
8.2.5.6.23 states that cargo pumps are usually centrifugal, either deep well pumps or submerged
electric pumps, in the tanks with deck-mounted booster pumps, if required
Cargo pumps are usually centrifugal, either deep well pumps or submerged electric pumps, in the
tanks with deck-mounted booster pumps, if required.
8.2.5.6.24 describes the uses of cargo heaters and vaporizers
Seawater is used to heat the cargo when it is required to discharge into either ambient temperature
or semi-refrigerated shore storage tanks. Two types are described:
Type "A" Seawater passes through a large number of tubes inside the heater as the product being
warmed zig-zags its way through.
Type "B" The product passes through a number of tubes in the heater, whilst the seawater zig-zags its
way through the heater.
In both types, the heater discharge temperature can be lowered by mixing cold product with the
warmed product. The cargo heaters should not be used if the seawater temperature is below 10° C.
The seawater outlet temperature should not be allowed to fall below 5° C. If there is any risk of this
happening, the rate of discharge should be slowed down.
Type "B" is considered to be more reliable than Type "A" for the following reasons:
If water passing through one or more of the tubes in Type "A" is impeded, there is risk of it freezing
and the tube bursting. In Type "B", however, any risk of freezing would be confined to the water in
immediate contact with the tubes containing the product. Ice might form on the outside of these
tubes and become an insulating layer. The heater would lose efficiency due to the formation of ice,
but it would not cause the tubes containing the product to fracture.
The ends of the water tubes in Type "A" are fixed and, not being free to move, any uneven expansion
between the tubes and the shell could cause the tubes to be strained or even fractured at the tube
plate. In Type "B", the tubes containing the product are free to expand and contract.
Associated with the cargo heater is the Booster Pump. It is used to increase the discharge pressure of
the vessel's cargo pumps. It can be mounted on deck provided the motor driving it is adequately
flame-proofed. Otherwise, it is located in the L.P.G. room, driven by a motor in the motor room. The
pump should be provided with a by-pass so that the cargo heater can be used without it.
8.2.5.6.25 explains the effect of transfer of heat to the cargo on cargo temperature and tank pressure
A liquefied gas is the liquid form of a substance which, at ambient temperature and at atmospheric
pressure, would be a gas.
Most liquefied gases are hydrocarbons and the key property that makes hydrocarbons the world’s
primary energy source – combustibility – also makes them inherently hazardous. Because these gases
are handled in large quantities, it is imperative that all practical steps are taken to minimize leakage
and to limit all sources of ignition.
High and Low Pressure Effects
Pressures above or below the design range can damage a system, and operating personnel should be
fully aware of any pressure limitation for each part of the cargo system; pressures should always be
kept between the specified maximum and minimum.
Pressure Surge
High surge pressures (shock pressures or “liquid hammers”) can be created if valves are opened or
shut too quickly, and the pressure may be sufficient to cause hose or pipeline failure.
Pressurized Systems
In pressurized systems, with the cargo at ambient temperature, there is normally no external frosting
to indicate the presence of liquid or vapour anywhere in the system. Checks should be made for the
presence of high pressure vapour of liquid by gauges and test cocks before opening valves etc.
Reciprocating Compressors
If vapour trapped in a reciprocating compressor condenses, it can dilute the lubricating oil in the
crankcase which could cause bearing failure, overheating or possibly an explosion. The crankcase
heating equipment, if fitted, should be used to reduce the possibility of cargo condensing and should
be operated before the compressor is started. Liquid condensed in the compressor may also cause
mechanical damage.
Cargo Tank Pressures
Cargo tank pressure should normally be maintained above atmospheric pressure to prevent the
ingress of air and the possible formation of flammable mixtures. Positive pressures should be
maintained if the tank contains any cargo vapour or inert gas. However, many pressure vessels are
designed to withstand vacuum and it is possible to reduce tank pressure below atmospheric without
drawing in air, for example during inerting and gas freeing.
Cargo operations such as cooldown, warm-up, loading and discharge may affect pressures in hood or
inter-barrier spaces. Pressures can also be affected by climatic changes and the variation in
temperature between day and night.
Pressure in cargo tanks and hold or inter-barrier spaces should be closely monitored, especially during
cargo operations, and the equipment provided should be used to make the necessary adjustments.
Particular care is necessary with membrane or semi-membrane systems which are vulnerable to
damage from vacuum or incorrect differential pressures because of the thin barrier material.
Pressures in cargo tanks may be maintained above atmospheric by: (1) Equalizing pressures between
tanks which contain the same cargo, or (2) Circulating cargo liquid or vapour, or both, between tanks
containing the same cargo, or (3) Circulating cargo within a tank by use of the cargo pumps, or (4)
Allowing the cargo to warm up.
Liquid Gas Samples
Liquid gas samples should not be placed in containers which cannot withstand the pressure created
by the sample at the highest ambient temperature expected. Sufficient ullage should be left in the
container to ensure that it does not become liquid full at the highest temperature anticipated. Liquid
gas samples should be stored within the cargo area.
Sloshing
Within a range of tank filling levels, the pitching and rolling of the ship and the liquid free surface can
create high impact pressure on the tank surface. This effect is called “sloshing” and can cause
structural damage. Filling levels within this range must therefore be avoided.
However, some cargoes may be carried safely within the range specified for a particular system if the
sloshing forces are permissible; guidance should be sought from the Ship-owner, the designer and
Classification Society.
Pressure Relief Valves
Pressure relief valves depend on accurate setting of opening and closing pressures for effective
operation.
8.2.5.6.26 states that, except for fully pressurized vessels, means for controlling the pressure must be
provided
Apart from the fully presurrized types of gas carriers, all the others must be provided with a mean of
controlling the pressure such as compressors.
8.2.5.6.27 states that pressure in cargo tanks may be controlled by:

 insulation of tanks, to reduce heat transfer
 leading cargo boil-off to the ship’s boilers or main engine as fuel (ONLY with LNG)
 leading cargo boil-off to the ship’s reliquefaction plant, where vapour is liquefied and
returned to the tank
 cooling the liquid in a heat exchanger (indirect system)
As per MSC 370(93): Chapter 7: Cargo pressure and temperature control:

With the exception of tanks designed to withstand full gauge vapour pressure of the cargo under
conditions of the upper ambient design temperatures, cargo tanks' pressure and temperature shall be
maintained at all times within their design range by either one, or a combination of, the following
methods:
1. Reliquefaction of cargo vapours;
2. Thermal oxidation of vapours;
3. Pressure accumulation; and
4. Liquid cargo cooling.
8.2.5.6.28 describes the single-stage direct liquefaction cycle
8.2.5.6.29 states that the indirect system is only used for those products which cannot be compressed
for safety reasons
The indirect system is only used for those products which cannot be compressed for safety reasons.
8.2.5.6.30 states that inert gas is used to inert hold spaces and inter barrier spaces and to purge tanks
If inert gas is used in the cargo system (e.g. tanks, hold or interbarrier space) the gases in each space
should be checked regularly to ensure that the oxygen concentration is below the required level and
that the pressure is above atmospheric. All instruments and equipment used in the system should be
maintained in good condition.
It should be remembered that an inert gas/cargo vapour mixture may become flammable if it should
escape to the atmosphere.
8.2.5.6.31 states that most gas tankers are fined with an inert-gas generator
Inert gas has an important role in maintaining safety aboard a gas carrier and the inert gas system
should be kept in good working order. Regardless of frequency of use it should be tested regularly to
prevent deterioration and enable any faults to be detected and rectified.
• The whole system should be visually checked before starting up, in particular the deck nonreturn
valves.
• The piping system to the vent outlet should be opened to release any pressure and prevent back-
flow, and the temporary connections to the cargo system fitted.
• The scrubber water supply should be started before beginning combustion.
• The gas produced should be vented to atmosphere until it is of sufficiently good quality for use.
• The air supply should be adjusted to produce the best quality inert gas possible: oxygen, carbon
dioxide, carbon monoxide and soot levels should be controlled (see paragraph 4.6.2). If the air supply
is reduced in order to lower the oxygen concentration the gas produced may often have a high soot
content which can clog driers, non-return valves etc.
• The gas quality should be continually monitored while the plant is in use,
• After use, the temporary connections to the cargo system must be disconnected and the flanges
blanked securely.
8.2.5.6.32 states that the liquid level in cargo tanks is commonly measured by means of float gauges
The liquid level in cargo tanks is commonly measured by means of float gauges
8.2.5.6.33 states that each cargo tank is fitted with a high-level alarm and automatic shutoff valves to
prevent overflow
Each cargo tank is fitted with a high-level alarm and automatic shutoff valves to prevent overflow
Level gauges are important because cargo systems on gas carriers are closed, and levels cannot be
sounded.
Gauges are fitted to cargo tanks, deck storage tanks and reliquefaction systems. High level alarms are
fitted to give warning before a tank becomes full, and shutdown systems are fitted to prevent cargo
over-filling a tank. If the cargo pump is submerged there is usually a low level shutdown system to
prevent the pump running dry. The accuracy required of gas carrier level gauges is high because of the
nature and value of the cargo; hence the gauges are generally sophisticated and require careful
maintenance.
High and low level alarms and automatic shutdown systems may be required depending on the cargo
system.
8.2.5.6.34 states that each cargo tank is fitted with means for indicating the temperature and pressure
Pressure gauges are fitted at various points in the cargo system, in accordance with the requirements
of the IMO Codes. They may be used to indicate tank pressures, hold or inter barrier space pressures,
or compressor discharge pressures. Pressure gauges can be linked to shutdown or alarm systems. It is
important that gauges are calibrated regularly.
Temperature sensors are fitted so that the temperatures of both the cargo and the structure around
the cargo system can be monitored, and also to meet the requirements of the IMO gas carrier codes.
It is important to know the cargo temperature in order to be able to calculate the amount of cargo on
board, and because tanks have a minimum temperature below which they should not be cooled.
8.2.5.6.35 explains how cargo leakage through the primary barrier can be detected
The provision and use of vapour detection equipment is required by the IMO Codes for a number of
functions, including:
• detecting cargo vapour in air, inert gas or the vapour of another cargo;
• measuring concentrations of gas in or near the flammable range;
• measuring concentrations of oxygen in inert gas or cargo vapour, or in enclosed spaces.
Personnel should fully understand the purpose and limitations of vapour detection equipment,
whether fixed or portable.
8.2.5.6.36 states that gas tankers have a fixed gas-detection system that gives audible and visual
alarms of the accumulation of gas in enclosed spaces such as cargo pump-rooms, compressor rooms,
hold spaces and inter barrier spaces
Gas tankers have a fixed gas-detection system that gives audible and visual alarms of the
accumulation of gas in enclosed spaces such as cargo pump-rooms, compressor rooms, hold spaces
and inter barrier spaces.
8.2.5.6.37 describes briefly the arrangements for firefighting on deck in the cargo area
Fire-fighting appliances should always be kept in good order, tested regularly, and available for
immediate use at all times.
When the ship is berthed, the responsible officer should familiarise himself with the availability of the
shore firefighting services and with the means of communicating with the appropriate authorities.
This information should be obtained while completing the ship/shore safety checklist prior to cargo
operations.
Immediately prior to commencing cargo transfer, the ship's fire-fighting system should be made
ready. If practicable, a pump should maintain pressure on the fire water main, but in any case it
should be on standby Fire hoses should be uncoiled and connected to the main: at least two should
be placed near the manifold, one forward and one aft of it.
The water spray system to protect the manifold area should be tested. Fixed monitors should be
made ready and, if remotely activated, adjusted to protect the manifold before operations begin. A
portable dry powder extinguisher should be placed conveniently for use near the manifold or a hose
from a fixed dry powder monitor uncoiled and placed upwind of the manifold
8.2.5.6.38 describes the water-spray system for ships carrying flammable or toxic products
Covered on 8.2.5.6.37.
8.2.5.7 Cargo operations in gas tankers

8.2.5.7.1 states that information for each product may be found on cargo data sheets contained in
safety guides or obtained from the shipper
The IMO Codes require the following information to be available to every ship and for each cargo:
• a full description of the physical and chemical properties necessary for the safe containment of the
cargo
• action to be taken in the event of spills or leaks
• counter-measures against accidental personal contact
• fire-fighting procedures and fire-extinguishing agents
• procedures for cargo transfer, gas freeing, ballasting, tank cleaning and changing cargoes
• special equipment needed for the safe handling of the particular cargo
• minimum inner hull steel temperatures
• emergency procedures
• compatibility
• details of the maximum filling limits allowed for each cargo that may be carried at each loading
temperature, the maximum reference temperature and the set pressure for each relief valve.
The master should request the correct technical name of the cargo as soon as possible and before
loading. The master must only load a cargo which is listed on his certificate of fitness. Data sheets for
these cargoes should be on board.
The master and all those concerned should use the data sheet and any other relevant information to
acquaint themselves with the characteristics of each cargo to be loaded. If the cargo to be loaded is a
mixture (e.g LPG), information on the composition of the mixture should be sought; the temperature
and pressure readings in the shore tank can be used to verify this information.
Special notes should be made of any contaminants that may be present in the cargo, e.g. water.
8.2.5.7.2 states that information needed before loading includes:

 a full description of the physical and chemical properties that are necessary for the safe
containment of the cargo
 action to be taken in the event of spills or leaks
 counter-measures against accidental personal contact
 firefighting procedures and firefighting media
 procedures for cargo transfer, gas-freeing, ballasting, tank cleaning and changing cargoes
 special equipment for particular cargoes
 minimum temperatures of the inner hull steel
 emergency procedures
8.2.5.7.3 States that products that react when mixed should only be loaded if the complete cargo
systems are separated
Products that react when mixed should only be loaded if the complete cargo systems are separated.
8.2.5.7.4 States that personnel should be made aware of the hazards and be required to use the
appropriate protective equipment provided
Personnel should be made aware of the hazards and be required to use the appropriate protective
equipment provided.
8.2.5.7.5 states that the Master should ensure proper liaison between the ship and the terminal before
and throughout cargo-transfer operations
4.2 RESPONSIBILITY
It is the responsibility of the master to ensure that the officers and crew are properly and correctly
informed of their duties, and understand how to fulfil them.
The master or an officer appointed by him is responsible for the safety of the ship and all cargo
operations. The responsible officer should be present at all times and be satisfied that all equipment
under his care is in good working condition.
The master should ensure that there is proper liaison between the responsible officer on the ship and
his counterpart at the shore installation. These personnel should establish the programme for all
cargo operations and the procedures to be adopted in the event of an emergency.
Details of emergency contact names, positions, telephone numbers etc. should be distributed before
cargo operations begin. Any special safety requirements of the shore installation should be brought to
the attention of those concerned.
8.2.5.7.6 describes briefly the following cargo operations:

 drying
 inerting
 purging
 cooling down
 loading
 cargo conditioning on passage
 discharging
 changing cargoes
 gas-freeing
 preparing for tank inspection
Inerting and Purging

The term 'inerting' generally refers to the replacement of air or cargo vapour by inert gas before
loading or gas freeing respectively, to prevent the formation of flammable mixtures.
The term 'purging' generally refers to the introduction of a suitable cargo vapour to displace an
existing tank atmosphere. The extent of purging and the vapours used will normally be laid down by
the IMO Codes or shippers' requirements. Shippers should always be consulted about the atmosphere
required on arrival at the loading port.
Inerting or purging operations may take place at sea if the ship is suitably equipped, or in harbour. In
either case, due consideration should be given to the safety of venting cargo vapour to atmosphere,
and any local regulations should be observed. Venting is not normally permitted in port. If venting is
unavoidable, operations should be carefully controlled to prevent dangerous vapour concentrations
in the vicinity of the ship. Facilities may however be available for venting vapour to shore flare
facilities.
During inerting or purging the relevant gas concentrations should be monitored regularly at different
tank levels to ensure safe concentrations. This is particularly important in tanks with internal
structures, wash bulkheads etc.
Tanks can be inerted or purged separately, in parallel or in series according to the arrangement of the
system. If tanks are inerted or purged in parallel, back pressure effects in the line may cause an
uneven vapour supply to each tank unless the vapour supply to each tank can be accurately measured
and controlled.
Ship generated inert gas produced by combustion will contain up to 15% carbon dioxide and is
unsuitable for use in certain circumstances. Such inert gas should not be used before loading a cargo
with a temperature below -55°C because at such temperatures the CO2 will freeze out and may
contaminate the cargo. The CO2 can also react with ammonia to produce carbamates which will be
deposited on the tank walls and may block pipelines etc. To prevent reaction, for instance when
preparing to load ammonia after carrying LPG, the inerted tank should be ventilated with air before
the ammonia is loaded; and when preparing to load LPG after carrying ammonia, the ammonia
concentration should be reduced to lOOppm by gas-freeing with air before inerting.
Cool down
Cooldown of tanks and pipelines is undertaken to control thermal stresses, and loading rates should
be restricted during cooldown. If tanks are fitted with spray equipment it should be used, and the
liquid distributed around the inside of the tank as evenly as possible to avoid thermal stresses. Spray
cooling is essential for very cold cargoes such as ethylene or LNG. Certain restrictions on the rate of
cooldown may also apply to LPG carriers. Pressure build-up in the tanks will restrict the rate at which
liquid is introduced. The use of a vapour return line is recommended to avoid cooldown and loading
rates being dictated by the capacity of the reliquefaction plant.
Cargo pipework and equipment should be cooled down by circulating liquid at a controlled rate. The
system should reach liquid temperature sufficiently slowly to prevent undue thermal stresses in
materials or expansion/contraction fittings. The liquid used can come from the shore, shipboard
storage vessels or cargo tanks.
The temperature sensors will indicate when liquid is present on the tank bottom, but the liquid should
be introduced slowly until the bottom is completely covered.
The cooldown of tanks may cause a pressure reduction in sealed hold or interbarrier spaces, and dry
air, inert gas or dry nitrogen should be introduced in order to maintain a positive pressure. This is
usually done by automatic equipment. Pressure gauges should be observed regularly during cooldown
to ensure that acceptable pressures are maintained.
Loading
Before cargo is loaded, a Pre-arrival and Ship/Shore Checklist should be completed, and the
responsible officer must be satisfied that the cargo system is in all respects ready. Loading must not
commence until information on the cargo has been obtained.
During loading, cargo is transferred from shore through the appropriate midships or stern manifolds,
and led into the cargo tanks via the filling lines, which usually terminate close to the tank bottoms. If
the tank has not been cooled down it is normal to by-pass some of the incoming liquid through the
tank sprays, if fitted, to reduce the temperature gradient from tank top to bottom, and to even out
the rate of boil-off. The loading rate is determined by the rate of change of the tank pressure.
As the liquid level in the tank rises, the tank pressure is increased by:
• vapour pressure of the 'warm' cargo;
• vapour displaced by the incoming liquid;
• vapour generated by heat transfer through the tank walls to the liquid; and
• vapour generated by heat transfer from the ship and shore pipelines and the shore pumps.
On fully or semi-pressurised ships the vapour pressure increase during loading can be reduced by
spray loading, provided the cargo temperature will give a saturation pressure safely below the relief
valve set pressure. With fully or semi-pressurised tanks, the boil-off and displaced vapour is either
returned to shore or condensed by the ship's re-liquefaction plant. Venting during loading must be
avoided. In the case of LNG the boil-off cannot normally be condensed and the ship will be dependent
on full vapour return to shore.
The responsible officer should ensure that the following precautions are observed.
• In the event of an emergency, the emergency shutdown procedures should be implemented.
• AH fixed gas detection eqaipment should be operated throughout all loading operations.
• During the early stages of loading, the incoming liquid may be relatively warm and generate
quantities of vapour in excess of capacity of the reliquefaction plant or vapour return line. The tank
pressure should be regularly observed during loading and the loading rate reduced in good time
before approaching safety valve set pressures.
If reducing the loading rate does not reduce the pressure rise, loading should cease immediately, and
the terminal should be notified to enable proper steps to be taken in the event of hazard lo the
adjacent shore areas.
If venting occurs it will cause self-refrigeration, thus reducing the cargo temperature and pressure.
% Filling of the cargo tanks may cause a significant loss of pressure in the hold or interbarrier spaces,
depending upon the cargo system design. This should be continuously monitored and pressure
maintained by the addition of supplementary inert gas, dry air or dry nitrogen.
• Filling limit regulations should be observed. The maximum liquid level in each tank should be
calculated before or during the early stages of loading.
• If large quantities of vapour are being generated (i.e. the cargo liquid is boiling rapidly) the bubbles
created will increase the liquid volume. To measure tank contents accurately under such
circumstances it is recommended that vapour removal should be reduced temporarily to allow the
liquid level to stabilise.
• In all tanks, whether or not being loaded, the liquid level and pressure readings should be
monitored throughout loading. A reading which does not change as expected may indicate a fault
which should be investigated.
• When liquid flow is diverted from one tank to another the valves on the tank about to receive cargo
should be fully opened before those on the tank being isolated are shut.
• On completion of loading all ship's lines should be drained into the cargo tanks using the facilities
provided. Liquid in hoses or loading arms should also be drained to the cargo tanks, if possible, or
blown to shore and pressed past shore valves by vapour pressure. If possible the ship-shore
connection should be purged before being disconnected. Ship-shore connections should not be
broken until it has been ascertained that all liquid has been removed and the lines are depressurised.
Adjacent isolating valves on ship and shore and any other relevant valves should then be closed
before connections are broken.
• Bonding wires, if fitted, should not be disconnected until after the hoses have been disconnected.
• The relief valves of some ships have dual or multiple settings, either for operational purposes or to
meet differences in national regulations. Changes to the relief valve setting should be carried out in
accordance with the procedures specified and under the supervision of the master. Changes should
be recorded in the ship's log and a sign posted at the relief valve and in the cargo control room, if
provided, stating the set pressure.
Cargo Condition on Passage

The term 'cargo conditioning' refers to the care and attention given to the cargo on passage to ensure
that:
• there are no undue losses in cargo quantity;
• cargo tank pressures are kept within design limits; and
• cargo temperature is maintained or adjusted as required.
These aims are achieved either by reliquefaction or, on most LNG ships, by using boil-off as propulsion
fuel.
Cargo conditioning may not be necessary on ships with pressure vessel tanks.
If reliquefaction plant is fitted the responsible personnel should have a thorough understanding of its
operational principles. When running, the plant should be monitored so that anything which might
adversely affect its safety or efficiency is quickly recognised and corrective action taken. Plant is
normally fitted with shutdown devices to sense high liquid level, temperature or pressure.
 Discharging
The general precautions should be observed during cargo discharge, and particular attention should
be paid to cargo equipment (e.g. pumps, compressors, vaporisers). If the cargo is to be discharged by
pumping and the shore cannot accept the full pump capacity, flow should be reduced by shutting
down pumps or recirculating rather than by throttling, as throttling will tend to heat the cargo.
Pressure-vessel ships may discharge cargo by displacement (i.e. by increasing the pressure above the
liquid with the compressors) instead of or in addition to the use of pumps.
• Fixed gas detection equipment should be working throughout cargo discharge.
• If a submerged electrical pump is fitted, the insulation reading should be checked before starting up.
• Cargo pumps are normally started with the discharge valve shut or fractionally open to reduce both
the starting load and pressure surge. It may also be necessary to recirculate to adjust pressures and
cool deck lines. Pump manufacturers' instructions and ship's operating manuals should be consulted.
Booster pumps should be circulated with cargo from the main cargo pumps and should not be started
until there is sufficient liquid supply to prevent cavitation.
• Pressures in the liquid lines will be considerably higher during discharge than during loading. Joints
and glands are therefore more likely to leak during this operation and should be inspected frequently.
 changing cargoes
Before changing cargoes or gas-freeing it is most important to remove all cargo liquid from tanks,
piping, re-liquefaction plant and any other part of the cargo system. Any remaining cargo liquid will
continue to give off vapour and will frustrate subsequent purging or gas-freeing.
If previous and subsequent cargoes are similar in chemical properties - e.g. propane and butane -
purging may not be required (subject to shippers' considerations), but even in such cases it is
normally required that no previous cargo liquid remains. Shippers' instructions regarding purging
requirements should always be sought.
To achieve maximum drainage of liquid during discharge, the following advice should be followed:
• Careful trimming or listing of the ship can, depending on the design of a tank, assist drainage of
liquid.
• If pumps arc used for discharge, the pump discharge valve should be throttled towards completion
of discharge to maintain suction to minimum liquid level. Manufacturers' instructions should be
consulted as to the liquid level at which throttling should be started and the pump pressure that has
to be maintained during later stages of pumping to obtain maximum, stripping. Each pump should be
kept under continuous control during stripping to obtain the best results without pumps running dry.
• Even with good operation of cargo pumps, some liquid will remain in the tanks at termination of
pumping. In the case of ships whose cargo tanks can accept overpressure, further stripping of liquid
may be achieved by increasing tank pressure sufficiently to press out the liquid through the piping
system ashore. Alternatively, all stoppings may be collected in one of the tanks for subsequent
discharge ashore. The use of cargo compressors, taking suction from other tanks, will ensure that all
tanks and associated piping systems are left liquid-free. Proper stripping of tanks should be checked
by the bottom sampling line or temperature sensors.
• In the case of ships with cargo tanks designed for pressures only slightly above atmospheric (fully
refrigerated ships), stripping by pressure alone is not possible. On such ships (and on ships with
pressure tanks, if pressure stripping is not successful) the remaining liquid should be boiled off by
introducing hot vapour from the cargo compressors to the bottom of the tanks, through puddle heat
coils (if fitted). During such operations the tank pressure must be closely observed, to avoid exceeding
the relief valve set pressure. When pressure has increased to a safe level below the relief valve
pressure, the cycle is reversed by starting compressor suction from the tank, reliquefying the vapour
in the condenser, and discharging the condensate to shore or retaining on board in a deck pressure
vessel. Alternatively, if the ship is at sea the vapour may be vented instead of being reliquefied.
• Provided the temperature of the liquid remaining in the tanks is above the saturation temperature
corresponding to atmospheric pressure, the liquid may also be boiled off by using the compressor to
draw off gases from the tank (maintaining the tank pressure at atmospheric pressure), instead of
using hot gas. This is known as the vacuum method. The quantity of liquid that can be removed by
this method is limited, however, as the boiling will soon sub-cool the liquid and no further
evaporation will take place. The presence of sub-cooled liquid still remaining may be difficult to
establish, as there will be insufficient tank pressure to detect it using the bottom sampling line.
It will take some time before the liquid picks up sufficient heat from the surrounding tank structure to
start boiling again and raise the pressure in the tank. Evaporation of the remaining liquid by means of
hot gas is therefore recommended rather than the vacuum method.
To ensure that this does not occur tank bottom temperatures should be closely observed.)
• Some ships are fitted with heating coils in the tank bottom to evaporate liquid residues. The heating
medium is hot cargo vapour for internal coils or may be thermal heating oil for coils fitted externally
to the tank. Vapour circulating coils should be purged either with inert gas, or with vapour from the
subsequent cargo if it is compatible with the previous cargo. Similar precautions should be taken with
cargo compressors.
• Liquid is removed from the piping system and equipment by blowing through with vapour (see
above). Hot gas from the compressors passed through the liquid lines will provide heat to evaporate
liquid not removed by pressure displacement. In cold weather and in insulated pipelines, liquid
butane, butadiene etc. may evaporate very slowly even at atmospheric pressure.
• It may be necessary to change compressor lubricating oils when changing cargoes (the compressor
manufacturer's instructions should be observed).
 gas-freeing
To gas free a cargo tank the following procedures should be followed:

• Remove any remaining cargo liquid. Pressure should be released with caution.
• If the tank temperature is near cargo saturation temperature at atmospheric pressure, the tank
atmosphere should be warmed up by circulating hot gas. This is a very time-consuming operation and
it is essential that all the steel in the tank has reached a temperature above dew point. It will assist in
evaporating any remaining liquid (including condensation on tank structures) and will reduce the
quantity of inert gas required.
• Remove the cargo vapour in the system with inert gas. This stage may be omitted when gas-freeing
after the carriage of ammonia.
• After inerting the system to a safe cargo vapour concentration (see data sheets), it may be
necessary to ventilate the system with air to provide safe access for inspection or repairs. Venting
with air should be continued until an oxygen content of 21% by volume is obtained. Samples should
be taken at various levels, and sampling repeated sometime after the first acceptable readings are
obtained, to allow possible pockets of inert gas to mix with the air, and the consequent reduction in
oxygen content to be detected before tanks are entered.
When a tank and associated pipelines have been certified gas-free maintenance work may take place.
 preparing for tank inspection
Covered above.
8.2.5.7.7 states that all operations involving cargo, ballast and bunkers should be carried out in
accordance with the applicable international and local pollution regulations
All operations involving cargo, ballast and bunkers should be carried out in accordance with the
applicable international and local pollution regulations
8.2.5.7.8 states that some gas cargoes are subject to the regulations of Annex II of MARPOL 73/78
Some gas cargoes are subject to the regulations of Annex II of MARPOL 73/78.
8.2.5.7.9 explains that a gas tanker requires an International Pollution Prevention Certificate for the
Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) to carry such products
A gas tanker requires an International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk (NLS Certificate) to carry such products.
8.2.5.7.10 states that such cargoes must be handled in accordance with the Procedures and
Arrangements Manual
Such cargoes must be handled in accordance with the Procedures and Arrangements Manual.
8.2.5.7.11 understands that the mass of vapour present in the ullage space is included in the calculation
of liquefied gases
LPG cargo measurement and calculation procedure
Liquefied gas cargoes are measured and calculated in a similar manner to that of other bulk liquid
cargoes such as crude oils and petroleum products. However, as liquefied gases are carried as boiling
liquids in a closed containment system the quantity of vapour has also to be measured when
calculating the total quantity onboard.
It is common practice for gas tankers on a regular trade to retain onboard a quantity of liquid (heel) in
order to keep tanks cool on the ballast passage. In this way the vessel arrives at the load port ready to
commence loading with no cool down time necessary. At the load port the new cargo is added to the
heel. Equally if the ship has arrived with uncooled tanks a quantity is usually put onboard for tank cool
down purposes. It is therefore extremely important that a full survey of all tanks is carried out before
and after every operation.
Temperature measurement
Cargo being loaded may arrive at the manifold at various temperatures during loading. This may be
due to cargo being taken from different shore tanks or the initial cooling of ship/shore lines. It is
possible that because of this some stratification in the vessel’s tanks can occur.
It is very important therefore that temperatures are taken at all available points in order to accurately
assess the actual average liquid temperature. Ships temperature sensors are usually provided at a
number of different levels. This is equally important for vapour temperature where temperatures in
the tank dome are usually higher than that of the vapour near the surface of the liquid. The positions
of temperature probes must be accurately known in order that only those actually submerged in the
liquid are used for liquid temperature and similarly for vapour temperature.
Density measurement
Density is by definition measured in vacuum at 15°C. Density x volume M3 (at 15°C gives metric
tonnes in vacuum).
The measurement of liquid gas density requires laboratory facilities or equipment not available on
ships. Modern terminals usually calculate this form from an analysis of liquid composition obtained
from a gas liquid chromatograph. The results of this are provided to the ship in order to carry out the
cargo calculations.
It is necessary to correct the density for the actual observed temperature of the cargo. For specialised
chemical gases, the storage facility normally provides their own density table for the cargo showing
the density for a range of temperatures. Some ports provide the density at a standard temperature of
60°F or 15°C. This has to be corrected to the density for the observed cargo temperature. Density can
be quoted as either being in air or in vacuum.
For a density quoted in vacuum subtract 0.0011 to obtain the density in air, i.e. 0.5074 in vacuum
corresponds to a density of 0.5063 in air.
Cargo's quantities worked out in vacuum are always heavier than those worked out in air. Liquid gas
quantification is more commonly expressed in terms of weight in air and indeed this is a requirement
of most customs authorities. It is extremely important that when a density is provided to the vessel it
is ascertained whether the density is in air or vacuum.
Liquid Level
The liquid level is read direct from the tank level gauge on the tank dome. The remote readout must
not be used for cargo calculations. It is necessary to apply corrections to this figure before entering
the tables. These corrections are for tape shrinkage and float immersion. The float gauge tape passes
through the cold vapour space and depending on the space temperature contracts thus indicating a
higher liquid level than actually present. Float immersion will depend on the density of the cargo and
this will usually be different from the manufacturer’s initial determination. A small correction is
necessary for both these items to obtain the correct gauge reading before entering the tables.
Liquid Volume
All ships are provided with a calibration table for each tank by means of which the tank’s liquid (and
vapour) volume can be calculated from the measurement of the liquid level. These tables are
obtained from careful measurement of the tanks during the ship’s construction. These tables
normally refer to an upright vessel with no list. Corrections are therefore necessary for trim and list
and these will be included with the tank calibration tables. Instruction for use will be included with
the tables.
The cargo tank volume will have been calculated at ambient temperature and the tables calculated
for a standard temperature of say 20°C. Cold cargo temperature will result in tank shrinkage and a
reduction in volume. A correction therefore is necessary and this is normally expressed as the Tank
Shrinkage factor.
Vapour Quantity
The volume of vapour is found by subtracting the volume of liquid from the tanks 100% capacity. This
is at the calibration temperature for the tank before the Volume Correction Factor has been applied.
It is necessary to apply a Volume Correction Factor (tank shrinkage factor) to this figure and this
correction is obtained using the average vapour temperature.
8.2.5.7.12 calculates the vapour mass
Calculation procedure
On completion of measurement calculation of the total cargo quantity can be carried out. There is no
internationally agreed standard for gas cargo calculations and procedures can vary particularly with
the chemical gases.
In the absence of any instructions concerning calculations the following procedure using the standard
temperature of 15°C which is widely used should be followed.
The co-mingling operation can also cause “apparent” losses, as the density of the mixture will not be a
mathematical average of the densities of the components as the molecular component is different.
Calculation of cargo densities in such circumstances is discussed in Appendices 3 & 4 of the SIGTTO
publication “Quantity Calculations for LPG and Chemical Gases”. Copies are available direct from
SIGTTO.
Calculation procedure (Typical)
Determine by measurement the average liquid and vapour space temperature (degrees C) and the
vapour space pressure (barg or mbarg).
Read the tank liquid level and calculate the liquid volume (V1) at tank conditions using the ship’s
calibration tables for that tank and making all necessary corrections for temperatures, list and trim.
Determine the liquid density noting the temperature at which it is determined and using ASTM* table
53 convert this to liquid density at 15°C.
Using the liquid density at 15°C and the measured average liquid temperature, enter ASTM* table
54 to derive the appropriate volume correction factor to convert to the volume at 15°C.
Calculate the liquid mass. Volume x Density.
Calculate the vapour volume at tank conditions by subtracting the apparent liquid volume (liquid
quantity before applying tank shrinkage factor) from the tank total volume.
N.B. ASTM tables 53 & 54 have been revised for densities in the range 610.0 to 1076.0 kg/m3
however below this range covering LPG no revision has been carried out and ASTM-IP tables 53 & 54
are to be used.
Using the average vapour temperature correct the apparent volume of vapour for tank shrinkage.
Determine the vapour density at vapour space conditions using the following formula. Density of
Vapour = Ts x Pv x Mm Kg/m³/ Tv x Ps x I
Where Ts is standard temperature of 288 K
Tv is average temperature of vapour in K
Pv is absolute pressure of vapour space in bars
Ps is standard pressure of 1.013 bar
Mm is molecular mass of vapour mixture in Kg/Kmol (sometimes called molecular weight)
I is ideal gaseous molar volume at standard temperature (288K) and standard pressure (1.013 bar).
This is 23.645 m³ / Kmo1).
Calculate the vapour mass by multiplying vapour volume and vapour density.
Add the liquid mass and the vapour mass to give the total cargo mass in the tank.
Convert the total to weight in air.
8.2.6 Knowledge of the operational and design limitations of bulk carriers
8.2.6.1 Operational and design limitations of bulk carriers

8.2.6.1.1 explains that the problems that are generally considered to be associated with bulk carriers
includes, but is not limited to:
 high density cargoes, leading to loss of buoyancy or structural failure, if holds are flooded in
the loaded condition
 high loading rate, leading to possible loss of control of load condition, with consequent high
stresses
 vulnerability to internal damage during cargo loading and discharging operations, leading to
protective coating damage, accelerated corrosion, and local structural failure
 low freeboard, leading to high green sea loads on deck structures
 vulnerability to flooding of forward holds
 rapid corrosion caused by corrosive cargo
 minor damage to single sided ship structures or hatch covers can lead to hold flooding
All ships are designed with limitations imposed upon their operability to ensure that the structural
integrity is maintained. Therefore, exceeding these limitations may result in over-stressing of the
ship's structure which may lead to catastrophic failure. The ship's approved loading manual provides a
description of the operational loading conditions upon which the design of the hull structure has been
based. The loading instrument provides a means to readily calculate the still water shear forces and
bending moments, in any load or ballast condition, and assess these values against the design limits.
A ship's structure is designed to withstand the static and dynamic loads likely to be experienced by
the ship throughout its service life.
The loads acting on the hull structure when a ship is floating in still (calm) water are static loads.
These loads are imposed by the:

· Actual weight of the ship's structure, outfitting, equipment and machinery.
· Cargo load (weight).
· Bunker and other consumable loads (weight).
· Ballast load (weight).
· Hydrostatic pressure (sea water pressure acting on the hull).
Dynamic loads are those additional loads exerted on the ship's hull structure through the action of the
waves and the effects of the resultant ship motions (i.e. acceleration forces, slamming and sloshing
loads). Sloshing loads may be induced on the ship's internal structure through the movement of the
fluids in tanks/holds whilst slamming of the bottom shell structure forward may occur due to
emergence of the fore end of the ship from the sea in heavy weather.
Cargo over-loading in individual hold spaces will increase the static stress levels in the ship's structure
and reduce the strength capability of the structure to sustain the dynamic loads exerted in adverse
sea conditions.
Hull Girder Shear Forces and Bending Moments
All bulk carriers classed with IACS Member Societies are assigned permissible still water shear forces
(SWSF) and still water bending moment (SWBM) limits. There are normally two sets of permissible
SWSF and SWBM limits assigned to each ship, namely:
· Seagoing (at sea) SWSF and SWBM limits.
· Harbour (in port) SWSF and SWBM limits.
The seagoing SWSF and SWBM limits are not to be exceeded when the ship puts to sea or during any
part of a seagoing voyage. In harbour, where the ship is in sheltered water and is subjected to
reduced dynamic loads, the hull girder is permitted to carry a higher level of stress imposed by the
static loads. The harbour SWSF and SWBM limits are not to be exceeded during any stage of harbour
cargo operations.
·
When a ship is floating in still water, the ship's lightweight (the weight of the ship's structure and its
machinery) and deadweight (all other weights, such as the weight of the bunkers, ballast, provisions
and cargo) are supported by the global buoyancy upthrust acting on the exterior of the hull. Along the
ship's length there will be local differences in the vertical forces of buoyancy and the ship's weight.
These unbalanced net vertical forces acting along the length of the ship will cause the hull girder to
shear and to bend, see figures 4, 5 and 6, inducing a vertical still water shear force (SWSF) and still
water bending moment (SWBM) at each section of the hull.
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·· Figure 4
·· Shearing Action of the Hull Girder in Still Water
·
·
·
·
·
·
·
·
·
·
·
·
·· Figure 5
·· Bending Action of the Hull Girder "Sagging" in Still Water
·· (Exaggerated Condition - Illustration Purposes Only)
·
·
·
·
·
·
·
·
·
·
·
· · Figur e 6
· Bendin g Actio n o f th e Hul l Girde r "Hogging " i n Stil l Water
(Exaggerate d Conditio n - Illustratio n Purpose s Only)
· At sea, the ship is subjected to cyclical shearing and bending actions induced by
continuously changing wave pressures acting on the hull. These cyclical shearing and bending
actions give rise to an additional component of dynamic, wave induced, shear force and
bending moment in the hull girder. At any one time, the hull girder is subjected to a
combination of still water and wave induced shear forces and bending moments.
·
· The stresses in the hull section caused by these shearing forces and bending
moments are carried by continuous longitudinal structural members. These structural
members are the strength deck, side shell and bottom shell plating and longitudinals, inner
bottom plating and longitudinals, double bottom girders and topside and hopper tank sloping
plating and longitudinals, which are generally defined as the hull girder.
·
· Examples of permissible and calculated SWSF and SWBM are shown in figures 7 and
8 respectively.
·
·
·
· Permissible
· Harbour SWSF
Permissible
Seagoing SWSF Calculated SWSF Near
Permissible Seagoing SWSF
·
·
·
·
·
·
·
·
· Baseline
·
·
·
·· Calculated
· SWSF
·
·
·
·
·
·
·
·· Figure 7
· Relationship of the Permissible SWSF and the Calculated SWSF
·
·· Calculated SWBM Near
·· Permissible Seagoing SWBM
·
Permissible Harbour Permissible Seagoing
SWBM (Hog) SWBM (Hog)
Calculated SWBM
·
·
·· Baseline
·
·
·
·
·
·
·
·
·
·
·
·· Permissible Harbour Permissible Seagoing
· SWBM (Sag) SWBM (Sag)
·
·· Figure 8
· Relationship of the Permissible SWBM and the Calculated SWBM
·
·
·
Local Strength of Transverse Bulkhead, Double Bottom and Cross Deck Structure
·
· To enhance safety and flexibility, some bulk carriers are provided with local loading
criteria which define the maximum allowable cargo weight in each cargo hold, and each pair
of adjacent cargo holds (i.e. block hold loading condition), for various ship draught
conditions. The local loading criteria is normally provided in tabular and diagrammatic form.
·
· Over-loading will induce greater stresses in the double bottom, transverse
bulkheads, hatch coamings, hatch corners, main frames and associated brackets of individual
cargo holds, see figure 9.
·
· The double bottom, cross deck and transverse bulkhead structures are designed for
specific cargo loads and sailing draught conditions. These structural configurations are
sensitive to the net vertical load acting on the ship's double bottom. The net vertical load is
the difference between the vertical downward weight of the cargo and water ballast in the
double bottom and the hopper ballast tanks in way of the cargo hold and the upward
buoyancy
· force which is dependent on the ship's draught.
· · Load Condition
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
· Increased stress Greater distortion
· Increased stress
· at hatch corners of topside tank in
cross
· deck strip
·· and coamings
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
Increased stress Increased stress Increased stress
in main frames in double bottom in transverse
and brackets structure bulkhead
·
· · Figur e 9
· Exaggerate d Deformatio n o f th e Localise d Structur e du e t o Overloadin g o f th
e Carg o Hold
·
·
·
· Overloading of the cargo hold in association with insufficient draught will result in an
excessive net vertical load on the double bottom which may distort the overall structural
configuration in way of the hold, see figures 10 and 11.
·
·
·
·
·
·
·· Shear Stress
· in Transverse
Cargo Weight Corrugated
Bulkhead
·
·
·
·
·
·
·
·
·
·
·
·
·
·
· B u oya n cy Force
·
· · Figur e 10
· Shearin g o f th e Transvers e Corrugate d Bulkhea d an d Compressio n o f th e
· Cros s Deck
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
·
· Cargo Weight
·
·
·
·
·
·
·
·
·
·
·
· Buo yancy Force
·
· · Figur e 11
· Excessiv e Flexura l Deformatio n o f th e Doubl e Botto m Structure
Steel Corrosion
Steel corrosion is a chronic problem aboard bulk carriers. They are perhaps more susceptible than other
large vessels such as tankers and container ships due to the nature of their construction and operation.
Protective coatings are compromised by the use of heavy equipment for loading and discharge.
Some cargoes themselves can create a more corrosive environment than water. And the use of high
strength steel makes the vessel structure particularly vulnerable to strength degradation due to
corrosion. In September of 2000, EUROBULKER X broke apart while loading cement at Lefkandi Greece.
A fifteen month inquiry pointed to a variety of mitigating factors, one of the largest being severe
corrosion. Lower deck plating was wasted 30-40 percent and upper ballast tanks ranged from 50 percent
to completely wasted in some areas. In addition the loading sequence allowed cargo to be loaded
amidships with the fore and aft holds empty.
Coatings :
Cargo holds of bulk carriers are typically coated with a complex system of several coats of epoxy. While
there are international standards for coatings in ballast tanks and voids, coatings for bulk carriers are
highly dependent on the cargo to be carried. The abrasiveness of the cargo itself and the use of grabs,
hammers, and other heavy equipment can rapidly compromise coatings. Once the coating is penetrated,
the steel itself is subject to corrosion.
Cargoes :
A wide variety of cargoes are carried in bulkers, ranging from grain to coal to iron ore. The physical and
chemical properties of the cargo carried can have a substantial impact on the rate of corrosion of a
vessel’s structure. Sulphur residue in coal cargoes can combine with water to form sulphuric acid. Some
cargoes have a residual moisture content that contributes to the humidity in the hold. Some cargoes can
cause internal heating within the hold.
High Strength Steel :

Many bulk carriers of the 1980s were designed with high tensile steel to improve their structural
strength. Although this is an effective way to add to the strength of the new vessel, it can be
problematic once corrosion sets in. While high tensile steel can be thinner than mild steel for the same
strength, it will corrode at the same rate.
Lecture Notes Page 1 of 382

st
8.2.6.1.2 explains that the nature of bulk cargoes can give rise to a number of problems
Covered Above.
8.2.6.1.3 explains that cargoes such as coal produces gas and acidic conditions, high density cargoes
produce large void spaces, and other cargoes can produce stability problems due to shifting or liquefaction
The IMO Code of Safe Practice for Solid Bulk Cargoes includes detailed recommendations for the safe
loading and carriage of coal cargo. It states that coal may heat spontaneously and that some coals may
be liable to self heating which could lead to spontaneous combustion. The section ‘General
requirements for all coals’ stresses the most important advice for the safe loading and carriage of coal:
Cargo temperature is to be monitored (not more than 40 c deg), the methane content to be monitored
(not excess of 10% of the LEL).
Structural Damage due to High Density Cargoes

High density cargoes have a greater weight than their volume may imply. Lighter cargoes occupy more
space. For example, the stowage factor for corn is 1.42 m3/tonne while for iron ore, the stowage factor
can be as small as 0.24 m3/tonne. Tanktop strength is provided in the ship's stability booklet . However,
as a ship ages, this strength reduces and a greater safety margin is recommended for older ships.
According to the IMSBC Code, any cargo with a Stowage Factor less than 0.56 m3/tonne is considered a
high density cargo. There are three recommended ways by which maximum tonnage allowed in any
cargo hold (not just bulk carriers) can be calculated if no other information is provided in the ship's
documentation. These are:
i) Maximum cargo loaded (in tonnes) in a hold = 0.9 × L × B × D

Where L = Length (in metres) of cargo hold
B = Breadth (in metres) of cargo hold
D = Summer load draught (in metres).
ii. If the cargo is untrimmed or partially trimmed, then:

Maximum height of cargo pile = 1.1 × D × Stowage Factor
Where Stowage Factor is given in m3/tonne.
iii. If the cargo is trimmed level, then 20% more cargo may be loaded (as calculated in [i] above) in the
lower hold.
The cargo officer should calculate the maximum permissible tonnage for each cargo hold. This is found

st
in the ship's stability book, but can be calculated by the formula:
Permissible Tonnage = Total Area of Tanktop (m2) × Allowed Load

(ie Tanktop Strength in Tonnes per m2).
(Note: the above formula may only be used for homogeneous bulk cargoes and not cargoes such as steel
coils.)
Another peculiar characteristic of high density cargoes is that they do not provide much support to the
internal structure of the cargo hold, which may increase the risk of damage from panting stresses. This is
particularly true with ships where the maximum safe load for cargo holds is either not given or is not
considered when loading such cargoes.
Cargo liquefaction and listing

The general definition of liquefaction is the process of converting a substance from its solid or gas state
into its liquid state. In more scientific terms, in its solid state the particles of a concentrate are held
together by friction. Certain cargoes, particularly nickel ore and iron ore fines, initially look dry and their
characteristics are solid during loading on the ship. But during the voyage, concentrate cargoes like
nickel ore or iron ore fines are exposed to agitation under certain conditions including ship’s rolling,
wave impact and engine vibration which results in compaction of the cargo . Due to sufficient moisture
in the cargo, external agitation can increase water pressure inherent within the concentrate, pushing
particles apart. The material suddenly starts transition, friction is lost and the cargo begins to behave
like a liquid with free surface effect and creates a sudden and major stability problems for the vessel.
The cargo starts to shift in one direction with the ship’s rolling and does not return to the centre. Further
rolling causes listing. This situation may lead to loss of ship stability and potentially capsizing.
8.2.6.1.4 Explains that loaded bulk carriers tend to have a low freeboard making forward hatches
vulnerable to heavy seas
Though bulk carriers fall under the category of Type A according to International Load Line Convention
for Ships, they have low freeboard in loaded condition, that is, these are ships with high loaded draft.
And the higher the loaded draft, the lesser the freeboard. When the freeboard is less, this makes the
green seas which are on deck very easy and hence making the forward hatches vulnerable for a lot of
stresses and pressure. Over the years many vessels have had to face the consequences.
This makes it important for the ship designer to calculate the ballast capacity accordingly so that the
ballast draft achieved in fully ballasted condition is not significantly different from the fully loaded draft.
Attaining an optimized draft in all loading conditions is necessary because maximum hydrodynamic

st
efficiency is achieved at these drafts. The ballast capacity of bulk carriers are usually high so as to
achieve propeller immersion.
8.2.6.1.5 explains that a single hold flooding on a bulk carrier, particularly when loaded with high density
cargoes, can have a severe adverse effect on stability and hull stresses
Bulk carriers, through necessity of the need to carry large volumes of bulk cargo, are fitted with cargo
spaces that, in the event of flooding, represent a major loss of buoyancy. Added to this is the possibility
that the cargo in the holds may be small in volume but high density, which allows for a larger volume of
water to enter the hold than would be the case for vessels carrying lighter cargoes occupying larger
volumes of internal space.
8.2.6.1.6 Explains that the corrosive effects of some cargoes accelerate the rate of deterioration of
internal structures
Deterioration of ship’s hull / structure through corrosion, fatigue and damage is identified as a principal
factor in the loss of many ships carrying cargo in bulk . Failing to identify such deterioration may lead to
sudden and unexpected accident. Bulk carrier crews may be unaware of the vulnerability of these vessel
types. The consequential loss of a ship carrying heavy cargo can be expected to be very rapid, should a
major failure occur.
Ships Corrosion
Ships are built of steel, which in a marine environment exposed to water (both fresh and sea) and air is
prone to the formation of rust. Contributing factors that accelerate the rate of corrosion include:
corrosive cargoes a number of bulk cargoes contain chemicals of a corrosive nature and this is
particularly the case in newly mined coal. It is essential that the data sheet is inspected prior to loading
the cargo. For example, in the case of a high sulphur contact coal cargo, severe pitting can result. To
counter this, the hold floor can be coated in lime, but this does not protect the bilges or bilge lines
8.2.6.1.7 Describes that ships can be more heavily stressed during ballast passage compared to loaded
passage because the use of one or two ballast tanks leads to uneven weight distribution along the hull
The bulk carriers are susceptible for more exaggerated stresses during their ballast passage. During the
ballast passage, the vessel’s officers have to fill up the ballast tanks to make the vessel more stable for
the ballast passage. During the loaded passage the cargo is planned and loaded in a manner to reduce
the stresses experienced by the vessel.
st
But during the ballast passage, it is a different procedure. In order to make the vessel ready for the sea,
the ballast tanks are filled up. However rather than an even distribution of weights along the vessel, now
the vessel is with uneven and spot loads along the vessel due to the places of the ballast tanks along the
vessel. Now the stresses due this is much more exaggerated than a vessel in a loaded passage.
8.2.6.1.8 states that hold cleaning, ballasting at sea and ballast exchange carried out at sea are vulnerable
aspects of a ballast voyage for a bulk carrier
Hold cleaning, ballasting at sea and ballast exchange carried out at sea are vulnerable aspects of a
ballast voyage for a bulk carrier
8.2.6.1.9 Describes that improper cleaning during hold cleaning leads to accelerated corrosion and
structural faults going unnoticed
Corrosion is a major factor when it comes to hull failure in bulk carriers. Therefore it is essential that the
mariners try to minimize the corrosion. One of the main factors that effects the corrosion is improper
cleaning of the cargo holds.
The bulk carriers carry different cargoes which have different properties against each other. There are
some cargoes which have chemical properties which would accelerate the corrosion. Therefore upon
completion of discharging that the mariners completely removes any traces of the said cargoes which
would accelerate the corrosion. Unless removed, this would continue to accelerate the corrosion
process which would ultimately result in hull failure.
8.2.6.1.10states that additional hull stresses due to redistribution of ballast are imposed on the ship
carrying out ballasting at sea and ballast water exchange which is required for operational and
environmental reasons
Additional hull stresses due to redistribution of ballast are imposed on the ship carrying out ballasting at
sea and ballast water exchange which is required for operational and environmental reasons.
8.2.6.1.11 explains that there is also a possibility of hull damage from ‘sloshing’ when ballasting at
sea
With regards to fluid dynamics, slosh refers to the movement of a fluid inside a compartment. When we
compare this with the ballasting procedure, this means the free movement of the ballast water inside of
the tank. When the ballasting is in progress, together with the free surface effect sloshing may reduce

st
the GM of the vessel considerably. And there is a possibility to reduce the GM to a level where the
vessel’s GM might become negative and this could result in capsizing the vessel.
8.2.6.1.12 states that this is also one of the reasons why some ships have been fitted with hull stress
monitoring systems
This is also one of the reasons why some ships have been fitted with hull stress monitoring systems
8.2.6.1.13 explains why at shallow drafts ships in ballast are vulnerable to slamming with the consequent
risk of bottom damage
When the vessel is in ballast condition, the vessel would be having less drafts and subsequently lesser
displacement. Therefore during the rough sea conditions, the vessel is prone for more movement.
Therefore during the pitching motion, it might damage the bottom due to this.
8.2.6.1.14 explains why loading operation of a bulk carrier has been identified as an area of operations
that can have immediate and long term effects on the structural integrity of the ship
A number of accidents have occurred as a result of improper loading and unloading of solid bulk
cargoes. It shall be noted that solid bulk cargoes have to be properly distributed throughout the ship to
provide adequate stability and to ensure that the ship’s structure is never overstressed.
When loading a high-density solid bulk cargo, particular attention shall be paid to the distribution of
weights to avoid excessive stresses, taking into account that the loading conditions may be different
from those found normally and that improper distribution of such cargo may be capable of stressing
either the structure under the load or the entire hull.
8.2.6.1.15 describes that loading of bulk carriers requires the careful consideration of the loads imparted
to the ship structure
Covered Above.
8.2.6.1.16 explains that high density cargoes bring high local stresses, particularly in shear, if the vessel is
block loaded and can also cause local damage and fatigue when being loaded
High density cargoes have a greater weight than their volume may imply. Lighter cargoes occupy more
space. For example, the stowage factor for corn is 1.42 m3/tonne while for iron ore, the stowage factor
st
can be as small as 0.24 m3/tonne. Tanktop strength is provided in the ship's stability booklet. However,
as a ship ages, this strength reduces and a greater safety margin is recommended for older ships.
According to the IMSBC Code, any cargo with a Stowage Factor less than 0.56 m3/tonne is considered a
high density cargo.
If these types of cargoes are not properly planned and loaded, they may cause significant sheering
stresses to the structure as well as local damage and fatigue if not cared for properly.
8.2.6.1.17 explains that loading at excessive speeds can cause high local stresses
High loading rates may cause significant overloading within a very short space of time.
There are three main problems associated with high loading rates which may result in over-stressing the
ship's structure, namely:
 The sensitivity of the global hull girder SWSF and SWBM
 Overloading the local structure.
 Synchronization of the ballasting operations.
High cargo loading rates may create problems with the ballasting operation as the pumping capacity of
the ship may be relatively low compared to the cargo loading rate. In such cases the cargo operation
must be stopped to ensure synchronization with the ballasting operation is maintained.
When necessary, the loading rate must be adjusted to synchronize with the ship's pumping capacity.
8.2.6.1.18 describes that high loading rates make it difficult to monitor the amount of cargo being loaded
As described above this may make it impossible to monitor the amount of cargo loaded as well.
8.2.6.1.19 explains that continued over stressing has a cumulative effect with respect to fatigue
Over the years it had been found that most of the bulk carriers which resulted in structural failure have
been predominantly carrying high density cargo. The investigations identified that the principal factors
contributing to the loss of these ships were corrosion and cracking of the structure within the cargo
spaces. Other factors which could have contributed to the hull structural failure were over-stressing of
the hull structure due to incorrect loading of the cargo holds and physical damage to the side structure
during cargo discharging operations.
8.2.6.1.20 explains that discharging the cargoes causes similar problems to that of loading

st
Covered above.
8.2.6.1.21 describes that in addition to the problems associated with discharging, mechanical grabs,
bulldozers, hydraulic hammers, and other machinery produce local damage and loading that can weaken
the ship’s structure
The internal hold structure and protective coatings in the cargo hold and the adjacent double bottom
are vulnerable to damage when the cargo is discharged using grabs. The weight of empty grabs can be
35 tonnes. Other types of equipment employed to free and clear cargo, including hydraulic hammers
fitted to extending arms of tractors and bulldozers can inflict further damage to the ship's structure,
especially in way of the side shell and the associated frames and end brackets. Chipping (sharp
indentations) and the local buckling or detachment of side frames at their lower connection could lead
to cracking of the side shell plating which would allow the ingress of water in to the cargo space.
8.2.6.1.22 explains that ballasting operations during discharge can also add to the stresses on the ship if
not planned and executed properly
It is important that a proper plan is in place even during the discharging phase of the cargo. The
ballasting rate and the discharging may still enforce some disturbing stresses on the structure. Therefore
it is very important that each and every phase is pre-calculated and planned with a proper risk
assessment to reduce the stresses endured by the vessel structure.
8.2.6.1.23 explains as with loading, the need of good coordination at the time of discharge and ballasting
of the ship
Covered above.
8.2.6.1.24 explains the reason why maintenance and inspection play an important part in the safety of
bulk carriers
Unlike the other types of ships, the bulk carriers are subject to excessive stresses due to many reasons.
Bulk carriers generally carry a large amount of cargo, and hence from the design the vessels are quite
big. Therefore stresses which the structure has to with stand are massive. If not attempted to reduce
the stresses the results can be quite catastrophic as well. While attempting to reduce the stresses in the
planning stage of the cargo, it is very important to inspect the areas which are liable to ensure that there
are not physical damages to the holds and the vessel. Though we plan the cargo loading/discharging and

st
the carriage to minimize the stresses, this is only done in the loadicator which is a machine. The actual
stresses maybe more or less. Therefore it is imperative that we carry out actual inspection of all the
prone areas to ensure that there are no damages to the structure.
8.2.6.1.25 explains that all ships are designed with limits deliberately imposed on their operations to
ensure that structural integrity is maintained
All ships are designed with limitations imposed upon their operability to ensure that the structural
integrity is maintained. Therefore, exceeding these limitations may result in over-stressing of the ship's
structure which may lead to catastrophic failure. The ship's approved loading manual provides a
description of the operational loading conditions upon which the design of the hull structure has been
based. The loading instrument provides a means to readily calculate the still water shear forces and
bending moments, in any load or ballast condition, and assess these values against the design limits.
8.2.6.1.26 explains that exceeding these limits may over-stress the structure and lead to catastrophic
failure
It is imperative that these limitations are not exceeded at all times, as the results maybe catastrophic.
8.2.6.1.27 explains that the ship’s hull structure is designed to withstand the static loads of the ship’s
weight and sea water pressure on the hull and the dynamic loads on the hull due to waves and ship’s
motion
A ship's structure is designed to withstand the static and dynamic loads likely to be experienced by the
ship throughout its service life.
The loads acting on the hull structure when a ship is floating in still (calm) water are static loads.
These loads are imposed by the:
 Actual weight of the ship's structure, outfitting, equipment and machinery.
 Cargo load (weight).
 Bunker and other consumable loads (weight).
 Ballast load (weight).
 Hydrostatic pressure (sea water pressure acting on the hull).
Dynamic loads are those additional loads exerted on the ship's hull structure through the action of the
waves and the effects of the resultant ship motions (i.e. acceleration forces, slamming and sloshing
loads). Sloshing loads may be induced on the ship's internal structure through the movement of the
fluids in tanks/holds whilst slamming of the bottom shell structure forward may occur due to emergence
of the fore end of the ship from the sea in heavy weather.

st
8.2.6.1.28 explains that overloading in any one cargo hold space will increase static stress in the hull
structure and reduce the capability of the hull structure to withstand dynamic loads when the ship is at sea
Cargo over-loading in individual hold spaces will increase the static stress levels in the ship's structure
and reduce the strength capability of the structure to sustain the dynamic loads exerted in adverse sea
conditions.
8.2.6.1.29 explains that many bulk carriers are fitted with very large hatch openings to facilitate cargo
loading and unloading and these openings may represent points of weakness in the hull since they reduce
the torsional resistance of the hull
The bulk carriers are fitted with larger hatch opening in the way of the hatch covers to facilitate the
loading/discharging operations. However these hatch openings are subject to compromise the strength
of the vessel. And therefore weakens the hull due to them reducing the torsional resistance.
8.2.6.1.30explains that when bulk carriers are loaded with dense and heavy cargoes such as iron, dense
ores or steel products they rely on large empty spaces in holds, ballast tanks, voids and forward tanks as
reserve buoyancy to stay afloat and if seawater enters any of these spaces due to damaged hull, hatches,
accesses, ventilators or air pipes, the vessel can lose buoyancy and sink very quickly
Heavy cargoes with regards to the bulk carrier trade refers to the cargoes which have higher cargo
densities. The complication with these types of cargo is, that they employ very little volume inside the
hold, due to the fact that they are very heavy. Therefore even while carrying a full load in the ship, the
volumetric occupying of the cargo maybe quite less. Therefore there is ample free space in the cargo
hold.
But however in order to compensate for maximum cargo carrying capacity, there have to be ample
reserve buoyancy in the ballast tanks, voids…etc. And even in the cargo holds itself. But if in case of
structural failure resulting in sea water filling up all these places, the vessel may lose the reserve
buoyance very quickly which in return would make the vessel sink very quickly.
8.2.6.1.31 explains the need for all crew on the ship to be aware that any loss of buoyancy in forward
spaces due to flooding will reduce the freeboard forward and dramatically increase the forces of extreme
weather on hull structures and hatches

st
AS discussed above, it is understood that in case such a situation occurs onboard the crew must be
aware of the sudden fate of the vessel. And therefore must be trained thoroughly to be extra vigilant in
high seas and also to report any thing extraordinary and also must be thoroughly trained on the actions
which must result in such a scenario.
8.2.6.1.32 explains why there is an urgent need for action if a ship takes on an unusual trim or heel, or if
her motions become changed
Explained above.
8.2.6.1.33 explains the vulnerability of the bulkhead in bulk carriers between number 1 and 2 holds
identified by IACS and IMO and the potential consequences of this failing
The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of
the foremost cargo hold shall have sufficient strength to withstand flooding of the foremost cargo hold,
taking also into account dynamic effects resulting from the presence of water in the hold, in compliance
with the bulk carrier bulkhead and double bottom strength standards. For the purpose of this
regulation, the bulk carrier bulkhead and double bottom strength standards shall be treated as
mandatory.
8.2.6.2 SOLAS, chapter XII Additional safety measures for bulk carriers
8.2.6.2.1 Explains the regulations provided as additional safety measures for bulk carriers in
chapter XII of the SOLAS Convention which apply to bulk carriers of 150m in length and upwards,
carrying high density dry bulk cargoes, including:
 damage stability and flotation
 structure of bulkheads and double bottoms
 overall longitudinal strength in the flooded state
 strength and flooding requirements for carrying cargoes with densities of 1,000 kg/m3 or
greater
 the bulkhead strength requirements for carrying cargoes of 1,780 kg/m3 or greater
 hold loading
 cargo density declarations
 provision of a loading instrument
 hold, ballast and dry space water ingress alarms

st
 availability of pumping systems
 restrictions from sailing with any hold empty
 the imposition of restrictions on loading higher density cargoes and homogenous loading in
adjacent holds, including the endorsement of loading information and marking of the ship
AS per the SOLAS Chapter XII, this shall apply to the vessels which are 150m and upwards in length. And
the chapter lays the new regulations under the following topics.
 damage stability and flotation
 structure of bulkheads and double bottoms
 overall longitudinal strength in the flooded state
 strength and flooding requirements for carrying cargoes with densities of 1,000 kg/m3 or
greater
 the bulkhead strength requirements for carrying cargoes of 1,780 kg/m3 or greater
 hold loading
 cargo density declarations
 provision of a loading instrument
 hold, ballast and dry space water ingress alarms
 availability of pumping systems
 restrictions from sailing with any hold empty
 the imposition of restrictions on loading higher density cargoes and homogenous loading in
adjacent holds, including the endorsement of loading information and marking of the ship
8.2.6.2.2 explains that no bulk carrier over ten years old can carry a high density bulk cargo unless she has
undergone either a periodical survey or a survey of her cargo holds to an equivalent extent, as required by
regulation XII/7
As per SOLAS Chapter XII/ Regulation 7:

Bulk carriers of 150 m in length and upwards of single-side skin construction, constructed before 1 July
1999, of 10 years of age and over, shall not carry solid bulk cargoes having a density of 1,780 kg/m3 and
above unless they have satisfactorily undergone either:
1. A periodical survey, in accordance with the enhanced programme of inspections during surveys
required by regulation XI-1/2; or
2. A survey of all cargo holds to the same extent as required for periodical surveys in the enhanced
programme of inspections during surveys required by regulation XI-1/2.

st
8.2.6.3 CSR Bulk
8.2.6.3.1 explains that the IACS Common Structural Rules (CSR) are classification society rules covering
CSR Stands for “Common Structural Rules”. These are the rules set down by the IACS “ International
Association of Classification Societies”. These rules shall apply to the following vessels:
 Bulk carriers and double hull oil tankers and;
 Being self-propelled ships with unrestricted navigation, and;
 Contracted for construction on or after 1st July 2015.
8.2.6.3.2 States that IACS Common Structural Rules (CSR) Bulk which contains structural requirements are
applicable for bulk carriers with L > 90 m signed for construction after 1 April 2006
These Rules apply to the hull structures of single side skin and double side skin bulk carriers having a
length L of 90 m or above.
8.2.6.3.3 Explains that vessels built to CSR shall have overall safety of the hull structure equivalent to or
better than that currently achieved by present rules
Vessels built to CSR shall have overall safety of the hull structure equivalent to or better than that
currently achieved by present rules.
8.2.6.3.4 Explains that the reasons for implementing these rules are:
 to eliminate competition between class societies with respect to structural requirements and
standards
 to employ the combined experience and recourses of all IACS societies to develop a single
standard, or set of rules
 to fully embrace the intentions of the anticipated IMO requirements for goal based new
construction standards
 to ensure that a vessel meeting this new standard will be recognized by the industry as being at
least as safe and robust as would have been required by any of the existing rules
The reasons for implementing these rules are:

st
 to eliminate competition between class societies with respect to structural requirements and
standards
 to employ the combined experience and recourses of all IACS societies to develop a single
standard, or set of rules
 to fully embrace the intentions of the anticipated IMO requirements for goal based new
construction standards
 to ensure that a vessel meeting this new standard will be recognized by the industry as being at
least as safe and robust as would have been required by any of the existing rules
8.2.6.3.5 Explains the general benefits of these rules
These two sets of Rules were developed independently and in order to remove variations and achieve
consistency, IACS decided to harmonise these Rules. There is now a single set of Rules "Common
Structural Rules for Bulk Carriers and Oil Tankers" (CSR BC & OT) comprising of two parts; Part One gives
requirements common to both Bulk Carriers and Double Hull Oil Tankers and Part Two provides
additional specialised requirements specific to either Bulk Carriers or Double Hull Oil Tankers.
8.2.6.3.6 discusses the critical areas of weakness identified in bulk carrier and tanker structure and the
requirements for enhanced inspection identified in these rules
8.2.7 Ability to use all available shipboard data related to loading, care and unloading of
bulk cargoes
8.2.7.1 Application of all available shipboard data related to loading, care and unloading of bulk
cargoes
8.2.7.1.1 Outlines and describes all relevant information to be appraised prior planning of loading a bulk
cargo Code of Safe Practice for Cargo Stowage and Securing
Solid bulk cargo means any material, other than liquid or gas , consisting of a combination of particles ,
granules or any larger piece of material, generally uniform in composition, which is loaded directly into
the cargo spaces of a ship without any immediate form of containment. Example of such dry cargo are
grain, sugar and ores in bulk.

st
The ship's approved loading manual is an essential onboard documentation for the planning of cargo
stowage & loading operation.
For each step of the loading operation the loading plan should also show the amount of ballast and the
tanks to be deballasted, the ship's draught and trim, and the calculated shear stress and bending
moments. Exceeding the permissible limits specified in the ship's approved loading manual will lead to
over-stressing of the ship's structure and may result in catastrophic failure of the hull structure.
It is imperative to carry out draft checks at regular intervals during the loading, and particularly when
between about 75-90% of the cargo is loaded. The tonnage loaded should be compared with the
terminal's weight figure, and adjustments to the final trimming figures determined and agreed
accordingly.
Any changes to the loading plan required by either terminal or ship should be made known as soon as
possible and agreed by the master and terminal representative. Stresses resulting from any changes
must remain within the ship's hull stress limitations.
High impact cargo drops and exceeding maximum load limits on tanks tops should be avoided.
To avoid over-stressing the ship:
a) Cargo should be distributed evenly within each hold and trimmed to the boundaries of the cargo
space to minimize the risk of it shifting at sea.The quantity of cargo to be trimmed into the fore and aft
holds should be delivered exactly as required to ensure the ship finishes with the required fore and aft
draughts and trim. This will ensure it will be able to depart from the load port and proceed to and arrive
at its unloading port safely and with the required under keel clearance.
b) Cargo should not be loaded high against one hold bulkhead or one side, and low against the other.
c)Each hold should be loaded using at least two separate pours per hold.
d) The terminal should maintain an accurate record of the tonnages loaded in each pour into each hold.
e) Sudden increases in the loading rates causing significant overloading should be avoided.
The amount of cargo remaining on the belts depends on the loading rate at the time. This should be
known by the loader operator and the terminal representative

st
Ship/shore communications arrangements should be confirmed when completing the ship/shore safety
checklist, giving all necessary details and contact details for both ship and terminal including:
a) Language and terminology to be used.
b)Location of telephones and terminal offices, normal communications procedures and telephone
numbers.
c) Emergency communications procedures and telephone numbers.
d) Designated port VHF Channels
Clarify procedures for providing the duty officer with the tonnage loaded and the loading rate as
required.
Clarify arrangements for stops to carry out draught checks.
Clarify arrangements for reporting ship damage by stevedores.
The ship should provide the terminal with its proposed unloading plan in advance of the ship's arrival.
The terminal representative should co-ordinate with the master and agree upon a plan before
operations begin.
Agreeing the unloading plan prior to arrival simplifies matters for all concerned when the ship does
arrive, as there usually is little time for the master to re-calculate the unloading plan after the ship has
arrived and is ready to commence unloading.
Master should ensure that the terminal representative is provided with accurate information in good
time so as the loader/ unloader operator can be notified of the ship's requirements.
8.2.7.1.2outlines the relevant publications, IMO codes and recommendations that should be referred to
prior loading a bulk cargo:
 SOLAS regulation VI/7 and the related Code of Practice for the Safe Loading and Unloading of
Bulk Carriers (BLU Code)
 International Maritime Solid Bulk Cargoes (IMSBC)

st
 International Code for the Safe Carriage of Grain in Bulk
 SOLAS regulation VI/7 and the related Code of Practice for the Safe Loading and Unloading of
Bulk Carriers (BLU Code)
 International Maritime Solid Bulk Cargoes (IMSBC)
 International Code for the Safe Carriage of Grain in Bulk
8.2.7.1.3 Explains the procedure for loading a bulk cargo in detail
To make it possible to plan the cargo stowage, loading and unloading sequences, the cargo terminal
should provide the ship with the following information well in advance:
 Cargo characteristics; stowage factor, angle of repose, amounts and special properties.
 Cargo availability and any special requirements for the sequencing of cargo operations.
 Characteristics of the loading or unloading equipment including number of loaders and
unloaders to be used, their ranges of movement, and the terminal's nominal and maximum
loading and unloading rates, where applicable.
 Minimum depth of water alongside the berth and in the fairway channels.
 Water density at the berth.
 Air draught restrictions at the berth.
 Maximum sailing draught and minimum draught for safe manoeuvring permitted by the port
authority.
 The amount of cargo remaining on the conveyor belt which will be loaded onboard the ship
after a cargo stoppage signal has been given by the ship.
 Terminal requirements/procedures for shifting ship.
 Local port restrictions, for example, bunkering and deballasting requirements etc.
Cargo trimming is a mandatory requirement for some cargoes, especially where there is a risk of the
cargo shifting or where liquefaction could take place. IACS recommends that the cargo in all holds be
trimmed in an attempt to minimise the risk of cargo shift.
The ship's Master should be aware of the harmful effects of corrosive and high temperature cargoes and
any special cargo transportation requirements. Ship Masters, deck officers, charterers and stevedores
should be familiar with the relevant IMO Codes (for example, the IMO Code of Safe
Practice for Solid Bulk Cargoes, the IMO Code of Practice for the Safe Loading and Unloading of
Dry Bulk Carriers (to be published) and the SOLAS Convention).

st
The amount and type of cargo to be transported and the intended voyage will dictate the proposed
loading.
 Stage 1: Given the intended voyage, the amount of cargo and/or water ballast to be carried and
imposed structural and operational limits, devise a safe departure condition, known as the
stowage plan.
 Stage 2: Given the arrival condition of the ship and knowing the departure condition (stowage
plan) to be attained, devise a safe loading or unloading plan that satisfies the imposed structural
and operational limits.
loading manual, stress and displacement calculations are always to be carried out to ascertain, for
any part of the intended voyage, that:
 The still water shear forces and bending moments along the ship's length are within the
permissible Seagoing limits.
 If applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights
of cargo in two successive holds are within the allowable Seagoing limits for the draught of the
ship. These weights include the amount of water ballast carried in the hopper and double
bottom tanks in way of the hold(s).
 The load limit on the tanktop and other relevant limits, if applicable, on local loading are not
exceeded.
The consumption of ship's bunkers during the voyage should be taken into account when carrying
out these stress and displacement calculations.
 Correct synchronisation with the cargo operation.
 That the deballasting/ballasting rate is specially considered against the loading rate and the
 That ballasting and deballasting of each pair of symmetrical port and starboard tanks is carried
out simultaneously.
During the planning stage of cargo operations, stress and displacement calculations should be
carried out at incremental steps commensurate with the number of pours and loading sequence of

st
the proposed operation to ensure that:
 The SWSF and SWBM along the ship's length are within the permissible Harbour limits. If
applicable, the weight of cargo in each hold, and, when block loading is adopted, the weights of
cargo in two adjacent holds are within the allowable Harbour limits for the draught of the ship.
These weights include the amount of water ballast carried in the hopper and double bottom
tanks in way of the hold(s).
 The load limit on the tanktop and other relevant limits, if applicable, on local loading are not
exceeded.
 At the final departure condition, the SWSF and SWBM along the ship's length are within the
that the hull stress levels be kept below the permissible limits by the greatest possible margin.
A cargo loading/unloading plan should be laid out in such a way that for each step of the cargo
operation there is a clear indication of:-
 The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.
 The amount of water ballast and the corresponding tank/hold number(s) to be
discharged/loaded.
 The ship's draughts and trim at the completion of each step in the cargo operation.
 The calculated value of the still water shear forces and bending moments at the completion of
 Estimated time for completion of each step in the cargo operation.
 Assumed rate(s) of loading and unloading equipment.
 Assumed ballasting rate(s)
8.2.7.1.4 prepares cargo stowage plans after carefully considering and assessing information such as
seasonal load line zones, port restrictions, shipboard limits, e.g. draft, cargo capacity, stability, stresses
and loading rates
A manual load line calculation.

st
8.2.7.1.5 explains that prior to loading bulk cargo, the shipper should declare characteristics and density,
stowage factor, angle of repose, amounts and special properties of the cargo
Prior loading of a bulk cargo, the shipper must provide the vessel with the shippers declaration. This
document should contain all the relevant information regarding the cargo. It should contain below
information at least,
 transportable moisture limit (TML);
• estimated stowage factor (SF);
• angle of repose;
• contractual sizing;
• contractual sulphur content;
• IMO category for ocean transportation purposes.
8.2.7.1.6 Explains that in preparing the vessel for a safe planning and cargo stowage, the loading and
unloading sequences and other operational matters should be informed well in advance by the
charterers/terminal
In preparing the vessel for a safe planning and cargo stowage, the loading and unloading sequences and
other operational matters should be informed well in advance by the charterers/terminal.
8.2.7.1.7 explains the content of the loading manual
Following are the contents of the vessel loading manual

1. GENERAL
1.1 Owners preamble / general introduction
1.2 Introduction
1.3 Validity
1.4 Approval of and Amendments to this Manual
1.5 Usage of this Manual
2. VESSEL PARTICULARS
2.1 Ship Data
2.1.1 Position of Draught Marks and Other Dimensions
2.2 General Arrangement
2.3 Reference Documents
2.3.1 Location of reference documents
3. DESIGN LOADS
st
3.1 Max. Uniform Distributed Loads
3.2 Longitudinal Strength
3.2.1 Section modulus
3.2.2 Allowable bending moments
3.2.3 Allowable Shear Forces
3.3 Max. Allowable and Min. Required Mass of Cargo in Each Cargo Hold as Function of Hold Mid
Draught
3.3.1 Cargo hold no. 1
3.4 Max. Allowable and Min. Required Mass of Cargo in Adjacent Cargo Holds as Function of
Holds Mid Draught (Block Loading)
3.5 Max. Load on Fixed Cargo Securing Devices
4. LOADING RESTRICTIONS AND LIMITATIONS
4.1 General Remarks
4.2 Limitations due to Slamming
4.3 Limitations due to Visibility
4.4 Limitations on Draught Aft
4.4.1 Emergency fire pump
4.4.2 Propeller immersion
4.4.3 Calculation of propeller immersion
4.5 Limitations due to Strength in Flooded Conditions
5. THE VESSEL’S BALLAST SYSTEM
5.1 Capacity and Location of Ballast Pumps etc.
5.2 Sketch of Ballast System
5.3 Ballast Water Capacity
6. STABILITY INFORMATION
6.1 General
6.2 Allowable GM-values
6.3 Damaged Condition
6.4 Loading Instrument
7. CARGOES TO BE CARRIED
7.1 General
7.2 Dangerous Cargoes (THIS SECTION IS FOR INFORMATION ONLY)
7.2.1 Electrical Installations
7.2.2 Other Equipment For transport of Dangerous Cargo

st
8. LOADING AND UNLOADING OF THE VESSEL – BULK CARGOES
8.1 Loading Patterns
8.2 Cargo Information
8.3 Loading Plan
8.4 Trimming Procedures
8.5 Loading Sequences
8.6 Cargo Hold Washing
9. LOADING AND UNLOADING OF THE VESSEL – CARGOES OTHER THAN BULK CARGOES
9.1 General Information
9.2 Stowage and Securing
10. LOADING OF TIMBER
10.1 General
10.2 Stowage Patterns for Timber Cargoes
10.3 Stability while carrying Timber Deck Cargoes
10.4 Height and Extent of Timber Deck Cargo
10.5 Lashing Equipment
10.5.1 Location and Strength of Fixed Timber Lashing Equipment
10.5.2 Location and strength of Loose Timber Lashing Equipment
10.5.3 Inspection and Maintenance of Lashing Equipment
10.6 Loading of Timber Deck Cargo
10.6.1 Safety Measures
10.6.2 Before Loading Timber Deck Cargo
10.6.3 Stowing Timber Deck Cargo
10.6.4 Securing Timber Deck Cargo
10.6.5 Before Leaving Port
10.7 Actions to be taken during the Voyage
10.7.1 Tightening of lashings
10.7.2 Voyage planning and ship handling
10.7.3 Listing during voyage
10.8 Advice on Stowage Practices for Timber Deck Cargoes
10.8.1 General
10.8.2 Packaged timber and cants
11. UNDER DECK STOWAGE OF LOGS
11.1 General Guidelines for the Under-Deck Stowage of Logs
11.1.1 Introduction
11.1.2 Prior to loading
11.1.3 During loading operations

st
11.1.4 After loading
11.2 During the voyage
12. LOADING OF STEEL COILS
12.1 Dimensions, Dunnage and Number of Coils
12.1.1 Coil Dimensions
12.1.2 Dunnage
12.1.3 Longitudinal Distance between Loaded Coils
12.1.4 Capacity for Steel Coil Loading
12.2 Coils of Other Dimensions
12.3 Stowage Pattern for Steel Coils
12.3.1 Transverse Stow
12.3.2 Longitudinal Stow
12.4 Lashing Etc.
12.5 Loading and Unloading of Steel Coils
12.5.1 Loading: Light ballast to full steel coil load
12.6 General Advice on Safe Stowage and Securing of Coiled Sheet Steel
12.6.1 General
12.6.2 Coils
12.6.3 Lashings
13. SAFE STOWAGE AND SECURING OF METAL SCRAP IN BULK
13.1.1 Introduction
13.1.2 Recommendations
14. APPENDIX A: Calculation for loading sequences
15. APPENDIX B: Empty sheets for calculation of loading Sequences
16. APPENDIX C: Loading sequences for specific ports
17. APPENDIX D: Maintenance of cargo securing equipment
8.2.7.1.8 explains that the consumption of ship’s bunkers, consumption/generation of fresh water, during
the voyage should be taken into account when carrying out the stress and displacement calculations
TO be covered during the manual cargo calculation.
8.2.7.1.9 explains that loading and unloading sequences must consider the loading rate, the de-ballasting
capacity and the applicable strength and draught limitations
While devising the loading and unloading sequences, the following must be considered for the safety of
the vessel and the environment.
st
1. Loading/discharging rate
2. Deballasting/ballasting rate
3. The implications on the vessel’s strength
4. Any draft restrictions in the loading/discharging ports as well as enroute
8.2.7.1.10 plans the loading, care and unloading of bulk cargoes using the ship’s approved loading
manual and the typical information provided
Practical session.
8.2.7.1.11 describes the action that should be taken if the Master does not believe they have been
provided with the required or correct information relating to the cargo to be loaded
If the master believes that the information provided by the shipper is incorrect, the master may lodge a
letter of protest and call for another laboratory testing. This should be done in close contact with the
owners/charterers and the P&I club.
However in order to make sure his suspicions are correct he may carry out a drop test onboard.
8.2.7.1.12 describes the requirements for the carriage of loading instruments
It is a statutory requirement of the International Load Line Convention that, noting exemptions, "the
Master of every new vessel be supplied with sufficient information, in an approved form, to enable him
to arrange for the loading and ballasting of his ship in such a way as to avoid the creation of any
unacceptable stresses in the ship's structure." Where the Master feels that he has insufficient
information regarding the structural limitations or requires advice on the interpretation of the
classification society's structural limitations imposed on his ship, advice should be sought from the ship's
classification society.
8.2.7.1.13 describes the typical information that can be obtained from a loading instrument
Below are the typical contents of a loading manual.
GENERAL
1.1 General Description
1.2 Principal Dimensions
1.3 Freeboard Mark and Deadweight Scale
st
1.4 General Arrangement Plan
1.5 Tank Capacity Plan
1.6 Container Loading Arrangement
1.7 Steel Coil Arrangement
2. MASTER’S INSTRUCTION
2.1 General Precautions Against Capsizing
2.2 Loading Criteria and Instruction
2.3 Displacement Calculation from Draught Reading
2.4 Trim and Stability Calculation
2.5 Stability Criteria and Evaluation
3. HYDROSTATIC DATA
3.1 Bojean Data
3.2 Hydrostatic Data
4. TANK CAPACITY DATA
4.1 Summary Table
4.2 Detail Data of Tanks
5. STABILITY DATA
5.1 Stability Cross Curves Data
5.2 Wind Profile Curves
5.3 Flooding Point and Flooding Angle Curve
5.4 Icing Weight Calculation
5.5 GM Limits Curves
6. LOADING CONDITIONS
L01. Ballast Condition, Departure
L02. Ballast Condition, Arrival
L03. Bulk Cargo 0.59t/m3, Designed Draft, Departure
L04. Bulk Cargo 0.59t/m3, Designed Draft, Arrival
L05. Bulk Cargo 0.69t/m3, Scantling Draft, Departure
L06. Bulk Cargo 0.69t/m3, Scantling Draft, Arrival
L07. Bulk Cargo 0.69t/m3, Scantling Draft, Arrival + Icing
L08. Bulk Cargo 0.72t/m3, Scantling Draft, Short Voyage, Departure
L09. Bulk Cargo 0.72t/m3, Scantling Draft, Short Voyage, Arrival
L10. Container in Hold and 2tiers on Deck, 524TEU(14t), Departure
L11. Container in Hold and 2tiers on Deck, 524TEU(14t), Arrival
L12. Timber 1000BM/190ft3/2.5t in Hold and 2.45m on Hatch, Departure
L13. Timber 1000BM/190ft3/2.5t in Hold and 2.45m on Hatch, Arrival
L14. Steel Coil in Hold, DepartureL15. Steel Coil in Hold, Arrival

st
L16. General Cargo on Tanktop and Tween Deck(4/2.5t/m2), Departure
L17. General Cargo on Tanktop and Tween Deck(4/2.5t/m2), Arrival
L18. Alternate Loading in Hold1, Hold2M(16t/m2) & Hold3, Departure
L19. Alternate Loading in Hold1, Hold2M(16t/m2) & Hold3, Arrival
L20. Mix Loading with Normal Bulk and Extra Heavy Cargo, Departure
L21. Mix Loading with Normal Bulk and Extra Heavy Cargo, Arrival
L22. Two Crane Operation 2x150tx16m at Ballast Arrival, Before Lift
L23. Two Crane Operation 2x150tx16m at Ballast Arrival, Lifting
L24. Docking AfloatL25. Lightship
APPENDIX
A1. Metric Conversion Table A2. Frame Distance Table A3. Cargo Hold Mass Diagram
A4. Weight and Distribution of Tween Deck Hatch Cover
A5. Lightship Weight Distribution
A6. Inclining Test Report
8.2.7.1.14 explains the certification, testing and use of a loading instrument
The loading instrument has to be approved and certified by a classification society for compliance. The
procedure includes the following,
1. Data verification which results in Endorsed Test Conditions
2. Approval of computer hardware, where necessary
3. Installation Testing which results in a Program Installation Test Certificate
The loading instrument’s calculation program may receive general approval from the Society and be
issued with a Certificate of Approval. Hardware approval is intended to ensure that either a single
computer is type approved or that there are two nominated computers available in case of failure of
one. If two nominated computers are available, type approval may be waived but both should be
subject to installation testing. In addition, computers which are to be a part of a ship’s network should
be approved in accordance with the Society’s relevant requirements.
Installation tests should be performed soon after the loading instrument has been installed onboard the
ship.
8.2.7.1.15 utilizes a typical loading instrument to plan and monitor bulk carrier loading, ballast exchange
and discharge operations
Practical Exercise.
st
8.2.7.2 Code of practice for the safe loading and unloading of bulk carriers (BLU Code) actions to take
where acceptable hull and local stress levels may be exceeded
stressing of the ship's structure and may result in catastrophic failure of the hull structure. When
deviating from the cargo load conditions contained in the ship's approved loading manual, it is necessary
to ensure that both the global and local structural limits are not exceeded. It is important to be aware
that over-stressing of local structural members can occur even when the hull girder still water shear
forces (SWSF) and bending moments (SWBM) are within their permissible limits.
Exceeding the maximum permissible cargo load in any hold will lead to over-stressing of local
structure. Over-stressing of the local structure will occur when:-
The weight of cargo loaded into a hold exceeds the maximum permissible value specified at full
draught.
The weight of cargo loaded into adjacent holds exceeds the maximum combined value at full or
reduced draught.
Over-stressing of the local structure may also occur when the weight of cargo loaded into an
individual hold has insufficient support of upward buoyancy force; this circumstance can occur
when cargo is transported by the ship in a shallow draught condition (for example, partial load
condition with some holds full and remaining holds empty).
8.2.7.2.1outlines the contents of the Code of Practice for the Safe Loading and Unloading of Bulk Carriers
(BLU Code) in relation to:
 planning the sequence of operations
 communications and coordination between ship and terminal
 allocation of ships to appropriate terminals
 condition of ships and terminal equipment
 training of ship and terminal personnel
 requirement to be familiar with and comply with local regulations
 use of safety checklists
 responsibility of the Master
 additional considerations in relation to dangerous cargoes
 the use of the BLU Manual by terminal staff
 the impact of arrival and departure conditions on maneuverability
 actions to minimize hull and local stress

st
8.2.8 Ability to establish procedures for safe cargo handling in accordance with the
provisions of the relevant instruments such as IMDG Code, IMSBC Code, MARPOL 73/78
Annexes III and V and other relevant information
8.2.8.1 Establish procedures for safe cargo handling in accordance with the provisions of the
relevant instruments such as IMDG Code, IMSBC Code, MARPOL 73/78, Annexes III and V
8.2.8.1.1 explains the procedures that should be followed for accepting solid bulk cargoes, packaged
dangerous goods and marine pollutants for shipment in
terms of:
 the required documentation
 ensuring that the condition and labelling of the goods are fit for carriage
 ensuring that the vessel is able to safely stow the cargo in terms of vessel certification, the
ability to achieve separation and segregation requirements and the availability of any particular
safety equipment that might be required
 Each ship carrying dangerous goods in solid form in bulk shall have a special list or manifest
setting forth the dangerous goods on board and the location thereof, in accordance with SOLAS
regulation VII/7-2.2. A detailed stowage plan, which identifies by class and sets out the location
of all dangerous goods on board, may be used in place of such a special list or manifest.
 When dangerous goods in solid form in bulk are carried appropriate instructions on emergency
response to incidents involving the cargoes shall be on board.
 Cargo ships of 500 gross tonnage and over constructed on or after 1 September 1984 and cargo
ships of less than 500 gross tonnage constructed on or after 1 February 1992, subject to SOLAS
regulation II-2/19.4 (or II-2/54.3), shall have a Document of compliance when carrying
dangerous goods in solid form in bulk except class 6.2 and class 7.
8.2.8.1.2 Develops stowage plans for cargoes that contain multiple packaged dangerous goods and ensure
that separation and segregation requirements of IMDG, IMSBC and MARPOL are achieved
Segregation between solid bulk cargoes of Group B and dangerous goods in packaged form shall be in
accordance with the following table.

st
The Dangerous Goods List of the IMDG Code shall be consulted for additional requirements with regard
to stowage and segregation of packaged dangerous goods.
Numbers relate to the following segregation terms:

1 “Away from” :
Effectively segregated so that incompatible materials cannot interact dangerously in the event of an
accident but may be carried in the same hold or compartment or on deck provided a minimum
horizontal separation of 3 metres, projected vertically, is provided.

st
2 “Separated from” :
In different holds when stowed under deck. Provided an intervening deck is resistant to fire and liquid, a
vertical separation, i.e. in different compartments, may be accepted as equivalent to this segregation.
3 “Separated by a complete compartment or hold from” :

Means either a vertical or a horizontal separation. If the decks are not resistant to fire and liquid, then
only a longitudinal separation, i.e. by an intervening complete compartment, is acceptable.

st
4 “Separated longitudinally by an intervening complete compartment or hold from”:
Vertical separation alone does not meet this requirement.
X Segregation, if any, is shown in the Dangerous Goods List of the IMDG Code or in the individual
schedules in this Code.
Reference bulk material
Packages containing incompatible goods

st
Deck resistant to liquid and fire
NOTE: Vertical lines represent transverse watertight bulkheads between cargo spaces.
Segregation between solid bulk cargoes possessing chemical hazards

Unless otherwise required in this section or in the individual schedules for cargoes of Group B,
segregation between solid bulk cargoes possessing chemical hazards shall be according to the following
table:

2 “Separated from”:

st
3 “Separated by a complete compartment or hold from”:

Either a vertical or a horizontal separation. If the decks are not resistant to fire and liquid, then only a
longitudinal separation, i.e. by an intervening complete compartment, is acceptable.
X Segregation, if any, is shown in the individual schedules in this Code.

Legend

st
Incompatible bulk material
NOTE: Vertical lines represent transverse watertight bulkheads between cargo spaces.
8.2.8.1.3 Prepares dangerous goods manifests and stowage plans in accordance with IMDG requirements
Practical Session.

st
8.2.8.1.4 Discusses the preparations and precautions that should be taken prior to the handling of bulk
cargoes, packaged dangerous goods and marine pollutants in terms of:
 preparation of spaces
 mooring of the ship
 information exchange and communication with port and regulatory authorities
 flag and light signals
 provision of emergency, fire and protective equipment
AS per SOLAS Chapter VII Part A-1. :
Regulation 7
Definitions
Dangerous goods in solid form in bulk means any material, other than liquid or gas, consisting of a
combination of particles, granules or any larger pieces of material, generally uniform in composition,
which is covered by the IMDG Code and is loaded directly into the cargo spaces of a ship without any
intermediate form of containment, and includes such materials loaded in a barge on a barge-carrying
ship.
st
Regulation 7-1
Application*
1 Unless expressly provided otherwise, this part applies to the carriage of dangerous goods in solid form
in bulk in all ships to which the present regulations apply and in cargo ships of less than 500 gross
tonnage.
2 The carriage of dangerous goods in solid form in bulk is prohibited except in accordance with the
provisions of this part.
3 To supplement the provisions of this part, each Contracting Government shall issue, or cause to be
issued, instructions on emergency response and medical first aid relevant to incidents involving
dangerous goods in solid form in bulk, taking into account the guidelines developed by the
Organization.†
Regulation 7-2
Documents
1 In all documents relating to the carriage of dangerous goods in solid form in bulk by sea, the bulk cargo
shipping name of the goods shall be used (trade names alone shall not be used).
2 Each ship carrying dangerous goods in solid form in bulk shall have a special list or manifest setting
forth the dangerous goods on board and the location thereof. A detailed stowage plan, which identifies
by class and sets out the location of all dangerous goods on board, may be used in place of such a
special list or manifest. A copy of one of these documents shall be made available before departure to
the person or organization designated by the port State authority.
Regulation 7-3
Stowage and segregation requirements
1 Dangerous goods in solid form in bulk shall be loaded and stowed safely and appropriately in
accordance with the nature of the goods. Incompatible goods shall be segregated from one another.
2 Dangerous goods in solid form in bulk, which are liable to spontaneous heating or combustion, shall
not be carried unless adequate precautions have been taken to minimize the likelihood of the outbreak
of fire.
3 Dangerous goods in solid form in bulk, which give off dangerous vapours, shall be stowed in a well-
ventilated cargo space.
Regulation 7-4
Reporting of incidents involving dangerous goods
1 When an incident takes place involving the loss or likely loss overboard of dangerous goods in solid
form in bulk into the sea, the master, or other person having charge of the ship, shall report the

st
particulars of such an incident without delay and to the fullest extent possible to the nearest coastal
State. The report shall be drawn up based on general principles and guidelines developed by the
Organization.*
2 In the event of the ship referred to in paragraph 1 being abandoned, or in the event of a report from
such a ship being incomplete or unobtainable, the company, as defined in regulation IX/1.2, shall, to the
fullest extent possible, assume the obligations placed upon the master by this regulation.
Regulation 7-5
Requirements for the carriage of dangerous goods in solid form in bulk
The carriage of dangerous goods in solid form in bulk shall be in compliance with the relevant provisions
of the IMSBC Code, as defined in regulation VI/1-1.1.
8.2.8.1.5 identifies the appropriate action to take in case of general and medical emergencies involving
packaged dangerous goods using the EMS and MFAG guidance of the IMDG Code
Practical session.
8.2.8.1.6 Discusses the risks that might be created by undeclared dangerous goods or goods that are not
packaged or separated/segregated in accordance with the IMDG Code
Dangerous goods that have not been correctly declared when offered for transport have contributed to
some serious accidents at sea. Safe handling, stowage, and segregation of packaged dangerous goods
cannot be carried out if there is no knowledge of the presence of dangerous goods inside the cargo
transport unit (container and/or trailer), or if the goods have been incorrectly declared.
8.2.8.1.7 Explains that the loading and discharge of dangerous goods, bulk cargoes and marine pollutants
may be subject to port and national regulations in loading and discharge ports in addition to the
requirements of the I MO codes
Apart from the IMO and Flag state requirements regarding the dangerous goods. It’s important to
understand that the during trans boundrary transportation of goods maybe subject to further
requirements under the state laws as well. Therefore it is important to get these requirements also
assessed. Ex: AMSA,USCG and EU requirements.
Since the vessel maybe subject to further inspection in such coastal states, it may be worthwhile to
ensure compliance with such regulations as well.

st
8.2.8.1.8 Explains that there are procedures also given in the safety management system for the reporting
of incidents involving the loss, or likely loss of harmful substances
Apart from the requirements as set down in the national/international legislations. There have to be
procedures set down in the company Safety management system as well. And these procedures must
carry procedure for reporting in case of loss or likely loss of harmful substances.
8.2.8.1.9 States that the ship carrying marine pollutants should have a special list or manifest or detailed
plan showing the location of these goods as per MARPOL Annex lll/4(3)
As per MARPOL Annex III regulation 4.3:

Each ship carrying harmful substances shall have a special list or manifest setting forth the harmful
substances on board and the location thereof. A detailed stowage plan which sets out the location of
the harmful substances on board may be used in place of such special list or manifest. Copies of such
documents shall also be retained on shore by the owner of the ship or his representative until the
harmful substances are unloaded. A copy of one of these documents shall be made available before
departure to the person or organization designated by the port State authority.
8.2.8.1.10 states that the Master and chief mate should ensure that marine pollutants are stowed in the
location specified in the special list or manifest or detailed plan
As per the MARPOL Annex II Regulation 5:

Harmful substances shall be properly stowed and secured so as to minimize the hazards to the marine
environment without impairing the safety of the ship and persons on board.
8.2.8.1.11 states that the information provided on the special list or manifest should be compliant with
section 5.4.3 of the IMDG Code as per MARPOL Annex 111/4(3)
As per IMDG Code section 5.4.3:

Each ship carrying dangerous goods and marine pollutants shall have a special list, manifest4 or stowage
plan setting out, in accordance with regulation VII/ 4.2 of SOLAS, as amended, and with regulation 4.2 of
Annex III of MARPOL, the dangerous goods and marine pollutants and the location thereof. This special
list or manifest shall be based on the documentation and certification required in this Code.

st
8.2.8.1.12 states that the Master and chief mate should ensure that when marine pollutants or any other
dangerous goods are loaded on their ship, they must be stowed as required by chapter 7.1, section 7.1.4 of
the IMDG Code in order to comply with MARPOL Annex III/5
The Master and chief mate should ensure that when marine pollutants or any other dangerous goods
are loaded on their ship, they must be stowed as required by chapter 7.1, section 7.1.4 of the IMDG
Code in order to comply with MARPOL Annex III/5.
8.2.8.1.13 states that to avoid accident which may lead to marine pollution, the Master and chief mate
should take note that marine pollutants should not be placed on the outer row or out board stow at the
side of the ship. In addition, if they are stowed on deck, they should be located in such a way that any
leakage will not escape into the sea and containers are not in exposed location where they may be
damaged by the action of the sea or weather
To avoid accident which may lead to marine pollution, the Master and chief mate should take note that
marine pollutants should not be placed on the outer row or out board stow at the side of the ship. In
addition, if they are stowed on deck, they should be located in such a way that any leakage will not
escape into the sea and containers are not in exposed location where they may be damaged by the
action of the sea or weather
8.2.8.1.14 states that as given in MARPOL Annex III/5, the Master and chief officer should ensure that
when marine pollutants or any other dangerous goods are carried on their ship, the stowage and securing
must be in accordance with the requirements of the Document of Compliance (DOC) and approved Cargo
Securing Manual (CSM)
As given in MARPOL Annex III/5, the Master and chief officer should ensure that when marine pollutants
or any other dangerous goods are carried on their ship, the stowage and securing must be in accordance
with the requirements of the Document of Compliance (DOC) and approved Cargo Securing Manual
(CSM)
8.2.8.1.15 states that the disposal of dry bulk cargo residues is regulated by the requirements of MARPOL
Annex V which governs garbage disposal at sea
The disposal of dry bulk cargo residues is regulated by the requirements of MARPOL Annex V which
governs garbage disposal at sea.
st
8.2.8.1.16 states that as per the guidelines given in MARPOL Annex V, cargo-associated waste means all
materials which have become wastes as a result of use on board a ship for cargo stowage and handling
and this includes but is not limited to dunnage, shoring, pallets, lining and packing materials, plywood,
paper, cardboard, wire, and steel strapping
As per the guidelines given in MARPOL Annex V, cargo-associated waste means all materials which have
become wastes as a result of use on board a ship for cargo stowage and handling and this includes but is
not limited to dunnage, shoring, pallets, lining and packing materials, plywood, paper, cardboard, wire,
and steel strapping.
8.2.8.1.17 states that as per the guidelines given in MARPOL Annex V, operational wastes means all cargo-
associated waste and maintenance waste, and cargo residues
As per the guidelines given in MARPOL Annex V, operational wastes means all cargo-associated waste
and maintenance waste, and cargo residues.
8.2.8.1.18 states that as per the guidelines given in MARPOL Annex V, cargo residues, expected to be in
small quantities, are defined as the remnants of any cargo material on board that cannot be placed in
proper cargo holds (loading excess and spillage) or which remain in cargo holds and elsewhere after
unloading procedures are completed (unloading residual and spillage)
as per the guidelines given in MARPOL Annex V, cargo residues, expected to be in small quantities, are
defined as the remnants of any cargo material on board that cannot be placed in proper cargo holds
(loading excess and spillage) or which remain in cargo holds and elsewhere after unloading procedures
are completed (unloading residual and spillage)
8.2.8.1.19 states that this means that under the terms of MARPOL 73/78, discharge of cargo residues,
except in limited safety circumstances, is prohibited until the ship is more than twelve nautical miles from
the nearest land
Under the terms of MARPOL 73/78, discharge of cargo residues, except in limited safety circumstances,
is prohibited until the ship is more than twelve nautical miles from the nearest land.

st
8.2.8.1.20 states that minimization of cargo residue wash down and discharge should form part of the
ship’s Garbage Management Plan and all residue discharges should be recorded as garbage category 4
Minimization of cargo residue wash down and discharge should form part of the ship’s Garbage
Management Plan and all residue discharges should be recorded as garbage category 4
8.2.8.1.21 states that discharges of cargo residues also require start and stop positions to be recorded in
the Garbage record book
Discharges of cargo residues also require start and stop positions to be recorded in the Garbage record
book
8.2.8.1.22 states that cargo materials contained in the cargo hold bilge water is not treated as cargo
residues provided that the cargo material is not classified as a marine pollutant in the IMDG Code and the
bilge water is discharged from a loaded hold through the vessel’s fixed piping bilge drainage system
Cargo materials contained in the cargo hold bilge water is not treated as cargo residues provided that
the cargo material is not classified as a marine pollutant in the IMDG Code and the bilge water is
discharged from a loaded hold through the vessel’s fixed piping bilge drainage system.
8.2.8.1.23 explains that cargo residues are created through inefficiencies in loading, unloading and on-
board handling
Cargo residues are created through inefficiencies in loading, unloading and on-board handling.
8.2.8.1.24 states that as cargo residues fall under the scope of these guidelines provided by MARPOL
Annex V, it may, in certain cases, be difficult for port reception facilities to handle such residues and is
therefore recommended that cargo be unloaded as efficiently as possible in order to avoid or minimize
cargo residues
Sometimes cargo residues fall under the scope of these guidelines provided by MARPOL Annex V, it may,
in certain cases, be difficult for port reception facilities to handle such residues and is therefore

st
recommended that cargo be unloaded as efficiently as possible in order to avoid or minimize cargo
residues.
8.2.8.1.25 states that spillage of the cargo during transfer operations should be carefully controlled, both
on board and from dockside and since this spillage typically occurs in port, it should be completely cleaned
up prior to sailing and either delivered into the intended cargo space or into the port reception facility
spillage of the cargo during transfer operations should be carefully controlled, both on board and from
dockside and since this spillage typically occurs in port, it should be completely cleaned up prior to
sailing and either delivered into the intended cargo space or into the port reception facility.
8.2.8.1.26 states that areas on the ship where spillage is most common should be protected such that the
residues are easily recovered
Areas on the ship where spillage is most common should be protected such that the residues are easily
recovered.
8.2.9 Ability to explain the basic principles for establishing effective communications and
improving working relationship between ship and terminal personnel
8.2.9.1 Basic principles for establishing effective communications and improving working
relationships between ship and terminal personnel
8.2.9.1.1 Explains the necessity for effective communication and working relationships between ship and
terminal
Sighting the continued loss of ships carrying bulk cargo, and especially due to the improper
loading/discharging procedures followed by the ship and the shore staff due to lack of communication,
the IMO have adapted the resolution A862(20):
SECTION 3 - PROCEDURES BETWEEN SHIP AND SHORE PRIOR TO THE SHIP'S ARRIVAL
3.1 Information exchange: General
3.1.1 It is important that the ship be provided with information about a terminal so the loading or
unloading can be planned. Similarly, the terminal will need information about the ship to enable
preparations to be made to load or unload the ship. It is important that the information be exchanged in
sufficient time to allow preparations to be made

st
3.1.2 Before loading commences there should be an agreement between the master and the terminal
representative as to the rate of loading and order in which the cargo is to be distributed so as to achieve
the final loading plan. In general, this agreement should be based on one or more of the following
options:
.1 The limitations or restrictions on loading procedures, if such are specified in the ship's Loading
Manual or Trim and Stability Booklet, or both;
.2 if the restrictions mentioned in .1 do not exist, and the ship has a loading instrument which has been
approved, the loading plan should be prepared on the instrument and there should be a protocol in
place so that the loading remains, at all times, within the approved stress limits of the ship; and/or
.3 If neither .1 nor .2 can be satisfied, then a conservative procedure should be followed.
3.1.3 Details should be provided of any necessary repairs which may delay berthing, the commencement
of loading or unloading, or may delay the ship sailing on completion of loading or unloading.
3.1.4 The master should ensure he receives from the shipper of the intended cargo details of the nature
of the cargo required by chapter VI of SOLAS 1974, as amended. Where additional details, such as
trimming or continuous measurement of the water in the cargo, etc., are required, the master should
inform the terminal accordingly.
3.2 Information given by the ship to the terminal
3.2.1 In order to plan the proper disposition and availability of the cargo so as to meet the ship's loading
plan, the loading terminal should be given the following information.
.1 The ship's estimated time of arrival (ETA) off the port as early as possible. This advice should be
updated as appropriate.
.2 At the time of initial ETA advice, the ship should also provide details of the following:
.2.1 name, call sign, IMO Number of the ship, its flag State and port of registry;
.2.2 a loading plan stating the quantity of cargo required, stowage by hatches, loading order and the
quantity to be loaded in each pour, provided the ship has sufficient information to be able to prepare
such a plan;
.2.3 arrival and proposed departure draughts;
.2.4 time required for de-ballasting;
.2.5 the ship's length overall, beam, and length of the cargo area from the forward coaming of the
forward-most hatch to the after coaming of the aft-most hatch into which cargo is to be loaded or from
which cargo is to be removed;
.2.6 distance from the water line to the first hatch to be loaded or unloaded and the distance from the
ship's side to the hatch opening;

st
.2.7 the location of the ship's accommodation ladder;
.2.8 air draught;
.2.9 details and capacities of ship's cargo handling gear;
.2.10 number and type of mooring lines; and
.2.11 any other item related to the ship requested by the terminal.
.3 Similar information in respect of ETA, unloading plan and details of the ship are required by unloading
terminals.
3.2.2 Ships arriving at loading or unloading terminals in a part loaded condition should also advise:
.1 berthing displacement and draughts;
.2 previous loading or unloading port;
.3 nature and stowage of cargo already on board and, when dangerous goods in bulk are on board, the
name of the material, IMO Class and UN Number or BC Number.
.4 distribution of cargo on board, indicating that to be unloaded and that to remain on board.
3.2.3 Combination carriers (OBO or O/O) should advise of the following additional information:
.1 nature of the preceding three cargoes;
.2 date and place at which the last oil cargo was discharged;
.3 advice as to content of slop tanks and whether fully inerted and sealed; and
.4 date, place and name of authority that issued the last gas free certificate which includes pipelines and
pumps.
3.2.4 As soon as possible the ship should confirm that all holds into which cargo is to be loaded are
clean, and free from previous cargo residues which in combination with the cargo to be loaded could
create a hazard.
3.2.5 Information on the loading or unloading plan and on intended arrival and departure draughts
should be progressively updated, and passed to the terminal as circumstances change.
3.3 Information given by the terminal to the ship

3.3.1 On receipt of the ship's initial notification of its ETA, the terminal should give the ship the following
information as soon as possible:
1 the name of the berth at which loading or unloading will take place and the estimated times for
berthing and completion of loading or unloading;
.2 characteristics of the loading or unloading equipment, including the terminal's nominal loading or
unloading rate and the number of loading or unloading heads to be used;

st
.3 features of the berth or jetty the master may need to be aware of, including the position of fixed and
mobile obstructions, fenders, bollards and mooring arrangements;
.4 minimum depth of water alongside the berth and in approach or departure channels;
.5 water density at the berth;
.6 the maximum distance between the water line and the top of cargo hatch covers or coamings,
whichever is relevant to the loading operation, and the maximum air draft;
.7 arrangements for gangways and access;
8 which side of the ship is to be alongside the berth;
.9 maximum allowable speed of approach to the jetty and availability of tugs, their type and bollard pull;
.10 the loading sequence for different parcels of cargo, and any other restrictions if it is not possible to
take the cargo in any order or any hold to suit the ship;
.11 any properties of the cargo to be loaded which may present a hazard when placed in contact with
cargo or residues on board;
.12 advance information on the proposed cargo handling operations or changes to existing plans for
cargo handling;
.13 if the terminal's loading or unloading equipment is fixed, or has any limits to its movement;
.14 mooring lines required
.15 warning of unusual mooring arrangements;
.16 any restrictions on de-ballasting;
.17 maximum sailing draught permitted by the port authority; and
.18 any other items related to the terminal requested by the master.
3.3.2 Information on estimated times for berthing and departure and on minimum water depth at the
berth should be progressively updated and passed to the master on receipt of successive ETA advices.
3.3.3 The terminal representative should be satisfied that the ship has been advised as early as possible
of the information contained in the cargo declaration as required by chapter VI of SOLAS 1974, as
amended.
SECTION 4 - PROCEDURES BETWEEN THE SHIP AND TERMINAL PRIOR TO CARGO HANDLING
4.1 Principles
4.1.1 The master is responsible at all times for the safe loading and unloading of the ship, the details of
which should be confirmed to the terminal representative in the form of a loading or unloading plan. In
addition, the master should:
.1 ensure that the check list in appendix 3 is completed in consultation with the terminal before loading
or unloading is commenced;

st
2 ensure that the loading or unloading of cargo and the discharge or intake of ballast water is under the
control of the ship's officer in charge;
.3 ensure that the disposition of cargo and ballast water is monitored throughout the loading or
unloading process to ensure that the ship's structure is not overstressed;
.4 ensure that the terminal representative is made aware of the requirements for harmonization
between deballasting and cargo loading rates for his ship;
.5 ensure that ballast water is discharged at rates which conform to the agreed loading plan and do not
result in flooding of the quay or of adjacent craft;
.6 retain on board sufficient officers and crew to attend to the adjustment of mooring lines or for any
normal or emergency situation, having regard to the need of the crew to have sufficient rest periods to
avoid fatigue;
.7 ensure the loading or unloading plans have been passed to and agreed with the terminal
representative; .8 ensure that the terminal representative is made aware of the cargo trimming
requirements;
.9 ensure that appropriate information about the cargo to be loaded (appendix 5) has been received to
enable safe stowage and carriage to be achieved;
.10 ensure that there is agreement between ship and shore as to the action to be taken in the event of
rain, or other change in the weather, when the nature of the cargo would pose a hazard in the event of
such a change; and
.11 ensure that no hot work is carried out on board the ship while the ship is alongside the berth except
with the permission of the terminal representative and in accordance with any requirements of the port
administration.
4.1.2 The terminal representative is responsible for loading or unloading cargo in accordance with the
hatch sequence and tonnages stated on the ship's loading or unloading plan. In addition, the terminal
representative should:
1 complete the check list in appendix 3 in consultation with the master before loading or unloading is
commenced;
.2 not deviate from the loading or unloading plan unless by prior consultation and agreement with the
master;
.3 trim the cargo, when loading or unloading, to the master's requirements;
.4 maintain a record of the weight and disposition of the cargo loaded or unloaded and ensure that the
weights in the hold do not deviate from the plan;
.5 provide the master with the names and procedures for contacting the terminal personnel or shipper's
agent who will have responsibility for the loading or unloading operation and with whom the master will
have contact;

st
.6 avoid damage to the ship by the loading or unloading equipment and inform the master, if damage
occurs;
.7 ensure that no hot work is carried out on board or in the vicinity of the ship while the ship is alongside
the berth except with the permission of the master and in accordance with any requirements of the port
administration; and
.8 ensure that there is agreement between the master and the terminal representative at all stages and
in relation to all aspects of the loading or unloading operation.
4.2 Procedures
4.2.1 The following are considered important procedures in respect of cargo loading:
.1 the master and terminal representative should indicate agreement to the loading plan before
commencement of loading by signing the plan in the spaces provided;
.2 the master should state on the agreed loading plan, the order in which the holds are to be loaded, the
weight of each pour the total weight in each hold and the amount of cargo for vessel trimming
purposes, if required;
.3 the terminal representative, on receipt of the ship's initial loading plan (see 3.2.1), should advise the
master of the nominal loading rate at which the ship may expect to receive the cargo and the estimated
time required to complete each pour;
.4 where it is not practical for the ship to completely discharge its ballast water prior to reaching the
trimming stage in the loading process, the master and the terminal representative should agree on the
times at which loading may need to be suspended and the duration of such suspensions;
.5 the loading plan should be prepared so as to ensure that all ballast pumping rates and loading rates
are considered carefully to avoid overstressing the hull;
.6 the quantities of cargo required to achieve the departure draft and trim should allow for all cargo on
the terminal's conveyor systems to be run off and empty on completion of a loading. The terminal
representative should advise the master of the nominal tonnage contained on its conveyor system and
any requirements for clearing the conveyor system on completion of loading; and
.7 communication arrangements between the ship and terminal should be capable of responding to
requests for information on the loading process and of prompt compliance in the event that the master
or terminal representative orders loading to be suspended. Consideration should be given to the
disposition of cargo on the conveyor systems and to the response time in the event of an emergency
stop.
4.2.2 The following are considered important procedures in respect of cargo unloading:
.1 the terminal representative, when proposing or accepting the initial unloading plan, should advise the
master of the nominal unloading rate and the estimated time required for each stage of the discharge;

st
.2 the master should advise the hold order and the weight to be unloaded in each stage of the
discharge;
.3 the terminal representative should give the ship the maximum warning when it is intended to
increase, or to reduce, the number of unloading heads used; and
.4 communication arrangements between ship and terminal should be capable of responding to
requests for information on the unloading process, and of prompt compliance in the event that the
master orders unloading to be suspended.
4.3 Implementation
4.3.1 The loading or unloading plan should be prepared in a form such as that shown in appendix 2.
Worked examples of this form are also shown in appendix 2. A different form may be used provided it
contains the essential information to meet the requirements of this Code. The minimum information for
this purpose is that enclosed in the heavy line box on the sample form.
4.3.2 The loading or unloading plan should only be changed when a revised plan has been prepared,
accepted and signed by both parties. Loading plans should be kept by the ship and terminal for a period
of six months.
4.3.3 A copy of the agreed loading or unloading plan and any subsequent amendments to it should be
8.2.9.1.2 outlines and describes the information that should be exchanged between the ship and terminal:
 prior to ship’s arrival
 when arriving in a part loaded condition or with residues
 for combination carriers (OBO or O/O)
 in relation to the readiness of holds to load cargo
 in ensuring that the plan and understanding of the operation is up to date and shared by both
the ship and terminal
 ensuring that the cargo declaration as required by chapter VI of SOLAS 1974 is completed
provisions for changing loading or unloading plans
8.2.9.1.3 states that the loading plans should be kept by the ship and terminal for a period of six months

st
8.3.1 International regulations, standards, codes and recommendations on the carriage of

dangerous cargoes, including the International Maritime Dangerous Goods (IMDG) Code
and the International Maritime Solid Bulk Cargoes (IMSBC) Code
8.3.1.1 International regulations and codes
8.3.1.1.1understands and applies the content of international regulations standards, codes and
recommendations on the carriage of dangerous cargoes, including the International Maritime Dangerous
Goods (IMDG) Code, the International Maritime Solid Bulk Cargoes (IMSBC) Code, International Code for
the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), International Code
for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code)
Practical Assignment
8.3.2 Carriage of dangerous, hazardous and harmful cargoes; precautions during loading
and unloading and care during the voyage
8.3.2.1Dangerous goods in packages

8.3.2.1.1 states that the IMDG Code is an evolving document and is updated every two years to take
account of:
new dangerous goods which have to be included
new technology and methods of working with or handling dangerous goods
safety concerns which arise as a result of experience
The International Convention for the Safety of Life at Sea, 1974 (SOLAS), as amended, deals with various
aspects of maritime safety and contains in chapter VII the mandatory provisions governing the carriage
of dangerous goods in packaged form. The carriage of dangerous goods in packaged form shall comply
with the relevant provisions of the International Maritime Dangerous Goods (IMDG) Code which is
considered and extension to the provisions of SOLAS chapter VII.
Furthermore, the International Convention for the Prevention of Pollution from Ships, 1973, as modified
by the Protocol of 1978 relating thereto (MARPOL), which contains in its Annex III mandatory provisions
st
for the prevention of pollution by harmful substances carried by sea in packaged form, prohibits the
carriage of harmful substances in ships except in accordance with the provisions of MARPOL Annex III,
which are also extended in the IMDG Code.
The IMDG Code was developed as an international code for the maritime transport of dangerous goods
in packaged form, in order to enhance and harmonize the safe carriage of dangerous goods and to
prevent pollution to the environment. The Code sets out in detail the requirements applicable to each
individual substance, material or article, covering matters such as packing, container traffic and
stowage, with particular reference to the segregation of incompatible substances.
The Code, was initially adopted in 1965 as a recommendatory instrument. It was in 2002 that the
general Assembly at its seventeenth session adopted by resolution A.716(17) the IMDG Code, and
decides to give it a mandatory status under the umbrella of SOLAS Convention, from 1 January 2004.
However, some parts of the Code remain recommendatory.
Since its introduction in 1965, the IMDG Code has undergone many changes, both in appearance and
content to keep pace with the ever-changing needs of industry. Amendments which do not affect the
principles upon which the Code is based may be adopted by the Maritime Safety Committee alone. Thus
IMO can respond to transport developments in reasonable time.
Amendments to the IMDG Code are made (E&T Group) on a two-year cycle, these are mainly originated
from two sources; proposals submitted directly to IMO by Member Governments and amendments
required to take account of changes to the United Nations Recommendations on the Transport of
Dangerous Goods which sets the basic requirements for all the transport modes.
And the IMDG Code is an evolving document and is updated every two years to take account of:
 new dangerous goods which have to be included
 new technology and methods of working with or handling dangerous goods
 safety concerns which arise as a result of experience
8.3.2.1.2 Lists the explosives which may be carried on a passenger ship
Regulation 7 Explosives in passenger ships

Explosives in division 1.4, compatibility group S, may be carried in any amount in passenger ships. No
other explosives may be carried except any one of the following:
.1 explosive articles for life-saving purposes, if the total net explosives mass of such articles does not
exceed 50 kg per ship; or

st
.2 explosives in compatibility groups C, D and E, if the total net explosives mass does not exceed 10 kg
per ship; or
.3 explosive articles in compatibility group G other than those requiring special stowage, if the total net
explosives mass does not exceed 10 kg per ship; or
.4 explosive articles in compatibility group B, if the total net explosives mass does not exceed 5 kg per
ship.
.5 articles in compatibility group N shall only be allowed in passenger ships if the total net explosive
mass does not exceed 50 kg per ship and no other explosives, apart from division 1.4 compatibility
group S, are carried.
Notwithstanding the provisions of paragraph 1, additional quantities or types of explosives may be

carried in passenger ships in which special safety measures approved by the administration are taken.
8.3.2.1.3 Describes the contents of the shipper’s declaration of dangerous goods
Dangerous Goods Declaration in international shipping is a document prepared by a consigner

(international shipper) in order to certify that the internationally shipped dangerous goods are been
packaged, labeled, and declared in accordance with standard international shipping regulations for
international shipping of seafreight.

st
st
8.3.2.1.4 Identifies the marking and labelling required on packages or cargo units
Each substance, material or article which is listed in the IMDG Code is referred to by a proper shipping
name (correct technical name) together with a four-digit UN Number assigned to the goods by the
United Nations Committee of Experts on the Transport of Dangerous Goods. Each package containing
dangerous goods should be durably marked with the proper shipping name of the contents, and, when
assigned, the corresponding UN Number preceded by the letters "UN". Each class or category of goods is
identified by a distinctive mark, label, placard or sign. Where appropriate, each individual schedule
(page) in the Code refers to the required label and, if applicable, the marine pollutant mark and elevated
temperature or fumigation warning sign. Some consignments of dangerous goods should have the UN
Number of the goods displayed. All placards, orange panels and other marks and/or signs should be
removed from cargo transport units or masked as soon as both the goods or their residues which led to
the application of those placards, orange panels and marks or signs, are discharged. Each dangerous
substance or category of substancs is listed on a schedule.The schedules of the IMDG Code follow a
similar pattern. The proper shipping name of the substance, material or article, and any known and
commonly used alternative names (synonyms) appear at the top left of the schedule. To the right of this,
other relevant information or observations are given, such as the United Nations identification number
(UN Number), its chemical formula, explosive limits, flashpoint and so on.
8.3.2.1.5 States why additional labeling may be necessary to meet the requirements for through transport
Markings and labeling are the subjects of Chapter 5.2 of Volume 1 of the IMDG Code. All markings and
labels must be visible, legible, and durable. They must be able to withstand three months immersion in
the sea if there is any possibility that the package could survive that long.
Labeling Requirements of the IMDG Code As is the case with the other major shipping regulations, the
IMDG Code requires labeling of all primary and subsidiary hazards. The Dangerous Goods List does not
have a dedicated labeling column, so the reader must look at Columns 3 and 4 and react to whatever
risks are shown there.
8.3.2.1.6 Verifies that the documentation provided to the ship and the packaging and labelling of
packaged dangerous cargo complies with the requirements of the IMDG Code
Dangerous Goods List (or Manifest) – list of the quantities and location of all dangerous goods, this
manifest must include:

st
 Container Number
 No. and kind of packages
 Proper shipping name
 IMO class
 UN number
 Packing Group
 Subsidiary risk(s)
 Flash point
 Marine pollutant
 Net mass / gross weight
 Net explosive quantities
 Stowage location
 Port of loading
 Port of discharge
Dangerous Goods Declaration – declaration from the consignor (shipper) confirming goods are classified
and packed accordingly.
Container Packing Certificate – declaration from the person packing the container that this has been
done correctly.
The Dangerous Goods Declaration is sometimes combined with the Container Packing Certificate into
one document, when combined these are generally known as the Multimodal Dangerous Goods Form.
The Multimodal Dangerous Goods Form can also be known as Dangerous Goods Note (DGN), Dangerous
Cargo Declaration (DCN), Shippers Declaration, Dangerous Goods Declaration (DGD) and Multimodal
Dangerous Goods Form (MDGF).
8.3.2.1.7 Explains the actions to take when documentation, packaging, labeling or the condition of
packages does not meet the requirements of the IMDG Code
Under the provisions laid down in the IMDG code Volume 1 Chapter 5.1.1 Application and General
provisions the vessel has the right to receive any of the cargo units which are not properly packed,
labeled and documented.
8.3.2.1.8 Plans the stowage and segregation of a cargo containing dangerous goods when provided with
the loading list, the copies of the shipper’s declarations and the IMDG Code to plan a stow and
segregation and

st
Practical session.
8.3.2.1.9 prepares the dangerous goods manifest and stowage plan for a cargo containing multiple
dangerous goods
Practical session.
8.3.2.1.10 extracts the relevant references to EmS and MFAG
Practical session.
8.3.2.1.11 identifies the appropriate action to take in emergency and medical first aid situations involving
dangerous goods
Practical session.
8.3.2.1.12 describes the requirements of SOLAS chapter VII on the carriage of dangerous goods
SOLAS Chapter VII:

Regulation 2
Application
1 Unless expressly provided otherwise, this part applies to the carriage of dangerous goods in packaged
form in all ships to which the present regulations apply and in cargo ships of less than 500 gross
tonnage.
2 The provisions of this part do not apply to ships’ stores and equipment.
3 The carriage of dangerous goods in packaged form is prohibited except in accordance with the
provisions of this chapter.
4 To supplement the provisions of this part, each Contracting Government shall issue, or cause to be
issued, detailed instructions on emergency response and medical first aid relevant to incidents involving
dangerous goods in packaged form, taking into account the guidelines developed by the Organization.
Regulation 3
Requirements for the carriage of dangerous goods
The carriage of dangerous goods in packaged form shall be in compliance with the relevant provisions of
the IMDG Code.

st
Regulation 4
Documents
1 In all documents relating to the carriage of dangerous goods in packaged formby sea, the Proper
Shipping Name of the goods shall be used (trade names alone shall not be used) and the correct
description given in accordance with the classification set out in the IMDG Code.
2 The transport documents prepared by the shipper shall include, or be accompanied by, a signed
certificate or a declaration that the consignment, as offered for carriage, is properly packaged, marked,
labelled or placarded, as appropriate, and in proper condition for carriage.
3 The person(s) responsible for the packing/loading of dangerous goods in a cargo transport unit * shall
provide a signed container/vehicle packing certificate stating that the cargo in the unit has been
properly packed and secured and that all applicable transport requirements have been met. Such a
certificate may be combined with the document referred to in paragraph 2.
4 Where there is due cause to suspect that a cargo transport unit in which dangerous goods are packed
is not in compliance with the requirements of paragraph 2 or 3, or where a container/vehicle packing
certificate is not available, the cargo transport unit shall not be accepted for carriage.
5 Each ship carrying dangerous goods in packaged form shall have a special list or manifest setting
forth, in accordance with the classification set out in the IMDG Code, the dangerous goods on board and
the location thereof. A detailed stowage plan, which identifies by class and sets out the location of all
dangerous goods on board, may be used in place of such a special list or manifest. A copy of one of
these documents shall be made available before departure to the person or organization designated by
the port State authority.
Regulation 5
Cargo Securing Manual
Cargo, cargo units and cargo transport units shall be loaded, stowed and secured throughout the voyage
in accordance with the Cargo Securing Manual approved by the Administration. The Cargo Securing
Manual shall be drawn up to a standard at least equivalent to the guidelines developed by the
Organization.
Regulation 6
Reporting of incidents involving dangerous goods
1 When an incident takes place involving the loss or likely loss overboard of dangerous goods in
packaged forminto the sea, the master, or other person having charge of the ship, shall report the
particulars of such an incident without delay and to the fullest extent possible to the nearest coastal
State. The report shall be drawn up based on general principles and guidelines developed by the
Organization.

st
2 In the event of the ship referred to in paragraph 1 being abandoned, or in the event of a report from
such a ship being incomplete or unobtainable, the company, as defined in regulation IX/1.2, shall, to the
fullest extent possible, assume the obligations placed upon the master by this regulation.
8.3.2.1.13 explains that the IMDG Code should be followed to ensure compliance with the requirements of
SOLAS for the carriage of dangerous goods in packaged form
Covered Above.
8.3.2.1.14 explains that the Code ensures safety mainly by stipulating the packaging required and the
segregation from other cargoes with which there could be an adverse reaction
The main aim of the CODE is to ensure that the dangerous goods transportation by sea is regulated in
order to reasonably prevent injury to persons or damage to ships and their cargoes. Carriage of marine
pollutants is primarily regulated to prevent harm to the marine environment. The objective of the IMDG
code is to enhance the safe carriage of dangerous goods while facilitating the free unrestricted
movement of such goods and prevent pollution to the environment. And this has been achieved mainly
by stipulating the packaging required and the segregation from other cargoes with which there could be
an adverse reaction.
8.3.2.1.15 states that the Code comprises 7 parts, which is presented in two books: Volume 1 and Volume
2
Layout of the IMDG Code
Volume 1 contains most of the detailed instructions for safely preparing and transporting dangerous
goods by sea:
Part 1:
General provisions, definitions and training
Part 2:
Classification
Part 4:
Packing and Tank Provisions
Part 5:
Consignment Procedures
Part 6:

st
Construction and Testing of Packagings, Intermediate Bulk Containers (IBCs), Large Packagings, Portable
Tanks, Multiple Element Gas Containers (MEGCs) and Road Tank Vehicles
Part 7:
Requirements Concerning Transport Operations
Volume 2 contains:
Part 3:
Dangerous Goods List (DGL),
Special Provisions and Exceptions (Limited and Excepted Quantities)
Appendix A: List of Generic and N.O.S. Proper Shipping Names

Appendix B: Glossary of terms
Alphabetical Index
8.3.2.1.16 states that it is necessary to use both books to obtain the required information when shipping
dangerous goods by sea
It is necessary to use both books to obtain the required information when shipping dangerous goods by
sea.
8.3.2.1.17 states that the Code also contains a supplement
The code also carries a Supplement. The contents of the contents are as follows,
 The EMS guide: Emergency response procedure for ships carrying Dangerous Goods
 Medical First aid guide for use in accidents involving Dangerous Goods (MFAG)
 Reporting Procedures
 Recommendations on the safe use of pesticides in ships
 International code for the safe carriage of packaged irradiated nuclear fuel, plutonium and high
level radioactive wastes onboard ships
 Appendix: Resolutions and circulars related to the IMDG code and supplement
8.3.2.1.18 lists the contents of Volume 1 (Parts 1 -2 & 4-7 of the Code) which comprises:
 part 1, general provisions, definitions and training
 part 2, classifications
 part 4, packing and tank provisions
 part 5, consignment procedures

st
 part 6, construction and testing of packagings, intermediate bulk containers (IBCs), large
packagings, portable tanks, multi-element gas containers (MEGCS) and road tank vehicles
 part 7, requirements concerning transport operations
8.3.2.1.19 lists the contents of Volume 2 (Part 3 and the Appendices of the Code) which comprises:
 part 3, dangerous goods list (DGL) and limited quantities exceptions
 appendix a, list of generic and n.o.s. (not otherwise specified) proper shipping names
 appendix b, glossary of terms
 alphabetical index
8.3.2.1.20 states that the dangerous goods list (DGL) is the central core of the IMDG Code and presents
information on transport requirements in a coded form
The dangerous goods list (DGL) is the central core of the IMDG Code and presents information on
transport requirements in a coded form.
8.3.2.1.21 states that the supplement contains the following texts related to the Code:
emergency response procedures for ships carrying dangerous goods
 medical first aid guide
 reporting procedures
 IMO/ILO/ECE guidelines for packing cargo transport units
 safe use of pesticides in ships
 international code for the carriage of packaged irradiated nuclear fuel, plutonium and high-level
radioactive wastes on board ships
8.3.2.1.22 states that the purpose of the IMDG Code’s classification system is:
 to distinguish between goods which are considered to be dangerous for transport and those
which are not
 to identify the dangers which are presented by dangerous goods in transport

st
 to ensure that the correct measures are taken to enable these goods to be transported safely
without risk to persons or property (both within the port and on the ship)
The purpose of the IMDG Code’s classification system is:

 to distinguish between goods which are considered to be dangerous for transport and those
which are not
 to identify the dangers which are presented by dangerous goods in transport
 to ensure that the correct measures are taken to enable these goods to be transported safely
without risk to persons or property (both within the port and on the ship)
8.3.2.1.23 states that dangerous goods are classified into 9 classes according to properties
The dangerous goods are classed in to 9 classes according to their individual properties.
8.3.2.1.24 states that the way in which different classes of dangerous goods are handled in transport will
depend upon these properties and hazards, for example:
the type of packaging that can be used
what classes of dangerous goods can be transported together in freight containers
where the goods can be stored within the port and on the ship
The way in which different classes of dangerous goods are handled in transport will depend upon these
properties and hazards, for example:
 the type of packaging that can be used
 what classes of dangerous goods can be transported together in freight containers
 where the goods can be stored within the port and on the ship
8.3.2.1.25 lists the 9 classes of dangerous goods in the IMDG Code, which are:
 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

st
 class 9 miscellaneous dangerous substances and articles
The nine classes which the dangerous goods are classed to are as follows,
 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
8.3.2.1.26 states that the 9 hazard classes have been established internationally by a United Nations (UN)
committee to ensure that all modes of transport (road, rail, air and sea) classify dangerous goods in the
same way
The 9 hazard classes have been established internationally by a United Nations (UN) committee to
ensure that all modes of transport (road, rail, air and sea) classify dangerous goods in the same way.
8.3.2.1.27 states that by testing the dangerous goods according to UN test procedures, a shipper is able to
classify dangerous goods according to the 9 hazard classes
By testing the dangerous goods according to UN test procedures, a shipper is able to classify dangerous
goods according to the 9 hazard classes.
8.3.2.1.28 explains that the hazard presented by each class is identified by an internationally accepted
hazard warning label (diamond)
The hazard presented by each class is identified by an internationally accepted hazard warning label
(diamond)

st
8.3.2.1.29 states that this hazard warning label appears on the outer packaging of the dangerous goods
when they are being transported as a warning to all those
working within the transport chain or coming into contact with them
The cargoes which are properly packaged and labeled are to be shipped only. When the handlers sights
the labeling on the outer cover of the dangerous goods all those working within the transport chain or
coming in to contact with it would identify the hazards of the unit itself.
8.3.2.1.29 states that these hazard warning labels are pictured inside the front cover of Volume 1 of the
IMDG Code
These hazard warning labels are pictured inside the front cover of Volume 1 of the IMDG Code

st
8.3.2.1.30 states that the dangerous goods, within each of the 9 hazard classes, are uniquely identified by
two pieces of information:
 a four-digit number known as the UN number which is preceded by the letters UN
 the corresponding proper shipping name (PSN)
 for example, kerosene is identified in the IMDG Code by its UN number UN 1223 and the
PSN Kerosene
Within each of the 9 hazard classes dangerous goods are uniquely identified by two pieces of
information:
 A four-digit number known as the UN Number which is preceded by the letters UN.
 The corresponding Proper Shipping Name (PSN).
For example, kerosene is identified in the IMDG Code by its UN Number UN 1223 and the PSN Kerosene.
8.3.2.1.31 states that together the UN Number and PSN uniquely identifies dangerous goods to:
 enable rapid and precise identification during transport
 ensure the correct handling, stowage, segregation etc.,
 in the event of an emergency, ensure that the correct procedures are followed
The UN Number and PSN uniquely identifies dangerous goods to:

 enable rapid and precise identification during transport
 ensure the correct handling, stowage, segregation etc.,
 in the event of an emergency, ensure that the correct procedures are followed
8.3.2.1.32 explains that the purpose of using a four-digit number to identify dangerous goods is to
enhance safety by:
 overcoming language barriers - the four-digit number is easily understood in all languages
 avoiding confusing similar names - e.g. TITANIUM POWDER, WETTED UN 1352 which is a
flammable solid in class 4.1 and has very different transport requirements to TITANIUM
POWDER, DRY UN 2546 which is spontaneously combustible in class 4.2
The purpose of using a four-digit number to identify dangerous goods is to enhance safety by:
 overcoming language barriers - the four-digit number is easily understood in all languages
 avoiding confusing similar names - e.g. TITANIUM POWDER, WETTED UN 1352 which is a
flammable solid in class 4.1 and has very different transport requirements to TITANIUM
POWDER, DRY UN 2546 which is spontaneously combustible in class 4.2

st
8.3.2.1.33 states that the PSN must be used for transport purposes on documentation/labelling etc.
The PSN must be used for transport purposes on documentation/labelling etc.
8.3.2.1.34 states that no alternatives or variations are permitted unless specifically stated
No alternatives or variations are permitted unless specifically stated.
8.3.2.1.35 states that the PSN is that part of the name which appears in the Dangerous Goods List or the
Alphabetical Index in capital letters only
PSN is that part of the name which appears in the Dangerous Goods List or the Alphabetical Index in
capital letters only.
8.3.2.1.36 states that any text in lower case is only descriptive and is not part of the PSN
Any text in lower case is only descriptive and is not part of the PSN.
8.3.2.1.37 states that the Dangerous goods list (DGL) is presented across 2 pages of the IMDG Code and is
divided into 18 columns for each individual dangerous good listed
The DGL is presented across 2 pages of the IMDG Code and is divided into 18 columns for each individual
dangerous good listed.
8.3.2.1.39 states that much of the information contained in the DGL is coded to make it easier to present
in a table
In order to make it easier to insert in the table, much of the information has been coded with the legend
specifying the codes which are used for description.

st
8.3.2.1.40 states that the DGL is arranged in UN Number order; column 1 and column 18 contains the UN
Number
The dangerous goods list is arranged as per the UN number order which was specified earlier. The
columns No 1 & 18 are showing the UN Number.
8.3.2.1.41 states that to look up an entry only the UN Number is required
With reference to the listing by the UN number, this makes it easier for the person to refer to the DGL,
as only the UN Number is required to refer to all the data.
8.3.2.1.42 states that dangerous goods can also be searched using the PSN
At the end of the Volume 2, the dangerous goods are also arranged in the alphabetical order on the
proper shipping name. Therefore the DGs can be searched using the PSN as well.
8.3.2.1.43 explains that if the UN Number is not given but the dangerous good has the PSN, its associated
UN Number can be located by looking at the alphabetical index at the back of Volume 2 of the IMDG Code
As mentioned above, the volume 2 carries a list of the PSN in the alphabetical order as well. Therefore in
the case where the UN number is not provided, the user can still refer to the code by finding out the UN
number by referring to the alphabetically organized list.
8.3.2.1.44 explains that the IMDG Code contains clearly defined recommendations for the training of all
staff who handle or process dangerous goods shipments for transportation by sea. The full training
requirements can be found in the IMDG Code Volume 1, Chapter 1.3 states that a packing certificate is
also required, certifying that a container or vehicle has been properly packed and secured, if loaded with
dangerous goods
In the 2002 edition of the IMDG Code, training was introduced for the first time.
The IMO Member Governments recognised that the safe transport of dangerous goods by sea is
dependent upon the appreciation, by all persons involved, of the risks involved and on a detailed
understanding of the IMDG Code requirements.
The training requirements became mandatory with Amendment 34-08.

st
These training requirements highlight the need for all shore-based personnel involved in the shipment
of dangerous goods to receive training commensurate with their responsibilities. The IMDG Code
defines shore-based personnel as those who:
 classify dangerous goods and identify PSNs
 pack dangerous goods
 mark, label or placard dangerous goods
 load/ unload CTUS
 prepare transport documents for dangerous goods
 offer dangerous goods for transport
 accept dangerous goods for transport
 handle dangerous goods in transport
 prepare dangerous goods loading/stowage plans
 load/unload dangerous goods into/ from ships
 carry dangerous goods in transport
 enforce, survey or inspect for compliance with applicable rules and regulations
8.3.2.1.45 describes the information given for individual substances
Column 1 – UN Number
Contains the United Nations Number assigned by the United Nations Committee of Experts on the
Transport of Dangerous Goods (UN List).
Column 2 – Proper Shipping Name (PSN)

Contains the Proper Shipping Names in upper case characters which may 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 if dangerous goods are
marine pollutants by showing the letter ‘P’:
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.
st
Column 7a – Limited Quantities
Provides the maximum quantity per inner packaging.
Column 7b – Excepted Quantities

Provides a code which can be referenced to determine the maximum quantity per inner and outer
packaging.
Column 8 – Packing Instructions

Contains packing instructions for the transport of substances and articles.
Column 9 – Special Packing Provisions

Contains special packing provisions.
Column 10 – IBC Packing Instructions

Contains IBC instructions which indicate the type of IBC that can be used for the transport.
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 is no longer used but used to apply 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.
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

st
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 for ease of reference across both pages of the printed book.
8.3.2.1.46 states that an index of dangerous goods is included in Volume 1 of the IMDG Code
An index of Dangerous goods are included in volume 1 of the IMDG code.
8.3.2.1.47 explains how to obtain the references to the relevant Emergency Schedule (EmS) and the entry
in the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG)
Practical session.
8.3.2.1.48 describes the information given for individual substances
8.3.2.1.49 states the requirement for a dangerous goods manifest or stowage plan and describes how they
should be prepared
Dangerous Goods List (or Manifest) – list of the quantities and location of all dangerous goods, this
manifest must include:
 Container Number
 No. and kind of packages
 Proper shipping name
 IMO class
 UN number
 Packing Group
 Subsidiary risk(s)

st
 Flash point
 Marine pollutant
 Net mass / gross weight
 Net explosive quantities
 Stowage location
 Port of loading
 Port of discharge
Dangerous Goods Declaration – declaration from the consignor (shipper) confirming goods are classified
and packed accordingly.
Container Packing Certificate – declaration from the person packing the container that this has been
done correctly.
The Dangerous Goods Declaration is sometimes combined with the Container Packing Certificate into
one document, when combined these are generally known as the Multimodal Dangerous Goods Form.
The Multimodal Dangerous Goods Form can also be known as Dangerous Goods Note (DGN), Dangerous
Cargo Declaration (DCN), Shippers Declaration, Dangerous Goods Declaration (DGD) and Multimodal
Dangerous Goods Form (MDGF).
8.3.2.1.50 lists, by headings, the information given in an emergency schedule
The emergency schedule carries two schedules.

 Fire schedules
 Spillage Schedules
When concentrating on the each individually,
 Fire Schedule
o General Comments
o Cargo fire on deck
 Packages
 Cargo Transport units
o Cargo on fire under deck
o Cargo Exposed to fire
o Special cases
 Spillage schedule
o General Comments
o Spillage on deck
 Packages (small Spillage)
 Cargo transport unit (Large Spillage)
st
o Spillage under deck
 Packages (Small Spillage)
 Cargo Transport Units (Large Spillages)
o Special Cases
8.3.2.1.51 defines ‘dangerous substances’, ‘port authority’, ‘regulatory authority’, ‘designated port office’
and ‘responsible person’ as used in the Recommendations on the Safe Transport, Handling and Storage of
Dangerous Substances in Port Areas
Dangerous substances:
any liquid, gas or solid that poses a risk to workers’ health or safety
Dangerous cargoes means any of the following cargoes, whether packaged, carried in bulk
packagings or in bulk within the scope of the following instruments:
– oils covered by Annex I of MARPOL 73/78;
– gases covered by the Codes for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk;
– noxious liquid substances/chemicals, including wastes, covered by the Codes for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk and
Annex II of MARPOL 73/78;
– solid bulk materials possessing chemical hazards and solid bulk materials hazardous
only in bulk (MHBs), including wastes, covered by group B schedules in the Code of
Safe Practice for Solid Bulk Cargoes (BC Code);
– harmful substances in packaged form (covered by Annex III of MARPOL 73/78); and
– dangerous goods, whether substances, materials or articles (covered by
the IMDG Code).
The term dangerous cargoes includes any empty uncleaned packagings (such as tank-containers,
receptacles, intermediate bulk containers (IBCs), bulk packagings, portable tanks or tank vehicles)
which previously contained dangerous cargoes, unless the packagings have been sufficiently cleaned
of residue of the dangerous cargoes and purged of vapours so as to nullify any hazard or has been
filled with a substance not classified as being dangerous.
Port Authority:
Port authority means any person or body of persons empowered to exercise effective control in a
port area.
Regulatory Authority
Regulatory authority means the national, regional or local authority empowered to make legal

st
requirements in respect of a port area and having powers to enforce the legal requirements.
Responsible Person
Responsible person means a person appointed by a shore side employer or by the master of a ship who
is empowered to take all decisions relating to a specific task, having the necessary current knowledge
and experience for that purpose and, where required, is suitably certificated or otherwise recognized by
the regulatory authority.
8.3.2.1.52 explains that a port authority may be empowered to refuse dangerous substances if it is
considered that their presence would endanger life or property because of:
 their condition
 the condition of their containment
 the condition of their mode of conveyance
 conditions in the port area
As per the MSC circ 1216 annex regulation 7.1.1.1.2:

The port authority should be empowered to refuse dangerous cargoes intended for keeping within, or
transit through, the port area, if it is considered that their presence would endanger life or property
because of their condition, the condition of their consignment, the condition of their mode of
conveyance, or the conditions in the port area. Notwithstanding this provision all reasonable effort
should be made to aid a ship in distress, particularly when the lives of its crew are in danger.
8.3.2.1.53 states that, if any dangerous substance constitutes an unacceptable hazard, the port authority
should be able to order the removal of such substance or any ship, package, container, portable tank or
vehicle containing it
As per the MSC circ 1216 annex

7.1.1.3 If any dangerous cargo within the port area constitutes an unacceptable hazard, the port
authority should be able to remove, or order the removal of, any such cargo or any ship, package,
freight container, tank-container, portable tank, vehicle or other cargo transport unit containing it.
8.3.2.1.54 states that a port authority will normally require notification at least 24 hours in advance of the
transport or handling of dangerous substances, including those which are not for discharge at that port

7.1.2 Advance notification

st
7.1.2.1 The regulatory authority should establish a system whereby the port authority is notified in good
time, but generally not less than 24 hours in advance of the arrival of dangerous cargoes in the port
area. The regulatory authority should establish and make information on the various categories and
minimum quantities of such categories of dangerous cargoes for which prior notification of arrival is
required. The system may enable special arrangements to be made or exemptions to be granted as
appropriate for certain categories and/or quantities of dangerous cargoes, for certain modes of
transport and for short voyages. This will include ships carrying dangerous cargoes which intend to
transit through the port area. Where possible all dangerous goods should be manifested on FAL Form 7
as amended.
8.3.2.1.55 describes the inspections which may be made by a port authority

7.1.8 Inspections
7.1.8.1 The port authority should make regular inspections to ensure the implementation of the safety
precautions in the port area and the safe transport and handling of dangerous cargoes. They should be
empowered to:
1. Inspect documents and certificates concerning the safe transport, handling, packing, stowage
and segregation (when appropriate) of dangerous cargoes in the port area;
2. Inspect packages, unit loads and cargo transport units containing dangerous cargoes to verify
that they are packed, marked, labelled or placarded in accordance with the provisions of the
IMDG Code or the appropriate national or international standards applicable for the mode of
transport; that unnecessary labels, placards and marks have been removed; and that the cargo
transport units have been loaded, packed and secured in accordance with the IMO/ILO UN ECE
Guidelines for packing of cargo transport units;
3. Inspect freight containers, tank-containers, portable tanks and vehicles containing dangerous
cargoes to ensure that they have a current safety approval plate in accordance with the
International Convention for Safe Containers (CSC), 1972, as amended, when applicable, and are
in compliance with the applicable provisions of part 4 and part 6 of the IMDG Code; and
4. Check, by external examination, the physical condition of each freight container, tank-container,
portable tank or vehicle containing dangerous cargoes for obvious damage affecting its strength
or packaging integrity and for the presence of any sign of leakage of contents.
8.3.2.1.56 states that the designated port officer should be empowered to:
 direct when and where a ship having any dangerous substances on board may anchor, moor or
berth
 direct a ship to be moved within or to leave the port area
st
 attach conditions appropriate to local circumstances and the quantity and nature of the
dangerous substances

7.1.3 Berthing
7.1.3.1 The port authority should be empowered to:
1. Direct when and where a ship, having any dangerous cargoes on board, should anchor, moor,
berth or remain within the port area, taking into consideration relevant matters such as the
quantity and nature of the dangerous cargoes involved, the environment, the population, the
weather conditions;
2. Direct, in an emergency, a ship having any dangerous cargoes on board to be moved within the
port area, or to be removed from the port area having due regard to the safety of the ship and
its crew; and
3. Attach such requirements to any such directions as are appropriate to local circumstances and
the quantity and nature of the dangerous cargoes involved.
8.3.2.1.57 states that the regulatory authority may require signals to be shown while transporting or
handling dangerous substances

7.1.18 Signals
7.1.18.1 The regulatory authority should decide if and when a ship engaged in the transport or handling
of certain specified dangerous cargoes in the port area, should exhibit by day or by night any special
visual signals.
8.3.2.1.58 describes the signals as:

 by day, flag ‘B’ of the International Code of Signals
 by night, an all-round fixed red light

7.1.18.4 Where signals are to be exhibited, they should be:
1. By day flag “B” of the International Code of Signals; and
2. By night an all-round fixed red light.
8.3.2.1.59 explains how effective communications with the port authority can be maintained

st
7.1.19 Communications
7.1.19.1 The port authority should ensure that every ship engaged in the transport of dangerous cargoes
can maintain effective communications with the port authority. When appropriate and practicable such
communications should be carried out by VHF in accordance with the provisions of
SOLAS regulation IV/7 and complying with the performance standards set out in IMO Assembly
resolution A.609(15) and the requirements of the regulatory authority.
8.3.2.1.60 describes the requirements regarding mooring a ship carrying dangerous substances

7.2.3 Berthing
7.2.3.1 The master of a ship should ensure that the moorings used in securing the ship are of an
appropriate type, and of sufficient strength and number for the size of the ship and the local conditions.
7.2.3.2 Unless exempted by the port authority, the master of a ship which has to display the signals
referred to in 7.1.18.1 should, at all times, while it is berthed in the port area:
1. Provide towing wires (otherwise referred to in some places as “fire wires”) of adequate size at
the bow and the stern ready for immediate use. The towing eye should be passed outboard and
kept at about the water level by means of a rope stopper which will break under stress and
release an adequate length of towing wire, stowed on deck for immediate use. The end of the
wire should be properly secured to mooring bitts; and
2. Ensure that the mooring arrangements are such that the ship can be released quickly in an
emergency.
7.2.3.3 The master of a ship should ensure that machinery necessary for the safety of the ship or the
handling of cargo or ballast is properly maintained, attended and always ready for use and that funnel
uptakes and boiler tubes are not blown without the permission of the port authority.
7.2.3.4 The master of a ship should ensure that adequate safe means of access are provided between
the ship and the shore.
8.3.2.1.61 states that at all times there should be sufficient crew on board to maintain a proper watch and
operate appliances in the case of an emergency, taking into account the nature and quantity of dangerous
substances on board

7.2.2 Watchkeeping

st
7.2.2.1 The master of a ship should ensure that a safe deck watch and a safe engine watch are
maintained at all times. The master should ensure that at all times there are sufficient crew available to
operate the appropriate shipboard appliances in the case of an emergency.
8.3.2.1.62 states that a responsible person should be designated to supervise the handling of dangerous
goods

8.2 Supervision
8.2.1 As soon as practicable after the berthing of the ship, the master and the berth operator, within
their respective areas of responsibility, should ensure that a responsible person is appointed to
supervise the handling of dangerous cargoes. The responsible person should be aware of the risks
involved and the steps to be taken in an emergency and who will maintain any necessary contact with
the master and the berth operator.
8.3.2.1.63 lists the measures that should be taken by the responsible person in connection with:
 the weather
 lighting
 protective clothing and equipment
 intoxicated persons
 fire and other emergency procedures
 reporting of incidents and safety precautions

7.2.14 Alcohol and drug abuse
7.2.14.1 The master of a ship, within his area of responsibility, should ensure that no person under the
influence of alcohol or drugs is allowed to participate in any operation involving the handling of
dangerous cargoes. Any such persons should be kept clear of the immediate areas where dangerous
cargoes are being transported or handled.
7.2.15 Weather conditions
7.2.15.1 The master of a ship, within his area of responsibility, should not permit dangerous cargoes to
be handled in weather conditions which may seriously increase the risk.
7.2.16 Lighting
7.2.16.1 The master of a ship, within his area of responsibility, should ensure that the areas where
dangerous cargoes are handled or where preparations are being made for the handling of dangerous
cargoes and access to such areas are adequately illuminated.
7.2.17 Handling equipment
st
7.2.17.1 The master of a ship, within his area of responsibility, should ensure that all ship’s equipment,
including cargo-securing equipment, used in the handling of dangerous cargoes is suitable for such use
and used only by skilled persons.
7.2.17.2 The master of a ship, within his area of responsibility, should ensure that all ship’s cargo
handling equipment is of an approved type, properly maintained, and tested in accordance with national
and international legal requirements.
7.2.18 Protective equipment
7.2.18.1 The master of a ship, within his area of responsibility, should, when necessary, provide a
sufficient quantity of appropriate protective equipment and clothing for the ship’s personnel involved in
the handling of dangerous cargoes.
7.2.18.2 The protective equipment and clothing should provide adequate protection against the hazards
specific to the dangerous cargoes handled and should, where appropriate, be of an approved type or
made in conformity with an approved standard.
7.2.19 Security procedures
7.2.19.1 The master of the ship should familiarize himself with the security requirements of the port.
8.3.2.1.64 explains that the port authority should be informed of the intention to carry out repair work
when dangerous substances are on board

7.1.9 Hot work and other repair or maintenance work
7.1.9.1 The port authority should require that it is notified of any person’s intention to carry out hot
work or any other repair or maintenance work, either on board a ship or ashore, which may constitute a
hazard because of the presence of dangerous cargoes, and such work is authorized only when it can be
carried out without creating such a hazard.
8.3.2.1.65 explains the handling precautions which should be observed regarding:

 avoidance of damage to packages
 access to handling areas
 lifting goods over dangerous goods stowed on deck
 escape of a dangerous substance from a package entry into enclosed spaces

8.4 General handling precautions
8.4.1 The master of a ship and the berth operator, within their respective areas of responsibility, should
ensure that:

st
1. Every person engaged in the handling of dangerous cargoes exercises reasonable care to avoid
damage to packages, unit loads and cargo transport units.
2. Whilst dangerous cargoes are being handled, precautions are taken to prevent unauthorized
access to handling areas.
3. If there is any loss of containment of dangerous cargo, every practical step is taken to minimize
risks to persons and adverse effects to the environment.
8.3.2.1.66 describes the special precautions for loading or unloading explosives

4 Loading and unloading of explosives
4.1 Other than in exceptional circumstances permitted by the relevant legal authorities, no explosives
should be brought to a berth for loading into a ship unless the ship is ready to receive them. No
explosives should be unloaded from a ship at a berth, unless the means of transport by which they are
to be removed from the port area is ready to receive them. Once the handling of explosives has begun,
it should proceed with due diligence.
4.2 The area of the berth where the explosives are being handled should be clearly marked out as a
protected area in which the provisions of 3.3.2, 7.2.6.1 and 7.3.7.2 are strictly enforced. The limits of the
area should extend at least 10 metres from the immediate handling area.
4.3 The space in the ship or cargo transport unit in which explosives are to be loaded should be carefully
cleaned and maintained in a clean condition and particular attention should be paid to the provisions of
7.3.7.1.4.
4.4 Explosives should not be handled during the hours of darkness unless prior consent has been
obtained from the port authority which should take into account all relevant considerations, including
the standard of illuminations, security, fatigue of workers and weather conditions.
4.5 Equipment for handling explosives should be of an approved type, properly maintained and tested in
accordance with national and international standards.
5 Weather conditions
5.1 Because of the nature of explosives, the provisions of 7.2.15 and 7.3.18 with respect to the handling
of dangerous cargoes in adverse weather conditions need careful attention, particularly in respect of
wet conditions.
6 Additional fire precautions
6.1 No source of ignition should be brought into or near to a place where explosives are being handled.
The wearing of shoes or boots with unprotected metal nails, heels or tips of any kind should be
prohibited, except where the consignment consists only of articles of class 1, and care taken to ensure
that any portable lights and other electrical equipment are of a type safe for use in a flammable
atmosphere.

st
7 Radio or radar transmitting
7.1 During the handling of explosives no radar or radio transmitter should be used within 50 metres of
the cargo handling area, except under such conditions, including power output limitations, frequency
and other factors, as may be established by the regulatory authority. The regulatory authority should be
guided by explosives and radio experts on the minimum distance between the handling of various types
of explosives and operational transmitters.
8 Bunkering
8.1 No bunkering should be permitted during the handling of explosives or while the hatches of cargo
spaces containing explosives are open, unless the permission of the port authority has been obtained.
9 Damaged packages
9.1 If in the course of handling explosives in the port area any package of explosives, or the seal of any
such package, appears to be damaged, that package should be set aside for examination and repair or
other safe disposal.
9.2 If any explosives are spilled or escape from a package, the responsible person supervising the
handling should ensure that such spillage is immediately collected and safe arrangements are made for
its repacking or disposal. Every such incident should be immediately reported to the port authority.
10 Completion of loading
10.1 When loading is completed the loaded ship or vehicle should depart from the port area as soon as
is reasonably practicable.
11 Security
11.1 As the safety of the handling of explosives is affected by the degree of security attained,
consideration should be given to all security measures necessary to prevent unauthorized access to
explosives, including appropriate checks that all packages are received in good order and condition at all
stages of the handling operation. Explosives should neither be moved nor handled unless the relevant
permits have been issued and such tasks should be undertaken in accordance with the conditions
specified in the relevant permits.
12 Explosives in class 1, division 1.4, compatibility group S
12.1 The regulatory authority should grant any exemption necessary from their requirements in the case
of explosives in class 1, division 1.4, compatibility group S in accordance with the IMDG Code.
8.3.2.2 Solid bulk cargoes
8.3.2.2.1 outlines the contents of the International Maritime Solid Bulk Cargoes (IMSBC Code)
Foreword
Section 1 General provisions

st
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 the 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 wastes in bulk
Section 11 Security provisions
Section 12 Stowage factor conversion tables
Section 13 References to related information and recommendations
Appendix 1 Individual schedules of solid bulk cargoes
Appendix 2 Laboratory test procedures, associated apparatus and standards
Appendix 3 Properties of solid bulk cargoes
Appendix 4 Index
8.3.2.2.2 States that the main hazards associated with the shipment of bulk solids are:
 structural damage due to improper distribution of the cargo
 loss or reduction of stability during a voyage
 chemical reactions
provide adequate stability and to ensure that the ship’s structure is never overstressed.
The main hazards associated with the shipment of bulk solids are:
 structural damage due to improper distribution of the cargo
 loss or reduction of stability during a voyage
 chemical reactions
8.3.2.2.3 Lists the information which should be supplied by the shipper to the Master before
loading
Prior to loading bulk cargo , the shipper should declare:

st
 the BCSN when the cargo is listed in this Code. Secondary names may be used in addition to the
BCSN;
 the cargo group (A and B, A, B or C);
 the IMO Class of the cargo, if applicable;
 the UN number preceded by letters UN for the cargo, if applicable;
 the total quantity of the cargo offered;
 the stowage factor;
 the need for trimming and the trimming procedures, as necessary;
 the likelihood of shifting, including angle of repose, if applicable;
 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;
 likelihood of formation of a wet base (see subsection 7.2.3 of this Code);
 toxic or flammable gases which may be generated by cargo, if applicable;
 flammability, toxicity, corrosiveness and propensity to oxygen depletion of the cargo, if
 applicable;
 self-heating properties of the cargo, and the need for trimming, if applicable;
 properties on emission of flammable gases in contact with water, if applicable;
 radioactive properties, if applicable; and
 Any other information required by national authorities.
8.3.2.2.4 States that a certificate stating the relevant characteristics of the material should be
provided to the Master at the loading point
A certificate stating the relevant characteristics of the material should be provided to the Master at the
loading point.
8.3.2.2.5 Explains that certificates stating transportable moisture limits should be accompanied
by a statement that the moisture content is the average moisture content at the time of
presenting the certificate
Before you can accept a cargo for shipment, the shipper must provide the Master with valid, up-to-date
information about the cargo’s physical and chemical properties. The exact information and
documentation they must provide is listed in the Code under ‘Assessment of acceptability of

st
consignments for safe shipment; Provision of Information’, and includes the correct Bulk Cargo Shipping
Name2 and a declaration that the cargo information is correct.
When a concentrate or other cargo which may liquefy is carried, the shipper shall provide the ship’s
master or his representative with a signed certificate of the TML, and a signed certificate or declaration
of the moisture content. The certificate of TML shall contain, or be accompanied by the result of the test
for determining the TML. The declaration of moisture content shall contain, or be accompanied by, a
statement by the shipper that the moisture content is, to the best of his knowledge and belief, the
average moisture content of the cargo at the time the declaration is presented to the master.
8.3.2.2.6 Explains how to distribute a high-density cargo between holds when detailed
information is not available
To enhance safety and flexibility, some bulk carriers are provided with local loading criteria which define
the maximum allowable cargo weight in each cargo hold, and each pair of adjacent cargo holds (i.e.
block hold loading condition), for various ship draught conditions. The local loading criteria is normally
provided in tabular and diagrammatic form.
Over-loading will induce greater stresses in the double bottom, transverse bulkheads, hatch coamings,
hatch corners, main frames and associated brackets of individual cargo holds,
The double bottom, cross deck and transverse bulkhead structures are designed for specific cargo loads
and sailing draught conditions. These structural configurations are sensitive to the net vertical load
acting on the ship's double bottom. The net vertical load is the difference between the vertical
downward weight of the cargo and water ballast in the double bottom and the hopper ballast tanks in
way of the cargo hold and the upward buoyancy force which is dependent on the ship's draught.
Overloading of the cargo hold in association with insufficient draught will result in an excessive net
vertical load on the double bottom which may distort the overall structural configuration in way of the
hold .
The important trend to note from the local loading diagram is that there is a reduction in the cargo
carrying capacity of a hold with a reduction in the mean draught. To exceed these limits will impose high
stresses in the ship's structure in way of the over-loaded cargo hold. There are two sets of local loading
criteria depending upon the cargo load distribution namely, individual hold loading or two adjacent hold
loading.

st
The allowable cargo loads for each hold or combined cargo loads in two adjacent holds are usually
provided in association with empty double bottom and hopper wing ballast tanks directly in way of the
cargo hold. When water ballast is carried in the double bottom and hopper wing tanks, the maximum
allowable cargo weight should be obtained by deducting the weight of water ballast being carried in the
tanks in way of the cargo hold.
The maximum cargo loads given in the Local Loading Criteria should be considered in association with
the mean draught in way of the cargo hold(s). In the case of a single cargo hold, the ship draught at the
mid-length of the hold should be used. For two adjacent cargo holds, the average of the draught in the
mid-length of each cargo hold should be used.
8.3.2.2.7 states that the loading instrument, loading information and the ship’s stability
information book should be used to check the suitability of a proposed stow for stresses and
stability
The loading instrument, loading information and the ship’s stability information book should be used to
check the suitability of a proposed stow for stresses and stability.
8.3.2.2.8 Describes how to prevent shifting of bulk cargo by reducing an excessively high GM
8.3.2.2.9 Describes precautions to take before, during and after loading of bulk cargo
General
provide adequate stability and to ensure that the ship’s structure is never overstressed. Furthermore,
the shipper shall provide the master with adequate information about the cargo.
To prevent the structure being overstressed

st
A general cargo ship is normally constructed to carry cargoes in the range of 1.39 to 1.67 cubic metres
per tonne when loaded to full bale and deadweight capacities. When loading a high-density solid bulk
cargo, particular attention shall be paid to the distribution of weights to avoid excessive stresses, taking
into account that the loading conditions may be different from those found normally and that improper
distribution of such cargo may be capable of stressing either the structure under the load or the entire
hull. To set out exact rules for the distribution of loading is not practicable for all ships because the
structural arrangements of each vessel may vary greatly. The information on proper distribution of cargo
may be provided in the ship’s stability information booklet or may be obtained by the use of loading
calculators, if available.
To aid stability
Having regard to regulation II-1/22.1 of SOLAS Convention, a stability information booklet shall be
provided aboard all ships subject to the Convention. The master shall be able to calculate the stability
for the anticipated worst conditions during the voyage as well as that on departure and demonstrate
that the stability is adequate.
Shifting divisions and bins, of adequate strength, shall be erected whenever solid bulk cargoes, which
are suspected of readily shifting, are carried in’ tween-deck cargo spaces or in only partially filled cargo
spaces.
As far as practicable, high-density cargoes shall be loaded in the lower hold cargo spaces in preference
to’ tween-deck cargo spaces.
When it is necessary to carry high-density cargoes in’ tween-decks or higher cargo spaces, due
consideration shall be paid to ensure that the deck area is not overstressed and that the ship’s stability
is not reduced below the minimum acceptable level specified in the ship’s stability data.
Loading and unloading

Cargo spaces shall be inspected and prepared for the particular cargo which is to be loaded.
Due consideration shall be paid to bilge wells and strainer plates, for which special preparation is
necessary, to facilitate drainage and to prevent entry of the cargoes into the bilge system.
Bilge lines, sounding pipes and other service lines within the cargo space shall be in good order.
Because of the velocity at which some high-density solid bulk cargoes are loaded, special care may be
necessary to protect cargo space fittings from damage. To sound bilges after the completion of loading
may be effective to detect damage on cargo space fittings.
As far as practicable, ventilation systems shall be shut down or screened and air conditioning systems
placed on recirculation during loading or discharge, to minimize dust ingress into the living quarters or
other interior spaces.
Due consideration shall be paid to minimize the extent to which dust may come into contact with
moving parts of deck machinery and external navigational aids.

st
8.3.2.2.10 describes the precautions to take to minimize the effect of dust on deck machinery, navigational
aids and living quarters
Many bulk cargoes are dusty and some extremely so. The effects of breathing dust can never be
beneficial and are probably harmful in some cases at least. Where possible it is always best to avoid
exposure to cargo dust and employers and their representatives have a duty to minimise dust. When
exposure to hazardous solids, liquids or gases cannot be avoided respiratory protective equipment (RPE)
and safety goggles must be worn.The selection and use of the appropriate RPE is complex and extremely
important. It should be part of the risk assessment process. Many different types of RPE are available to
give protection against different hazards and the wrong respirator, for example, may be worse than
none at all. The advice of a qualified person who understands the circumstances where the RPE is to be
used should be obtained.
Other than that it is important to
 Change over the accommodation AC in to circulation mode.
 Cover all the deck machinery to reduce the dust entering
 Cover all the navigational aids such as Nav. Lanterns, Gyro repeaters, Antennas to prevent them
from malfunction due to accumulation of dust inside.
8.3.2.2.11 describes the health hazards which may be associated with bulk materials
General requirements
Prior to and during loading, carriage and discharge of a solid bulk cargo, all necessary safety precautions
shall be observed.
A copy of the instructions on emergency response and medical first aid relevant to incidents involving
dangerous goods in solid form in bulk shall be on board.
Poisoning, corrosive and asphyxiation hazards

Some solid bulk cargoes are susceptible to oxidation, which may result in oxygen depletion, emission of
toxic gases or fumes and self-heating. Some cargoes are not liable to oxidize but may emit toxic fumes,
particularly when wet. There are also cargoes which, when wetted, are corrosive to skin, eyes and
mucous membranes or to the ship’s structure. When these cargoes are carried particular attention shall
be paid to protection of personnel and the need for special precautions to be taken prior to loading and
after unloading.
Appropriate attention shall be paid that cargo spaces and adjacent spaces may be depleted in oxygen or
may contain toxic or asphyxiating gases, and that an empty cargo space or tank which has remained
closed for some time may have insufficient oxygen to support life.
st
Many solid bulk cargoes are liable to cause oxygen depletion in a cargo space or tank. These include, but
are not limited to, most vegetable products and forest products, ferrous metals, metal sulphide
concentrates and coal cargoes.
Prior to entry into an enclosed space aboard a ship, appropriate procedures shall be followed taking into
account the recommendations developed by the Organization. It is to be noted that, after a cargo space
or tank has been tested and generally found to be safe for entry, small areas may exist where oxygen is
deficient or toxic fumes are still present.
When carrying a solid bulk cargo that is liable to emit a toxic or flammable gas, and/or cause oxygen
depletion in the cargo space, the appropriate instrument(s) for measuring the concentration of gas and
oxygen in the cargo space shall be provided.
Emergency entry into a cargo space shall be undertaken only by trained personnel wearing self-
contained breathing apparatus and protective clothing and always under the supervision of a
responsible officer.
8.3.2.2.12 states that safety precautions and any appropriate national regulations should be complied
with during the handling and carriage of bulk materials
Though there are comprehensive safety precautions laid down by the IMSBC code, it is important to
comply with national regulations also during handling of bulk cargo.
8.3.2.2.13 states that a copy of the Medical First Aid Guide for Use in Accidents Involving dangerous Goods
should be on board
As per IMSBC code section 3.1.2

3.1.2. A copy of the instructions on emergency response and medical first aid relevant to
incidents involving dangerous goods in solid form in bulk shall be on board.
8.3.2.2.14 describes how to trim cargoes having an angle of repose:

 less than or equal to 35 degrees
 greater than 35 degrees
As per IMSBC code section 5:

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.

st
For trimming purposes, solid bulk cargoes can be categorized as cohesive or non-cohesive. The angle of
repose is a characteristic of non-cohesive bulk cargoes which is indicative of cargo stability and has been
included in the individual schedules for non-cohesive cargoes.
Non-cohesive bulk cargoes having an angle of repose greater than 30° to 35° inclusive
These cargoes shall be trimmed according to the following criteria:
1. the unevenness of the cargo surface measured as the vertical distance (Δh) between the highest
and lowest levels of the cargo surface shall not exceed B/10, where B is the beam of the ship in
metres, with a maximum allowable Δh = 1.5 m; or
2. loading is carried out using trimming equipment approved by the competent authority.
Non-cohesive bulk cargoes having an angle of repose greater than 35°

These cargoes shall be trimmed according to the following criteria:
1. the unevenness of the cargo surface measured as the vertical distance (Δh) between the highest
and lowest levels of the cargo surface shall not exceed B/10, where B is the beam of the ship in
metres, with a maximum allowable Δh = 2 m; or
2. loading is carried out using trimming equipment approved by the competent authority.
8.3.2.2.15 describes how to stow material which flows freely like grain
Non-cohesive bulk cargoes having an angle of repose less than or equal to 30°
These cargoes, which flow freely like grain, shall be carried according to the provisions applicable to the
stowage of grain cargoes. The bulk density of the cargo shall be taken into account when determining:
1. the scantlings and securing arrangements of divisions and bin bulkheads; and
2. the stability effect of free cargo surfaces.
8.3.2.2.16 explains the IMSBC Code method for determining the approximate angle of repose on board
ship
As per IMSBC code appendix 2:
Test procedures to determine the angle of repose and associated apparatus
Determination of angle of repose of fine-grained materials (size less than 10 mm):

st
“Tilting box test”. For use in laboratory or port of loading
Scope
The test provides for the determination of the angle of repose of fine-grained non-cohesive materials
(size less than 10 mm). The results so obtained may be used when interpreting sections 5 and 6 of this
Code for the materials in question.
Definition
The angle of repose obtained by this test is the angle formed between the horizontal and the top of the
testbox when the material in the box just begins to slide in bulk.
Principle of test
When measuring the angle of repose by this method, the material surface should initially be level and
parallel to the testbox base. The box is tilted without vibration and tilting is stopped when the product
just begins to slide in bulk.
Apparatus

st
st
Apparatus is as follows:
1. A framework, on top of which is attached an open box. Attachment of the box to the frame is by
means of a shaft passing through bearings affixed to both the frame and the end of the box,
enabling the box to be subjected to a controlled tilt.
2. The dimensions of the box are 600 mm long, 400 mm wide and 200 mm high.
3. To prevent sliding of the material along the bottom of the box during tilting, a tightly fitting
grating (openings 30 mm x 30 mm x 25 mm) is placed on the bottom of the box before filling.
4. Tilting of the box is effected by a hydraulic cylinder fitted between the frame and the bottom of
the box. Other means may be used to obtain the required tilting but in all cases vibration must
be eliminated.
5. To pressurize the hydraulic cylinder, a hydropneumatic accumulator may be used, pressurized
by air or gas at a pressure of about 5 kp/cm2.
6. The rate of tilting should be approximately 0.3o/s.
7. Range of tilt should be at least 50°.
8. A protractor is fitted to the end of the shaft. One lever of the protractor is fitted so that it may
be screw-adjusted to the horizontal.
9. The protractor should measure the angle of the top of the box to the horizontal to within an
accuracy of 0.5°.
10. A spirit level or some other levelling device should be available to zero the protractor.
Procedure
The box is filled with the material to be tested by pouring it slowly and carefully from the lowest
practical height into the box in order to obtain uniformity of loading.
The excess material is scraped off with the aid of a straight edge, inclined at about 45o towards the
direction of scraping.
The tilting system is then activated and stopped when the material just begins to slide in bulk.
The angle of the top of the box to the horizontal is measured by the protractor and recorded.
Evaluation
The angle of repose is calculated as the mean of three measurements and is reported to within half a
degree.
Notes: Preferably the test should be carried out with three independent samples.
Care should be taken to ensure that the shaft is adjusted to be horizontal before testing.
Alternative or shipboard test method to be used for the determination of the angle of repose when the
tilting box is not available

st
Definition
According to this method the angle of repose is the angle between the cone slope and the horizontal
measured at half height.
Principle of test
To determine the angle of repose, a quantity of the material to be tested is poured very carefully out of
a flask onto a sheet of rough-textured paper, in such a way that a symmetrical cone is formed.
Equipment
The necessary equipment to carry out this test is as follows:
 a horizontal table free from vibrations;
 a sheet of rough-textured paper onto which the material should be poured;
 a protractor; and
 a 3-litre conical flask.
Procedure
Put the sheet of paper on the table. Split 10l of the material to be tested into three subsamples and test
each in the following way:
Pour two thirds of the sub-sample (i.e. 2 l) onto the sheet, producing a starting cone. The remainder of
this sub-sample is then poured very carefully from a height of a few millimetres on top of the cone. Care
should be taken that the cone will be built up symmetrically. This may be achieved by revolving the flask
slowly close around the top of the cone when pouring.
When measuring, care should be taken that the protractor does not touch the cone; otherwise this may
result in sliding of the material and spoil the test.
The angle has to be measured at four places around the cone, about 90 degrees apart.
This test should be repeated on the other two sub-samples.
Calculations
The angle of repose is taken as the mean of the 12 measurements and is reported to half a degree. This
figure can be converted to the tilting box value as follows:
Where at = angle of repose according to the tilting box text
as = angle of repose according to the survey test

st
8.3.2.2.17 describes the types of cargo which may liquefy during carriage
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.
Some cargoes which may liquefy may also heat spontaneously.
Group A cargoes contain a certain proportion of small particles and a certain amount of moisture. Group
A cargoes may liquefy during a voyage even when they are cohesive and trimmed level. Liquefaction can
result in cargo shift. This phenomenon may be described as follows:
 the volume of the spaces between the particles reduces as the cargo is compacted owing to the
ship motion, etc.;
 the reduction in space between cargo particles causes an increase in water pressure in the
space; and
 the increase in water pressure reduces the friction between cargo particles resulting in a
reduction in the shear strength of the cargo.
Liquefaction does not occur when one of the following conditions is satisfied:
 the cargo contains very small particles. In this case particle movement is restricted by cohesion
and the water pressure in spaces between cargo particles does not increase;
 the cargo consists of large particles or lumps. Water passes through the spaces between the
particles and there is no increase in the water pressure. Cargoes which consist entirely of large
particles will not liquefy;
 the cargo contains a high percentage of air and low moisture content. Any increase in the water
pressure is inhibited. Dry cargoes are not liable to liquefy.
8.3.2.2.18 states that cargoes which may liquefy should not be carried with a moisture content above that
of the transportable moisture limit
As per IMSBC code section 7.3.1

Concentrates or other cargoes which may liquefy shall only be accepted for loading when the actual
moisture content of the cargo is less than its TML. Notwithstanding this provision, such cargoes may be
accepted for loading on specially constructed or fitted cargo ships even when their moisture content
exceeds the TML.

st
8.3.2.2.19 explains that such cargoes may look relatively dry when loaded but liquefy as a result of
compaction and vibration during the passage
8.3.2.2.20 states that such cargoes should be trimmed reasonably level, regardless of the angle of repose
stated
Where there is a cargo which may liquefy, it has to be trimmed reasonably level regardless of what the
angle of repose which is stated in the IMSBS code.
8.3.2.2.21 explains the precautions to be taken to keep liquids out of holds where such cargoes are carried
and the danger of using water to cool a shipment of these materials
As per IMSBC code section 7.3: Precautions for cargoes which may liquefy
 Cargoes which contain liquids other than packaged canned goods or the like shall not be stowed
in the same cargo space above or adjacent to these solid bulk cargoes.
 Adequate measures shall be taken to prevent liquids entering the cargo space in which these
solid bulk cargoes are stowed during the voyage.
 Masters shall be cautioned about the possible danger of using water to cool these cargoes while
the ship is at sea. Introducing water may bring the moisture content of these cargoes to a flow
state. When necessary, due regard shall be paid to apply water in the form of a spray.
8.3.2.2.22 states that specially fined or constructed cargo ships may carry materials with moisture content
above the transportable moisture limit if approved by their Administrations
 Cargoes having moisture content in excess of the TML shall only be carried in specially
constructed cargo ships or in specially fitted cargo ships.
 Specially constructed cargo ships shall have permanent structural boundaries, so arranged as to
confine any shift of cargo to an acceptable limit. The ship concerned shall carry evidence of
approval by the Surveyor General.
8.3.2.2.23 describes the test for approximately determining the possibility of flow which may be carried
out on board ship

st
A ship’s 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.
8.3.2.2.24 states that some materials transported in bulk present hazards because of their chemical
properties
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.
8.3.2.2.25 explains that some materials are classified as dangerous goods in the IMDG Code while others
are Materials Hazardous only in Bulk (MHB)
Covered under 8.3.2.2.24
8.3.2.2.26 states that the IMSBC Code categorizes cargoes into three groups - A, B and C:
 Group A consists of the cargoes which may liquefy if shipped with moisture content in excess of
their transportable moisture limit
 Group B consists of cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship
 Group C consists of cargoes which are not liable to liquefy (Group A) and do not possess
chemical hazards (Group B)
The IMSBC code categorizes the cargo into three groups: Groups A,B & C.

st
 Group A consists of cargoes which may liquefy if shipped at a moisture content in excess of their
transportable moisture limit.
 Group B consists of cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship.
 Group C consists of cargoes which are neither liable to liquefy (Group A) nor to possess chemical
hazards (Group B).
8.3.2.2.27 explains the content and use of the following: that in the added supplement of the IMSBC Code,
the IMO documents contained are:
 the BLU Code
 the BLU Manual
 MSC/Circ.908 - Uniform Method of Measurement of the Density of Bulk Cargoes
 MSC/Circ.1146 - Lists of Solid Bulk Cargoes for which a Fixed Gas Fire-extinguishing System may
be Exempted or for which a Fixed Gas Fire-extinguishing System is Ineffective
 Res. A.864(20) - Recommendations for Entering Enclosed Spaces Aboard Ships
 MSC.1/Circ.1264 - Recommendations on the Safe Use of Pesticides in Ships Applicable to the
Fumigation of Cargo Holds
 BC.1/Circ.66 - Contact Names and Addresses of the Offices of Designated National Competent
Authorities Responsible for the Safe Carriage of Grain and Solid Bulk Cargoes
The BLU Code
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 in 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, as amended by
resolution MSC.47(66). Further amendments to the BLU Code were adopted by the Maritime Safety
Committee by resolutions MSC.238(82) and MSC.304(87).
The BLU Manual
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
st
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. Amendments to the BLU Manual were approved by the Maritime Safety Committee at its
eighty-seventh session, which can be found in MSC.1/Circ.1356.
MSC/Circ.908 - Uniform Method of Measurement of the Density of Bulk Cargoes
The Maritime Safety Committee, at its seventy-first session (19 to 28 May 1999), recognizing the need
for a uniform method of density measurement of the bulk cargoes, adopted the performance
specification for the measurement of the density of such cargoes set out at annex.
MSC/Circ.1146 - Lists of Solid Bulk Cargoes for which a Fixed Gas Fire-extinguishing System may be
Exempted or for which a Fixed Gas Fire-extinguishing System is Ineffective
The Maritime Safety Committee, at its sixty-fourth session (5 to 9 December 1994), agreed there was a
need to provide Administrations with guidelines regarding the provisions of SOLAS regulation II-2/10
concerning exemptions from the requirements for fire-extinguishing systems.
Res. A.864(20) - Recommendations for Entering Enclosed Spaces Aboard Ships
The objective of these recommendations are to encourage the adaption of safety procedures aimed at
preventing casualties to ships personnel entering enclosed spaces where there may be an oxygen
deficiency, flammable and/or toxic atmosphere.
MSC.1/Circ.1264 - Recommendations on the Safe Use of Pesticides in Ships Applicable to the Fumigation
of Cargo Holds
The Maritime Safety Committee, at its eighty-fourth session (7 to 16 May 2008), approved the
Recommendations on the safe use of pesticides in ships applicable to the fumigation of cargo holds,
which apply to carriage of solid bulk cargoes including grain in pursuance of the requirement of SOLAS
regulation VI/4, proposed by the Sub-Committee on Dangerous Goods, Solid Cargoes and Containers at
its twelfth session, set out in the annex.
BC.1/Circ.66 - Contact Names and Addresses of the Offices of Designated National Competent
Authorities Responsible for the Safe Carriage of Grain and Solid Bulk Cargoes

st
Annexed is a revised list of contact names and addresses of the offices of designated national
competent authorities of Member States' Administrations responsible for matters relating to the
carriage of grain and solid bulk cargoes.
8.3.2.2.28 explains the list of materials possessing chemical hazards is not exhaustive, that the properties
listed are for guidance only and that it is essential to obtain currently valid information about bulk
materials before loading
The list of materials possessing chemical hazards is not exhaustive, that the properties listed are for
guidance only and that it is essential to obtain currently valid information about bulk materials before
loading.
8.3.2.2.29 explains the use of the tables for segregation between incompatible bulk materials and
between bulk materials and dangerous goods in packaged form
Segregation between solid bulk cargoes of Group B and dangerous goods in packaged form shall be in
accordance with the following table.
The Dangerous Goods List of the IMDG Code shall be consulted for additional requirements with regard
to stowage and segregation of packaged dangerous goods.

st
1 “Away from”:
Effectively segregated so that incompatible materials cannot interact dangerously in the event of an
accident but may be carried in the same hold or compartment or on deck provided a minimum
horizontal separation of 3 metres, projected vertically, is provided.

st
2 “Separated from”:
3 “Separated by a complete compartment or hold from” :

Means either a vertical or a horizontal separation. If the decks are not resistant to fire and liquid, then
only a longitudinal separation, i.e. by an intervening complete compartment, is acceptable.
4 “Separated longitudinally by an intervening complete compartment or hold from”: Vertical separation

alone does not meet this requirement.
X Segregation, if any, is shown in the Dangerous Goods List of the IMDG Code or in the individual
schedules in this Code.
st
Packages containing incompatible goods
8.3.2.2.30 states that the IMDG Code should also be consulted for additional requirements regarding the
stowage and segregation of packaged dangerous goods
Covered in 8.3.2.2.29
8.3.2.2.31 states that particular care should be taken with the segregation of toxic substances and
foodstuffs
Particular care should be taken with the segregation of toxic substances.
8.3.2.2.32uses the IMSBC Code to extract all necessary information for the safe carriage in bulk of a stated
cargo, describes how it should be loaded and lists any special precautions or requirements to be observed
during loading, carriage and discharge
Practical session

st
8.3.2.3 International Code for the Safe Carriage of Grain in Bulk (International Grain Code)
8.3.2.3.1 states that the International Grain Code applies to all ships to which the SOLAS regulations apply
and to cargo ships of less than 500 gross tons
As per the international code for the safe carriage of grain: Application
This Code applies to ships regardless of size, including those of less than 500 tons gross tonnage,
engaged in the carriage of grain in bulk, to which part C of chapter VI of the 1974 SOLAS Convention, as
amended, applies.
8.3.2.3.2 Explains that the International Code for the Safe Carriage of Grain in Bulk (International Grain
Code) is based on the recognition that grain-like cargoes have a propensity to shift and that even fully
loaded cargo spaces may contain voids that allow dangerous cargo shifts
The International Code for the Safe Carriage of Grain in Bulk (International Grain Code) is based on the
recognition that grain-like cargoes have a propensity to shift and that even fully loaded cargo spaces
may contain voids that allow dangerous cargo shifts
8.3.2.3.3 defines the following terms as used in chapter VI of SOLAS:

 grain
 filled compartment
 partly filled compartment
 angle of flooding
The term grain covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms
thereof, whose behaviour is similar to that of grain in its natural state.
The term filled compartment, trimmed, refers to any cargo space in which, after loading and trimming as
required, the bulk grain is at its highest possible level.
The term partly filled compartment refers to any cargo space wherein the bulk grain is not loaded in the
manner prescribed in A 2.2 or A 2.3 as defined in the code.
The term angle of flooding means the angle of heel at which openings in the hull, superstructures or
deckhouses, which cannot be closed weathertight, immerse. In applying this definition, small openings
through which progressive flooding cannot take place need not be considered as open.

st
8.3.2.3.4 Explains that the Code requires demonstration, by calculation, that at all times during a voyage
the ship will have sufficient intact stability to provide adequate dynamic stability after taking into account
an assumed shift of cargo
The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the
voyage, at least the following criteria after taking into account in the manner described in part B of this
Code and, in figure below, the heeling moments due to grain shift:
1. The angle of heel due to the shift of grain shall not be greater than 12° or in the case of ships
constructed on or after 1 January 1994 the angle at which the deck edge is immersed, whichever
is the lesser;
2. In the statical stability diagram, the net or residual area between the heeling arm curve and the
righting arm curve up to the angle of heel of maximum difference between the ordinates of the
two curves, or 40° or the angle of flooding (01)' whichever is the least, shall in all conditions of
loading be not less than 0.075 metreradians; and
3. The initial metacentric height, after correction for the free surface effects of liquids in tanks,
shall be not less than 0.30 m.
Before loading bulk grain the master shall, if so required by the Contracting Government of the country
of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the
stability criteria required by this section.
After loading, the master shall ensure that the ship is upright before proceeding to sea.

st
8.3.2.3.5 States the Code requirements for minimum stability in terms of initial metacentric height, angle
of heel due to assumed grain shift and residual dynamic stability ,
Covered under 8.3.2.3.4
8.3.2.3.6 Explains that vessels with appropriate design features may be able to meet the required
minimum stability criteria after the assumed movement of cargo without taking further physical
precautions to reduce the shift of cargo

st
Vessels with appropriate design features may be able to meet the required minimum stability criteria
after the assumed movement of cargo without taking further physical precautions to reduce the shift of
cargo.
8.3.2.3.7 Explains the stability and grain loading information that is required to be provided for such
vessels if they are to receive a Document of Authorization
1. Ship’s particulars;
2. Light-ship displacement and the vertical distance from the intersection of the moulded baseline
and mid ship section to the centre of gravity (KG);
3. Table of liquid free surface corrections;
4. Capacities and centres of gravity;
5. Curve or table of angle of flooding, where less than 40°, at all permissible displacements;
6. Curves or tables of hydrostatic properties suitable for the range of operating draughts; and
7. Cross curves of stability which are sufficient for the purpose of the requirements in A 7 and
which include curves at 12° and 40°.
8.3.2.3.8 Explains the method of verifying that the loading of a vessel supplied with a Document of
Authorization meets stability requirements using volumetric heeling moments, cargo details and
maximum deadweight heeling moments
The method of verifying that the loading of a vessel supplied with a Document of Authorization meets
stability requirements using volumetric heeling moments, cargo details and maximum deadweight
heeling moments
8.3.2.3.9 Explains that the grain loading stability booklet and associated plans contain all of the
information necessary to check that a proposed loading plan complies with the stability requirements of
the Regulations at all stages of the voyage
Information in printed booklet form shall be provided to enable the master to ensure that the ship
complies with this Code when carrying grain in bulk on an international voyage.
8.3.2.3.10 states that in some countries a certificate of loading, certifying that the cargo has been loaded
in compliance with the Regulations, is required before sailing

st
Some countries a certificate of loading, certifying that the cargo has been loaded in compliance with the
Regulations, is required before sailing.
8.3.2.3.11 explains the importance of trimming to fill all of the spaces under decks and hatch covers to the
maximum extent possible
To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

1. Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck and
hatch covers are filled to the fullest extent possible.
2. 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:
a. dispensation is granted from trimming by the authority issuing the Document of
Authorisation on the basis that the cargo can flow freely to underdeck empty areas
through feeder ducts, perforated decks, etc, or
b. The compartment is designated a `Specially Suitable Compartment', in which case
exemption may be granted from trimming the compartment ends.
8.3.2.3.12 states that the ability to comply with the stability criteria should be demonstrated before
loading
The ability to comply with the stability criteria as required by the Grain code should be demonstrated
prior the loading operation begins.
8.3.2.3.13 states that the Master should ensure that the ship is upright before proceeding to sea
As per the grain code section 7, the master must ensure that the vessel is upright and correct prior
proceeding to sea.
8.3.2.3.14 explains the use of physical precautions to reduce cargo movement:

 describes the use and fitting of longitudinal divisions in both filled and partly filled
compartments
 demonstrates the use of Part C of the Code to determine the scantlings for uprights and shifting
boards

st
 describes the construction of a saucer as an alternative to a longitudinal division in a hatchway
 describes the use of bagged grain or other suitable cargo stowed in the wings and ends of a
compartment to reduce the heeling effects of a grain shift
 describes methods of securing the free grain surface in partly filled compartments
Describes the use and fitting of longitudinal divisions in both filled and partly filled compartments
In filled compartments, trimmed; filled compartments, untrimmed; and partly filled compartments,
longitudinal divisions may be installed as a device to reduce the adverse heeling effect of grain shift
provided that:
1. the division is grain-tight;
2. the construction meets the requirements of A 11, A 12 and A 13; and
3. in 'tween-decks the division extends from deck to deck and in other cargo spaces the division
extends downwards from the underside of the deck or hatch covers,
Demonstrates the use of Part C of the Code to determine the scantlings for uprights and shifting boards.
Shifting boards
Shifting boards shall have a thickness of not less than 50 mm and shall be fitted grain-tight and where
necessary supported by uprights.
The maximum unsupported span for shifting boards of various thicknesses shall be as follows:
Thickness Maximum unsupported span

50 mm 2.5 m
60 mm 3.0 m
70 mm 3.5 m
80 mm 4.0 m
If thicknesses greater than these are provided the maximum unsupported span will vary directly with
the increase in thickness.
The ends of all shifting boards shall be securely housed with 75 mm minimum bearing length.

st
Uprights
.1 Steel uprights used to support divisions loaded on both sides shall have a section modulus given by
W = a x WI
Where:
W = section modulus in cubic centimetres
A = horizontal span between uprights in metres.
The section modulus per metre span WI shall be not less than that given by the formula:
WI = 14.8 (hi -1.2) cm3/m
Where:
hi is the vertical unsupported span in metres and shall be taken as the maximum value of the
distance between any two adjacent stays or between a stay and either end of the upright. Where this
distance is less than 2.4 m the respective modulus shall be calculated as if the actual value were 2.4 m.
.2 The moduli of wood uprights shall be determined by multiply by 12.5 the corresponding moduli for
steel uprights. If other materials are used their moduli shall be at least that required for steel increased
in proportion to the ratio of the permissible stresses for steel to that of the material used. In such cases
attention shall be paid also to the relative rigidity of each upright to ensure that the deflection is not
excessive.
Describes the construction of a saucer as an alternative to a longitudinal division in a hatchway
For the purpose of reducing the heeling moment a saucer may be used in place of a longitudinal division
in way of a hatch opening only in a filled, trimmed, compartment as defined in A 2.2, except in the case
of linseed and other seeds having similar properties, where a saucer may not be substituted for a

st
longitudinal division. If a longitudinal division is provided, it shall meet the requirements of A 10.9.
The depth of the saucer, measured from the bottom of the saucer to the deck line, shall be as follows:
1. For ships with a moulded breadth of up to 9.1 m, not less than 1.2 m.
2. For ships with a moulded breadth of 18.3 m or more, not less than 1.8 m.
3. For ships with a moulded breadth between 9.1 m and 18.3 m, the minimum depth of the saucer shall
be calculated by interpolation.
The top (mouth) of the saucer shall be formed by the underdeck structure in way of the hatchway, i.e.
hatch side girders or coamings and hatch end beams. The saucer and hatchway above shall be
completely filled with bagged grain or other suitable cargo laid down on a separation cloth or its
equivalent and stowed tightly against adjacent structure so as to have a bearing contact with such
structure to a depth equal to or greater than one half of the depth specified in A
If hull structure to provide such bearing surface is not available, the saucer shall be fixed in position by
steel wire rope, chain, or double steel strapping as specified in A 17.1.4 and spaced not more than 2.4 m
apart.
Describes the use of bagged grain or other suitable cargo stowed in the wings and ends of a
compartment to reduce the heeling effects of a grain shift
Describes methods of securing the free grain surface in partly filled compartments
Bundling of bulk grain

st
As an alternative to filling the saucer in a filled, trimmed, compartment with bagged grain or other
suitable cargo a bundle of bulk grain may be used provided that:
The dimensions and means for securing the bundle in place are the same as specified for a saucer in A
14.2 and A 14.3.
The saucer is lined with a material acceptable to the Administration having a tensile strength of not less
than 2,687 N per 5 cm strip and which is provided with suitable means for securing at the top.
As an alternative to A 15.2, a material acceptable to the Administration having a tensile strength of not
less than 1,344 N per 5 cm strip may be used if the saucer is constructed as follows:
Athwartship lashings acceptable to the Administration shall be placed inside the saucer formed in the
bulk grain at intervals of not more than 2.4 m. These lashings shall be of sufficient length to permit being
drawn up tight and secured at the top of the saucer.
Dunnage not less than 25 mm in thickness or other suitable material of equal strength and between 150
mm and 300 mm in width shall be placed fore and aft over these lashings to prevent the cutting or
chafing of the material which shall be placed thereon to line the saucer.
The saucer shall be filled with bulk grain and secured at the top except that when using material
approved under A 15.3 further dunnage shall be laid on top after lapping the material before the saucer
is secured by setting up the lashings.
If more than one sheet of material is used to line the saucer they shall be joined at the bottom either by
sewing or by a double lap.
The top of the saucer shall be coincidental 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.

st
Overstowing arrangements
Where bagged grain or other suitable cargo is utilized for the purpose of securing partly filled
compartments, the free grain surface shall be level and shall be covered with a separation cloth or
equivalent or by a suitable platform. Such platform shall consist of bearers spaced not more than 1.2 m
apart and 25 mm boards laid thereon spaced not more than 100 mm apart. Platforms may be
constructed of other materials provided they are deemed by the Administration to be equivalent.
The platform or separation cloth shall be topped off with bagged grain tightly stowed and extending to a
height of not less than one sixteenth of the maximum breadth of the free grain surface or 1.2 m,
whichever is the greater.
The bagged grain shall be carried in sound bags which shall be well filled and securely closed.
Instead of bagged grain, other suitable cargo tightly stowed and exerting at least the same pressure as
bagged grain stowed in accordance with A 16.2 may be used.

st
Strapping or lashing
When, in order to eliminate heeling moments in partly filled compartments, strapping or lashing is
utilized, the securing shall be accomplished as follows:
The grain shall be trimmed and levelled to the extent that it is very slightly crowned and covered with
burlap separation cloths, tarpaulins or the equivalent.
The separation cloths and/or tarpaulins shall overlap by at least 1.8 m.
Two solid floors of rough 25 mm x 150 mm to 300 mm lumber shall be laid with the top floor running
longitudinally and nailed to an athwartships bottom floor. Alternatively, one solid floor of 50 mm
lumber, running longitudinally and nailed over the top of a 50 mm bottom bearer not less than 150 mm
wide, may be used. The bottom bearers shall extend the full breadth of the compartment and shall be
spaced not more than 2.4 m apart. Arrangements utilizing other materials and deemed by the
Administration to be equivalent to the foregoing may be accepted.
Steel wire rope (19 mm diameter or equivalent), double steel strapping (50 mm x 1.3 mm and having a
breaking load of at least 49 kN), or chain of equivalent strength, each of which shall be set tightly by
means of a 32 mm turnbuckle, may be used for lashings. A winch tightener, used in conjunction with a
locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is used, provided

st
suitable wrenches are available for setting up as necessary. When steel strapping is used, not less than
three crimp seals shall be used for securing the ends. When wire is used, not less than four clips shall be
used for forming eyes in the lashings.
Prior to the completion of loading the lashing shall be positively attached to the framing at a point
approximately 450 mm below the anticipated final grain surface by means of either a 25 mm shackle or
beam clamp of equivalent strength.
The lashings shall be spaced not more than 2.4 m apart and each shall be supported by a bearer nailed
over the top of the fore and aft floor. This bearer shall consist of lumber of not less than 25 mm x 150
mm or its equivalent and shall extend the full breadth of the compartment.
During the voyage the strapping shall be regularly inspected and set up where necessary.

st
st
Feeders
It may be assumed that under the influence of ship motion underdeck voids will be substantially filled by
the flow of grain from a pair of longitudinal feeders provided that:
the feeders extends for the full length of the deck and that the perforations therein are adequately
spaced.
the volume of each feeder is equal to the volume of the underdeck void outboard of the hatchside
girder and its continuation.
Securing with wire mesh
When, in order to eliminate grain heeling moments in partly filled compartments, strapping or lashing is
utilized, the securing may, as an alternative to the method described in A 17, be accomplished as
follows:
The grain shall be trimmed and levelled to the extent that it is very slightly crowned along the fore and
aft centreline of the compartment.
The entire surface of the grain shall be covered with burlap separation cloths, tarpaulins, or the
equivalent. The covering material shall have a tensile strength of not less than 1,344 N per 5 cm strip.
Two layers of wire reinforcement mesh shall be laid on top of the burlap or other covering. The bottom
layer is to be laid athwartships and the top layer is to be laid longitudinally. The lengths of wire mesh are
to be overlapped at least 75 mm. The top layer of mesh is to be positioned over the bottom layer in such
a manner that the squares formed by the alternate layers measure approximately 75 mm x 75 mm. The
wire reinforcement mesh is the type used in reinforced concrete construction. It is fabricated of 3 mm
st
diameter steel wire having a breaking strength of not less than 52 kN/cm2 welded in 150 mm x 150 mm
squares. Wire mesh having mill scale may be used but mesh having loose, flaking rust may not be used.
The boundaries of the wire mesh, at the port and starboard side of the compartment, shall be retained
by wood planks 150 mm x 50 mm.
Hold-down lashings, running from side to side across the compartment, shall be spaced not more than
2.4 m apart except that the first and the last lashing shall not be more than 300 mm from the forward or
after bulkhead, respectively. Prior to the completion of the loading, each lashing shall be positively
attached to the framing at a point approximately 450 mm below the anticipated final grain surface by
means of either a 25 mm shackle or beam clamp of equivalent strength. The lashing shall be led from
this point over the top of the boundary plank described in A which has the function of distributing the
downward pressure exerted by the lashing. Two layers of 150 mm x 25 mm planks shall be laid
athwartships centred beneath each lashing and extending the full breadth of the compartment.
The hold-down lashings shall consist of steel wire rope (19 mm diameter or equivalent), double steel
strapping (50 mm x 1.3 mm and having a breaking load of at least 49 kN), or chain of equivalent
strength, each of which shall be set tight by means of a 32 mm turnbuckle. A winch tightener, used in
conjunction with a locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is
used, provided suitable wrenches are available for setting up as necessary. When steel strapping is used,
not less than three crimp seals shall be used for securing the ends. When wire rope is used, not less than
four clips shall be used for forming eyes in the lashings.
During the voyage the hold-down lashings shall be regularly inspected and set up where necessary.
8.3.2.3.15 states that the hatch covers of filled compartments which have no cargo stowed over them
should be secured as laid down in the document of authorization
The hatch covers of filled compartments which have no cargo stowed over them should be secured as
laid down in the document of authorization

st
8.3.2.3.16 explains the conditions which must be met before a ship without a document of authorization
may load grain
A ship not having on board a document of authorization issued in accordance with A 3 of this Code may
be permitted to load bulk grain provided that:
1. The total weight of the bulk grain shall not exceed one third of the deadweight of the ship;
2. All filled compartments, trimmed, shall be fitted with centreline divisions extending, for the full
length of such compartments, downwards from the underside of the deck or hatch covers to a
distance below the deck line of at least one eighth of the maximum breadth of the compartment
or 2.4 m, whichever is the greater, except that saucers constructed in accordance with A 14may
be accepted in lieu of a centreline division in and beneath a hatchway except in the case of
linseed and other seeds having similar properties;
3. All hatches to filled compartments, trimmed, shall be closed and covers secured in place;
4. all free grain surfaces in partly filled cargo space shall be trimmed level and secured in
accordance with A 16, A 17 or A 18;
5. Throughout the voyage the metacentric height after correction for the free surface effects of
liquids in tanks shall be 0.3 m or that given by the following formula, whichever is the greater:
Where:
L = total combined length of all full compartments
(metres)
B = moulded breadth of the vessel (metres)
SF = stowage factor (cubic metres per tonne)
Vd = calculated average void depth calculated in accordance
with B 1 (metres - Note: not millimetres)
Δ = displacement (tonnes); and
8.3.2.3.17 given a ship’s data and details of consumption of fuel and of fresh water for an intended
voyage, prepares a stowage plan for a cargo of bulk grain and performs the calculations to check that
the proposed stowage complies, at all stages of the voyage, with the stability criteria set out in chapter
VI of SOLAS 1974

st
Practical session
8.4 Monitor and control compliance with legislative requirements and

measures to ensure safety of life at sea, security and the protection of
the marine environment
8.4.1 Knowledge of international maritime law embodied in international agreements and
conventions
8.4.1.1 Responsibilities under the International Convention for the Prevention of Pollution from
Ships, as amended
8.4.1.1.1 Responsibilities under the International Convention for the Prevention of Pollution from Ships,
1973, and the Protocol of 1978 relating thereto (MARPOL 73/78)
8.4.1.1.1.1 explains who may cause proceedings to be taken when a violation occurs within the
jurisdiction of a Party to the Convention
As per Article 1: General obligations:

The Parties to the Convention undertake to give effect to the provisions of the present Convention and
those Annexes thereto by which they are bound, in order to prevent the pollution of the marine
environment by the discharge of harmful substances or effluents containing such substances in
contravention of the Convention.
Therefore the parties to the convention shall take action when there are any breaches.
Also in Article 4: violations states:

Any violation of the requirements of the present Convention shall be prohibited and sanctions shall be
established therefor under the law of the Administration of the ship concerned wherever the violation
occurs. If the Administration is informed of such a violation and is satisfied that sufficient evidence is
available to enable proceedings to be brought in respect of the alleged violation, it shall cause such
proceedings to be taken as soon as possible, in accordance with its law.

st
8.4.1.1.1.2 explains the Parties to the Convention must apply the requirements of the Convention to ships
of non-Parties to ensure that no more favourable treatment is given to such ships
As per the Article 3: Application:

(1) The present Convention shall apply to:
(a) ships entitled to fly the flag of a Party to the Convention; and
(b) ships not entitled to fly the flag of a Party but which operate under the authority of a Party.
Therefore the Parties to the Convention must apply the requirements of the Convention to ships of non-
Parties to ensure that no more favourable treatment is given to such ships
Annex I — Oil
8.4.1.1.1.3states that, after survey has been completed, no change should be made in the structure,
equipment, fittings, arrangements or materials without the sanction of the Administration, except the
direct replacement of equipment and fittings
As per MARPOL Annex I: Regulation 4:Surveys and Inspections: Point 4:

(4) (a) The condition of the ship and its equipment shall be maintained to conform with the provisions of
the present Convention to ensure that the ship in all respects will remain fit to proceed to sea without
presenting an unreasonable threat of harm to the marine environment.
(b) After any survey of the ship under paragraph (1) of this regulation has been completed, no change
shall be made in the structure, equipment, systems, fittings, arrangements or material covered by the
survey, without the sanction of the Administration, except the direct replacement of such equipment and
fittings.
(c) Whenever an accident occurs to a ship or a defect is discovered which substantially affects the
integrity of the ship or the efficiency or completeness of its equipment covered by this Annex the master
or owner of the ship shall report at the earliest opportunity to the Administration, the recognized
organization or the nominated surveyor responsible for issuing the relevant certificate, who shall cause
investigations to be initiated to determine whether a survey as required by paragraph (1) of this
regulation is necessary. If the ship is in a port of another Party, the master or owner shall also report
immediately to the appropriate authorities of the port State and the nominated surveyor or recognized
organization shall ascertain that such report has been made.

st
8.4.1.1.1.4 explains the Master’s duty to report when an accident occurs or a defect is discovered which
substantially affects the integrity of the ship or the efficiency or completeness of its equipment covered by
this Annex
8.4.1.1.1.5 states that the dates of intermediate and annual surveys are endorsed on the IOPP Certificate
As per MARPOL Annex I: Regulation 4: Surveys and inspections: 1©:
A minimum of one intermediate survey during the period of validity of the Certificate which shall be
such as to ensure that the equipment and associated pump and piping systems, including oil discharge
monitoring and control systems, crude oil washing systems, oily-water separating equipment and oil
filtering systems, fully comply with the applicable requirements of this Annex and are in good working
order. In cases where only one such intermediate survey is carried out in any one Certificate validity
period, it shall be held not before six months prior to, nor later than six months after the half-way date
of the Certificate's period of validity. Such intermediate surveys shall be endorsed on the Certificate
issued under regulation 5 of this Annex.
8.4.1.1.1.6 states that a record of construction and equipment is attached as a supplement to the IOPP
Certificate
A record of construction and equipment is attached as a supplement to the IOPP Certificate.
8.4.1.1.1.7 explains the duration of validity of the IOPP Certificate and the circumstances in which the IOPP
Certificate will cease to be valid
As per MARPOL Annex 1: Regulation 8: Duration of certificate:

An International Oil Pollution Prevention Certificate shall be issued for a period specified by the
Administration, which shall not exceed five years from the date of issue, provided that in the case of an
oil tanker operating with dedicated clean ballast tanks for a limited period specified in regulation 13(9)
of this Annex, the period of validity of the certificate shall not exceed such specified period.

st
8.4.1.1.1.8 states that all new crude oil tankers of 20,000 tonnes deadweight and above must be fitted
with a crude oil washing system
As per MARPOL Annex 1: Chapter II: Regulation 13b:

Segregated ballast tanks, dedicated clean ballast tanks and crude oil washing
Every new crude oil tanker of 20,000 tons deadweight and above shall be fitted with a cargo tank
cleaning system using crude oil washing. The Administration shall undertake to ensure that the system
fully complies with the requirements of regulation 13B of this Annex within one year after the tanker
was first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil
suitable for crude oil washing, whichever occurs later. Unless such oil tanker carries crude oil which is
not suitable for crude oil washing, the oil tanker shall operate the system in accordance with the
requirements of that regulation.
8.4.1.1.1.9 States that the competent authority of the Government of a Party to the Convention may
inspect the Oil Record Book while the ship is in its port or offshore terminals and may make a copy of any
entry and may require the Master to certify that the copy is a true copy of such entry
As per MARPOL Annex I: Regulation 20: Oil record book:

6. The competent authority of the Government of a Party to the Convention may inspect the Oil
Record Book on board any ship to which this Annex applies while the ship is in its port or
offshore terminals and may make a copy of any entry in that book and may require the master
of the ship to certify that the copy is a true copy of such entry. Any copy so made which has
been certified by the master of the ship as a true copy of an entry in the ship's Oil Record Book
shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry.
The inspection of an Oil Record Book and the taking of a certified copy by the competent
authority under this paragraph shall be performed as expeditiously as possible without causing
the ship to be unduly delayed.
8.4.1.1.1.10 states that a copy certified by the Master is admissible in any judicial proceedings as evidence
of the facts stated in the entry
A copy certified by the Master is admissible in any judicial proceedings as evidence of the facts stated in
the entry

st
8.4.1.1.1.11 states that the Master should be provided with information relative to loading and
distribution of cargo necessary to ensure compliance with the regulation on subdivision and stability and
the ability of the ship to comply with the damage stability criteria
As per MARPOL Annex I: Regulation 25: Sub division and stability:

The master of every new oil tanker and the person in charge of a new non-self-propelled oil tanker to
which this Annex applies shall be supplied in an approved form with:
(a) information relative to loading and distribution of cargo necessary to ensure compliance with the
provisions of this regulation; and
(b) data on the ability of the ship to comply with damage stability criteria as determined by this
regulation, including the effect of relaxations that may have been allowed under subparagraph (1)(c) of
this regulation.
8.4.1.1.1.12 states all ships of 400gt or more must carry an approved shipboard oil pollution emergency
plan (SOPEP)
As per MARPOL Annex i: Chapter IV: Prevention of pollution arising from an oil pollution incident:
Regulation 26: Shipboard oil pollution emergency plan:
Every oil tanker of 150 tons gross tonnage and above and every ship other than an oil tanker of 400 tons
gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the
Administration. In the case of ships built before 4 April 1993 this requirement shall apply 24 months
after that date.
Annex II — Noxious Liquid Substances in Bulk

8.4.1.1.1.14 explains that ships which have been surveyed and certified in accordance with the
International Bulk Chemical Code (IBC Code) or the Bulk Chemical Code (BCH Code), as applicable, are
deemed to have complied with the regulations regarding survey and certification and do not require to
have an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
ships which have been surveyed and certified in accordance with the International Bulk Chemical Code
(IBC Code) or the Bulk Chemical Code (BCH Code), as applicable, are deemed to have complied with the
regulations regarding survey and certification and do not require to have an International Pollution
Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk.
Annex III — Harmful Substances Carried by Sea in Packaged Forms, or in Freight Containers, Portable

st
Tanks or Tank Wagons
8.4.1.1.1.15 states that the Master of the ship, or his representative, should notify the appropriate port
authority of the intention to load or unload certain harmful substances at least 24 hours in advance
The Master of the ship, or his representative, should notify the appropriate port authority of the
intention to load or unload certain harmful substances at least 24 hours in advance.
Annex IV — Sewage
8.4.1.1.1.16 defines, for the purposes of Annex IV: holding tank, sewage and nearest land
As per MARPOL Annex iv: Regulation i: definition:

Sewage means:
a. drainage and other wastes from any form of toilets, 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; or
d. Other waste waters when mixed with the drainages defined above.
Holding tank means a tank used for the collection and storage of sewage.
Nearest land. The term ``from the nearest land'' means from the baseline from which the territorial sea
of the territory in question is established in accordance with international law except that, for the
purposes of the present Convention, ``from the nearest land'' off the north-eastern coast of Australia
shall mean from a line drawn from a point on the coast of Australia in
latitude 11800' S, longitude 142808' E
to a point in latitude 10835' S, longitude 141855' E
thence to a point latitude 10800' S, longitude 142800' E
thence to a point on the coast of Australia in
latitude 24842' S, longitude 153815' E.

st
8.4.1.1.1.17 states the ships to which the provisions apply
As per MARPOL Annex iv: Regulation ii: Application:

The provisions of this Annex shall apply to:
(a) (i) new ships of 200 tons gross tonnage and above;
(ii) new ships of less than 200 tons gross tonnage which are certified to carry more than 10
persons;
(iii) new ships which do not have a measured gross tonnage and are certified to carry more than
10 persons; and
(b) (i) existing ships of 200 tons gross tonnage and above, 10 years after the date of entry into force
of this Annex;
(ii) existing ships of less than 200 tons gross tonnage which are certified to carry more than 10
persons, 10 years after the date of entry into force of this Annex; and
(iii) existing ships which do not have a measured gross tonnage and are certified to carry more
than 10 persons, 10 years after the date of entry into force of this Annex.
8.4.1.1.1.18 states that ships to which the regulations apply are subject to surveys for the issue of an
International Sewage Pollution Prevention Certificate (1973)
As per MARPOL Annex iv: Regulation iii: Surveys:

Every ship which is required to comply with the provisions of this Annex and which is engaged in
voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention shall be
subject to the surveys specified below:
(a) An initial survey before the ship is put in service or before the certificate required under regulation 4
of this Annex is issued for the first time, which shall include a survey of the ship which shall be such as to
ensure: when the ship is fitted with a sewage treatment plant the plant shall meet operational
requirements based on standards and the test methods developed by the
Organization;*
(ii) when the ship is fitted with a system to comminute and disinfect the sewage, such a system shall be
of a type approved by the Administration;
(iii) when the ship is equipped with a holding tank the capacity of such tank shall be to the satisfaction of
the Administration for the retention of all sewage having regard to the operation of the ship, the
number of persons on board and other relevant factors. The holding tank shall have a means to indicate
visually the amount of its contents; and
(iv) that the ship is equipped with a pipeline leading to the exterior convenient for the discharge of
sewage to a reception facility and that such a pipeline is fitted with a standard shore connection in
compliance with regulation 11 of this Annex.

st
This survey shall be such as to ensure that the equipment, fittings, arrangements and material fully
comply with the applicable requirements of this Annex.
8.4.1.1.1.19 states the duration of validity of the certificate Annex V — Garbage
As per MARPOL Annex iv: Regulation Vii: Duration of Certificate:

The International Sewage Pollution Prevention Certificate (1973) shall be issued for a period specified by
the Administration, which shall not exceed five years from the date of issue,
8.4.1.1.1.20 explains that when garbage is mixed with other discharges having different disposal
requirements, the more stringent requirements apply
As per MARPOL Annex iv: Regulation Viii: Discharge of sewage:

When the sewage is mixed with wastes or waste water having different discharge requirements, the
more stringent requirements shall apply.
8.4.1.1.1.21 describes the provisions for disposal of garbage from off-shore platforms and from ships
alongside or within 500 metres from them
As per MARPOL Annex iv: Regulation Viii: Discharge of sewage:

(1) Subject to the provisions of regulation 9 of this Annex, the discharge of sewage into the sea is
prohibited, except when:
(a) the ship is discharging comminuted and disinfected sewage using a system approved by the
Administration in accordance with regulation 3(1)(a) at a distance of more than 4 nautical miles from the
nearest land, or sewage which is not comminuted or disinfected at a distance of more than 12 nautical
miles from the nearest land, provided that in any case, the sewage that has
been stored in holding tanks shall not be discharged instantaneously but at a moderate rate when the
ship is en route and proceeding at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the Organization; or
(b) the ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements referred to in regulation 3(1)(a)(i) of this Annex,
and
(i) the test results of the plant are laid down in the ship's International Sewage Pollution Prevention
Certificate (1973);

st
(ii) additionally, the effluent shall not produce visible floating solids in, nor cause discoloration of, the
surrounding water; or
(c) the ship is situated in the waters under the jurisdiction of a State and is discharging sewage in
accordance with such less stringent requirements as may be imposed by such State.
8.4.1.1.1.22 lists the special areas for the purposes of this annex V
AS per MARPOL Annex V: Regulation V: Disposal of Garbage within special areas:

1. Mediterranean Sea area
2. Baltic Sea area
3. Black Sea area
4. Red Sea area
5. ``Gulfs area''
6. North Sea area,
7. Antarctic area
8. Wider Caribbean Region, including the Gulf of Mexico and the Caribbean Sea,
8.4.1.1.1.23 explains the requirements for disposal of garbage within special areas
AS per MARPOL Annex V: Regulation V: Disposal of Garbage within special areas:

Disposal into the sea of the following is prohibited:
(i) all plastics, including but not limited to synthetic ropes, synthetic fishing nets and plastic garbage
bags; and
(ii) all other garbage, including paper products, rags, glass, metal, bottles, crockery, dunnage, lining and
packing materials;
(b) except as provided in subparagraph (c) of this paragraph, disposal into the sea of food wastes shall
be made as far as practicable from land, but in any case not less than 12 nautical miles from the nearest
land;
(c) disposal into the Wider Caribbean Region of food wastes which have been passed through a
comminuter or grinder shall be made as far as practicable from land, but in any case not less than 3
nautical miles from the nearest land. Such comminuted or ground food wastes shall be capable of
passing through a screen with openings no greater than 25 mm.
8.4.1.1.1.24 describes the exceptions to regulations 3, 4 and 5
Regulation 6
Exceptions
st
Regulations 3, 4 and 5 of this Annex shall not apply to:
(a) the disposal of garbage from a ship necessary for the purpose of securing the safety of a ship and
those on board or saving life at sea; or
(b) the escape of garbage resulting from damage to a ship or its equipment provided all reasonable
precautions have been taken before and after the occurrence of the damage, for the purpose of
preventing or minimizing the escape; or
(c) the accidental loss of synthetic fishing nets, provided that all reasonable precautions have been taken
to prevent such loss.
8.4.1.1.1.25 describes the form of record keeping required
Regulation 9
Placards, garbage management plans
and garbage record-keeping
(1) (a) Every ship of 12 m or more in length overall shall display placards which notify the crew and
passengers of the disposal requirements of regulations 3 and 5 of this Annex, as applicable.
(b) The placards shall be written in the official language of the State whose flag the ship is entitled to fly
and, for ships engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to
the Convention, in English or French.
(2) Every ship of 400 tons gross tonnage and above, and every ship which is certified to carry 15 persons
or more, shall carry a garbage management plan which the crew shall follow. This plan shall provide
written procedures for collecting, storing, processing and disposing of garbage, including the use of the
equipment on board. It shall also designate the person in charge of carrying out the plan. Such a plan
shall be in accordance with the guidelines developed by the Organization* and written in the working
language of the crew.
(3) Every ship of 400 tons gross tonnage and above and every ship which is certified to carry 15 persons
or more engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
Convention and every fixed and floating platform engaged in exploration and exploitation of the sea-bed
shall be provided with a Garbage Record Book. The Garbage Record Book, whether as a part of the ship's
official log-book or otherwise, shall be in the form specified in the appendix to this Annex;
(a) each discharge operation, or completed incineration, shall be recorded in the Garbage Record Book
and signed for on the date of the incineration or discharge by the officer in charge.
Each completed page of the Garbage Record Book shall be signed by the master of the ship. The entries
in the Garbage Record Book shall be both in an official language of the State whose flag the ship is
entitled to fly, and in English or French. The entries in an official national language of the State whose
flag the ship is entitled to fly shall prevail in case of a dispute or discrepancy;

st
(b) the entry for each incineration or discharge shall include date and time, position of the ship,
description of the garbage and the estimated amount incinerated or discharged;
(c) the Garbage Record Book shall be kept on board the ship and in such a place as to be available for
inspection in a reasonable time. This document shall be preserved for a period of two years after the last
entry is made on the record;
(d) in the event of discharge, escape or accidental loss referred to in regulation 6 of this Annex an entry
shall be made in the Garbage Record Book of the circumstances of, and the reasons for, the
loss.
(4) The Administration may waive the requirements for Garbage Record Books for:
(a) any ship engaged on voyages of 1 hour or less in duration which is certified to carry 15 persons or
more; or
(b) fixed or floating platforms while engaged in exploration and exploitation of the sea-bed.
The competent authority of the Government of a Party to the Convention may inspect the Garbage
Record Book on board any ship to which this regulation applies while the ship is in its ports or offshore
terminals and may make a copy of any entry in that book, and may require the master of the ship to
certify that the copy is a true copy of such an entry. Any copy so made, which has been certified by the
master of the ship as a true copy of an entry in the ship's Garbage Record Book, shall be admissible in
any judicial proceedings as evidence of the facts stated in the entry. The inspection of a Garbage Record
Book and the taking of a certified copy by the competent authority under this paragraph shall be
performed as expeditiously as possible without causing the ship to be unduly delayed.
(6) In the case of ships built before 1 July 1997, this regulation shall apply as from 1 July 1998.
8.4.1.1.1.26 states records are subject to scrutiny by port State control officers
Covered above on 8.4.1.1.1.26
Annex VI — (Regulations for the Prevention of Air Pollution from Ships) of the MARPOL Convention.
8.4.1.1.1.27 states that MARPOL 73/78 Annex VI Regulations for the Prevention of Air Pollution from Ships
entered into force on 19 May 2005
MARPOL 73/78 Annex VI Regulations for the Prevention of Air Pollution from Ships entered into force on
19 May 2005.

st
8.4.1.1.1.28 states that MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from
ship exhausts and prohibits deliberate emissions of ozone-depleting substances
MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and
prohibits deliberate emissions of ozone-depleting substances
8.4.1.1.1.29 explains that Annex VI emission control requirements are in accordance with the 1987
Montreal Protocol (a UN international environmental treaty), as amended in London in 1990
Annex VI emission control requirements are in accordance with the 1987 Montreal Protocol (a UN
international environmental treaty), as amended in London in 1990.
8.4.1.1.1.30 states that MARPOL annex VI applies to all ships, fixed and floating drilling rigs and other
platforms, but the certification requirements are depending on size of the vessel and when it is constructed
MARPOL annex VI applies to all ships, fixed and floating drilling rigs and other platforms, but the
certification requirements are depending on size of the vessel and when it is constructed.
8.4.1.1.1.31 explains the requirements for shipboard energy efficiency plans under MARPOL annex VI
8.4.1.1.1.32 explains that regulation 16 sets out requirements for shipboard incineration and as per 16(4)
bans the incineration of:
 MARPOL Annex I, II and III cargo residues and related contaminated packing materials;
 polychlorinated biphenyls (PCBs);
 garbage, as defined in MARPOL Annex V, containing more than traces of heavy metals; and
 refined petroleum products containing halogen compounds
AS per MARPOL Annex VI: Regulation XVI: Shipboard Incineration:

(1) Except as provided in paragraph (5), shipboard incineration shall be allowed only in a shipboard
incinerator.
(2) (a) Except as provided in sub-paragraph (b) of this paragraph, each incinerator installed on board a
ship on or after 1 January 2000 shall meet the requirements contained in appendix IV to this Annex.
Each incinerator shall be approved by the Administration taking into account the standard specifications
for shipboard incinerators developed by the Organization.{
st
(b) The Administration may allow exclusion from the application of sub-paragraph (a) of this paragraph
to any incinerator which is installed on board a ship before the date of entry into force of the Protocol of
1997, provided that the ship is solely engaged in voyages within waters subject to the sovereignty or
jurisdiction of the State the flag of which the ship is entitled to fly.
(3) Nothing in this regulation affects the prohibition in, or other requirements of, the Convention on the
Prevention of Marine Pollution by Dumping of Wastes and Other Matter, 1972, as amended, and the
1996 Protocol thereto.
(4) Shipboard incineration of the following substances shall be prohibited:
(a) Annex I, II and III cargo residues of the present Convention and related contaminated packing
materials;
(b) polychlorinated biphenyls (PCBs);
(c) garbage, as defined in Annex V of the present Convention, containing more than traces of heavy
metals; and
(d) refined petroleum products containing halogen compounds.
(5) Shipboard incineration of sewage sludge and sludge oil generated during the normal operation of a
ship may also take place in the main or auxiliary power plant or boilers, but in those cases, shall not take
place inside ports, harbours and estuaries.
(6) Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard
incinerators for which IMO Type Approval Certificates have been issued.
(7) All ships with incinerators subject to this regulation shall possess a manufacturer's operating manual
which shall specify how to operate the incinerator within the limits described in paragraph 2 of appendix
IV to this Annex.
(8) Personnel responsible for operation of any incinerator shall be trained and capable of implementing
the guidance provided in the manufacturer's operating manual.
(9) Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall
not be fed into a continuous-feed shipboard incinerator when the temperature is below the minimum
allowed temperature of 8508C. For batch-loaded shipboard incinerators, the unit shall be designed so
that the temperature in the combustion chamber shall reach 6008C within five minutes after start-up.
(10) Nothing in this regulation precludes the development, installation and operation of alternative
design shipboard thermal waste treatment devices that meet or exceed the requirements of this
regulation.
8.4.1.1.1.33 explains that under regulation 16(5) incineration of sewage sludge and sludge oil generated
during the normal operation of a ship may take place in the main or auxiliary power plant or boilers (as
well as in an incinerator), but in those cases, must not take place inside ports, harbours and estuaries

st
8.4.1.1.1.34 explains that regulation 16(6) prohibits the shipboard incineration of polyvinyl chlorides
(PVCs), except in incinerators for which IMO Type Approval Certificates have been issued
8.4.1.1.1.35 explains that under regulation 16(7) all ships with incinerators subject to regulation 16 must
possess a manufacturer’s operating manual which must specify how to operate the incinerator within the
limits described in paragraph 2 of appendix IV to Annex VI
8.4.1.1.1.36 explains that under regulation 16(8) personnel responsible for operation of any incinerator
must be trained and capable of implementing the guidance in the manufacturer’s operating manual
8.4.1.1.1.37explains that regulation 3 provides that the regulations of Annex VI will not apply to any
emission necessary for the purpose of securing the safety of a ship or saving life at sea, or any emission
resulting from damage to a ship or its equipment, subject to certain conditions
AS per MARPOL Annex VI: Regulation III: General Exceptions:

Regulations of this Annex shall not apply to:
(a) any emission necessary for the purpose of securing the safety of a ship or saving life at sea; or
(b) any emission resulting from damage to a ship or its equipment:
(i) provided that all reasonable precautions have been taken after the occurrence of the damage or
discovery of the emission for the purpose of preventing or minimizing the emission; and
(ii) except if the owner or the master acted either with intent to cause damage, or recklessly and with
knowledge that damage would probably result.
8.4.1.1.1.38 states that regulation 15 provides that in ports or terminals in Party States any regulation of
emissions of Volatile Organic Compounds (VOCs) from tankers must be in accordance with Annex VI
As per MARPOL Annex VI: Regulation XV: Volatile organic compounds

st
If the emissions of volatile organic compounds (VOCs) from tankers are to be regulated in ports or
terminals under the jurisdiction of a Party to the Protocol of 1997, they shall be regulated in accordance
with the provisions of this regulation.
8.4.1.1.1.39 states that as per regulation 15a tanker carrying crude oil is required to have a “VOC
Management Plan” approved by the Administration on board
As per regulation 15a tanker carrying crude oil is required to have a “VOC Management Plan” approved
by the Administration on board.
8.4.1.1.1.40 states that ships of 400 gross tons and above engaged in international voyages involving
countries that have ratified the conventions, or ships flying the flag of those countries, are required to
have an International Air Pollution Prevention Certificate (IAPP Certificate)
AS per MARPOL Annex VI: Regulation VI: Issue of the international air pollution prevention certificate
(1) An International Air Pollution Prevention Certificate shall be issued, after survey in accordance with
the provisions of regulation 5 of thisAnnex, to:
(a) any ship of 400 gross tonnage or above engaged in voyages to ports or offshore terminals
under the jurisdiction of other Parties; and
(b) platforms and drilling rigs engaged in voyages to waters underthe sovereignty or jurisdiction
of other Parties to the Protocol of 1997.
(2) Ships constructed before the date of entry into force of the Protocol of 1997 shall be issued with an
International Air Pollution Prevention Certificate in accordance with paragraph (1) of this regulation no
later than the first scheduled dry docking after entry into force of the Protocol of 1997, but in no case
later than three years after entry into force of the Protocol of 1997.
(3) Such certificate shall be issued either by the Administration or by any person or organization duly
authorized by it. In every case the Administration assumes full responsibility for the certificate.
8.4.1.1.1.41 states that the IAPP certificate will be issued following an initial survey carried out by the flag
Administration or by a recognized organization on behalf of the flag Administration, confirming
compliance with MARPOL Annex VI. For ships with the flag of an Administration that have not yet ratified
Annex VI, a Certificate of Compliance with Annex VI may be issued
AS per MARPOL Annex VI: Regulation V: Surveys and inspections

(1) Every ship of 400 gross tonnage or above and every fixed and floating drilling rig and other platforms
shall be subject to the surveys specified below:

st
(a) an initial survey before the ship is put into service or before the certificate required under regulation
6 of this Annex is issued for the first time. This survey shall be such as to ensure that the
equipment, systems, fittings, arrangements and material fully comply with the applicable requirements
of this Annex;
(b) periodical surveys at intervals specified by the Administration, but not exceeding five years, which
shall be such as to ensure that the equipment, systems, fittings, arrangements and material
fully comply with the requirements of this Annex; and
(c) a minimum of one intermediate survey during the period of validity of the certificate which shall be
such as to ensure that the equipment and arrangements fully comply with the requirements
of this Annex and are in good working order. In cases where only one such intermediate survey is carried
out in a single certificate validity period, and where the period of the certificate exceeds 2 1/2 years, it
shall be held within six months before or after the halfway date of the certificate's period of validity.
Such intermediate surveys shall be endorsed on the certificate issued under regulation 6 of this Annex.
8.4.1.1.1.42 states that Annex VI also requires diesel engines with a power output of more than 130 kW
which is installed on a ship constructed on or after 1 January 2000 or with a power output of more than
130 kW which undergoes a major conversion on or after 1 January 2000 or with a power output of more
than 5000 kW and a per cylinder displacement at or above 90 litres which is installed on a ship constructed
on or after 1 January 1990 but prior to1 January 2000, to carry individual certificates with regard to NOx
emissions, named Engine International Air Pollution Prevention (EIAPP) Certificates
Annex VI also requires diesel engines with a power output of more than 130 kW which is installed on a
ship constructed on or after 1 January 2000 or with a power output of more than 130 kW which
undergoes a major conversion on or after 1 January 2000 or with a power output of more than 5000 kW
and a per cylinder displacement at or above 90 litres which is installed on a ship constructed on or after
1 January 1990 but prior to1 January 2000, to carry individual certificates with regard to NOx emissions,
named Engine International Air Pollution Prevention (EIAPP) Certificates.
8.4.1.1.1.43states that Annex VI requires that every ship of 400 gross tonnage or above and every fixed
and floating drilling rig and other platforms shall be subject to a schedule of surveys that occur throughout
the life of a vessel
Covered on 8.4.1.1.1.41

st
8.4.1.1.1.44 states that the schedule of surveys include:
- Initial survey: This survey occurs before the ship is put into service or before a vessel certificate
is issued for the first time. This survey ensures that the equipment, systems, fitting, arrangements and
material used on board fully comply with the requirements of Annex VI. The vessel’s International Air
Pollution Prevention certificate (IAPP) will be issued to the vessel by an organization authorized to act
on behalf of the State, after this survey.
- Periodic surveys: These surveys occur at least every five years after the initial survey. These
surveys confirm that nothing has been done to the ship’s equipment that would take it out of
compliance. The vessel’s IAPP certificate will be re-issued by an organization authorized to act on behalf
of the State, after this survey.
- Intermediate surveys: These surveys occur at least once during the period between issuance of
an IAPP and the periodic surveys. They also confirm that all of the ship’s equipment remains in
compliance.
Covered on 8.4.1.1.1.41
8.4.1.1.1.45 states that chapter III of Annex VI (regulations 12 to 19) contains requirements for control of
emissions from ships, but the following regulations directly impact vessel operation:
- regulation 12 - Ozone-depleting Substances
- regulation 13 - NOx emissions
- regulation 14 - Sulphur Oxide emissions
- regulation 15 - VOC emissions
- regulation 16 - Shipboard Incinerators
- regulation 18 - Fuel Oil Quality control
chapter III of Annex VI (regulations 12 to 19) contains requirements for control of emissions from ships,
but the following regulations directly impact vessel operation:
 regulation 12 - Ozone-depleting Substances
 regulation 13 - NOx emissions
 regulation 14 - Sulphur Oxide emissions
 regulation 15 - VOC emissions
 regulation 16 - Shipboard Incinerators
 regulation 18 - Fuel Oil Quality control

st
8.4.1.1.1.46 states that regulation 12(1) prohibits deliberate emissions of ozone-depleting substances,
except where necessary for the purpose of securing the safety of a ship or saving life, as provided in
regulation 3
AS per MARPOL Annex VI: Regulation XII: Ozone-depleting substances

Subject to the provisions of regulation 3, any deliberate emissions of ozone-depleting substances shall
be prohibited. Deliberate emissions include emissions occurring in the course of maintaining, servicing,
repairing or disposing of systems or equipment, except that deliberate emissions do not include minimal
releases associated with the recapture or recycling of an ozone-depleting substance. Emissions arising
from leaks of an ozone-depleting substance, whether or not the leaks are deliberate, may be regulated
by Parties to the Protocol of 1997.
8.4.1.1.1.47 states that regulation 12(2) prohibits, on all ships, new installations containing ozone-
depleting substances, except that new installations containing hydro chloro fluoro carbons (HCFCs) are
permitted until 1 January 2020
AS per MARPOL Annex VI: Regulation XII: Ozone-depleting substances

New installations which contain ozone-depleting substances shall be prohibited on all ships, except that
new installations containing hydrochlorofluorocarbons (HCFCs) are permitted until 1 January
2020.
8.4.1.1.1.48 states that all the ships subject to the requirements of Annex VI, are required to maintain a
list of equipment containing ozone-depleting substances and, if a ship has rechargeable systems,
containing ozone-depleting substances, an Ozone-depleting Substances Record Book is to be maintained
on board
All the ships subject to the requirements of Annex VI, are required to maintain a list of equipment
containing ozone-depleting substances and, if a ship has rechargeable systems, containing ozone-
depleting substances, an Ozone-depleting Substances Record Book is to be maintained on board.
8.4.1.1.1.49 states that regulation 13 sets NOx emission limits for diesel engines with a power output of
more than 130kW installed on ships built on or after 1 January 2000, and diesel engines of similar power
undergoing a major conversion on or after 1 January 2000
As per MARPOL Annex VI: Regulation 13: Nitrogen Oxyde

(1) (a) This regulation shall apply to:
st
(i) Each diesel engine with a power output of more than 130 kW which is installed on a ship constructed
on or after 1 January 2000; and
(ii) each diesel engine with a power output of more than 130 kW which undergoes a major conversion
on or after 1 January 2000.
8.4.1.1.1.50 states that regulation 13 does not apply to emergency diesel engines, engines installed in
lifeboats and any device or equipment intended to be used solely
in case of emergency, or engines installed on ships solely engaged in voyages within waters subject to
the sovereignty or jurisdiction of the flag State, provided that such engines are subject to an alternative
NOx control measure established by the Administration
As per MARPOL Annex VI: Regulation 13: Nitrogen Oxyde

(b) This regulation does not apply to:
(i) emergency diesel engines, engines installed in lifeboats and any device or equipment intended to be
used solely in case of emergency; and
(ii) engines installed on ships solely engaged in voyages within waters subject to the sovereignty or
jurisdiction of the State the flag of which the ship is entitled to fly, provided that such engines are
subject to an alternative NOx control measure established by the Administration.
(c) Notwithstanding the provisions of sub-paragraph (a) of this paragraph, the Administration may allow
exclusion from the application of this regulation to any diesel engine which is installed on a ship
constructed, or on a ship which undergoes a major conversion, before the date of entry into force of the
present Protocol, provided that the ship is solely engaged in voyages to ports or offshore terminals
within the State the flag of which the ship is entitled to fly.
8.4.1.1.1.51 explains that regulation 13 further contains a 3-Tier approach:

Tier I (current limits)
For diesel engines installed on ships constructed from 1 January 2000 to 1 January 2011
Tier II
For diesel engines installed on ships constructed on or after 1 January 2011
Tier III
Ships constructed on or after 1 January 2016
Regulation 13 further contains a 3-Tier approach:

Tier I (current limits)
For diesel engines installed on ships constructed from 1 January 2000 to 1 January 2011
Tier II
For diesel engines installed on ships constructed on or after 1 January 2011

st
Tier III
Ships constructed on or after 1 January 2016
8.4.1.1.1.52 states that Engine surveys are described in Chapter 2 of the NOx Technical Code, a supporting
document to Annex VI
Engine surveys are described in Chapter 2 of the NOx Technical Code, a supporting document to Annex
VI
8.4.1.1.1.53 states that the four kinds of engine surveys are:

- Pre-certification survey: This survey occurs before an engine is installed on board a
vessel, to ensure the engine meets the NOx limits. The Engine International Air Pollution
Prevention certificate (EIAPP) is issued after this survey for each applicable engine,
engine family, or engine group
- Initial certification survey: This survey occurs after the engine is installed on board the
ship, but before the ship is placed into service. It ensures that
the engine meets the NOx limits as installed. If an engine has an EIAPP, the initial
certification survey will primarily ensure that any modifications to the
engine’s settings are within the allowable adjustment limits specified in the EIAPP
- Periodic and intermediate surveys: These surveys occur as part of the ship’s surveys
described above. They ensure that the engine continues to comply fully with the NOx
limits
- Modification survey: This survey occurs when an engine overhaul meets the criteria for
a major conversion. It ensures that the modified engine complies with the NOx limits
The four kinds of engine surveys are:

Pre-certification survey:
This survey occurs before an engine is installed on board a vessel, to ensure the engine meets the NOx
limits. The Engine International Air Pollution Prevention certificate (EIAPP) is issued after this survey for
each applicable engine, engine family, or engine group
Initial certification survey:

This survey occurs after the engine is installed on board the ship, but before the ship is placed into
service. It ensures that the engine meets the NOx limits as installed. If an engine has an EIAPP, the initial
certification survey will primarily ensure that any modifications to the engine’s settings are within the
allowable adjustment limits specified in the EIAPP

st
Periodic and intermediate surveys:
These surveys occur as part of the ship’s surveys described above. They ensure that the engine
continues to comply fully with the NOx limits Modification survey: This survey occurs when an engine
overhaul meets the criteria for a major conversion. It ensures that the modified engine complies with
the NOx limits
8.4.1.1.1.54 states that there are three documents that are essential for completing the engine and vessel
surveys. These are the EIAPP or Statement of Compliance, the Technical File, and the Record Book of
Engine Parameters
There are three documents that are essential for completing the engine and vessel surveys. These are
the EIAPP or Statement of Compliance, the Technical File, and the Record Book of Engine Parameters
8.4.1.1.1.55states that regulation 14 provides for adoption of “SOx Emission Control Areas” - “SECA”
where the adoption of special mandatory measures for SOx emissions from ships is required to prevent,
reduce and control air pollution from SOx and its attendant adverse impacts on land and sea areas with
more stringent control on sulphur emissions
Regulation 14 provides for adoption of “SOx Emission Control Areas” - “SECA” where the adoption of
special mandatory measures for SOx emissions from ships is required to prevent, reduce and control air
pollution from SOx and its attendant adverse impacts on land and sea areas with more stringent control
on sulphur emissions
Regulation 14
Sulphur oxides (SOx)
General requirements
(1) The sulphur content of any fuel oil used on board ships shall not exceed 4.5% m/m.
(2) The worldwide average sulphur content of residual fuel oil supplied for use on board ships shall be
monitored taking into account guidelines to be developed by the Organization.
Requirements within SOx emission control areas
(3) For the purpose of this regulation, SOx emission control areas shall include:
(a) the Baltic Sea area as defined in regulation 10(1)(b) of Annex I; and
(b) any other sea area, including port areas, designated by the Organization in accordance with criteria
and procedures for designation of SOx emission control areas with respect to the prevention of air
pollution from ships contained in appendix III to this Annex.

st
(4) While ships are within SOx emission control areas, at least one of the following conditions shall be
fulfilled:
(a) the sulphur content of fuel oil used on board ships in a SOx emission control area does not exceed
1.5% m/m;
(b) an exhaust gas cleaning system, approved by the Administration taking into account guidelines to be
developed by the Organization, is applied to reduce the total emission of sulphur oxides from ships,
including both auxiliary and main propulsion engines, to 6.0 g SOx/kW h or less calculated as the total
weight of sulphur dioxide emission. Waste streams from the use of such equipment shall not be
discharged into enclosed ports, harbours and estuaries unless it can be thoroughly documented by the
ship that such waste streams have no adverse impact on the ecosystems of such enclosed ports,
harbours and estuaries, based upon criteria communicated by the authorities of the port State to the
Organization. The Organization shall circulate the criteria to all Parties to the Convention; or
(c) any other technological method that is verifiable and enforceable to limit SOx emissions to a level
equivalent to that described in sub-paragraph (b) is applied. These methods shall be approved
by the Administration taking into account guidelines to be developed by the Organization.
(5) The sulphur content of fuel oil referred to in paragraph (1) and paragraph (4)(a) of this regulation
shall be documented by the supplier as required by regulation 18 of this Annex.
(6) Those ships using separate fuel oils to comply with paragraph (4)(a) of this regulation shall allow
sufficient time for the fuel oil service system to be fully flushed of all fuels exceeding 1.5% m/m sulphur
content prior to entry into a SOx emission control area. The volume of low sulphur fuel oils (less than or
equal to 1.5% sulphur content) in each tank as well as the date, time, and position of the ship when any
fuel change over operation is completed, shall be recorded in such logbook as prescribed by the
Administration.
(7) During the first 12 months immediately following entry into force of the present Protocol, or of an
amendment to the present Protocol designating a specific SOx emission control area under paragraph
(3)(b) of this regulation, ships entering a SOx emission control area referred to in paragraph (3)(a) of this
regulation or designated under paragraph (3)(b) of this regulation are exempted from the requirements
in paragraphs (4) and (6) of this regulation and from the requirements of paragraph (5) of this regulation
insofar as they relate to paragraph (4)(a) of this regulation.
8.4.1.1.1.56 states for the purpose of the regulation, Emission Control Areas (ECA) includes:
- The Baltic Sea area as defined in regulation 1.11.2 of Annex I, the North Sea as defined in
regulation 5(1 )(f) of Annex V
Covered above on 8.4.1.1.1.55.

st
8.4.1.1.1.57 states that in these areas the sulphur content of fuel oil used on ships must not exceed 1.5%
m/m. Alternatively, ships in these areas must fit an exhaust gas cleaning system or use any other
technological method to limit SOx emissions
Covered above on 8.4.1.1.1.55.
8.4.1.1.1.58 states that regulation 15 provides that in ports or terminals in Party States any regulation of
emissions of Volatile Organic Compounds (VOCs) from tankers
must be in accordance with Annex VI
As per MARPOL Annex VI: Regulation 15: Volatile Organic Compound:

If the emissions of volatile organic compounds (VOCs) from tankers are to be regulated in ports or
terminals under the jurisdiction of a Party to the Protocol of 1997, they shall be regulated in accordance
with the provisions of this regulation.
8.4.1.1.1.59 explains that regulation 16 sets out requirements for shipboard incineration and as per 16(4)
bans the incineration of:
- MARPOL Annex I, II and III cargo residues and related contaminated packing materials;
- polychlorinated biphenyls (PCBs);
- garbage, as defined in MARPOL Annex V, containing more than traces of heavy metals; and
- refined petroleum products containing halogen compounds
As per MARPOL Annex VI: Regulation 16:

Shipboard incineration of the following substances shall be prohibited:
(a) Annex I, II and III cargo residues of the present Convention and related contaminated packing
materials;
(b) polychlorinated biphenyls (PCBs);
(c) garbage, as defined in Annex V of the present Convention, containing more than traces of heavy
metals; and
(d) refined petroleum products containing halogen compounds.
8.4.1.1.1.60 explains that under regulation 16(5) incineration of sewage sludge and sludge oil generated
during the normal operation of a ship may take place in the main or auxiliary power plant or boilers (as
well as in an incinerator), but in those cases, must not take place inside ports, harbours and estuaries

st
(5) Shipboard incineration of sewage sludge and sludge oil generated during the normal operation of a
ship may also take place in the main or auxiliary power plant or boilers, but in those cases, shall not take
place inside ports, harbours and estuaries.
8.4.1.1.1.61 explains that regulation 16(6) prohibits the shipboard incineration of polyvinyl chlorides
(PVCs), except in incinerators for which IMO Type Approval Certificates have been issued

(6) Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard
incinerators for which IMO Type Approval Certificates have been issued.
8.4.1.1.1.62 explains that under regulation 16(7) all ships with incinerators subject to regulation 16 must
possess a manufacturer’s operating manual which must specify how to operate the incinerator within the
limits described in paragraph 2 of appendix IV to Annex VI

All ships with incinerators subject to this regulation shall possess a manufacturer's operating manual
which shall specify how to operate the incinerator within the limits described in paragraph 2 of appendix
IV to this Annex.
8.4.1.1.1.63 explains that under regulation 16(8) personnel responsible for operation of any incinerator
must be trained and capable of implementing the guidance in the manufacturer’s operating manual

(8) Personnel responsible for operation of any incinerator shall be trained and capable of implementing
the guidance provided in the manufacturer's operating manual.
8.4.1.1.1.64 states that as per regulation 15 a tanker carrying crude oil is required to have a “VOC
Management Plan” approved by the Administration on board
As per regulation 15 a tanker carrying crude oil is required to have a “VOC Management Plan” approved
by the Administration on board.

st
8.4.1.1.1.65explains that regulation 3 provides that the regulations of Annex VI will not apply to any
emission necessary for the purpose of securing the safety of a ship or saving life at sea, or any emission
resulting from damage to a ship or its equipment, subject to certain conditions

General exceptions
Regulations of this Annex shall not apply to:
(a) any emission necessary for the purpose of securing the safety of a ship or saving life at sea; or
(b) any emission resulting from damage to a ship or its equipment:
(i) provided that all reasonable precautions have been taken after the occurrence of the damage or
discovery of the emission for the purpose of preventing or minimizing the
emission; and
(ii) except if the owner or the master acted either with intent to cause damage, or recklessly and with
knowledge that damage would probably result.
8.4.2 Responsibilities under international instruments affecting the safety of the ship,
passengers, crew and cargo
8.4.2.1 Ballast water Convention 2004

8.4.2.1.1 Defines the following:
- ballast water
- ballast water management
- sediments
- ballast water
Fresh or salt water, sometimes containing sediments, held in tanks and cargo holds of ships to increase
stability and maneuverability during transit
- ballast water management

Mechanical, physical, chemical, and biological processes, either singularly or in combination, to remove,
render harmless, or avoid the uptake or discharge of harmful aquatic organisms and pathogens
within ballast water and sediments.
 sediments.
matter that settles to the bottom of a liquid; dregs

st
8.4.2.1.2 Describes the application of this convention
Ballast water is essential to control trim, list, draught, stability, or stresses of the ship. However, ballast
water may contain aquatic organisms or pathogens which, if introduced into the sea including estuaries,
or into fresh water courses, may create hazards to the environment, human health, property or
resources, impair biological diversity or interfere with other legitimate uses of such areas.
The selection of appropriate methods of ballast water management should take into account the need
ensure that Ballast Water Management practices used to comply with this Convention do not cause
greater harm than they prevent to the environment, human health, property or resources of any States
and the safety of ships.
The objectives of these Guidelines are to assist Governments, appropriate authorities, ships masters,
operators and owners, and port authorities, as well as other interested parties, in preventing,
minimizing and ultimately eliminating the risk of introducing harmful aquatic organisms and pathogens
from ships' ballast water and associated sediments while protecting ships’ safety in applying the
International Convention for the Control and Management of Ships’ Ballast Water and Sediments
8.4.2.1.3 Describes the conditions where the application of this convention may be exempted
Regulation A-4 provides that an exemption may be granted from the requirements of Regulations B-3 or
C-1 by a Party or Parties to a ship in specific circumstances. Applications for and the granting of such
exemptions should be completed in accordance with the Guidelines for risk assessment (G7).
8.4.2.1.4 Describes the management and control requirement based on section B, regulation B1 to B6
8.4.2.1.5 describes the annex - section A, B, C, D and E briefly
Annex - Section A General Provisions

This includes definitions, application and exemptions. Under Regulation A-2 General Applicability:
"Except where expressly provided otherwise, the discharge of Ballast Water shall only be conducted
through Ballast Water Management, in accordance with the provisions of this Annex."

st
Annex - Section B Management and Control Requirements for Ships
Ships are required to have on board and implement a Ballast Water Management Plan approved by the
Administration (Regulation B-1). The Ballast Water Management Plan is specific to each ship and
includes a detailed description of the actions to be taken to implement the Ballast Water Management
requirements and supplemental Ballast Water Management practices.
Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on
board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It
should also record when Ballast Water is discharged to a reception facility and accidental or other
exceptional discharges of Ballast Water
The specific requirements for ballast water management are contained in regulation B-3 Ballast Water
Management for Ships.
Other methods of ballast water management may also be accepted as alternatives to the ballast water
exchange standard and ballast water performance standard, provided that such methods ensure at least
the same level of protection to the environment, human health, property or resources, and are
approved in principle by IMO's Marine Environment Protection Committee (MEPC).
Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:
whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and
in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from
the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water
at least 200 metres in depth.
When these requirements cannot be met areas may be designated where ships can conduct ballast
water exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast
water in accordance with the provisions of the ships' ballast water management plan (Regulation B-4).
Annex - Section C Additional measures

A Party, individually or jointly with other Parties, may impose on ships additional measures to prevent,
reduce, or eliminate the transfer of Harmful Aquatic Organisms and Pathogens through ships' Ballast
Water and Sediments.
In these cases, the Party or Parties should consult with adjoining or nearby States that may be affected
by such standards or requirements and should communicate their intention to establish additional

st
measure(s) to the Organization at least 6 months, except in emergency or epidemic situations, prior to
the projected date of implementation of the measure(s). When appropriate, Parties will have to obtain
the approval of IMO.
Annex - Section D Standards for Ballast Water Management

There is a ballast water exchange standard and a ballast water performance standard. Ballast water
exchange could be used to meet the performance standard:
Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so
with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast
water by the pumping-through method, pumping through three times the volume of each ballast water
tank shall be considered to meet the standard described. Pumping through less than three times the
volume may be accepted provided the ship can demonstrate that at least 95 percent volumetric
exchange is met.
Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall
discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in
minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in
minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge
of the indicator microbes shall not exceed the specified concentrations.
The indicator microbes, as a human health standard, include, but are not be limited to:
a. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 milliliters
or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;
b. Escherichia coli less than 250 cfu per 100 milliliters;
c. Intestinal Enterococci less than 100 cfu per 100 milliliters.
Ballast Water Management systems must be approved by the Administration in accordance with IMO
Guidelines (Regulation D-3 Approval requirements for Ballast Water Management systems). These
include systems which make use of chemicals or biocides; make use of organisms or biological
mechanisms; or which alter the chemical or physical characteristics of the Ballast Water.
Prototype technologies
Regulation D-4 covers Prototype Ballast Water Treatment Technologies. It allows for ships participating
in a programme approved by the Administration to test and evaluate promising Ballast Water treatment
technologies to have a leeway of five years before having to comply with the requirements.

st
Review of standards
Under regulation D-5 Review of Standards by the Organization, IMO is required to review the Ballast
Water Performance Standard, taking into account a number of criteria including safety considerations;
environmental acceptability, i.e., not causing more or greater environmental impacts than it solves;
practicability, i.e., compatibility with ship design and operations; cost effectiveness; and biological
effectiveness in terms of removing, or otherwise rendering inactive harmful aquatic organisms and
pathogens in ballast water. The review should include a determination of whether appropriate
technologies are available to achieve the standard, an assessment of the above mentioned criteria, and
an assessment of the socio-economic effect(s) specifically in relation to the developmental needs of
developing countries, particularly small island developing States.
Annex- Section E Survey and Certification Requirements for Ballast Water Management
Gives requirements for initial renewal, annual, intermediate and renewal surveys and certification
requirements. Appendices give form of Ballast Water Management Certificate and Form of Ballast Water
Record Book.
8.4.2.1.6 Describes the standards that need to be observed in ballast water exchange
Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so
with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast
water by the pumping-through method, pumping through three times the volume of each ballast water
tank shall be considered to meet the standard described. Pumping through less than three times the
volume may be accepted provided the ship can demonstrate that at least 95 percent volumetric
exchange is met.
Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall
discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in
minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in
minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge
of the indicator microbes shall not exceed the specified concentrations.
8.4.2.1.7 States under regulation B-4 Ballast Water Exchange, all ships using ballast water exchange
should:
- whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest
land and in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
st
- in cases where the ship is unable to conduct ballast water exchange as above, this should be as
far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and
in water at least 200 metres in depth
Under regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:
whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and
in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from
the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water
at least 200 metres in depth
8.4.2.1.8states as per annex - section B Management and Control Requirements for Ships:
ships are required to have on board and implement a Ballast Water Management Plan approved by the
Administration (regulation B-1). The Ballast Water Management Plan is specific to each ship and
requirements and supplemental Ballast Water Management practices
As per annex - section B Management and Control Requirements for Ships:

ships are required to have on board and implement a Ballast Water Management Plan approved by the
Administration (regulation B-1). The Ballast Water Management Plan is specific to each ship and
requirements and supplemental Ballast Water Management practices
8.4.2.1.9states that a new paragraph, 4, has been added with effect from July 1,2010 to SOLAS chapter V,
regulation 22 - Navigation bridge visibility. Some changes are operational and others introduce new
requirements applicable to navigation records
A new paragraph, 4, has been added with effect from July 1,2010 to SOLAS chapter V, regulation 22 -
Navigation bridge visibility. Some changes are operational and others introduce new requirements
applicable to navigation records.
8.4.2.1.10states that as a consequence of this amendment, any increase in blind sectors or reduction in
horizontal fields of vision resulting from ballast water exchange operations is to be taken into account by
the Master before determining that it is safe to proceed with the exchange

st
As a consequence of this amendment, any increase in blind sectors or reduction in horizontal fields of
vision resulting from ballast water exchange operations is to be taken into account by the Master before
determining that it is safe to proceed with the exchange
8.4.2.1.11 states that as an additional measure, to compensate for possible increased blind sectors or
reduced horizontal fields of vision, the Master must ensure that a proper lookout is maintained at all times
during the exchange. Ballast water exchange must be conducted in accordance with the ship’s ballast
water management plan, taking into account the recommendations adopted by theIMO '
As an additional measure, to compensate for possible increased blind sectors or reduced horizontal
fields of vision, the Master must ensure that a proper lookout is maintained at all times during the
exchange. Ballast water exchange must be conducted in accordance with the ship’s ballast water
management plan, taking into account the recommendations adopted by the IMO '
8.4.2.1.12 explains that in accordance with SOLAS chapter V, regulation 28 - Records of navigational
activities and daily reporting, the commencement and termination of the operation should be recorded
Regulation 28
Records of navigational activities
1 All ships engaged on international voyages shall keep on board a record of navigational
activities and incidents which are of importance to safety of navigation and which must contain
sufficient detail to restore a complete record of the voyage, taking into account the recommendations
adopted by the Organization*. When such information is not maintained in the ship's log-book, it
shall be maintained in another form approved by the Administration.
2 Each ship of 500 gross tonnage and above, engaged on international voyages exceeding 48
hours, shall submit a daily report to its company, as defined in regulation IX/1, which shall retain it
and all subsequent daily reports for the duration of the voyage. Daily reports may be transmitted by
any means, provided that they are transmitted to the company as soon as practicable after
determination of the position named in the report. Automated reporting systems may be used,
provided that they include a recording function of their transmission and that those functions and
interfaces with position-fixing equipment are subjected to regular verification by the ship’s master.
The report shall contain the following:
.1 ship’s position;
.2 ship’s course and speed; and
.3 details of any external or internal conditions that are affecting the ship’s voyage or the
normal safe operation of the ship.
st
8.4.2.1.13 explains that the navigational records generated during ballast water exchange
may be reviewed during ISM Audits and port State control inspections
The navigational records which are completed during a ballast water exchange maybe inspected during
ISM and port state inspection as well. Fraudulently completed information maybe penalized severely if
found.
Port State control

8.4.2.1.14 explains that “port State control” is the inspection of foreign ships present in a nation’s ports for
the purpose of verifying that the condition of the ships and their equipment comply with the provisions of
international conventions and codes, and that the ships are manned and operated in compliance with
those provisions
Port state control inspection is the inspection of ships when they call the ports for compliance of major
statutory and mandatory provisions whether are complied with.
8.4.2.1.15explains that the primary responsibility for maintaining ships’ standards rests with their flag
States, as well as their owners and Masters. However, many flag States do not, for various reasons, fulfil
their obligations under international maritime conventions, and port State control provides a useful
“safety net” to catch substandard ships
The primary responsibility for maintaining ships’ standards rests with their flag States, as well as their
owners and Masters. However, many flag States do not, for various reasons, fulfil their obligations under
international maritime conventions, and port State control provides a useful “safety net” to catch
substandard ships
8.4.2.1.16states that a “port State control regime”, where set up under a “memorandum of
understanding” (“MOU”) or similar accord between neighbouring port States, is a system of harmonized
inspection procedures designed to target substandard ships with the main objective being their eventual
elimination from the region covered by the MOU’s participating States
A “port State control regime”, where set up under a “memorandum of understanding” (“MOU”) or
similar accord between neighbouring port States, is a system of harmonized inspection procedures

st
designed to target substandard ships with the main objective being their eventual elimination from the
region covered by the MOU’s participating States
8.4.2.1.17 states that there are eight international PSC agreements currently in force worldwide
There are eight international PSC agreements currently in force worldwide
8.4.2.1.18 identifies how to ascertain which port State agreement a particular port State might be party to
and any areas of particular focus that may currently be in place
The vessel crew can ascertain which PSC agreement or the party is applicable to the area which they are
calling simply by evaluating which geographical area they are calling.
And normally the MOUs would announce if they are having a concentrated inspection campaign on
certain areas for a certain period. This is very useful so that the vessel can be prepared accordingly.
8.4.2.1.19outlines that the list of certificates and documents which are checked during the inspection are:
- International Tonnage Certificate (1969);
- Passenger Ship Safety Certificate;
- Cargo Ship Safety Construction Certificate;
- Cargo Ship Safety Equipment Certificate;
- Cargo Ship Safety Radio Certificate;
- Exemption Certificate;
- Cargo Ship Safety Certificate;
- Document of Compliance (SOLAS 74, regulation II-2/54);
- Dangerous Goods Special List or Manifest, or Detailed Stowage Plan;
- International Certificate of Fitness for the Carriage of Liquefied Gases in
Bulk, or the Certificate of Fitness for the Carriage of Liquefied Gases in
Bulk, whichever is appropriate;
- International Certificate of Fitness for the Carriage of Dangerous Chemicals
in Bulk, or the Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk, whichever is appropriate;
- International Oil Pollution Prevention Certificate;
- International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk;
- International Load Line Certificate (1966);

st
- International Load Line Exemption Certificate;
- Oil Record Book, parts I and II;
- Shipboard Oil Pollution Emergency Plan;
- Cargo Record Book;
- Minimum Safe Manning Document;
- Certificates of Competency;
- Medical certificates (MLC and STCW);
- Stability information;
- Safety Management Certificate and copy of Document of Compliance
(SOLAS chapter IX);
- Certificates as to the ship’s hull strength and machinery installations issued
by the classification society in question (only to be required if the ship
maintains its class with a classification society);
- Survey Report Files (in case of bulk carriers or oil tankers in accordance
with resolution A.744(18));
- For ro-ro passenger ships, information on the A/A max ratio;
- Document of authorization for the carriage of grain;
- Special Purpose Ship Safety Certificate;
- High-Speed Craft Safety Certificate and Permit to Operate High-Speed
Craft;
- Mobile Offshore Drilling Unit Safety Certificate;
- For oil tankers, the record of oil discharge monitoring and control system
for the last ballast voyage;
- The muster list, fire control plan and damage control plan;
- Ship’s logbook with respect to the records of tests and drills and the log
for records of inspection and maintenance of life-saving appliances and
arrangements;
- Procedures and Arrangements Manual (chemical tankers);
- Cargo Securing Manual;
- Certificate of Registry or other document of nationality;
- Garbage Management Plan;
- Garbage Record Book;
- Bulk carrier booklet (SOLAS chapter VI regulation 7); and
Reports of previous port State control inspections
Certificates of Competency;
Medical certificates (MLC and STCW);
Stability information;

st
Safety Management Certificate and copy of Document of Compliance
(SOLAS chapter IX);
Certificates as to the ship’s hull strength and machinery installations issued
Survey Report Files (in case of bulk carriers or oil tankers in accordance
For ro-ro passenger ships, information on the A/A max ratio;
Document of authorization for the carriage of grain;
Special Purpose Ship Safety Certificate;
High-Speed Craft Safety Certificate and Permit to Operate High-Speed
Craft;
Mobile Offshore Drilling Unit Safety Certificate;
For oil tankers, the record of oil discharge monitoring and control system
The muster list, fire control plan and damage control plan;
Ship’s logbook with respect to the records of tests and drills and the log
arrangements;
Procedures and Arrangements Manual (chemical tankers);
Cargo Securing Manual;
Certificate of Registry or other document of nationality;
Garbage Management Plan;
Garbage Record Book;
Bulk carrier booklet (SOLAS chapter VI regulation 7); and
Reports of previous port State control inspections
The list of certificates and documents which are checked during the inspection are:
 International Tonnage Certificate (1969);
 Passenger Ship Safety Certificate;
 Cargo Ship Safety Construction Certificate;
 Cargo Ship Safety Equipment Certificate;
 Cargo Ship Safety Radio Certificate;
 Exemption Certificate;
 Cargo Ship Safety Certificate;
 Document of Compliance (SOLAS 74, regulation II-2/54);
 Dangerous Goods Special List or Manifest, or Detailed Stowage Plan;

st
 International Certificate of Fitness for the Carriage of Liquefied Gases in
Bulk, or the Certificate of Fitness for the Carriage of Liquefied Gases in
Bulk, whichever is appropriate;
 International Certificate of Fitness for the Carriage of Dangerous Chemicals
in Bulk, or the Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk, whichever is appropriate;
 International Oil Pollution Prevention Certificate;
 International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk;
 International Load Line Certificate (1966);
 International Load Line Exemption Certificate;
 Oil Record Book, parts I and II;
 Shipboard Oil Pollution Emergency Plan;
 Cargo Record Book;
 Minimum Safe Manning Document;
 Certificates of Competency;
 Medical certificates (MLC and STCW);
 Stability information;
 Safety Management Certificate and copy of Document of Compliance
(SOLAS chapter IX);
 Certificates as to the ship’s hull strength and machinery installations issued
 Survey Report Files (in case of bulk carriers or oil tankers in accordance
 For ro-ro passenger ships, information on the A/A max ratio;
 Document of authorization for the carriage of grain;
 Special Purpose Ship Safety Certificate;
 High-Speed Craft Safety Certificate and Permit to Operate High-Speed
Craft;
 Mobile Offshore Drilling Unit Safety Certificate;
 For oil tankers, the record of oil discharge monitoring and control system
 The muster list, fire control plan and damage control plan;

st
 Ship’s logbook with respect to the records of tests and drills and the log
arrangements;
 Procedures and Arrangements Manual (chemical tankers);
 Cargo Securing Manual;
 Certificate of Registry or other document of nationality;
 Garbage Management Plan;
 Garbage Record Book;
 Bulk carrier booklet (SOLAS chapter VI regulation 7); and
 Reports of previous port State control inspections
 Certificates of Competency;
 Medical certificates (MLC and STCW);
 Stability information;
 Safety Management Certificate and copy of Document of Compliance
(SOLAS chapter IX);
 Certificates as to the ship’s hull strength and machinery installations issued
 Survey Report Files (in case of bulk carriers or oil tankers in accordance
 For ro-ro passenger ships, information on the A/A max ratio;
 Document of authorization for the carriage of grain;
 Special Purpose Ship Safety Certificate;
 High-Speed Craft Safety Certificate and Permit to Operate High-Speed
Craft;
 Mobile Offshore Drilling Unit Safety Certificate;
 For oil tankers, the record of oil discharge monitoring and control system
 The muster list, fire control plan and damage control plan;
 Ship’s logbook with respect to the records of tests and drills and the log
arrangements;
 Procedures and Arrangements Manual (chemical tankers);
 Cargo Securing Manual;
 Certificate of Registry or other document of nationality;
 Garbage Management Plan;

st
 Garbage Record Book;
 Bulk carrier booklet (SOLAS chapter VI regulation 7); and
 Reports of previous port State control inspections
8.4.2.1.20 outlines that in addition to the general control of above listed certificates and documents,
examinations/inspections of the following are generally given priority by Port State Control Officer (PSCO):
- Nautical publication (SOLAS 74 R V/20)
- Navigational equipment (SOLAS 74 R V/12 and 19)
- Emergency starting and running tests (SOLAS 74 R II-2 - 4.3)
- Lifesaving equipment. Rafts FF (SOLAS 74 R III/20, 23, 26 and 29)
- Emergency Generator (start/stop only) (SOLAS 74 R 11-1/42 & 43)
- Hull corrosion and damages (Load Lines) (SOLAS 74 R 1/11)
- Main engine & aux. engines (SOLAS 74 R II/26, 27 & 28)
- Oily water separator 15 ppm alarm (MARPOL Annex I/16(1))
- Oil discharge monitor (ODM) (MARPOL Annex I/16)
- Charts corrected and proper scale (SOLAS 74 R V/20)
- Fire safety Control plan (SOLAS 74 R II-2/20)
- Ventilation inlets/outlets (SOLAS 74 R II-2/16.9 & 48)
- Emergency training and drills (Log book rec. SOLAS 74 R III/18)
- Emergency lighting/batteries (SOLAS 74 R II/42 & 43)
- Deck and hatches corrosion and damages (LL 1966)
- Steering gear - incl. auxiliary & emergency (Bridge inspection only - SOLAS
74 R V/19)
- Cleanliness in engine room (SOLAS 74 R II-1/26 and ILO 134)
in addition to the general control of above listed certificates and documents, examinations/inspections
of the following are generally given priority by Port State Control Officer (PSCO):
 Nautical publication (SOLAS 74 R V/20)
 Navigational equipment (SOLAS 74 R V/12 and 19)
 Emergency starting and running tests (SOLAS 74 R II-2 - 4.3)
 Lifesaving equipment. Rafts FF (SOLAS 74 R III/20, 23, 26 and 29)
 Emergency Generator (start/stop only) (SOLAS 74 R 11-1/42 & 43)
 Hull corrosion and damages (Load Lines) (SOLAS 74 R 1/11)
 Main engine & aux. engines (SOLAS 74 R II/26, 27 & 28)
 Oily water separator 15 ppm alarm (MARPOL Annex I/16(1))

st
 Oil discharge monitor (ODM) (MARPOL Annex I/16)
 Charts corrected and proper scale (SOLAS 74 R V/20)
 Fire safety Control plan (SOLAS 74 R II-2/20)
 Ventilation inlets/outlets (SOLAS 74 R II-2/16.9 & 48)
 Emergency training and drills (Log book rec. SOLAS 74 R III/18)
 Emergency lighting/batteries (SOLAS 74 R II/42 & 43)
 Deck and hatches corrosion and damages (LL 1966)
 Steering gear - incl. auxiliary & emergency (Bridge inspection only - SOLAS
74 R V/19)
 Cleanliness in engine room (SOLAS 74 R II-1/26 and ILO 134)
8.4.2.1.21explains that the port State control inspections may be conducted on the following basis:
- initiative of the port State Administration;
- the request of, or on the basis of, information regarding a ship provided by another
Administration;
- information regarding a ship provided by a member of the crew, a professional body, an
association, a trade union or any other individual with an interest in the safety of the ship, its crew and
passengers, or the
protection of the marine environment
- indications that key crew members may not be able to communicate with each other or
with other persons on board;
- the emission of false distress alerts not followed by proper cancellation procedures;
-
the port State control inspections may be conducted on the following basis:
 initiative of the port State Administration;
 the request of, or on the basis of, information regarding a ship provided by another
Administration;
 information regarding a ship provided by a member of the crew, a professional body, an
association, a trade union or any other individual with an interest in the safety of the ship, its
crew and passengers, or the
protection of the marine environment
 indications that key crew members may not be able to communicate with each other or with
other persons on board;
 the emission of false distress alerts not followed by proper cancellation procedures;

st
8.4.2.1.22 explains that the PSC inspections may be on random, targeted or periodical basis. The following
types of PSC inspections are used in PSC:
- Initial inspection (random)
- More detailed inspection (escalated)
- Expanded inspection (targeted/periodical)
The PSC inspections may be on random, targeted or periodical basis. The following types of PSC
inspections are used in PSC:
 Initial inspection (random)
 More detailed inspection (escalated)
 Expanded inspection (targeted/periodical)
8.4.2.1.23 states that the definition of inspection is: “A visit on board a ship to check both the validity of
the relevant certificates and other documents, and the overall condition of the ship, its equipment, and its
crew”
The definition of inspection is: “A visit on board a ship to check both the validity of the relevant
certificates and other documents, and the overall condition of the ship, its equipment, and its crew”
8.4.2.1.24 explains that the certificates and documents listed above should therefore be readily available
and presented to the PSCO at his request during the PSC inspection
The mandatory certificates and document which needs to be carried onboard should be ready for
inspection at all times. And must be presented to the inspector upon request.
8.4.2.1.25 states that the definition of more detailed inspection is: “An inspection conducted when there
are clear grounds for believing that the condition of the ship, its equipment, or its crew does not
correspond substantially with the particulars of the certificates”
The definition of more detailed inspection is: “An inspection conducted when there are clear grounds
for believing that the condition of the ship, its equipment, or its crew does not correspond substantially
with the particulars of the certificates”
8.4.2.1.26 states that the definition of Clear grounds is: “Evidence that the ship, its equipment, or its crew

st
does not correspond substantially with the requirements of the relevant conventions or that the Master
or crew members are not familiar with essential shipboard procedures relating to the safety of ships or
the prevention of pollution”
The definition of Clear grounds is: “Evidence that the ship, its equipment, or its crew does not
correspond substantially with the requirements of the relevant conventions or that the Master or crew
members are not familiar with essential shipboard procedures relating to the safety of ships or the
prevention of pollution”.
8.4.2.1.27 outlines that “Clear grounds” to conduct a more detailed inspection include:
- the absence of principal equipment or arrangements required by the conventions;
- evidence from a review of the ship’s certificates that a certificate or certificates are clearly
invalid;
- evidence that documentation required by the conventions are not on board, incomplete,
are not maintained or are falsely maintained;
- evidence from the PSCO’s general impressions and observations that serious hull or
structural deterioration or deficiencies exist that may place
at risk the structural, watertight or weathertight integrity of the ship;
- evidence from the PSCO’s general impressions or observations that serious deficiencies
exist in the safety, pollution prevention or navigational
equipment;
- information or evidence that the Master or crew is not familiar with essential shipboard
operations relating to the safety of ships or the prevention of pollution, or that such operations
have not been carried out;
- receipt of a report or complaint containing
The “Clear grounds” to conduct a more detailed inspection include:

 the absence of principal equipment or arrangements required by the conventions;
 evidence from a review of the ship’s certificates that a certificate or certificates are clearly
invalid;
 evidence that documentation required by the conventions are not on board, incomplete, are
not maintained or are falsely maintained;
 evidence from the PSCO’s general impressions and observations that serious hull or structural
deterioration or deficiencies exist that may place
at risk the structural, watertight or weathertight integrity of the ship;

st
 evidence from the PSCO’s general impressions or observations that serious deficiencies exist in
the safety, pollution prevention or navigational
equipment;
 information or evidence that the Master or crew is not familiar with essential shipboard
operations relating to the safety of ships or the prevention of pollution, or that such operations
have not been carried out;
 receipt of a report or complaint containing
8.4.2.1.28 information that a ship appears to be substandard

explains that the PSCO during a more detailed inspection generally takes the following into account:
- structure;
- machinery spaces;
- conditions of assignment of load lines;
- life-saving appliances;
- fire safety;
- regulations for preventing collisions at sea;
- Cargo Ship Safety Construction Certificate;
- Cargo Ship Safety Radio Certificates;
- equipment in excess of convention or flag State requirements;
- guidelines for discharge requirements under Annexes I and III of MARPOL 73/78 which includes:
 inspection of crude oil washing (COW) operations;
 inspection of unloading, stripping and prewash operations;
 guidelines for control of operational requirements - which include:
 muster list;
 communication;
 fire drills;
 abandon ship drills;
 damage control plan and Shipboard Oil Pollution Emergency Plan;
 fire control plan;
 bridge operation;
 cargo operation;
 operation of the machinery;
 manuals, instructions etc.;
 oil and oily mixtures from machinery spaces;
 loading, unloading and cleaning procedures for cargo spaces of tankers;
 dangerous goods and harmful substances in packaged form;

st
 garbage;
- minimum manning standards and certification;
- STCW 78;
- ISM; and
- ISPS Code
The PSCO during a more detailed inspection generally takes the following into account:
 structure;
 machinery spaces;
 conditions of assignment of load lines;
 life-saving appliances;
 fire safety;
 regulations for preventing collisions at sea;
 Cargo Ship Safety Construction Certificate;
 Cargo Ship Safety Radio Certificates;
 equipment in excess of convention or flag State requirements;
 guidelines for discharge requirements under Annexes I and III of MARPOL 73/78 which includes:
 inspection of crude oil washing (COW) operations;
 inspection of unloading, stripping and prewash operations;
 guidelines for control of operational requirements - which include:
 muster list;
 communication;
 fire drills;
 abandon ship drills;
 damage control plan and Shipboard Oil Pollution Emergency Plan;
 fire control plan;
 bridge operation;
 cargo operation;
 operation of the machinery;
 manuals, instructions etc.;
 oil and oily mixtures from machinery spaces;
 loading, unloading and cleaning procedures for cargo spaces of tankers;
 dangerous goods and harmful substances in packaged form;
 garbage;
 minimum manning standards and certification;
 STCW 78;

st
 ISM; and
 ISPS Code
8.4.2.1.29 states that expanded inspection is an inspection conducted according to non-mandatory

guidelines only once during 12 month period for certain types of
ships and certain categories of age and size
Expanded inspection is an inspection conducted according to non-mandatory guidelines only once

during 12 month period for certain types of ships and certain categories of age and size
8.4.2.1.30 explains that oil tankers, bulk carriers, gas and chemical carriers and passenger ships are
subject to expanded inspections once during a period of 12 months
Oil tankers, bulk carriers, gas and chemical carriers and passenger ships are subject to expanded
inspections once during a period of 12 months
8.4.2.1.31 outlines the IMO RESOLUTIONS pertaining to Port State Controls are as follows:
- A.9/Res.321 Procedures for the control of ships 12/11/1975
- A.12/Res.466 Procedures of port state control 19/11/1981
- A.15/Res.597 Amendments to the procedures for the control of ships 19/11/1987
- A.19/Res.787 Procedures for port state control 23/11/1995
- A 21/Res.882 Amendments to the procedures for port state control (resolution
A.787(19) 25/11/1999
The IMO RESOLUTIONS pertaining to Port State Controls are as follows:

 A.9/Res.321 Procedures for the control of ships 12/11/1975
 A.12/Res.466 Procedures of port state control 19/11/1981
 A.15/Res.597 Amendments to the procedures for the control of ships 19/11/1987
 A.19/Res.787 Procedures for port state control 23/11/1995
 A 21/Res.882 Amendments to the procedures for port state control (resolution A.787(19)
25/11/1999

st
8.4.2.1.32 states that the publication by IMO which gives the General Procedural Guidelines for Port State
Control Officers are also of particular relevance to shipmaster
The publication by IMO which gives the General Procedural Guidelines for Port State Control Officers are
also of particular relevance to shipmaster
8.4.2.1.33explains that a record of port State control inspections including safety-related details of many
ships is available on the internet from the Equasis database
and may be viewed by any member of the public
A record of port State control inspections including safety-related details of many ships is available on
the internet from the Equasis database and may be viewed by any member of the public
8.4.2.1.34 explains that Equasis forms part of the Quality Shipping campaign launched by the EU in 1997
which is formally supported by signatories from marine Administrations, classification societies, P&l clubs
and the ITF
Equasis forms part of the Quality Shipping campaign launched by the EU in 1997 which is formally
supported by signatories from marine Administrations, classification societies, P&l clubs and the ITF
8.4.2.1.35 explains that more than 40 organizations provide information to Equasis and is used heavily by
charterers and insurers as well as marine Administrations with port State control functions
More than 40 organizations provide information to Equasis and is used heavily by charterers and
insurers as well as marine Administrations with port State control functions.

st

Class II Shipboard Operations - Notes - 23.07.2018

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Class II Shipboard Operations - Notes - 23.07.2018

Uploaded by

Copyright:

Available Formats

LECTURE NOTES

BACHELOR IN NAUTICAL SCIENCE - CLASS 2/ MATES

The entity of Fiji National University Managed by CINEC

Master electronic copy shall be in the possession of Quality Department.

Course Code Course Approval No:

Approved By Head of Department Captain Vilivo Bolaciri Sig.

1st Issue Date: 2017.03.20 Revisions: As per revision Table

STCW 1978, As Amended Reg. II/2, Sec. A-II/2, Table A-II/2

IMO Model Course: 7.01 (2014 Edition)

Date of Revision Description of Revision HoD’s Signature

8.2.1.1Plans and actions conform with international regulations

Devising a Cargo Stowage Plan and Loading/Unloading Plan

a) Correct synchronisation with the cargo operation.

i) The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.

8.2.1.1.5 lists the information provided in the cargo securing manual

Direct lashing against tipping

Top over Lashing

Half loop or Loop lashings

Corner support lashing

Lashing of steel coils

Positive stability should maintain during all times.

Recommended Stability Criteria for passenger and cargo ships

For Timber Deck Cargo Vessels

Assumption for calculating Loading condition

Height and Extent of Timber Deck Cargo

The lashings arrangement accordance with the Code

Cargo plan / Stowage plan

Contents of Cargo plan/Stowage Plan

Additional information, such as the following, generally appears on most plans:

Contents of Loading and unloading plan

Devising a Cargo Stowage Plan and Loading/Unloading Plan

a) Correct synchronisation with the cargo operation.

i) The quantity of cargo and the corresponding hold number(s) to be loaded/unloaded.

8.2.2.1.8 plans loading/de-ballasting operations within acceptable stress parameters

8.2.3.1 Timber deck cargoes

Chapter 1 – general (purpose,application, definitions)

Part a – operational requirements

Part b – design of cargo securing arrangements

8.2.3.1.5 states the action to take if cargo is lost overboard or jettisoned

Such information is to include the following:

The height of the timber deck cargo should be restricted so that

 Adequate visibility is assured

8.2.3.1.9 describes the requirements when loading to timber load lines

Stowage of deck cargo should extend:

 Absorption of water in dried or seasoned timber

8.2.3.1.15plans the loading and securing of a timber deck cargo

8.2.3.2 Care of cargo during carriage

8.2.3.3 Requirements applicable to cargo handling gear

Lifting appliance and loose gear

 . No hatch cover or beam shall be used unless it is of sound construction, of adequate

8.2.3.3.11 explains what is meant by a thorough examination

8.2.3.4 Maintenance of cargo gear

8.2.3.4.1 Prepares plans for the inspection of cargo gear

The key elements of regular inspection are:

For Lifting Appliance

For Lifting Gear Inspection

8.2.3.5 Maintenance of hatch covers

Ultrasonic (ultrasound) test

8.2.4.1 Loading, stowage and discharge of heavy weights

8.2.4.1.7states that additional stays may need setting up to a mast or kingpost

8.2.4.1.10describes methods of securing heavy lifts in the hold or on deck

8.2.4.2 Care of cargo during carriage

Wheel-based (rolling) cargoes