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SEAM214-CARGO HANDLING AND STOWAGE

DANGEROUS GOODS AND INSPECTION Prelim Reviewer
Seam 3-Cargo Handling and Stowage (Non Dangerous Goods) (Our Lady of Fatima
University)

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Recommendations On the SAFE TRANSPORT, HANDLING AND STORAGE OF DANGEROUS SUBSTANCES IN PORT AREAS

 A reference published by the IMO aligned with relevant IMO Codes and the IMDG Code in particular.
 Created to harmonize the rules within the port area with the ship in order to ensure smooth operations and to
avoid misunderstanding between ship and shore.

TERMINOLOGY:

1. Port authority

 means any person or body of persons empowered to exercise effective control in a port area. He can refuse
dangerous substances if it is considered that their presence would endanger life or property because of:
o their condition
o the condition of their containment
o the condition of their mode of conveyance
o conditions in the port area
 If any dangerous substance constitutes an unacceptable hazard, the port authority should be able to order the
removal of such substance or any ship, package, container, portable tank or vehicle containing it
 The port authority will normally require notification at least 24 hours in advance of the transport or handling of
dangerous substances

2. Regulatory authority

 means the national, regional or local authority empowered to make legal requirements in respect of a port
area and having powers to enforce the legal requirements.
 Regulatory authority may require signals to be shown while transporting or handling dangerous substance:
o by day, flag ‘B‘of the International Code of Signals
o by night, an all-round fixed red light

3. Responsible person / Designated person

 a person appointed by a shoreside employer or by the master of a ship who is empowered to take all
decisions relating to a specific task, having necessary current knowledge and experience for the purpose and,
where required is suitably certificated or otherwise recognized by the regulatory authority

The Designated Port Officer should be empowered to:

o direct when and where a ship having any dangerous substances on board may anchor, moor or berth
o direct a ship to be moved within or to leave the port area
o attach conditions appropriate to local circumstances and the quantity and nature of the dangerous
substances

THE EMERGENCY RESPONSE PROCEDURES FOR SHIPS CARRYING DANGEROUS GOODS GUIDE - EMERGENCY SCHEDULE
(EMS)

 Contains guidance on Emergency Response Procedures for Ships Carrying Dangerous Goods including the
Emergency Schedules (Ems) to be followed in case of incidents involving dangerous substances, materials or
articles, or harmful substances (marine pollutants), regulated under the International Maritime Dangerous
Goods Code (IMDG Code).
 It provides guidance for dealing with fires and spillages (leakages) on board ships involving the dangerous
goods listed in the International Maritime Dangerous Goods Code (IMDG Code).

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MEDICAL FIRST AID GUIDE FOR USE IN ACCIDENTS INVOLVING DANGEROUS GOODS (MFAG)

 Information on medical first aid is provided in the IMO/WHO/ILO Medical First Aid Guide for use in accidents
Involving dangerous Goods (MFAG), which is the chemicals supplement to the International Medical guide for
ships (IMGS) which is published by the World Health Organization (WHO), Geneva.
 The Guide is reproduced in the Supplement of the IMDG Code.
 A safety data sheet (SDS), material safety data sheet (MSDS), or product safety data sheet (PSDS) is an
important component of product stewardship and occupational safety and health.
 It is intended to provide workers and emergency personnel with procedures for handling or working with that
substance in a safe manner, and includes information such as:
o physical data
o (melting point, boiling point, flash point, etc.),
o toxicity,
o health effects,
o first aid,
o reactivity,
o storage,
o disposal,
o protective equipment, and
o spill-handling procedures.
o SDS formats can vary from source to source within a country depending on national requirements.

TANKER PIPING AND PUMPING ARRANGEMENTS

TANKER VESSEL

 A tanker is a merchant vessel designed to transport liquids or gases in bulk.

MAIN TYPES OF TANKER VESSELS

Oil Tanker

 tanker for the carriage of crude-oil

Shuttle Tanker

 tanker ship for the carriage of crude-oil directly from the offshore oil fields to terminals or refineries.

Product Tanker

 tanker for the carriage of refined products derived from crude oil (gasoline, Diesel oil, jet fuel) from the
refineries.

Chemical (Parcel Tanker)

 tanker for the carriage of chemical products in bulk.

Liquefied Gas Tanker (LPG and LNG)

 tanker for the carriage of condensed gases

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TANKER

Cargo Tanks

 A tank intended primarily for the carriage of liquids or gases (including appurtenances, reinforcements, fittings,
and closures).

TANKER ARRANGEMENT TERMINOLOGY

Pump-room

 A room in which any pumps used for loading, discharging or transferring oil cargoes are located.

Segregated Ballast Tanks

 Ballast water tank in a tanker which is completely separated from oil cargoes and fuel oil system and is
permanently allocated to the carriage of ballast; this arrangement reduces the risk of pollution when DE
ballasting; commonly abbreviated as SBT.

Slop Tanks

 A tank specifically designated for the collection of tanks draining, tanks washings and other oily mixtures

Cofferdams

 A void or empty compartment is provided between the tanks to prevent two different liquids from mixing
with each other.
 The cofferdam is provided with manholes for entry and inspection
 It is also provided with sounding pipe to check leakage from any of the subordinate tanks
 It is always maintained dry to detect an early leak

Peak tanks

 After peak tanks – The compartment or tank in the narrow part of the stern, aft of the last water-tight bulkhead
 Fore peak tanks – The large compartment or tank, at the bow in the lower part of the ship.

Deep tanks

 A deep compartment usually extending from tank top to lower deck.

Accommodation

 Safe space wherein crew members stay for resting, eating and other
 Indoor related works.

VENTILATORS LEADING TO ACCOMMODATION AND MACHINERY SPACES

 Due to the property of petroleum cargo to give off fumes, it is vital that vents leading to accommodation and
machinery spaces are designed to prevent the volatile cargo vapours from entering these spaces.
 A tanker accommodation and machinery spaces contain equipment that is not suitable for use in flammable
atmospheres. It is therefore important that volatile cargo vapours are kept out of these spaces.
 During loading, unloading, gas freeing, tank cleaning and purging operations, all external doors, ports and
similar openings on the tanker should be closed.
 On tankers with air conditioning units, it is essential that the accommodation is kept under positive pressure to
prevent the entry of cargo vapours.

CARGO PIPING SYSTEMS

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 There are three basic types of pipeline systems:

o Direct system
o Ring main system
o Free flow system.
 Each system has their uses and is designed to fulfill a need in a particular type of vessel.

1. Direct system

 For Crude Carriers where separation of oil grades is not so important.

o This is the simplest type of pipeline system which uses fewer valves than the others.
o It takes oil directly from the tank to the pump and so reduces friction. This has an effect of increasing
the rate of discharge, at the same time improving the tank suction.
o One pump is assigned to each section by a main pipeline, which in turn is connected to tanks by tailpipes
and gate valves.
o The main pipelines are interconnected through cross-over sluice valves.
o It is cheaper to install and maintain
o However, the layout is not as versatile as a ring main system and problems in the event of faulty valves or
leaking pipelines could prove more difficult to circumvent.
o Also, the washing is more difficult since there is no circular system and the washings must be flushed
into the tanks

2. Ring main system

 For Product tankers where segregation of cargo is required.

 It is if circular or square layout with separate suction tail pipes tapped off to each tank and controlled
by a gate valve. By opening the appropriate gate valve, each tank in turn can be emptied by the main
pumps.
 When loading, the main pumps are bypassed and the ring pipeline becomes a gravity flow line so that
tanks can be loaded by opening the appropriate gate valve.
 This system is expensive as more valves & piping is required for its construction.
 This layout also gives much more combinations & segregations within cargo tanks.

3. Free flow system

 Avoids the use of extensive pipelines, but has the disadvantage that the tanks can only be emptied
simultaneously or in a fixed sequence.
 Oil reaches the pump through a suction tail pipe in the after tank and from the remaining tanks through valves in
the transverse bulkheads between the tanks.
 Sometimes the free flow and the direct system are combined so that the direct system is used for port and
starboard wing tanks and free-flow for the center tanks.

SAFE PRACTICES WHEN HANDLING NOXIOUS CHEMICAL CARGO -CHEMICAL TANKERS PROCEDURE

CHEMICAL TANKER PROCEDURE

 It is essential on chemical tankers that everyone knows his ship's safety precautions thoroughly prior handling
noxious chemical cargo.

Before loading /unloading:

1. Have cargo tanks to be loaded well ventilated and checked for any toxic vapours so that tank inspection can
commence without any danger or undue delay.
2. Portable (dry powder) fire extinguishers to be placed on deck ready for use. Take off covers etc. and make other
firefighting equipment on deck ready.

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3. Check cargo hoses to see that they have not deteriorated, that flange connections are intact, that there is an
electrical bond between hose flanges and that the working pressure for the hose is marked on it.
4. Establish communication routines with the terminal operators regarding flow rates, emergency stops, topping
up, general alarm etc.
5. Keep unauthorized people away from the cargo deck and hoses.
6. Keep hatch lids closed except when taking ullages, sampling etc.
7. See to it that everyone engaged in cargo handling is wearing the correct protective clothing)
8. Avoid getting the blast of vapour in your face when taking ullages during loading. Do not stand "upwind" or
"downwind" of an ullage hole but stand beside it with the wind across your face.
9. Keep pump rooms ventilated with fans running during cargo transfers.
10. Keep moderate loading rate during the first phase of cargo transfer to an empty tank.
11. Non-conductive tapes to be preferred when taking ullages.
12. Never go down into a pump room without reporting to someone on duty when leaving and on returning.
13. Never work alone in confined spaces!
14. Have breathing apparatuses on deck ready and available when handling toxic cargoes.
15. Remember that an explosimeter only indicates the risk for explosive conditions - toxic conditions may arise at far
lower concentrations than detectable by an explosimeter instrument. Use also a toxiometer for health readings.
16. Other safety practices as directed by the Ship’s SMS (Safety Management System)

THE FOLLOWING REFERENCE PUBLICATIONS PROVIDE USEFUL INFORMATION

 SOLAS (latest consolidated version)

 MARPOL 73/78 (latest consolidated version)
 International Safety Guide for Oil Tankers and Manuals (ISGOTT)
 ICS Chemical Tanker Safety Guide
 Procedure and Arrangements Manual (Approved by Class)
 Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
 Certificate of Class (re tank strength for high density cargoes)
 Ship’s “VEC System Operating Manual” (Approved by Class)
 BCH/IBC Code
 CFR 33 Parts 124 to 199
 Guide to Port Entry
 Ship to Ship Transfer Guide (Petroleum)
 Safety in Oil Tankers
 Safety in Chemical Tankers
 IMDG Code
 Supplement to IMDG Code (Including MFAG and Ems)
 SOPEP / SMPEP
 Clean Seas Guide for Oil Tankers
 FOSFA (for Oils, Seeds and Fats
 Tank Coating Manufacturer’s Compatibility Lists
 Prevention of Oil Spillage through Cargo Pumproom Sea Valves
 CHRIS (Chem Hazardous Response Info Systems) Guide (USCG)
 USCG Chemical Data Guide for Bulk Shipment by Water
 MSDS for particular cargo carried
 Tank Cleaning Guide

SAFE HANDLING OF LIQUEFIED GAS CARGOES

Liquefied gas cargo operation and responsibility on board

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 Carrying and handling liquefied gas cargo onboard poses significant potential hazards including risk of injury or
death, threats to environment and each person working on a gas carrier and terminal ashore needs to
understand the risks involved, obtain the necessary training and take all the needed precautions.

THE PRESENCE OF GAS

 There is always the possibility of the presence of gas in the atmosphere, particularly:
 during loading and discharging of liquefied gases
 when the ship is gassing-up or being gas-freed
 when a pipeline or cargo pump is opened up for maintenance
 in compressor rooms
 within ballast tanks and void spaces and double bottom tanks adjacent to cargo tanks

DISPERSION OF GAS AND VAPOURS

 LPG vapours are heavier than air

 Ammonia (NH3) vapours are lighter than air
 LNG vapours are lighter than air when warm, heavier when cold
 In windy conditions vapours rapidly disperse.
 Where there is little air movement, there is a greater danger of flammable or toxic mixtures accumulating and
possibly being drawn into machinery spaces or the accommodation.
 Many cargo vapours are heavier than air and will accumulate in bilges and other low areas .
 In still air conditions, flammable or toxic gases may accumulate in potentially hazardous areas.
 In the event of large accumulations of gas, cargo work will be stopped immediately until the vapour has
dissipated and the hazard removed.

UNDER THESE CIRCUMSTANCES YOU MUST:

 ensure all portholes and doors are closed

 carry out orders regarding ventilation openings and air intakes
 adhere to your ship's rules and procedures

RESPONSIBILITY

 MASTER - Ensure that the officers and crew are properly and correctly informed of their duties, and understand
how to fulfill them.
 (2) MASTER or OIC of the ship and all cargo operations - The responsible officer should be present at all times
and be satisfied that all equipment under his care is in good working condition.
 (3) MASTER - Should ensure that there is proper liaison between the responsible officer on the ship and his
counterpart at the shore installation.
 Details of emergency contact name, positions, telephone numbers etc. should be distributed before cargo
operations begin.
 Any special safety requirements of the shore installation should be brought to the attention of those concerned.

PRECAUTIONS DURING CARGO OPERATIONS

 Be vigilant at all times especially during cargo operations and maintenance of cargo equipment
 IF IN CONTACT WITH TOXIC VAPOUR OR LIQUID, REMOVE CONTAMINATED CLOTHING IMMEDIATELY, WASH WITH
LARGE QUANTITIES OF WATER - INFORM AN OFFICER
 do not eat, drink or smoke unless you have thoroughly washed
 always prevent hands coming into contact with your mouth
 be sure you know where decontamination showers are located
 wear a protective suit and breathing apparatus when necessary

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IN PORT WATCHKEEPING PROCEDURES

 A Cargo Plan approved by the Master should be displayed in the CCR, the Cargo Engineer and each watchkeeping
officer should study and sign the plan.
 The Chief Officer, and/or Cargo Engineer, will be on duty at critical points during cargo operations.
 The Cargo Engineer assumes operational responsibility for the cargo during certain in-port periods.
 The handover between the Chief Officer and the Cargo Engineer should be a formal procedure to avoid any
ambiguity over who is in operational control and is to be recorded in the Deck Operations Log.
 The Officer of the watch is to be on duty at all times.
 Two seamen are also on cargo duty and their duties should be fully explained to them. They should immediately
report any of the following:
1. Cargo vapour or liquid leakage
2. Fire
3. Unusual phenomena
4. Mooring deficiencies
5. Indications of overside pollution or any potential source of pollution on deck
 To conform to the requirements of the ISPS Code, a third seaman is to be on security / gangway duty at all times.
 All scuppers should normally remain closed while the vessel is alongside the terminal.
 Where necessary careful adjustment of the moorings, and fire wires where they are rigged as per terminal
requirements, must be made throughout the discharge operation to ensure the vessel does not move position.
 Follow procedures as per Company Safety Management System.

SHIP SHORE SAFETY CHECKLIST

 Is a join list provided by the terminal and which is signed by a ship and a terminal representative;

WHEN TO USE?

 When a tanker is all fast at a berth and before cargo loading or unloading could start, Chief officer and loading
master are supposed to go through the safety checklist called "Ship-Shore safety checklist".

THE PURPOSE OF THE SHIP/SHORE SAFETY CHECKLIST

 is to improve working relationships between ship and terminal, and thereby to improve the safety of operations.
 Misunderstandings occur and mistakes can be made when ships' officers do not understand the intentions of the
terminal personnel, and the same applies when terminal personnel do not understand what the ship can and
cannot safely do.
 Completing the checklist together is intended to help ship and terminal personnel to recognize potential
problems, and to be better prepared for them.

The format of the checklist is provided in the ISGOTT but it is also supposed to be a checklist in SMS manual of the ship.

In the ship shore safety checklist, there are some points that are

 supposed to be checked by ship

 Supposed to be checked by Shore
 Suppose to be checked jointly by Ship and Shore

CODES “A, P, R”

Code A- Agreement

 Code A stands for "Agreement". For the checkpoints with Code A, it is not sufficient to just sign or tick the point.
We need to have a written agreement for this point.

Code P - Permission

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 Code P stands for "Permission". For the checklist points with Code P ", if the answer is "NO", the cargo operation
cannot be started without permission from the port authorities.

Code R- Re-check

 Code R stands for Re-check. These are the items that need to be checked at regular interval.

INTERNATIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS (ISGOTT)

 as published by the International Chamber of Shipping, the Oil Companies International Marine Forum and the
International Association of Ports and Harbors.
 main purpose of ISGOTT is to provide recommendations and guidance's on the safe carriage and handling of
crude oil and petroleum for tankers and terminals. It does not provide a definitive description of how cargo
operations should be conducted on board a tanker.

CHEMICAL TANKERS

 chemical tanker is a type of tanker ship designed to transport chemicals in bulk.

 As defined in MARPOL Annex I, chemical tanker means a ship constructed or adapted for carrying in bulk any
liquid product listed in chapter 17 of the International Bulk Chemical Code.
 Chemical tankers have evolved from oil product tankers to take account of special carriage requirements and
associated hazards

REGULATIONS FOR THE CARRIAGE OF CHEMICALS BY SHIP

Regulations governing the carriage of chemicals by ship are contained in the:

 International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the
Prevention of Marine Pollution from Ships, as modified by the Protocol of 1978 relating thereto MARPOL 73/78
(IMO, 2002)

Relevant codes concerning liquid bulk transportations are the:

 International Code for the Construction of Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code)
and the
 International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code

CHEMICAL TANKER ENGAGES IN TWO WAYS:

1. Dedicated service

 usually means that the tanker is designed for the carriage of a particular type of chemical and transports the
same type of cargo on each voyage

2. Parcel trade

 moves a variety of relatively small lots of chemicals between a number of ports

THREE TYPES OF CHEMICAL TANKERS ACCORDING TO TYPE OF CARGO CARRIED:

 The division into ship types is based on the ship ‘s capability to survive specified damage caused by collision or
stranding and the location of the cargo tanks in relation to such damage.

‘Type 1’

 intended to transport Chapter 17 of the IBC Code products with very severe environmental and safety hazards
which require maximum preventive measures to preclude an escape of such cargo.

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‘Type 2’

 appreciably severe environmental and safety hazards which require significant preventive measures to preclude
an escape of such cargo.

‘Type 3’

 sufficiently severe environmental and safety hazards which require a moderate degree of containment to
increase survival capability in a damaged condition.

CARGO TANK LOCATION - CARGO TANKS SHALL BE LOCATED AT THE FOLLOWING DISTANCES INBOARD:

Type 1 ships

 from the side shell plating, not less than the transverse extent of damage specified in MARPOL, (B/5 or 11.5m
whichever is less), and from the moulded line of the bottom shell plating at centerline, not less than the
vertical extent of damage specified in MARPOL, (B/15 or 6 m whichever is less), and nowhere less than 760 mm
from the shell plating. This requirement does not apply to the tanks for diluted slops arising from tank washing.

Type 2 ships

 from the moulded line of the bottom shell plating at centerline, not less than the vertical extent of damage
specified in MARPOL, (B/15 or 6 m whichever is less), and nowhere less than 760 mm from the shell plating.
This requirement does not apply to the tanks for diluted slops arising from tank washing.

Type 3 ships:

 no requirement"

TYPES OF TANKS

Independent Tank

 not contagious, typically taking the form of deck tanks

Integral tanks

 most common type of tank used on chemical tankers, the sub dividing of the hull in the cargo area creates the
individual integral tanks

Gravity tanks

 designed for a maximum pressure of 0.7 bar gauge at the top of the tank and may be of the integral or
independent type

Pressure tanks

 designed for pressure greater than 0.7 bar gauge and are not typically used in chemical tankers.

CONSTRUCTION

 Regardless of size, chemical tankers built on or after 01 July 1986 are required to comply with the IBC Code.
 Such ships built or converted before that date shall comply with the BCH Code.
 All materials used for tank construction and associated piping, valves and pumps must be resistant to the cargo
carried.
 Mild-steel tanks are normally coated, to protect cargoes from contamination by steel and to make cleaning, gas-
freeing and inspection easier.
 Some ships have stainless-steel tanks for the carriage of cargoes which cannot be contained in mild steel.

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 No single coating is suitable for all cargoes and that the coating manufacturers compatibility data must be used
when planning a cargo.

CHEMICAL TANKER CARGO SEGREGATION AND COMPATIBILITY

Why segregation?

 In the case of two or more liquid chemical cargoes which react with one another in a hazardous manner,
segregation must be done.
 The product data sheets (MSDS), together with the BCH/IBC Codes are to be studied carefully to determine the
compatibility restrictions when carrying different groups of cargoes.
 Cofferdams and other void spaces may be included in the cargo- tank area to provide segregation of groups of
tanks.

Compatibility with Water / Stowage of Heated Cargoes

 Some chemical cargoes are not compatible and may even be reactive with water therefore, due consideration is
necessary to avoid stowage of such cargoes adjacent to the water ballast tanks.
 It is also a requirement that the heating coils are to be blown through, cleaned and blanked off, or thermal oil
used as a heating medium.
 It is recommended that a cargo to be heated is not stowed adjacent to cargoes which have a low boiling point
because the excess evaporation will result in consequent cargo loss and possible vapour hazards.
 As a safe margin, the maximum temperature of the heated cargo must be 10°C below the boiling point of the
unheated cargo.

Compatibility with the Coatings of the Cargo Tanks

 The suitability of the coating of tanks for loading various chemicals and products must be checked against the
paint manufacturer’s data sheets before cargoes are assigned to tanks.
 Also, temperature limits imposed by the relevant coatings are not to be exceeded.
 Epoxy coatings are capable of absorption of certain chemicals, which could later be released resulting in
contamination of future cargoes and possible safety hazards.
 Similarly, “metal pick-up” form recently applied zinc coatings could contaminate sensitive cargoes.

Edible Oils Compatibility

 Toxic chemicals, as defined in the BCH/IBC Code, must not be carried as the last cargo immediately prior to
edible oils or stowed in adjacent tanks sharing common bulkheads with tanks containing edible oils.
 Likewise, lengths of pipeline serving tanks containing such toxic products must never run through tanks
containing edible oils and vice versa.
 For details, refer to FOSFA International (Federation of Oils, Seeds and Fats Association) published lists and
procedures.

CREW SAFETY AT SEA ON CHEMICAL TANKERS

 On chemical tankers all should be proactive on matters concerning safety.

 Chief officer is the company appointed Safety Officer on dangerous parcel chemical tankers.
 During operations (Loading, Discharging, Tank cleaning, etc.…) crew members should take responsibility of
his/her own safety as well as his fellow crewmates, the environment and the ship.
 Risk Assessment - a systematic process of evaluating the potential risks that may be involved during any kind
of work. It is the very first step in identifying potential hazards that may threaten safety during work.
 PPE – Personal protective Equipment is the last barrier in maintaining personal safety. Anything used or worn
by a person to minimize a risk to the person's health or safety.

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Personal Protective Equipment

Includes:

 Protective Clothing
 Helmet
 Safety Shoes
 Safety Hand Gloves
 Goggles
 Ear Muff
 Safety Harness
 Face Mask
 Chemical Suit
 Face shield
 etc…

DANGEROUS ATMOSPHERE

 Dangerous atmospheres have killed those working in confined spaces as well as those attempting rescue. Know
the hazards!

Dangerous types of atmospheres are:

o flammable and explosive

o toxic
o oxygen-deficient
o oxygen-enriched
 You must check for atmospheric hazards before entering any confined space.
 Properly calibrated gas detection equipment should be used. Many dangerous atmospheres cannot be detected
by smell or taste.
 If tests indicate a dangerous atmosphere, you must NOT enter the space until it is thoroughly ventilated and
subsequent tests indicate the air is safe to breathe.
 Ventilation and testing must be continued as long as you are in the space.

DANGEROUS ATMOSPHERE/GAS DETECTORS

1. COMBUSTIBLE GAS SENSORS

Catalytic Combustible Gas Sensors

 These sensors look for explosive atmospheres. They detect combustible gases by causing an actual
combustion of gases within the sensor chamber.

Metallic Oxide Semiconductor (MOS) Combustible Gas Sensor MOS or “Solid State” Combustible Gas Sensors

 This sensor has a long operation life (3 to 5 years), is very rugged and will recover better from high
concentrations of a gas that could damage other types of sensors.

Infra-Red Combustible Sensors

 They work well in low oxygen levels or acetylene atmospheres; however, they are quite expensive. These
sensors work by reflecting light off a mirror and measuring the amount of light adsorbed during refraction.

2. TOXIC SENSORS

Electrochemical (Wet Chem) Toxic Sensors

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 These sensors react to a specific chemical (substance). Chemically specific sensors are available for up to 30
different gases including chlorine, ammonia, carbon monoxide, carbon dioxide, nitrogen dioxide, nitric oxide,
hydrogen cyanide, hydrogen sulfide and sulfur dioxide.

Metallic Oxide Semiconductor (MOS) Toxic Broad Range Gas Sensors

 Its make-up and operation is similar to the one used for the detection of combustible gases. However, the MOS
broad range toxic sensor is capable of reacting to low PPM levels of wide range of toxic gases. MOS sensors
cannot detect carbon dioxide or sulfur dioxide. The sensor is incapable of telling you what gas you have
encountered or the concentration, only that the atmosphere may be hazardous to your health.

Photo Ionization Detectors (PID’s)

 Life expectancy of these sensors is 1-3 years and costs range between $300 and $1400 for lamp replacement.
They are usually too costly to use in a multi-sensor instrument.

3. OXYGEN SENSORS OXYGEN

 The only true chemically-specific sensors.

 They are similar to the electrochemical (Wet Chem) sensors.
 They are also susceptible to freezing, are sometimes affected by altitude and have a nominal operational life of
one to two years.
 Never use an oxygen sensor to detect toxic gases. It is true that a toxic gas will displace the oxygen in a confined
space. However, it takes 60,000 PPM of any gas to lower the oxygen from 20.9% (normal) to 19.5% (alarm point).
More importantly, 60,000 PPM of any toxic gas will kill you.

ANNEX II OF THE MARPOL 73/78 CONVENTION

 Contains regulations for the control of pollution by noxious liquid cargoes carried in bulk or tank washings from
such cargoes
 As per the amendments of Annex II of MARPOL, which entered into force on 1 January 2007, a revised annex a
new four-category pollution category system for noxious liquid substances; the previous A, B, C and D category
system has become X,Y Z and OS.

BASIC PRINCIPLES OF MARPOL ANNEX II ARE:

 Safe containment of the noxious liquid substances,

 dilution of discharges and
 limitation of discharges into the sea.

POLLUTION PREVENTION

 Pollution-prevention procedures during cargo transfer, ballasting and tank cleaning should include keeping a
watch on:
o levels in cargo, slop or ballast tanks
o hoses or loading arms
o pumps, valves, gaskets, connections and hatches
o spill pans and scuppers
o alarms and instrumentation
o co-ordination of operational signals
o water around vessel

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 Personnel on watch should be present at all times during operations and regularly carry out the inspections
mentioned in the above

P & A MANUAL

 Every chemical tanker is required to have a Certificate of Fitness (CoF) indicating that it is certified to carry
certain products. The issuance of a CoF will also require a revised Procedures and Arrangements (P&A) Manual.
 Each ship which is certified for the carriage of noxious liquid substances in bulk must be provided with a
Procedures and Arrangements (P and A) Manual that has been approved by the Administration and a Cargo
Record Book
 The master must ensure that no discharges into the sea of cargo residues or residue/water mixtures containing
substances of Category X, Y, Z or OS take place unless they are made in full compliance with the P and A Manual
 Carrying out operations in accordance with the ship‘s P and A Manual ensures that the pollution regulations
are complied with.

CARGO RECORD BOOK

Entries should be made in the Cargo Record Book, on a tank-to-tank basis, of:

 Loading
 Internal transfer of cargo
 Unloading
 Mandatory prewash in accordance with P and A Manual
 Cleaning of cargo tanks
 Discharge into the sea of tank washings
 Ballasting of cargo tanks
 Discharge of ballast water from cargo tanks
 Accidental or other exceptional discharge control by authorized surveyors

GAS TANKERS

 A gas carrier (or gas tanker) is a ship designed to transport LPG, LNG or liquefied chemical gases in bulk.
 Liquefied gas is the liquid form of a substance that at normal atmospheric temperatures and pressures would
be a gas
 The transport by sea of liquid gases in bulk is internationally regulated with regard to safety, through
standards laid down by IMO
 Chapter VII of the IMO International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended,
makes the provisions of the International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code) mandatory
 Liquefied gas products transported by gas tankers are listed in Chapter 19 of the IGC Code

SUBSTANCES THAT ARE COVERED BY THE IBC CODE DIVIDES GAS CARGOES INTO FOUR GROUPS AS:

 Liquefied natural gas (LNG) - natural gas from which impurities have been removed, and consists mainly of
methane.
 Liquefied petroleum gas (LPG) - common name for petroleum gases consisting mainly of butane and propane
 Liquefied ethylene gas (LEG)
 Chemical gases - ammonia and vinyl chloride monomer as examples of chemical gases

TYPES OF GAS CARRIER (TANKER)

 IGC divides ships into four types according to the ship ‘s capability to survive specified damage caused by
collision or stranding and the location of the cargo tanks in relation to such damage

These types are:

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1. 1G
2. 2G
3. 2PG
4. 3G
 Type 1G ship is intended for the transportation of products considered to present the greatest overall hazard and
Types 2G/2PG and 3G for products of progressively lesser hazards

INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK (IGC
CODE)

 Gas carriers built after June 1986 shall comply with the IGC Code
 Applies to ships regardless of their size, including those of less than 500 gross tonnage, engaged in carriage of
liquefied gases having a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8°C, and certain
other substances listed in chapter 19 of the Code
 As proof that a ship complies with the Code, an International Certificate of Fitness (CoF) for the Carriage of
Liquefied Gases in Bulk should be on board.

IMDG- INTERNATIONAL MARITIME DANGEROUS GOODS CODE

 was developed as a uniform international code for the transport of dangerous goods by sea covering such
matters as packing, container traffic and stowage, with particular reference to the segregation of incompatible
substances.
 The development of the IMDG Code dates back to the 1960 Safety of Life at Sea Conference, which
recommended that Governments should adopt a uniform international code for the transport of dangerous
goods by sea to supplement the regulations contained in the 1960 International Convention for the Safety of
Life at Sea (SOLAS).
 The implementation of the Code is mandatory in conjunction with the obligations of the members of united
nation government under the International Convention for the Safety of Life at Sea (SOLAS) and the
International Convention for the Prevention of Pollution from Ships (MARPOL 73/78).
 It is intended for use not only by the mariner but also by all those involved in industries and services connected
with shipping.
 To supplement the principles laid down in the SOLAS and MARPOL Conventions, the IMO developed the
International Maritime Dangerous Goods (IMDG) Code.
 The IMDG code contains detailed technical specifications to enable dangerous goods to be transported safely by
sea.
 The IMDG Code became mandatory for adoption by SOLAS signatory states from 1ST JANUARY 2004.

THE OBJECTIVE OF THE INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE IS TO:

 Enhance the safe transport of dangerous goods

 Protect the marine environment
 Facilitate the free unrestricted movement of dangerous goods

THE IMDG CODE IS BASED ON AN INTERNATIONALLY AGREED SYSTEM WHICH:

 Groups dangerous goods together based on the hazards they present in transport (classification).
 Contains the dangerous goods in packaging/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.

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 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.

UPDATING THE IMDG CODE

The IMDG Code is EVOLVING and is updated EVERY TWO YEARS to take account of:

 New dangerous goods which have to be included.

 New technology and methods of working with or handling dangerous goods.
 Safety concerns which arise as a result of experience.

IMDG CODE

 THE CODE COMPRISES 7 PARTS.

 It is presented in TWO BOOKS; Volume 1 and Volume 2.
 It is necessary to use both books to obtain the required information when shipping dangerous goods by sea.
 The Code also contains a Supplement.

Contents of Volume 1 (Parts 1-2 & 4-7 of the Code):

 part 1, general provisions, definitions and training

 part 2, classifications
 part 4, packing and tank provisions
 part 5, consignment procedures
 part 6, construction and testing of packaging’s, intermediate bulk containers (IBCs), large packaging, portable
tanks, multi-element gas containers (MEGCS) and road tank vehicles
 part 7, requirements concerning transport operations

Contents of Volume 2 (Part 3 and the Appendices of the Code):

 part 3 dangerous goods list (DGL) and limited quantities exceptions

 appendix a list of generic and n.o.s. (not otherwise specified) proper shipping names
 appendix b glossary of terms
 alphabetical index

DANGEROUS GOODS LIST (DGL)

 is the central core of the IMDG Code and presents information on transport requirements in a coded form

The Supplement contains the following texts related to the Code:

 Emergency response procedures for ships carrying dangerous goods

 Medical first aid guide
 Reporting procedures
 IMO/ILO/ECE guidelines for packing cargo transport units
 Safe use of pesticides in ships
 International code for the carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive
wastes on board ships

THE PURPOSE OF THE IMDG CODE ‘S CLASSIFICATION SYSTEM IS:

 To distinguish between goods which are considered to be dangerous for transport and those which are not
 To identify the dangers which are presented by dangerous goods in transport
 To ensure that the correct measure are taken to enable these goods to be transported safely without risk to
persons or property (both within the port and on the ship)

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 Clearly defined recommendations for the training of all staff who handle or process dangerous goods shipments
for transportation by sea. The full training requirements can be found in the IMDG Code Volume 1, Chapter 1.3

Dangerous goods are classified into 9 classes according to properties. The way in which different classes of dangerous
goods are handled in transport will depend upon these properties and hazards, for example:

• The type of packaging that can be used.

• What classes of dangerous goods can be transported together in freight containers.
• Where the goods can be stored within the port and on the ship.

THE 9 CLASSES:

• These 9 hazard classes have been established internationally by a United Nations (UN) committee to ensure that
all modes of transport (road, rail, air and sea) classify dangerous goods in the same way.
o Class 1 Explosives
o Class 2 Gases
o Class 3 Flammable liquids
o Class 4 Flammable solids
o Class 5 Oxidizing substances and organic peroxides
o Class 6 Toxic and infectious substances
o Class 7 Radioactive material
o Class 8 Corrosive substances
o Class 9 Miscellaneous dangerous substances and articles

CLASS 1: EXPLOSIVES

Subclass 1.1: Explosives with a mass explosion hazard

• Consists of explosives that have a mass explosion hazard. A mass explosion is one which affects almost the entire
load instantaneously.

Subclass 1.2: Explosives with a severe projection hazard

• Consists of explosives that have a projection hazard but not a mass explosion hazard.

Subclass 1.3: Explosives with a fire

• Consists of explosives that have a fire hazard and either a minor blast hazard or a minor projection hazard or
both but not a mass explosion hazard.

Subclass 1.4: Minor fire or projection hazard

• Consists of explosives that present a minor explosion hazard. The explosive effects are largely confined to the
package and no projection of fragments of appreciable size or range is to be expected. An external fire must not
cause virtually instantaneous explosion of almost the entire contents of the package.

Subclass 1.5: An insensitive substance with a mass explosion hazard

• Consists of very insensitive explosives with a mass explosion hazard (explosion similar to 1.1). This division is
comprised of substances which have a mass explosion hazard but are so insensitive that there is very little
probability of initiation or of transition from burning to detonation under normal conditions of transport.

Subclass 1.6: Extremely insensitive articles

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• Consists of extremely insensitive articles which do not have a mass explosive hazard. This division is comprised of
articles which contain only extremely insensitive detonating substances and which demonstrate a negligible
probability of accidental initiation or propagation.

CLASS 2: GASES

Subclass 2.1: Flammable Gas

o Gases which ignite on contact with an ignition source, such as acetylene and hydrogen.
o Flammable gas means any material which is ignitable at 101.3 kPa (14.7 psi) when in a mixture of 13 percent or
less by volume with air, or has a flammable range at 101.3 kPa (14.7 psi) with air of at least 12 percent regardless
of the lower limit.

Subclass 2.2: Non-Flammable Gases

o Gases which are neither flammable nor poisonous. Includes the cryogenic gases/liquids (temperatures of below
-100°C) used for cryopreservation and rocket fuels.
o This division includes compressed gas, liquefied gas, pressurized cryogenic gas, compressed gas in solution,
asphyxiant gas and oxidizing gas.

Subclass 2.3: Poisonous Gases

o Gases liable to cause death or serious injury to human health if inhaled.

o Gas poisonous by inhalation means a material which is a gas at 20°C or less and a pressure of 101.3 kPa (a
material which has a boiling point of 20°C or less at 101.3kPa (14.7 psi)) which is known to be so toxic to humans
as to pose a hazard to health during transportation.

CLASS 3: FLAMMABLE LIQUIDS

o A flammable liquid means a liquid which may catch fire easily or any mixture having one or more components
with any flash point. As example: acetone, diesel, gasoline, kerosene, oil etc.
o There are three main groups of flammable liquid.
o Low flash point - liquids with flash point below -18°C
o Intermediate flash point - liquids with flash point from -18°C. up to +23°C
o High flash point group - liquids with flash point from +23°C

CLASS 4: FLAMMABLE SOLIDS OR SUBSTANCES

Subclass 4.1: Flammable solids

o Solid substances that are easily ignited. Self-reactive materials, which are thermally unstable and that can
undergo a strongly exothermic decomposition even without participation of air.

Subclass 4.2: Spontaneously combustible solids

o Solid substances that ignite spontaneously. Spontaneously combustible material is a pyrophoric material, which
is a liquid or solid that can ignite within five minutes after coming in contact with air or a self-heating material
that when in contact with air and without an energy supply is liable to self-heat.

Subclass 4.3: Dangerous when wet

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o Solid substances that emit a flammable gas when wet. Dangerous when wet material is a material that when it
makes contact with water is liable to become spontaneously flammable or give off flammable or toxic gas at a
rate greater than 1 L per kilogram of the material per hour.

CLASS 5: OXIDIZING SUBSTANCES AND ORGANIC PEROXIDES

Subclass 5.1: Oxidizing agent

o Oxidizing agent means a material that may, generally by yielding oxygen, cause or enhance the combustion of
other materials.

Subclass 5.2: Organic peroxide oxidizing agent

o Organic peroxide means any organic compound containing oxygen in the bivalent structure and which may be
considered a derivative of hydrogen peroxide, where one or more of the hydrogen atoms have been replaced by
organic radicals.

CLASS 6: TOXIC AND INFECTIOUS SUBSTANCES

Subclass 6.1: Poison

o Toxic substances which are able to cause death or serious hazard to humans health during transportation.

Subclass 6.2: Biohazard

o Infectious Substance material is known to contain or suspected of containing a pathogen. Infectious substances
are substances which are known or are reasonably expected to contain pathogens. Pathogens are defined as
micro-organisms (including bacteria, viruses, rickettsia, parasites, fungi) and other agents such as prions, which
can cause disease in humans or animals.

CLASS 7: RADIOACTIVE SUBSTANCES

Radioactive

o Radioactive substances comprise substances or a combination of substances which emit ionizing radiation

CLASS 8: CORROSIVE SUBSTANCES

Corrosive

o Corrosive materials mean a liquid or solid that causes full thickness destruction of human skin at the site of
contact within a specified period of time. A liquid that has a severe corrosion rate on steel or aluminum is also a
corrosive material.

CLASS 9: MISCELLANEOUS DANGEROUS SUBSTANCES AND ARTICLES

Miscellaneous

o A material which presents a hazard during transportation but which does not meet the definition of any other
hazard class. This class includes: any material which has an anesthetic, noxious or other similar property which
could cause extreme annoyance or discomfort to a flight crew member so as to prevent the correct performance
of assigned duties or material for an elevated temperature material, a hazardous substance, a hazardous waste,
or a marine pollutant.

IMDG CODE TERMINOLOGY

PSN and UN Number

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Within each of the 9 hazard classes dangerous goods are uniquely identified by two pieces of information:

 A four-digit number known as the UN Number which is preceded by the letters UN.
 The corresponding Proper Shipping Name (PSN).
 For example, kerosene is identified in the IMDG Code by its UN Number UN 1223 and the PSN Kerosene.

Packing Group

Classes 3, 4, 5.1, 6.1, 8 and 9 have been divided into three Packing Groups (PG): I, II or III.

 Indicates the degree of danger within the Classes and

 Specifies the standard of packaging.

PG I - denotes high danger and therefore requires the highest standard of packaging;

PG II - denotes medium danger;

PG III - denotes low danger.

Class label

 Distinctive diamond-shaped labels (a square set at an angle of 45 degrees) to identify the Class by a combination
of color, Class number (in the bottom angle) and distinctive pictograms.

Subsidiary Risk label

 Label or labels denoting additional significant risks. These are identical to class labels.

Cargo Transport Unit

 Either a road freight vehicle, a railway freight wagon, a freight container, a road tank vehicle, a railway tank
wagon or a portable tank.

Placards

 Are large labels, minimum size of 250 x 250mm or 400 x 400mm (for bulk containers).

RECOMMENDATIONS ON THE SAFE TRANSPORT, HANDLING AND STORAGE OF DANGEROUS SUBSTANCES IN PORT
AREAS

 A reference published by the IMO aligned with relevant IMO Codes and the IMDG Code in particular.
 Created to harmonize the rules within the port area with the ship in order to ensure smooth operations and to
avoid misunderstanding between ship and shore.

TERMINOLOGY:

Port authority

 means any person or body of persons empowered to exercise effective control in a port area.

Regulatory authority

 means the national, regional or local authority empowered to make legal requirements in respect of a port area
and having powers to enforce the legal requirements.

Responsible person

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 a person appointed by a shoreside employer or by the master of a ship who is empowered to take all decisions
relating to a specific task, having necessary current knowledge and experience for the purpose and, where
required is suitably certificated or otherwise recognized by the regulatory authority

REQUIREMENTS COMMON TO ALL TRANSPORT CODES

Marking, Labeling and Placarding of dangerous goods as required by the IMDG Code and DGs in limited quantities

The following general procedures apply to all modes of transport:

1. Classify the goods according to criteria specified in the relevant code or confirm the classification with the
manufacturer or importer of the goods.
2. Identify the Proper Shipping Name from the general index or alphabetical list of dangerous goods in the
appropriate code.
3. Check if the goods can be transported and if special conditions apply – some goods are prohibited under all
circumstances. Others may require different packaging or the code may only allow smaller quantities. It may be
necessary to comply with more than one modal code or domestic legislation.
4. Check if different items can be placed in the same packaging, cargo transport unit (CTU), or large package
(segregation). Segregation’s requirements can be significantly different between the different transport modes.
5. Select the correct packaging based on the Packing Instruction or Class and Packing Group (when applicable) if the
code does not provide Packing Instructions.
6. Mark and label the goods in accordance with the appropriate code usually
 UN number or Proper Shipping Name,
 Class label and Subsidiary Risk label (if required),
 Packing Group (if applicable)
 plus, any additional marks required by the code such as marine pollutant, environmentally hazardous or
elevated temperature marks
7. Provide a dangerous goods declaration stating the UN number, Proper Shipping Name, Class, the Packing Group
where applicable and the number and kind of packages. Also provide flash point and Marine Pollutant if
required. If not specifically required elsewhere on the document, this information may be placed in the
‘additional information’ section.
8. Pack cargo transport units according to segregation requirements. Document container/vehicle eg manifest (list
goods) and provide a container/vehicle packing certificate.
9. Label Cargo Transport Unit with Class placards and UN number if required.

PACKAGING

 Appropriate packaging is vital in safely transporting dangerous goods. The entire UN Recommendations are
based on the philosophy that securely contained dangerous goods pose little, or acceptable risk, during
transport.
 Sea transport Maritime Rule states packaging must comply with the IMDG requirements.
 The following organizations have delegated authority for the approval, inspection and testing of all portable
tanks, tank containers and freight containers:
o American Bureau of Shipping
o Bureau Veritas
o Det Norske Veritas
o Germanischer Lloyd
o Lloyd’s Register of Shipping

MARKING AND LABELING

All codes have similar marking and labeling requirements.

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 Labeling - specifically refers to Class label(s) and Subsidiary Risk labels.

 Marking - refers to the UN number (preceded by the letters ‘UN’) and corresponding Proper Shipping Name eg
‘UN 2902 PESTICIDE, LIQUID, TOXIC, N.O.S. (contains 80% drazoxolon)’.

 Marks - these include special marks such as the orientation, marine pollutant, environmentally hazardous and
elevated temperature marks.

SEGREGATION

 The physical separation of incompatible goods helps safeguard against accidents by reducing the probability of
an adverse reaction between incompatible dangerous goods if containment is lost.
 Stowage and segregation requirements for the different types of ships:
o on deck only
o on deck or under deck
o away from
o separated from
o separated by a complete compartment or hold from
o separated longitudinally by an intervening complete compartment or hold

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 meters, 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 meters
horizontally.

Separated by a complete compartment or hold from:

 Either a vertical or a horizontal separation. If the intervening decks are not resistant to fire and liquid, then only a
longitudinal separation, i.e., by an intervening complete compartment or hold, is acceptable. For on
deck stowage, this segregation means a separation by a distance of at least 12 meters horizontally. The same
distance has to be applied if one package is stowed on deck, and the other one in an upper compartment.

Separated longitudinally by an intervening complete compartment or hold from:

 Vertical separation alone does not meet this requirement. Between a package under deck and one on deck, a
minimum distance of 24 m, including a complete compartment, must be maintained longitudinally. For on
deck stowage, this segregation means a separation by a distance of at least 24 meters longitudinally.

DOCUMENTATION

The following information requirement is common for all modes and should be included for each dangerous substance,
material or article:

 UN number (preceded by the letters ‘UN’).

 The Proper Shipping Name.

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 The goods’ Class or Division (when assigned). Substances and articles of Class 1 (explosives) should be followed
immediately by the compatibility group letter.
 The Packing Group (if assigned).
 Number and type of packages.
 Total quantity of dangerous goods covered by the description (by volume, mass, or net explosive content, as
appropriate).

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