CARGO WORK NOTES

PHASE –I ( ARI)
BULK CARRIERS
CONTAINER
DOCK LABOUR ACT
DRAFT SURVEY
GENERAL CARGO SHIPS
HATCH COVERS AND MAINTENANCE
REEFER
RO-RO SHIPS
SAFE USE OF PESTICIDES AND FUMIGATION OF
CARGO HOLDS
TIMBER DECK CARGOES
 WATCH KEEPING IN PORT
 IMDG CODE
 TANKER QUESTION
 GAS CARRIERS
 I.G.C
 CONVENTION OF COW
 THEORY QUESTION
 BULK GRAIN CARGO
 BULK CARRIER CASUALITIES
Every year since 1971, several bulk carriers lost or posted missing. Causes unknown.
Loss of ships & crew caused little comment or apparent concern. Over the years frequency of
these occurrences went unnoticed, despite the concern expressed during the 1980s.
The ships were registered under different flags,
Their crews came from numerous different countries
They were classed with different classification societies, so the scale of losses was not readily
apparent.
Statistics show that some of the year with maximum loss of bulk carriers over 20000 dwt is as
follows:

1980 – 10 1990 – 12
1981 – 12 1991 – 22
1987 - 9 1996 – 10
1989 – 9

In November 1990, Lloyd‟s register, which had the maximum number of ship on its class,
commissioned a major research project to determine the causes and remedies-
Study was limited to ships > 20,000 DWT. as statistics showed that these were the bulkers
most likely to suffer unexplained losses
LR announced tentative inferences, which were later confirmed by subsequent research.
Findings were:

1. Age > 15 years

2. Loss of side shell plating
3. Cargo carried: coal followed by iron ore
4. Iron ore loaded in alternate holds
5. Damage by discharging methods (grabs)
6. High corrosion rates & accumulation of corrosion with
age
7. Inadvertent overloading.

A further report published by IACS (international association of classification societies) added

several more item to list of conclusions about bulk carrier losses

- High rate of corrosion of vertically corrugated transverse bulkhead plating

- Fatigue cracks at boundaries of bulkheads & toes of frame brackets
- Liquefaction of cargo due to high moisture content or flooding
- Lack of awareness that seemingly minor damage to side shell structure could spread &
lead to flooding of holds
- Inaccessibility of higher, side shell for close inspection
- Extreme weather conditions.

Age of ship:
progressively weakened by corrosion & metal fatigue
Loss of side shell plating: side shell plating & associated framing had weakened due to
corrosion & stevedore‟s damage in areas between upper & lower hopper tanks.

Carriage of coal followed by iron ore:

High sulphur coal when wet produces highly corrosive sulphuric acid, causing rapid corrosion.
Iron ore loaded in alternate hatches produces highest values of stress levels

Iron ore loaded in alternate holds:

Most conventional bulk carriers are strengthened some shipmasters have loaded iron ore in all
holds.

Damage by stevedores:
damage due to heavy grabs or bulldozer

High corrosion rates:

Cargoes such as high sulphur coal, sulphur or salt can have very high corrosive action on
unprotected steel work of cargo hold.

Unintentional over loading:

Local overloading may cause cracking and buckling of structure in double bottom & deck area
hatch corner:
Local overloading can occur when a ship loads to tropical marks & carries less than full
bunkers. Particular holds are loaded with greater tonnage than what they are designed for.
Vessel is block loaded

Other causes of damage, which might lead to loss of bulkers:

 Ship badly operated by inexperienced or incompetent crew

 Twisting of ship
 Ship damaged by berthing impact
 Water pressure against unsupported side shell plating (alternate hatch loading)
 Sliding of solid bulk cargoes (cohesive strength of cargo “stickiness”):
 Angle of repose, which was used to decide about trimming of cargo; measurement
considered unsatisfactory, since it ignores cohesive strength of cargo
 Fault in construction: use of grade “a” steel (no guaranteed fracture toughness)

 Corrosion in topside tanks

 Damage to bouble bottom
 Flooding through over board discharge valves for top side tanks
 Failure of hatch covers
 Failure of hatch covers fastenings due to inadequate maintenance.
 Failure of structure in ballast compartment due to sloshing
 High loading rates not directly responsible
 Use of high tensile steel weight advantage, when compared with mild steel, but subject to
higher level of stresses. High tensile steel is thinner; each mm lost by corrosion is greater
percentage loss in strength.

Areas particularly prone to cracking:

The fore and aft transition zones: i.e. Side shell areas in the forward part of no.1 Hold and the
after part of the after most holds are particularly prone to cracking.
Ship driven too hard in adverse weather:
Slamming and pounding will damage a ship, but the bow of larger bulkers are so far off from
the bridge that the violence of slamming or pounding is not easily detected one sign which
warns of adverse conditions is when the ship slows down whilst the engine setting remains the
same.
If the ship is slowed 25% by adverse weather whilst at constant engine setting, the rpm should
be substantially reduced to avoid damage.
ACTIONS TAKEN:
 Increased frequency & extent of surveys
 Main side shell frames & their end brackets minimum inertia, depth & thickness
requirements increased are lengths of top & bottom end brackets
 Guidance on detailed design of brackets (High tensile steel brackets prohibited)
 Improved side shell frame supporting structure in hopper and topside tanks.
 Increased thick ness and detail design requirement for water tight transverse bulk heads.
 Improved transition arrangements at the fore and aft ends of cargo holds.

FOR SHIP OWNERS & SHIP STAFF:

 Particular attention to inspection of cargo hold.
 Adequate access to enable close up inspections.
 Damages repaired immediately under surveyor‟s instructions
 Provide loading information on board.
 Monitor side shell coating.

Checklist
Summary of measures for preventing casualties
 Minimize corrosion within holds by maintaining the condition of paint coatings, rinsing with
fresh water and taking extra precautions with corrosive cargoes.
 Minimize corrosion within ballast tanks by maintaining the condition of paint coatings.
 Prevent stevedores‟ damage.
 Prevent hull contact damage.
 Report damage and have it surveyed and properly repaired
 Avoid local overloading.
 Provide and use accurate accessible stability information.
 Always prepare a full loading/ de ballasting or discharging / ballasting plan.
 Keep strictly to loading / de-ballasting or discharging / ballasting plan.
 Reduce loading rates when starting an empty hold.
 Ensure that discharging and ballast changes are planned and executed with the same as
loading.
 Reject cargo with excessively high moisture content.
 Ensure that ship is not twisted whilst loading or whilst changing ballast.
 Close dump valves immediately once de-ballasting is completed.
 Trim cargo reasonably level to the boundaries of the cargo space.
 Ensure that cargoes such as steel are well secured.
 All hatch covers should be well maintained and carefully secured.
 All deck openings should be in sound condition and properly secured.
 Speed should be substantially reduced in adverse weather.
 Prolonged heavy rolling should be avoided when possible.
 Sloshing of ballast water in part – filled tanks should not be allowed to occur.
 Prevent springing by adjustment of course, speed or ballast.
 On board OBOs follow strict procedures to avoid the possibility of gas explosions.
Possible additional measures when a greater margin of
safety is required
 Stay within the at- sea stress limits whilst in port.
 Increase the number of loading passes.
 Insist that a maximum loading (such as 5000 tonnes/ hour per loader) is not exceeded.
 Avoid jump (alternate hold) loading, and load all holds.

SUMMARY OF ADDITIONAL PROPOSALS FROM THE

NAUTICAL INSTITUTE
 Land loading and discharging plans into the care of authorities.
 Give information regarding casualties and dangerous occurrences. widest distribution.
 Develop and adopt methods of electronic sensing of loads and stresses.
 Encourage the fitting of voyage data recorders.
 Make mandatory for bulkers the use of vessel reporting systems.
 Operate and maintain ships to a high standard.
 Continue to consider every aspect of the loss of bulk carriers.
 Follow good safety practices.
 Ensure that bulk carrier personnel are well trained and well informed.

Applicable rules & reg. for bulk carriers:

SOLAS 1974 chapter VI – part B
Carriage of cargoes – special provisions for bulk cargoes
SOLAS 1974 chapter XI – Reg 2 Enhanced surveys - resolution A: 744 (18)
SOLAS 1974 chapter XII – complete chapter, Additional safety measures for bulk carriers:
International Maritime Solid Bulk Cargoes Code ( IMSBC Code)
Code of practice for the safe loading and unloading of bulk carriers. (BLU code) Res. A 862
(20)
Enhanced survey requirements Res. A 744 (18), from 1 Jan 1996
Owners are encouraged to fit vessels with equipment to monitor stresses during voyage and
cargo operations
Survey report file to be maintained.
Maintenance Programme of bulk carriers to be carried out.
IACS to phase out continuous hull survey for bulk carriers and to revert to special survey.
Detailed close up look at structures including thickness measurement and condition of
protective coatings.

Code of practice for safe loading & unloading of bulk carriers (BLU code) adopted by IMO on
27 Nov 1997 vide resolution a.862.(20)
Purpose: to assist persons responsible for the safe loading or unloading of bulk carriers to
carry out their functions and to promote the safety of bulk carrires.
Code is divided into six sections:

1. definitions
2. suitability of ships and terminals
3. procedures between ship & shore prior to the ship‟s arrival
4. Procedures between the ship & terminal prior to cargo handling.
5. cargo loading and handling of ballast
6. Unloading cargo and handling of ballast.

International Maritime Solid Bulk Cargoes (IMSBC) Code

The IMSBC Code replaces the Code of Safe Practice for Solid Bulk Cargoes (BC Code). The
IMSBC Code, adopted on 4 December 2008 by resolution MSC.268(85), was applied from 1
January 2009 on a voluntary basis, anticipating its envisaged official entry into force on 1
January 2011.
The primary aim of the International Maritime Solid Bulk Cargoes (IMSBC) Code, which
replaced the Code of Safe Practice for Solid Bulk Cargoes, 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.

Timeline
The IMSBC Code was applied from 1 January 2009 on a voluntary basis, anticipating its
envisaged official entry into force on 1 January 2011, from which date it became mandatory
under the provision of the SOLAS Convention under Chapte VI (Carriage of Cargoes ) and VII
(carriage of Dangerous Goods) .

Changes
In order to keep pace with the expansion and progress of industry, in recent years, the Code
has undergone many changes, including:

 Fully updated individual schedules for solid bulk cargoes

 New individual schedules for such cargoes as spent cathodes and granulated tyre rubber
 New provisions about sulphur
 References to the most recent SOLAS amendments
 Updated information from the 2010 edition of the IMDG Code

Additional Information
This publication presents additional information that supplements the IMSBC Code, such as the
Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) and
Recommendations on the Safe Use of Pesticides in Ships applicable to the fumigation of cargo
holds.
The International Maritime Solid Bulk Cargoes Code and Supplement is recommended to
Administrations, ship owners, shippers and masters and all others concerned with the
standards to be applied in the safe stowage and shipment of solid bulk cargoes, excluding
grain.
This code has 13 Sections and 4 appendices as compared 2004 edition BC Code which was
having 12 sections and 5 appendices. Section 11 – Security provision which was the
additional section in IMSBC Code. Appendix 5 is deleted exemption for fixed firefighting
system and appenidx 4 is replaced with index.
CONTENTS
Section 1 General provisions
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 waste in bulk
Section 11 Security provisions
Section 12 Stowage factor conversion tables
Section 13 References to related information and recommendations
Appendix 1 Individual schedules of solid bulk cargoes
Appendix 2 Laboratory test procedures, associated apparatus and standards
Appendix 3 Properties of solid bulk cargoes
Appendix 4 Index

BLU CODE:
- Terminal representative

- Master responsible at all times for the safe loading & unloading of ship and details in
conformity with agreed loading & unloading plan
- Master has authority to stop loading & unloading in case of non- compliance with agreed
plan of any other situation endangering safety of the ship.
- Port authority has right to stop loading or unloading when safety of ship carrying cargo is
endangered
Appendix 1
Recommended contents of port And terminal information
book
1. It is recommended that information books prepared by terminal operators, port
authorities or both should contain the following information relating to their site –
specific requirements:
1.1 Port information books:
1. Location of the port and the terminal
2. Detail of port administration
3. Radio communication procedures and frequencies.
4. Arrival information requirements
5. Port health, immigration, quarantine and customs regulations and
procedures.
6. Relevant charts and nautical publications
7. Pilot age requirements
8 towage and tug assistance
9. Berthing and anchorage facilities
10. Port emergency procedures
11. Significant weather features
12. Availability of fresh water, provisions, bunkers and lubricants
13. The maximum size of ship the port can accept
14. Maximum permissible draught and minimum depth of water in navigation
channels.
15. Water density at the port
16. Maximum permissible air draught
17. Requirements for ship‟s draught and trim for navigation in the waterways
18. Tidal and current information, as it affects ship movements
19. Restrictions or conditions on the discharge of ballast water
20. Statutory requirements regarding loading and cargo declaration
21. Information on waste reception facilities in the port

1.2 Terminal information books:

.1 details of terminal contact personnel
.2 technical data on the berths and loading or unloading equipment
.3 depth of water at the berth
.4 water density at the berth
.5 The minimum and maximum size of ship which the terminal facilities are designed to
accept including the minimum clearance between deck obstructions.
.6 mooring arrangements and attendance of mooring lines
.7 loading or unloading rates and equipment clearances
.8 loading or unloading procedures and communications
.9 cargo weight determinations by weight meter and draught survey
.10 conditions for acceptance of combination carriers
.11 accesses to and from ships and berths or jetties
.12 terminal emergency procedures
.13 damage and indemnity arrangements
.14 landing location of accommodation ladder
.15 information on waste reception facilities at the terminal

1.3 Extreme cold weather information.

Port and terminals situated in regions subject to extreme cold weather should advise masters
where to obtain information on operation of ships under such conditions.

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.
 Ship / shore safety checklist
for loading or unloading dry bulk cargo carriers
Date ……………………………………….

Port ………………………………………... terminal / quay ………………………

Available depth of water in berth…………….minimum air draught* ……………….

Ship‟s name …………………………………
Arrival draught (read/ calculated) ………….. Air draught ……………………………
Calculated departure draught………………… Air draught ……………………………

The master and terminal manager, or their representatives, should complete the checklist
jointly. Advice on points to be considered is given in the accompanying guidelines. The
safety of operations requires that all questions should b answered affirmatively and the
boxes ticked. if this is not possible, the reason should be given, and agreement reached
upon precautions to be taken between ship and terminal. If a question is considered to be
not applicable write “n/a” explaining why if appropriate.

Ship terminal
1. Is the depth of water at the berth, and
the air draught adequate for the cargo
operations to be completed?

2. Are mooring arrangements adequate

for all local effects of tide, current,
weather, traffic and craft alongside?

3. in emergency, is the ship able to leave the

berth at any tirne.

4. Is there safe access between the ship

and the wharf? Tried by ship terminal ………………..
(cross out as appropriate)

* the term air draught should be construed carefully the ship is in a river or an exuary , it
usually refers to maximum mast height for passing under bridges, while on the berth it
usually refer to the height available or required order the loader on unload.

Ship terminal
5. Is the agreed ship / terminal
Communications system operative?
Communication method …………….
Language ……………………………
Radio channels / phone numbers……
6. Are the liaison contact persons during
operations positively identified?
Ship contact person………………….
Shore contact person(s) …………….
Location…………………………….
7. Are adequate crew on board, and
adequate staff in the terminal for
emergency?
8. Have any bunkering operations been
advised and agreed?
9. Have nay intended repairs to wharf or
ship whilst alongside been advised and
agreed?
10. Has a procedure for reporting and
recording damage from cargo
agreed?
11. Has the ship been provided with copies
of port and terminal regulations;
including safety and pollution
requirement and details of emergency
services?
12. Has the shipper provided the master
with the properties of the cargo in
accordance with the requirements of
chapter VI of SOLAS?
13. Is the atmosphere café in holds and
Enclosed spaces to which access may be
required, have fumigated cargoes been
Identified and has the need for
monitoring of atmosphere been agreed
by ship and trended
14. Have the cargo capacity and
any limit of travel for each loader/
unloaded been passed to the ship/
terminal?
loader …………………………
Loader …………………………
Loader…………………………
15. Has a cargo loading or unloading plan
been calculated for all stages of loading/
deballasting or unloading/ ballasting?
copy lodged with …………………..
16. have the holds to be working been
clearly identified in the loading or
unloading plan. showing the sequence
of work, and the grade and tonnage of
cargo to be transferred each time the
hold is worked?
17. has the need for trimming of cargo in
the holds been discussed and have the
 method and extent been agreed?
18. do both ship and terminal understand
and accept that if the ballast programme
becomes out of step with the cargo
operation, it will be necessary to
suspend cargo operation until the
ballast operation has caught up?
19. have the interned procedure for
removing cargo residues lodged in the
hold while unloading, been explain
to the ship and accepted.
20. have the procedure to adjust the final
trim of the loading ship been decided
and agreed?
tonnage held by the terminal
Conveyor system ……………….
21. has the terminal been advised of the
time required for the ship to prepare for
sea on completion of cargo work?

THE ABOVE HAS BEEN AGREED:

Time ………………………………. Date …………………

For ship ………………………… Position / title …………..
For terminal ….…………………
Rank ………………………………

SOLAS 1974 chapter XII

“Additional Safety Measurs for Bulk Carriers”
A revised chapter is applicable for safety of bulk carriers
Code of safe practice for solid bulk cargoes (BC code)
2004 Edition
Primary aim of code: – To promote safe stowage & shipment of bulk cargoes by:
1. highlighting the dangers associated with the shipment of certain types of bulk cargoes
2. Giving guidance on the procedures to be adopted when shipment of bulk cargoes is
contemplated.
3. Listing typical materials currently shipped in bulk together with advice on their properties
and handling.
4. Describing test procedures to be employed to determine various characteristics of the bulk
cargo materials.

HAZARDS ASSOCIATED WITH THE SHIPMENT OF MATERIALS:

1. structural damage due to improper distribution of cargo

2. loss or reduction of stability during a voyage resulting from:

A shift of cargo in heavy weather due to cargo having been inadequately trimmed or
improperly distributed
Cargoes liquefying under the stimulus of vibration and motion of a ship in a seaway & then
sliding reflowing to one side of cargo hold

3. Chemical reactions, e.g. emission of toxic or explosive gases, Spontaneous combustion

or severe corrosive effects.

Contents of this code are:

Section 1: definitions
Section 2: general precautions
Section 3: safety of personnel and ship
Section 4: assessment of acceptability of consignments for safe shipment
Section 5: trimming procedures
Section 6: methods of determining the angle of repose
Section 7: cargoes, which may liquefy
Section 8: cargoes which may liquefy: test procedures
Section 9: materials possessing chemical hazards
Section 10: transport of solid wastes in bulk
Section 11: stowage factor cans version tables

APPENDIX A: list of bulk materials which may liquefy

APPENDIX B: list of bulk material possessing chemical hazards

APPENDIX C: list of bulk materials which are neither liable to liquefy nor to possess
chemical hazards

APPENDIX D: laboratory test procedures, associated apparatus and standards

APPENDIX E: emergency schedule (EmS) for materials listed in appendix b

APPENDIX F: recommendations for entering enclosed spaces aboard ships

APPENDIX G: procedures for gas monitoring of coal cargoes

Detrimental effects on strength of the vital constructional parts of

a standard bulk carrier
The longitudinally continuous upper deck of a bulk carrier suffers hull girder stress

the longitudinal bending causes an axial force on the upper deck that may cause cracking of
the deck plate at the locations where the stress is concentrated bulk carriers have cargo
hatchways for the convenience of cargo handling facilities

these hatchways reduce the ship‟s torsional strength and invite concentrated stress at the
hatchway corners which may be evident by cracking of the deck plates in these areas

states in this regard upper deck plating at hatchway corners is one of the focal points for
cracking

cross – deck strips come under stress by transverse bending

the transverse bulkheads provide transverse strength to a bulk carrier and the cross- deck
strips provide the strength to withstand the resultant axial forces in a transverse direction

there are various types of cracking in the upper deck

those propagating from the cargo hatchways are generally considered serious to the ship‟s
safety

various metal fittings are welded to the upper deck plating and these installations may cause
stress concentrations at the welded joints or have defects in the welds

deck plating in the vicinity of manholes, hatch side coaming end brackets, bulwark stays
crane post foundations and deck houses, etc. are to be carefully watched for cracking

hatch coamings are subjected to hull girder stress

although they are not critical longitudinal strength members, they should be watched carefully
to ensure that these cracks do not spread
 the area around the corners of a main cargo hatch can be subjected to high cyclical stress
due to the combined effect of hull girder bending moments, transverse and torsional loading

Discontinuous cargo hatch side coamings can be subjected to significant longitudinal bending
stress. this introduces additional stresses at the mid-length of hatches and stress
concentrations at the termination of the side coaming extensions

hatch cover operations, in combination with poor maintenance, can result in damage to cleats
and gasket, leading to the loss of weather tight integrity of the hold space

damage to hatch covers can also be sustained by mishandling and overloading of deck
cargoes

the marine environment, the humid atmosphere due to the water vapour from the cargo in
cargo hold and the high temperature on deck and hatch cover plating due to heating from the
sun may result in accelerated corrosion of plating and stiffeners making the structure more
vulnerable to the exposures described above

when carrying out visual inspection, special attention should be paid to areas where pipes,
e.g. fire main pipes, hydraulic pipes and pipes for compressed air, are fitted close to the
plating, making proper maintenance of the protective coating difficult to carry out

Cracking may be initiated at defects in welded joints and metal fittings to the coamings that
will invite stress concentration. such cracking is considered serious to the ship‟s safety
because it may be the initiation of a fracture on a large scale

on typical bulk carriers, the topside and bilge hopper tanks compose a double hull
surrounding the cargo space, which together with the double bottom provides hull strength
and rigidity

if corrosion and waste become excessive, failure of hold frames invites additional loads to the
adjacent ones, which may lead to failure throughout the side shell structure

explains that the transverse bulkheads may also be susceptible to accelerated corrosion,
particularly at the mid height and at the bottom

particular care should be exercised when inspecting hold frames

state that the transverse bulkheads, in that these members may appear in deceptively good
condition

the tank top and side shell plating generally corrodes from the steel surface facing the cargo
hold, and corrosion from inside the double bottom is usually less than that from the cargo
hold side

Cargo hold frames should also be carefully inspected for mechanical damage, corrosion and
waste, because many cargoes will damage hold frames through direct contact. this damage
will invite corrosion from seawater brought on board in loading operations
 the most important aspects of cargo hold inspections are the condition of side shell structures
and their reinforcements

special attention should be paid to the condition of hold frames and their connection to the
shell plating

outlines and describes the common damage/ defects that may occur on watertight
transverse bulkheads situated at the ends of dry cargo holds of a bulk carrier

cracks may often be found at or near the connection of the stool of the transverse bulkhead
and the tank top in bulk carriers having combination cargo/ ballast holds

Wastage/ corrosion may affect the integrity of steel hatch cover and the associated moving
parts. e.g. cleats, pot-lifts, roller wheel, etc.

deformation/ twisting of exposed structure above deck, such as side- coaming brackets and
bulwarks, may result from impact due to improper handling of cargo and cargo handling
machinery

Such damages may also be caused by shipping of green sea water on deck in heavy weather.

The damages caused by cargoes in cargo holds, especially to tank top plating and side:

 At loading and unloading ports for coal or iron ore, large grab buckets, high- capacity cargo
loaders, bulldozers and pneumatic hammers may be employed for cargo handling operations.
large grab buckets may cause considerable damage to tank top plating when being dropped
to grab cargo

 Use of bulldozers and pneumatic hammers may also be harmful of cargo hold structures
and may result in damage to tank tops, bilge hoppers, hold frames and end brackets

Side stringer and /or side shells in way of No. 1 cargo hold along the collision bulkhead are
often found cracked. This king of damage is considered to be caused by insufficient continuity
between forepeak construction and cargo hold structure.

On large bulk carriers such as capsize and panama bulkers, bilge hopper plating around the
knuckle line may be cracked along the bilge hopper transverse webs.

Though the water ballast tanks of newer bulk carriers are well protected against corrosion, the
upper portion is susceptible to corrosion because the protective coating will easily deteriorate
due to heat from the upper deck and the cyclic wet/dry effect of seawater.

Cracks may be found at the intersections of longitudinal and transverse members.

Cracks may be found in the side, bottom and / or tank top longitudinal at intersections with
solid floors or bilge hopper transverses.

Cracks also may be found in the floors or transverses occurring at the corners of the slots cut
for longitudinal.
 Longitudinal may be cracked at the ends of additional (partial) side girders provided in the
double bottom below cargo hold bulkheads or at the side walls of bilge wells for cargo holds,
due to additional stress concentration caused by the structural discontinuity at those
connections.

Cracks may be observed in transverse webs in bilge hoppers initiating from the slot openings
for longitudinal and at the knuckled corners of the lower ends of the hoppers.

Corrosion accelerated by heat has been observed in double – bottom water ballast tanks
adjacent to fuel oil tanks.

In recent years, the grade of bunker oil being used requires the temperature in the tank to be
800 C or more and such a temperature can accelerate corrosion of the steel in the tanks,
particularly in the vicinity of the boundaries of the fuel oil tanks.

Bottom plates are often eroded under the suction bell mouths in tank.

Sounding pipe has a pad plate at its bottom end for protection of the tank bottom against the
strike of the sounding scale‟s lead and extent of diminution of the protection plate should be
examined during inspections.

Connection trunks provided between topside and bilge hopper spaces are to be carefully
watched for signs of corrosion and waste of the steelwork inside.

On some bulk carriers, bilge hopper tanks and topside tanks form one integral tank connected
with trunk spaces.

The inside surface of a connection trunk in liable to corrosion and should be examined
carefully.

METHODS TO AVOID THE DETRIMENTAL EFFECTS ON BULK CARRIERS

OF CORROSION, FATIGUE AND INADEQUATE CARGO HANDLING
Deterioration of structure through corrosion, fatigue and damage is indetified as a principal
factor in the loss of many bulk carriers
Failing to identify such deterioration may lead to sudden and unexpected failure. It is critical to
inspect the cargo holds, ballast tanks and vital constructional parts of the bulk carriers, after
every operation to ensure rapid action can be taken if the inspection reveals any cracks,
fracture or other damages.
- Internal degradation through corrosion may be accelerated through chemical action from
certain cargoes
- Certain cargoes, including coal, phosphates and sulphur, transported by bulk carriers can
rapidly corrode the hold side frames and promote fractures
- Scouring effect of abrasive cargoes may cause hold coatings to deteriorate rapidly
- Corrosive effects of some cargoes like coal which produces acidic conditions, accelerates
the rate of deterioration of internal structures in cargo holds and welds in particular
- Since bulk carriers tend to have low freeboard the uppermost continuous deck and other
fittings including hatch covers are prone to exposure to green seas, which may again cause
accelerated corrosion, and some cases even structural damages which may again lead to
catastrophic result, if not detected early and appropriate action taken
- Since improper cleaning during hold cleaning leads to accelerated corrosion all crew
should be well trained for hold cleaning, and proper checks to be made after the holds have
been cleaned, to ensure no remnants of previous cargo is left behind
- In ballast holds, sloshing forces due to partially filed spaces during ballast exchange at sea
may result in damage to the structure and this damage may go unnoticed if it is in
inaccessible positions; this has to be borne in mind while carrying out inspections
- Coatings are the first barriers to protect metal surfaces against corrosion
- Ballast exchange, especially for cargo hold, can also cause accelerated corrosion, if the
hold has any exposes, unprotected steel surface
- Intact coatings prevent corrosion of the steel surface, however a local absence of coating
(due to coating depletion, deterioration, damage, etc.) can result in corrosion rates similar
or greater than those of unprotected steel
- Periodic inspections at appropriate intervals and repair of coating as required are effective
in minimizing corrosion damage
- To ensure that such exposures are not neglected, all officers should be well trained in
identifying and reporting to the chief officer or the master
- Care should be taken to tend any unprotected surfaces in cargo holds caused due to any
reasons, after carefully examining the structure for any signs of fatigue or fracture.
- Hold cleaning, ballasting at sea and ballast exchange carried out to sea are vulnerable
aspects of a bulk carrier operation, and thus to avoid any kind of undue stress, proper,
careful procedures, specified in loading manual, ballast water management plan, among
others should be followed
- bulkheads, trunks and ballast tank boundaries in single side skin bulk carriers can present
“hard spots” that concentrate forces where the change in construction occurs (e.g.
longitudinal to transverse framing) that may lead to undetected fractures, hence careful
examination at periodic intervals is necessary
- damage to bow plating is possible through impacts associated with swinging or loosely
stowed anchors and may cause an initiating fracture or fatigue in bow shell plating that
could lead to failure and subsequent flooding
- internal integrity of forward spaces (that are usually used for ballast and / or stores) is
therefore of vital importance
- to prevents this from happening, the anchor must be fully hauled-in, stowed and retained in
position by the lashing arrangement provided, ensuring there is three-point contact of
anchor with ship side at all given times
- metal fatigue is the progressive failure of metal under cyclic loading and as the name
“fatigue” implies, it is a mode of degradation in which the steel is worked until it simply gets
tired
- bulk carriers are susceptible to many modes of cyclic forces that combine with other forces
acting upon the vessel‟s structure and over time these cyclic stresses can seriously
weaken the vessel‟s structural capacity
- fatigue failure may result due to loss of cross-sectional area in the plating joints
- areas that are prone to fatigue cracks in the cargo holds, which have to be carefully
examined during routine, periodic, scheduled inspections, are:
 corrugated bulkhead
 shedder plate
 inner bottom longitudinal (tank top)
 side frames
 side longitudinal
 hopper tank
 lower stool
 toes of the hatch coaming termination brackets
- carriage of high density cargoes can cause buckling, structural deformities over a period of
years, which can resuld in acceleration of corrosion and fatigue
- many terminals have the practice of dislodging cargo from side shell, frames, hoppers
using mechanical grabs, bulldozers, hydraulic hammers, and other machineries
- these machineries produce local damage and loading that can weaken the ship‟s structure
- precaution must be taken to ensure the terminals are instructed not to use any machinery
which may cause damage, clearly, during the formal filling and agreeing as per the
ship/shore checklist, contained in the BLU Code, and duty officers to be instructed to stop
any such activities that may endanger the ship‟s structure, also bringing it to the notice of
master
- buckling of plating caused due to high density cargoes, found generally on cargo hold tank
tops, can lead to fractures or accelerated corrosion, if not inspected thoroughly
- Damage to side shell caused externally through contact with dockside or tugs and internally
from impact by cargo dislodging equipment during discharge can result in initiating
fractures and/or fatigue of the structure
- Careful examination is of prime importance after any such incidents, to assess the extent of
damage and action required.
Example of an Enclosed Space Entry Permit
This permit relates to entry into any enclosed space and should be completed by the master or
responsible and by the person entering the space or authorized team leader.

General
Location / name of enclosed space …………………………………………………

Reason for entry …………………………………………………………………..

This permit is valid from: …………….hrs Date ……………..

To: ……………… hrs Date ……………….
(See note 1)

Section 1- Pre- entry Preparation

(To be checked by the master or nominated responsible person) Yes NO

 Has the space been thoroughly ventilated?

 Has the space been segregated by blanking off or isolating all
Connecting pipelines or valves and electrical power / equipment?
 Has the space been cleaned where necessary?
 Has the space been tested and found safe for? (See note 2)
 Pre- entry atmosphere test readings:

- Oxygen …………………% vol (21%)

- Hydrocarbon ……………% LFL (less than 1%) By: …………..
- toxic gases ……………..PPM (specific gas and PEL) Time: ……….
(See note 3)
 Have arrangement been made for frequent atmosphere checks
To be made while the space is occupied after word breaks?
 Have arrangement been made for the space to be continuously ventilated
throughout the period of occupation and during work breaks?
 Are access and illumination adequate?
 Is rescue and resuscitation equipment available for immediate
Use by the entrance to the space?
 Has a responsible person been designated to be in constant
attendance at the entrance to the space?
 Has the officer of the watch (bridge, engine –room, cargo
control room) been advised of the planned entry?
 Has a system of communication between all parties been
tested and emergency signals agreed?
 Are emergency and evacuation procedures established and
understood by all personnel involved with the enclosed space entry?
 Is all equipment used in good working condition and inspected
prior to entry?
 Are personnel properly clothed and equipped
 Section 2 – Pre- entry checks
(To be checked by the person entering the space or authorized
Team leader) Yes No
 I have received instructions or permission from the master or
Nominated responsible person to enter the enclosed space
 Section 1 of this permit has been satisfactorily completed by
The master or nominated responsible person
 I have agreed and understand interval of …………….minutes
 Emergency and evacuation procedures have been agreed
and are understood
 I am aware that the space must be vacated immediately in
the event of ventilation failure or if atmosphere test show
a change from agreed safe criteria.

Section 3 – Breathing apparatus and other equipment

(To be checked jointly by the master or nominated responsible person
And the person who is to enter the space) Yes No
 Those entering the space are familiar with the breathing
Apparatus to be used
 The breathing apparatus has been tested as follows:

- Gauge and capacity of air supply ………………

- Low pressure audible alarm ………………
- Fake mask – under positive pressure and not leaking .……………...
 The means of communication has been tested and emergency
Signal agreed
 All personnel entering the space have been provided with
Rescue harnesses and, where practicable, lifelines

Signed upon completion of sections 1, 2 and 3 by :

master or nominated responsible person ……………date ………… time ……

responsible person supervising entry ……………….date …………time ……

Person entering the space or

authorized team leader …………………………… date ………….time……..
 Section 4- Personnel entry

(To be completed by the responsible person supervising entry)

Names Time in Time out
……………………………………………………. …………. ………….

……………………………………………………. …………. ………….

……………………………………………………. …………. ………….

……………………………………………………. …………. ………….

Section 5 - Completion of job

(To be completed by the responsible person supervising entry )

 Job completed Date ……….. Time …….

 Space secured against entry Date ……… Time …….

 The officer of the watch has been

Duly informed Date …….. Time………

Signed upon completion „o‟ section 4 and by:

Responsible person supervising entry…………. date……… time……….

THIS PERMIT IS RENDERED INVAILD SHOULD VENTILATION OF THE

SPACE STOP OR IF ANY ON THE CONDITIONS NOTED IN THE CHECKLIST
CHANGE.

Note:
1. The permit should contain a clear indication as to its maximum period of validity
2. In order to obtain a representative cross- section of the space‟s atmosphere,
samples should be taken from several levels and through as many openings as
possible. Ventilation should be stopped for about 10 minutes before the pre-entry
atmosphere test are taken.
3. Tests for specific toxic contaminants such as benzene or hydrogen Sulphide should be
undertaken depending on the nature of the pervious contents of the space.
 HAZARDS OF COAL CARGOES

1) Coals may emit methane, highly flammable gas. Methane is lighter than air. No naked
lights, sparks.
2) Some coals may be liable to self-heating that could lead to spontaneous combustion in
the cargo space. Flammable and toxic gases, including carbon monoxide, may be
produced. CO is an odorless gas Flammable , slightly lighter than air. It is toxic by
inhalation,
3) Some coals may be liable to react with water and produce acids (H2SO4) which may
cause corrosion.
Flammable and toxic gases, including hydrogen, may be produced.

SURFACE VENTILATION ONLY

LOADING & TRANSIT PRECAUTIONS

1. All cargo spaces and bilge wells should be clean and dry.
2. All electrical cables and components located in cargo spaces and adjacent spaces should
be free from defects. Such cables and electrical components should be safe for use in an
explosive atmosphere or positively isolated.
3. The ship should be suitably fitted and carry on board appropriate instruments for
measuring the following without requiring entry in the cargo space:
3.1 Concentration of methane/oxygen/ co 2 in the atmosphere.
3.2 The pH value of cargo hold bilge samples.
4) Measuring the temperature of the cargo , daily.
5) The ship should carry on board the SCBA.
6) Smoking and the use of naked flames should not be permitted in the cargo areas or
adjacent spaces
7) Coal cargo is not stowed adjacent to hot areas.
8) Surface of the material has been trimmed , to avoid the formation of gas pockets and to
prevent air from permeating the body of the coal.
9) The atmosphere in the space above the cargo in each cargo hold should be regularly
monitored for the presence of methane, oxygen and carbon monoxide.
10) All holds should be surface ventilated for the first 24 hours after departure from the
loading port.
11) The hatches should be closed immediately after completion of loading into each cargo
hold.
12) Regular hold bilge testing should be systematically carried out. If the pH monitoring
indicates that a corrosion risk exists, ensure that all bilges are kept dry during the voyage
in order to avoid possible accumulation of acids on tank tops and in the bilge system.

COAL FIRE IN HOLD

• IF HOLD TEMPERATURE GOING HIGH (>52⁰ C) , Fire suspected.

• Start boundary cooling.
• Do not open the hatch cover.
• Proceed to nearest port of refuge for assistance.

FERTILIZERS

• Ammonium nitrate itself does not burn, but is an oxidizing substance and can
support combustion.
• Combustible material must be not present to prevent fire.
• If AN-based fertilizer is involved in a fire, or if it is heated to a certain extent, the AN will
decompose and provide oxygen, thus increasing the fire hazard. The decomposition
hazard can increase if the product, is contaminated with combustible materials such as
coal, grain, sawdust or oil spills.
• In a fire incident the fertilizer will decompose with the release of toxic gases such as
NOx, ammonia, hydrogen chloride and nitric acid vapours.
DECOMPOSITION
AN-based fertilizers can chemically break down under the influence of heat and this is known
as decomposition.
There are certain compositions of compound fertilizers
(NPK/NP/NK) / Nitrate(N)/Potash(P)/Phosphorous(K) which are capable of undergoing self-
sustaining decomposition, i.e. once a hot source (e.g. a hot electric light bulb or hot welding
material) has initiated the decomposition, the reaction in the fertilizer is sufficiently thermally
energetic to continue on its own without further heat input from any outside source.

Such fertilizers are described as Self-Sustaining Decomposition (SSD) type or „cigar-burners‟.

Because of their relatively higher potential hazard they are classified as dangerous goods for
sea transport. They are placed in IMDG ,
Class 9 (UN 2071).
Class 5.1 (UN 2067) ,oxidizing substances

Explosion/Detonation

AN and AN-based fertilizers are capable of detonating under certain conditions, requiring a
strong source of initiation. This resistance, however, can be adversely affected by a number of
factors, such as:
❚ Substantially smaller particle size,
❚ Higher porosity (hence a lower bulk density),
❚ High levels (above safe limits) of combustible, organic and other sensitising materials.
Heating under severe confinement can also give rise to a potential explosion hazard.

Safety principles
1) Avoid the storage of combustible substances near fertilizers;
2) Avoid the storage of incompatible substances near fertilizers;
3) Avoid cross contamination with the remains of previous cargoes;
4) Avoid cross contamination of the next cargo with fertilizer;
5) Avoid sources of heat likely to affect the fertilizer;
6) Avoid the application of heat (e.g. welding) to any section which may have trapped/confined
fertilizer.
SHIPPERS DECLARATIONS

• As per IMSBC / IMDG

• EMS/ MFAG
• STOW FACTOR
• ANGLE OF REPOSE
• IMSBC / GROUP B : Possesses chemical hazard & could give rise to dangerous
situation on ship.
• Precautions for loading/ transit/ discharge.
 CONTAINER SHIPS

Following are the most common types in use:

 General purpose containers

 Open Sided containers
 Ventilated Containers
 Dry bulk containers
 Thermal containers
 Open-top containers
 Half-Height containers
 Platform containers
 Flat racks
 Coil Containers
 Tank containers

PARTS OF CONTAINER
High Cube Containers
The expression High-Cube Container originally covered all containers higher than 8'6". The
expression is now used in practice almost only ever for containers which have an external
height of 9'6".
The yellow and black marking on the top edges of the high-cube container serves as a
warning about its height.

Open-Top Containers are suitable for all types of general cargo but especially for heavy,
over height cargo. Since their roofs can be opened, they may also be packed from above.
Timber and scrap metal are sometimes shipped this way. They have doors at least at the
rear and their roofs are operable or removable.

The roof covering consists either of a tarpaulin or a solid, fully removable hard-top.
Containers with the latter type of roof covering are known as Hard-Top Open-Top
Containers.
Tank Containers are provided for carrying liquids and gases. The characteristics of the
substances to be carried determine the material of which the tank is made, while the pressure
under which the cargo has to be transported influences its construction.

Half-Height Containers are lower than standard containers. The size codes distinguish between
those 1295 mm (4'3") high and those of a height less than or equal to 1219 mm (4'). The
containers are specially designed for goods with low stowage factors and for high-density
cargoes, such as heavy barrels, metal sheet etc.
Insulated containers

Externally generated cooling or heating air may be supplied via on-shore or on-board
central refrigeration systems. Containers supplied by this system also have two openings in
the end wall for the supply and removal of cargo space air subject to artificial temperature
control.

Thermal container/insulated container with externally fitted supply device

Ventilated containers
Platforms and Flat racks are also known as open containers. Although such containers may
have special equipment, such as stanchions, fold-down end walls, lashing equipment etc.,
they are often described in specialist literature as containers without additional
equipment.

Platform: 20' long, 8' wide and 1'1¼" high

 20' flat rack with fixed end walls

Flat racks, also known as Flats, consist of container floor and end walls. Flat racks with
folding or collapsible end walls or end frames are commonly known as Collapsible Flats or
Collapsible Flat racks.

Dry Bulk Containers or Bulk Containers may be used to transport loose, free-flowing
goods.

Loading hatches in bulk containers

Ventilated containers

Ventilated Containers, hardly differ from standard containers in external appearance. They
are used for the most part to transport organic cargoes with high moisture contents, such
as coffee and cocoa beans.

General purpose containers with non-mechanical ventilation

General purpose containers with mechanical ventilation installed in the container

 Container with end wall doors and partial openings at the side

Open-sided containers (OS) have solid end walls and a solid roof panel. The sides may be
closed at the bottom by folding down wooden, aluminum profile or steel sheet side walls,
which may be divided into sections. The container is packed from the side and allows
unrestricted loading / discharging.

Coil container with folding end walls

Coil Containers are built like Flats or Flat racks, i.e. they consist of a container floor and flat
or frame-like end walls. The container floor has cargo troughs for accommodating
coils/rolls of steel sheet.
Locking Arrangements, seals
The Plate shall contain the following information in at least the English or French language:

• "CSC SAFETY APPROVAL“

• Country of approval and approval reference

• Date (month and year) of manufacture

• Manufacturer's identification number of the container or, in the case of existing

containers for which that number is unknown, the number allotted by the
Administration

• Maximum operating gross weight (kilograms and lbs)

• Tare weight

• Allowable stacking weight for 1.8 g (kilograms and lbs)

• Transverse racking test load value

• End wall strength

• Side wall strength

• Timber Treatment if any

Size and type codes

• The following photo shows a variant of horizontal marking which additionally includes
country, size and type codes (in accordance with the 1985 version of DIN ISO 6346, use
of which is still permitted):
Container size type codes
 Bay numbering system

Row numbers of the aft bay of a ship

 Tier numbering

STACK WEIGHT:

Allowable stacking weight for 1.8 g (kilograms and lbs) According to ISO standards, fully
loaded containers must be stackable 6 high. The container given by way of example may be
stacked 8 high (192,000 kg ÷ 24,000 kg = 8).

These days, higher permissible loading capacities are practically the rule. On many
containers, this is not only pointed out on the CSC plate but is also highlighted by the
provision of special plates.
ANTI HEELING TANKS
These tanks are also called side tanks to provide double side skin to the cargo holds and
used for taking ballast mainly. It serves following purposes:

1. To add bottom weight so as to keep GM within limits.

2. They are used for reducing torsional stresses.

3. One side thank on each side generally in mid ship location are also used for correcting
the list quickly during fast loading/ unloading operation.

These tanks are kept half filled by ballast initially and if list develops the ballast is
transferred from low side to high side. Sometime automatic system is fitted between these
tanks to correct list automatically.

Torsional Stresses on container ships

When a body is subjected to a twisting moment which is commonly referred as torque, the
body is said to be in torsion. A ship heading obliquely to a wave will be subjected to
righting moments of opposite direction at its ends twisting the hull and putting it in
Torsion. In most ships these torsional moments and stresses are negligible but in ships with
extremely wide and long openings they are significant. A particular example is the larger
container ship where at the topside a heavy torsion box girder structure including the
upper deck is provided to withstand the torsional stresses.
For most ships, normal cargo operations do not include torsional stresses but in container
ships it is possible that an excess of weight to one side at one bay is balanced by an excess
to the other side at another bay, thus setting up a torsional stress.

Water ballast is added or the anti- heeling tanks are adjusted to reduce the listing moment
to zero and at the same time to reduce the excessive torsional moment.

Container Securing Equipment

Cell guides in a container ship

Virtually all container ships are provided with cell guides with vertical guide rails as
securing means for hold cargoes. The greatest stress the containers are exposed to stems
from stack pressure. Since the containers are not connected together vertically, lateral
stress is transmitted by each individual container to the cell guides.

Securing in vessel holds by conventional securing and stacked stowage

On older, conventional general cargo vessels and multipurpose freighters, stacked stowage
methods are used in the hold, combined with various securing methods:

Fastening containers together

Examples of block stowage method with Transversal Elements
 Block stowage securing on deck

Loading and carriage of reefer containers

Reefer containers carry generally perishable cargoes which require utmost care. Therefore
following points shall be kept in mine just before loading:

• Cargo shall be in precooled condition before it is loaded on board.

• Container shall not be in damaged condition.

• It shall be stowed in an easily accessible position.

• Its position shall be close to the socket.

• Machinery of reefer container shall face aft.

• Shipper shall provide all possible info. Reg. the container.

• Temperatures to be logged down twice a day in temperature log sheet.

• One copy of temperature log to be handed over to the consignee at the port of
discharge.

• Once the reefer container has been discharged a receipt shall be obtained from the
consignee.
 DOCK WORKER’S (SAFET, HEALTH AND WELFARE) RULES 1990

PART I GENERAL

1 SHORT TITLE, APPLICATION AND COMMENCEMENT.-

(i) These regulations may be called the Dock Workers (Safety, Health and Welfare) Regulations, 1990.

(ii) They shall apply to all major ports in India as defined in the Major Ports Act, 1963 (38 of 1963).

(iii) They shall come into force after the expiry of 30 days of their publication in the Official Gazette.

2. DEFINITIONS.-

In these regulations unless the context otherwise requires.-

"ACT"

Means the Dock Workers (Safety, Health and Welfare) Act, 1986 (54 of 1986)

"ACCESS" includes egress;

“AUTHORISED PERSON"

means a person authorised by the employer, the master of the ship or a responsible person to
undertake a specific task or tasks and possessing necessary technical knowledge and experience for
undertaking the task or tasks;

"COMPETENT PERSON”

(i) Means a person belonging to a testing establishment in India who is approved by the Chief
Inspector for the purpose of testing, examination or annealing and certification of lifting appliances,
loose gears or wire ropes;

(ii) any other person who is recognised under the relevant regulations in force in other countries as
competent for issuing certificates for any of the purposes mentioned in sub-clause (1) for the
implementation of the Protection against Accidents (Dockers) Convention (Revised), 1932 (No. 32)
and the Convention concerning Occupational Safety and Health in Dock Work (No. 152), 1979,
adopted by International Labour Conference;

"INSPECTOR"

Means person appointed by the Central Government under Sec3 of the Act and includes the
Inspector as a person appointed by the Central Government under Sec. 3 of the act and includes the
Chief Inspector;

"LIFTING APPLIANCE"
means all stationary or mobile cargo handling appliances including their permanent attachments,
such as cranes, derricks shore based power operated ramps used on shore or on board ship for
suspending, raising or lowering, cargo or moving them from one position to another while suspended
or supported, in connection with the dock work and includes lifting machinery.

"LOOSE GEAR"

means hook, shackle, swivel, chain, sling, lifting beam, container spreader, tray and any other such
gear, by means of which the load can be attached to a lifting appliance and includes lifting device;

"RESPONSIBLE PERSON"

means a person appointed by the employer, the master of the ship, the owner of the gear or port
authorities, as the case may be, to be responsible for the performance of a specific duty or duties and
who has sufficient knowledge and experience and the requisite authority for the proper performance
of the duty or duties;

"SAFE WORKING LOAD"

in relation to an article of loose gear or lifting appliance means the load which is the maximum load
that may be imposed with safety in the normal working conditions and as assessed and certified by
the competent person;

"SCHEDULE"

means a schedule appended to these regulations;

"SHIP"

Means any kind of ship, vessel barge, lighter or hover-craft excluding ships of war and country craft;

"TESTING ESTABLISHMENT"

means an establishment with testing and examination facilities, as approved by the Chief Inspector
for carrying out testing, examination, annealing or certification, etc. of lifting appliance or loose gear
or wire rope as required under the regulations;

Register of periodical test and examination (CHAIN REGISTER).-

(1) A register in Form II shall be maintained and particulars of test and examination of lifting
appliances and loose gears and heat treatment, as required by regulations 41, 47 and 49 shall be
entered in it,

(2) Certificates shall be obtained from competent person and attached to the register in Form II, in
respect of the following, in the forms shown against each:

(a) Initial and periodical test and examination under regulations 41 and 47, for-
 i. Winches, derricks and their accessory gear in Form III.
ii. cranes or hoists and their accessory gear in Form IV;

(b) Test, examination and re-examination of loose gears under regulation 47 in Form V;

(c) Test and examination of wire ropes under regulation 48 in Form VI;

(d) Heat treatment and examination of loose gears under sub-regulation (1) of regulation 49, in Form
VII;

(e) Annual thorough examination of the loose gears under sub-regulation (2) of regulation 47 in Form
VIII, unless required particulars have been entered in the register in Form II.

(3) The register and the certificates attached to the register shall be,-

(a) Kept on board the ship in case of ship's lifting appliances, loose gears and wire ropes;

(b) Kept at premises of the owner in respect of other lifting appliances, loose gear and wire ropes;

(c) Produced on demand before an Inspector; and

(d) Retained for at least five years after the date of the last entry.

3. POWERS OF INSPECTORS.-

(a) An Inspector may at any port for which he is appointed.-

1. enter, with such assistance, (if any), as he thinks fit, any ship, dock, warehouse or other
premises, where any dock work, is being carried on, or where he has reason to believe that
any dock work is being carried on;
2. Make examination of the ship, dock, lifting appliances, loose gear, lifting device, staging,
transport equipment, warehouse or other premises, used or to be used, for any dock work.
3. Require the production of any testing muster roll or other document relating to the
employment of dock workers and examine such document;
4. Take on the spot or otherwise such evidence of any person which he may deem necessary:
5. take copies of registers, records or other documents or portions thereof as he may consider
relevant in respect of any offence which he has reason to believe has been committed or for
the purpose of any inquiry;
6. Take photograph, sketch, sample, weight measure or record as he may consider necessary for
the purpose of any examination or inquiry;
7. hold an inquiry into the cause of any accident or dangerous occurrence which he has reason
to believe was the result of the collapse or failure of any lifting appliance loose gear, transport
equipment, staging non-compliance with any of the provisions of the Act or the regulations;
8. Issue show-cause notice relating to the safety, health and welfare provisions arising under the
Act or the regulations;
 9. Prosecute, conduct or defend before any court any complaint or other proceedings, arising
under the Act or the regulations;
10. Direct the port authority, dock labour board and other employers of dock workers for getting
the dock workers medically examined if considered necessary.

(b) A person having general management and control of the premises or the owner, master, officer-
in-charge or agents of the ship, as the case may be, shall provide such means as may be required by
the Inspector for entry, inspection, examination, inquiry, otherwise for the exercise of his powers
under Act and the regulations in relation to that ship or premises which shall also include the
provision of launch or other means of transport

4. Notice of Inspection 5. Appeal

6. Penalties 7. Responsibilities
8. Exemption
PART III
Safety
A.-Working Places

9. Surfaces. 10. Fencing of dangerous places

11. Passages to be kept clear. 12. Railings and fencings.
13. Staging construction and maintenance. 14. Work on staging
15. Lifesaving appliances 16. Illumination
17. Fire protection 18. Excessive noise, etc.
19. Construction 20. Floor loading
21. Stairs 22. Openings
23. Means of escape In case of fire 24. Access between shore and ship
25. Access between ship and another vessel 26. Access between deck and hold
27. Fencing of and means of access to lifting appliances 28. Ladders
29. Bulwarks or rails 30. Deck ladders
31. Skeleton decks 32. Working spaces
33. Fencing around hatchways 34. Hatch coverings, hatch beams, etc
35. Opening and closing of hatches beams 36. Handling of hatch coverings and
37. Securing of hatch covering and hatch beams 38. Escape from holds
39. Dangerous and harmful environment
PART III
Safety
Lifting Appliances and Gear,

40. CONSTRUCTION AND MAINTENANCE OF LIFTING APPLIANCES

All lifting appliance, including all parts and working gear thereof, whether fixed or moveable, and any
plant or gear used in anchoring of fixing such appliance, shall be:

(a) of good construction, sound material, adequate strength for the purpose for which it is used and
free from patent defect; and
(b) Maintained in good repair and working order.

41. TEST AND PERIODICAL EXAMINATION OF LIFTING APPLIANCES.-

1. Before being taken into use for the first time or after It has undergone any alternations or
repairs liable to affect its strength or stability and also once at least in every five years, all lifting
appliances including all parts and gears thereof, whether fixed or moveable, shall be tested and
examined by a competent person in the manner set out In Schedule I.

(2) All lifting appliances shall be thoroughly examined by a competent person once at least in every
12 months. Where the competent person making this examination forms the opinion that the lifting
appliance cannot continue to function safely, he shall forthwith give notice in writing of his opinion
to the owner of the lifting appliance or in case of lifting appliance carried on board a ship not
registered in India, to the Master or officer-in-charge of the ship.

(3) Thorough examination for the purpose of this regulation shall mean a visual examination,
supplemented if necessary by other means such as hammer test, carried out as carefully as the
conditions permit, in order to arrive at a reliable conclusion as to the safety of the parts examined;
and if necessary for this purpose, parts of the lifting appliance and gear, shall be dismantled.

42. AUTOMATIC SAFE LOAD INDICATORS.

43. RIGGING OF SHIP'S DERRICKS.-

(l) Every ship shall carry the current and relevant rigging plans and any other relevant information
necessary for the safe rigging of its derricks and necessary gear.

(2) All such rigging plans shall be certified by a competent person.

44. Securing of derrick foot.

45. Winches.

46. CONSTRUCTION AND MAINTENANCE OF LOOSE GEARS.-

(1) Every loose gear shall be

(a) of good design and construction, sound material and adequate strength for the purpose for which
it is used and free from patent defects and,

(b) Properly maintained in good repair and working order.

(2) Components of the loose gear shall be renewed if one of the dimensions at any point has
decreased by 10 per cent. or more by use.

(3)
(a) Chains shall be withdrawn from use when stretched and increased in length exceeds five per
cent, or when a link of the chain deformed or otherwise damaged or raised scarfs of defective welds
appeared.

(b) Rings hooks, swivels and end links attached to chains shall be of the same material as that of the
chains.

(4) The voltage of electric supply to any magnetic lifting device shall not fluctuate by more than 10
per cent.

47. TEST AND PERIODICAL EXAMINATION OF LOOSE GEARS:

(1) All loose gears shall be initially tested for the manufacturer by a competent person, in a manner
set-out in Schedule-I before taking into use or after undergoing any substantial alternations or
renders to any part liable to affect its safety and shall subsequently be retested for the owner of the
gear, at least in every five years.

(2) All loose gears shall be thoroughly examined once at least in every twelve months by a
competent person. In addition chains shall be thoroughly examined once at least every month by a
responsible person.

48. ROPES:

(1) No rope shall be used for dock work unless:-

(a) it is of suitable quality and free from patent defect, and

(b) in the case of wire rope, it has been tested and examined by a competent person in the manner
set out in Schedule I.

(2) Every wire rope of lifting appliance or loose gear used in dock work shall be inspected by a
responsible person once at least in every three months, provided that after any wire has broken in
such rope, it shall be inspected once at least in every month.

(3) No wire rope shall be used in dock work if in any length of eight diameters the total number of
visible broken wires exceed 10 per cent of the total number of wires or the rope shows sign of
excessive wear, corrosion or other defects which in the opinion of the person who inspects it or
Inspector, renders it as unfit for use.

(4) Eye splices and loops for the attachment of hooks, rings and other such parts to wire ropes shall
be made with suitable thimble.

(5) A thimble or loop splice made in any wire rope shall conform to the following standard,-

(a) wire rope or rope sling shall have at least three tucks with full strand of rope and two tucks with
one-half of the wires cut out of each strand and strands in all cases shall be tucked against the lay of
the rope;
(b) Protruding ends of strands in any splice on wire rope and rope slings shall be covered or treated
so as to leave no sharp points;

(c) Fiber rope or rope sling shall have at least four tucks tail of such tuck being whipped in a suitable
manner; and

(d) Synthetic fiber rope or rope sling shall have at least four tucks with full strand followed by further
tuck with one-half filaments cut-out of each strand and final tuck with one-half of the remaining
filaments, cut-out from trends.

The portion of the splices containing the tucks with the reduced number of filaments shall be
securely covered with suitable tape or other materials: Provided that this sub-regulation shall not
operate to prevent the use of another form of splice which can be shown to be as efficient as that
laid down in this regulation.

49. HEAT TREATMENT OF LOOSE GEARS:

• All chains other than bridle chains attached to derricks on mass and all rings, hooks, shackles
and swivels used in hoisting or lowering shall, unless they have been subjected to such
treatment as an Inspector may, subject to confirmation by the Chief Inspector approve, be
effectively annealed under supervision of a competent person and at the following intervals:

(a) 12.5 millimetre and smaller chains, rings, hooks, shackles and swivels in general use, once at
least in every six months; and

(b) All other chains, rings, hooks, shackles and swivels in general use, once at least in every twelve
months:

• Provided that in the case of such gear used solely on cranes and other hoisting appliances
worked by hand twelve months shall be submitted for six months in sub-clause (a) and two
years for twelve months in sub-clause (b):
• Provided further that where an Inspector is of the opinion that owing, to the size, design
material or frequency of use of any such gear or class of such gear, the requirements of this
regulation as to annealing is not necessary for the protection of dock workers, he may by
certificate in writing (which he may at his discretion revoke) and subject to confirmation by
the Chief Inspector exempt such gear or class of gear from such requirement subject to such
conditions as may be specified in such certificate.

50. CERTIFICATE TO BE ISSUED AFTER ACTUAL TESTING, EXAMINATION, ETC.-

• A competent person shall issue a certificate for the purpose of regulation 41, 47, 48 or 49
only after actual testing or, as the case may be, examination of the apparatus specified in the
said regulation.

• 52. Marking of safe working load 53. Loading of lifting appliances and loose gears
 • 54. Pulley blocks 55. Vacuum and magnetic lifting device

• 56. Knotting of chains and wire ropes

REPORTING OF ACCIDENTS. -

(1) Notice of any accident in a dock which either,

(a) Causes loss of life; or

(b) disables a person from work on which he was employed for the rest of the day or shift in
which the accident occurred; shall forthwith be sent by telegram, telephone or special
messenger within four hours of the occurrence to,-

• (i) the Inspector:

• (ii) the relatives of the workers when the accident causes loss of life to the dock worker or is
likely to disable the dock worker from work for more than ten days; and

• (iii) in the case of fatal accidents also to:

• (a) the officer-in-charge of the nearest Police Station, and,

• (b) the District Magistrate or if the District Magistrate by order so directs, the Sub-Divisional
Magistrate.

(2) In the case of accidents falling under Cl. (b) of sub- regulation (1) the injured person shall be
given first-aid and thereafter immediately transferred to a hospital or other place of treatment.

(3) Where any accident causing disablement subsequently results In the death of dock worker,
notice in writing of the death shall be submitted to the authorities mentioned in sub-regulation
(1) within 72 hours after the death occurs.

(4) The following classes of dangerous occurrences shall be reported to the Inspector, whether
death or disablement is caused or not, in the manner prescribed in sub-regulation (1):

(a) collapse or failure of lifting appliances or conveyors or breakage or failure of rope, chains or
other loose gears and lifting devices or overturning of cranes, used in dock work, falling of hatch
boards or cargo from sling, displacement of hatch beams or coverings;

(b) Collapse or subsidence of any wall, floor, gallery, roof, platform, staging or means of access;

(c) explosion of a receiver or vessel used for the storage, at a pressure greater than atmosphere
pressure of any gas or gases (Including air) or any liquid or solid resulting from the compression of
gas;

(d) Explosion or fire causing damage to any place in the dock in which dock workers are employed;
(e) Collapse, capsizing, toppling or collision of the transport equipment,

(f) Spillage or leakage of dangerous goods and damage to their containers; and

(g) Breakage, buckling or damage of freight containers.

(5) If a failure of lifting appliance, loose gear and transport equipment has occurred, the concerned
appliance, gear or equipment and the site shall, as far as practicable, be kept undisturbed until
inspected by the Inspector

(6) Every notice given under sub-regulation (1) and sub-regulation (4), shall be confirmed within
seventy-two hours of the occurrence by submitting a written report to the inspector in Form XII and
a proper acknowledgment obtained provided that in case of an accident under Cl. (b) of sub-
regulation (1), such written report need be submitted only when the dock worker is disabled from
work on which he was employed for more than forty-eight hours from the time of accident.

SCHEDULE 1

Manner of testing and examination before taking lifting appliance, loose gear and wire rope into
use for the first time.

Lifting Appliance:

Every lifting appliance with its accessory gear, shall be subjected to a test load which shall exceed the
safe working load (SWL) as follows:-

Safe working load Test load

• Up to 20 tonnes 25 per cent in excess of SWL

• 20 to 50 tonnes 5 tonnes in excess of SWL

• Over 50 tonnes 10 per cent in excess of SWL

Loose gear:

(a) Every ring, hook, chain, shackle, swivel, eyebolt, plate clamp, triangular plate or pulley block
(except single sheave block) shall be subjected to a test load which shall not be less than the
following:

SWL (In tonnes) Test load (In tonnes)

• Up to 25 2 X safe working load

• Above 25 (1.22 X SWL)+20

(b) In the case of a single sheave block, the SWL shall be the maximum load which can safely be lifted
by the block when suspended by its head fitting and the load Is attached to a rope which passes
around the sheave of the block and a test load not less than four times the proposed safe working
load shall be applied to the head of the block.

(c) In the case of a multi sheave block, the test load shall not be less than the following:

SWL (In tonnes) Test load (In tonnes)

• Up to 25 2 X SWL

• 25 to 160 (0.9933 X SWL)+27

• Above 160 1.1 X SWL

(d) In the case of hand-operated pulley blocks used with pitched chains and rings, hooks, shackles
or swivels permanently attached thereto, a test load not less than 50 per cent in excess of the
safe working load shall be applied.

PROCEDURE FOR TESTING

Ship's derricks:

(a) A derrick shall be tested with its boom at the minimum angle to the horizontal for which the
derrick is designed (generally 15°) or at such greater angle as may be agreed. The angle at which the
test has been carried out shall be mentioned in the test certificate. The test load shall be applied by
hoisting moveable weights. During the test the boom shall be swung with the test load as far as
practicable in both directions.

(b) A derrick boom designed to be raised with power with the load suspended shall in addition to the
above tests at (a), be raised (with the load suspended) to its maximum working angle to the
horizontal and the two outermost positions.

(c) While test loading of a heavy lift derrick, the competent person responsible for test using
moveable weights shall ascertain from the Master that the ship's stability will be adequate for the
test.

The derricks tested shall not be used in union purchase rig unless:

(a) The derricks rigged in union purchase are tested with the test load appropriate to the SWL in
union purchase (at the designed headroom and with the derrick booms in their approved working
positions);
(b) The safe working load of that derrick in union purchase rig has also been specified by a competent
person in a report in Form III;

(c) Any limitations or conditions specified in the said report are complied with; and

(d) The two hoist ropes are coupled together by a suitable swivel assembly.

Note.-The safe working loads of derricks (for each method of rig including union purchase) shall be
shown on the Certificate of test and marked on the derrick booms.

Lifting appliance other than ship's derricks and winches:

(a) The test load shall be lifted and swung as far as possible in both directions. If the jib or boom of
the crane has a variable radius, it shall be tested with test loads at the maximum and minimum radii.
In case of hydraulic cranes, when owing to the limitation of pressure it is impossible to lift a test load
in accordance with table under paragraph (1) it will be sufficient to lift the greatest possible load
which shall be more than safe working load.

(b) The test shall be performed at maximum minimum and intermediate radius points as well as such
in the arc of rotation as the competent person may decide. The test shall consist of hoisting, lowering
and breaking and swinging through all positions and operations normally performed. An additional
test shall be made by operating the machinery at maximum working speed with the SWL suspended.

Use of spring or hydraulic balances, etc., for test loading:

All tests normally shall be carried on with the help of dead weights. Test loading of gear on
new ships shall always be with dead weights. In case of periodical test, replacements or renewals,
test load may be applied by means of a suitable spring or hydraulic balances. In such case, test load
shall be applied with the boom as far out as practicable in both directions. The test shall not be taken
as satisfactory unless the balance has been certified for accuracy by the competent authority within
2.0 per cent and the pointer of the machine has remained constant at the test load for a period of at
least 5 minutes.

Testing machines and dead weights:

(a) A suitable testing machine shall be used for testing of chains, wire ropes and other cargo gear.

(b) Testing machines and balances to be used in test loading, testing and checking shall not be used
unless they have been certified for accuracy at least once in the preceding 12 months by the
competent authority.

(c) Moveable weights used for the test loading of the lifting appliances having a safe working load not
exceeding 20 tonnes shall be checked for accuracy by means of suitable weighing machine of
certified accuracy.

Thorough examination after testing or test loading:

• After being tested or test loaded, every lifting appliance and associated gear shall be
thoroughly examined to see that no part has been damaged or permanently deformed during
the test. For this purpose, the lifting appliance or gear shall be dismantled to the extent
 DRAFT SURVEY

Observe

1. Df (P)

2. Df (S)

3. Dm (P)

4. Dm (S)

5. Da (P)

6. Da (S)

Calculate:

7. Df =

8. Dm =

9. Da =

10. Trim = (9) – (7)

11. Distance between actual draft marks = LBP- x – z (as per diagram)

12. For’ d correction = Trim x x/ (11)

13. Aft Correction = Trim x z/ (11)

14. Mid correction = Trim x y/ (11)

15. Corrected draft F = Df – for’ d correction

16. Corrected draft A = Da + Aft correction

17. Corrected draft M = Dm – Mid Correction

18. Mean of Mean draft = (F + A + 6 x M)/ 8

19. Trim (New) = (16) – (15)

Find from Particulars:

20. Displacement on mean of mean, Δ

21. LCF

22. TPC

23. LBP
LBP
(  LCF )  trim 100  TPC
24. 1st Trim correction = 2
LBP
1st trim correction is to be applied to displacement with sign

25. Δ1= Δ ± (24)

2nd Trim correction:

26. MCTC₁ at mean of mean + 0.5 mtr.

27. MCTC₂ at mean of mean - 0.5 mtr.

28. 2nd Trim Correction = 50  trim ²  (MCTC1  MCTC 2) Always positive

LBP
2nd trim correction to be added in displacement after 1st trim correction

29. Δ2 = Δ1 + (28)

Heel correction:

30. TPC ₁ for Dm Port =

31. TPC ₂ for Dm Stbd. =

32. Heel correction = 6 x (Dm Port- Dm Stbd.)x (TPC ₁ - TPC ₂)

33. Δ3 = Δ2 + (32)

Always positive

Heel correction to be added in displacement after second trim correction

Final calculated displaceme nt in SW x DW density
34. Displacement in Dock water=
1.025
 GENERAL CARGO
Mate’s Receipt
These are prepared by the shipper and given to Chief Officer on arrival in break bulk trade. It is a
prima facie evidence of the carriage of the goods in the order and conditions marked on the
Mate‟s Receipt. It is exchanged for the Bill of Lading.

• It acts as pre advice to mate to what cargo to expect.

• It helps him in preparing the cargo plan.

Once the cargo has been loaded and tallied it is signed by mate with remarks if any

• A copy of it is given to shipper and a copy kept on the ship. The shipper then prepares
B/L and presents same to master who in turn will refer to the copy available on the ship
and insert same remark if any on mate‟s receipt.

• Once mates receipt has been signed for a particular lot entry shall be made in the tally
book against the lot details so that signing of second receipt for the same lot can be
avoided.

Bill of Lading
• B/L is a certificate issued by carrier to a shipper evidencing that the goods in good
condition have been received or shipped on board the named vessel; promising to deliver
the goods to the named consignee.

• Marine bills of lading are mainly used in international sales of cargos where the carriage
of goods is by sea. Generally, the bill of lading has been evidence to prove that the goods
have been shipped on board a ship，

• It is signed by the Master (or his agent)，

• Contracts to carry them and stating the terms on which the goods were release to
consignee which surrender of the documents when arrived destination port by sea. It is
not the actual contract but forms an excellent evidence of the terms of the contract.

• Content of B/L

• Shipper

• Consignee

• Notify party Signature of carrier

 • Name of the document Date and place of issue

• B/L No. and Numbers of B/L

• Port of Loading and port of discharge

• Name of vessel/voyage No. /Sailing date

• Marks and numbers

• Number and kind of package

• Description of goods

• Gross weight/net weight and measurement

• Freight and charges

Bill of lading has three functions

• All bills of lading should be signed by shipping company, Master or authorized carrier
agent.

(1) It is a receipt from the carrier to the shipper;

(2) It is a document of title;

(3) It is an evidence of the contract of carriage between the carrier and the shipper.

• A bill of lading is a cargos' receipt issued by a carrier or authorized agent that an

identifiable consignment of goods has been received by them for transshipment or
actually been loaded on board ship.

• Cargo details are showed in the bill of lading, such as cargos quantity condition vessel
name and voyage, port of loading, destination port, on board date. etc.

• The function of a bill of lading, as a document of title, basically means that the rightful
owner, and only the rightful owner, is entitled to receive the goods by the bill of lading.
The rightful owner, is entitled to receiving the goods represented by the bill of lading.
Types of B/L
• There are several forms of bills of lading such as:

• Order bills of lading

• Straight bills of lading

• Shipped bills of lading

• Received for shipment bills of lading

• Direct bills of lading

• Combined transport bills of lading

• Foul bills of lading

• Anti-dated bill of lading

• Advanced bill of lading

• Stale bill of lading

• Short form bills of lading

• Long form bill of lading

• On deck bill of lading

• Minimum bill of lading

• Ocean bill of lading

• House bill of lading

• Master bill of lading

Clean bill of lading

• A clean bill of lading is one which acknowledges receipt of the goods “in apparent good
order and condition” without any qualification. If a bill of lading bears such notations as
“five boxes broken”, “some bags torn”, “case No. 12 missing,” etc. is known as an
Unclean Bill of Lading, which would be refused by the opening bank whose credit calls
for Clean B/L.
Shipped on board bill of lading
• The carrier issuing a “shipped on board bill of lading” acknowledges that the goods have
been loaded on board his ship.

• In case a “received for shipment” bill of lading is issued, it means that he confirms only
that the goods have been delivered under his custody.

• For payment under documentary Ls/C, the Received for Shipment B/L is not acceptable.

1) Marked Freight Prepaid or Paid

• When freight charges are included in the invoice but the bill of lading is not marked with
the words “freight prepaid” or “freight paid:,” the opening bank might refuse to make
payment to the exporter.

• This applies, of course, to C&F and CIF contracts only. For FOB contracts, bills of lading
are usually marked “freight collect” or “freight payable at destination”.

2) To order and blank endorsed

• When a letter of credit stipulates that the bills of lading should be made out “to order”
and endorsed in blank, it means that Order Bills of Lading are called for.

• An Order Bill of Lading is in contrast with a Straight Bill of Lading. The former is also
called a Negotiable Bill of Lading, and the latter, a Non-Negotiable Bill of Lading

What is straight bill of lading?

• A Straight Bill of Lading is one which is made out to a named consignee (usually the
buyer or importer) without adding the words “ to order” or “or order”. It is not negotiable
in as much as only the named consignee may take delivery of the goods. This being the
case, the bank would be deprived of the right to the merchandise. Since one of the
features of the bill of lading is that it evidences the control of goods,

• Most banks are reluctant to issue Ls/C calling for non-negotiable bills of lading.

• An Order Bill of Lading is made out to order instead of to the named consignee and the
seller or shipper writes his name on the back thereof.

• A mere signature by the seller or shipper on the back of the bill of lading with no words
of any kind added thereto is called an endorsement “ in blank”. Such a negotiable bill of
lading enables the bank to dispose of the goods freely.
Charter Party
• There are many mutually agreed arrangements between the owners of cargo or shippers
and the ship owners or ship operators for transportation of cargoes.

• The terms and conditions for carriage of cargo can either be on liner terms or under
different charter party terms that primarily depend upon the types of ships and cargo.

Charter party is a contract between the ship-owner and the Charterer.

• Three important elements are;

• (a) Description of the ship

• (b) Description of the trade

• (c ) Description of time period

Description of the Ship

• The type of ship to be hired/chartered very much depends on the nature and whereabouts
of the intended trade.

• Its normal for owners to provide all the details of the ship with a guarantee about its
accuracy.

• An example such as Shell time and Inter tank having appropriate format which is
required to contain several pages of information required ship details.

• Many Charterers require the following plans to be supplied by the Owners;

1) General Arrangement Plan, including loading scale

2) Detailed Cargo manifold arrangement Drawing

3) Pumping Arrangement Plan

4) Plan of Cargo Tank Ventilating System

5) Manufacturers Characteristics Curves of Pumps if centrifugal pumps are installed.

• Cubic Capacity

• Speed and Consumption

• Constant Weights
 • These, apart from the name of the ship, include – year of built, flag, dead weight,
maximum dimensions, maximum draught, fresh water allowance, speed, fuel
consumption, cargo space in bail and grain capacities, number of hatches and holds, type
and safe working load of cargo gear, compliance with international regulations for
carriage of specialised cargo and such other important details relevant for the intended
cargo and trade.

• For example some bulk cargoes may require that the holds be equipped with carbon-di-
oxide fire protection system, or special requirement of cargo securing in the holds.

• Name of the Ship

• Year of Build

• Name and location of Owners

• Flag

• Class

• Call Letters

• GRT/NRT

• Summer Deadweight

• Fresh Water Allowance

• Fresh Water Allowance

Description of the Trade

• As much as Charterer is interested to know the details of the ship in the same way the
Owner is interested to know about the type of trade the ship will be engaged in.

• Owners will negotiate an entry to that effect the berths and ports to which the vessel will
trade are safe and ship will remain afloat.

• The Charter Party will guarantee that the vessel will trade within the Institute Warranty
Limits (I.W.L) - a trading area defined by Underwriters to prevent the more serious risk
of ship causality loss.

• The dangerous areas such as war zones and ice bound areas may be excluded from the
charter party.

• The Charter Party shall also include certain exclusions for the cargo to be loaded such as
asphalt in bulk, pitch in bulk, livestock explosives, fish meal, scrap, sulphur, and logs.
 • In addition, a modern phenomenon often included in the cargo exclusion clause is nuclear
products.

Description of the Period

• The period of charter commences with vessel‟s delivery to the Charterers and ,like all
charters with vessel‟s delivery to the Charterers and like all charters, this delivery is
either spot

Types of Charter Parties

• There are two types of charters, Non-demise and Demise Charter. The charter by demise
is not very frequent in normal day-to-day business but a number of ships are chartered on
a so-called „bareboat‟ basis.

• This kind of charter ordinarily means that the vessel is put at the disposal of a charterer
without any crew. The charterer thus takes over almost all of the owner‟s functions
except for the payment of the capital costs and the hull and machinery insurance
premiums.

• Reason for Demise Charters( Bare Boat Charters)

• Demise charters are created not so much with a view to the carriage of goods but more as
part of a complicated financing arrangement, often with the intention that the charterer
should become the owner of the ship in due course.

• Thus a contract for the purchase of a ship by installments will often incorporate a demise
charter into the contract.

DEMISE CHARTER
• A variant of this would be for a financing bank lend the funds required to buy the ship
,the bank then acquiring the ownership of the ship but demise chartering it to the
borrower for the period of the loan.

• This would enable the bank to avoid not only the operating costs but also the liabilities
which it would otherwise have to bear in relation to the operation of the ship under a
mortgage.

• Demise charters are also concluded between two associated companies for tax or
employment reasons.
There are two types of Charter parties other than Demise;

(1) Time Charters i.e. contracts for the use of the ship and her crew for a specified period of
time within agreed trading limits as directed by the time charterer in consideration for the
payment of hire;

(2) Voyage Charter contracts for the use of the ship and her crew to carry an agreed cargo on an
agreed voyage regardless for the payment of freight and possibly other remuneration such as
demurrage if the loading/discharging is delayed beyond the time agreed for such operations)

• Voyage charter is an engagement of a vessel for a single voyage between declared ports
to transport full shipload of cargo or a certain quantity of cargo. The freight is paid on
per tonne of cargo (DWT) bases or on lump sum basis.

• The ship owner provides for all the ship‟s costs with its crew, expenses for fuel, water,
canal dues, port dues, loading and discharging expenses etc. in return the charterer pays
him the hire charges for carrying the cargo as per described or utilised cargo capacity of
the ship.

• To compensate for the delays that may be encountered in cargo loading/discharging

operations, the „demurrage and despatch‟ clauses for compensation to the affected parties
are inserted in charter party.

List of Charter party Clauses

• Preamble; This can be extensive in some charter parties .In the Multiform much of what
may be found in preambles of certain forms is contained in clause 1.

• There are two important of the brief Multiform preamble however –the place and the date
of the charter party.

• List of charter party Clauses

• Place: This can be important as, in the absence of a clause to the contrary, the place
where a contract is deemed to have may govern the law which is to be applied to that
contract in the event of dispute.

• Thus if the place is London, English Law may be very likely prevail.

• Date equally important the date to be shown is that which by fixture negotiations are
concluded with all subjects lifted-in other words, when all negotiating formalities are
complete.

• Clause 1 ;Name and brief description of vessel

 • The Multiform allows for a more complete vessel description in the main, printed part of
the form than many (e.g. compare with AMWELSH).

• The position of the vessel when the contract is negotiated is also important

• Clause 2; Condition of vessel

• It is usual for a ship-owner to confirm that a vessel is in a suitable condition safely and
properly to undertake the contractual voyage.

Voyage charter party Clause 2;

• Cargo description-Commodity and nature of the goods to be carried e.g. bulk or bagged
stowage factor( eg about 55 cubic feet per tonne) and either minimum/max quantity or
cargo size margins and in whose option ( eg 12,000 tonnes,5% or less in owners option)

• Loading Places- Names of loading place(s) and or range (e.g. Bordeaux/Hamburg range);
mention of number of safe berths/anchorages charterers entitled to use at each place;
whether vessel to remain always afloat or safely aground maximum/minimum available
drafts.

Voyage Charter party Clause 3;

• Discharging places and port orders/rotation

• Clause 4- Lay days and Cancelling

• The spread of dates which a vessel is to present herself at the first (or sole) loading port
.This spread should be entered in a contract as well as conditions under which the
contract can be cancelled in the event that the vessel is unable to meet those dates.

Voyage charter party Clause 5;

• Freight: the amount and currency of freight to whom ,where and when payable .The risk
of vessel and /or cargo loss on passage in relation to freight should be specified-ie
whether freight is deemed earned as cargo is loaded or upon delivery.

Voyage charter party Clause 6;

• Cost of Loading/Discharging: which of the parties to the contract is to appoint and pay
for cargo handling at each port.

Voyage charter party Clause 7;

• Notice of Readiness/Time Counting-

 • An important clause in the calculation of lay time.

Voyage charter party Clause 8;

• Loading/Discharging Rates- the speeds at which cargo-handling activities are to be

performed.

Voyage charter party Clause 9;

• Demurrage/Dispatch- daily amount of liquidated damages (demurrage) payable by a

charterer in the event a vessel is detained in port beyond the maximum permitted lay time
as well as any stipulations to dispatch

Voyage charter party Clause 10;

• Notices- A ship-owner/Master may be required to give comprehensive notices of a

vessel‟s expected arrival at the first (or sole) loading port ,failing which the ship-owner
may face a penalty in the form of extra lay time allowed a charterer.

Voyage charter party Clause 12;

Ship’s Gear- A normal clause in dry cargo shipping specifying that a vessel‟s gear will be
maintained to a high standard and specifying what happens in the event of gear breakdown
resulting in extra expense.

Voyage charter party Clause 14 & 15

• Grab discharge/Stevedore damage- Owners normally confirm that a vessel is suitable

for grab discharge and formalities need to be set out in the event that a vessel suffers
damage during the cargo handling processes.

Voyage charter party Clause 17;

• Overtime: who is to pay for overtime?

Voyage charter party Clause 18 & 19;

• Shifting/Seaworthy trim -Who is to pay shifting costs(if any) between berths also
whether time so used is to count as laytime. The vessel is to be left in safe seaworthy
condition between the ports.

Voyage charter party Clause 13 & 16;

• Cargo Separation and Tallying- Where a vessel is to carry various parcels of cargo, it
may not be possible for al separations between individual parcels to be natural.
 • The tallying (checking) of cargo as it is loaded or discharged is frequently an expensive
operation and cargo claims can arise for alleged short delivery, bad condition etc.

Voyage charter party Clause 20;

• Dues and Taxes – This clause specifies which party to the contract is responsible for
taxes which may be levied against the vessel and/or her cargo and /or the freight.

Voyage charter party Clause 21;

• Port Agents- In any charter party it is advisable that reference be made as to which of the
parties is responsible for the selection of an agent.

Voyage charter party Clause 22 & 34

Bills of Lading- The of lading to be presented to the Master or his/her agent upon
completion of the loading .Master or his/her agent to sign the bill of lading indicating the
apparent condition of the cargo.

Voyage charter party Clause 23;

• Lightening- where cargo lightening is necessary a comprehensive clause covering all

facets of this sometimes complex operation should be negotiated .The MULTIFORM and
AWELSH clauses between them cover several of these facets but nearly all of them.

Voyage charter party Clause 26;

• General Average;

• A clause specifying is to be adjusted and or paid irrespective of the ports of call involved
and the laws relating to GA.

• Clause 27;

Strikes; Both parties to a charter party have risks and liabilities in the event of a strike.

Voyage charter party Clause 28;

• Exception- The rights of contracting parties to cancel the charter parties in case of events
making its performance virtually impossible –eg Force Majeure or Acts of God.

Voyage charter party Clause 31;

• Commission- Specifies the amount and to whom commissions and brokerages are
payable, usually adding that commissions/brokerages are payable on freight, dead freight
and demurrage.
Voyage charter party Clauses 32 & 33

• Protecting Clauses-A set of clauses commonly included in the printed form of a charter
party or as additional clauses .This also includes P&I bunkering clause sets out owners‟
rights to deviate for bunkers during the contractual voyage.

Voyage charter party Clause 24;

• Lien and Cesser- Most charter parties contain a cesser and lien clause and the
MULTIFORM and AWELSH (clause 26) are no exceptions.

Voyage charter party Clause 33;

• Ice- Depending on the trade involved it may not be necessary for an ice clause to be
included in a charter party, but where one is required, great care should be taken over its
wording.

Voyage charter party Clause 33;

• War Risks- War risks clauses should be examined in detail as some are unfair to ship-
owners ,others to charterers and/or patently unsuitable for the purpose intended.

• A war risk clause should provide a ship-owner with the right to refuse to allow his vessel
and her crew to enter or to remain in an area which has become dangerous due to warlike
activity.

Voyage charter party

• Signature- No charter party is complete without the signatures of or on behalf of the

parties concerned.

TIME CHARTER PARTY

• Preamble ;The first page of the charter party and covering a wide range of subjects
within its text ,not least the place where the contract is made ,the date of the charter party
and the names and domiciles of the contracting parties.

• Vessel Description ;Depending upon the complexity of the intended trade ,the
description of the vessel may be more or less as for voyage charter parties ,with the
important addition of speeds and bunker consumptions.

• Duration of period; the duration of a period time charter. The parties can agree an exact
redelivery date, but in practice this is difficult to comply with and, in the event of legal
disputes.
 • Duration of period; the duration of a period time charter. The parties can agree an exact
redelivery date, but in practice this is difficult to comply with and, in the event of legal
disputes.

Time charter party Clause 6;

• Trading Intentions/limits -The areas of the world in which the vessel is to be employed
should be entered-eg worldwide but always within Institute Warranty Limits and parts of
the world specifically excluded from the permissible trading area.

Time charter party Clause 12;

• Cargo Intention/exclusions- This includes details of cargoes which can and those which
cannot be carried.

• Vessel condition- Just as for voyage charter parties an undertaking by the vessel‟s
owners that the vessel is in good condition.

Time charter party Clause 1;

• Owner’s Responsibilities-Lists what an owner is to provide.

Time charter party Clause 2;

• Charter’s responsibilities- Lists what a charterer is to provide.

Time charter party Clause 3;

• Bunkers- It is common practice for time charterers to take over and pay the owner for the
bunkers remaining on board a vessel upon delivery on to time charter, and for owners to
act similarly upon redelivery, the quantities of fuel ,diesel and/or gas oil ,and the prices
per tonne of each being negotiated when fixing.

Time charter party Clause 4, 5 and 29;

• Hire- Amount when ,where and to whom hire is payable and arrangements for other
payments ,less deductions for items such as port expenses and cash for master Agreement
for procedure in case of late payment of hire.

Time charter party Clause 15;

• Off-Hire- Provisions leading to off-hire situations –e.g. poor performance, strike of crew,
dry-docking etc.- and appropriate deductions form hire payments.

• Vessel performance- This includes range of speed and consumptions say from 8 knots to
15 knots in both laden and ballast conditions
 • Cargo Claims - For their mutual benefit it is important that the time charterers and
owners of the time chartered vessels reach an undertaking on how cargo claims will be
handled.

Time charter party Clause 8 &9;

• Master/Officers- The duties of a ship‟s master are defined and it is spelt out that
although a Master is the owner‟s legal servant he must act under the orders of the
charterers as far as the employment is concerned.

Time charter party Clause 11;

• Logbooks- The charterers normally add this clause that they have the right to check a
vessel‟s performance by reference to a specialized weather routing company e.g. Ocean
routes and in the event that the log books and the independent reports disagree the
independent reports take precedence over the log books .This is important in respect of
off-hire claims and vessel‟s performance.

Time charter party Clause 10;

• Supercargo/Victualing- Spells out charterer‟s right to appoint a supercargo and the costs
of exercising this right with regard to meals and accommodation.

Time charter party Clause 38;

• Pollution- Many states are becoming extremely conscious of pollution of their

waterways and coastlines and merchant ship owners must ensure that their vessels
comply with a host of international and national legislation in connection with this
subject.

Time charter party Clause 19;

• Salvage- It seems fair that expenses and rewards in cases of salvage should be shared and
this is normal practice.

Time charter party Clause 37;

• Laying up- Unlike tanker time charter parties it is only rarely that dry-cargo owner and
time charterers consider the risks of a vessel laying up through lack of employment .What
most dry-cargo time charter parties do include ,however is reference to what happens if a
vessel is detained in port for periods in excess of 30 days
Time charter party Clause 17

• Arbitration –an essential part of any contract For example incase ASBATIME specifies
New York since the charter party is drafted and published by a body of resident in New
York.

Time charter party Clause 18;

• Lien- Just as an element of voyage charters each party‟s right of lien must be considered
and stipulated.

Time charter party Clause 16;

• Exceptions- Similar to the voyage charter clause.

Time charter party Clause 8;

• Bill of Lading- Specifies the manner in which bills of lading are to be drawn up ,the
signing of same and protection for an owner in case of paper inconsistencies.

Time charter party Clause 35;

• Stevedore damage- Provision for notification of stevedore damage and repairs.

• Signature - Not to be forgotten.

• Time charter terms are for longer duration, for a few months to over a year and in certain
cases for a number of years. In case of time charter the charterer takes a ship on daily hire
basis for a specific time period and utilises it for number of voyages in declared
geographical range of ports but is not bound to operate the vessel on fixed routes.

• The charterer has to ensure that the vessel is not required to sail beyond the International
Warranty Limits or in war zones without the owner‟s knowledge.

• Decision for such operations is entirely the owner‟s prerogative. The time charter hires
are payable in advance, generally on fortnightly basis. Performance clauses are
incorporated in time charter parties.

• Underperformance on account of speed, excessive fuel consumption and deficiency in

cargo handling rates make the owner liable for compensation to the charterer. In some
charter parties a certain time period may be allowed for the regular routine maintenance,
beyond which the vessel becomes „off hire‟, and pro rata deductions are made from the
time charter hire.
NOTE OF PROTEST
• A Note of Protest is simply a declaration by the master of circumstances beyond his
control which may give, or may have given, rise to loss or damage. Such declaration must
be made before a notary public, magistrate, a consular officer, or other authority.

• Copies of charts, log book entries, photographs, weather reports etc. shall be attached to
the protest.

• Master can have the right to extend the protest further if he finds damages which have
been found later.

Preparation for lifting heavy weights by ship’s gear

Upon receiving the information from Owner, Charterer or Shipper following preparation shall be
made/ considered:

1. SWL of the lifting appliances

2. Stowage location of the cargo. The cargo should be loaded as close as possible to hatch
coamings & bulwarks so that the ship‟s permanent structure can be incorporated into the
tomming –off and securing arrangements.
3. Load density of the deck on which cargo is to be loaded. If it is being exceeded that
effective use of dunnage to be implemented.
4. Stability of the vessel in worst condition
5. To have a meeting with C/E reg. availability of power and proper functioning of lifting
machinery.
6. Requisition for dunnage if required to be raised
7. Lashing material if required to be ordered as per cargo securing manual.
8. To check if there are sufficient fixed lasing points available around the area otherwise order
for same to be fitted.
9. Thorough visual examination of lifting appliance to be carried out and defective parts to be
renewed or replaced
10. Greasing of all the moving parts including wires to be undertaken.
11. All limit switches shall be tried out manually to check for proper functioning.
12. Slow and fast gear on the winches to be tried out
13. Ballasting/ DE ballasting of tanks to be planned well before hand for correction of list at
the time of lifting the weight and maintaining stability.
14. At the first opportunity physical check of the cargo shall be made to find out shape, resting
area, weight of cargo, lifting points, COG of cargo, securing points etc.
15. Have a meeting with terminal to plan out the procedure for loading heavy lift.
16. Have a meeting with ship‟s crew including catering staff and explain the duties of
individuals.
17. Rig the lifting appliance as per approved rigging plan and try same at all working angles to
see that all parts and gear thereof are working satisfactorily.
18. Notices displaying “Unauthorized Persons not allowed”.
19. PPE shall be used by persons working in the area.
20. Crew shall be designated for attending to Moorings F & A.
21. One crew member shall attend to the gangway. It is better to lift gangway off wharf.
22. This operation shall preferably be done during day time. If night time than proper
illumination of the area shall be maintained.
23. Stop all other cargo operations
24. Secure all other cargo on board
25. No bunkering and no double banking
26. Winch shall be put on slow gear
27. Rig the lifting appliance as per approved rigging plan and try out same on all working
angles to see proper functioning.
28. Before the operation commences all unnecessary personnel should be cleared from the
working area.
29. Only experienced and competent operators and winch men should be used.
30. Some loads may be heavier at one end than at the other and may be of an irregular shape.
In this case, slings with different leg lengths may be used and it is essential that each sling
leg is attached to the appropriate securing position. If a cargo hook is being used, it should
be positioned above the center of gravity of the load.
31. Steadying lines to be made fast to the cargo where appropriate
32. Lift the cargo off wharf and stop heaving
33. Carry out thorough visual examination of the lifting appliances to see all parts and gear
thereof are working satisfactorily.
34. If all OK, lift away and load the cargo.
PREPARATION AND INSPECTION OF HOLDS FOR RECEIVING CARGO
The preparation of hold is essential requirement prior to the commencement of receiving cargo in
holds. The following points should be considered necessary before planning for preparation of
holds.

• All loose rust and paint should be removed to prevent contamination of cargo.

• Hold washing should be carried out as required. First wash with sea water and then with
fresh water. Lime washing might be required for some cargoes.

• Bilges and strum/bilge boxes should be cleaned and sweetened and bilge suction tested.
Tween deck scuppers should be covered with burlap and cement.

• Cement chocks at the top of the bilges and tween decks should be examined and found or
placed in good condition.

• Limber boards or strainer plates should be covered with separation cloths or hold tarpaulins
so as to prevent the cargo getting into the bilges and to prevent choking of limber holes.

• All hatch beams should be in position and the condition of hatch boards and tarpaulins
should be checked.
 • Check weather tightness of hatch covers by hose testing and any defective hatch cover seal
should be replaced immediately.

• Ventilation system should be checked thoroughly.

• Fire extinguishing system should be tested. Co2 lines should be blown through.

• Guard rails, chains or ropes and stanchions in tween decks should be kept ready and in
good order.

• If required, dunnage should be kept ready in the holds.

• Hold lighting should be tested for its proper functioning including all cargo lights.

• Hold ladders should be in good condition. Check that all the steps on the ladders are
satisfactory.

• ‘No Smoking and No Naked Flame’ sign and all obstructions in holds are prominently
marked.

• If required, fumigate the hold.

Ship sweat is formed when the air within the hold is cooled beneath its dew point by the
hold steelwork. when a vessel loads in a warm climate and proceeds to a colder climate, as the
seawater and external temperature cool, the steelwork may be eventually cooled beneath the dew
point of the warm moist air in the hold, causing sweat on the hold surfaces.
The sweat may affect the cargo by direct contact on the hold bulkheads, by contact on the tank top
where sweat has accumulated after running down the hold bulkheads to the bottom of the hold.

• Sweat may also drip onto the cargo from above having formed on the under deck structure
and the underside of the hatch covers.

• To minimize the possibility of ship sweat damage to cargo dunnage must be properly used
to keep the cargo off the tank top and away from hold sides and structural members.

• Where appropriate cargo should be covered with waterproof sheeting to protect it from
sweat

Cargo sweat occurs when warm moist air is introduced in the hold and is cooled below its dew
point by the cargo such that condensation forms

When a vessel is on passage from a cold climate to a warmer climate and the holds are ventilated
The warm moist air is cooled below its dew point by the colder cargo, causing condensation to form
on the surface of the cargo.
When heading from cold to warm climates, it is best is to not to ventilate the hold, as the
introduction of warmer air from outside could cause sweat to form on the colder cargo. It is
recommended that no ventilation carried out and the temperature of the air within the hold is
allowed to warm slowly as the vessel proceeds into warmer climate.

Because of the large surface area of steel shell of ship, the amount of Ship sweat is much greater
than that of Cargo sweat.

HOT TO COLD VENTILATE HOLD

COLD TO HOT VENTILATE NOT

If due point temperature of outside air is less than cargo hold temperature ventilate freely.

‘Three Degree Rule’

• On passage if the atmosphere dry bulb temperature is at least 3⁰C cooler than the average
temperature of the cargo when loaded then ventilate the hold.

CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURING

This Code applies to cargoes carried on board ships (other than solid and liquid bulk cargoes and
timber stowed on deck) and, in particular, to those cargoes whose stowage and securing have
proved in practice to create difficulties.

General Principles

1. All cargoes should be stowed and secured in such a way that the ship and persons on board
are not put at risk.

2. The safe stowage and securing of cargoes depend on proper planning, execution and
supervision.

3. Personnel commissioned to tasks of cargo stowage and securing should be properly

qualified and experienced.

4. 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.

5. In all cases, improper stowage and securing of cargo will be potentially hazardous to the
securing of other cargoes and to the ship itself.

6. 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.
 7. 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.

THE BASIC PRINCIPAL FOR STOWAGE AND SECURING OF CARGOES

WILL DEPEND ON BUT NOT LIMITED TO FOLLOWING PARAMETERS:

1. SAFETY OF THE SHIP

• The ship must be in a stable condition i.e. She must retain the ability to remain upright at
any stage of loading, discharging or while in transit. This depends upon the careful
positioning and securing of the cargoes. The poor distribution of the cargo will also stress
the vessel resulting in possible structural damage.

2. THE PROTECTION OF THE CARGO:

The cargo can suffer damage in many ways however the most damage is caused by one
cargo characteristic being imposed on to another cargo occupying the same space e.g.

a) TAINT

B) Residues of previous cargoes

• It is important to carefully select cargoes that are compatible with each other for stowage
in the same space.

• Proper and controlled ventilation.

• Proper handling of cargoes.

3. THE ECONOMY OF CARGO SPACE:

• The planning of loading is essential if space within the hold is not to be left unoccupied. This
unused space is known as broken stowage and it can vary considerably up to 25% of the
total space available.

• Limiting broken stowage is dependent on the skill and experience of the stevedores and
ship’s officers in addition to having cargo of appropriately shaped parcels to load.

4. LIMITING PORT TIME:

• Financial gain is only made by a ship which is fully loaded at sea and in transit. In any other
situation she will not be earning.
 • Time spent in port is particularly expensive to a ship owner and therefore must be kept to a
minimum.

• In order to avoid over carriage and over stowage of consignments of one port cargo should
be distinctly marked.

• Some palletised cargoes may be pre-slung to reduce port time.

5. SAFETY OF PERSONNEL:
• The risks to life or injury will never e entirely eliminated. Such risks may be considerably
reduced by being aware of potential hazards.

• Many publications exist, some of which are listed below:

• Code of safe practice for seamen

• IMSBC

• IMDG code

• International tanker terminal guide (ISGOTT)

IN ADDITION M AND MS NOTICES SHOULD BE CONSULTED PRIOR TO

LOADING A PARTICULAR CARGO.

SECURING OF CARGOES
In order to keep the ship in a seaworthy state at all times on the voyage, it is seaman like to secure
the cargo in anticipation of the worst weather conditions in the trading area.

Criteria for estimating the risk of cargo shifting

When estimating the risk of cargo shifting, the following should be considered:

• dimensional and physical properties of the cargo;

• location of the cargo and its stowage on board;

• suitability of the ship for the particular cargo;

• suitability of the securing arrangements for the particular cargo;

• expected seasonal weather and sea conditions;

• expected ship behaviour during the intended voyage;

• stability of the ship;

 • geographical area of the voyage; and

• Duration of the voyage.

CAUSES AND EFFECT OF CARGO SHIFT:

Cargo shift is the undesirable movement of cargo within the hold or on deck caused by the ship’ s
motion in spite of the securing arrangements made prior to sailing.

SOME OF THE CAUSES OF CARGO SHIFT ARE LISTED BELOW:

• Severe weather conditions

• State of the sea and swell

• Inadequate lashing arrangements with respect to the forces involved.

• Improper lashing material

• Lack of proper monitoring of the status of the lashings during the voyage.

• Incorrect methods employed in lashing

• Taking lashing around sharp edges.

• Unstable stows.

• Poor condition of the lashing equipment

• Ineffective use of dunnage

• Lack of sufficient friction between the deck/ tank top and the cargo.

• Excessive metacentric height causing high levels of athwart ship accelerations in a seaway.

THE EFFECTS OF A CARGO SHIFT:

These effects are adverse and are often underestimated.

• Damage/ contamination of cargo

• Shift of ship’s centre of gravity, causing list and loss of stability.

• Damage to adjacent cargo and lashings

• Damage to ship’s structure

• Loss of watertight integrity

 • Possible release of harmful substances on deck or holds

• The continued effect of shifted cargo could worsen the above effcts, if no corrective action
is taken.

Actions which may be taken once cargo has shifted:

The following actions may be considered:

1. Alterations of course to reduce accelerations;

2. Reductions of speed to reduce accelerations and vibration;

3. Monitoring the integrity of the ship;

4. Re-securing the cargo in its shifted position and, where possible, increasing the friction; and

5. Diversion of route in order to seek shelter or improved weather and sea conditions.

6. Assess the extent of damage and take actions as necessary.

7. make full report to concerned parties.

SHIP’ S MOTIONS IN A SEAWAY:

ROTRAY MOTIONS:
• Rolling,

• Pitching and

• Yawing

LATERAL MOTIONS:
• Swaying (side to side)

• Surging (Fore And Aft)

• Heaving (Vertical Lifting Of Ship)

Measures to avoid excessive accelerations are:

1. Alteration of course or speed or combination of both;

2. Heaving to;
3. Early avoidance of areas of adverse weather and sea conditions; and

4. Timely ballasting or de-ballasting to improve the behaviour of the ship, taking into account the
actual stability conditions

One way of reducing excessive accelerations is for the master, as far as possible and practicable, to
plan the voyage of the ship carefully so as to avoid areas with severe weather and sea conditions.
The master should always consult the latest available weather information

TANK BALLASTING OR DEBALLASTING OPERATIONS SHOULD BE CONSIDERED ONLY IF THE SHIP

HAS ADEQUATE STABILITY

Cargo Securing Manual

REGULATION 5 OF CHAPTER VI AND 5 OF CHAPTER VII PART A OF SOLAS REQUIRES SHIPS
CARRYING CARGOES ON DECK OR CARGOES REQUIRING SECURING UNDER DECK SHALL
BE PROVIDED WITH A CARGO SECURING MANUAL.

ships below 500 GRT are also to carry an approved CSM on board, although the flag state
may modify this requirement for protected coastal trade.

The purpose of the this manual is to provide guidance to the master and crew on board the
vessel with respect to the proper stowage and securing of cargo units.

As a thumb rule following is an adequate guide to determining if the lashings used on a

parcel of cargo is strong enough to hold the cargo in place in rough weather up to wind
force 6

For cargo stowed on deck : the sum of the breaking loads of all lashings must be at least
equal to thrice the weight of the parcel.

For cargo stowed in a hold: the sum of the breaking loads of all lashings must be at least
equal to twice the weight of the parcel.

Contents of Cargo Securing Manual:

Chapter 1: General

Chapter 2: Securing devices and arrangements

Chapter 3: Stowage and Securing of cargo

Chapter 4: Supplementary Requirements for different types of vessels

Appendix I – Assessment of MSL for uncertified cargo securing devices

 Appendix II – Log for maintenance of cargo securing equipment

Appendix III – Extracts from the IMO Assembly Resolution A.533(13)

Appendix IV – Extracts from various Timber Deck Codes

Appendix V – Annex 1-12 to the CSS Code

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

ANNEX 7: Safe stowage and securing of heavy metal products

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 containers

ANNEX 11: General guidelines for the under-deck stowage of logs

ANNEX 12: Safe stowing and securing of unit loads

“Standardized Cargo” means cargo for which the ship is provided with an approved
securing system based upon cargo units of specific types.

“Non-standardized Cargo” means cargo which requires individual stowage and securing
arrangements.
 • Maximum securing load" (MSL) is a term used to define the load capacity for a device used
to secure cargo to a ship. Maximum securing load is to securing devices as safe working
load is to lifting tackle.

RECPTION, TALLYING & DELIVERY OF CARGO

RECIVING CARGOES;
• “Package which are received in unsound condition connot be delivered in sound condition”

• Reject packages which are torn, badly broken, leaking or temperd with

• All loaded containers should be properly, locked, sealed and checked.

• If any dispute in quantity, endorse the mate’s receipt.

• Notation on mate’ s receipt: “received on board eighty four packages; six more in dispute”

• Simple, clear expressions should always be preferred to complex and elaborate phrases.

• Endorse B/L if required: such as “weight, quality, quantity and condition unknown”

• No letter of indemnity can be accepted.

• A bill of lading which is a negotiable document, is a prima facie evidence of shipment

against the ship both as to condition as well as quantity

• Documents to accompany dangerous goods:

• Shipper’s declaration regarding marking, labeling, packaging, correct technical name, class,
un no. (IMDG code should be consulted)

• Dangerous cargo manifest required

TALLYING:
• Checking or keeping records

• Essential to prevent any claims upon ship

• Ship’s tally to be done when cargo is on board

• Ship’s responsibility does not begin nor ends until the cargo crosses the rail

• Compare ship & shore tally at end of the day and resolve any differences at the end of day

• With bagged cargo each sling should contain same number of bags

• All valuable cargo should be tallied by a ship’s officer and stowed in lockers
 • When issuing mate’s receipt, the tally book records should be marked to avoid issuing two
mate’s receipts for the same cargo.

DELIVERY OF CARGO
• If damage to cargo suspected, note protest

• Protest should be noted as soon as possible after arrival in port but not later than 24 hours
after arrival in port

• Call “p and i” surveyor as soon as any damage to cargo is noted, unless he is in continuous
attendance depending upon the type of the cargo

• Extend reasonable facilities to consignee’s surveyor but this does not mean that he has a
right to full extent of vessel or logbooks

• Any damage sustained by the ship during cargo operations should be reflected on “damage
report from”, which should be acknowledged by the stevedore or the agent on behalf of
stevedores.

• Refer to charter party details or any other instructions of charterer regarding notice to be
given to the charterer for any damage.

• If any damaged cargo is sighted, proper evidence should be collected by way of

photographs or sketches

• Any damaged packaging should be repaired and cargo discharged after obtaining proper
receipt

• Cargo should never be delivered except on production on the original bill of lading

• Cargo spaces should be searched on completion or discharge to prevent over carriage and
an appropriate entry made in the log book

• Usually, statements under oath will be taken from the master and other members of the
crew and these statements will have to be supported by appropriate log book entries. At
the time of noting protest the master should reserve the right to extend

CONTENTS of CSS
• Chapter 1 - General

• Chapter 2 - Principles of Safe Stowage and Securing of Cargoes

• Chapter 3 - Standardized Stowage and Securing Systems

• 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 Products

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 Containers

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

Appendix 1 – Safe Stowage and securing of cargo units and other entities in ships other than cellular
containerships – Resolution A.489(XII) – adopted 19 November 1981

Appendix 2 - Containers and Cargoes (BC): Cargo Securing Manual - MSC/Circ.385 – 8 January 1985

Appendix 3 – Elements to be taken into account when considering the safe stowage and securing of
cargo units and ships – Resolution A.533(13) – adopted 17 November 1983

Appendix 4 – Guidelines for Securing Arrangements for the Transport of Road Vehicles on Ro-Ro
Ships – Resolution A.581(14) – adopted 20 November 1985

Appendix 5 – Containers and Cargoes (BC): Entry into Enclosed Spaces – MSC/Circ.487 – 6 June 1988
LOADING AND SECURING OF LOCOMOTIVES
 HATCH COVERS AND MAINTENANCE
HATCH COVERS AND THEIR FUNCTION
The purpose and function of a hatch cover and its coamings is to prevent ingress of water into a cargo hold
after a large opening has been cut in the deck for cargo access. Hatch covers are a moveable structure
designed to a weather tight standard.

Hatch covers provide a primary structural and weather tight barrier to prevent water ingress into cargo
holds. Rigorous inspection, regular maintenance and prompt repair of damaged covers, securing and
supports are essential to maintain fitness for purpose and, in particular:

 To maintain sufficient strength to resist green seas landing on hatches in extreme weather;
 To maintain a barrier against ingress of water during normal seagoing weather conditions.

TYPES OF STEEL HATCH COVERS

Folding type low stowing
Folding type High stowage
Lift-on/lift-off hatch cover

Piggy-back hatch cover

Side Rolling Type
Arrangements on Hatch cover to achieve weather tightness
CROSS WEDGES
QUICK ACTING CLEAT

Quick Acting
Cleat slot

Compression bar

Drain Hole
 Non Return Valve
fitted at each
corner of inner
drain channel
under the Track
way

RESTING PADS
 Weather Tightness Test for Hatch Covers
Chalk Test
• When performing a chalk test, the top edge of every compression bar is covered with
chalk.
• Hatches are then fully closed and reopened. The rubber packing is examined for a
chalk mark, which should run continuously along the packing centre. Gaps in the chalk
mark indicate lack of compression.
• Chalk testing merely indicates if hatch panels are aligned and compression achieved.
It will not show whether compression is adequate and therefore it is not a test for
weather tightness.

Light Test
• Light testing is also effective but is potentially dangerous because personnel are in a
closed, dark hold looking for light infiltration between panels.
• If hatches are found to leak during a test, make the necessary repairs, then test again.

HOSE TEST
Water hose tests are used to determine weather tightness of hatch covers. If correctly
performed, hose testing will show hatch joints that leak.

• The general procedure for hose testing is to apply a powerful jet of water from a 20-
50mm diameter hose fitted with a 12mm diameter nozzle held at a distance of 1-1.5
metres from a hatch joint, moving along the joint at a speed of 1 metre every 2
seconds.
The drawbacks of hose testing are:

• The hold needs to be empty;

• It cannot be performed in sub-zero conditions;
• It requires the deck scupper drains to be open (potentially causing pollution);
• The test cannot pinpoint leaks on the cross-joint or side joint accurately;
Care should be taken to avoid excessive nozzle back-pressure.

Ultrasonic Test
The technique is very simple in its operation. An ultrasonic transmitter is placed inside the
cargo hold or compartment to be tested. The operator uses a receiver which converts the
ultrasonic signal to an audible level and measures the received signal strength. First the
signal is measured with the hatch open to determine the ‘open hatch value’. Then, with
the compartment secured, the operator passes the receiver around the seals of the hatch
covers measuring any received signals.
The limits and strength of received signals are marked on the hatch in chalk and
subsequently recorded on a sketch. A hatch cover that is tight will not allow any received
signal. The hatch cover is then opened and a close-up inspection made in order to
analyze the source of the leakage indications.

Unlike traditional hose testing, ultrasonic testing does not carry the risk of damaging
cargo. In the hands of a trained operator it is also quicker, more precise and less labour
intensive.

There are procedures which will help to keep your ship’s hatch covers in good condition.
The following advice can be considered best practice.

Always carry out regular examination of the hatch covers, hatch beams and coamings to
identify:

General levels of corrosion (check with your classification society for corrosion
allowances);

– localized corrosion at welded connections (grooving);

– cracks in joints and weld metal;
– permanent distortion of plating and stiffeners;

• Call a Class Surveyor and carry out repairs as soon as possible when there are:
– Indications of excessive corrosion e.g. holes or local buckling of the top
plate;
– Cracks in main structural joints;
– Areas of significant indentation, other than localized mechanical damage;

• Be particularly vigilant after heavy weather;

• Rectify any steel-to-steel fault before renewal of rubber packing. Renewal will not be
effective if Steel-to-steel contact points are defective, and expensive rubber packing
will be ruined after only a few months of use;
 HATCH COVER MAINTENANCE
Rubber Gaskets
Keep clean and free from paint. If physically damaged, permanently set-in or aged,
replace with minimum one metre lengths. Always follow the manufacturer’s instructions
when renewing gaskets.

Gasket Channels
If gasket channels are badly corroded, causing the hatch packing to hang loose, the
packing should be removed and the channel repaired by welding new metal strips which
should be painted before fitting new rubber. Always follow proper fire prevention safety
procedures. Make sure that cargo spaces are free of cargo and combustible material.
When conducting extensive structural repairs, remove the hatch covers to shore.

Hatch Cover Structure

Repair or replace any damaged, worn or defective hatch covers or coamings. Consult
with the ship’s classification society before commencing repair. Paint new structure
immediately.

Compression Bars
Effective sealing is only possible with a straight, undamaged and non-corroded
compression bar. Compression bars which are not in this condition should be repaired or
replaced, taking care to align the bars properly.

Remember to carry out a chalk test to check alignment, both

during and after repair.

Landing Pads
Hatch sealing is arranged by design to give the correct compression of the gasket when
there is metal-to-metal contact on the hatch landing pad, side plate, or inter-panel block. If
landing pads are reduced in height (check with manufacturers’ drawings) because of
wear, repair is essential.

Hatch Wheel Trackways

Trackways can corrode. They are weakened by abrasive wear and tear. When
weakened, trackways can distort and break, affecting hatch movement and
alignment. Deterioration is visible to the naked eye. Repair by replacing the worn
or damaged material with sufficient new material to restore strength. Always keep
hatch wheel trackways clean and painted.

Hatch Coamings
• Look for cracks at coaming corners. If any are found, consult the ship’s classification
society before commencing repairs in case the coaming needs to be reinforced.
• Examine coaming support brackets for corrosion where they connect with the ship’s
deck. Make sure coamings and their support brackets are painted.
• Coamings can be damaged by cargo equipment during loading or discharge. Look out
for damage and repair if found.
Hatch Cleats and Wedges
It is important for compression washers to be adjusted correctly. A locking nut for
adjusting compression is situated at the base of the cleat. The procedure to alter
compression is as follows:

• close hatch and secure for sea;

• place the cam of the cleat in the hatch socket as if to lock it, but leave it unlocked (the
cam should move freely and fit snugly in its housing);
• adjust the locking nut until the compression washer touches the underside of the hatch
coaming or its steel washer;
• turn the locking nut one full turn to achieve the desired tension;
• do not over-tighten;
• Protect the thread on completion.
• When closing and securing a hatch for sea passage, check the tension in side cleats.
• Cleats should never be adjusted in isolation, adjust all cleats along the hatch skirt at
the same time.
Hatch Cross-Joints
• It is essential for the cross-joint to be in good condition and properly aligned.
Maintenance and repair should focus on:
• Examination of the cross-joint structure for corrosion.
• Examination of joint hinges for pin wear, blade cracking or weld failure. (Re-grease the
hinge pin bushes making sure grease reaches the hinge pins).
• Examination of the steel-to-steel inter-panel blocks and locators for wear. (Check the
top plate of hatch panels; they should be level when closed).
• Checking the gap between panels when they are closed. Misalignment could be
caused by an incorrectly adjusted cylinder or the wheel tracks could be worn.
Hatch Wheels
• Hatch wheel spindles and bearings (where fitted) need to be greased regularly. Check
the wheel spindle for wear and the wheel housing for physical damage. Repair if the
spindle is worn or if the wheels are out of alignment.
Drain Channels and Non-Return Valves
• Clean coaming tops and cross-joint channels by removing any loose scale or cargo
residue by brushing or hosing. Clean coaming drain holes and check that the non-
return valve is functioning.
Greasing
• Wheel spindles, cleat spindles, hinge pins, hydraulic cylinder protective sheaths, cleat
wedges, drive chain sprockets, toothed rack and cylinder spherical bearings need to
be kept well-greased.
• Re-grease every month if necessary, and always apply new grease after the ship has
passed through heavy weather.
Painting
• Corrosion occurs mainly at the panel ends along the cross-joint or where access is
difficult, but it can also occur on the underside of a panel, especially along hatch
beams. Regular painting will be necessary.
 REEFER SHIPS AND CARGOES
Methods of insulation

As the steel hull structure is an excellent conductor of heat, some form of insulation must be
provided at the boundaries of the refrigerated compartments if the desired temperatures are to
be maintained economically. Cork, glass fibre, and various foam plastics in sheet or
granulated form may be used for insulating purposes, also air spaces which are less efficient.

Glass fibre is often used in modern ships as it has a number of advantages over the other
materials; for example, it is extremely light, vermin-proof, and fire-resistant, and it will
not absorb moisture. On the decks and particularly at the tank top the insulation must often
be load-bearing material, and cork might be preferred, but fibreglass can be supported by
tongue and grooved board linings and wood bearers.

The thickness of the insulation depends on the type of material used and the temperature to be
maintained in the compartment. However the depth of stiffening members often determines
the final depth. Insulating material is retained at the sides by galvanized sheet steel or
aluminium alloy sheet screwed to wood grounds on the frames or other stiffening members .

Insulation on the boundaries of oil tanks, e.g. on the tank top above an oil fuel double bottom
tank, has an air space of at least 50mm between the insulation and steel. If a coating of
approved oil-resisting composition with a thickness of about 5mm is applied the air gap may
be dispensed with. Suitable insulated doors are provided to cold rooms in general cargo ships,
and in refrigerated cargo ships the hold and tween hatches may be insulated. Patent steel
covers or pontoon covers may be filled with a suitable insulating material to prevent heat
losses.

A particular problem in insulated spaces is drainage, as ordinary scuppers would nullify the
effects of the insulation. To overcome this problem brine traps are provided in drains from
the tween deck chambers and insulated holds. The brine in the trap forms an effective seal
against ingress of warm air, and it will not freeze, preventing the drain from removing water
from the compartment .

FROZEN GOODS

Frozen goods (meat, butter, poultry & fish, ice cream) are carried from –12 C or below.

1) Repeated freezing and Thawing/ de-freezing are detrimental to frozen foods.

2) Appropriate packaging

3) Frozen products should be loaded rapidly.

4) Ventilation: Fresh air vent must always be CLOSED tight.

CHILLED GOODS

Chilled goods (cheese, eggs, fruits & vegetables).

1) Can be damaged by low temperatures, either by freezing or by chilling injury.

2) Exposure to higher temperatures is worse; it leads to very rapid deterioration due to enhanced
Respiration, Ethylene production and Water Loss.

3) Temp. range for Chilled cargoes: 2°C up to -12°C depending on type of cargo

FRESHNESS OF FOODS

Fruits and vegetables continue to live and breathe after harvest – consuming oxygen, generating heat
and giving off gases such as CO2 and moisture. This process, known as respiration, uses up a plant’s
resources and causes change that influence food value, flavor, quality, color, texture and water
content.
Respiration rate is directly proportional to temp.
Respiration rate also increases due to cuts & bruises.

CHILLED CARGO- WATER LOSS

Perishables that have lost water become dehydrated, weigh less and are of poorer quality in the
marketplace.
Maintaining high humidity, 90%, and – the lowest safe temperature for the particular product – for
fruits and vegetables, helps keep water loss to a minimum.

CARRIAGE INSTRUCTION, BY SHIPPER will help for successful transportation of all reefer
cargoes

REFRIGERATION SYSTEM (TO BE REFERRED FROM THE BOOK)

HOLD PREPARATION

1) Proper cleanliness & lack of odour in compartments .

2) After sweeping holds, wipe them down with cleansing fluid.

3) Any grease spots on the deck should be scraped .

4) May be deodorized using deodorizers.

5) Gratings should be laid & scrubbed clean if stained.

6) Dunnage free from infestation & neatly stacked .

7) Permanent dunnage & insulation (cork, fiberglass wool etc.) must be inspected & repairs
effected where necessary.

8) Bilges / scuppers should be clean & odor free & their suctions tested.
9) Brine traps should be checked & refilled as they prevent warm air from entering & cold air from
escaping, at the same time allowing drainage of water, as brine ( mixture of salt and water,
density 1.47) does not freeze readily .

10) Ventilators to be plugged if applicable.

11) Thermometers - locations / functioning to be inspected

12) Air delivery ducts / brine pipes to be checked for leaks or blockage & correct valve positions.

13) All closing devices (hatches, doors) are in efficient working order. Doors should close air tight.

14) Ozonisation carried out.(Oxygen rich, O3) destroys any bacteria which may contanimate
foodstuff. Portable ozonization machines may be used for this purpose.

PRE-COOLING OF CARGO SPACE

1) The pre-cooling of cargo spaces removes heat from steelwork / dunnage & provides a check on
the operation of the refrigeration system.

2) Pre cool other materials, like when carrying chilled meat, the meat bars, hooks will need to be
pre cooled and sterilized as well. This is usually done ashore.

3) The required pre-cooling temperature may be a few degrees lower than the required transport
temperature.

4) Pre loading survey must be conducted to avoid future claims. The surveyor to inspect the hold
for cleanliness, fitness (per cargo) & for satisfactory working of refrigeration plant. A certificate
is issued.

TRANSIT (REQUIREMENTS DETAILED IN CARRIAGE

INSTRUCTIONS)

1) Maintaining low temperatures during carriage

• The ship's refrigeration system must be capable of delivering air to the holds at a
temperature a few degrees below the target temperature .

• The ship's engineer should ensure that refrigeration equipment is well maintained & can
achieve the design temperatures.

• In addition, the engine room log should record temperatures at various positions of
cargo hold/ compartment .

2) Protecting the cargo from contamination

• Effort must be made to protect the cargo from contamination by seawater, bilge water,
fuel oil etc. and must not be tainted by odors.

3) Safety requirements : Do not enter any enclosed cargo space without checking the
atmosphere . It may contain dangerous/ toxic gasses like CO2, CO, ethelene etc.
4) Ventilation (or lack of) during cooling

5) Relative humidity limits or target

6) Carbon dioxide limits or target

• A maximum level of CO2 may be specified, In case of fruits, their ripening cause
evolution of carbon dioxide which if present in concentrations of above 5% can spoil
the entire consignment. Hence it is essential to keep a record & control of carbon
dioxide concentration. An instrument called Thermo scope is utilized for the purpose.
Excessive carbon dioxide can be dissipated by allowing fresh precooled air occasionally
into the hold.

BRINE TRAP AND INSPECTION

• The brine traps serve a dual purpose they prevent the cold air from reaching the bilges
and thus freezing out the water in the pipes and also they prevent the bad odour from
the bilges reaching the cold chambers.
 CAR CARRIERS AND RO-RO (ROLL ON ROLL
OFF) SHIPS
• “M.V Herald Of Free Enterprise capsized 1987), claiming 187 lives, when the
BOW door of the ship was not properly closed and subsequent flooding sank
the ship.

• “M.V Astonia” also sank for same reason in 1994. Lives lost 900.

Types of BOW / STERN/ SIDE DOORS

• They are always WATERTIGHT.

• Visor type bow door, with ramp.

Stowage and securing

• The cargo spaces in which wheel – based cargo is to be stowed should be

dry, clean and free form grease and oil.

• Wheel –based cargoes should be provided with adequate and clearly marked
secuing points or other equivalent means of sufficient strength to which
lashings may be applied.

• Wheel – based cargoes which are not provided with securing points should
have those places where lashings may be applied, clearly marked.

• Wheel – based cargoes, which are not provided with rubber wheels or tracks
with friction – increasing lower surfaces, should always be stowed on
wooden dunnage or other friction – increasing material such as soft boards,
rubber mats etc.
 • When is stowage position, the brakes of a wheel – based unit, if so equipped,
should be set.

• Wheel – based cargoes should be secured to the ship by lashings made of

material having strength and elongation characteristics as least equivalent to
steel chain or wire.

• Where possible, wheel – based cargoes, carried as part cargo, should be

showed close to the ship’s side or in stowage positions which are provided
with sufficient securing points of sufficient strength, or be block stowed from
side to side of the cargo space

• To prevent any lateral shifting of wheel – based cargoes not provided with
adequate securing points, such cargoes should , where practicable, be
stowed close to the ship’s side and close to each other, or be blocked off by
other suitable cargo units such as loaded containers, etc.

• To prevent the shifting of wheel –based cargoes it is where practicable,

preferable to stow those cargoes in a fore – and – aft direction rather than
athwartships. If wheel – based cargoes are inevitably stowed athwartships,
additional securing of sufficient strength may be necessary.

• The wheels of wheel – based cargoes should be blocked to prevent shifting .

Cargoes stowed on wheel- based units should be adequately secured to
stowage platforms or, where provided with suitable means, to its sides. Any
movable external components attached to a wheel – based unit, such as
derricks arms or turrets should be adequately locked or secured in position.

Securing of vehicles
RAMP OPERATING PRECAUTIONS
• Operating and Maintenance Manuals (OMM) to be ship specific, approved.

• Information to the ship's staff for maintaining and monitoring the sound
condition of all shell doors. ( Bow/stern/side)
 1. The required sign “To be kept closed at sea!” at the inside of the shell doors is
to be mentioned at appropriate text passages in the OMM. That concerns also
to the notice plates with warning indicator lights at the operating panels that
give instructions to the effect.

2) All securing devices are to be closed and locked

• before leaving harbor. It should be noted that the

• operating panels for the operation of doors are to be inaccessible to

unauthorized persons

3) The arrangement of the sealings dedicated to maintain the weather- or water

tightness of the outer and inner doors needs to be described. In addition to
the drawings , packing retaining channels, drainages etc. The rubber material
to be checked for damage.

BOW DOORS, CHECKS

4) Supporting device is a device used to transmit external or internal loads from

the door to a hinge into the ship's structure.

5) Securing device is a device such as a cleat, pin, locker, etc. used to keep the
door closed by preventing it from rotating about its hinges.

6) Locking device is a device that locks a securing device in the closed position
by means of a pin

7) Description of hydraulic power supply unit

8) Water leakage detection system.

9) Monitors (on the navigation bridge and in the engine control room).

10) Indicator system on the navigating bridge for the correct closing state of the
shell door.

11) Lamp signals are to be provided at the operating panel and on the navigation
bridge to show that the shell doors and the inner door behind the bow door
are closed and that their securing and locking devices are properly positioned.
Deviations from the correct closing state are to be indicated by visual alarms.
A mode-selection switch "Harbour/ Sea Voyage" for an additional audible
alarm on the navigation bridge
12) Television surveillance system
 MAX SPEED 5 KM/ HRS ON RAMP.

MAX SPEED ON DECKS: 15 KM/ HR

• Cars have some fuel in fuel tanks , and batteries

• Live car : is when the battery is connected .

• For long voyages advice to disconnect the battery (dead car) , so that battery
is not discharged .

• Keys in car

• Proper gas checks to be carried out on car decks.

• Ventilation system to be kept on which are very powerful to expel the

accumulation of gases in cargo area.

• Gas monitoring in cargo area TO BE CARRIED OUT and recorded as a

routine.
 SAFE USE OF PESTICIDES ON BOARD AND
FUMIGATION OF CARGO HOLDS

AMENDMENT TO THE RECOMMENDATIONS ON THE SAFE USE OF PESTICIDES IN SHIPS

APPLICABLE TO THE FUMIGATION OF CARGO HOLDS (MSC.1/CIRC.1264)

1 The Maritime Safety Committee, at its eighty-fourth session (7 to 16 May 2008), approved
the Recommendations on the safe use of pesticides in ships applicable to the fumigation of
cargo holds (MSC.1/Circ.1264), which apply to the carriage of solid bulk cargoes, including
grain, in pursuance of the requirement of SOLAS regulation VI/4.

The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011), approved
the following amendment to section 5 (Safety Precautions – General) of the afore
mentioned Recommendations, as prepared by the Sub-Committee on Dangerous Goods,
Solid Cargoes and Containers (DSC) at its fifteenth session.

Fire Risk
When Phosphene generating formulations are used to fumigate, any collected residue may
ignite."

Main sites of infestation

• Tank top ceiling:

• Tween-deck centre lines, wooden feeders and bins

• Transverse beams and longitudinal deck girders

• Insulated bulkheads near engine-rooms:

• Cargo battens

• Bilges

• Electrical conduit casings

• The area underneath burlap, which is used to cover lumber boards and sometimes to
cover tank top ceilings.

• Boxing around pipes, especially if it is broken.

• Corners, where old cereal material is often found.

 • Crevices at plate landings, frames and chocks.

• Wooden coverings of manholes or wells leading to double-bottom tanks or other

places.

• Cracks in the wooden ceiling protecting the propeller shaft tunnel.

• Beneath rusty scale and old paint on the inside of hull plates.

• Shifting boards.

• Dunnage material, empty bags and used separation cloths. Inside lockers.

Types of pesticides and methods of insect control

To avoid insect populations becoming firmly established in cargo holds and other parts of a
ship, it is necessary to use some form of chemical toxicant for control. The materials
available may be divided conveniently into two classes: contact insecticides and fumigants.

The choice of agent and method of application depend on the type of commodity, the
extent and location of the infestation, the importance and habits of the insects found, and
the climatic and other conditions. Recommended treatments are altered or modified from
time to time in accordance with new developments.

The success of chemical treatments does not lie wholly in the pesticidal activity of the
agents used. In addition, an appreciation of the requirements and limitations of the
different available methods is required. Crew members can carry out small-scale or "spot"
treatments if they adhere to the manufacturer's instructions and take care to cover the
whole area of infestation.

However, extensive or hazardous treatments including fumigation and spraying near human
and animal food should be placed in the hands of professional operators. who should inform
the master of the identity of the active ingredients used, the hazards involved and the
precautions to be taken.

Fumigants

Fumigants act in a gaseous phase even though they may be applied as solid or liquid
formulations from which the gas arises. Effective and safe use requires that the space being
treated be rendered gastight for the period of exposure, which may vary from a few hours
to several days, depending on the fumigant type and concentration used, the pests, the
commodities treated and the temperature. Additional information is provided on two of the
most widely used fumigants, methyl bromide and phosphine, in appendix 1.
Safe use of pesticides

In recent years the authorities have become increasingly concerned at the dangers
associated with the use of pesticides aboard ships. There is the possibility that edible
cargoes will be contaminated by the use of pesticides and that crew members will be
harmed by contact with them.

Before describing routine procedures a warning must be given. On at least one occasion
ships’ personnel and stevedores required treatment when they breathed fumigant laden
dust from a grain cargo while it was being loaded! The ship, in a western Canadian port, had
received no warning that the cargo had been fumigated before loading. The Master should
enquire whether the intended cargo is under fumigation or has been fumigated and should
arrange for the supply of suitable approved protective masks if necessary.

Full recommendations for the use of pesticides aboard ship have been published by the
IMO. A copy of this document should be held aboard ship and studied before pesticides are
used. The following paragraphs indicate the areas covered by the recommendations, but it
must be emphasized that pesticides can kill and should not be used except when the full
instructions have been studied.

A ship may be infested by insects or by rats. Infestation by insects may exist aboard ship or
may be brought aboard with the cargo.

The purpose of its removal may be to satisfy the agricultural authorities in the discharge
port or to ensure that the cargo remains acceptable to the receiver. Infestation can cause
cargo to overheat. Infestation by rats must be eliminated in accordance with International
Health Regulations. Infestation is assisted by dirt and cargo residues. Holds,
accommodation, storerooms and machinery spaces should be kept very clean to remove
any opportunity for infestation.

Prevention of infestation:

• Cargo spaces and other parts of the ship should be kept in a good state of repair,
clean and free of rubbish.

• Any infested material collected during cleaning should be disposed of or treated

immediately so that infestation cannot spread.

• Treatment of infestation: An infestation of a cargo space or an infestation of cargo

must be eliminated with the use of a fumigant.

• Fumigants are administered as gases or liquid sprays and the compartment

fumigated must be made gas tight.

• Evacuation of the space being fumigated is mandatory and it may be necessary for
the whole ship to be evacuated.
• The gas may be delivered in pellets which decompose during the voyage and give a
slow release of gas.

• Fumigant gases are poisonous to humans and their use requires special equipment
and skills. They should be used by specialists and not by the ship’s crew.

• A "fumigator-in-charge" should be designated by the fumigation company,

government agency or appropriate authority. He should be able to provide
documentation to the master proving his competence and authorization. The master
should be provided with written instructions by the fumigator-in-charge on the type
of fumigant used, the hazards to human health involved and the precautions to be
taken, and, in view of the highly toxic nature of all commonly used fumigants, these
should be followed carefully. Such instructions should be written in a language
readily understood by the master or his representative.

• There are detailed recommendations for the use of fumigants. The illustrations show
hoses which are led through the access hatches and put in place in the empty, hold
where they become submerged in the cargo.

• When loading is completed and the fumigant has been pumped into the cargo the
hose ends on deck are dropped through the access hatches into the hold. The
accesses are then closed and sealed.
 Fumigant hose ends in empty hold before loading grain

Fumigation with aeration (ventilation) in port

Fumigation and aeration (ventilation) of empty cargo holds should always be carried out in
port (alongside or at anchorage). Ships should not be permitted to leave port until gas-free
certification has been received from the fumigator-in-charge.

Prior to the application of fumigants to cargo holds, the crew should be landed and
remain ashore until the ship is certified "gas-free", in writing, by the fumigator-in-charge or
other authorized person.

During this period a watchman should be posted to prevent unauthorized boarding or entry,
and warning signs should be prominently displayed at gangways and at entrances to
accommodation. A specimen of such a warning sign is given in appendix 2.

The fumigator-in-charge should be retained throughout the fumigation period and until
such time as the ship is declared gas-free.

At the end of the fumigation period the fumigator will take the necessary action to ensure
that the fumigant is dispersed. If crew members are required to assist in such actions, for
example in opening hatches, they should be provided with adequate respiratory protection
and adhere strictly to instructions given by the fumigator-in-charge.

The fumigator-in-charge should notify the master in writing of any spaces determined to be
safe for re-occupancy by essential crew members prior to the aeration of the ship.

In such circumstances the fumigator-in-charge should monitor, throughout the fumigation

and aeration periods, spaces to which personnel have been permitted to return. Should the
concentration in any such area exceed the occupational exposure limit values set by the flag
State regulations, crew members should be evacuated from the area until measurements
show re-occupancy to be safe.
 No unauthorized persons should be allowed on board until all parts of the ship have
been determined gas-free, warning signs removed and clearance certificates issued by the
fumigator-in-charge.

• Clearance certificates should only be issued when tests show that all residual
fumigant has been dispersed from empty cargo holds and adjacent working spaces
and any residual fumigant material has been removed.

• Entry into a space under fumigation should never take place except in the event of
an extreme emergency. If entry is imperative the fumigator-in-charge and at least
one other person should enter, each wearing adequate protective equipment
appropriate for the fumigant used and a safety harness and lifeline. Each lifeline
should be tended by a person outside the space, who should be similarly equipped.

• In some ports of the USA the fumigation process requires the ship to circulate the
fumigant gas through the cargo for a set number of days. This is achieved by
portable fan units situated inside the access hatches. During the gas circulation strict
precautions must be followed to ensure that the access hatch is fully sealed and
does not allow any of the gas to escape. (The access hatch remains cracked open
about 10mm to allow the electric cable through and the crack is sealed with heavy
duty tape such as Ramnek tape. During heavy weather the circulation is suspended,
the power supply disconnected and the access hatch tightly battened down. Ship’s
staff must be prohibited from entering any area where gas circulation is occurring. A
large NO–GO area must be maintained for safety reasons.

• At the end of the circulation period the fans are switched off and unplugged and
remain inside the hatch access until the discharge port. Full safety precautions, using
breathing apparatus, must be taken when the fans are switched off and the power
cable disconnected. At the arrival berth the fans can only be removed from the
access hatches when the atmosphere is found safe to do so.

Fumigation fan installed in access hatch

 • The Master should be provided with full written instructions in a language he can
readily understand about the fumigant used and precautions required. The
fumigator-in-charge is responsible for evacuating the crew, posting watchmen and
warning notices, injecting the fumigant, issuing respirators if required, testing the
spaces to ensure they are gas free, and issuing a clearance certificate when all traces
of gas and fumigant material have been removed.

In-transit fumigation

• In-transit fumigation is fumigation which is commenced in port under specialist

supervision, but which continues at sea with only the ship’s crew aboard to supervise
and control the process. It may be proposed if the ship’s stay in port is not long
enough for the planned fumigation, or if it is found that the fumigant gases have not
completely dispersed at the planned time of completion of fumigation and the
spaces have to be resealed. It is also likely to be proposed when an infested cargo
such as grain is loaded and fumigation can only commence on completion of loading
or when it is a term of the contract of sale.

• In-transit fumigation is hazardous because of the lack of experience of the crew and
the dangerous nature of fumigants, and is forbidden by some flag State
administrations. Before he agrees to in-transit fumigation the Master must ensure
that he has the permission of the ship’s flag State administration, and of the port
State administration.

• At least one officer and one rating are to receive training to enable them to take
responsibility for ensuring safe conditions throughout the ship. They must be familiar
with the characteristics and properties of the fumigant and the manufacturer’s
recommendations regarding methods of detection, symptoms of poisoning, relevant
first aid and special medical treatment, and emergency procedures.

• The crew must be briefed. The cargo spaces to be fumigated must be inspected
before loading and must be certified by the specialist as gastight and satisfactory.

• equipment and instructions, at least four sets of appropriate protective equipment,

instructions on disposal of remaining fumigant material, medicines and medical
equipment and a copy of the latest version of the Medical First Aid Guide for Use in
Accidents Involving Dangerous Goods (MFAG).

• The fumigator-in-charge must provide a written notice of all spaces which are unsafe
to enter during fumigation and must check surrounding spaces for safety. He must
remain aboard until the fumigant gas reaches sufficiently high concentrations to
ensure that any leak can be detected and until such leaks have been eliminated, and
must then issue a written statement that these requirements have been met and
 that the ship’s representative is fully trained in the use of the gas detection
equipment provided.

• Whilst satisfying the above requirements the fumigator-in-charge may be able to

leave the ship before she sails or may undertake part of the voyage with the ship,
but in both cases he leaves before the ship is free of fumigant gas. Whilst in-transit
fumigation is taking place, warning notices should be posted, adequate stocks of gas
detection and respirators (with consumables) should be maintained and spaces
around the compartment being fumigated should be checked every eight hours or
more often, for gas concentrations and the readings obtained should be logged.

• Spaces under fumigation should never be entered unless absolutely essential and
then only by two persons, both wearing adequate protective equipment, safety
harnesses and lifelines. The lifelines should be tended by persons outside the space
who should also wear self-contained breathing apparatus.

• In normal circumstances the ventilators will remain sealed and no ventilation will be
attempted for a cargo under fumigation. This will continue either for a stated
number of days after which the spaces are to be ventilated or, less commonly, for
the entire passage to the discharge port. When a space under fumigation has to be
ventilated every effort should be made to prevent gases from entering
accommodation or work areas. In these circumstances ventilation is best undertaken
when there is a strong cross-wind, blowing exhausted air away from the ship. When
ventilation takes place accommodation and work areas should be checked for gas
concentrations and if they ever exceed the threshold limit value (TLV) for the
fumigant the space must be evacuated.

• At least 24 hours before arriving at the discharge port the Master must inform the
authorities that fumigation-in-transit is being carried out and must provide relevant
details. The requirements of the receiving country regarding the handling of
fumigated cargo should be established and observed. Personnel employed in
opening hatches should wear respirators and the area should be checked for gas
concentrations, with readings recorded in the log.

• Discharge should be carried out by mechanical means. If anyone is required to enter

the hold and at the completion of discharge, it should be checked for gas
concentrations and respirators should be worn if required. When discharge is
completed and the ship is free of fumigants and certified as such, all warning notices
should be removed.

• Every step in the fumigation process, including instrument readings obtained when
required, should be recorded in the vessel’s log book.
 CODE OF SAFE PRACTICE FOR SHIPS
CARRYING TIMBER DECK CARGOES 2011
Contents: It has 8 chapters and 4 annexures
1: General
2: General recommendation on stowage and securing of Timber deck cargo
3: Visibility
4: Physical properties of timber deck cargoes
5: Design Principles
6: Alternative design Principles
7: Uprights
8: Denotations used
Annex A: Guidance in developing procedures and checklists
Annex B: Sample of stowage and securing arrangements
Annex C: Instruction to master on calculation of mass change of Timber deck cargo
due to water absorption.
Annex D: References

Purpose
The purpose of this Code is to make recommendations on stowage, securing and other
operational safety measures designed to ensure the safe transport of mainly
timber deck cargoes.

Application
This Code applies to all ships of 24 m or more in length engaged in the carriage of
timber deck cargoes.
Definitions
• Cant means a log which is "slab-cut", i.e., ripped lengthwise so that the resulting
thick pieces have two opposing, parallel flat sides and in some cases a third
side which is sawn flat.
• Fall protection system means a system which incorporates an adequate anchorage
point, a safety harness worn by the person to be protected and a fall arrest device
which, when attached to the anchorage point and harness will permit normal
personnel movement but lock immediately if any force is applied to the system.
• Timber means sawn wood or lumber, cants, logs, poles, pulpwood and all other type
of timber in loose or packaged forms. The term does not include wood pulp or
similar cargo.

• Timber deck cargo means a cargo of timber carried on an uncovered part of a

freeboard or superstructure deck. The term does not include wood pulp or similar
cargo.

• Timber load line means a special load line assigned to ships complying with certain
conditions related to their construction set out in the International Convention on
Load Lines and used when the cargo complies with the stowage and securing

conditions of this Code.

• Weather deck means the uppermost complete deck exposed to weather and sea.
Special Requirements For Ships Assigned Timber
Freeboards
Construction of Ship
1. Superstructure
Ships shall have a forecastle of at least standard height and a length of at least 0.07 L.
In addition, if the ship is less than 100 metres in length, a poop of at
least standard height, or a raised quarter-deck with either a deckhouse or a strong
steel hood of at least the same total height shall be fitted aft.

2. Double Bottom Tanks

Double bottom tanks where fitted within the midship half -length of the ship shall
have adequate watertight longitudinal subdivision.

3. Bulwarks
The ship shall be fitted either with permanent bulwarks at least 1 meter in height,
specially stiffened on the upper edge and supported by strong bulwark stays attached
to the deck and provided with necessary freeing ports, or with efficient rails of the
same height and of specially strong construction.

Uprights:
– Uprights should be fitted when required by the nature, height or character of the
timber deck cargo. (loading in winter zone, height of cargo above weather deck
>2.4m, height more than 2 bundles, loading of logs, cant, etc.)
– When uprights are fitted, they should:
• be made of steel or other suitable material of adequate strength;
• be spaced at intervals not exceeding 3 m;
• be fixed to the deck by angles, metal sockets etc. and
• If deemed necessary, be further secured by a metal bracket to a strengthened point,
i.e. bulwark, and hatch coaming.

STABILITY
• The ship should be supplied with comprehensive stability information which
should enable the master, rapidly and simply, to obtain accurate guidance as to
the stability of the ship under varying conditions of service (Comprehensive rolling
period tables or diagrams)
The stability of the ship at all times during whole voyage, should be positive and to a
standard acceptable to the Administration. It should be calculated having regards to:
• The increased weight of the timber deck cargo due to absorption of water and ice
accretion,
• Consumables,
• The free surface effect of liquid in tanks; and
• The weight of water trapped in broken spaces within the timber deck cargo and
specially logs.

Note: Where timber deck cargoes are carried, the amount of cargo and ballast
should correspond to the worst service condition in which all the relevant
stability criteria in Section 5 are met. In the arrival conditions it should be
assumed that the weight of the deck cargo has increased by 10 per cent
due to water absorption.
The excessive GM values induce large accelerations; GM should preferably not

exceed 3% of the breadth of the vessel. The master should:

• Cease all loading operations if a list develops for which there is no satisfactory
explanation, and

• Before proceeding to sea, ensure that the ship is upright

• The ship has an adequate metacentric height; and
• The ship meets the required stability criteria.
• The area under the GZ curve shall not be less than .08 m-radians up to 40° or the θf
if less than 40°.
• The maximum value of GZ shall be at least 0.25 m.
At all times during the voyage, the GM shall not be less than 0.1 m, taking into
accounts the absorption of water by deck cargo and/or ice accretion on the exposed
surfaces.
However, excessive initial stability should be avoided as it will result in rapid and
violent motion in heavy seas which will impose large sliding and racking forces on the
cargo causing high stresses on the lashings. It is recommended that metacentric height
shall not be more than 3% breadth of the ship.

STOWAGE
Before timber deck cargo is loaded on any area of the weather deck:
– Hatch covers and other openings to spaces below that area should be securely
closed and battened down;
– Air pipes and ventilators should be efficiently protected and check-valves or
similar devices should be examined to ascertain their effectiveness against the
entry of water;
– Accumulations of ice and snow on such area should be removed; and
– It is normally preferable to have all deck lashings, uprights, etc., in position
before loading on that specific area.
• Note: Before commencing to load on the deck or hatches, a firm and level
stowage surface should be prepared. Dunnage, where used, should be
of rough lumber and should be placed in the direction which will
spread the load across the ships under deck structure and assist in
draining.
• The timber deck cargo should be so stowed that:
– safe and satisfactory access to the crew's quarters, pilot boarding
access, machinery spaces and all other areas regularly used in the
necessary working of the ship is provided at all times;
– Where relevant, openings that give access to spaces below timber
deck cargo, should be closed and secured against the entry of water;
– Safety equipment, devices for remote operation of valves and sounding
pipes are left accessible; and
– It is compact and will not interfere in any way with the navigation and
necessary working of the ship.
• Upon completion, and before sailing, a thorough inspection of the ship should be
carried out to verify that no structural damage has occurred causing an ingress of
water.

• During loading, the timber deck cargo should be kept free of any accumulations of
ice and snow.
Height and extent of timber deck cargo

• The height of the timber deck cargo above the weather deck on a ship within a
winter zone should not exceed one third of the extreme breadth of the ship.
• The height of the timber deck cargo should be restricted so that:
– Adequate visibility is assured;
– A safe margin of stability is maintained at all stages of the voyage;
– The weight of the timber deck cargo does not exceed the designed maximum
permissible load on the weather deck and hatches and
– Any forward-facing profile does not present overhanging shoulders to a head sea

On ships provided with, and making use of their timber load line, the
timber deck cargo should be stowed so as to extend:

• Over the entire available length of the well or wells between superstructures and
as close as practicable to end bulkheads;
• At least to the after end of the aftermost hatchway in the case where there is no
limiting superstructure at the after end;
• athwart ships as close as possible to the ship's sides, after making due allowance
(max 4% of the breadth) for obstructions such as guardrails, bulwark stays,
uprights, pilot boarding access, etc.; and
• To at least the standard height of a superstructure

SECURING
• Every lashing should pass over the timber deck cargo and be shackled to eye plates
suitable and adequate for the intended purpose and efficiently attached to the
deck stringer plate. They should be in contact with the timber deck cargo
throughout its full height.
• All lashings and components used for securing should possess a breaking strength
of not less than 133 kN;
• After initial stressing, show an elongation of not more than 5% at 80% of their
breaking strength; and
• Show no permanent deformation after having been subjected to a proof load of
not less than 40% of their original breaking strength.
• Every lashing should be provided with a tightening device or system so placed that
it can safely and efficiently operate when required. There should be a provision of
slipping/quick release arrangement in each lashing (to facilitate jettisoning of
cargo if need arises)
• Upon completion and after the initial securing, the tightening device or system
should be left with not less than half the threaded length of screw or of tightening
capacity available for future use.
• Every lashing should be provided with a device or an installation to permit the
length of the lashing to be adjusted. (wire lashings to have a short length of chain
attached)
• The spacing of the lashings should be such that the two lashings at each end of
each length of continuous deck stow are positioned as close as practicable to the
extreme end of the timber deck cargo.
• If wire rope clips are used to make a joint in a wire lashing:
– they should be at least four in number, each spaced at intervals of not less than
15 cm;
– the saddle portion of the clip should be applied to the live load segment and
the U-bolt to the dead or shortened end segment;
– they should be initially tightened so that they visibly penetrate into the wire
rope and subsequently re-tightened after the lashing has been stressed.
• Greasing the threads of grips, clips and turnbuckles increases their holding capacity
and prevents corrosion.

LOOSE OR PACKAGED SAWN TIMBER

• The timber deck cargo should be secured throughout its length by independent
lashings.
• The maximum spacing of the lashings referred to above should be determined by
the maximum height of the timber deck cargo in the vicinity of the lashings:
– The first lashing from the end bulkheads shall not be more than 2 m.
– For a height of 4 m and below, the spacing should be 3m; – for heights of above 6
m, the spacing should be 1.5m.
• The packages stowed at the upper outboard edge of the stow should be secured
by at least two lashings each.
• When the outboard stow of the timber deck cargo is in lengths of less than 3.6 m,
the spacing of the lashings should be reduced as necessary or other suitable
provisions made to suit the length of timber.
• Rounded angle pieces of suitable material and design should be used along the
upper outboard edge of the stow to bear the stress and permit free reeving of the
lashings.
Logs, poles, cants or similar cargo
• The timber deck cargo should be secured throughout its length by independent
lashings spaced not more than 3 m apart.
• If the timber deck cargo is stowed over the hatches and higher, it should, in addition
to being secured by the lashings recommended above, be further secured by:
– A system of athwart ship lashings (hog lashings) joining each port and starboard pair
of uprights near the top of the stow and at other appropriate levels as appropriate
for the height of the stow; and
– a lashing system to tighten the stow whereby a dual continuous wire rope (wiggle
wire) is passed from side to side over the cargo and held continuously through a
series of snatch blocks or other suitable device, held in place by foot wires.
– The dual continuous wire rope should be led to a winch or other tensioning device to
facilitate further tightening.
Rigging hog wires for deck-stowed log cargo, as required by the IMO Code of Safe Practice
for Ships Carrying Timber Deck Cargoes, 1991
Personnel Protection And Safety Devices
• Suitable protective clothing and equipment, such as studded boots or studded
overshoes and hard hats, should be provided for the protection of crew members.
• During the course of the voyage, if there is no convenient passage for the crew on or
below the deck of the ship giving safe means of access from the accommodation to
all parts used in the necessary working of the ship, guard lines or rails, not more than
330 mm apart vertically, should be provided on each side of the deck cargo to a
height of at least 1 m above the cargo.
• In addition, a lifeline, preferably wire rope, set up taut with a tightening device
should be provided as near as practicable to the centerline of the ship. The stanchion
supports to all guard rails or lifelines should be spaced so as to prevent undue
sagging. Where the cargo is uneven, a safe walking surface of not less than 600 mm
in width should be fitted over the cargo and effectively secured beneath, or adjacent
to, the lifeline.
• Upon completion of loading and securing, fencing or means of closing should be
provided for all openings in the stow such as at mast houses, winches etc.

• Alternately, a walkway of substantial construction should be provided having an even

walking surface and consisting of two fore and aft sets of guard lines or rails about 1
m apart, each having a minimum of three courses of guard lines or rails to a height of
not less than 1 m above the walking surface. Such guard lines or rails should be
supported by rigid stanchions spaced not more than 3 m apart and lines should be
set up taut by tightening device.

• Another alternative: A lifeline, preferably wire rope, may be erected above the
timber deck cargo such that a crew member equipped with a fall protection system
can hook onto and work about the timber deck cargo. The lifeline should be erected
about 2 m above the timber deck cargo as near as practicable to the centerline of the
ship;

• Stretched sufficiently taut with a tightening device to support a fallen crew member
without collapse or failure

• Properly constructed ladders, steps or ramps fitted with guard lines or handrails
should be provided from the top of the cargo to the deck, and in other cases where
the cargo is stepped, in order to provide reasonable access.
 ACTION TO BE TAKEN DURING THE VOYAGE
Tightening of lashings

• It is of paramount importance that all lashings be carefully examined and

tightened at the beginning of the voyage as the vibration and working of the ship
will cause the cargo to settle and compact. They should be further examined at
regular intervals during the voyage and tightened as necessary.
• Entries of all examinations and adjustments to lashings should be made in the
ship’s log book.

Voyage planning and ship handling

• The master should plan the voyage so as to avoid potential severe weather and
sea conditions. To this effect, weather reports, weather facsimiles or weather
routing agencies should be consulted.
• In cases where severe weather and sea conditions are unavoidable, masters
should be conscious of the need to reduce speed and/or alter course at an early
stage in order to minimize the forces imposed on the cargo, structure and
lashings. The lashings are not designed to provide a means of securing against
imprudent ship handling in heavy weather. There can be no substitute for good
seamanship.

Listing during voyage

• If a list occurs that is not caused by normal use of consumables (water and fuel),
such a list can probably be attributed to one of three causes, or possibly a
combination of same.

Cargo shift
• A major shift of deck cargo will obviously be immediately apparent. Deck cargo
may however have shifted imperceptibly or there may have been a shift of cargo
below decks. An immediate examination should determine whether or not cargo
has shifted and if this is the case the master will have several remedies available
to him depending upon the exact circumstances.
• The ballasting and transferring of ballast or fuel to reduce or correct a list caused
by a shifted cargo should, however, be carefully considered since this action
would, in all probability, result in a far greater list if the cargo should subsequently
shift to the other side.
• As any cargo shift will in most cases occur in adverse weather conditions, sending
crew to release or tighten the lashings on a moving or shifted cargo may well
represent a greater hazard than retaining an overhanging load. A moving or
shifted timber deck cargo should only be jettisoned after careful consideration it is
unlikely to improve the situation as the whole cargo stack would probably not fall
at once.
• Severe damage may also be sustained by the propeller if still turning when timber
is jettisoned.

Water ingress
• The possibility of water ingress should immediately be determined by sounding
throughout the ship. In the event that unexplained water is detected, all available
• Pumps should be used to bring the situation under control. Subsequent actions
will obviously depend upon whether or not such ingress of water can be
controlled by use of pumps.
Angle of loll
• If the rolling of the ship prior to the detection of the list has been exceptionally
slow and the ship has returned to the upright position in a sluggish manner, this
will indicate that the ship has little or no metacentric height remaining. The list is

• Due to the ship lolling to one side and having no righting arm to return it to the
upright position. This situation may be rectified by either adding weight to the low
part of the ship (ballasting double bottom tanks) or removing weight from the
high part (deck cargo).
• Of the two options, ballasting is usually preferable and if empty divided double
bottom space is available, the tank on the lower side should be ballasted first in
order to immediately provide additional metacentric height after which the tank
on the high side should also be ballasted. However, special care should be taken in
ballasting and deballasting to rectify the situation since this may cause a far
greater list to the other side.

Notification
• If a whole or partial timber deck load is either jettisoned or accidentally lost
overboard, the attention of the master is drawn to chapter V of the International
Convention for the Safety of Life at Sea, which, inter alia, requires a master to
• communicate information on a direct danger to navigation by all means at his
disposal, to ships in the vicinity, and also to the competent authorities at the first
point in the country with which he can communicate. It is required that such
• Information should include the kind of danger (in this case a timber deck load), the
position of the danger when last observed, and the time and date (coordinated
universal time) when the danger was last observed.
General Guidelines For The Under-Deck Stowage Of Logs
Prior to loading
A pre-stow plan should be made carefully after considering all the available
information (wrt to the hold dimensions, cargo gear limitations & cargo
dimensions), to allow the maximum utilization of the available space; the better
the under-deck stowage, the more cargo can safely be carried on deck;
– The cargo spaces and related equipment should be examined to check for
damages & repairs effected in an appropriate manner.
– the bilge suction screens should be examined to ensure they are clean, effective
and properly maintained to prevent the admission of debris into the bilge piping
system.
– The bilge wells should be free of extraneous material such as wood bark and wood
splinters;
– Side sparring, pipe guards, etc., designed to protect internal hull members should
be in place; and
– The Master should ensure that the opening and closing of any high ballast dump
valves (TST o’board v/vs) are properly locked. The Master should ensure that the
dump valves are properly monitored to prevent the accidental readmission of
water into these tanks. Leaving these tanks open to the sea, could lead to an
apparently inexplicable list, a shift of deck cargo, and potential capsize.

During loading operations

– Each lift of logs should be hoisted aboard the ship in close proximity to the ship to
minimize any potential swinging of the lift;

– The possibility of damage to the ship and the safety of those who work in the cargo
spaces should be considered. The logs should not be swinging when lowered into
the space. The hatch coaming should be used, as necessary, to eliminate any
swinging of the logs by gently resting the load against the inside of the coaming, or
on it, prior to loading.

– The logs should be stowed compactly, thereby eliminating as many voids as is

practicable. The heaviest logs should be loaded first into the cargo spaces;

– logs should generally be stowed compactly in a fore and aft direction, any remaining
void spaces should be filled with logs stowed athwart ships so as to fill in the void
across the breadth of the space as completely as the length of the logs permits;
– Athwart ship voids should be filled tier by tier as loading progresses;
• Extreme pyramiding of logs should be avoided to the greatest extent possible. If the
breadth of the space is greater than the breadth of the hatch opening, pyramiding
may be avoided by sliding fore and aft loaded logs into the ends of the port and
starboard space. This sliding of logs into the ends of the port and starboard side of
the space should commence early in the loading process (after reaching a height
of approximately 2 m above the inner bottom) and should continue throughout
the loading process;

– A careful watch by ship's personnel should be maintained throughout the loading to

ensure no structural damage occurs. Any damage which affects the seaworthiness
of the ship should be repaired;

– when the logs are stowed to a height of about 1 m below the forward or aft
athwartship hatch coaming, the size of the lift of logs should be reduced to
facilitate stowing of the remaining area; and

– Logs in the hatch coaming area should be stowed as compactly as possible to

maximum capacity.

After loading , the ship should be thoroughly examined to ascertain its

structural condition. Bilges should be sounded to verify the ship's watertight
integrity.
During the voyage
– The ship's heeling angle and rolling period should be checked, in a seaway, on a
regular basis;

– Wedges, wastes, hammers and portable pump, if provided, should be stored in an

easily accessible place; and
– The Master or a responsible officer should ensure that it is safe to enter an enclosed
space by:

• ensuring that the space has been thoroughly ventilated by natural or mechanical
means;

• testing the atmosphere of the space at different levels for oxygen deficiency and
harmful vapour where suitable instruments are available; and
• requiring self-contained breathing apparatus to be worn by all persons entering the
space where there is any doubt as to the adequacy of ventilation or testing before
entry.
 Approx. determination of ship’s stability by means of
rolling period test

(ships upto 70 mtrs. In length)

When one-third of the deck cargo remains to be loaded, slings of timber are lifter
from the jetty simultaneously by several of ship’s derrick and swung
inboard. The resulting roll of the vessel may indicate undesirable stability
characterisitcs.

( )
Where
f = Factor for rolling period or rolling coefficient
B = Breadth of ship
Tr = time for one roll in seconds
Limitations of the method
• This test is applicable to ships up to 70 mtrs. In length.
• Mooring lines must be slack.
• Gangway shall be off the wharf.
• Sea shall be calm. If swell is present rolling period observed will have error in it.
• Strong wind especially from beam shall not be present.
 WATCHKEEPING IN PORT
The Master usually delegates the controls of cargo operation to the chief officer.
Who is assisted by two to three watch keeping officers .At all times when cargo is
being worked in port, there will be a junior deck officer available to assist him. It is
normal for these OOW to work a duty rotation system; the exact details will depend
upon the work load, the no of officers available & hours of work of stevedores. Also
different companies have different procedures.

Even when cargo is not being worked, sufficient officers & crew should be available
to deal with any emergency which may arise. In some ports the local regulations
specify the minimum no of officers & crew to remain on board. There should always
be nominated duty officer, known to ship’s watchman, who can be called if required.
This officer should be aware of any condition that could affect the safety of the
vessel, including weather, tides, mooring, security etc. He should make a final round
of inspection of all parts of the v/l to satisfy himself.

The OOW may need to keep a full live watch for duties other than cargo operation,
such as supervising bunkering, receiving ship’s store, assisting with surveys or
repairs, maintaining security, etc.

WATCH ARRANGEMENTS:

Arrangement for keeping watch when the ship is in port shall at all times be
adequate to:

1. Ensure the safety of life, of the ship, cargo, port & the environment,& the safe
operation of all machinery.

2. Observe international, national & local rules;

3. Maintain order & the normal routine of the ship.

The master shall decide the composition & duration of the watch depending on the
condition of moorings, types of ship & character of duties.

• In general following is watch routine in the port:

• Chief officer-overall in charge of cargo operation, matter related to safety &

pollution.

• 2nd officer:

• 0000 hrs. - 0600 hrs. & 1200 hrs. -1800 hrs.

• 3rd officer:

• 0600 hrs. to 1200 hrs. & 1800 to 0000 hrs.

 • These officers are assisted by suitable no of crews depending on the
requirement.

ITEMS TO BE CHECKED BY PORT WATCHKEEPING OFFICER

The officer in charge of the deck watch shall:

1. make rounds to inspect the ship at appropriate intervals;

2. Pay particular attention to:

a) The condition & fastening of the gangway, anchor chain or moorings,

especially at the turn of tide or in basins with rise & fall & , if necessary, take
measures to ensure that they are in normal working condition.

b) The draught, under keel clearance & the general state of the ship to avoid
dangerous listing or trim during cargo handling or ballasting.

c) The weather & sea state

d) Observance of all regulations concerning safety & fire protection.

e) Water level in bilges & tanks.

f) All persons on board & their location, especially those in remote or enclosed
spaces.

g) The exhibition & sounding where appropriate of lights or sound signals.

3. In bad weather, or on receiving a storm warning, take the necessary

measures to protect the ship, persons on board & cargo.

4. Take every precaution to prevent pollution of the environment by the ship.

5. In an emergency threatening the safety of the ship, raise alarm, inform the
master, take all possible measures to prevent any damage to the ship its
cargo & persons on board ship.

6 Be aware of the ship stability condition so that, in the event of fire, the shore
fire-fighting authority may be advised of the approximate quantity of water that
can be pumped on board without endangering the ship.

7. Offer assistance to ships or persons in distress.

8. Take necessary precautions to prevent accidents or damage when propellers

are to be turned.

9. Enter in the appropriate log book all important events affecting the ship.
Watch at anchor:

1. Check the v/l’s position regularly & record the same.

2. Check the position of other v/ls with respect to our own vessel.

3. Note down the timings of tide for that particular date.

4. Note down the draft of the v/l & display the same on most prominent place on
bridge.

5. Keep a listening watch on all required VHF frequencies.

6. Keep look out for any boat coming alongside; ensure only authorized persons
gaining entry.

7. Keep one RADAR on standby as the situation permits.

8. Ensure proper flags hoisted at all times .e.g. courtesy flag, company flag, pilot flag
etc.

9. Check the condition of anchor cable at least once a watch.

10. Make rounds on deck & in accommodation.

11. Check the under keel clearance hourly & record the same.

12. Keep a strict antipollution watch if bunkering is being carried out. Display the flag
B.

13. Keep a close look out on weather conditions & inform master if any unusual
report or information encountered.

14. Keep a strict anti-piracy watch this becomes even more important if the vessel is
in pirate’s prone area.

15. Keep a sharp look out for oil sleek drifted towards the v/l & informs master
immediately.

16. Keep sharp lookout for any oil sleek drifting from your own v/l & inform
master immediately.

When to call Master:

• Any oil sleek drifted towards the v/l.

• Any oil sleek drifting from your own v/l.

• In an emergency threatening the safety of the ship.

• Any urgent information received from port reg. weather deterioration.

 • If safety of life is threatened.

• In the absence of Chief Officer and when in doubt.

CHIEF OFFICER’S NIGHT ORDERS/ STANDING ORDERS

• Watch keeping officer to maintain absolute safety so as to avoid the risks of

accidents & pollution.

• To maintain security all around the vessel, thereby reducing the risk of theft,
drug trafficking, stowaways & other criminal activities.

• Cargo plan is required to be followed in totality and to supervise cargo

operations and to provide stowage of cargo, avoid damage to both the cargo
& the ship. Also reduce the time taken to complete the operations, such
efficiency will result in financial gain to the vessels owners and vessels
operator.

• To monitor the quantity & condition of the cargo, so as to avoid the likelihood
of claims being made against the ship.

• Ballasting, deballsting & the vessels strength & stability to be monitored as

planned

• Records on board are to be maintained.

 SOLAS CHAPTER VII
Carriage of Dangerous goods
PART A:
CARRIAGE OF DANGEROUS GOODS IN
PACKAGED FORM
REGULATION 1: Definitions
For the purpose of this chapter, unless expressly provided otherwise:
IMDG Code means the International Maritime Dangerous Goods (IMDG)
Code adopted by the Maritime Safety Committee of the Organization.
Packaged form means the form of containment specified in the IMDG
Code.
REGULATION 2: Application
1. Unless expressly provided otherwise, this part applies to the carriage of
dangerous goods in packaged form in all ships to which the present
regulations apply and in cargo ships of less than 500 gross tonnage.

2. The provisions of this part do not apply to ship stores and equipment.
3. The carriage of dangerous goods in packaged form is prohibited
except in accordance with the provisions of this chapter.

4. To supplement the provisions of this part, each Contracting Government

shall issue, or cause to be issued, detailed instructions on emergency
response and medical first aid relevant to incidents involving dangerous
goods in packaged form, taking into account the guidelines developed
by the Organization.

REGULATION 3: Requirements for the carriage of

dangerous goods
The carriage of dangerous goods in packaged form shall he in
compliance with the relevant provisions of the IMDG Code.
REGULATION 4
Documents
1. In all documents relating to the carriage of dangerous goods in
packaged form by sea, the Proper Shipping Name of the goods shall
be used (trade names alone shall not be used) and the correct
 description given in accordance with the classification set out in the
IMDG Code.

2. The transport documents prepared by the shipper shall include or be

accompanied by, a signed certificate or a declaration that the
consignment, as offered for carriage, is properly packaged, marked,
labeled or placarded, as appropriate, and in proper condition for
carriage.

3. The person(s) responsible for the packing/ loading of dangerous

goods in a cargo transport unit shall provide a signed container/
vehicle packing certificate stating that the cargo in the unit has been
properly packed and secured and that all applicable transport
requirements have been met. Such a certificate may be combined
with the document referred to in paragraph 2.
4. Where there is due cause to suspect that a cargo transport unit in
which dangerous goods are packed is not in compliance with the
requirements of paragraph 2 or 3, or where a container/ vehicle
packing certificate is not available, the cargo transport unit shall not be
accepted for carriage.
5. Each ship carrying dangerous goods in packaged form shall have a
special list or manifest setting forth, in accordance with the
classification set out in the IMDG Code, the dangerous goods on
board and the location thereof. A detailed stowage plan, which
identifies by class and sets out the location of all dangerous goods on
board, may be used in place of such a special list or manifest. A copy
of one of these documents shall be made available before departure
to the person or organization designated by the port State authority.

REGULATION 5: Cargo Securing Manual

Cargo, cargo units and cargo transport units shall be loaded, stowed and
secured throughout the voyage in accordance with the Cargo Securing
Manual approved by the Administration. The Cargo Securing Manual
shall be drawn up to a standard at least equivalent to the guidelines
developed by the Organization.
REGULATION 6: Reporting of incidents involving
dangerous goods
1. When an incident takes place involving the loss or likely loss
overboard of dangerous goods in packaged form into the sea, the
master, or other person having charge of the ship, shall report the
particulars of such an incident without delay and to the fullest extent
possible to the nearest coastal state. The report shall be drawn up
based on general principles and guidelines developed by the
Organization.
2. In the event of the ship referred to in paragraph 1 being
abandoned, or in the event of a report from such a ship being
incomplete or unobtainable, the company, as defined in regulation
IX/1.2, shall, to the fullest extent possible, assume the obligations
placed upon the master by this regulation.

IMDG 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.

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

 Part 1 General provisions, definitions and training

 Part 2 Classification
 Part 4 Packing and tank provisions
 Part 5 Consignment procedures
 Part 6 Provisions for the construction and testing
of pressure receptacles, aerosol dispensers,
small receptacles containing gas (gas
cartridges) and fuel cell cartridges containing
liquefied flammable gas
 Part 7 Requirements concerning transport operations

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

comprises:
 Part 3 Dangerous Goods List (DGL), Special
provisions Limited and Excepted Quantities
Exceptions

 Appendix A List of Generic and N.O.S. (Not otherwise

Specified) Proper Shipping Names
 Appendix B Glossary of terms
 Alphabetical Index

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, Cargo Holds and CTUs
• 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 while transporting.
• To ensure that the correct measure are taken to enable
these goods to be transported safely without risk to persons
or property.
• 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.
• 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.

Classification of IMDG Cargo

Class 1: Explosives
Class 2: Gases
• Class 2.1: flammable gases
• Class 2.2: non-flammable, non-toxic gases
• Class 2.3: toxic gases
Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous combustion;
substances which, in contact with water, emit flammable gases
• 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 & 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

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 governed by:

• The SOLAS Chapter VII part A and Part D
• The MARPOL Annex III
• 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 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.
 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.
• Each version of the Code is given an Amendment
• Number to signify how many times it has been updated. This number
appears at the bottom of each page together with the year of the
Amendment.
• The current Amendment is 39-18 which will come in force from 1st
Jan’2020.
Stowage Category
Each cargo in IMDG code has been assigned a stowage category which
defines where on board a ship the cargo to be stowed.
Stowage categories assigned to cargoes are as follows:
For Cargo of Class 1 stowage categories are 01, 02, 03, 04 and 05
For cargoes of class 2 to 9 stowage categories are A, B, C, D and E
We need to refer to DG list given in IMDG Code Volume 2 Column no. 15.
The details of these categories can be found in Part 7.1 in Volume 1.
This gives details whether cargo can be stowed on deck, under deck, on
deck/under deck or prohibited.
The definition for these categories may vary for cargo ship and passenger
ship and both are provided in Volume 1.

IMDG, Segregation Table

Segregation of Dangerous Goods

Segregation of dangerous cargo is provided in Part 7 (volume 1) of IMDG

code.it deal with segregation of following Cargoes:
1. Segregation between packaged cargoes
2. Segregation between containers on a container vessel
3. Segregation between containers on a hatchless container vessel
4. Segregation between CTUs on Ro-Ro ships
5. Segregation between lighters on board LASH vessels
6. Segregation between Solid bulk and packaged dangerous cargoes
(separate segregation Table and definitions)
7. Segregation within class 1 cargoes (separate segregation Table and
definitions)
In order to prevent different dangerous goods reacting
dangerously they must be kept segregated , as per table above .
1- Away from
2- Separate from
3- Separated by a complete compt./hold from
4- Separated longitudinally by a complete
compartment or hold from
X- No requirement except as stated in DGL
1. AWAY FROM:
May be carried in the same compartment or on deck provided a
minimum separation of 3 metres projected vertically is maintained.

2. SEPARATED FROM:
can be carried in same compartment if the intervening deck is resistant
to fire and liquid, otherwise separate holds. On deck a horizontal
separation of at least 6 metres.
3. SEPARATED BY A COMPLETE COMPT. 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 12 metres even if
one package is stowed below deck.

4. Separated longitudinally by an intervening

complete compt. 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 24 metres is required and
between an “on deck” and “under deck” package, 24 metres + an
intervening compartment.
Medical First Aid Guide
• MFAG is a chapter provided in supplement of IMDG code.
• MFAG is required to be referred in case a person comes in contact
with dangerous goods by inhalation, ingestion, eye contact or skin
contact.
• MFAG has three step approach
Step 1: emergence actions and diagnosis
Step 2: refer to tables.
Step 3: refer to appendices
• The flow chart is provided in two pages which is required to be
referred to find the table and appendix nos. applicable for the existing
situation. There are total 20 tables and 15 appendices.

EmS (Emergency Procedures)

• EmS is a chapter provided in supplement of IMDG code.
 • It is to be referred in case an emergency involving Dangerous goods
by way of Fire or Spillage.
• This chapter is divided in two parts covering the fire and spillage
emergencies.
• In Fire section there are 10 tables namely from F-A to F-J
• In spillage section there are 26 tables namely from S-A to S-Z
• In case of an emergency we need to look at DG list in part 3.2 of
Volume 2 with the help of UN no. or otherwise index in EmS to get
the Fire of Spillage Table no. and by referring to same actions can be
taken.
Reporting Procedure
• As per SOLAS Chapter VII Part-A reg. 6, When an incident takes
place involving the loss or likely loss overboard of dangerous goods
in packaged form into the sea, the master, or other person having
charge of the ship, shall report the particulars of such an incident
without delay and to the fullest extent possible to the nearest coastal
state.

• Info reg. same is provided in 3rd chapter of Supplement of IMDG

code.

• This chapter recommends the type of information to be sent across to

nearest costal state in the correct format.

• Precautions When Loading/ Unloading

Dangerous Goods

• Documentation in order (Shipper’s declaration, container packing

certificate, emergency information) emergency information to include
correct technical name, UN number, classification, physical and
chemical properties, quantity, place of stowage, action to be taken in
event of spill or leak, counter measures after accidental personal
contact, firefighting procedures and special equipment required.
• All cargo operations supported by a responsible officer who should be in
possession of operational and emergency; information (including
stability information).
• No intoxicated person to be allowed charge of cargo operations.
• No unauthorized person allowed in vicinity of cargo being handled.
• Compartment dry and suitable for cargo.
• Cargo handling equipment checked before use.
• No cargo handling under adverse weather conditions.
• Packaging and segregation as per IMDG Code.
• All goods properly labeled. No labels defaced or removed.
• Cargo handled carefully, handling kept to a minimum.
• Tanks not overfilled (sufficient ullage left).
• Port Authority informed. Fire wire rigged as necessary.
• Emergency equipment available for fire/ spillage.
• Suitable precautions against fire and explosion (eg sources of ignition,
repair work, radio transmissions, electrical equipment, warning notice,
no smoking, etc.)
• Packages to be stowed in a location which ensures protection against
accidental damage or heating. Combustible material stowed away from
sources of ignition.
• Cargo space properly ventilated. Ventilators to have flame screen.
• Safe access to packages so that they may be protected or moved in
event of fire. Consider loading away from accommodation.
• Electrical fittings in good condition (no sparking)
• Protective clothing, BA sets available (should have additional sets).
• Display ‘B’ flag / red light.

Additionally for Explosives (Class 1):

• Stow as per IMDG Code, in cool place away from hot bulkheads and
ship’s sides.
• Ensure compartment has no live electric cables passing through.
• Reject defective packages.
• Lights – explosion proof.
• Continuous security.
• Tally all cargo.
• Stow away from cargo giving off flammable vapors.
• Segregate detonators from explosives.
• No bunkering.
• Ventilation shafts protected by fine wire mesh (flame screen), fans to be
free from mechanical sparks and motors to be explosion proof.
• If possible restrict cargo operations to daylight hours.
• Some explosive may be affected by weather (eg. rain or direct sun light);
if wetted, seek advice from consignor.
• Stow away from living quarters & machy spaces.
• Lightening protection.
• Compartments to be locked and keys with responsible person.
• Radio / radar off
• Fire precautions

DG Manifest
Dangerous Goods Transport Document (D.G. Manifest) should contain
• Name of vessel & Official No
• Nationality of vessel
• PSN
• Class
• UN No. preceded by “UN”
• Packing group where assigned
• No. & kind of packages & also the total quantity of DG.
• Stowage location of hazardous material on board
• In addition, if appropriate & applicable Flash point if below or equal to
610 C, Subsidiary hazards, Identification of goods as marine Pollutant
(MP) if so, Use of words “Limited Qty”, “ SALVAGE PKG”, etc., where
applicable.
 EXPLOSIVES ON PASSENGER SHIPS

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:

.1 Goods in compatibility group C, D and E and articles in

compatibility group G, if the total net explosive mass does not
exceed 10 Kg. per ship and if they are transported in closed cargo
transport units on deck or under deck:

.2 Articles in compatibility group B, if the total net explosive mass

does not exceed 10 kg. per ship and if they are transported on
deck only in closed cargo transport units.