Function 2 - Cargo Handling and Stowage by Sagar Samrat Das

1MFG // FUNCTION -2 // CARGO HANDLING AND STOWAGE
CHIEF MATE (FG) ORALS NOTE

FUNCTION – II
CARGO HANDLING & STOWAGE
1|Page Prepared By: Sagar Samrat Das

A. GENERAL
1. Knowledge of Cargo Related Terminology / Load Density / Stowage Factor /

Angle of Repose and Various Plans Used for Cargo Loading.
1. a. Knowledge and Application of International Regulations, Codes

Concerning Safe Handling, Stowage, Securing and Transport Of Cargoes.
Examples: -
Bulk Codes, Grain Code, Lashing Code, IMDG Code, Timber Code, ISGOT, Etc.
2. Knowledge and Application of the Effect on Trim and Stability of Cargoes

And Its Operations.
3. Use Of Stability And Trim Diagram And Stress Calculating Equipment

Including Automatic Data Based Equipment Hull, Stress Calculation Within
Acceptable Limits.
B. DRY CARGO STOWAGE.
4. Stowage and Securing / Trimming of various types of cargoes on various ship

i.e. General Cargo ( Steel plate, pulp, bagged cargo) / Bulk (Urea, MOP, Coal,
Sulphur, Iron Ore, Concentrates) / Container / Various types of containers
including Refrigerated type. Passenger (Duties related to Pass/cargo), Timber
(Wood pulp, Sawn Timber, Lumber) RO-RO (Various types Light/Heavy vehicles
and knowledge of Livestock/Pure car carrier, Refrigerate cargo ship).
5. Definition of Heavy Lift loading/stowage and securing of Heavy Lifts. On a

General Cargo / Multi container / Bulk Carrier.
C. SPECIALISED CARGO STOWAGE
6. Knowledge of Oil/Chemical/LPG/ Tanker Operations relating to ship

operation, care of personnel and stowage Tanker (Various types of heavy and
light oil)
Chemical (Various types of chemicals as per chemical code).
LPG (Various types of gases as per gas code)

7. Carriage of IMDG / Dangerous, Hazardous and harmful cargoes.
D. TRANSIT CARE
8. Precautions during loading and unloading and care during voyage of said
cargoes.
E. DOCUMENTS
9. Knowledge and application of various cargo related documents such as

stowage plan, shipping list, boat note, Mate’s receipt, B/L, Shipping
documents, DG Manifest.
10. Documents with regard to cargo claims, disputes, damage etc., note of
protest and knowledge of collection of evidence.
F. CRISIS
11. Contingencies plan / remedial action during loading / unloading of cargoes.
Example: -
Cargo gear breakdown / Power failure / Oil Spillage, Bilge Leakages into hold
with cargo, concentrates becoming liquids.

Q. DEFINE VARIOUS CARGO RELATED TERMINOLOGY?
Ans.
Bale Capacity: -
It is the cubic capacity of a space when the breadth is taken from the inside of the
cargo battens, the depth from the top of the wood sheathing on the tank top to the underside
of the deck beams and the length from the inside of the bulkhead stiffeners or spar ceiling
where fitted.
Grain Capacity: -
It is the cubic capacity of a space when the length, breadth and depth are taken right
to the plating. Allowance is made for the volume occupied by the frames, beams and
stiffeners.
Stowage Factor: -
It is the volume occupied by a unit weight of cargo, usually expressed in cubic
meters/tonne or cubic feet/long ton.
Stowage factor is the reciprocal of density. Carogoes with high density have a low
stowage factor and vice versa.
Broken Stowage: -
It is the space between packages which remains unfilled. This factor varies with the
type of cargo and shape of the hold. It is greatest when the packages are of a large size and
irregular shape. Broken stowage must always be added to the stowage factor to get the
realistic space that the cargo will occupy.

Load Density: -
It is the maximum weight that can be safely loaded on a unit area. It is expressed in
tones/m2. The height to which cargo can be stowed on a deck will depend on the load
density of that deck and the stowage factor of the cargo.
It is found in Loading manual in Bulk, and for other ships, in CSM(Cargo Securing
Manual).
Ship’s Sweat: -
Is formed when a ship goes from a warm place to colder places. The air in the cargo
hold is warm but the air surrounding the ship is cold. The cold air cools the ship’s structure
and the warm air inside the hold which is in contact with the ship’s sides and deck gets
cooled below its dew point. This causes it to give out water vapour which condenses in form
of water droplets on the ship’s side and deck.
Cargo Sweat: -
Mostly occurs when ventilation is carried out while going from a cold to warm place.
The cargo is cold and the incoming air is warm, which when coming into contact with the
cargo is cooled below its dew point and water droplets condense on the cargo. In such
cases ventilation, should be restricted until more favorable conditions are obtained.
Ventilation: -
Carry out ventilation only if the Dew point of outside air is less than the temperature of
air inside the hold.
Ventilation is carried out in Two ways: Through and Surface.
Through Ventilation:
In through ventilation air is passed over the entire area of the hold right down to the
bottom. This is done by trimming the leeward ventilator into the wind and the windward
ventilator away from the wind. The direction used here is the apparent wind direction. The
greatest air flow rates are achieved with through ventilation.
Surface Ventilation:
Is carried out with the windward ventilator turned into the wind and the leeward turned
away from the wind. This is necessary for certain cargoes where onle the surface of the
cargo is to be ventilated. E.g. Coal.

Angele of Repose: -
It is the angle between a horizontal plane and the cone slope obtained when bulk
cargo is loaded on this plane.
Cargoes which have a low angle of repose will shift very easily. Grain has a low angle
of repose (as low as 15° - 18°, depending on the type of grain).
Concentrates: -
It is material obtained after physical or chemical separation of undesirable ingredients
from natural ores. Natural ores contain a large percentage of large particles and lumps.
Concentrates usually consist of fine particles or pellets.
Cargo which may liquefy includes concentrates.
Hazards of concentrates:
- High Density.
- Dry Shift (Below TML)
- Wet Shift (Above TML)
- Spontaneous combustion.
Moisture Migration: -
Concentrates have moisture entrained in them. Due to compaction and vibration at sea
this water may come to the top and cause the surface of the concentrate to behave like a
liquid. Thus, a flow state develops, when the mass loses its internal shear strength, resulting
in a Wet shift of cargo.
Moisture Content: -
Moisture content of a sample is the percentage weight of the water contained in the
total weight of the sample.
MC = (Wt. of water / Total wt. of sample) x 100%
Flow Moisture Point (FMP): -

It is the percentage moisture content at which a flow state develops.
Transportable Moisture Limit (TML): -
It is the maximum moisture content of a concentrate considered safe for carriage by a
general cargo vessel. It is around 90% of the Flow moisture point (FMP).
Solid Bulk Cargo: -
Solid bulk cargoes are defined as any cargoes that are transported in a loose form
without any packaging. The IMO defines these as:
"any material, other than a liquid or gas, consisting of a combination of particles, granules or
any other larger pieces of material, generally uniform in composition, which is loaded
directly into the cargo spaces of a ship without any intermediate form of containment".
Bulk cargoes commonly transported on ships include fertilizers, coal, grains, sugar,
ores, minerals etc.
Dry shift of cargo
– is caused by a low angle of repose and can be avoided by trimming level or the use
of shifting boards.
Wet shift of cargo
– is caused by liquefaction of the cargo possibly due to moisture migration causing the cargo
to act like a liquid, the moisture con-tent of the product probably being below the
transportable moisture limit.
High Density Solid Bulk Cargoes: -

High density cargoes are those that have a stowage factor less than 0.56 m3/ton.
Types of Heavy Lift Ships: -
Heavy lift ships are of two types.
- Semi-submerging (float-on/float-off)
- Crane ships
By one definition, a heavy lift ship is an ocean-going vessel capable of submerging its
large open deck to well below the water's surface, thus allowing another vessel to be floated
over it and landed on a dry-dock-build mounted on the heavy lift ship's deck. The heavy lift
ship then rises out of the water by pumping out its ballast tanks in a process very similar to
the operation of a floating dry-dock. The transported vessel then rides on the deck of the
heavy lift ship for the voyage to its destination. This type of ship is also known more precisely
as a Float-On / Float-Off [ FLO-FLO] Ship.
By another definition, a heavy-lift ship is a ship that is specially designed and capable
of loading and unloading heavy and bulky items. It typically has booms of sufficient capacity
to accommodate a single lift of over 100 tons. This might be better known as a Crane Ship.
The Crane Ship mission is to off-load containers and other outsized cargo from non-self-
sustaining cargo ships offshore, or at bare or underdeveloped ports.
Materials Hazardous Only in Bulk(MHB): -

Materials Hazardous only in Bulk means, materials which possess chemical hazards
when carried in bulk, other than materials classified as dangerous goods in IMDG Code.
Non-cohesive Material: -
Dry materials that readily shift due to sliding during transport.
 a. 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
 b. Non-cohesive bulk cargoes having an angle of repose greater than 30° to 35°
inclusive Loading is carried out using trimming equipment approved by the competent
authority
 c. Non-cohesive bulk cargoes having an angle of repose greater than 35°
Loading is carried out using trimming equipment approved by the competent authority.
Cohesive Material: -
Materials other than non-cohesive materials.

Q. CONTENTS OF IMSBC CODE, BLU CODE? DESCRIBE SALIENT FEATURES

OF THE CODE? LATEST AMMENDMENTS TO IMSBC CODE?
Ans.
(**Indian Regulation: Merchant Shipping Carriage of cargo Rules,1995, Part-III,
applies to carriage of Solid Bulk cargoes**)
INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODE

Section 1 General provisions and definitions
Section 2 General loading, carriage and unloading precautions
Section 3 Safety of personnel and ship
Section 4 Assessment of acceptability of consignments for safe shipment
Section 5 Trimming procedures
Section 6 Methods of determining angle of repose
Section 7 Cargoes that may liquefy
Section 8 Test procedures for cargoes that may liquefy
Section 9 Materials possessing chemical hazards
Section 10 Carriage of solid bulk wastes
Section 11 Security provisions
Section 12 Stowage factor conversion tables
Section 13 References
Section 14 Prevention of pollution by cargo residues from ships
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 of solid bulk cargoes
Appendix 5 Bulk Cargo Shipping Names in three languages (English, Spanish and French)

The Code of Practice for the Safe Loading and Unloading of Bulk Carriers - BLU Code
provisions & BLU Manual
Section 1. Definitions;
Section 2. Suitability of ships and terminals;
Section 3. Procedures between ship and shore prior to the ship’s arrival;
Section 4. Procedures between ship and terminal prior to cargo handling;
Section 5. Cargo loading and handling of ballast;
Section 6. Unloading cargo and handling of ballast;
Appendix 1. Recommended contents of port and terminal information books;

Appendix 2. Loading or unloading plan;
Appendix 3. Ship/shore safety checklist;
Appendix 4. Guidelines for completing the ship/shore safety checklist;
Appendix 5. Form for cargo information.
The IMSBC Code was adopted on 4 December 2008, by resolution MSC.268(85), and
entered into force on 1 January 2011, from which date it was made mandatory under the
provisions of the SOLAS Convention, as amended, deals with various aspects of maritime
safety and contains, in chapter VI, the mandatory provisions governing the carriage of solid
bulk cargoes. These provisions are extended in the International Maritime Solid Bulk
Cargoes Code (IMSBC Code).
The primary aim of the International Maritime Solid Bulk Cargoes Code (IMSBC Code),
which replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code), is to facilitate
the safe stowage and shipment of solid bulk cargoes by providing information on the dangers
associated with the shipment of certain types of solid bulk cargoes and instructions on the
procedures to be adopted when the shipment of solid bulk cargoes is contemplated.
It provides guidance to Administrations, ship-owners, shippers and masters on the
standards to be applied in the safe stowage and shipment of solid bulk cargoes excluding
grain (which is dealt with under separate rules). The code includes general advice on the
procedures to be followed whenever bulk cargoes are to be shipped, a description of the
hazards associated with certain materials, lists of typical materials currently shipped in bulk
and details of recommended test procedures to determine various characteristics of solid
bulk cargo materials.
10 | P a g e Prepared By: Sagar Samrat Das

Amendments to the IMSBC Code (Amendment 03-15) // Merchant Shipping Notice No.
14/2016: - (Amendments to the IMSBC Code and the revised scrutiny, sheet for assessment
& approval of laboratories engaged in the testing of cargo for carriage on board merchant
ships. as per the IMSBC Code): -
Mandatory compliance with the amended IMSBC Code requirements will commence on 1
January 2017.
- Section 14 – Prevention of pollution by cargo residues from ships

A new section has been added addressing the management of solid bulk cargo
residues, which mostly comprises of the relevant text from the IMO’s “2012 Guidelines
for the Implementation of MARPOL Annex V”.
- Appendix 5 – Bulk Cargo Shipping Names in three languages (English, Spanish and
French)
a new Appendix 5 has been added, which lists the Bulk Cargo Shipping Names of those
cargoes included in Appendix 1 in English, Spanish and French.
- The cargo information should include whether or not the cargo is harmful to the
marine environment.
The Code’s three cargo groups

The IMSBC Code categorizes cargoes into three groups:
Group A – cargoes which may liquefy if shipped at a moisture content exceeding their
Transportable Moisture Limit (TML).
Group B – cargoes which possess a chemical hazard which could give rise to a dangerous
situation on a ship.
Group C – cargoes which are neither liable to liquefy (Group A) nor possess chemical
hazards (Group B). Cargoes in this group can still be hazardous. You can find the Group for a
particular cargo in its schedule.
General layout of the IMSBC Code: -

The code has 14 sections and 5 appendices, giving various precautions, safety and
security related information.
Section – 1 deals with important definitions such as, angle of repose, TML, MHB, flow
moisture point etc.

Section – 2 deals with guidance regarding loading and unloading. The section also
gives guidance regarding how the structure should not be over stressed and the stability
maintained. The master should be provided sufficient, comprehensive loading information.
Section – 3 deals with safety of personnel and ship dealing with various hazards, e.g.
poisoning, corrosive, dust hazard, flammable atmosphere etc. the guidance is given
regarding ventilation and enclosed space entry.
Section – 4 deals with assessment of acceptability of consignment for safe shipment.
The cargoes in the code are assigned bulk cargo shipping name (BCSN). Some are
additionally assigned UN number. The shipper should provide appropriate information to
master (Q. What all cargo information to be provided by the shipper to the Master?) and
should be confirmed in writing and by appropriate shipping document.
- Bulk Cargo Shipping Name (BCSN). Secondary name can be used.
- the cargo group (A&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.
- 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.
The section further deals with certificates of test sampling procedures, frequency of
sampling and testing for TML, and documentation required when carrying cargoes of group
B.
Section – 5 deals with Trimming procedures for ships of less than 100m, multi deck
ships, cohesive and non-cohesive cargo.
Section – 6 deals with methods of determining the angle of repose. Includes tilt box
method for non co granular material, grain size not more than 10mm & shipboard test
method in absence of tilt box.

Section – 7 deals with cargoes which may liquefy. The cargoes with moisture in excess
of TML must not be carried on ships unless the ships are specially constructed or have
special fitting with arrangement approved by administration. The approval proof must be
carried.
Section – 8 deals with test procedures for cargoes which may liquefy. The approx.
determination of possibility of flow is as follows:
Half fill a can 0.5l to 1l with a sample of material. Take it in 1 hand and sharply strike on a
hard surface such as a solid table from a height of 20 cm, repeat 25 times at 1 to 2 sec
intervals. If free moisture appears. Then arrange for lab testing before expecting to load.
Section – 9 deals with materials possessing chemical hazards.
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.
Deals with class 4,5,6,7,8 & 9. Segregation table is given for above classes with,
1. away from, 2. Separated from, 3. Separated by complete compartment, 4. Separated
longitudinally by intervening compartment.
Section – 10 deals with transport of solid waste in bulk.
Section – 11 deals with security provisions, as part of ISPS code.
Section – 12 deals with, stowage factor conversion table.
Section – 13 deals with, reference to related information and recommendation.
Section – 14 deals with, Prevention of pollution by cargo residues from ships. A new
section has been added addressing the management of solid bulk cargo residues, which
mostly comprises of the relevant text from the IMO’s “2012 Guidelines for the Implementation
of MARPOL Annex V”.
Q. LOADING HIGH DENSITY SOLID BULK CARGOES PRECAUTIONS?

Ans.
High density cargoes are those that have a stowage factor less than 0.56 m3/ton. At
any time, the load density of the deck must not be exceeded.
i. Hold wise distribution of high density cargo by weight should not differ appreciably from
that of general cargo. This prevents excessive Shear Force and Bending Moments.
ii. Maximum quantity of cargo loaded in any hold should not exceed, 0.9 x L x B x D
where L – Length of hold in meters, B – average breadth in meters and D – summer load draft
in meters and the result is in metric tons.
iii. Where cargo is untrimmed or partially trimmed, the height of cargo peak above the tank
top should not exceed, 1.1 x D x SF meters, where SF is the stowage factor in m3/ton and D is
the summer draft.
iv. If cargo is trimmed level, 20% increase over No.ii, is permitted but complying with No. i.
v. If a shaft tunnel passes through the hold, 10% increase over Nos. ii, iii & iv is permitted but
again complying with No. i.
the above points may be ignored where the shipyard has given precise loading
instructions for high density cargo on a particular ship.
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."
Q. DESCRIBE TYPES OF CARGO DISTRIBUTION SYSTEM IN BULK CARRIER?

Ans.
The more commonly adopted cargo distributions are:
•Homogeneous hold loading condition.
•Alternate hold loading condition.
•Block hold loading condition.
• Part hold loading condition.
Homogeneous Hold Loading Conditions (Fully Loaded)

A homogeneous hold loading condition refers to the carriage of cargo, evenly distributed in
all cargo holds, see figure. This loaded distribution, in general, is permitted for all bulk
carriers and is usually adopted for the carriage of light (low density) cargoes, such as coal
and grain. However, heavy (high density) cargoes such as iron ore may be carried
homogeneously.

Alternate Hold Loading Conditions (Fully Loaded)

Heavy cargo, such as iron ore, is often carried in alternate cargo holds on bulk carriers, see
figure. It is common for large bulk carriers to stow high density cargo in odd numbered holds
with the remaining holds empty. This type of cargo distribution will raise the ship's center of
gravity, which eases the ship's rolling motion. When high density cargo is stowed in alternate
holds, the weight of cargo carried in each hold is approximately double that carried in a
homogeneous load distribution. To support the loading of the heavy cargo in the holds, the
local structure needs to be specially designed and reinforced. It is important to note that the
holds which remain empty, with this type of cargo distribution, have not been reinforced for
the carriage of heavy cargoes with a non-homogeneous distribution.
Ships not approved for the carriage of heavy cargoes in alternate holds by their
classification society must not adopt this cargo load distribution.
Block Hold Loading and Part Loaded Conditions

A block hold loading condition refers to the stowage of cargo in a block of two or more
adjoining cargo holds with the cargo holds adjacent to the block of loaded cargo holds
empty, see figure. In many cases, block hold loading is adopted when the ship is partly
loaded. Part loaded and block hold loading conditions are not usually described in the ship's
loading manual unless they are specially requested to be considered in the design of the
ship. When adopting a part loaded condition, to avoid over-stressing of the hull structure,
careful consideration needs to be given to the amount of cargo carried in each cargo hold
and the anticipated sailing draught.
Part loaded and block hold loading conditions should only be adopted in either of the
following situations:
• The loading distributions are described in the ship's loading manual. In this case, the ship's
structure has been approved for the carriage of cargo in the specified loading condition and
the loading conditions described in the ship's loading manual should be adhered to, or,
• The ship is provided with a set of approved local loading criteria which define the maximum
cargo weight limit as a function of ship's mean draught for each cargo hold and block of
cargo hold(s). In this case, it is necessary to ensure that the amount of cargo carried in each

hold satisfies the cargo weight and draught limits specified by the local loading criteria and
the hull girder SWSF and SWBM values are within their permissible limits.
Q. GENERAL & SAFETY PRECAUTIONS WHEN LOADING BULK CARGOES?

Ans.
a. Inspect hold for suitability prior loading.
b. Ensure that bilge wells, strainer plates, sounding pipes, bilge suctions etc. are tested and
satisfactory.
c. Protect deck machinery against dust.
d. Accommodation air-conditioning system to be screened and put on recirculation.
e. Sound bilges before and after loading.
f. while loading high density cargo the cargo should not fall directly into the empty hold as
the tank top may get damaged. A few slings of cargo should be gently lowered at first.
g. With a high GM, for a given transverse shift of cargo, the list will be less for a stiff ship than
for a tender ship. Because of this, the entire cargo is to be loaded in the lower hold only.
However, if the lower hold tank top gets overstressed or if the vessel tends to become too
stiff then some minimum amount of cargo may be put in the tween deck.
h. Bulk cargoes are loaded at a high rate so deballasting, loading sequence, trim, list,
gangway, moorings etc. must all be attended to.
Safety Precautions:
a. While loading discharging or transporting bulk materials, all appropriate national and
international safety regulations are to be observed. Medical advice is given in the MFAG
(Medical First Aid Guide for use in accidents involving dangerous goods.) certain bulk
materials are liable to oxidation, emission of toxic fumes and self-heating, particularly when
wet. Shippers should inform Master prior to loading on all chemical hazards.

b. Bulk material may cause oxygen depletion in a cargo space. Entry of personnel into
enclosed spaces should not be permitted until adequate ventilation and testing of the
atmosphere is done with appropriate instruments. Emergency entry may be undertaken only
with self-contained breathing apparatus and protective clothing.
c. Dust created by certain cargoes may constitute a health as well as an explosion hazards.
Use of dust masks, ventilation and hosing down rather than sweeping are methods to combat
this hazard.
Q. WHAT DOES THE CODE SAY ABOUT TRIMMING?

Ans.
Section-5 of the code deals with Trimming Procedures. Trimming a cargo reduces the
likelihood of the cargo shifting and minimizes the air entering the cargo, which could lead to
spontaneous heating. To minimize these risks, cargoes shall be trimmed reasonably level, as
necessary.
The code defines, 3 types of trimming for non-cohesive cargoes.
- Non-cohesive bulk cargoes having an angle of repose less than or equal to 30º: -
These cargoes, which flow freely like grain, shall be carried according to the
provisions applicable to the stowage of grain 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 (∆h) 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 ∆h = 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 (∆h) 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 ∆h = 2m; or
.2 loading is carried out using trimming equipment approved by the competent authority.
Q. PROCEDURE FOR CARRIAGE OF CARGOES, NOT LISTED IN THE IMSBC

CODE?
Ans.
- If a solid cargo which is not listed in appendix 1 to this Code is proposed for carriage in
bulk, the shipper shall, prior to loading, provide the competent authority of the port of
loading with the characteristics and properties of the cargo in accordance with section 4 of
this Code. Based on the information received, the competent authority will assess the
acceptability of the cargo for safe shipment.
- When it is assessed that the solid bulk cargo proposed for carriage may present
hazards as those defined by group A or B of this Code, advice is to be sought from the
competent authorities of the port of unloading and of the flag state. The three competent
authorities will set the preliminary suitable conditions for the carriage of this cargo.
- When it is assessed that the solid bulk cargo proposed for carriage presents no
specific hazards for transportation, the carriage of this cargo will be authorized. The
competent authorities of the port of unloading and of the flag State will be advised of that
authorization.
- The competent authority of the port of loading will provide to the master a certificate
stating the characteristics of the cargo and the required conditions for carriage and
handling of this shipment. The competent authority of the port of loading will also submit an
application to the Organization, within one year from the issue of the certificate, to
incorporate this solid bulk cargo into annex 1 of this Code.
Q. PROPERTIES OF “CONCENTRATES”? PRECAUTIONS TO BE TAKEN

WHEN CARRYING?
Ans.
Cargoes which may liquefy includes concentrates. Certain coals and other materials
listed in Group A. At a moisture content above the TML, shift of cargo may occur as a result
of liquefaction. Such cargoes appear to be in a relatively dry, granular state when loaded.
But due to compaction and vibration on the voyage, the moisture migrates to the surface. In
the resulting fluid state, cargo may flow to one side of the ship with a roll. But all cargo will
not return with the roll the other way. Thus, the ship may progressively list dangerously and
capsize.
Hazards of Concentrates: -
- High Density
- Dry Shift (below TML)
- Wet Shift (above TML)
- Spontaneous combustion
Precautions when carrying Concentrates: -

- the shipper shall arrange for the cargo to be properly sampled and tested. The shipper
shall provide the ship’s master or his representative with the appropriate certificates of test,
if required in this Code.
- 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.
- 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. Special divisions are fitted
to reduce the shift of cargo. These divisions should not be constructed of wood and should
be sufficient in strength to restrain the immense forces generated by the movement of high
density bulk cargoes.
- Wet cargoes or liquids should not be loaded in the same compartment as
concentrates.
- Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the
cargo. Bilge system of a cargo space to which this cargo is to be loaded shall be tested to
ensure it is working.
- Cargo works should not be carried out during rain. Entry of water, rain, spray etc into
the hatches at sea should be prevented.
- To decrease the effect of oxidation the cargo should be trimmed reasonably level on
completion irrespective of the angle of repose, to reduce the surface area.
- Some concentrates such as sulphides are subject to oxidation and spontaneous
combustion, if the moisture content is very low. In such cases, water may be used only as a
spray to cool the cargo and bring up the moisture content. However, a flow state should not
be allowed to develop.
- Shipper must produce a certificate from a competent laboratory stating the FMP, TML,
and MC. Test samples to be taken from the stock pile nearest to the shipping point.
- In case the stock pile is exposed to precipitation then test samples must be taken just
prior to loading.
- When delivery of cargo is by road, rail or barge and entry of water into the vehicle is
suspected, then random checks at the surface and at half depth should be made of one in
five vehicles.
- CARRIAGE The appearance of the surface of this cargo shall be checked regularly
during voyage. If free water above the cargo or fluid state of the cargo is observed during
voyage, the master shall take appropriate actions to prevent cargo shifting and potential
capsize of the ship, and give consideration to seeking emergency entry into a place of
refuge.

Q. PROPERTIES, HAZARDS, CARRIAGE AND PRECAUTIONS OF “COAL”?

Ans.
HAZARDS: - Coal may create flammable atmospheres, may heat spontaneously, may
deplete the oxygen concentration, may corrode metal structures. Can liquefy if
predominantly fine 75% less than 5 mm coal.
Properties and characteristics: -

1. Coals may emit methane, a flammable gas. A methane/air mixture containing between 5%
and 16% methane constitutes an explosive atmosphere which can be ignited by sparks or
naked flame, e.g., electrical or frictional sparks, a match or lighted cigarette. Methane is
lighter than air and may, therefore, accumulate in the upper region of the cargo space or
other enclosed spaces. If the cargo space boundaries are not tight, methane can seep
through into spaces adjacent to the cargo space.
2. Coals may be subject to oxidation, leading to depletion of oxygen and an increase in
carbon dioxide or carbon monoxide concentrations in the cargo space. Carbon monoxide is
an odourless gas, slightly lighter than air, and has flammable limits in air of 12% to 75% by
volume. It is toxic by inhalation.
3. Some coals may heat spontaneously and the spontaneous heating may lead to
spontaneous combustion in the cargo space. Flammable and toxic gases, including carbon
monoxide, may be produced.
4. Some coals may be liable to react with water and produce acids which may cause
corrosion. Flammable and toxic gases, including hydrogen, may be produced. Hydrogen is
an odorless gas, much lighter than air, and has flammable limits in air of 4% to 75% by
volume.
Segregation and stowage requirements: -

1. Boundaries of cargo spaces where this cargo is carried shall be resistant to fire and
liquids.

2. This cargo shall be “separated from” goods of classes 1 (Division 1.4), 2, 3, 4 and 5 in
packaged form (see IMDG Code) and “separated from” solid bulk materials of classes 4 and
5.1.
3. Stowage of goods of class 5.1 in packaged form or solid bulk materials of class 5.1 above
or below this cargo shall be prohibited. ‘
4. The master shall ensure that this cargo is not stowed adjacent to hot areas.
5. This cargo shall be “separated longitudinally by an intervening complete compartment or
hold from” goods of class 1 other than Division 1.4.
General requirements for all types of these cargoes: -

1. Prior to loading, the shipper or his appointed agent shall provide in writing to the master
the characteristics of the cargo and the recommended safe handling procedures for loading
and transport of the cargo. As a minimum, the cargo’s contract specifications for moisture
content, Sulphur content and size shall be stated, and especially whether the cargo may be
liable to emit methane or self-heat.
2. Before loading, the master shall ensure the following:
2.1 All cargo spaces and bilge wells are clean and dry. Any residue of waste material or
previous cargo is removed, including removable cargo battens; and
2.2 All electrical cables and components situated in cargo spaces and adjacent spaces are
free from defects.
3. The ship shall be suitably fitted and carry on board appropriate instruments for measuring
the following without requiring entry in the cargo space:
.1 concentration of methane in the atmosphere;
.2 concentration of oxygen in the atmosphere;
.3 concentration of carbon monoxide in the atmosphere;
4. These instruments shall be regularly serviced and calibrated.
5. It is recommended that means be provided for measuring the temperature of the cargo in
the range 0°C to 100°C to enable the measurement of temperature of the cargo while being
loaded and during voyage without requiring entry into the cargo space.
6. Smoking and the use of naked flames shall not be permitted in the cargo areas and
adjacent spaces and appropriate warning notices shall be posted in conspicuous places.
Burning, cutting, chipping, welding or other sources of ignition shall not be permitted in the
vicinity of cargo spaces or in other adjacent spaces, unless the space has been properly
ventilated and the methane gas measurements indicate it is safe to do so.
7. Prior to departure, the master shall be satisfied that the surface of the material has been
trimmed reasonably level to the boundaries of the cargo space to avoid the formation of gas

pockets. The shipper shall ensure that the master receives the necessary co-operation from
the loading terminal.
8. The atmosphere in the space above the cargo in each space shall be regularly monitored
for the concentration of methane, oxygen and carbon monoxide. The results of monitoring
shall be recorded. The frequency of the monitoring shall be determined based upon the
information provided by the shipper.
9. Unless expressly provided otherwise, surface ventilation shall be conducted in all cargo
spaces carrying this cargo for the first 24 hours after departure from the loading port.
10. When the methane concentrations monitored within 24 hours after departure are at an
acceptably low level, the ventilation openings shall be closed and the atmosphere in the
cargo spaces shall be monitored. When the methane concentrations monitored within 24
hours after departure are not at an acceptably low level, surface ventilation shall be
maintained, and the atmosphere in the cargo spaces shall be monitored. This procedure
shall be followed until the methane concentrations become acceptably low level. In either
event, the atmosphere in the cargo spaces shall be monitored on a daily basis.
11. The master shall ensure, as far as practicable, that any gases which may be emitted from
this cargo do not accumulate in adjacent enclosed spaces.
12. The master shall ensure that enclosed working spaces such as storerooms, carpenter’s
shop, passageways, tunnels, etc. are regularly monitored for the presence of methane,
oxygen and carbon monoxide. Such spaces shall be adequately ventilated.
13. Regular hold bilge testing shall be systematically carried out during voyage carrying this
cargo. If the pH monitoring indicates that a corrosion risk exists, bilges shall be frequently
pumped out during the voyage in order to avoid possible accumulation of acids on tank tops
and in the bilge system.
14. If the behaviour of the cargo during the voyage differs from that specified in the cargo
declaration, the master shall report such differences to the shipper.
Special Precautions: -
1. Coals emitting methane:
When the shipper has informed that the cargo is liable to emit methane or analysis of
the atmosphere in the cargo space indicates the presence of methane in excess of 20% of
the Lower Explosion Limit (LEL), the following additional precautions shall be taken:
- Adequate surface ventilation shall be maintained, except for an appropriate period for
the purpose of gas monitoring.
- Care shall be taken to remove any accumulated gases prior to operation of the hatch
covers or other openings for any reason, including discharging. Care shall be taken to
operate hatch covers of the cargo spaces and other openings to avoid creating sparks.
Smoking and the use of naked flame shall be prohibited.
- Personnel shall not be permitted to enter the cargo space or enclosed adjacent
spaces unless the space has been ventilated and the atmosphere tested and found to be
gas-free and to have sufficient oxygen to support life.
- The master shall ensure that enclosed working spaces such as storerooms,
carpenter’s shops, passageways, tunnels, etc. are regularly monitored for the presence of
methane. Such spaces shall be adequately ventilated.
2. Self-heating coals:
When the shipper informed that the cargo is likely to self-heat or analysis of the
atmosphere in the cargo space indicates an increasing concentration of carbon monoxide,
then the following additional precautions shall be taken:
- The cargo spaces shall be closed immediately after completion of loading in each
cargo space. The hatch covers may also be additionally sealed with a suitable sealing tape.
Only natural surface ventilation shall be permitted and ventilation shall be limited to the
absolute minimum time necessary to remove methane which may have accumulated.
- Personnel shall not enter the cargo space during voyage, unless they are wearing self-
contained breathing apparatus and access is critical to safety of life and the safety of the
ship.
- Prior to loading, temperature of this cargo shall be monitored. This cargo shall only be
accepted for loading when the temperature of the cargo is not higher than 55°C.
- When the carbon monoxide level is increasing steadily, a potential self-heating may be
developing. In such a case, the cargo space shall be completely closed and all ventilation
ceased, and the master shall seek expert advice immediately. Water shall not be used for
cooling material or fighting coal cargo fires at sea, but may be used for cooling the
boundaries of the cargo space.
- When the carbon monoxide level in any cargo space reaches 50 ppm or exhibit a
steady rise over three consecutive days, a self-heating condition may be developing and the
master shall inform the shipper and the company of, at least, the following information after
an accurate assessment of the situation is to be achieved:
(a) identity of the cargo spaces involved; monitoring results covering carbon monoxide,
methane and oxygen concentrations;
(b) if available, temperature of the cargo, location and method used to obtain results;
(c) time gas sample taken (monitoring routine);
(d) time ventilators opened/closed;
(e) quantity of coal in hold(s) involved;
(f) type of coal as per cargo information, and any special precautions indicated on
information;
(g) date loaded, and ETA at intended discharge port (which shall be specified); and
(h) comments or observations from the ship’s master.
WEATHER PRECAUTIONS: -
When a cargo may liquefy during voyage in case that the moisture content of the cargo is in
excess of its TML and the cargo is carried in a ship other than specially constructed or fitted
cargo ship complying with the requirements of this Code, the following provisions shall be
complied with:
.1 the moisture content of the cargo shall be kept less than its TML during voyage;
.2 unless expressly provided otherwise in this individual schedule, the cargo shall not be
handled during precipitation;
.3 unless expressly provided otherwise in this individual schedule, during handling of the
cargo, all non-working hatches of the cargo spaces into which the cargo is loaded or to be
loaded shall be closed;
.4 the cargo may be handled during precipitation provided that the actual moisture content
of the cargo is sufficiently less than its TML so that the actual moisture content is not liable to
be increased beyond the TML by the precipitation; and
.5 the cargo in a cargo space may be discharged during precipitation provided that the total
amount of the cargo in the cargo space is to be discharged in the port.

Q. CARRIAGE OF “IRON ORE”, INDIAN REGULATIONS? CARRIAGE,

HAZARDS, PRECAUTIONS TO BE TAKEN?
Ans.
Merchant Shipping Notice No. 9 of 2010: - Safe loading, stowage, carriage and discharging
of iron ore fines on ships from Indian Ports in fair and foul season - reg.
M.V. Asian Forest and M.V.Black Rose became wreck in Indian waters leaving behind
over 1400 tons of bunker oil entrapped in the bunker tanks. These ships encountered heavy
listing due to shift of cargo on account of liquefication.
Salient Points: -
- The Mercantile Marine Departments shall carry out 100% Port State Control / Flag
State Implementation Inspections of all vessels loading cargo of Iron ore fines / Concentrates
and similar type of cargoes from Indian Ports during fair / foul weather season.
- These vessels shall only sail out from Indian ports after obtaining clearance from the
concerned Mercantile Marine Departments.
- The ship owner shall comply with the provisions of SOLAS Chapter VI, IMSBC Code
and additional safety measures for bulk carriers under Chapter XII of SOLAS 1974.
- The shipper shall provide the master or his representative with appropriate
information on cargo sufficiently in advance, prior to of the loading of iron ore fines to take
precautionary measures, which may be necessary for proper stowage and safe carriage of
this cargo.
- The Port Authorities shall ensure that shipper gives current cargo information such as
Moisture Content, (including Flow Moisture Point (FMP) and Transportable Moisture Limit
(TML), and Cargo Density declaration. They shall also fulfill their relevant obligations
specified in the IMSBC Code which includes the provisions specified in the Code of practice
for the safe loading and unloading of bulk carriers (BLU Code).
- ship master to ensure following that the ship is:

1) Weather tight and efficient in all respects to face the normal perils of the sea for the
intended voyage;
2) Provided with an approved stability and loading booklet approved by the Flag.
3) Provided with hatch openings of sufficient size to enable the cargo to be loaded,
stowed and unloaded satisfactorily; and
4) Provided with the hatch identification numbers used in the loading manual and
loading or unloading plan.
5) Ships which are required to carry out stress calculations shall have on board an
approved loading instrument by the flag administration for the rapid calculation of such
stresses.
- the Shipper shall provide Cargo Information and Cargo Density Declaration for iron
ore fines in the prescribed form as specified in the IMSBC Code.
- the shipper shall have the samples of iron ore fine cargoes tested for ascertaining the
moisture content or transportable moisture limit as per the requirements specified in IMBSC
Code.
HAZARD: -
No special hazards.
This cargo is non-combustible or has a low fire-risk.
Iron ore cargoes may affect magnetic compasses.
As the density of the cargo is extremely high, the tank top may be overstressed unless the
cargo is evenly spread across the tank top to equalize the weight distribution. Due
consideration shall be paid to ensure that tank top is not overstressed during voyage and
during loading by a pile of the cargo.
PRECAUTIONS: -
Loading rates of this cargo are normally very high. Due consideration shall be paid on the
ballasting operation to develop the loading plan.
Handling iron ore in bulk carrier: -
- Iron ores are heavy cargoes which occupy a small area for a large weight, i.e. they
have a low stowage factor (between 0.29 to 0.80 m3/ton). It is therefore important that the
tank top has sufficient strength to carry certain iron ores.
- trimming of these cargoes is generally required (even though their angle of repose is
mostly above 35°) to spread their weight across the entire tank top.
- the stability of vessels as iron ore is a high-density cargo, when loaded on an ordinary
bulk carrier (not an ore carrier) it will increase the vessel's GM to make it a `stiff' ship.
- moisture content iron ore is assumed to have a homogeneous moisture content

between 0% to 16%. However, if kept lying in the open, the moisture content may increase
due to absorption from air or rain. If the exact moisture content is unknown, a proper
laboratory test may be called for. The Master must also ask the shipper to detail the cargo's
moisture content and TML.
- The shipper's test certificate should be presented before loading, be sound and no
more than seven days old. A good indicator during the load is the presence of splatter marks
of iron ore filings on the bulkheads. If splatter marks are evident, they should be taken very
seriously as an indication that the moisture content is above the TML and the flow moisture
point. If the Master is in any doubt, he should contact the owners and the P&I Club
correspondent.
- stress monitoring stresses upon the ship, both in port and at sea, should be monitored
using an HSMS (Hull Stress Monitoring System) if fitted, and the movement of cargo and
ballast monitored using stress calculating software.
- alternate hold loading bulk carriers sometimes carried iron ore in alternate holds at
the request of charterers owing to the economic advantages of faster turnaround and raised
center of gravity. To do so ships must be specially strengthened. SOLAS Chapter XII bans
alternate hold loading for single skin ships of 150 m or more in length, built before 1st July
1999, that carry cargo equal to 90% of the ship's deadweight.
- the iron ore standard sampling procedure given in the IMSBC Code should be
followed.
Q. PROPERTIES, HAZARDS, PREACUTION WHILE CARRIEING

“SULPHUR”?
Ans.

Sulphur is toxic in nature. It does not heat spontaneously but is easily inflammable. It
readily fuses when heated slightly. When it burns, it gives out Sulphur dioxide which is toxic
and has a pungent smell. Sulphur combines with salt water producing sulphuric acid.
HAZARDS: -
Flammability and dust explosion especially during loading and unloading and after
discharge and cleaning.
This cargo may ignite readily.
Cargo is corrosive.
HOLD CLEANLINESS: -
Clean and dry as relevant to the hazards of the cargo. Must be thoroughly clean and
washed with fresh water.
PRECAUTIONS: -
When this cargo is involved in a fire, a toxic, very irritating and suffocating gas is
evolved. This cargo forms explosive and sensitive mixtures with most oxidizing material. This
cargo has a liability to dust explosion, which may occur especially after discharge and
during cleaning. The hold trimming plates and tank tops of the cargo spaces for this cargo
shall be lime washed or coated with paint to prevent corrosion. Any ventilators of the cargo
spaces for this cargo shall be fitted with spark-arresting screens.
- No loose metal objects e.g. bilge covers, lashing gear, etc. to be left in holds, as during
discharge the grab could strike against it and produce a spark.
- fresh water hoses to be rigged on deck. If fire occurs a fine spray of fresh water may
be used or more Sulphur shoveled onto the burning area to smother it. If the fire is large,
close the hatches and hatch entrances and use CO2.
- Sulphur dust can readily ignite causing an explosion. Hence Sulphur is wetted with
fresh water before loading to prevent dust rising. While sweeping the holds, this hazard may
arise and hence holds should be well ventilated. By hosing down instead of sweeping, this
danger may be avoided.
- Sulphur is loaded in a wet condition to prevent dust being raised and to retard
flammability.
- Any ventilators of the cargo spaces for this cargo shall be fitted with spark-arresting
screens.
- Surface ventilation only, either natural or mechanical, shall be conducted, as
necessary, during the voyage for this cargo.
- Bilges in the cargo spaces carrying this cargo shall be pumped regularly to prevent
accumulation of water/acid solution.

- The cargo spaces and other structures which may have been in contact with this
cargo or the dust shall not be swept. After discharge of this cargo, the cargo spaces, and
other structures as necessary, shall be washed out with fresh water to remove all residues of
this cargo. Then the cargo spaces shall be thoroughly dried. Wet dust or residues may form
highly corrosive sulphurous acid, which is extremely dangerous to personnel and corrosive
to steel. Persons involved in cleaning up shall be provided with protective clothing, goggles
and facemasks to wear.
Hold Preparation: -
- Holds should be cleaned thoroughly and all inflammable material like rags, pieces of
wood, etc. to be removed. No loose metal objects to be left in the hold.
- Bilges to be tested and covered with limber boards. Any chinks should be caulked, to
prevent dust from finding its way into the bilges.
- Holds to be lime washed prior loading.
- CO2 system to be tried out.
- On discharge, holds to be thoroughly cleaned with particular attention being paid to
underside of hatch covers, box beams and ledges where dust can lodge.
As Sulphur is loaded wet, the quantity may turn out to be less by weight. Bills of Lading
should be suitably claused to prevent claims being made against ship. Bilges may fill up on
voyage and a record must be kept of soundings to determine quantity of water being pumped
out. This record is to be produced if the discharged quantity is disputed by consignees.

Q. WHAT INFORMATION DOES IMSBC CODE GIVES ON CARGO “UREA”?

Ans.
- it is a White, granular, and odourless commodity. Moisture content is less than 1%.
Hygroscopic in nature.
- HAZARD: - No special hazards. This cargo is non-combustible or has a low fire-risk.
This cargo is hygroscopic and will cake if wet. Urea (either pure or impure) may, in the
presence of moisture, damage paintwork or corrode steel.
- This cargo shall be kept as dry as practicable. This cargo shall not be handled during
precipitation. During handling of this cargo all non-working hatches of the cargo spaces into
which this cargo is loaded or to be loaded shall be closed.
- The cargo spaces carrying this cargo shall not be ventilated during voyage.
- If this cargo has hardened, it shall be trimmed to avoid the formation of overhangs, as
necessary. After discharge of this cargo, the cargo spaces shall be swept, washed out and
dried.
Q. WHAT IS “MOP”? WHAT INFORMATION AS PER IMSBC?

Ans.
Trade name: Muriate of Potash ·
Synonyms MOP, Potassium Chloride.

- Brown, pink or white in colour, powder. Potassium Chloride is produced in granular

crystals. It is odourless and is soluble in water. Hygroscopic in nature.
- Even though this cargo is classified as non-hazardous, it may cause heavy corrosion
when wet. This cargo is non-combustible or has a low fire-risk. This cargo is hygroscopic
and will cake if wet.
- This cargo shall be kept as dry as practicable. This cargo shall not be handled during
precipitation. During handling of this cargo all non-working hatches of the cargo spaces into
- The cargo spaces carrying this cargo shall not be ventilated during voyage.
- After the completion of loading of this cargo, the hatches of the cargo spaces shall be
sealed to prevent water ingress.
- If this cargo has hardened, it shall be trimmed to avoid the formation of overhangs, as
necessary.
- After discharge of this cargo, the cargo spaces and the bilge wells shall be swept
clean and thoroughly washed out.
Q. WHAT DOES THE IMSBC CODE DESCRIBES ON “DIRECT REDUCED

IRON (DRI)”?
Ans.
“DIRECT REDUCED IRON (A)”: -
- HAZARD Material may slowly evolve hydrogen after contact with water. Temporary
self-heating of about 30o C may be expected after material handling in bulk. This cargo is
non-combustible or has a low fire-risk.
- This cargo shall be kept as dry as practicable during loading and the voyage. Open
storage is acceptable prior to loading. This cargo shall not be loaded during precipitation.
During loading of this cargo all non-working hatches of the cargo spaces into which this
cargo is loaded or to be loaded shall be closed.
- Due consideration shall be paid to evenly spreading the cargo across the tanktop to
minimize the concentration of fines. This cargo shall not be loaded when the temperature is
in excess of 65°C (150°F). Prior to loading wooden fixtures such as battens shall be removed.
PRECAUTIONS
- Prior to loading this cargo, the shipper shall provide the master with a certificate
issued by a person recognized by the competent authority of the country of shipment stating
that the cargo, at the time of loading, is suitable for shipment and does not contain fines
more than 5%.
- Where practicable, ballast tanks adjacent to the cargo spaces containing this cargo,
other than double-bottom tanks, shall be kept empty.
- During discharge, a fine spray of fresh water may be applied to this cargo for dust
control. The cargo temperature shall be monitored during loading.
- Appropriate precautions shall be taken to protect machinery and accommodation
spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from
ingress of the cargo. Due consideration shall be paid to protect equipment from the dust of
the cargo.
- Persons, who may be exposed to the dust of the cargo, shall wear protective clothing,
goggles or other equivalent dust eye-protection and dust filter masks, as necessary.
- During handling of this cargo “NO SMOKING” signs shall be posted on decks and in
areas adjacent to cargo spaces and no naked lights shall be permitted in these areas. Cargo
spaces containing this cargo may become oxygen-depleted and precautions shall be taken
upon entering the cargo spaces.
cargo. Cargo spaces containing this cargo and adjacent spaces may become oxygen-
depleted. Flammable gas may also build up in these spaces. All precautions shall be taken
upon entering these spaces.
VENTILATION: - Surface ventilation only, either natural or mechanical, shall be conducted,

as necessary, during the voyage for this cargo. Ventilation shall be such that escaping gases
cannot penetrate living quarters on or under deck.
CARRIAGE: - For quantitative measurements of hydrogen, a suitable detector shall be on

board while this cargo is carried. The detector shall be suitable for use in an atmosphere
without oxygen and of certified safe type for use in explosive atmosphere. The
concentrations of hydrogen in the cargo spaces carrying this cargo shall be measured
regularly, during voyage, and the results of the measurements shall be recorded and kept on
board.
EMERGENCY ACTION IN THE EVENT OF FIRE: - Batten down. Do not use water. Seek expert
advice. Early application of an inert gas to a smouldering situation may be effective.
Preparations should be made for grab discharge if serious heating occurs.
“DIRECT REDUCED IRON (B)”: -
DESCRIPTION: - Direct Reduced Iron (DRI) (B) is a metallic material of a manufacturing

process formed by the reduction (removal of oxygen) of iron oxide at temperatures below the
fusion point of iron. Cold-moulded briquettes should be defined as those which have been
moulded at a temperature of under 650o C or which have a density of less than 5.0 g/cm3.
- HAZARD: - DRI may react with water and air to produce hydrogen and heat. The heat
produced may cause ignition. Oxygen in an enclosed space may be depleted.
- HOLD CLEANLINESS: - The cargo spaces shall be clean, dry and free from salt and
residues of previous cargoes. Wooden fixtures such as battens shall be removed.
- WEATHER PRECAUTIONS: - This cargo shall be kept as dry as practicable before
loading, during loading and during voyage. This cargo shall not be loaded during
precipitation. During loading of this cargo all non-working hatches of the cargo spaces to

- LOADING: - Where practicable, adjacent ballast tanks, other than double-bottom

tanks, shall be kept empty. Weather deck closures shall be inspected and tested to ensure
integrity. This cargo shall not be accepted for loading if the temperature is in excess of 65°C
(150°F).
PRECAUTIONS: -
- Prior to loading this cargo, the shipper shall provide the master with a certificate
issued by a person recognized by the competent authority of the country of shipment stating
that the cargo, at the time of loading, is suitable for shipment. Shippers shall certify that the
cargo conforms to the requirement of this Code. Prior to shipment, this cargo shall be aged
for at least 72 hours, or treated with an air passivation technique, or some other equivalent
method that reduces the reactivity of the material to at least the same level as the aged
product. Hatches of the cargo space for this cargo shall be sealed. All ventilators and other
openings of the cargo spaces shall be closed to maintain an inert atmosphere.
- A. The shipper shall provide necessary specific instructions for carriage, either:
1. prior to loading, provision should be made to introduce the inert gas at tank top level so
that the whole of the cargo space can be maintained at a low oxygen level throughout the
voyage. The cargo spaces shall be maintained under an inert atmosphere containing less
than 5% oxygen. The hydrogen content of the atmosphere in the cargo spaces shall be
maintained at less that 1% by volume; or
2. that the cargo has been manufactured or treated with an oxidation and corrosion-
inhibiting process which has been proved, to the satisfaction of the competent authority, to
provide effective protection against dangerous reaction with seawater or air under shipping
conditions.
B. The provision of paragraph A above may be waived or varied if agreed to by the
competent authorities of the countries concerned, taking into account the sheltered nature,
length, duration, or any other applicable conditions of any specific voyage.
- The ship selected for the carriage of this cargo shall be suitable in all respects for the
carriage of this cargo. Except as provided for under paragraph A2 above, any material which
is wet or is known to have been wetted should not be accepted for carriage in bulk. The
cargo shall be loaded, stowed and transported under dry conditions.
- Appropriate precautions shall be taken to protect machinery and accommodation
the cargo.
- Persons, who may be exposed to the dust of the cargo, shall wear protective clothing,
goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Radars
and exposed radio communication equipment of the ship which carry this cargo shall be
protected from the dust of this cargo.
cargo. Cargo spaces containing this cargo and adjacent spaces may become oxygen-
depleted. Flammable gas may also build up in these spaces. All precautions shall be taken
upon entering these spaces.
VENTILATION: - The cargo spaces carrying this cargo shall not be ventilated during voyage.
CARRIAGE: - For quantitative measurements of oxygen and hydrogen, suitable detectors for
each gas or combination of gases shall be on board while this cargo is carried. The
detectors shall be suitable for use in an atmosphere without oxygen and of certified safe type
for use in explosive atmosphere. The concentrations of these gases in the cargo spaces
carrying this cargo shall be measured regularly, during voyage, and the results of the
measurements shall be recorded and kept on board. No smoking, burning, cutting, chipping
or other source of ignition shall be allowed in the vicinity of the cargo spaces containing this
cargo.
EMERGENCY ACTION IN THE EVENT OF FIRE: - Batten down. Do not use water. Seek expert
advice. Early application of an inert gas to a smouldering situation may be effective. If a fire
situation develops, the ship should make for the nearest suitable port and neither water,
steam nor additional carbon dioxide should be used at this stage. If nitrogen gas is available,
the use of this gas to keep the oxygen concentration down will contain the fire. Preparations
should be made for grab discharge if serious heating occurs.
Q. CARRIAGE & STOWAGE OF “STEEL COILS”? HOW TO CALCULATE

DUNNAGE REQUIRED TO CARRY / SPREAD HIGH LOAD DENSIT CARGO?
Ans.
• read your company’s instructions on the safe carriage of steel, your ISM requirements, the
advice in the cargo stowage and securing manual. Cross-reference with industry
publications such as the Code of Safe Practice for Cargo Stowage and Securing, and
Thomas’ Stowage. This guide may form part of the ship’s cargo manual.
• find out in advance the proposed loading plan. Check whether the best, rather than the
easiest, stow is proposed. If loading steel coils, check that key coils are correctly positioned
and tank top point loads are not exceeded. Estimate the loaded metacentric height (GM) by
using the correct vertical centre of gravity for the loaded steel. Avoid very high GMs. Bear in
mind the probable weather to be encountered during the voyage and that high GMs are
associated with heavy/violent ship rolling.

• steel is a very high-density cargo. To avoid damage to the ship’s structure and to enable an
even weight distribution, carefully apply dunnage between the ship and cargo, and within
cargo tiers. Lay dunnage over strong points
• laying dunnage is an important part of safe and efficient carriage of steel. Ship’s officers
should ensure that dunnage is laid properly.
Apply dunnage to:
- create frictional resistance.
- spread the load. Always use sufficient strips of dunnage to avoid exceeding the tank top
acceptable point load. As the height of a stow increases so too does the requirement for
additional strips of dunnage.
- avoid deformation of the cargo, especially when loading steel plate, coils.
- protect steel from moisture.
- reduce possible movement within a stow, especially when carrying steel plate or slabs.
• use dunnage of sufficient thickness to enable efficient weight distribution and to facilitate
cargo lashing/handling. Only dunnage certified for ship use should be used, that is, dunnage
with a plant quarantine stamp. In some ports, port officials will want to inspect dunnage
certificates.
CALCULATION OF DUNNAGE FOR STEEL COIL: -
1) ALL DUNNAGE MUST BE OF GOOD QUALITY WOOD WITH NO

CRACKS.
2) ALL DUNNAGE MUST BE AT LEAST 1500 MM -- 60 INCHES LONG
BECAUSE IT MUST EXTEND ACROSS 2 FRAMES BELOW THE TANK
TOP.
REQUIRED PIECES OF DUNNAGE IS CALCULATED AS FOLLOWS:
TO CALCULATE ALLOWABLE LOAD FOR 1 PIECE OF DUNNAGE IN METRIC

TONS, CONVERT THICKNESS AND WIDTH OF DUNNAGE INTO INCHES.
THEN CALCULATE AS:
0.15 x B x W x W = ALLOWABLE LOAD IN METRIC TONS.

THE DUNNAGE MUST ALWAYS GO ATHWARTSHIPS FROM PORT TO STARBOARD.
EXAMPLE 1: IF DUNNAGE IS 50 MM THICK (2 INCHES) X 200 MM WIDE ( 8

INCHES)
THEN 0.15 X 8 X 2 X 2 = 4.8 TONS ALLOWABLE LOAD.
20 TON COIL, 4.8 MT/DUNNAGE PIECE = 4.16.
SO, REQUIRED PIECES OF
DUNNAGE ARE ABOUT 4 PIECES.
YOU NEED 4 PIECES OF DUNNAGE 50 MM X 200 MM X 1500 MM FOR THE
STEEL COIL.
FOR AREA UNDER KEY COIL:

THIS COIL IS SUPPORTED BY 2 COILS IN FIRST TIER.
THEREFORE, ADD ½ OF KEY COIL WEIGHT TO FIRST TIER
COIL. FOR EXAMPLE, IF LOWER COILS ARE 20 TONS
EACH, AND KEY COIL IS 20 TONS, THEN DUNNAGE MUST
SUPPORT 30 TONS UNDER TWO LOWER COILS.
REQUIRED DUNNAGE FOR AREA EACH LOWER COIL IS:
30 TONS, ALLOWABLE WEIGHT PER DUNNAGE PIECE.

MULTIPLY LENGTH X DIAMETER OF COIL. = AREA

DIVIDE WEIGHT BY AREA TO GET
LOAD/M2.
COMPARE TO ALLOWABLW.
EXAMPLE: 20 TON COIL.
D= 1.2 M L =1.7 M.
AREA = 1.2 X 1.7 = 2.04 M2.
20 TONS / 2.04 M2 = 9.84 TONS/M2
Steel is generally loaded in the following manner:

• coils should be stowed across the ship, on stout dunnage, with their axis fore and aft. Use
wedges to safely locate coils during loading. Base coils should be loaded from the ship’s
side inwards to the centre and wedged, with the wedges placed below on their in-board side.
Once at sea, the ship’s motion will cause the coils to settle as the weight of the key coils
tightens the stow. Wedges placed either side of a coil will prevent this. However, when more
than one key coil is used, and to locate their position during loading, double wedging is
necessary on either side of the centre supporting coil(s). Coils are secured with steel
banding to each other in varying forms. Pneumatically tightened steel bands, binding the
coils to those stowed immediately below, are preferred. Key coils are positioned so that their
bottom edges are one-third of a coil’s diameter below the top of the coils in the tier being
locked, in a gap that is not greater than 60% of the key coil’s diameter.
• plate should be stowed in the fore and aft direction, with dunnage running athwartships and
between each tier. Stowage should be from one side of the ship to the other, leaving no
voids, and the top layer secured with wire or chain bindings. When loading thin plate,
stowage in subsequent tiers can be in alternate directions.

Principles of stowage: -
- When loaded in a ship’s hold, steel is placed on dunnage, and dunnage is
placed between successive tiers of cargo. Dunnage has two functions. To spread the steel’s
load uniformly in relation to the ship’s structure and to provide frictional resistance.
Insufficient or incorrectly applied dunnage can result in high point loads on the ship’s tank
top, possibly deforming it. When laying dunnage, place it along the top of a solid floor.
- Steel is generally loaded in the fore and aft direction, with part cargoes loaded
forward from aft. When loading coils, wedges may be used below the coils, placed on their
in-board side to locate a coil as it is stowed. A key coil will always be used to lock a row of
coils with the key coil in subsequent rows placed in a different position. Key coils take up any
gap that may occur between coils during ship movement.
- Coils are stowed in rows or tiers, and are generally placed in the hatch square
before stacking with a forklift. As each successive row or tier is completed, the coils are
lashed before the next row or tier is loaded. A small gap is left between each successive row.
- The hold area used for landing coils has to be free from debris and/or raised
objects. Landing a coil on a bulldog grip, ring bolt or shackle will cause considerable
damage to the coil.
- Steel is lashed using wires, chains and steel bands. Pneumatically tightened
steel bands are preferred for coils. When using wire lashings, suitable chafing pieces should
be inserted between the lashing and the steel’s edge. Standing faces of coils are lashed
(banded) back to the second row.
- To allow access for lashing, coils are usually stowed with a 20 to 30 cm gap
between rows and/or a transverse bulkhead.
- the lashing procedures for coils involves securing the top coil to the coil
immideately below, rather than securing the entire stow to the ship. By this method the top
coils act as a cap holding the remainder in place.
- steel coils should be loaded in a minimum of two tiers or layers. When loaded in
a single tier, locking the tier is essential. This is done by placing a coil to force those beneath
it into a tighter stow. This coil is known as a KEY, or Lockin Coil. A key coil is most effective
when placed at the center of a row.
- key coils are placed so that the coil’s bottom edge is one third of its diameter
below the top of the coil(s) being locked. This will correspond to a gap between the coils
being locked of about half the key coil’s diameter. However, if the gap is greater than 60% of
the key coil’s diameter, then the key coil could be damaged or crushed. In which case 2 key
coils are needed. Timber may be inserted to raise a key coil and to satisfy the 30%
requirement.

Q. WHAT DOES THE IMSBC CODE DESCRIBES ABOUT “ZINC

CONCENTRATES”?
Ans.
Zinc Concentrates are refined ores in which valuable components have been enriched by
eliminating the bulk of waste materials.

HAZARD: - The above materials may liquefy if shipped at moisture content in excess of their
Transportable moisture limit (TML). See section 7 of the Code. These cargoes are non-
combustible or have low fire-risks. This cargo will decompose burlap or canvas cloth
covering bilge wells. Continuous carriage of this cargo may have detrimental structural
effects over a long period of time.
WEATHER PRECAUTIONS: -
the following provisions shall be complied with:
- the moisture content of the cargo shall be kept less than its TML during voyage.
- unless expressly provided otherwise in this individual schedule, the cargo shall not be
handled during precipitation.
- unless expressly provided otherwise in this individual schedule, during handling of the
cargo, all non-working hatches of the cargo spaces into which the cargo is loaded or to be
loaded shall be closed.
- the cargo may be handled during precipitation provided that the actual moisture content of
the cargo is sufficiently less than its TML so that the actual moisture content is not liable to
be increased beyond the TML by the precipitation; and,
- the cargo in a cargo space may be discharged during precipitation provided that the total
amount of the cargo in the cargo space is to be discharged in the port.
LOADING: -
This cargo shall be trimmed to ensure that the height difference between peaks and troughs
does not exceed 5% of the ship’s breadth and that the cargo slopes uniformly from the hatch
boundaries to the bulkheads and no shearing faces remain to collapse during voyage, in
particular on smaller ships, i.e., 100 m long or less. As the density of the cargo is extremely
high, the tank top may be overstressed unless the cargo is evenly spread across the tank top
to equalize the weight distribution. Due consideration shall be paid to ensure that the tank
top is not overstressed during the voyage and during loading by a pile of the cargo.
PRECAUTIONS: -
Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo.
Bilge system of a cargo space to which this cargo is to be loaded shall be tested to ensure it
is working.
CARRIAGE: -
The appearance of the surface of this cargo shall be checked regularly during voyage. If free
water above the cargo or fluid state of the cargo is observed during voyage, the master shall
take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give
consideration to seeking emergency entry into a place of refuge.

Q. WHAT DOES IMSBC CODE DESCRIBE ABOUT “CEMENT”?

Ans.
Cement is a finely ground powder which becomes almost fluid in nature when aerated
or significantly disturbed thereby creating a very minimal angle of repose. After loading is
completed de-aeration occurs almost immediately and the product settles into a stable
mass. Cement dust can be a major concern during loading and discharge if the vessel is not
specially designed as a cement carrier or shore equipment is not fitted with special dust
control equipment.
HAZARD: - It may shift when aerated. This cargo is non-combustible or has a low fire-risk.
WEATHER PRECAUTIONS: - This cargo shall be kept as dry as practicable. This cargo shall
not be handled during precipitation. During handling of this cargo all non-working hatches of
the cargo spaces into which this cargo is loaded or to be loaded shall be closed.
LOADING: -
The ship shall be kept upright during loading of this cargo. This cargo shall be so
trimmed to the boundaries of the cargo space that the angle of the surface of the cargo with
the horizontal plane does not exceed 25 degrees. Both the specific gravity and the flow
characteristics of this cargo are dependent on the volume of air in the cargo. The volume of
air in this cargo may be up to 12%. This cargo shows fluid state prior to settlement. The ship
carrying this cargo shall not depart until the cargo has settled. After the settlement, shifting
of the cargo is not liable to occur unless the angle of the surface with the horizontal plane
exceeds 30 degrees.
PRECAUTIONS: -
Appropriate precautions shall be taken to protect machinery and accommodation
the cargo. Persons, who may be exposed to the dust of the cargo, shall wear protective
clothing, goggles or other equivalent dust eye-protection and dust filter masks, as
necessary. Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of
the cargo.

CARRIAGE: - After the completion of loading of this cargo, the hatches of the cargo spaces
shall be sealed, as necessary. All vents and access ways to the cargo spaces shall be shut
during the voyage. Bilges in the cargo spaces carrying this cargo shall not be pumped unless
special precautions are taken.
CLEAN-UP: - In the case that the residues of this cargo are to be washed out, the cargo
spaces and the other structures and equipment which may have been in contact with this
cargo or its dust shall be thoroughly swept prior to washing out. Particular attention shall be
paid to bilge wells and framework in the cargo spaces. The fixed bilge pumps shall not be
used to pump the cargo spaces, because this cargo may make the bilge systems inoperative.
Q. LOADING, CARRIAGE AND CARE OF CARGO - “RICE”?

Ans.
Rice is mostly carried in bags, except for very short voyages when it may be carried in
bulk, then grain code applied prior loading and stowage. Rice requires an efficient and
elaborate ventilation and drainage system because:
- It evolves carbonic acid gas.
- It has a high moisture content which can lead to ship’s sweat forming.
- It is liable to heat.
The loss of weight in rice could be as much as 5% due to moisture being given out. This
moisture condenses on the ship’s sides, decks and steel bulkheads. If the cargo is
dampened or wetted by this moisture, rice in stowage quickly rots. This reaction generates
great heat and emits a foul odor which affects other rice bags in the vicinity. Rice is easily
tainted and the taint is not noticeable till after it is cooked.
Dunnage: -
Dunnage of the Rice cargo has to be very thorough with special attention being paid at
the turn of the bilges and on stringers, brackets and other parts likely to collect condensed
moisture. Double dunnage is laid on the tank top consisting of 8 cm² wooden battens laid
athwartships and 2.5 cm x 15 cm wooden planks laid on top of them. The lower battens are
spaced 25 cm apart and the top ones 10 cm apart.
The aim of the dunnage is to prevent any bags coming into contact with the steel tank
top and to facilitate free drainage of water to the bilges.
Spar Ceiling: -
Spar ceiling is to be closely spaced and carried well up to the top of the hold, if not,
bamboo is to be secured to the same, closely spaced, to prevent any bags coming into
contact with plating, frames etc. as well as to ensure free circulation of air between the ship
side and the cargo matting to be placed over any steel parts not covered by spar ceiling. E.g.
pillars, beams etc.
Loading and Ventilation: -

Temporary vertical box ventilators are fitted in position as follows:
- One at each corner of the hatchway and one in the middle of the hatch coaming on
each side making six in all for the hatchway. Two are fitted at each end of the hold, one
to port and one to starboard. These leads to permanent ventilator shafts.
- Three tiers of cargo, bag on bag, are loaded all over the hold. Horizontal wooden
ventilator boxes are now laid athwartships at every five-bag space. Bags are loaded all
over in between the athwartships box ventilators. Bags are now loaded in between the
fore and aft ventilators. This completes one system. It is repeated after every three
tiers. Above the final tier of bags there should be a clear space of 15 cms for
ventilation.
Through ventilation is to be carried out throughout the voyage and sweat formation
prevented at all cost.
Q. DEFINE YOUR UNDERSTANDINGS ON “LIQUEFACTION”, IN DETAILS?

Ans.
In a fine grained, moisture laden cargo the spaces between cargo grains are filled with
both air and water. Whilst at sea the cargo is subject to forces due to the vibration and rolling
of the vessel. These forces cause the inter-grain spaces to contract. The water in the spaces
between grains is subject to a compressive force but as it is a liquid it cannot be
compressed. This has the effect of reducing the inter-grain frictional force that holds the
cargo in a solid state. Where enough moisture is present the reduction in inter-grain friction
due to the ship’s motion and vibration can be sufficient to cause the cargo flow like a liquid
i.e. to liquefy.
Due to vibration and compaction of cargo within the ship, even apparently dry cargoes
may liquefy into a semi-fluid state. A liquefied cargo can flow with the ship's roll but, when
the ship rolls back, it does not completely return to its original stowage space. This may
result in reduced stability and damage to the structure.
The most significant consequence for the vessel resulting from liquefaction is cargo
shift leading to loss of stability. This may produce dangerous angles of list.

Masters Duties: -
SOLAS Chapter VI Part B, Regulation 6.2, states that “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.” Therefore, a master should not accept such a cargo for loading
without first receiving the appropriate documentation certifying the moisture content and
TML of the cargo with the moisture content shown to be less than the TML.
Terminal Representatives Duties: -
SOLAS Chapter VI Part B, Regulation 7 deals with the loading, unloading and stowage
of bulk cargoes and introduces the Code of Practice for the Safe Loading and Unloading of
Bulk Carriers (BLU Code). The BLU Code is included as a supplement of the IMSBC Code.
The BLU Code, although primarily concerned with arrangements between the terminal and
the ship to ensure safe and efficient cargo operations in port, does under section 3.3.3 state
that: “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.” A question confirming that the cargo information has been
received is also included in the recommended ship shore safety checklist at Appendix 3 -
question 12 - of the BLU Code.
SOLAS Chapter VI Regulation 6 states that:
"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 transportable moisture limit.
However, such concentrates and other cargoes may be accepted for loading even when
their moisture content exceeds the above limit, provided that safety arrangements are to the
satisfaction of the Administration...".
IMSBC Code Group A cargoes are susceptible to liquefaction during a voyage even if
they are trimmed. Compaction of the cargo can reduce the space between the cargo
particles and increase the water pressure. The water rises to the surface, at the same time
reducing the friction between the particles and generating a free flow state. This free flow
state does not develop if:
 The cargo contains small enough particles that restrict the movement of cargo by
cohesion
 the cargo particles are large enough to allow free passage of water between empty
spaces between the particles
 the moisture content is so low that even compaction does not cause a flow of liquid.
Cargo Liquefying Whilst at Sea - IMSBC Code Guideline: -
The ISM Code require that potentially hazardous situations are risk assessed and have
procedures in place to deal with the situation should it occur. Clearly liquefaction places the
vessel in a hazardous situation and procedures to deal with liquefaction should be developed
if not already in place. Once liquefaction of a cargo has taken place at sea a vessel and its
crew may be in very real danger. Whilst every such situation will have its own unique set of
circumstances as a minimum owners/vessel should:
 ensure that detailed stability calculations are carried out before departure from the
load port for every cargo loaded. The calculations will then serve as baseline data in
the event of a liquefaction incident.
 The master must immediately notify owners. owners should seek the advice of an
expert in these circumstances. The likely effect of ballasting the vessel to correct a
vessel’s list needs to be calculated and carefully considered before any such
operation takes place. Incorrect ballasting may exacerbate the situation causing a
further reduction in stability. Even where ballasting has taken place and is successful
in returning a vessel upright the cargo onboard is still in a dangerous state.
 The vessel may need to seek the nearest port of refuge.
Q. CARRIAGE, LOADING, PRECAUTIONS, WHILE CARRYING “WOOD

PULP”?
Ans.
wood pulp comprises principally of cellulose fibers which are normally produced from
timber. Wood pulp is shipped in compressed bales as “dry” and “wet” pulp.
There are various grades of mechanical wood pulp which are used for the
manufacture of different types of paper or board.
Wood pulps are very liable to damage and contamination by dirt or the remnants of
previous commodities in a ship hold. During handling, it must be kept clear of any contact
with ropes, etc., and should be loaded and discharged with wire or chain slings.
Bales of pulp may be unitized with wire bands securing the bales. It is very often
permissible and acceptable to lift by these bands, and some equipment is designed to do so.
However, it is advisable, that certificates of strength be provided for the banding.

Q. WHAT ALL CERTIFICATES REQUIRED TO CARRIED AS PER IMSBC CODE?

Ans.
- Certificate of moisture content and transportable moisture limit(TML).
- Weathering certificate.
- Exemption certificate, issued by port State of departure, port State of arrival or flag
State.
- Document of Compliance when carrying dangerous goods in solid form in bulk except
class 6.2 and class 7.
Q. DESCRIBE “GRAIN CODE”? WHAT IS “DOCUMENT OF

AUTHORISATION”? CARRIAGE OF GRAIN WITH OR WITHOUT ‘DOA’?
GRAIN STABILITY CRITERIA FOR SHIPS? STOWAGE, SECURING AND
PRECAUTIONS TO BE TAKEN?
Ans.
- The International Code for the Safe Carriage of Grain in Bulk (International Grain
Code), adopted by resolution MSC.23 (59), has been mandatory under SOLAS chapter
VI since 1 January 1994.
- The Merchant Shipping Carriage of Cargo Rules, 1995, Part IV, deals with carriage of
grain in bulk.
- The Merchant Shipping Act 1958, Section 332, deals with carriage of grain on Indian
vessels.
- SOLAS CH VI, Part C, deals with Carriage of Grain.
Grain Code applies to all ships – including existing ships and those of less than 500 gross
tonnage, that carry grain in bulk.
Grain Code defines “grain” as including wheat, maize (corn), oats, rye, barley, rice,
pulses, seeds and processed forms thereof, whose behavior is similar to that of grain in its
natural state.

The International Code for the Safe Carriage of Grain in Bulk (GRAIN CODE)
Contents:
Part A - Specific Requirements
Section 1 - Application
Section 2 - Definitions
Section 3 - Document of authorization
Section 4 - Equivalents
Section 5 - Exemptions for certain voyages
Section 6 - Information regarding ship's stability and grain loading
Section 7 - Stability - Requirements
Section 8 - Stability requirements for existing ships
Section 9 - Optional stability requirements for ships without documents of
authorization carrying partial cargoes of bulk grain
Section 10 - Stowage of bulk grain
Section 11 - Strength of grain fittings
Section 12 - Divisions loaded on both sides
Section 13 - Divisions loaded on one side only
Section 14 - Saucers
Section 15 - Bundling of bulk grain
Section 16 - Over stowing arrangements
Section 17 - Strapping or lashing
Section 18 - Securing with wire mesh
Part B - Calculation of assumed heeling moments and general assumptions
Section 1 - General Assumptions

Section 2 - Assumed volumetric heeling moment of a filled compartment, trimmed
Section 3 - Assumed volumetric heeling moment of a filled compartment, untrimmed
Section 4 - Assumed volumetric heeling moments in trunks
Section 5 - Assumed volumetric heeling moment of a partly filled compartment
Section 6 - Other assumptions
The carriage of grain is associated with two main hazards:

i. Settling and
ii. Shifting.
Grain settles by about 2% of its volume. Because of this settling, small void spaces that
exist on the top of the grain surface in filled compartments, increase in volume. These void
spaces permit the grain to shift. The shifting of grain is the greatest hazard involved in the
carriage of grain, the grain code is directed towards limiting this shift of grain to the
acceptable limits.

Grain has a low angle of repose (as low as 15°-18°, depending on the type of grain) and
this result in it shifting very easily. Cargoes which have a low angle of repose will shift first
when the ship rolls as compared to cargoes which have a high angle of repose.
As per SOLAS CH VI, Part-C, Regulation 9, provides that a cargo ship carrying grain
must hold a Document of Authorization as required by the International Grain Code, and for
the purposes of regulation 9, the requirements of the Code should be treated as mandatory.
A ship without a Document of Authorization must not load grain until the master satisfies the
flag State Administration, or the SOLAS Contracting Government of the port of loading on
behalf of the Administration, that the ship will comply with the requirements of the
International Grain Code in its proposed loaded condition (regulation 9.2).
A Document of Authorization must be issued by or on behalf of the flag State
Administration for every ship loaded in accordance with the Code, and must be accepted as
evidence that the ship is capable of complying with the Code. The Document of Authorization
must accompany or be incorporated into the Grain Loading Manual provided to enable the
master to meet the requirements of A 7(Stability Requirement). The Manual must meet the
requirements of A 6.3 (Contents of Grain Stability Booklet/Manual).
Stability Requirement for Grain Loading (A-7): -

 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;
 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 (θf), whichever is the least, shall
in all conditions of loading be not less than 0.075 meter-radians; and
 The initial metacentric height, after correction for the free surface effects of liquids in
tanks, shall be not less than 0.30 meter.
 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.

**NOTE: The above curve of statical stability is drawn as follows:

The righting arm (GZ) for various angles of heel is calculated from the formula
GZ = KN – KG Sinθ
KN is obtained from the stability booklet which includes cross curves for various
angles of heel including those for 12° and 40°. KN varies according to the angle of heel. KG of
the ship is calculated as the cargo to be loaded and all other weights on board and their
respective KGs are known. The GZ points are plotted for the various angles of heel are
joined by a smooth curve.
CONTENTS OF “GRAIN LOADING BOOKLET/MANUAL”: -

The information should include: (A-6.3)
i. Curves or tables of volumes, vertical centers of volumes and assumed volumetric heeling
moments for every compartment, filled or partly filled, including the effect of temporary
fittings.
ii. Curves or tables of maximum permissible heeling moments, i.e. allowable heeling
moments for varying displacement and varying KGs of the ship so as to compare total
heeling moments with allowable heeling moments.
iii. Details of the scantlings of temporary fittings provided to meet the stability requirements.
iv. Loading instructions in the form of notes summarizing the requirements of the code.
v. A worked example for the guidance of the Master.
vi. Typical loaded arrival and departure conditions and intermediate worst service
conditions using stowage factors 1.25, 1.50 and 1.75 m3/ton.
Additionally, the normal stability information provided for all ships should also be provided,
which includes: (A-6.2)
i. Ship’s particulars.
ii. Lightship weight and KG.
iii. Tables of liquid free surface corrections.
iv. Capacities and centers of gravity of all compartments.
v. Curves or tables of angle of flooding where less than 40°, at all permissible
displacements.
vi. Hydrostatic properties for the range of operating drafts.
vii. Cross curves of stability which are sufficient to plot the GZ curve and which include
curves at 12° and 40°.
VOLUMETRIC HEELING MEMENTS (VHM): -

The heeling moments given in the grain loading booklet/manual are Volumetric Heeling
Moments, i.e. they are the shift in volume of cargo under the assumed angle of heel.
It is not possible for the shipyard to provide Weight Heeling Moments as the shift in
weight of cargo will depend on the density/stowage factor of the cargo which differs for

various types of grain cargoes. However, the shift in volume at any depth for a particular
assumed angle of heel remains constant.
The Volumetric Heeling Moments for each hold must be divided by the stowage factor
of the grain in that hold to obtain the Weight heeling moments.
PLANNING OF LOADING OF GRAIN CARGOES: -

- Calculate the maximum quantity that can be loaded taking into account the ship’s
deadweight, the load line zones she will pass through, the weights on board, draft
limitations, etc.
- Distribute this cargo into the holds so as to have the maximum number of filled holds
but also considering the vessel’s required draft, trim, stresses, etc.
- Divide the cargo weight by the stowage factor to obtain the cargo volume/depth of
cargo in each hold.
- From the heeling moment diagrams in the grain loading booklet, find out the
Volumetric Heeling Moments for each hold.
- Multiply the Volumetric Heeling Moments by the appropriate factor to compensate for
the vertical shift of G.
The compensation is carried out as:
For partly filled compartments, by multiplying the VHM by 1.12.
For filled compartments, trimmed by multiplying the VHM by 1.06 OR, using the center
of the empty compartment as KG of the cargo without taking account of the void spaces.
And,
For filled compartments, untrimmed by multiplying the VHM by 1.00 OR by using the
center of the empty compartment as KG of the cargo without taking account of the void
spaces.
- Divide the corrected VHMs by stowage factor to obtain Heeling moments which are
weight heeling moments. Add up all the heeling moments for each hold to obtain Total
Heeling Moments.
- Compare the Total Heeling Moments with the Allowable Heeling Moments obtained
from the grain stability booklet.
If Total Heeling Moments > Allowable Heeling Moments, go back to step 2.
If Total Heeling Moments < Allowable Heeling Moments, proceed further to stability
calculations.
The Allowable Heeling Moments are the maximum permissible heeling moments for a
particular condition beyond which it will be dangerous for the ship to proceed out to sea in
that condition of displacement and KG.

The allowable heeling moments decreases with an increase in KG, due to reduction in
GM and consequent stability. They generally decrease with increase in displacement due to
angle of flooding reducing with displacement.
Angle of Flooding: -
The Angle of Flooding Means an Angle of Heel at Which Openings in The Hull,
Superstructures or Deck Houses, That Cannot Be Closed Weather-Tight, Immerse. Small
Openings Through Which Progressive Flooding Cannot Take Place Need Not Be Considered.
DOCUMENT OF AUTHORISATION (A-3): -

A document of authorization shall be issued for every ship loaded in accordance with
the regulations of grain Code either by the Administration or an organization recognized by it
or by a Contracting Government on behalf of the Administration.
It shall be accepted as evidence that the ship is capable of complying with the
requirements of these regulations.
The document shall accompany or be incorporated into the grain loading manual
provided to enable the master to meet the requirements.
Such a document, grain loading stability data and associated plans may be drawn up
in the official language or languages of the issuing country. If the language used is neither
English nor French, the text shall include a translation into one of these languages.
A ship without such a document of authorization shall not load grain until the master
demonstrates to the satisfaction of the Administration, or of the Contracting Government of
the port of loading acting on behalf of the Administration, that, in its loaded condition for the
intended voyage, the ship complies with the requirements of grain Code.
Stability requirements for a ship loading Grain without a Document of Authorisation (A-9): -
It must be understood that ships without a DoA are most likely those not having a Grain
Loading Booklet and heeling moment information. Hence it is difficult to find out the heeling
moments for such a ship.
- The weight of grain loaded cannot exceed 1/3rd the deadweight. (this rule does not
apply to ships built before 25 My 1980, which can load grain without limitation on the weight
but must comply with the other requirements).
- All grain surfaces in filled compartments must be restrained by a centerline division
extending for the full length of the compartment from the underside of the deck or hatch
covers to a depth below the deck line equal to B/8 or 2.4m, whichever is greater.
Alternatively, saucering may be used, except for linseed.
- All free grain surfaces in partly filled compartments must be trimmed level and
saucered by over stowing, strapping or lashing or by wire mesh.
- All hatches to filled compartments, trimmed, shall be closed and covers secured in
place.
- 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 (meters)
B = Moulded breadth of the vessel (meters)
SF = Stowage Factor (m3/ton)
Vd = calculated average void depth. (meters)
W = Displacement.
- The master demonstrates to the satisfaction of the Administration or the Contracting

Government of the port of loading on behalf of the Administration that the ship in its proposed
loaded condition will comply with the requirements of this section.
Types of Compartments: -
The manner of stowage of grain gives rise to 3 types of compartments:
1. Filled compartment, trimmed.
2. Filled compartment, untrimmed.
3. Partly filled compartment.
1. A filled Compartment, trimmed is one in which the grain, after loading, is trimmed so
as to fill all spaces under the decks and hatch covers to the maximum extent possible, so that
the grain is at its highest possible level.

2. A filled Compartment, untrimmed, is one which is filled to the maximum extent

possible in way of the hatch opening, but outside the periphery of the hatch opening the grain
will be at its natural angle of repose.
The grain surface in all compartments must be trimmed, except in the following cases:
a) The compartment is provided with feeder ducts, perforated decks or other similar means
or,
b) The compartment is Specially suitable. A Specially suitable compartment is one which has
at least two, vertical or sloping, longitudinal, grain tight bulkheads, coincident with the hatch
side girders or so positioned as to limit the transverse shift of grain. If sloping, the division
shall be inclined at > 30° to the horizontal, so that grain which has an angle of repose of 15°-
18° will flow tightly against the slopping division without leaving any void spaces.
3. A Partly filled compartment, is one in which the grain is any level but is not filled
whether trimmed or untrimmed.
How to Reduce the Heeling Moment: -

The heeling moments can be reduced by the following methods:
1. Redistributing the cargo to reduce heeling moments.
2. Securing the grain surface to reduce or eliminate heeling moments.
1. Redistributing the cargo to reduce heeling moments: -

- redistributing the cargo so as to have more filled compartments rather than partly filled
once.
- redistributing the cargo in partly filled compartments so that the compartment is not
half-full when the heeling moment are maximum
- redistributing the cargo in partly filled compartments so that the compartment is noy
half-full when the heeling moments are maximum but almost full or almost empty when heeling
moments are minimum.
- if there has to be a compartment which is partly filled, chose one which has the smallest
heeling moments.
- increase the Allowable Heeling Moments by either reducing the KG or the displacement.

2. Securing the grain surface to reduce or eliminate heeling moments: -

Securing can be carried out by the following methods:
In filled compartments: -
a. Longitudinal divisions.
b. Saucering.
c. Bundling.
In Partly filled compartments: -
a. Longitudinal divisions.
b. Overstowing.
c. Strapping or Lashing.
d. Securing with wire mesh.
Longitudinal Division: -
A longitudinal division may be used in a filled compartment trimmed, filled compartment
untrimmed or a partly filled compartment to reduce the adverse heeling effect of a grain shift.
Ships that are suited for this method of securing may have vertical brackets inside the
hatch coaming and forward and aft transverse bulkheads and lashing eyes/lashing material to
support the division. There will also be information on the extent to which heeling moments
will reduce on fitting of this division.
In t’ween decks the division shall extend from deck to deck i.e. for the full length and
depth of the compartment.
In the filled compartments of ships without DoA, the division shall extend from the
underside of the hatchway downwards to a depth below the main deck level of B/8 or 1.2 m
whichever is greater.
In partly filled compartments, the division shall extend to a distance of B/8 above and
below the surface of the grain.
In filled compartments, the division shall extend downwards to a distance of 0.6 meters
below the lowest point of a deck or hatch side girder or the lowest point of a void space formed
by an assumed shift of grain.

Saucering: -
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, except in
the case of linseed and other seed having similar properties where a saucer may not be
substituted for a longitudinal division.
The depth of the saucer measured from the bottom of the saucer to the deck line shall
be as follows:
i. For ships with a moulded breadth of up to 9.1m, not less than 1.2m.
ii. For ships with a moulded breadth of 18.3m or more, not less than 1.8m.
iii. For ships with a moulded breadth between 9.1m and 18.3m, the minimum depth of the
saucer shall be calculated by interpolation.
The saucer is lined with separation cloth or its equivalent. It is then completely filled with
bagged grain or other suitable cargo upto the underside of the hatch cover.
Bundling: -

- 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.
- The saucer is lined with a material acceptable to the administration having a tensile
strength of not less than 2687 N per 5cm strip and which is provided with suitable means for
securing at top.
- As an alternative, a material acceptable to the Administration having a tensile strength
of not less than 1344 N per 5cm strip may be used if the saucer is constructed as follows:
i. athwartships lashing acceptable to the administration shall be placed inside the saucer
formed in the bulk grain at intervals of not more than 2.4m. these lashings shall be of sufficient
length to permit being drawn up tight and secured as the top of the saucer.
ii. Dunnage not less than 25mm in thickness or other suitable material of equal strength and
between 150mm and 300mm in width shall be placed fore and aft over these lashings to
prevent the cutting or chafing of the material.
Overstowing: -
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 bearer
spaced not more than 1.2m apart and 25 mm boards laid thereon spaced not more than 100mm
apart.
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 1.2m whichever is the greater.
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 leveled 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 1.8m.
- Two solid floors of rough 25mm by 150mm to 300mm lumber shall be laid with the top
floor running longitudinally and nailed to an athwartships bottom floor. Alternatively, one solid
floor of 50mm lumber, running longitudinally and nailed over the top of a 50mm bottom bearer
not less than 150mm wide, may be used. The bottom bearer shall extend the full breadth of the
compartment and shall be spaced not more than 2.4m apart.
- steel wire rope, double steel strapping or chain of equivalent, each of which shall be set
tightly by means of a 32mm turnbuckle, used for lashing.
- Prior to the completion of loading the lashing shall be positively attached to the framing
at a point approximately 450mm below the anticipated final grain surface by means of whether
a 25mm shackle or beam clamp of equivalent strength.
- During the voyage the strapping shall be regularly inspected and set up where
necessary.
Securing with wire mesh: -

- The grain shall be trimmed and leveled to the extent that it is very slightly crowned along
the fore and aft centerline 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 1344 N per 5cm 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 length of wire mesh is to be overlapped at least 75mm.
- The boundaries of the wire mesh at the port and starboard side of the compartment shall
be retained by wood planks 150mm x 50mm.
- Hold down lashings, running from side to side across the compartment, shall be spaced
not more than 2.4m apart except that the first and the last lashing shall not be more than
300mm from the forward or after bulkhead, respectively.
- The hold down lashing shall consists of steel wire rope, double steel strapping, or, chain
of equivalent strength, each of which shall be set tight by means of a 32mm turnbuckle.
- During the voyage the hold down lashings shall be regularly inspected and set up where
necessary.
(**Note: DOA may be incorporated into the grain loading booklet, as the grain loading booklet
has no expiry, same is the case with DOA**)

Q. DESCRIBE “DRAFT SURVEY”, IN DETAILS?

Ans.
Draught surveying is a commercially acceptable form of weighing that is based on
Archimedes Principle, which states that anything that floats will displace an amount of the
liquid it is floating in that is equal to its own weight.
Briefly, the weight of the ship is determined both before and after loading and
allowances made for differences in ballast water and other changeable items. The difference
between these two weights is the weight of the cargo.
In order to do this the depth that the ship is floating at is assessed from the ‘draught
marks’ and the vessels stability book is consulted to obtain the hydrostatic particulars such
as the ‘displacement’ and other necessary data.
Several corrections are required and the quantities of ballast and other consumable
items need to be assessed so as to obtain the net weights as follows.
1. Perpendicular corrections: -
When a ship is built, the draught marks are located at convenient positions on the hull
and these will not always be at the perpendiculars. For calculation purposes, the draughts at
the perpendiculars are required
Forward Corr’n = (Apparent Trim x Fd) / LBM
Where: Apparent trim = trim at the draught marks.
Fd = distance of forward draught marks from Perpendicular
LBM = length between draught marks
Note: Each of these corrections is applied according to the following rule: If the direction of
the displacement of the draught marks from the relevant perpendicular is the same as the
direction of the trim, then the correction applied to the observed draught is negative,
otherwise it is positive.
2. Correction for Hull Deformation: -

The Hog/Sag correction to the displacement is generally effected by obtaining the
“mean of means”, which is
= (F.draft + A.draft + 6 x Amidships draft) / 8.

3. 1st Trim Correction: -

A ship trims about the longitudinal centre of flotation (Lcf). This is the geometric centre
of the water plane at any time.
In the above diagram the ship is on an even keel and the draught at the Lcf is the same as the
draught at amidships. However, if a weight within the ship is moved further aft, the ship will
trim about the Lcf so that she is deeper aft and not so deep forward; as in the next diagram.
The displacement will not have changed, as the trim is achieved by moving a weight already
on board and the draught at the Lcf remains the same.
In the above diagram the change to the forward draught is greater than the change to the aft
draught because the ship is trimming about the Lcf and the draught at the Lcf is greater than
the draught amidships, which is the mean of the forward and aft draughts. In order to obtain
the true mean draught (the draught at the Lcf) a correction needs to be applied to the adjusted
mean draught (the 3/4 mean draught).
1st trim Correction = (Trim x Dist. Of CF from midpoint between perpendiculars) / LBP
(**Trim used, here is the trim between perpendiculars)
The 1st trim corrections are then applied to the Mean of means draft.
Note: - The correction is applied according to the following rule: If the Lcf and trim are in the
same direction the correction is positive and alternatively when they are in opposite directions
the correction is negative.
After the correction if applied find out the Displacement for the corrected mean of
means draft.

4. 2nd Trim Correction: -

The recorded data for Lcf is for an even keel condition, but as the ship trims the
waterplane will change shape. This change of shape involves the waterplane increasing in size
aft and decreasing forward, and in this situation the position of Lcf will change by moving
further aft to maintain its geometric position in the centre.
The new position is not tabulated in the normal hydrostatic tables and a second trim
correction is required to compensate for this. It is known as Nemoto’s correction, after the
Japanese naval architect. The correction is a compromise but is reasonably accurate up to
trims of about 1% of the vessels length.
2nd Trim Corcn. = [50 x (trim in m)2 x (MCTC1 ~ MCTC2)] / LBP
Where, trim, is the trim between perpendiculars.

(MCTC1 ~ MCTC2), is the difference between the MCTCs for drafts 50cms greater and 50cms
lesser than the mean of mean drafts.
** This correction is always positive. The answer is in tones, added to Displacement obtained
from 1st trim correction.
5. Heel Correction: -
In situations where a substantial heel exists, a correction should be applied. The effect
of heel (or list) is to increase the waterplane area and thus lift the ship out of the water.
Correction (in tonnes) = 6 x (TPC1 ~ TPC2) x (Draught1 ~ Draught2)

Where D1 and D2 are the port and starboard midship drafts.
TPC1 & TPC2 are the corresponding to these drafts.
**This correction is always positive. Add to the Displacement.
6. Density Correction: -
The displacement of the vessel, from the ship’s hydrostatic tables, is calculated at the
density used to compile the tables. When divided by this density, it gives the volume of the
ship. This volume is then multiplied by the density of the water the ship is floating in to obtain
the true weight of the ship.
Therefore:
True displacement = (Displacement in salt water x Density of the dock water) / Density used to
compile the ships tables.
Example:

Cautions: -
- Mooring lines to be adjusted, not tight, not slack.

- Cargo / Ballast operations stopped.
- No strong currents.
- Sea not disturbed.
- As drafts were read from sea level, parallax error may affect.
- Density of water change with depth. It is maximum below and minimum at top.
- Hydrometer must be calibrated for different temperatures.
Q. WHAT IS “CSS CODE”? CONTENTS OF CSS CODE AND CSM? PURPOSE

AND PRICIPLES OF THE CODE? ACTION TO BE TAKEN IN CASE OF CARGO
SHIFT?
Ans.
The Code of Safe Practice for Cargo Stowage and Securing (CSS Code) in November 1991
by resolution A.714(17).
Contents: -
Chapter 1. General
Chapter 2. Principle of safe Stowage and Securing of cargoes
Chapter 3. Standardized stowage and securing system
Chapter 4. Semi Standardized stowage and securing.
Chapter 5. Non- Standardized stowage and securing.
Chapter 6. Actions which may be taken in Heavy Weather.
Chapter 7. Actions which may be taken once Cargo has shifted.
Annex 1. Safe stowage and securing of containers on deck of ships which are not
specially designed and fitted for the purpose of carrying containers.
Annex 2. Safe stowage and Securing of Portable tanks.
Annex 3. Safe stowage and Securing of Portable receptacles.
Annex 4. Safe stowage and Securing of wheel-based (rolling) cargoes.

Annex 5. Safe stowage and Securing of heavy cargo items such as locomotives,
transformers etc.
Annex 6. Safe stowage and Securing of coiled sheet steel.
Annex 7. Safe stowage and Securing of heavy metal product.
Annex 8. Safe stowage and Securing of Anchor chains.
Annex 9. Safe stowage and Securing of metal scrap in bulk.
Annex 10. Safe stowage and Securing of flexible intermediate bulk container.
Annex 11. General guidelines for the under-deck stowage of logs.
Annex 12. Safe stowage and Securing of unit loads.
Annex 13. Methods to assess the efficiency of securing arrangements for non-
standardized cargo.
Annex 14. Guidance on providing safe working conditions for securing of containers on
deck.
Purpose: -
The purpose of the CSS Code is to provide an international standard to promote the safe
stowage and securing of cargoes by:
· drawing the attention of ship-owners and ship operators to the need to ensure that the
ship is suitable for its intended purpose;
· providing advice to ensure that the ship is equipped with proper cargo securing
means;
· providing general advice concerning the proper stowage and securing of cargoes to
minimize the risks to the ship and personnel;
· providing specific advice on those cargoes which are known to create difficulties and
hazards with regard to their stowage and securing;
· advising on actions which may be taken in heavy sea conditions; and
· advising on actions which may be taken to remedy the effects of cargo shifting.

General Principles: -
All cargoes should be stowed and secured in such a way that the ship and persons on board
are not put at risk.
The safe stowage and securing of cargoes depend on proper planning, execution and
supervision.
Personnel commissioned to tasks of cargo stowage and securing should be properly
qualified and experienced.
Personnel planning and supervising the stowage and securing of cargo should have a sound
practical knowledge of the application and content of the Cargo Securing Manual.
In all cases, improper stowage and securing of cargo will be potentially hazardous to the
securing of other cargoes and to the ships itself.
Decisions taken for measures of stowage and securing cargo should be based on the most
severe weather conditions which may be expected by experience for the intended voyage.
Ship-handling decisions taken by the master, especially in bad weather conditions, should
take into account the type and stowage position of the cargo and the securing
arrangements.
Action to be taken in case of cargo shift: -

- Alteration of course to reduce accelerations.
- Reduction of speed to reduce accelerations.
- Monitoring the integrity of the ship.
- Re-stowing or re-securing the cargo and, where possible, increasing the friction.
- Diversion of route to seek shelter or to minimize the weather or sea conditions.
- Tank ballasting/de-ballasting to be done only if, the ship has adequate stability.
CARGO SECURING MANUAL: - (as per “MSC.1/Circ.1353/Rev.1”)

Regulation VI/5 and VII/6 of the SOLAS convention require cargo units and cargo
transport units to be loaded, stowed and secured throughout the voyage in accordance with
the Cargo Securing Manual (CSM), approved by the administration.
The Cargo Securing Manual is required on all types of ships engaged in the carriage of
all cargoes other than solid and liquid bulk cargoes.

Contents of the Manual: -
Chapter.1 General.
Chapter.2 Securing Devices and arrangements.
Chapter.3 stowage and securing of non-standardized and semi-standardized cargo.
Chapter.4 Stowage and securing of containers and other standardized cargo.
Chapter.5 Cargo Safe Access Plan (CSAP).
(**Note: apply chapters 1 to 4 of the revised guidelines to existing containerships, the keels of which were laid
or which were at a similar stage of construction before 1 January 2015.)
Cargo Safe Access Plan (CSAP): -
Ships which are specifically designed and fitted for the purpose of carrying containers
should be provided with a Cargo Safe Access Plan (CSAP) in order to demonstrate that
personnel will have safe access for container securing operations. This plan should detail
arrangements necessary for the conducting of cargo stowage and securing in a safe
manner. It should include the following for all areas to be worked by personnel:
.1 hand rails;
.2 platforms;
.3 walkways;
.4 ladders;
.5 access covers;
.6 location of equipment storage facilities;
.7 lighting fixtures;
.8 container alignment on hatch covers/pedestals;
.9 fittings for specialized containers, such as reefer plugs/receptacles;
.10 first aid stations and emergency access/egress;
.11 gangways; and
.12 any other arrangements necessary for the provision of safe access.
Guidelines for specific requirements are contained in annex 14 to the CSS Code.

Some Definitions as per CSS Code: -

Maximum securing load (MSL) is a term used to define the allowable load capacity for a
device used to secure cargo to a ship. Safe working load (SWL) may be substituted for MSL
for securing purposes, provided this is equal to or exceeds the strength defined by MSL.
Standardized cargo means cargo for which the ship is provided with an approved
securing system based upon cargo units of specific types.
Semi-standardized cargo means cargo for which the ship is provided with a securing
system capable of accommodating a limited variety of cargo units, such as vehicles, trailers,
etc.
Non-standardized cargo means cargo which requires individual stowage and securing
arrangements.
Cargo unit means a vehicle, container, flat, pallet, portable tank, packaged unit, or any
other entity, etc., and loading equipment, or any part thereof, which belongs to the ship but
is not fixed to the ship.
Intermediate bulk container (IBC) means a rigid, semi-rigid or flexible portable

bulk container packaging of a capacity of not more than 3 m3 (3,000 l), designed for
mechanical handling and tested for its satisfactory resistance to handling and transport
stresses.
Portable tank means a tank which is not permanently secured on board a ship,
and has a capacity of more than 450 1 and a shell fitted with external stabilizing
members and items of service equipment and structural equipment necessary for the
transport of gases, liquids or solids.
Ro-ro ship means a ship which has one or more decks either closed or open, not
normally subdivided in any way and generally running the entire length of the ship, carrying
goods which are loaded and unloaded normally in a horizontal manner.
Q. CONTENTS OF “RIGGING PLAN”?

Ans.
Q. RIGGING PLAN?
Ans. Rigging plans are available containing the following information:-
(1) position and size of deck eye-plates;

(2) position of inboard and outboard booms;
(3) maximum headroom (i.e. Permissible height of cargo hook above hatch coaming);
(4) maximum angle between runners;

(5) position, size and safe working load of blocks;
(6) length, size and safe working load of runners, topping lifts, guys and preventers;
(7) safe working load of shackles;
(8) position of derricks producing maximum forces
(9) optimum position for guy and preventers to resist maximum forces as at (h);
(10) combined load diagrams showing forces for a load of 1 tonne or the safe working load;
(11) guidance on the maintenance of the derrick rig.
Q. “HEAVY LIFTS”? PRECAUTIONS AND PLANNING FOR HEAVY LIFT

OPERATIONS?
Ans.
A cargo which due to its weight in relation to the size of the ship causes substantial
reduction in stability and causes the vessel to heel when the cargo is just lifted off the wharf.
There is no standard definition of a heavy lift in weight terms, although the cargo
insurance policy may set a weight figure as part of the critical item criteria (typically 50
tonnes, but may vary).
A heavy lift is a heavy item / cargo which cannot be carried in a container or
conventional method of transport, which needs special planning as regards to load density
and which needs special precautions as regards to vessel stability when handling it.
Project cargoes typically require specialised vessels with sufficient deck space,
heavy-lift capability, ‘tween-decks’ and ‘wall-sided’ holds. Multi-purpose or heavy-lift vessels
are best suited. Bulk carriers are not suited to this task and this has resulted in large cargo
damage claims.
Types of Heavy Lift Ships: -

Heavy lift ships are of two types.
- Semi-submerging (float-on/float-off)
- Crane ships
By one definition, a heavy lift ship is an ocean-going vessel capable of submerging its
large open deck to well below the water's surface, thus allowing another vessel to be floated
over it and landed on a dry-dock-build mounted on the heavy lift ship's deck. The heavy lift
ship then rises out of the water by pumping out its ballast tanks in a process very similar to
the operation of a floating dry-dock. The transported vessel then rides on the deck of the
heavy lift ship for the voyage to its destination. This type of ship is also known more precisely
as a Float-On / Float-Off [ FLO-FLO] Ship.

By another definition, a heavy-lift ship is a ship that is specially designed and capable
of loading and unloading heavy and bulky items. It typically has booms of sufficient capacity
to accommodate a single lift of over 100 tons. This might be better known as a Crane Ship.
The Crane Ship mission is to off-load containers and other outsized cargo from non-self-
sustaining cargo ships offshore, or at bare or underdeveloped ports.
Heavy Lifts
• A detailed lifting plan is essential. It should address rigging arrangements, Safe Working
Loads (SWL), lifting points and the stability of the lift.
• Cranes must be well maintained, following manufacturer’s recommendations. Operating
limits should be adhered to.
• Heavy lift’s and in particular tandem lifts (using more than one crane) require experience
and appropriate training.
Vessel Stability
• The vessel must comply with the IMO Code on Intact Stability at all times. Damaged stability
scenarios should also be assessed for high value cargoes.
• Even if the IMO Intact Stability criteria are met, a vessel with high GM will be ‘stiff’ and
impart high forces to the cargo. The design of the seafastenings must consider this and
efforts made to reduce GM;
• The use of ‘slack’ ballast tanks to reduce GM is poor practice and can lead to structural
damage;
The stowage plan should consider the following:

• Is shoring required to hold the unit in position?
• Can enough lashings with sufficient scope be run to resist the forces that will be
experienced?
• Its orientation with regard to any principal axes of strength in the cargo to the largest
forces that will be applied to it? • Can the cargo have other cargo stowed on top of it (over-
stow); what is the weight limit for over-stow?
• Does the cargo need to be carried on deck? Does the Charter-Party or Fixture specify
whose responsibility and risk this is, as often owners will not wish to carry the risk for deck-
cargoes?
• If carried on-deck, is there a risk of greens seas affecting the cargo – is forward on the deck
the right position for the unit, does it over-hang the vessel’s sides (significantly increases the
risk of cargo damage)?

CARGO INFORMATION
The master should be provided with sufficient information on any heavy cargo offered for
shipment so that he can properly plan its stowage and securing; the information should at
least include the following:
.1 gross mass;
.2 principal dimensions with drawings or pictorial descriptions, if possible;

.3 location of the centre of gravity;
.4 bedding areas and particular bedding precautions if applicable;
.5 lifting points or slinging positions; and
.6 securing points, where provided, including details of their strength.
LOCATION OF STOWAGE
When considering the location for stowing a heavy cargo item, the typical
distribution of accelerations on the ship should be kept in mind:
.1 lower accelerations occur in the midship sections and below the weather deck; and
.2 higher accelerations occur in the end sections and above the weather deck.
When heavy items are to be stowed on deck, the expected "weather side" of the
particular voyage should be taken into account if possible.
Heavy items should preferably be stowed in the fore-and-aft direction.
DISTRIBUTION OF WEIGHT
The weight of the item should be distributed in such a way as to avoid undue stress on the
ship's structure. Particularly with the carriage of heavy items on decks or hatch covers,
suitable beams of timber or steel of adequate strength should be used to transfer the weight
of the item on to the ship's structure.
SECURING AGAINST SLIDING AND TIPPING

Whenever possible, timber should be used between the stowage surface and the
bottom of the unit in order to increase friction. This does not apply to items on wooden
cradles or on rubber tyres or with similar bottom material having a high coefficient of
friction.

The securing devices should be arranged in a way to withstand transverse and

longitudinal forces which may give rise to sliding or tipping.
The optimum lashing angle against sliding is about 25 0 , while the optimum lashing
angle against tipping is generally found between 45 0 and 60 0 (figure 1).
If a heavy cargo item has been dragged into position on greased skid boards or other
means to reduce friction, the number of lashings used to prevent sliding should be increased
accordingly.
If, owing to circumstances, lashings can be set at large angles only, sliding must be
prevented by timber shoring, welded fittings or other appropriate means. Any welding
should be carried out in accordance with accepted hot work procedures.
Before Loading, Planning and Information needed: -
Required information: -
- I will try to collect information about the heavy lift, such as:
- What type of cargo.
- The weight of cargo.
- Dimensions and size of the cargo.
- Cargo will be loaded by ship/shore's lifting gear.
- When the cargo is arriving.
- Destination of cargo.
- Where the cargo will be loaded as per shipper's instruction.
- Include the heavy lift in cargo plan, considering all the aspects of cargo planning.
Rigging of heavy lift: -

- All gears associated with lifting such as runners, guy pendants, tackles, blocks etc., to
be examined carefully.
- lifting gears and associated equipment to be greased and renewed as necessary.
- all other riggings cleared.
- rig wires, blocks etc. as per rigging plan.
- rig preventers and backstays as per the plan.
- topping lift in good condition and securely shackled(moused).
- winches should be in double gear.
- derrick unclamped from mast.
- set tight preventer guys.
- rig extra stays if required once clamp removed, take weight on messenger and slowly
lower the derrick.

Prior lifting: -
- Check vessel’s stability.
- maximum possible loss of gm in the operation to be calculated.
- maximum possible list and trim during operation to be calculated.
- free surface effects to be considered. all tanks should be pressed up or empty to avoid
free surface effect.
- vessel to be even keel and upright as far as practicable.
- rig fenders. cast off any barge.
- test the SWL of the lifting gear and associated equipment, it must be below the weight
to be lifted.
- check load density of the hatch/deck area the load being loaded.
- load density must not exceed the value given in stability booklet.
- distribute load on deck using dunnage.
- rails removed. barges cast off.
- unnecessary personnel removed.
- lashing arrangement is sufficient. Extra lashing points maybe welded.
When lifting: -
- Inform e/room and galley. Inform all relevant personnel.
- ensure fore and aft moorings are taut and tended.
- use steadying lines (swing preventers).
- competent winchman. communication signals understood. Standard signals as
per COSWP to be used. only one competent person to signal the whole operation.
- whole operation to be supervised by a responsible officer.
- raise gangway.
- the derrick to be plumbed over the weight.
- take weight slowly. lift the load slowly, swing in the correct position and load on
the appropriate position.
- control swing by steadying stays.
- consider emergency action if vessel develops heavy list (more than calculated) during
the operation.
- take proper lashing, considering heavy weather on the voyage.
Best place to load: -

- best place is where extra strengthening is provided by:
- longitudinals, plate floors.

- solid floors or transverses. examples: along longitudinal center girder, lower hold
abaft machinery space.
- load density not to be exceeded.
- in the hatch, in preference to on deck because of larger gm.
Operations: -
- To be done preferably in the day time and good weather. If at night, then proper
illumination to be provided.
- Crew to stand by forward and aft mooring stations.
- Gangway to be lifted off the Warf.
- List correction to be done.
- Put winches on slow gear.
- Steadying lines to be made fast to each corner of the cargo.
- Lift off the cargo, stop heaving, visual check of lifting gear. Lift away and load cargo.
Q. WHAT IS “IMDG CODE”? DEFINE THE CLASSES OF THE CODE,

SEGRIGATION AS PER CODE?
Ans.
The IMDG Code, 2016 Edition comes into force on 1 January 2018 for two years and may be
applied voluntarily as from 1 January 2017.
The IMDG Code, 2014 Edition came into force on 1 January 2016 for two years. The IMDG
Code Supplement, 2014 Edition remains valid until further notice.
Amendment 37-14: -
- It includes updates to the provisions for Radioactive material, reflecting the latest
2012 provisions from the International Atomic Energy Agency (IAEA).
- 20 new UN numbers have been added (UN3507 to UN3526).
- The Dangerous group list has been Re-organized and column 16 has been divided to
cover separately: 16(a) – Stowage & Handling, 16(b) – Segregation.
- A number of changes to the special provisions and packing instructions have been
introduced.
Amendment 38-16: -
- Eight new United Nations (UN) numbers have been added (UN3527 to UN3534),
covering polyester resin kits, polymerizing substances both solid and liquid, and
engines and machinery.
- A new Class 9 label has been adopted for use when lithium metal and lithium ion cells
are being shipped. The latter type of cell being that used in mobile phones and other
devices which have reportedly caught fire / exploded previously.

- A number of new packing instructions have been added, and special provisions added,
revised or removed.
Legal status of IMDG code

 The IMDG code is a legal document under chapter VII, Part A of SOLAS 1974 as amended.
 Regulation VII/1.3 prohibits the carriage of dangerous goods by sea except when carried
in accordance with the IMDG code.
 MARPOL 73/78, annex III, regulation 1(2) prohibits the carriage of harmful substances in
ships except when carried in accordance with the IMDG code.
 The Merchant Shipping Carriage of cargo Rules,1995, Part-III, deals with carriage of
Dangerous Goods in Packaged form.
The provisions contained in this Code are applicable to all ships to which the International
Convention for the Safety of Life at Sea, 1974 (SOLAS 74), as amended, applies and which
are carrying dangerous goods as defined in regulation 1 of part A of chapter VII of that
Convention.
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.
The aim of IMDG code are:

 To regulate the transport by sea of dangerous goods to reasonably prevent injury to
person or damage to the ship.
 To regulate transport by sea of marine pollutant to prevent harm to the marine
environment.
INTERNATIONAL MARITIME DANGEROUS GOODS CODE:

 It gives a uniform international code of dangerous goods for transportation by sea
 Groups dangerous goods together based on the hazards they present in transport
(classification)
 Contains the dangerous goods in packagings / tanks which are of appropriate strength
and which will prevent the goods escaping.
 Uses hazard warning labels and other identifying marks to identify dangerous goods in
transport.

 Requires standard documentation to be provided when dangerous goods are being

transported.
 Lays down principles for ensuring that dangerous goods which will react dangerously
together are kept apart.
 Lays down principles for where to place dangerous goods on board ship to ensure safe
transport.
 Provides emergency response advice for dangerous goods involved in a fire or spillage on
board ship.
Dangerous goods mean the substances, materials and articles in packaged form covered
by IMDG code.
IMDG Volumes and its Contents: -

Volume 1 (parts 1, 2 and 4-7 of the Code) contains sections on:
Part 1 - general provisions, definitions, training
Part 2 - classification
Part 4 - packing and tank provisions
Part 5 - consignment procedures
Part 6 - construction and testing of packaging, IBCs, large packaging, portable tanks
and road tank vehicles
Part 7 – Provisions concerning transport operations
Volume 2 contains:
the Dangerous Goods List (equivalent to the schedules in previous editions of the Code),
presented in tabular format
Part 3 – Dangerous Goods Lists & limited quantities exceptions
Appendix A – List of generic and N.O.S. Proper shipping names.
Appendix B – Glossary of terms
The Supplement contains the following texts related to the IMDG Code:
 EMS Guide (*Emergency Response Procedures for ships carrying Dangerous Goods)

 Medical First Aid Guide

 Reporting Procedures
 IMO/ILO/UN ECE* guidelines for Packing Cargo Transport Units
 Safe Use of Pesticides in ships, cargo holds & CTUs.
 INF Code (*International code for the carriage of packaged Irradiated Nuclear Fuel,
Plutonium & High level radioactive wastes on board ships)
(*ECE stands for - Economic Commission for Europe)
CLASSES OF IMDG CODE: -

Class 1 Explosives
Class 1.1 Substances and articles, which have a mass explosion hazard.
Class 1.2 Substances and articles, which have a projection hazard, but not a mass
explosion hazard.
Class 1.3 Substances and articles, which have a fire hazard and either a minor blast
hazard or a minor projection hazard or both, but not a mass explosion hazard.
Class 1.4 Substances and articles, which present no significant hazard.
Class 1.5 very insensitive substances, which have a mass explosion hazard.
Class 1.6 extremely insensitive articles which do not have a mass explosion hazard.
Class 2 Gases
Class 2.2 non-flammable, non-toxic gases.
Class 2.3 toxic gases.
Class 3 Flammable liquids.
Class 4 Flammable solids.

Class 4.1 flammable solids, self-reactive substances and desensitized explosives.
Class 4.2 substances liable to spontaneous combustion.
Class 4.3 substances, which, in contact with water, emit flammable gases.
Class 5 Oxidizing substances and organic peroxides.

Class 5.1 oxidizing substances.
Class 5.2 organic peroxides.
Class 6 Toxic and infectious substances.

Class 6.1 Toxic substances.
Class 6.2 infectious substances.
Class 7 Radioactive Material.

Class 8 Corrosive substances.
Class 9 Miscellaneous dangerous substances and articles.
Structure of the Dangerous Goods List: -
The Dangerous Goods List is divided into 18 columns as follows:
Column 1 UN No. - this column contains the United Nations Number assigned to a dangerous
good
Column 2 Proper Shipping Name (PSN) - this column contains the Proper Shipping Names in
upper-case characters, which may have to be followed by additional descriptive text in
lower-case characters
Column 3 Class or division - this column contains the class and, in the case of class 1, the division
and the compatibility group.
Column 4 Subsidiary risk(s) - this column contains the class number(s) of any subsidiary risk(s).
This column also identifies a dangerous good as a marine pollutant as follows:
P - Marine pollutant
Column 5 Packing group - this column contains the packing group number (i.e. I, II or III) where
assigned to the substance or article.
Column 6 Special provisions - this column contains a number referring to any special provision(s)
indicated in chapter 3.3 . The special provision numbers specific to the sea mode start
from 900.

Column 7a Limited quantities - this column provides the maximum quantity per inner packaging or
article for transporting dangerous goods.
Column 7b Excepted quantities - this column provides an alpha-numeric code, which indicates the
maximum quantity per inner and outer packaging for transporting dangerous goods.
Column 8 Packing instructions - this column contains alpha-numeric codes which refer to the
relevant packing instruction(s). The packing instructions indicate the packagings
(including large packagings) which may be used for the transport of substances and
articles.
A code including the letter "P" refers to packing instructions for the use of packagings.
A code including the letters "LP" refers to packing instructions for the use of large
packagings.
When a code including the letter(s) "P" or "LP" is not provided, it means that the
substance is not allowed in that type of packaging.
Column 9 Special packing provisions - this column contains alpha-numeric codes which refer to
the relevant special packing provisions.
Column 10 IBC packing instructions - this column contains alpha-numeric codes that refer to the
relevant IBC instruction.
Column 11 IBC special provisions - this column contains an alpha-numeric code, including the
letter "B", which refers to special packing provisions applicable to the use of packing
instructions bearing the code "IBC".
Column 12 [Reserved]
Column 13 Tank and bulk container instructions - this column contains T codes, applicable to the
transport of dangerous goods in portable tanks and road tank vehicles.
Column 14 Tank special provisions - this column contains TP notes, applicable to the transport of
dangerous goods in portable tanks and road tank vehicles.
Column 15 EmS - this column refers to the relevant emergency schedules for FIRE and SPILLAGE
in "The EmS Guide - Emergency Response Procedures for Ships Carrying Dangerous
Goods".
The provisions in this column are not mandatory.

Column 16a Stowage and handling - this column contains the stowage and handling
Column
Segregation - this column contains the segregation codes.
16b
Column 17 Properties and observations - this column contains properties of and observations on
the dangerous goods listed. The provisions in this column are not mandatory.
Column 18 UN No. see column 1.
Stowage of IMDG Cargo: -

IMDG Vol.1, Part 7.1 contains general provisions for the stowage of dangerous goods
in all types of ships. Specific provisions applicable to, container ships, ro-ro ships, general
cargo ships and barge carrying ships, are stipulated in chapters 7.4 to 7.7.
There are 5 stowage categories (1 to 5) for Class 1.
There are 5 stowage categories (A to E) for Class 2 to 9.
Segregation as per IMDG code: -

As require under Regulation 6.1 of SOLAS Ch VII, Part A, two articles or substances
must be segregated when their stowage together may result in undue hazards, in case of
leakage or spillage, or any other accident.
As per IMDG code, Vol.1, Part 7.2, the following segregations terms are used.
- Away from.
- Separated from.
- Separated by a complete compartment or hold from.
- Separated longitudinally by an intervening complete compartment or hold from.

Away from: -
Effectively segregated so that the incompatible goods cannot interact dangerously in

the event of an accident but may be transported in the same compartment or hold or on
deck, provided a minimum horizontal separation of 3 m, projected vertically, is obtained.
Separated from: -
In different compartments or holds when stowed under deck. Provided the intervening
deck is resistant to fire and liquid, a vertical separation, i.e. in different compartments, may
be accepted as equivalent to this segregation. For on deck stowage, this segregation means
a separation by a distance of at least 6 m horizontally.

Separated by a complete compartment or hold from: -

There must be either a vertical or longitudinal separation by a complete compartment
or hold, and two bulkheads or decks resistant to fire and liquids.
On deck a horizontal separation of at least 12m even if one package is stowed below
deck.
Separated longitudinally by an intervening complete compartment or hold from: -

A vertical separation is not allowed. The packages must be horizontally separated by a
complete compartment.
On deck a horizontal separation of at least 24m is required and between an “on deck”
and “under deck” package, 24m + an intervening compartment.

MFAG (Medical First Aid Guide): -

MFAG is a supplement to the IMDG code, for use in accidents involving dangerous
goods.
It has 20 tables, gives brief instructions for special circumstances.
And has 15 Appendices, provide comprehensive information, a list of medicines/drugs, and a
list of chemicals referred to in the tables.
The list of chemicals is limited to those few chemicals requiring special treatment. The
list is given both in alphabetical and numerical order (UN No) in Appendix 15 to this guide.
The tables, gives likely signs and symptoms, treatments and other advice as per the effect of
goods.
EMS No.: -
The “Emergency Procedures for ships carrying Dangerous Goods” is a supplement to
the IMDG code. It describes the action procedures and emergency equipments to be carried
when carrying goods of that schedule no. in the general index the substances for which
emergency procedures vary from group emergency schedule are underlined.
Reporting Procedures: -
Given in supplement to the IMDG code.
It has 3 chapters and an appendix.
Chapter 1 General principles
Chapter 2 Guidelines for reporting incidents (Dangerous goods).
Chapter 3 Guidelines for reporting incidents (Harmful Substances).
The appendix gives a description of various reports.
Documents required for ships carrying Dangerous Goods: -

- Document of Compliance, SOLAS regulation II-2/54.3
- Dangerous Goods Manifest, IMO FAL Form 7 as required by SOLAS 74, chapter VII,
regulations 4.5 and 7-2.2, MARPOL 73/78, Annex III, regulation 4.3 and chapter 5.4,
paragraph 5.4.3.1 of the IMDG Code.
- Shipper’s declaration, as per SOLAS, Ch VII, Part A, Reg 4.

DANGEROUS GOODS ON PASSENGER SHIPS: -

For the purpose of stowage of dangerous goods IMDG Code divides the ships into two
groups
1. cargo ships or passenger ships carrying a number of passengers limited to not more than 25
or to 1 passenger per 3 m of overall length, whichever is the greater number;
2. other passenger ships in which the limiting number of passengers transported is exceeded.
Passenger ships are categorized as

“passenger ships carrying a number of passengers limited to not more than 25 or to 1
passenger per 3 m of overall length, whichever is the greater number
Or
“Other passenger ships in which the limiting number of passengers transported is
exceeded”
Individual dangerous goods are assigned with stowage categories A, B, C, D, or E in the
Dangerous Goods List in IMDG Code and these are specifically assigned for On Deck, Under
Deck or whether prohibited on passenger ships.
Stowage categories A to E are for goods other than Class 1 (Explosives).
For Class 1 explosives there is another set of stowage categories.
Section 7.1.7.5 of IMDG Code describes in full the conditions of stowage of explosives in
passenger ships.
7.1.7.5 Transport of goods of class 1 on passenger ships.
7.1.7.5.2 Explosives in division 1.4, compatibility group S, may be transported in any amount
on passenger ships. No other explosives may be transported on passenger ships except any
one of the following:
1. explosive articles for life-saving purposes listed in the Dangerous Goods List, if the total net
explosives mass of such articles does not exceed 50 kg per ship; or
2. goods in compatibility groups C, D and E, if the net explosives mass does not exceed 10 kg
per ship; or
3. 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. articles in compatibility group B, if the total net explosives mass does not exceed 10 kg per
ship.

Function 2 - Cargo Handling and Stowage by Sagar Samrat Das

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1MFG // FUNCTION -2 // CARGO HANDLING AND STOWAGE

CHIEF MATE (FG) ORALS NOTE

1|Page Prepared By: Sagar Samrat Das

1. Knowledge of Cargo Related Terminology / Load Density / Stowage Factor /

1. a. Knowledge and Application of International Regulations, Codes

2. Knowledge and Application of the Effect on Trim and Stability of Cargoes

3. Use Of Stability And Trim Diagram And Stress Calculating Equipment

B. DRY CARGO STOWAGE.

4. Stowage and Securing / Trimming of various types of cargoes on various ship

5. Definition of Heavy Lift loading/stowage and securing of Heavy Lifts. On a

C. SPECIALISED CARGO STOWAGE

6. Knowledge of Oil/Chemical/LPG/ Tanker Operations relating to ship

Chemical (Various types of chemicals as per chemical code).

LPG (Various types of gases as per gas code)

2|Page Prepared By: Sagar Samrat Das

7. Carriage of IMDG / Dangerous, Hazardous and harmful cargoes.

9. Knowledge and application of various cargo related documents such as

11. Contingencies plan / remedial action during loading / unloading of cargoes.

3|Page Prepared By: Sagar Samrat Das

Q. DEFINE VARIOUS CARGO RELATED TERMINOLOGY?

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5|Page Prepared By: Sagar Samrat Das

Flow Moisture Point (FMP): -

High Density Solid Bulk Cargoes: -

Materials Hazardous Only in Bulk(MHB): -

8|Page Prepared By: Sagar Samrat Das

Q. CONTENTS OF IMSBC CODE, BLU CODE? DESCRIBE SALIENT FEATURES

INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODE

9|Page Prepared By: Sagar Samrat Das

Appendix 1. Recommended contents of port and terminal information books;

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- Section 14 – Prevention of pollution by cargo residues from ships

The Code’s three cargo groups

General layout of the IMSBC Code: -

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Q. LOADING HIGH DENSITY SOLID BULK CARGOES PRECAUTIONS?

Q. DESCRIBE TYPES OF CARGO DISTRIBUTION SYSTEM IN BULK CARRIER?

Homogeneous Hold Loading Conditions (Fully Loaded)

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Alternate Hold Loading Conditions (Fully Loaded)

Block Hold Loading and Part Loaded Conditions

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Q. GENERAL & SAFETY PRECAUTIONS WHEN LOADING BULK CARGOES?

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Q. WHAT DOES THE CODE SAY ABOUT TRIMMING?

- Non-cohesive bulk cargoes having an angle of repose greater than 35°.

Q. PROCEDURE FOR CARRIAGE OF CARGOES, NOT LISTED IN THE IMSBC

Q. PROPERTIES OF “CONCENTRATES”? PRECAUTIONS TO BE TAKEN

Precautions when carrying Concentrates: -

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Q. PROPERTIES, HAZARDS, CARRIAGE AND PRECAUTIONS OF “COAL”?

Properties and characteristics: -

Segregation and stowage requirements: -

20 | P a g e Prepared By: Sagar Samrat Das

General requirements for all types of these cargoes: -

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24 | P a g e Prepared By: Sagar Samrat Das

Q. CARRIAGE OF “IRON ORE”, INDIAN REGULATIONS? CARRIAGE,

25 | P a g e Prepared By: Sagar Samrat Das

Handling iron ore in bulk carrier: -

- moisture content iron ore is assumed to have a homogeneous moisture content

Q. PROPERTIES, HAZARDS, PREACUTION WHILE CARRIEING

27 | P a g e Prepared By: Sagar Samrat Das