Phase I Cargo MMD Solved Past Papers Till July24

1ST MATE (F.G.
) – PHASE I – MMD PAST QUESTION PAPER SOLVED – CARGO THEORY

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1ST MATE (F.G.) – PHASE I – MMD PAST QUESTION PAPER SOLVED – CARGO THEORY
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Page
Sr. No. INDEX
No.
1 Damage to Cargo Spaces 1
2 Ballast Tanks 3
3 Hatch Covers / Pontoons 4
4 Inspection and Reporting 15
5 Inspection of Cargo gear 20
6 Cargo Documents 25
7 Crude 28
8 Petroleum product 40
9 Liquid Chemicals Cargo 67
10 Liquefied Gas Cargoes 94
11 IMDG Cargoes 132
Bulk Cargoes (Ores, Concentrates, Sulphur, Coal, HBI-DRI)

12 178
including IMSBC Code
13 Grain Regulations - Calculations on Grain Stability Compliance 216
14 Timber Deck Cargoes 230
15 Containers 240
16 Car-carrier, Ro-Ro 262
17 General Cargo 277
18 Heavy Lift 281
19 Refrigerated Cargoes 288

DAMAGE TO CARGO SPACES
Common damage/ defects that may occur on watertight transverse bulkheads situated at the
ends of dry cargo holds of a bulk carrier:
Common damage or defects that may occur on watertight transverse bulkheads situated at the ends of
dry cargo holds on a bulk carrier include:
1. Cracks in Bulkhead Plates:
➢ High stress concentrations, especially at corners of openings or cutouts, can cause cracking.
➢ Fatigue due to cyclic loading from the ship’s motion or cargo operations may lead to these
cracks.
2. Deformation or Buckling:
➢ Excessive loading or impacts from cargo operations can cause permanent deformation or
buckling of the bulkhead plates.
➢ Hydrostatic pressure from flooding or water ingress may also lead to buckling.
3. Corrosion:
➢ Prolonged exposure to moisture, saltwater, and cargo residues can cause significant
corrosion, leading to thinning of bulkhead plates.
➢ Corrosion at the connections between bulkheads and adjoining structures (e.g., deck or
double bottom) is common.
4. Failure of Stiffeners and Brackets:
➢ Stiffeners and brackets that reinforce the bulkhead may crack, detach, or corrode,
compromising the bulkhead’s structural integrity.
➢ Localized overloading or impact from cargo operations can lead to these failures.
5. Leaking or Damaged Penetrations:
➢ Pipe penetrations, cable transits, or manholes through the bulkhead may leak or suffer
damage, leading to loss of watertight integrity.
➢ Deterioration of sealing materials around penetrations can also result in leaks.
6. Worn or Damaged Coatings:
➢ Protective coatings on the bulkhead surfaces may wear off over time, leading to increased
susceptibility to corrosion.
➢ Mechanical damage during cargo operations can also strip away coatings, exposing the steel
to corrosion.
7. Warping or Misalignment:
➢ Structural deformation or improper repairs can cause misalignment of bulkheads, potentially
compromising watertight integrity and cargo hold dimensions.
8. Weld Defects:
➢ Poor welding during construction or repairs can result in weak points in the bulkhead, leading
to cracks or leaks under stress.
➢ Welds may also suffer from corrosion or fatigue over time.
Actions you would take as a Chief Officer to avoid the detrimental effects on bulk carriers due
to corrosion, fatigue and improper cargo handling:
As a Chief Officer, to avoid the detrimental effects of corrosion, fatigue, and improper cargo handling on
bulk carriers, I would implement the following actions:
1. Corrosion Prevention
➢ Regular Inspections: Conduct frequent inspections of cargo holds, ballast tanks, and critical areas
like transverse bulkheads and hatch coamings to identify early signs of corrosion.
➢ Maintenance of Coatings: Ensure that all protective coatings, including paint and anti-corrosive
coatings, are in good condition. Reapply coatings as necessary, particularly after any repair work.
➢ Cathodic Protection: Maintain and regularly inspect cathodic protection systems (e.g., sacrificial
anodes) to ensure they are functioning properly.
➢ Effective Drainage: Ensure that all drainage systems in cargo holds and on deck are clear and
functioning to prevent water accumulation, which can accelerate corrosion.
➢ Control of Moisture and Cargo Residues: After discharging cargo, thoroughly clean and dry cargo
holds to remove any residues that might promote corrosion. Pay special attention to removing
residues of corrosive cargoes such as coal or ores.
➢ Monitoring of Ballast Water: Regularly check ballast water for signs of contamination and ensure
that ballast tanks are well-maintained to prevent internal corrosion.
2. Fatigue Management
➢ Load Distribution: Ensure even distribution of cargo to avoid excessive stress on the hull and
transverse bulkheads. Adhere strictly to the loading manual and guidelines provided by the ship’s
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stability book.
➢ Avoiding Overloading: Never exceed the vessel’s maximum permissible load limits, as this can
cause undue stress and lead to fatigue-related issues.
➢ Minimizing Dynamic Loads: Carefully monitor sea conditions and adjust the ship’s speed and course
to minimize the impact of dynamic loads, especially in rough weather, to reduce cyclic stress on
the structure.
➢ Regular Structural Inspections: Conduct periodic inspections focused on identifying early signs of
fatigue, such as cracks in high-stress areas, and ensure timely repairs.
➢ Implementation of Structural Monitoring: Utilize structural health monitoring systems, if available,
to continuously assess the integrity of critical areas prone to fatigue.
3. Proper Cargo Handling
➢ Training of Crew: Ensure that the crew is well-trained in proper cargo handling techniques, including
the use of cargo gear, to prevent accidental damage to the ship’s structure.
➢ Supervision during Loading/Unloading: Closely supervise cargo operations, particularly during
loading and discharging, to ensure that cargo is handled carefully and that any heavy items are
properly secured.
➢ Use of Appropriate Gear: Use suitable cargo handling equipment to prevent damage to the ship’s
structure, including the proper use of grabs, bulldozers, and forklifts within the cargo holds.
➢ Monitoring of Cargo Operations: Monitor the use of cargo holds during operations to prevent misuse
or overloading, which could result in structural damage or contribute to fatigue.
➢ Planning and Stowage: Carefully plan the stowage of cargo to avoid excessive point loads and
ensure proper distribution, particularly when handling heavy or concentrated loads.
➢ Inspection of Holds after Cargo Operations: Conduct thorough inspections of cargo holds after
loading or discharging operations to identify and rectify any damages caused during cargo handling.
Importance of Assessing Defects and Damage to Cargo Spaces After Each Cargo Operation
Assessing defects and damage to cargo spaces after each cargo operation is crucial for several reasons:
1. Ensuring Structural Integrity: Regular inspections help identify any structural damage, such as cracks
or deformations, that could compromise the vessel’s watertight integrity or lead to further deterioration
if not addressed promptly.
2. Preventing Corrosion: Detecting and repairing minor damages early can prevent the onset or
progression of corrosion, which could otherwise lead to more severe and costly repairs.
3. Maintaining Safety: Ensuring that cargo spaces are free from damage reduces the risk of accidents,
such as cargo shift or water ingress, which could endanger the crew, the vessel, and the environment.
4. Complying with Regulations: Regular assessments are necessary to comply with international maritime
regulations and classification society requirements, which mandate the maintenance of the ship’s
structural integrity and safety equipment.
5. Prolonging Vessel Lifespan: Timely detection and repair of damages help in maintaining the vessel’s
overall condition, thereby extending its service life and maintaining its value.
Procedure for Assessing Defects and Damage

1. Initial Visual Inspection: After cargo operations are completed, conduct a thorough visual inspection
of the cargo holds. Look for any visible signs of damage, such as cracks, dents, buckling, or paint
peeling.
2. Detailed Structural Examination: Inspect the structural components such as bulkheads, frames,
girders, and stiffeners for any signs of deformation, cracks, or corrosion. Special attention should be
paid to areas that experience high stress during cargo operations.
3. Inspection of Tank Top and Side Shells: Examine the tank top and side shells for signs of impact
damage or wear caused by heavy cargo or the operation of grabs and pay loaders.
4. Check for Leaks or Water Ingress: Look for any signs of water ingress, especially around hatch covers,
manholes, and other openings. This can indicate damage to seals or structural weaknesses.
5. Verification of Safety Equipment: Ensure that all safety equipment, such as bilge pumps, dewatering
systems, and firefighting equipment, is operational and has not been damaged during cargo
operations.
6. Documentation and Reporting: Record any damage or defects in the ship’s log and report them to the
ship’s management for further assessment and necessary repairs. This documentation is vital for
maintaining records and ensuring compliance with safety regulations.
7. Planning for Repairs: Based on the findings, plan for immediate or scheduled repairs, depending on
the severity of the damage. Minor repairs can often be done at sea, while major repairs may require
dry-docking.
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Critical and Suspect Areas to Inspect After Cargo Discharge:

After discharging cargo using grabs and pay loaders, the following critical and suspect areas should be
inspected:
1. Cargo Hold Structure:
➢ Tank Top: Inspect for any dents or impact damage caused by heavy equipment or cargo.
➢ Bulkheads: Check for cracks, corrosion, or any signs of buckling.
➢ Side Shells: Examine for any abrasions, dents, or scratches.
2. Hatch Covers and Coamings:
➢ Inspect the hatch covers for any damage to the seals, locking mechanisms, or structure. Ensure
that the coaming is intact and free from deformation or corrosion.
3. Cargo Hold Ventilation System:
➢ Ensure that the ventilation system, including fans, ducts, and louvers, is undamaged and
functional.
4. Ladders and Access Platforms:
➢ Check for any damage or deformation that could pose a safety risk to personnel. Ensure that
all handrails, steps, and platforms are secure and free from corrosion.
5. Bilge and Drainage Systems:
➢ Inspect bilge wells, piping, and valves for any damage or blockage. Ensure that the bilge system
is fully operational and capable of removing water from the holds.
6. Structural Reinforcements:
➢ Pay attention to reinforced areas, such as frames and brackets, which may experience high
stress during loading and unloading operations.
7. Cargo Handling Equipment:
➢ Examine any shipboard cargo handling equipment, such as cranes, grabs, or pay loaders, for
damage or wear that could affect their safe operation.
8. Lighting and Electrical Systems:
➢ Ensure that all lighting fixtures and electrical systems within the cargo hold are intact and
operational, especially if damaged during cargo operations.
BALLAST TANKS
Describe the factors to be taken in to account during cargo planning stage in order to minimize
the damage to watertight transverse bulkheads and tank tops in bulk carriers having
combination cargo/ ballast holds:
During the cargo planning stage for bulk carriers with combination cargo/ballast holds, several critical
factors must be taken into account to minimize damage to watertight transverse bulkheads and tank tops.
These considerations help ensure the structural integrity of the vessel and the safety of the cargo.
1. Cargo Type and Characteristics
➢ Density and Weight of Cargo: Consider the density and weight of the cargo to prevent
overloading the tank top and applying excessive pressure on the bulkheads. Heavy cargoes,
such as iron ore, require careful distribution to avoid localized stress.
➢ Cargo Distribution: Plan for even distribution of cargo across the holds to avoid uneven loading,
which could result in excessive pressure on specific areas of the bulkheads and tank tops.
2. Loading Sequence and Method
➢ Sequential Loading: Implement a sequential loading plan that balances the load across the
holds. This minimizes the risk of undue stress on the transverse bulkheads due to imbalanced
loading.
➢ Gradual Loading: Load the cargo gradually, especially for heavy cargoes, to prevent sudden
stress or impact on the tank top and bulkheads.
➢ Use of Proper Loading Equipment: Ensure that grabs and loaders are operated carefully to
prevent impact damage. Consider the type of grabs used; for instance, soft grabs may be less
likely to damage tank tops compared to hard grabs.
3. Ballast Management
➢ Proper Ballast Distribution: Ensure that ballast is distributed in a way that complements the
cargo loading plan. This helps maintain stability and reduces stress on the ship’s structure.
➢ Ballast Exchange: Plan ballast exchange carefully to avoid sudden changes in stress on
bulkheads and tank tops, particularly during loading and unloading operations.
4. Structural Considerations
➢ Stress Distribution: Take into account the design stress limits of bulkheads and tank tops.
Ensure that the cargo load does not exceed these limits to prevent deformation or cracking.
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➢ Use of Stiffeners: If applicable, reinforce areas of high stress with additional stiffeners or
supports to distribute the load more evenly.
5. Cargo Hold and Tank Top Condition
➢ Pre-loading Inspections: Inspect cargo holds and tank tops before loading to ensure they are
in good condition and free from any existing damage or corrosion that could be exacerbated by
the cargo.
➢ Tank Top Protection: Consider using protective measures, such as dunnage or steel plates, on
the tank top to minimize the risk of damage from heavy or abrasive cargoes.
6. Loading and Unloading Procedures
➢ Controlled Loading Rates: Control the loading rate to avoid shock loading, which can damage
the tank top and bulkheads. This is especially important when dealing with dense or heavy
cargoes.
➢ Monitoring During Operations: Monitor the structural response of the bulkheads and tank tops
during loading and unloading. This includes watching for any signs of deflection or distress.
7. Environmental and Operational Factors
➢ Sea State Considerations: Consider the anticipated sea state during the voyage. Rough seas
can increase the dynamic loads on bulkheads and tank tops, particularly if the cargo is not
properly secured or distributed.
➢ Weather Conditions: Plan for weather conditions that might affect loading and unloading
operations, such as heavy rain, which could increase the weight of certain cargoes and add
stress to the structure.
8. Regulatory and Safety Compliance
➢ Adherence to Loading Manuals: Follow the ship’s loading manual and guidelines provided by
classification societies, which outline safe loading practices to prevent damage to the vessel’s
structure.
➢ Safety Margins: Incorporate safety margins into the cargo plan to account for unforeseen
circumstances that could affect the vessel’s structural integrity.
HATCH COVERS / PONTOONS
Procedure of securing Hatch Pontoons:

Securing hatch pontoons and hatch covers is critical for maintaining the watertight integrity of a vessel,
ensuring the safety of the cargo, and preventing water ingress that could compromise the vessel's stability.
Here’s how hatch pontoons and covers are typically secured:
1. Cleats and Wedges:
➢ Cleats: These are metal fittings that hold the hatch pontoons in place. Cleats are attached to
the coaming or hatch cover and are secured by tightening bolts or turning them into position,
pressing the pontoons tightly against the coaming.
➢ Wedges: Wedges are often used in conjunction with cleats to ensure a tight seal. They are
driven between the cleats and the hatch pontoons to press them firmly against the coaming,
creating a watertight seal.
2. Cross-Joint Wedges:
➢ Cross-Joint Securing: At the intersection where two hatch pontoons meet (cross-joint),
additional wedges are used to secure the pontoons tightly together. This prevents any gaps at
the joints, ensuring the integrity of the seal.
3. Clamping Devices:
➢ Manual Clamps: Manual clamps are fitted around the edges of the hatch pontoons to secure
them to the coaming. These clamps are manually tightened using a lever or screw mechanism,
ensuring that the pontoons are held firmly in place.
➢ Hydraulic Clamps: In some cases, hydraulic clamps are used, which can be activated to apply
uniform pressure along the hatch cover edges, ensuring a secure fit and an effective seal.
4. Securings with Chain Tensioners:
➢ Chain Tensioners: Chains attached to tensioners are sometimes used to hold the pontoons
down. These chains are tightened using turnbuckles or ratchet tensioners to apply downward
pressure on the pontoons, securing them firmly against the coaming.
5. Rubber Packing or Seals:
➢ Rubber Packing: Rubber seals or packing are fitted along the edges of the pontoons to ensure
a watertight seal when they are secured. The pressure from the securing devices compresses
the rubber, creating an effective barrier against water ingress.
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Procedure to Secure Hatch Covers:

1. Inspection Before Securing:
➢ Check for Cleanliness: Ensure that the coaming and hatch cover edges are clean and free from
debris, rust, or any materials that could prevent a tight seal.
➢ Inspect Rubber Seals: Examine the rubber seals for any signs of wear, cracks, or damage.
Replace any damaged seals before securing the hatch covers.
2. Positioning the Hatch Covers:
➢ Align the Covers: Position the hatch covers or pontoons correctly over the hatch opening,
ensuring that they are aligned properly with the coaming.
➢ Ensure Proper Seating: Lower the hatch covers carefully into place, ensuring they seat properly
on the coaming and rubber seals, without any gaps.
3. Engaging Securing Devices:
➢ Engage Cleats and Wedges: Engage the cleats and wedges at regular intervals around the
perimeter of the hatch cover. Ensure they are tightened uniformly to apply even pressure across
the cover.
➢ Tighten Clamps: Secure any manual or hydraulic clamps around the edges of the hatch cover.
Ensure that each clamp is applied with consistent pressure to achieve a uniform seal.
➢ Secure Cross-Joints: If there are cross-joints, ensure they are properly secured using cross-
joint wedges or clamps to prevent any leakage at the joints.
4. Final Checks:
➢ Check for Proper Sealing: After securing the hatch covers, inspect them to ensure there are no
visible gaps and that the rubber seals are compressed evenly around the perimeter.
➢ Test for Tightness: If possible, conduct a water hose test to check for any leaks. Direct a water
jet at the seal and check for water ingress inside the hold.
➢ Verify Securing Integrity: Double-check all securing devices to ensure they are properly
engaged and tightened. Address any loose or misaligned securing devices immediately.
5. Monitoring During Voyage:
➢ Regular Inspections: During the voyage, periodically inspect the hatch covers to ensure they
remain secure. Look out for any signs of movement, loosening of securing devices, or water
ingress.
➢ Adjust Securing as Necessary: If any securing devices appear loose, tighten them immediately.
If rough weather is expected, consider additional securing measures to reinforce the hatch
covers.
Procedure for Maintenances of Hatch Covers:

The maintenance of hatch covers is essential for ensuring the watertight integrity of a vessel, protecting
the cargo, and preventing water ingress that could lead to structural damage. Proper maintenance also
helps extend the life of the hatch covers and associated components. Below is a detailed procedure for
maintaining hatch covers:
1. Regular Inspections
➢ Visual Inspection: Conduct routine visual inspections of the hatch covers, coamings, and associated
fittings. Look for any signs of wear, corrosion, cracks, deformation, or damage to the structure and
components.
➢ Check Rubber Seals: Inspect the rubber seals (gaskets) along the edges of the hatch covers for
cracks, brittleness, or wear. Ensure that the seals are intact and capable of forming a watertight
barrier.
➢ Examine Securing Devices: Inspect cleats, wedges, clamps, chain tensioners, and other securing
devices for signs of wear, corrosion, or damage. Ensure that they operate smoothly and can secure
the hatch covers effectively.
➢ Inspect Drain Channels and Non-Return Valves: Ensure that drain channels around the hatch covers
are clear of debris and that non-return valves are functioning properly to prevent water ingress.
2. Cleaning and Lubrication
➢ Clean Coamings and Cover Edges: Regularly clean the coamings and hatch cover edges to remove
any dirt, rust, or cargo residues that could prevent a proper seal. Pay special attention to the areas
around the rubber seals.
➢ Lubricate Moving Parts: Lubricate hinges, cleats, clamps, and other moving parts regularly to
ensure smooth operation and prevent corrosion. Use appropriate marine-grade lubricants.
➢ Remove Rust and Apply Coatings: Remove any rust from the hatch covers, coamings, and securing
devices using wire brushes or sandblasting. Apply anti-corrosive coatings or paint to protect the
metal surfaces from further corrosion.
3. Maintenance of Rubber Seals (Gaskets)
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➢ Regular Inspection and Replacement: Inspect the rubber seals for any signs of aging, hardening,
or damage. Replace seals that are no longer flexible or have cracks. Proper sealing is critical for
watertight integrity.
➢ Ensure Proper Seating: Ensure that the rubber seals are properly seated in their grooves and are
not twisted or out of place. Misaligned seals can compromise the watertight seal.
➢ Apply Seal Conditioner: Periodically apply a seal conditioner or preservative to the rubber gaskets
to maintain their flexibility and prolong their life.
4. Checking and Adjusting Hatch Cover Alignment
➢ Ensure Proper Alignment: Check the alignment of the hatch covers with the coamings. Misalignment
can lead to uneven sealing and potential leaks. Adjust hinges and securing devices if necessary to
correct alignment issues.
➢ Tightness Test: Perform a tightness test, such as a chalk test or water hose test, to verify that the
hatch covers are sealing properly. In a chalk test, chalk is applied to the coaming, and the hatch
cover is closed; a uniform chalk transfer indicates a good seal.
5. Maintenance of Securing Devices
➢ Check and Tighten Bolts and Fasteners: Inspect all bolts, nuts, and fasteners on securing devices
for tightness. Replace any worn or damaged fasteners to ensure the hatch covers are securely held
in place.
➢ Replace Worn Components: Replace any worn or damaged cleats, wedges, or clamps. Ensure that
all securing devices are functioning correctly and providing sufficient pressure to maintain a
watertight seal.
6. Testing Hatch Covers
➢ Water Hose Test: Conduct a water hose test to check for leaks. Direct a pressurized water stream
along the edges of the closed hatch covers and inspect the interior for signs of water ingress.
➢ Ultrasonic Tightness Testing: Use an ultrasonic hatch cover tester to check the effectiveness of the
seal. The device detects gaps or leaks by measuring the transmission of ultrasonic waves through
the closed hatch.
7. Documentation and Record Keeping
➢ Maintain Maintenance Records: Keep detailed records of all inspections, maintenance activities, and
any repairs conducted on the hatch covers. Document the condition of the covers, the work done,
and the date of maintenance.
➢ Report Deficiencies: Report any significant defects or issues identified during inspections to the
ship’s management for further assessment and rectification. Schedule repairs as necessary.
8. Training of Crew
➢ Crew Training: Ensure that the crew is adequately trained in the proper operation, inspection, and
maintenance of hatch covers. This includes understanding the importance of maintaining watertight
integrity and following correct procedures.
“Planned maintenance” System for Hatch Covers:

A Planned Maintenance System (PMS) for hatch covers is essential to ensure that they remain in good
working condition, maintain watertight integrity, and prevent cargo damage or structural issues. The PMS
should outline routine inspections, maintenance tasks, and repairs to be performed on a regular basis.
Below is a structured PMS for hatch covers:
1. Objective
➢ To ensure the continuous operational readiness of hatch covers.
➢ To maintain the watertight integrity of the vessel.
➢ To prevent cargo damage and protect the ship's structure.
2. Scope
➢ Applies to all hatch covers, coamings, seals, securing devices, and associated components on board
the vessel.
➢ Covers routine inspections, preventive maintenance, and corrective maintenance activities.
3. Frequency of Maintenance Activities
➢ Daily: Basic checks and monitoring.
➢ Weekly: Routine inspections and minor maintenance tasks.
➢ Monthly: Detailed inspections and preventive maintenance tasks.
➢ Quarterly: Comprehensive inspections and maintenance.
➢ Annually: Major inspections and any required repairs or replacements.
➢ Dry Docking: Extensive inspections, repairs, and refurbishments.
4. Maintenance Schedule:
Daily Maintenance
➢ Visual Inspection:
o Check for any obvious damage to the hatch covers, coamings, and seals.
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oEnsure that securing devices such as cleats, wedges, and clamps are intact and properly
engaged.
➢ Operational Check:
o Verify that all hatch covers open and close smoothly without undue force.
Weekly Maintenance
➢ Cleanliness:
o Clean coamings, hatch cover edges, and drain channels to remove any dirt, rust, or debris.
o Ensure that drain holes are not blocked.
➢ Inspection of Securing Devices:
o Check the condition of securing devices (cleats, wedges, clamps) for wear, corrosion, or
damage.
o Lubricate moving parts if necessary.
➢ Condition of Rubber Seals:
o Inspect the rubber seals for any signs of wear or damage. Ensure they are properly seated
and free from cracks.
Monthly Maintenance
➢ Detailed Inspection:
o Conduct a detailed visual inspection of hatch covers, focusing on the condition of the
structure, coamings, rubber seals, and securing devices.
o Check for signs of corrosion, deformation, or cracks.
➢ Lubrication:
o Lubricate hinges, cleats, and other moving parts with marine-grade lubricants.
o Apply seal conditioner to rubber gaskets to maintain their flexibility.
➢ Check Hatch Cover Alignment:
o Verify that hatch covers are properly aligned with coamings and adjust if necessary.
➢ Tightness Test:
o Perform a chalk test to check the integrity of the seal. Apply chalk to the coaming and close
the hatch cover, checking for even transfer of chalk.
Quarterly Maintenance
➢ Comprehensive Inspection:
o Inspect the overall condition of the hatch covers, including the structural components, seals,
securing devices, and operating mechanisms.
o Examine the condition of the drain channels and non-return valves.
➢ Test for Watertight Integrity:
o Conduct a water hose test to verify that the hatch covers are watertight.
o Perform ultrasonic testing to detect any gaps or leaks in the seals.
➢ Replacement of Worn Components:
o Replace any worn or damaged rubber seals, securing devices, or other components as
needed.
Annual Maintenance
➢ Major Inspection:
o Conduct a thorough inspection of the hatch covers, focusing on structural integrity,
corrosion, and wear.
o Check for any potential signs of fatigue or stress damage.
➢ Structural Repairs:
o Carry out any necessary repairs to the structure of the hatch covers, including the
replacement of damaged panels or strengthening of weakened areas.
o Reapply anti-corrosive coatings or paint as needed.
➢ Seal Replacement:
o Replace all rubber seals if they show signs of significant wear or aging.
➢ Operational Testing:
o Test the operation of hatch covers under load, ensuring they can be opened and closed
without issues.
Dry Docking Maintenance
➢ Extensive Inspections:
o Conduct a full inspection of hatch covers, including non-destructive testing (NDT) to detect
any hidden defects or structural weaknesses.
o Assess the condition of all securing devices, hinges, and other critical components.
➢ Full Overhaul:
o Overhaul hatch covers if necessary, including the replacement of structural parts, seals, and
securing devices.
o Repaint and apply anti-corrosive coatings to all surfaces.
➢ Testing Post Overhaul:
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o After overhaul, conduct watertightness tests, operational tests, and alignment checks to
ensure hatch covers are fully functional.
5. Documentation and Reporting
➢ Maintenance Log:
o Maintain a log of all maintenance activities performed, including inspections, repairs, and
replacements.
➢ Deficiency Reporting:
o Report any deficiencies identified during inspections to the ship's management and plan for
corrective actions.
➢ Compliance Documentation:
o Ensure that all maintenance activities comply with the vessel's maintenance manual,
classification society requirements, and international maritime regulations.
6. Crew Training
➢ Training on PMS:
o Ensure that all relevant crew members are trained on the Planned Maintenance System for
hatch covers, including how to conduct inspections, perform maintenance tasks, and report
deficiencies.
➢ Regular Refresher Courses:
o Provide regular refresher training to ensure the crew remains proficient in hatch cover
maintenance and understands the importance of maintaining watertight integrity.
7. Review and Update
➢ Annual Review:
o Review the Planned Maintenance System annually to ensure it remains effective and up-to-
date with the latest regulations and best practices.
➢ Update PMS:
o Update the PMS as necessary, based on new regulations, vessel modifications, or feedback
from the crew.
Procedure for Testing of Hatch Covers:

Testing of hatch covers is a crucial procedure to ensure that they maintain their watertight integrity,
preventing water ingress that could damage cargo and compromise the vessel's safety. The most common
methods for testing hatch covers include visual inspection, hose testing, ultrasonic testing, and the use of
chalk tests. Below is a detailed procedure for each of these testing methods:
1. Visual Inspection
➢ Purpose:
o To identify obvious signs of damage, wear, or misalignment that could compromise the
watertight integrity of the hatch covers.
➢ Procedure:
o Inspect Hatch Covers:
▪ Examine the surface of the hatch covers for any visible cracks, corrosion, or
deformation.
▪ Check the condition of the rubber seals or gaskets for cracks, hardening, or wear.
▪ Ensure that the hatch covers are properly aligned with the coaming.
o Inspect Coamings:
▪ Check the coamings for signs of damage, corrosion, or wear.
▪ Ensure that the coaming edges are clean and free of debris that could interfere with
the sealing.
o Inspect Securing Devices:
▪ Examine the cleats, wedges, clamps, and other securing devices to ensure they are
in good condition and functioning properly.
o Check Drain Channels:
▪ Inspect the drain channels and non-return valves to ensure they are clear of
obstructions and functioning correctly.
2. Chalk Test
➢ Purpose:
o To check for the evenness of the contact between the hatch cover seals and the coaming,
which indicates a good seal.
➢ Procedure:
o Apply Chalk:
▪ Apply a continuous line of chalk along the top edge of the coaming where the rubber
seal of the hatch cover will make contact.
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o Close Hatch Covers:

▪ Close the hatch covers and engage the securing devices to press the seals against
the chalked coaming.
o Inspect Chalk Transfer:
▪ Open the hatch covers and inspect the rubber seals for chalk marks. A uniform chalk
line on the seals indicates proper contact and a good seal. Gaps or uneven chalk
marks indicate areas where the seal is not making proper contact.
3. Hose Test
➢ Purpose:
o To check for water ingress through the hatch covers by simulating exposure to heavy rain
or sea spray.
➢ Procedure:
o Preparation:
▪ Ensure the hatch covers are fully closed and secured.
▪ Inform the crew of the test to avoid unnecessary alarm.
o Apply Water Pressure:
▪ Use a hose to direct a stream of water at a pressure of approximately 2 bar (30 psi)
along the edges of the hatch covers, focusing on the seams, joints, and any potential
weak points.
▪ Move the hose slowly and cover all areas where the hatch covers meet the coamings.
o Check for Water Ingress:
▪ Have personnel inside the cargo hold observe for any signs of water ingress during
the test.
▪ Mark any areas where water is observed entering the hold.
o Post-Test Inspection:
▪ Open the hatch covers and inspect the seals, coamings, and securing devices in the
areas where leaks were observed.
▪ Conduct repairs as necessary and retest the affected areas.
4. Ultrasonic Testing
➢ Purpose:
o To detect leaks and gaps in the hatch covers using ultrasonic sound waves, providing a
more precise and non-intrusive method of testing.
➢ Procedure:
o Preparation:
▪ Ensure the cargo hold is empty and the hatch covers are closed and secured.
▪ Place an ultrasonic transmitter inside the cargo hold, positioning it centrally to cover
all areas of the hatch covers.
o Conducting the Test:
▪ Use an ultrasonic receiver to scan the perimeter of the hatch covers from the outside.
▪ The receiver will pick up ultrasonic signals that escape through any gaps in the seals,
joints, or other areas.
o Interpretation of Results:
▪ A high reading on the ultrasonic receiver indicates a potential leak. Mark these areas
for further inspection.
▪ Repeat the test as necessary to confirm the results and pinpoint the exact locations
of leaks.
o Post-Test Actions:
▪ Repair or adjust the hatch covers, seals, or securing devices as required to eliminate
the detected leaks.
▪ Re-test the hatch covers after repairs to ensure the integrity of the seal.
5. Vacuum Box Testing (Alternative Method)
➢ Purpose:
o To check for leaks in the hatch cover structure by creating a vacuum over the suspect area
and checking for bubbles in a water/soap solution.
➢ Procedure:
o Prepare the Area:
▪ Apply a soapy water solution to the suspect area on the hatch cover.
o Place Vacuum Box:
▪ Place a vacuum box over the soapy area and create a vacuum inside the box using
a vacuum pump.
o Check for Bubbles:
▪ Observe the area through the transparent top of the vacuum box. The formation of
bubbles indicates a leak in the hatch cover structure.
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o Mark and Repair:

▪ Mark the leak area, conduct repairs, and re-test until no bubbles are observed.
6. Testing After Repairs
1. Post-Repair Testing:
o After any repairs to the hatch covers, repeat the hose test, ultrasonic test, or vacuum box
test to ensure that the repairs have restored the watertight integrity.
2. Documentation:
o Record the results of all tests and any repairs carried out. Maintain these records as part of
the vessel's maintenance documentation.
➢ Record Test Results:
o Document the results of all hatch cover tests, including areas tested, methods used, and
any leaks or defects found.
➢ Action Taken:
o Record any corrective actions taken to address deficiencies, including the nature of repairs
and re-testing results.
➢ Report to Management:
o Provide detailed reports to the ship's management, particularly if significant defects are
found that could impact the vessel's safety or cargo integrity.
Effectiveness and reliability of these methods:

The effectiveness and reliability of the methods for testing the weather tightness of hatch covers can vary
based on their ability to accurately detect leaks and potential vulnerabilities. Here’s an evaluation of each
method’s effectiveness and reliability:
➢ Effectiveness: Low to Moderate
➢ Reliability: Moderate
➢ Visual inspection is effective for identifying obvious physical damage such as cracks, corrosion, and
visible deformations. However, it relies on the subjective judgment of the inspector and can miss
small defects or internal issues that do not manifest visibly.
2. Chalk Test
➢ Effectiveness: Moderate
➢ Reliability: Moderate
➢ The chalk test effectively identifies areas where the seal does not make contact with the coaming,
which is crucial for basic weather tightness. However, it does not assess the seal's ability to
withstand water pressure or dynamic conditions, making it less reliable for determining the overall
effectiveness of the hatch seal under operational stresses.
3. Hose Test
➢ Effectiveness: High
➢ Reliability: High
➢ The hose test is highly effective as it simulates rain and sea spray conditions, allowing for the
observation of actual water ingress. It is reliable for detecting leaks, especially larger ones, and
can be performed under controlled conditions to ensure comprehensive coverage. However, its
effectiveness might be slightly reduced if smaller leaks are not detectable under the specific water
pressure used.
4. Ultrasonic Testing
➢ Effectiveness: Very High
➢ Reliability: Very High
➢ Ultrasonic testing is one of the most effective methods for detecting hatch cover leaks. It uses
sound waves to pinpoint areas where seals are failing, even detecting very small leaks that other
methods might miss. This method is highly reliable due to its precision and the ability to quantify
the results, providing a clear indication of hatch cover integrity.
5. Vacuum Box Testing
➢ Effectiveness: High
➢ Reliability: High
➢ Vacuum box testing is very effective for localizing and identifying specific points of leakage. It is
particularly reliable for testing welded seams and joints in hatch covers. However, its use is more
localized, making it less practical for larger areas unless combined with other methods.
Maintenance of Macgregor type of Steel Hatch Cover on board of bulk carrier with Diagram:
Maintaining MacGregor-type steel hatch covers, commonly used on bulk carriers, involves a systematic
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approach to ensure their operational integrity and watertightness. Here’s a step-by-step description of the
maintenance process, complemented by a conceptual diagram illustrating key components and
maintenance points:
Key Components of MacGregor Hatch Covers:
1. Panels - Movable sections that cover the hatch opening.
2. Rubber Gaskets - Provide a watertight seal when the hatch is closed.
3. Cleats - Secure the hatch covers in a closed position.
4. Wheels - Allow the cover to roll open or closed.
5. Tracks - Guide the wheels as the hatch covers move.
6. Hydraulic Arms (if applicable) - Assist in the lifting and moving of the hatch panels.
7. Drain Channels - Prevent water accumulation on the hatch cover.
8. Compression Bars - Ensure a tight seal by pressing the gasket against the hatch coaming.
Maintenance Procedures:
1. Visual Inspection:
➢ Regularly inspect for any visible signs of wear, corrosion, or damage on panels, tracks, and
wheels.
➢ Check the rubber gaskets for cracks, hardening, or degradation.
2. Lubrication:
➢ Apply marine-grade grease to wheels, tracks, and cleats to ensure smooth operation.
➢ Lubricate hydraulic arms and any moving mechanical parts.
3. Cleaning:
➢ Clean the drain channels and ensure they are free of obstructions.
➢ Remove any debris, rust, or residues from the tracks and wheels to prevent operational
hindrance.
4. Tightness and Alignment Check:
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➢ Ensure that the panels align correctly with the coaming and that the compression bars
effectively press the gasket against the coaming for a tight seal.
➢ Adjust the wheels and tracks if misalignment is detected.
5. Gasket Replacement and Maintenance:
➢ Replace gaskets that show signs of significant wear or damage.
➢ Ensure that gaskets are seated properly in their grooves and provide an even and effective seal.
6. Rust Treatment and Painting:
➢ Treat any rust spots immediately to prevent further corrosion.
➢ Apply protective coatings or paint to exposed metal surfaces to enhance corrosion resistance.
7. Operational Testing:
➢ Regularly test the opening and closing mechanism to ensure it functions smoothly.
➢ Conduct water hose tests to check the effectiveness of the seal.
8. Record Keeping:
➢ Maintain detailed records of all inspections, maintenance activities, and repairs.
➢ Document the condition of the hatch covers and any corrective actions taken.
Carrying out Hatch Cover Inspection w.r.t. Load Line Survey:

Conducting a hatch cover inspection with respect to a Load Line Survey involves a thorough examination
to ensure the hatch covers are capable of maintaining the weather tightness of the ship. This is critical for
the ship’s safety and seaworthiness. Here’s a detailed procedure for how to carry out this inspection:
1. Preparation
➢ Gather Necessary Equipment: Ensure that all tools and instruments required for the inspection,
such as chalk for chalk tests, hoses for hose testing, an ultrasonic testing device, and a vacuum
box (if used), are available and in good working condition.
➢ Review Documentation: Check the ship’s maintenance records for any previous hatch cover
inspections, repairs, and maintenance work to identify any recurring issues or areas that require
special attention.
➢ Structural Integrity: Examine the hatch covers for any signs of structural damage such as dents,
cracks, or corrosion. Pay special attention to the hatch coamings, which must be free from
deformation and damage to ensure a good sealing surface.
➢ Sealing Arrangements: Inspect the condition of the rubber gaskets and sealing materials for
any cracks, hardening, or degradation. Check that the gaskets are correctly seated in their
grooves and that they provide continuous contact.
➢ Securing and Locking Mechanisms: Verify that all cleats, wedges, and locking devices are in
good operational condition and correctly adjusted to ensure they can tightly secure the hatch
covers.
3. Operational Testing
➢ Opening and Closing Test: Operate the hatch covers to ensure they open and close smoothly
without any obstructions or undue force. Check for any misalignment during operation that
could indicate issues with the tracks or wheels.
4. Tightness Tests
➢ Chalk Test: Apply chalk to the edge of the coaming and close the hatch covers. Once reopened,
check the imprint of the chalk on the gasket. An even and continuous line indicates a good seal.
➢ Hose Test: Conduct a hose test by spraying water along all sealing edges of the closed hatch
covers while observing inside the cargo holds for any water ingress. This simulates rain
conditions and tests the weather tightness effectively.
➢ Ultrasonic Test: Use an ultrasonic leak detector to test the hatch covers for any air leaks. This
method provides a precise location of leaks and the degree of hatch cover tightness.
5. Inspection of Drainage Systems
➢ Check Drainage Channels: Inspect the drainage channels and non-return valves to ensure they
are clear of obstructions and operational. Proper drainage is crucial to avoid water accumulation
on the hatch covers which can lead to increased pressure on the sealing arrangements.
6. Reporting and Documentation
➢ Record Findings: Document all findings from the inspection, noting any defects or areas of
concern. Include details of the tests performed and the outcomes.
➢ Report to Authorities: Prepare a report for the surveyor or the relevant authorities detailing the
inspection process, findings, and any recommendations for repairs or further action.
➢ Plan Repairs: If any issues are found, plan for immediate repairs to address any deficiencies
noted during the inspection. Retest the hatch covers post-repair to ensure they meet the
necessary standards.
7. Surveyor Review
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➢ Inspection by Surveyor: Allow the surveyor to review the inspection process and findings. The
surveyor may conduct additional tests or request further actions based on the inspection
results.
Maintaining Weather-Tightness in Hatch Covers:

Weather-tightness in hatch covers is crucial to prevent water ingress into cargo holds, which can damage
cargo, affect the vessel’s stability, and pose safety risks. Hatch covers are designed to form a tight seal
between the cover and the coaming to keep water out. There are various types of hatch covers used on
ships, such as folding, sliding, pontoon, and rolling hatch covers, but the principles of maintaining weather-
tightness are similar across them.
Components for Weather-Tightness:

1. Compression Bars:
➢ Compression bars run along the edge of the hatch coaming or hatch cover. When the hatch
cover is closed, the rubber gasket presses against the compression bar, creating a weather-
tight seal.
2. Rubber Gaskets (Seals):
➢ These flexible rubber gaskets are attached to the edges of the hatch covers. They form the
primary sealing element that prevents water ingress when compressed against the coaming or
compression bar.
3. Cleats and Wedges:
➢ Cleats are mechanical devices used to hold the hatch covers in place after they are closed.
Wedges can be adjusted to apply the right amount of pressure between the hatch cover and
the compression bar, ensuring the gasket is compressed adequately.
4. Drain Channels and Non-return Valves:
➢ Drain channels around the hatch covers collect any water that may accumulate, and non-return
valves in the channels allow water to drain out, preventing water from entering the cargo hold.
5. Hatch Cover Bearings and Rollers:
➢ Bearings and rollers allow for the smooth opening and closing of hatch covers. If these
components malfunction, the hatch covers may not close evenly, causing gaps that compromise
weather-tightness.
6. Hydraulic Systems (if applicable):
➢ Some hatch covers are operated by hydraulic systems, which must be maintained to ensure
proper functioning and sealing of the covers.
Precautions for Securing Hatch Covers Before Proceeding to Sea:

To ensure hatch covers are secured properly and weather-tight before the vessel proceeds to sea, several
precautions must be taken:
1. Visual Inspection of Hatch Covers:
➢ Check for Damage or Deformation:
o Inspect the hatch covers and coaming for any visible signs of damage, corrosion, or
deformation. Damaged hatch covers can result in improper sealing, allowing water ingress.
o Pay special attention to areas prone to wear and tear, such as the edges of the hatch covers,
hinges, and bearing pads.
➢ Check Rubber Gaskets:
o Inspect the rubber gaskets for any signs of wear, cracks, or deformation. A worn or damaged
gasket will not compress properly and will compromise the weather-tight seal.
o Ensure that the gaskets are clean and free of debris, which can prevent them from sealing
properly.
2. Check Compression Bars and Coaming:
➢ Inspect the Compression Bars:
o Ensure that the compression bars are aligned properly and free of corrosion or damage.
Misaligned compression bars can prevent the rubber gasket from creating a weather-tight
seal.
➢ Inspect Hatch Coamings:
o Examine the coamings for any cracks, deformations, or corrosion. Damaged coamings can
affect the sealing efficiency of the hatch cover.
3. Cleats, Wedges, and Securing Devices:
➢ Check Cleats and Wedges:
o Ensure that all cleats, wedges, and securing devices are functioning properly. Tighten the
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cleats and wedges evenly around the hatch to maintain uniform compression and prevent
gaps.
o Check for any missing or loose securing devices and ensure that all are present and fully
operational.
➢ Apply Even Pressure:
o Make sure that the hatch cover is evenly closed and secured. Uneven pressure or
misalignment can lead to a partial seal, causing water ingress in heavy seas.
4. Test for Weather-Tightness:
➢ Hose Testing or Ultrasonic Testing:
o Conduct a hose test by spraying water along the hatch cover edges and checking for any
signs of leaks. This is a simple but effective method to detect leaks.
o Alternatively, use ultrasonic testing, where an ultrasonic transmitter is placed inside the
hold, and a receiver is used to check for any sound leakage, indicating a loss of weather-
tightness.
5. Drain Channels and Non-return Valves:
➢ Clear Drain Channels:
o Ensure that all drain channels around the hatch coaming are clear of debris and fully
functional. Clogged drain channels can cause water accumulation and potential ingress into
the hold.
➢ Check Non-return Valves:
o Inspect non-return valves to ensure they are working properly. These valves prevent water
from entering the drain channels and flooding the cargo hold.
6. Hydraulic System Check (if applicable):
➢ For hydraulically operated hatch covers, inspect the hydraulic system for oil leaks, pressure drops,
and proper functioning of the pumps and cylinders.
➢ Ensure that the hydraulic locking system is secure, and there is no slippage of the hatch covers
after closure.
7. Cargo Securing Manual Compliance:
➢ Ensure that all procedures for securing hatch covers, as outlined in the Cargo Securing Manual, are
followed meticulously. This ensures compliance with ship-specific and regulatory requirements.
8. Check Ventilators and Access Hatch Covers:
➢ Check that any ventilators, access hatch covers, or other openings around the hatch covers are
properly secured and sealed. These can also be a source of water ingress if not properly maintained.
9. Heavy Weather Precautions:
➢ If heavy weather is anticipated, consider adding extra precautions, such as tarp covers or additional
securing on hatch covers, to provide an extra layer of protection against water ingress.
➢ Double-check the integrity of the hatch cover securing arrangements before entering areas of rough
seas.
10. Regular Maintenance:
➢ Ensure that hatch covers and their components are regularly maintained as part of the ship’s
Planned Maintenance System (PMS). Regular cleaning, lubrication, and replacement of worn-out
parts such as gaskets, cleats, and compression bars help maintain their effectiveness.
Action to Be Taken in Case of Noticing a Deformity in the Hatch Covers:

If a deformity in the hatch covers is noticed, immediate action is required to ensure the safety of the
vessel, crew, and cargo. Hatch covers are critical for maintaining the weather-tight integrity of the cargo
holds. Any deformity can compromise this integrity, potentially leading to water ingress, cargo damage,
and stability issues. Here is a step-by-step approach to address such a situation:
1. Stop Cargo Operations (If In Progress):

• If cargo operations (loading or unloading) are ongoing, they should be immediately halted to
prevent further stress on the deformed hatch cover or to prevent exposing the cargo hold to the
elements.
2. Assess the Extent of Deformity:
• Conduct a thorough inspection to assess the extent and nature of the deformity. Determine whether
the deformity is:
o Minor, such as slight bending or damage to seals.
o Major, such as significant warping, structural failure, or misalignment.
• This inspection should include:
o Visual examination for visible damage to the hatch cover, coamings, and securing
mechanisms (cleats, wedges, etc.).
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o Checking for gaps or openings that may allow water ingress.

o Testing weather-tightness with methods such as hose testing or ultrasonic testing.
3. Inform the Master and Chief Officer:
• Immediately inform the Master and Chief Officer about the deformity. The extent of damage should
be communicated, and they should decide on the next steps based on the severity of the deformity.
4. Temporarily Secure the Hatch Covers:
• If the deformity is minor and does not pose an immediate safety hazard, take temporary measures
to secure the hatch covers to minimize the risk of water ingress.
• Use tarpaulins or other weather-proof materials to cover any exposed or vulnerable areas of the
hatch cover.
• Re-adjust cleats, wedges, and securing devices to ensure the hatch cover is as tightly secured as
possible, given the circumstances.
5. Prevent Water Ingress:
• Check the weather forecast for any anticipated rough weather or rain, as these conditions can
exacerbate the risk of water ingress.
• If bad weather is expected, take extra precautions to protect the cargo hold from water ingress by
using additional coverings and ensuring drain channels are clear.
6. Conduct Further Investigations:
• If the deformity is significant, more detailed inspections may be required to determine the root
cause. The investigations could include:
o Checking for misalignment between the hatch cover and the hatch coaming.
o Inspecting for damage to the compression bars, gaskets, and coaming channels.
o Inspecting the hinges, hydraulic systems, and rollers if the hatch cover is mechanically
operated.
7. Notify the Ship Management or Company:
• Report the issue to the ship management company or the responsible technical department.
Provide details of the deformity, the actions taken, and the potential risk to cargo safety. Based on
the assessment, the company may arrange for shore-based support or emergency repairs.
8. Seek Professional Assistance (If Required):
• If the deformity is beyond the ship's crew's ability to repair, seek the assistance of qualified ship
repair services at the next port. In severe cases, the vessel may need to call at the nearest port to
undergo repairs.
• Class surveyors may need to inspect the damage, particularly if the deformity affects the vessel's
seaworthiness or compromises compliance with safety regulations.
9. Follow Up with Repairs:
• Arrange for permanent repairs to be carried out as soon as possible. This may involve:
o Realigning or replacing the damaged hatch cover or its components.
o Replacing damaged gaskets, compression bars, and securing mechanisms.
o Welding or reinforcing structural damage to the hatch coamings or the hatch cover.
• Ensure the repairs are conducted by qualified personnel following manufacturer specifications and
classification society requirements.
10. Re-Check Weather-Tightness:
• After repairs or temporary measures, ensure the weather-tightness of the hatch cover is fully
restored. Conduct another weather-tightness test (hose or ultrasonic testing) to confirm there are
no gaps or leaks.
11. Update Logbooks and Documentation:
• Record the details of the deformity, the actions taken, and any repairs made in the deck logbook
and other relevant documentation.
• Ensure all reports and notifications to the company and classification society are properly filed for
future reference.
INSPECTION & REPORTING
Inspection of vulnerable areas in the dry cargo holds for damages:

Inspecting vulnerable areas in dry cargo holds for damages is crucial to ensure the structural integrity and
operational efficiency of a vessel. The procedure should be thorough, focusing on identifying any signs of
wear, damage, or corrosion that can affect the vessel's safety and the cargo's integrity. Here’s how to
conduct such an inspection effectively:
1. Preparation
➢ Safety Protocols: Ensure the hold is safe for entry. Check for any hazardous gases or insufficient
oxygen levels, and ensure all safety gear is worn.
➢ Tools and Equipment: Prepare necessary inspection tools such as flashlights, cameras, measuring
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tapes, hammers for tap testing, and ultrasonic thickness gauges.

2. Areas to Inspect
➢ Hull and Bulkheads: Examine the hull and bulkhead plating for signs of deformation, cracks, and
corrosion. Special attention should be given to weld seams and junctions between bulkheads and
deck or tank top.
➢ Tank Tops: Inspect the tank tops for signs of stress such as dents, corrosion, and cracks,
particularly under stowage points for heavy cargo.
➢ Stiffeners and Frames: Check all stiffeners and frames for bending, buckling, or cracking. Also,
inspect for loose or missing rivets or bolts.
➢ Hatch Covers: Inspect the hatch covers for proper alignment, damage, or decay. Ensure that
sealing gaskets are intact and effective.
➢ Ladders and Access Points: Ensure that ladders and other access points are secure and in good
condition.
➢ Ventilation Ducts: Check ventilation ducts for blockages or damage to ensure proper air circulation
within the holds.
➢ Bilges and Drainage: Inspect the bilges for blockages and ensure that bilge pumps are functioning
correctly.
3. Inspection Techniques
➢ Visual Inspection: Perform a detailed visual check to identify any apparent structural damage or
anomalies.
➢ Tap Testing: Use a small hammer to tap areas, particularly corroded areas, to detect variations in
sound that indicate delamination or internal corrosion.
➢ Thickness Measurements: Use an ultrasonic thickness gauge to measure the metal thickness in
critical areas to assess the extent of corrosion or erosion compared to original thickness.
➢ Moisture and Leak Detection: Use moisture meters or perform a hose test on the hatch covers to
identify any leaks that could indicate compromised integrity.
➢ Record Findings: Document all findings with notes, photographs, and video recordings if necessary.
Record the location and severity of any damage.
➢ Report Preparation: Prepare a detailed report based on the inspection findings. Include
recommendations for necessary repairs or further detailed inspections if needed.
5. Follow-Up Actions
➢ Repair Planning: Plan and schedule repairs based on the severity of the findings. Prioritize repairs
that compromise the vessel’s watertight integrity or structural strength.
➢ Monitoring and Preventive Actions: Implement a monitoring schedule for areas showing early signs
of damage. Adjust cargo loading practices if specific loading patterns are causing undue stress on
the structure.
6. Review and Update Inspection Procedures
➢ Inspection Procedure Review: Regularly review and update the inspection procedures based on
new insights, changes in cargo types, or after incidents to continuously improve the safety and
efficiency of cargo hold operations.
Procedure for Inspection and Maintenances of Wire Ropes:

Inspecting and maintaining wire ropes is crucial for ensuring their safety, reliability, and longevity. Wire
ropes are used extensively on ships for various purposes, including cargo handling and mooring. Proper
inspection and maintenance can prevent accidents and equipment failure. Here’s a detailed procedure for
the inspection and maintenance of wire ropes:
1. Preparation
➢ Gather Necessary Tools and Equipment: Ensure you have appropriate tools such as calipers,
micrometers, wire rope gauges, magnifying glass, and cleaning materials. Personal protective
equipment (PPE) like gloves and safety glasses are essential.
➢ Documentation and Records: Review previous inspection records to identify any recurring issues
or ropes due for replacement.
➢ External Condition: Examine the entire length of the wire rope for visible signs of wear, corrosion,
broken strands, kinking, crushing, birdcaging, or any deformations.
➢ Rope Diameter: Measure the diameter of the rope at several points along its length to detect any
reduction in diameter, which may indicate internal or external wear.
➢ End Terminations: Inspect fittings and end terminations (such as sockets, thimbles, and shackles)
for wear, distortion, and cracks.
3. Detailed Inspection
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➢ Internal Condition: Unlay a small section of the rope (if practical and safe) to inspect internal
strands and core for broken wires, corrosion, or lubrication state.
➢ Rust and Corrosion: Look for rust and pitting, especially in areas that are normally hidden within
sheaves or drums.
➢ Broken Wires: Count and record the number of visible broken wires. Refer to the manufacturer's
guidelines or applicable regulations for the permissible number of broken wires within a given rope
lay length.
4. Operational Testing
➢ Load Test: Conduct load testing if necessary, especially if the wire rope has been subjected to an
abnormal load or shock load. This is typically done in accordance with specific industry standards
or regulations.
5. Cleaning and Lubrication
➢ Cleaning: Clean the wire rope using a wire brush and appropriate solvent to remove dirt, debris
and old lubricant. This helps in revealing any hidden damage and prepares the rope for re-
lubrication.
➢ Lubrication: Apply a suitable wire rope lubricant that penetrates to the core and coats the external
wires. Lubrication reduces friction, protects against corrosion, and extends the life of the wire rope.
6. Record Keeping and Documentation
➢ Inspection Records: Document all findings and actions taken during the inspection and maintenance
processes. Include details of any detected damages, areas of concern, and any repairs or
replacements made.
➢ Maintenance Schedule: Update the maintenance schedule based on the inspection findings.
Schedule the next inspection according to the rope’s usage intensity and environmental conditions.
7. Repair and Replacement
➢ Repair Decisions: Based on the inspection, decide whether any sections of the rope need to be
repaired or if the entire rope should be replaced. Criteria for replacement typically include excessive
broken wires, severe corrosion, significant reduction in diameter, or any structural damage.
➢ Replacement and Disposal: Replace the wire rope if it fails to meet safety criteria. Ensure proper
disposal of the old rope, following environmental and safety regulations.
8. Training and Awareness
➢ Crew Training: Train the crew on proper handling, inspection, and maintenance techniques for wire
ropes. Regular training helps in early detection of potential problems and prevents misuse of the
equipment.
9. Continuous Monitoring
➢ Regular Checks: Encourage the crew to perform regular visual checks and report any anomalies
immediately. Frequent monitoring can catch issues early, preventing further damage and potential
failures.
Test and Certification procedure for approved Loadicator:

A Loadicator, also known as a loading computer, is a critical tool used on ships to calculate and display
stability and strength parameters during loading and unloading operations. Ensuring that this device is
properly tested and certified is essential for maintaining safety and compliance with maritime regulations.
Here’s a brief overview of the test and certification procedure for an approved Loadicator:
1. Installation and Calibration
➢ Installation: The Loadicator must be installed by a qualified technician according to the
manufacturer's instructions and maritime regulations.
➢ Calibration: Initial calibration of the Loadicator should be performed to ensure its readings
accurately reflect the ship's loading condition. This involves setting up the sensor inputs for draft,
ballast, fuel, and cargo load.
2. Functional Testing
➢ Software Verification: Check the Loadicator software for its version and updates. Ensure the
software is up-to-date and configured correctly according to the ship’s specific parameters (e.g.,
vessel dimensions, compartment data).
➢ Simulation Tests: Run simulation tests to verify that the Loadicator accurately calculates and
displays stability parameters under various loading conditions. This includes tests for intact
stability, damage stability, and strength calculations.
➢ Sensor Integration Test: Ensure that the Loadicator correctly integrates data from onboard sensors
(like draft sensors) and that it displays this information accurately.
3. Certification Process
➢ Approval from Classification Society: The Loadicator must be tested and approved by a recognized
classification society. This society conducts a series of tests to ensure the device meets all
17 | Page
regulatory requirements for stability and strength calculations.

➢ Issuance of Certificate: Upon successful testing and verification, the classification society issues a
certificate stating that the Loadicator is compliant with the specific regulations (such as SOLAS -
Safety of Life at Sea).
➢ Documentation: Ensure all documentation and certification details are kept on board for inspection
purposes. This includes certification of the Loadicator and proof of compliance with the relevant
regulations and standards.
4. Regular Inspections and Maintenance
1. Annual Inspections: The Loadicator should be inspected annually by certified technicians to ensure
it continues to function correctly and accurately.
2. Five-Year Recertification: Every five years, the Loadicator should undergo a thorough recertification
process, which may involve re-testing and re-calibration to ensure compliance with any updates in
maritime regulations or changes in the ship's structure.
5. Crew Training
➢ Operator Training: Crew members responsible for operating the Loadicator must be properly
trained in its use, interpretation of its outputs, and troubleshooting. This training ensures that the
Loadicator is used effectively and safely.
Dock workers Safety, Health and Welfare Regulations 1990:

Authorised Person:
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.
Responsible Person:
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.
Loose Gear:
Loose Gear means hook, shackle, swivel, chain, sling, lifting beam, container speader, 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:
Responsible Person typically refers to an individual appointed to oversee and ensure compliance with
safety standards and regulatory requirements within dock operations. This person is tasked with the
management and supervision of safe working practices at the docks.
ILO convention on occupational Safety and Health Convention 1990, applicable to ships:
Competent Person:
The ILO Convention on Occupational Safety and Health (Convention No. 161), adopted in 1985 and
applicable across various industries, including shipping, sets out general principles for occupational safety
and health management systems. While Convention No. 161 itself does not specifically address maritime
operations, the principles can be applied to ships through national legislation that incorporates these
standards for the maritime sector.
Definition:
➢ A Competent Person is someone who has the necessary qualifications, such as suitable training
and sufficient knowledge, experience, and skill, to carry out specific duties related to occupational
safety and health on board ships. This could include tasks like conducting safety inspections,
overseeing hazardous operations, and implementing the ship's safety management systems.
Criteria to Consider:
➢ Training and Certification: The person should have received formal training and, where necessary,
certification in occupational health and safety, specific to the maritime industry.
➢ Experience: Practical experience in handling occupational safety and health matters on board ships
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is crucial.
➢ Knowledge: A thorough understanding of applicable safety regulations, standards, and best
practices in the maritime industry.
Responsibilities:
➢ Risk Assessment: Conducting and managing risk assessments to identify potential hazards aboard
the ship.
➢ Safety Inspections: Performing regular safety inspections to ensure that the ship complies with
international and national safety standards.
➢ Accident Investigation: Investigating incidents and accidents to determine causes and
implementing measures to prevent recurrence.
➢ Emergency Procedures: Developing and implementing emergency procedures and ensuring that all
crew members are trained in these procedures.
➢ Health Monitoring: Overseeing health surveillance programs for the crew to detect occupational
health issues early.
➢ Training: Providing or arranging for training for the crew in safety practices and use of safety
equipment.
Powers of Inspector:
The ILO Convention on Occupational Safety and Health (Convention No. 161), adopted in 1985, outlines
various duties and powers for inspectors to ensure compliance with occupational safety and health
regulations. While Convention No. 161 primarily addresses occupational safety and health systems at a
national level, its principles can be extended to the shipping industry, particularly when national
regulations incorporate these ILO standards to govern safety and health on ships.
Here’s an overview of the general powers of inspectors under this convention that may apply to ships,
subject to specific national laws implementing the convention:
1. Right of Entry
➢ Inspectors have the right to enter any workplace without prior notice during hours of operation.
For ships, this means inspectors can board vessels to conduct inspections.
2. Examination Authority
➢ Inspectors can examine any aspect of the ship, including machinery, appliances, and other
equipment. They can review safety practices, examine documents, and ensure compliance with
safety standards.
3. Testing and Sampling
➢ Inspectors have the authority to undertake or require the testing of any substances or
environmental conditions on the ship to ensure they meet health and safety standards.
4. Interview and Enquiry
➢ Inspectors can interview the crew and other employees onboard in private if necessary to ascertain
compliance with health and safety regulations.
5. Issue Recommendations and Orders
➢ Inspectors can issue recommendations for improvements in health and safety practices. They also
have the power to issue binding orders, including the cessation of work if imminent hazards are
detected.
6. Enforcement and Penalties
➢ Inspectors can initiate enforcement actions for non-compliance, which may include penalties, fines,
or other legal actions depending on national laws.
7. Report Accidents and Occupational Diseases
➢ Inspectors may be involved in the investigation of accidents and occupational diseases aboard ships
to determine compliance with safety standards and to recommend measures to prevent future
incidents.
8. Confidentiality and Impartiality
➢ Inspectors are expected to maintain confidentiality and impartiality while carrying out their duties,
ensuring fair enforcement of safety regulations.
9. Access to Information
➢ They have the right to access any necessary information that can aid in their inspection duties,
including technical data and operational procedures.
10. Collaboration
➢ Inspectors may collaborate with other national and international bodies to ensure that safety
standards are uniformly applied and maintained.
11. Follow-up Inspections
➢ Inspectors can conduct follow-up inspections to ensure that previously noted violations have been
corrected and that compliance is ongoing.
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Define Lifting Appliances:

Lifting appliances" refer to equipment used primarily for loading and unloading cargo at ports and on ships.
These include:
➢ Cranes: Such as ship-mounted cranes and harbor cranes.
➢ Derricks: Traditional lifting devices used on older ships.
➢ Hoists: For handling cargo in confined spaces or on smaller vessels.
➢ Winches: Used for pulling and lifting loads, commonly found on the decks of ships.
Tallying of Cargo:
Tallying of cargo is an essential process in the shipping and logistics industry, serving as the official
count of goods being loaded or unloaded from a vessel or transport vehicle. This process ensures
accuracy in the documentation and delivery of cargo, which is critical for maintaining supply chain
integrity and customer satisfaction.
Aspects of Tallying Cargo:
1. Purpose:
➢ To verify that the actual number of cargo units matches the quantity listed on the bill of
lading or other shipping documents.
➢ To ensure that the cargo is in good condition and correctly labeled.
2. Process:
➢ Counting: As cargo is loaded or unloaded, a tally clerk or automated system counts each unit
to ensure the quantities match those expected.
➢ Recording: All details, including quantity, type, and condition of cargo, are recorded. Any
discrepancies between the manifested and actual quantities are noted.
➢ Reporting: The results of the tally are compiled into a report, which is used to update shipping
documents and resolve any disputes about cargo quantities or conditions.
3. Tools and Technologies:
➢ Manual Tallying: Involves tally clerks who manually count and record cargo using tally sheets.
➢ Automated Systems: Barcode scanners and RFID tags can automate the process, increasing
accuracy and efficiency.
4. Challenges:
➢ Discrepancies: Differences between documented and actual quantities can lead to disputes or
claims.
➢ Damage: Identifying and documenting damaged goods during tallying is crucial to manage
liability and insurance claims.
5. Importance in Logistics:
➢ Accuracy: Accurate tallying is critical for inventory management, planning, and customer
satisfaction.
➢ Compliance: Ensures compliance with shipping regulations and helps avoid penalties or losses
due to incorrect cargo handling.
Inspection of Cargo Gear
Requirements and Procedure to be followed for thorough examination of Cargo Gears and load
testing of lifting appliances as prescribed in Dock Workers (Safety, health and welfare) Act
1990 and rules / regulations framed there under:
The "Dock Workers (Safety, Health and Welfare) Act 1990" and the regulations framed under it establish
strict guidelines for the thorough examination and load testing of cargo gears and lifting appliances to
ensure safety and compliance at docks. These regulations are critical in preventing accidents and ensuring
the safety of dock workers. Below is a detailed description of the requirements and procedures:
Requirements for Examination and Load Testing:
1. Initial and Periodic Examinations:
➢ All cargo gears and lifting appliances must be examined before they are first put into service
and subsequently at regular intervals. This includes all components like hooks, slings, chains,
and other rigging hardware.
2. Annual Thorough Examination:
➢ A thorough examination by a competent person at least once every twelve months is required.
This examination should assess structural integrity, mechanical reliability, and functional
performance.
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3. Load Testing:
➢ Load testing must be performed:
▪ Initially before the equipment is put into service.
▪ After any significant repair or alteration.
▪ At intervals specified by safety regulations or manufacturer’s guidelines, usually once in
five years.
Procedure for Examination and Load Testing:

1. Appointment of a Competent Person:
➢ A qualified and experienced individual should be designated as the competent person to carry
out examinations and testing. This person might need to be certified by a recognized body,
depending on local regulations.
2. Pre-Examination Preparation:
➢ Ensure the appliance is clean and free from any loads or cargo.
➢ Gather necessary documentation, including previous examination reports, manufacturer’s
specifications, and maintenance records.
➢ Check for visible defects such as cracks, corrosion, distorted parts, and wear.
➢ Inspect all functional components like brakes, motors, and controls for operational integrity.
➢ Examine all attachments and fittings for proper installation and condition.
4. Functional Testing:
➢ Operate the appliance through all its functions to check for any operational issues.
➢ Test safety devices and limit switches to ensure they function correctly.
5. Load Testing:
➢ Conduct load testing by lifting a test weight, typically 125% of the rated capacity, to verify
strength and performance under load.
➢ Observe the behavior of the appliance under load, checking for any abnormal sounds,
movements, or responses.
6. Recording and Reporting:
➢ Document all findings, including any defects or issues identified during the examination and
testing.
➢ Prepare a detailed report outlining the results of the examination and testing, including
recommendations for repairs or adjustments if necessary.
7. Certification and Tagging:
➢ Once the cargo gear or lifting appliance passes the examination and testing, issue a certificate
of fitness that specifies the date of examination, name of the competent person, and the next
due date for examination.
➢ Attach a safety tag or label to the equipment indicating its operational status and load capacity.
8. Follow-Up Actions:
➢ Schedule any required repairs or maintenance identified during the examination.
➢ Implement any recommendations made by the competent person to ensure ongoing safety and
compliance.
Maintenance and Inspection of the Cargo Gears:

Maintaining and inspecting cargo gears on board ships is essential to ensure the safety, efficiency, and
longevity of these critical tools. Here's how the maintenance and inspection can be systematically carried
out:
Regular Maintenance
1. Lubrication:
➢ Regularly lubricate all moving parts, such as bearings, sheaves, and pulleys, to reduce friction
and wear. Use marine-grade lubricants that can withstand harsh marine environments.
2. Cleaning:
➢ Keep all parts of the cargo gears clean from dirt, debris, and corrosion. Regular cleaning can
prevent the build-up that might interfere with the operation or lead to premature wear.
3. Corrosion Control:
➢ Apply protective coatings and perform routine touch-ups to prevent rust and corrosion,
especially in the highly corrosive marine environment.
4. Wear and Tear Monitoring:
➢ Regularly check for signs of wear on wires, hooks, chains, and other load-bearing components.
Replace any elements that show signs of significant wear or damage.
Systematic Inspection
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➢ Perform daily visual inspections to check for obvious defects such as cracks, misalignment, or
deformation in the cargo gear structure.
➢ Look for any loose components or fasteners and ensure they are tightened and secured.
➢ Regularly test the cargo gears under light load to ensure they operate smoothly. This helps in
identifying any operational issues like jerking or unusual noises, which may indicate deeper
problems.
3. Load Testing:
➢ Periodically perform load tests as recommended by the manufacturer or regulatory
requirements. Load testing involves operating the gear at or above its rated capacity under
controlled conditions to verify its strength and functionality.
4. Detailed Examination:
➢ Schedule thorough examinations carried out by a competent person. These should be more
comprehensive and might involve checking structural integrity, mechanical reliability, and
electrical systems (if applicable).
➢ Inspections should focus on critical areas such as lifting mechanisms, load-bearing structures,
and connection points.
5. Documentation and Record Keeping:
➢ Keep a detailed log of all maintenance activities, inspections, and repairs. This documentation
should include dates, specifics of activities performed, and the names of personnel who carried
out the work.
➢ Update the maintenance logs after each inspection or maintenance task to ensure a real-time
record of equipment status.
Use of Planned Maintenance System (PMS) for Cargo Gears:

A Planned Maintenance System (PMS) is crucial onboard ships to systematically manage the maintenance
and inspection of cargo gears and other essential machinery. Here’s how it is used:
1. Scheduling Maintenance Tasks:
➢ The PMS software helps schedule regular maintenance tasks based on the manufacturer's
recommendations and past maintenance data. This ensures that no critical checks or
maintenance operations are overlooked.
2. Monitoring Performance and Condition:
➢ PMS tools can help monitor the condition and performance trends of cargo gears, using inputs
from daily operations and inspection findings. This data-driven approach aids in predictive
maintenance.
3. Resource Allocation:
➢ Efficiently manage resources, including spare parts inventory and crew assignments for
maintenance tasks, through the PMS to ensure timely execution of necessary work.
4. Compliance with Regulations:
➢ Helps ensure compliance with international and national safety standards by maintaining a
verifiable record of maintenance and inspection activities.
5. Reporting and Decision Support:
➢ Generates reports and insights that help ship officers and technical managers make informed
decisions about cargo gear operations and maintenance.
Planned Maintenance System and how is it used on board:

A Planned Maintenance System (PMS) is a structured approach to the maintenance of equipment on board
ships, designed to ensure that all machinery and systems are kept in optimal working condition through
regular, scheduled inspections, servicing, and repairs. This system is crucial for ensuring operational
efficiency, safety, compliance with maritime regulations, and extending the lifespan of ship equipment.
How a Planned Maintenance System Works:

1. Schedule Development: Maintenance tasks are scheduled according to the manufacturer’s
recommendations, regulatory requirements, and the ship’s own operational experience. This schedule
includes routine checks, servicing, necessary replacements, and detailed inspections.
2. Task Categorization: Tasks are categorized based on their frequency (daily, weekly, monthly, annually)
and nature (inspection, cleaning, lubrication, replacement).
3. Documentation: Detailed records are kept of all maintenance activities. This documentation includes
the date of maintenance, the nature of the work done, the personnel involved, any parts used, and
observations from the tasks. These records are crucial for compliance with safety regulations and for
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audits.
4. Inventory Management: The PMS includes management of inventory for spare parts and supplies
needed for maintenance. It ensures that all necessary materials are on hand when needed, avoiding
operational delays.
5. Condition Monitoring: Advanced PMS setups integrate condition monitoring tools that use data from
sensors to track the performance of key machinery. This can help in predicting failures before they
occur and scheduling maintenance proactively.
Usage of PMS On Board Ships:

1. Ensuring Compliance: The PMS helps ensure the ship complies with international safety and
environmental regulations, such as those from the International Maritime Organization (IMO) and
classification societies. Regular maintenance is often a requirement for compliance.
2. Operational Readiness: By keeping all equipment in good working order, the PMS ensures the ship is
always ready for operation. This is crucial for minimizing downtime and meeting the tight schedules
typical in maritime operations.
3. Safety Enhancement: Regular maintenance reduces the risk of accidents caused by equipment failure.
This is particularly important in the maritime industry, where equipment failures can have serious
safety implications.
4. Cost Efficiency: Proactive maintenance can be more cost-effective than reactive repairs after a failure.
The PMS helps in planning and budgeting maintenance, thus optimizing the cost of operations.
5. Crew Engagement: The system requires active involvement from the ship's crew, who perform the
scheduled tasks. This engagement helps the crew understand the equipment better, potentially leading
to quicker identification of issues and a greater commitment to maintaining equipment performance.
6. Longevity of Assets: Regular maintenance extends the lifespan of the ship's machinery and equipment,
ensuring that the ship can operate effectively for as long as possible without requiring extensive
overhauls or replacements.
Justify the statement the planned maintenance of ship proves cost effective in the long run:
The Planned Maintenance System (PMS) for ships proves cost-effective in the long run for several key
reasons. Implementing a systematic approach to maintenance ensures that ship machinery and systems
are kept in optimal condition, directly influencing operational efficiency, safety, compliance, and overall
financial health.
Here’s a breakdown of how PMS provides long-term cost-effectiveness:
1. Reduction in Unplanned Downtime:
➢ Preventive Approach: Regularly scheduled maintenance can identify and rectify potential issues
before they develop into serious problems. This preventive approach reduces the likelihood of
unexpected equipment failures that can lead to unplanned downtime, which is often very costly
in terms of lost operational time and urgent repairs.
2. Extended Equipment Lifespan
➢ Regular Care and Repairs: By consistently maintaining equipment according to the
manufacturer’s guidelines and industry best practices, the wear and tear on machinery are
minimized. This regular care extends the lifespan of the equipment, delaying the need for
expensive replacements and allowing for better capital planning.
3. Improved Efficiency and Performance
➢ Optimal Operating Conditions: Well-maintained machinery operates more efficiently. For
example, a well-maintained engine uses fuel more efficiently and generates fewer emissions.
Over time, these efficiencies translate into significant cost savings in terms of fuel and
compliance with environmental regulations.
5. Lower Repair Costs:
➢ Early Detection of Issues: The PMS allows for the early detection of minor issues that can be
resolved at a lower cost. Addressing issues early on prevents them from escalating into major
failures that require costly and extensive repairs or even complete replacements.
6. Compliance with Regulations:
➢ Avoidance of Fines: Maritime operations are tightly regulated, and non-compliance with safety,
environmental, or operational standards can result in hefty fines. A PMS helps ensure
compliance with these regulations, thereby avoiding potential fines and penalties.
7. Enhanced Safety and Reduced Liability:
➢ Safety of Crew and Cargo: Regular maintenance ensures the safety of both the crew and cargo.
This reduces the risk of accidents that could lead to loss of life, environmental damage, and
financial liability from lawsuits or insurance claims.
8. Predictable Maintenance Budgeting:
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➢ Forecasting and Allocating Resources: A PMS allows ship operators to forecast maintenance
needs and budget accordingly. This predictability helps in better financial planning and avoids
the cash flow problems that can arise from unexpected repair bills.
9. Increased Resale Value
➢ Well-Maintained Vessel: Ships that have been maintained regularly often have a higher resale
value. Comprehensive maintenance records can be a compelling selling point, demonstrating
to potential buyers that the vessel has been well cared for.
10. Reduced Insurance Costs:
➢ Lower Risk Profile: Insurers often offer better rates to vessels that are well-maintained, as their
risk profile is lower. Regular maintenance can thus indirectly lead to lower insurance premiums.
Register for Ships' Lifting Appliances and Cargo Handling Gear, 1990:
The Register for Ships' Lifting Appliances and Cargo Handling Gear, 1990 is a document issued under the
International Labour Organization (ILO) Convention 152 and other maritime regulations. It contains
records of all lifting appliances and cargo-handling gear on board a ship, including details of their design,
construction, inspection, testing, and certification. The register plays a crucial role in ensuring the safe
use and maintenance of lifting equipment such as cranes, derricks, winches, and other machinery used
for cargo handling.
Purpose of the Register:

The primary purpose of the register is to provide a comprehensive record of the ship's lifting appliances
and ensure that they are maintained, inspected, and tested in accordance with international safety
standards. This helps ensure the safety of shipboard personnel and the cargo-handling operations
conducted using this equipment.
Contents of the Register:

The register consists of several key sections that record important details about the ship’s lifting appliances
and cargo-handling gear:
1. Details of Lifting Appliances and Gear:
➢ This section lists the ship’s lifting appliances (e.g., cranes, derricks) and cargo-handling gear (e.g.,
hooks, chains, slings).
➢ It includes information about the manufacturer, model, and serial numbers of each piece of
equipment.
2. Safe Working Load (SWL) Certification:
➢ The register must indicate the Safe Working Load (SWL) for each lifting appliance and cargo gear,
which is the maximum load the equipment can safely handle.
➢ SWL should be based on the results of tests carried out in compliance with international standards.
3. Inspection and Testing Records:
➢ Records of initial tests (conducted when the equipment is first installed) and periodic tests (usually
carried out every five years) are included in this section.
➢ The register must include inspection reports and details of any non-destructive tests (NDT),
including load tests to ensure that the lifting gear remains in good working order.
➢ Annual inspections are also recorded, detailing any maintenance, adjustments, or replacements
made to the equipment.
4. Thorough Examination Reports:
➢ The register includes reports of thorough examinations conducted by competent authorities or
certified surveyors. These thorough examinations are carried out at intervals (usually every 12
months) to ensure the integrity of the lifting appliances.
➢ The examiner must certify that the equipment is fit for continued use or recommend necessary
repairs or replacements.
5. Testing Certificates:
➢ Test certificates issued by competent persons or surveyors after load tests and examinations are
maintained in the register. These certificates verify that the equipment has passed the required
tests and is safe to use.
➢ Certificates typically include the date of the test, the SWL of the equipment, and details of the
person or company conducting the test.
6. Record of Repairs and Modifications:
➢ This section records any repairs, modifications, or replacements made to the lifting appliances and
cargo-handling gear.
➢ It includes details of the repair or replacement work, such as the date of the repair, the name of
the person or company responsible for carrying it out, and the reason for the repair or modification.
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7. Marking and Identification:

➢ The register must indicate that all lifting appliances and gear are properly marked with their SWL
and any identification numbers, ensuring that each piece of equipment can be easily identified and
checked against the register during inspections.
8. Name of the Ship and Ownership Information:
➢ The register includes details about the ship’s name, flag state, and ownership, ensuring that the
register is correctly associated with the vessel on which the lifting appliances are installed.
9. Competent Person’s Signature:
➢ Each entry in the register must be signed by a competent person or surveyor who conducted the
inspection or examination, providing accountability and verification of the results.
Significance of the Register:

1. Safety Assurance:
➢ The register ensures that all lifting appliances and cargo-handling gear on board the ship are
properly maintained and certified as safe to use, preventing accidents related to cargo
operations.
➢ By recording regular inspections and tests, the register provides a record of the fitness for
purpose of each piece of equipment.
2. Regulatory Compliance:
➢ Maintaining the register is mandatory under ILO Convention 152 and other international
regulations, ensuring that ships comply with safety standards.
➢ The register can be reviewed by Port State Control (PSC) or classification society inspectors to
verify compliance with international maritime safety regulations.
3. Record of Maintenance and Repairs:
➢ The register provides a complete record of all maintenance and repairs conducted on the ship’s
lifting equipment, helping ensure that the gear remains in optimal condition.
4. Evidence in Case of Incidents:
➢ In the event of an accident involving lifting appliances or cargo gear, the register provides
evidence that the equipment was regularly inspected and tested, which may be important for
insurance and liability investigations.
Actions Required by the Ship's Personnel:

1. Maintain Accurate Records:
➢ Ship personnel, particularly the Chief Officer, must ensure that the register is accurately
maintained, with all inspections, tests, and repairs properly documented.
2. Schedule Regular Inspections:
➢ The ship’s officers must ensure that inspections and tests are scheduled and carried out as per
the regulations, including annual inspections, periodic load tests, and thorough examinations.
3. Coordinate with Competent Authorities:
➢ The Chief Officer should coordinate with classification societies, surveys, and competent persons
to ensure that the inspections and tests are conducted by certified professionals.
4. Monitor Condition of Equipment:
➢ Continuous monitoring of the condition of lifting appliances and handling gear is essential. Any
signs of wear, corrosion, or damage must be reported, and repairs or replacements should be
arranged immediately.
5. Provide Access to Inspectors:
➢ The register should be kept available for review by port authorities, surveyors, and inspectors
during port state control inspections or ship audits.
CARGO DOCUMENTS
SOLAS 1974, Load Line 1966, and Classification Society Requirements for Approved Loadicators
on Board Cargo Ships:
The Loadicator, or loading computer, is an essential tool on board cargo ships for ensuring the stability
and structural integrity of the vessel during loading and unloading operations. The requirements for
Loadicators are governed by several regulatory frameworks, including the International Convention for
the Safety of Life at Sea (SOLAS), the International Convention on Load Lines (Load Line 1966), and
various classification societies. Here’s a detailed look at these regulations and requirements:
1. SOLAS 1974
SOLAS 1974, with its subsequent amendments, places significant emphasis on the safety of ships through
proper loading and stability. Key aspects related to Loadicators under SOLAS include:
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➢ Chapter II-1 (Construction – Structure, subdivision, and stability, machinery and electrical
installations): Requires that ships be equipped with tools to calculate intact stability. For new ships,
this involves having an approved stability instrument (Loadicator) capable of verifying compliance
with damage stability and intact stability requirements.
➢ Regulation 22 specifically outlines the requirements for stability calculations post-damage, which a
Loadicator can perform.
➢ Electronic Stability Instruments: SOLAS mandates that all passenger ships and new cargo ships of
500 gross tonnage and upwards must be equipped with an electronic stability instrument
(Loadicator) approved by the Administration. This instrument should be capable of verifying the
ship's compliance with intact stability criteria, considering the ship's loading condition and damage
stability requirements.
2. Load Line 1966
The International Convention on Load Lines 1966 sets out the regulations ensuring that a ship has
sufficient reserve buoyancy and freeboard (the distance from the waterline to the upper deck level)
to remain safe at sea. While the convention does not directly mandate the use of Loadicators, it
implicitly requires accurate stability calculations to ensure compliance with load line regulations,
which Loadicators facilitate.
3. Classification Societies
Classification societies provide specific guidelines and approvals for Loadicators based on broader SOLAS
requirements and their technical standards. Common requirements include:
➢ Approval of the System: The Loadicator system must be type-approved by the classification society,
ensuring it meets the necessary safety and performance standards.
➢ Functionality Requirements: Loadicators must calculate and present stability and strength
information accurately under all expected conditions of trim and stability.
➢ Regular Testing and Certification: Loadicators should be regularly tested and certified for accuracy
and functionality during surveys.
➢ Training and Manuals: Adequate training must be provided to the crew on the operation of the
Loadicator, and detailed manuals should be available on board.
Implementation on Ships
➢ Mandatory for New Ships: As per SOLAS regulations, all new cargo ships of 500 gross tonnage and
above are required to have an approved Loadicator.
➢ Existing Ships: While older ships are not strictly required to retrofit Loadicators unless specified by
a particular state or classification society, they are encouraged to equip them to enhance safety.
➢ Documentation and Records: Ships equipped with Loadicators should maintain records of all
calculations and results obtained from the Loadicator for inspection by authorities and during
audits.
Responsibilities of Chief Officer with respect to signing of Mates receipts and issuance of letter
of protest to shippers and cargo receivers:
The Chief Officer on a cargo ship holds a crucial role in overseeing cargo operations, including the
documentation and communication aspects that accompany the loading and unloading of cargo. Two
significant responsibilities are the signing of Mate's receipts and the issuance of letters of protest to
shippers or cargo receivers. Here’s a detailed look at these responsibilities:
1. Signing of Mate's Receipts
Mate's Receipt:
➢ A Mate's receipt is a preliminary receipt issued by the ship's officer, typically the Chief Officer,
acknowledging the receipt of cargo on board the vessel. It is issued before the bill of lading and
indicates the apparent order and condition of the cargo at the time of loading.
Responsibilities:
➢ Inspection of Cargo: Before signing the Mate's receipt, the Chief Officer must ensure that the cargo
is inspected thoroughly. This includes checking the quantity, condition, and packaging of the cargo
as per the cargo manifest and shipping documents.
➢ Accuracy of Information: The Chief Officer ensures that the information on the Mate's receipt
accurately reflects what has been loaded onto the ship. Discrepancies in quantity or damage to
cargo must be noted.
➢ Documentation: The Mate's receipt serves as a basis for the preparation of the Bill of Lading, which
is the official document of cargo carriage. Accuracy in the Mate's receipt is crucial as errors can
lead to disputes with shippers or receivers.
2. Issuance of Letters of Protest
Letter of Protest:
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➢ A letter of protest is a formal declaration by the ship’s officer, noting any circumstances or events
that could lead to a claim or dispute. This might relate to issues encountered during cargo
operations, including poor loading practices, late cargo readiness, discrepancies in cargo
documents, or adverse weather conditions affecting the cargo handling.
Responsibilities:
➢ Recording of Incidents: The Chief Officer is responsible for documenting any incidents or
abnormalities observed during the loading or unloading process that might affect the ship’s
interests. This documentation should be detailed and precise.
➢ Issuance and Timing: A letter of protest should be issued as soon as possible after the occurrence
of the event to which it relates. This is important to establish the timeliness and relevance of the
protest.
➢ Communication with Parties: The Chief Officer must ensure that the letter of protest is
communicated appropriately to the relevant parties, including shippers, cargo receivers, and
agents. Copies should be retained on board for records and possibly for legal considerations.
➢ Follow-up Actions: In cases where a letter of protest is issued, the Chief Officer may need to
coordinate with the ship’s master, the ship’s agent, and possibly the shipping company’s legal or
claims department to decide on further actions.
Short notes on: Cargo Securing Manual:

The Cargo Securing Manual (CSM) is a critical document on board vessels that outlines the methods and
procedures for securing cargoes safely during transit. It's tailored to each specific vessel and cargo type,
ensuring that all cargo operations meet regulatory safety standards and minimize risks of cargo shifting,
which could potentially endanger the ship and crew.
Purpose and Importance:
➢ Safety Compliance: The CSM provides detailed instructions on how to properly secure cargo
according to international safety standards, particularly adhering to the guidelines set by the
International Maritime Organization (IMO).
➢ Customization: Each CSM is vessel-specific, taking into account the unique characteristics and
equipment of the ship.
➢ Operational Efficiency: By following standardized procedures outlined in the CSM, the crew can
execute cargo securing processes efficiently and effectively.
Content of the Cargo Securing Manual:
1. General Information:
➢ Descriptions of the types of cargoes that the vessel can carry.
➢ Details of the cargo spaces and their intended use.
➢ Limitations and capacities of all securing equipment such as lashing points, straps, chains, and
tensioners.
2. Securing Methods:
➢ Detailed instructions on how to use each type of securing equipment.
➢ Diagrams and illustrations showing proper placement and application of securing devices.
➢ Guidelines for specific types of cargo like containers, bulk cargo, vehicles, heavy lifts, and
hazardous materials.
3. Calculation of Forces:
➢ Information on how to calculate forces that will act on the cargo during sea passages, such as
rolling, pitching, and yawing of the ship.
➢ Guidance on accounting for weather conditions and sea states.
4. Safety and Inspection Procedures:
➢ Procedures for regular inspections of cargo securing equipment.
➢ Guidelines for reporting and responding to deficiencies in cargo securing arrangements.
5. Emergency Procedures:
➢ Instructions on how to respond to emergencies related to cargo securing, such as shifts in cargo
or equipment failure.
Regulatory Framework:
➢ The CSM must comply with the IMO's "CSS Code" (Code of Safe Practice for Cargo Stowage and
Securing), which provides an international standard for the safe stowage and securing of cargoes on
ships.
➢ SOLAS (Safety of Life at Sea) regulations require cargo ships to carry an approved CSM that is in line
with the CSS Code.
Usage on Board:
➢ Training Tool: Used to train new crew members and refresh the knowledge of existing crew on proper
cargo securing techniques.
➢ Operational Guide: Consulted during the preparation for and throughout the duration of a voyage to
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ensure cargoes are secured as per the approved methods.

➢ Audit and Compliance: Reviewed during safety audits and inspections to ensure compliance with safety
regulations.
CRUDE
Crude Oil Washing: Piping System

In crude oil washing (COW) systems on tankers, the piping system is specifically designed to circulate
crude oil as a washing agent inside cargo tanks to clean them. This system is crucial for improving the
efficiency of tank cleaning and enhancing cargo discharge operations.
Key Components:
➢ Cargo Pumps: Used to circulate the crude oil from the cargo tanks through the washing system.
➢ Washing Lines: Dedicated pipelines that lead from the cargo pumps back into the tanks. These lines
are equipped with heating coils to maintain the oil at an optimal temperature for effective washing.
➢ Spray Nozzles: Installed at strategic locations within the cargo tanks, these nozzles spray the heated
crude oil onto the tank surfaces to remove residual oil and sludge.
Functionality:
➢ The system uses high-pressure pumps to circulate the oil, and the nozzles create a spray that covers
the internal surfaces of the tanks, effectively removing residues and minimizing the amount of cargo
left on board after discharge.
Safety and Efficiency:
➢ The design ensures that the system can operate under high pressure and at elevated temperatures,
which are necessary for effective washing.
➢ It includes safety valves and overflow protections to prevent over-pressurization and ensure safe
operation during crude oil washing.
Crude Oil Washing: Number of tanks required to be washed at discharge port.

The number of tanks required to be washed at each discharge port is determined by several factors,
including regulatory requirements, operational procedures, and specific cargo characteristics. Here’s a
brief overview:
Regulatory Requirements:
➢ International Maritime Organization (IMO) Guidelines: The IMO mandates that all cargo tanks which
have carried crude oil and are equipped with crude oil washing systems must be washed using the
crude oil itself before the tanker leaves the discharge port. This is part of the regulations to minimize
the amount of oil residue that remains on board, reducing environmental risks associated with
subsequent tank cleaning at sea.
Operational Considerations:
1. Cargo Plan: The specific cargo discharge plan also influences how many tanks need to be washed at a
given discharge port. The plan dictates which tanks will be emptied and in what sequence, guiding the
COW operations to ensure optimal efficiency and compliance with environmental regulations.
2. Tank Cleaning Schedule: The ship's ongoing tank cleaning schedule may require certain tanks to be
washed during specific discharge operations to maintain cleanliness and prevent contamination of
future cargoes.
Safety and Compliance:
➢ Compliance with the MARPOL Annex I regulations is crucial, which stipulate procedures and equipment
requirements for tankers conducting crude oil washing. This includes ensuring that the washing of
tanks is spread across those being discharged to balance the ship and maintain stability.
Crude Oil Washing: Precaution against discharge of static electricity.

Static electricity can pose significant risks during crude oil washing operations on tankers. Here are the
essential precautions to mitigate these risks:
1. Proper Tank Atmosphere Monitoring: Ensure that the oxygen levels within the tank are kept below 8%
by volume, and that the hydrocarbon gas concentration is maintained within safe limits to reduce the
risk of flammable atmospheres that could ignite due to static discharge.
2. Bonding and Grounding: All equipment used in the crude oil washing process, including hoses and
portable devices, should be adequately bonded and grounded. This ensures any static charge that
builds up can be safely discharged, preventing sparks.
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3. Control of Washing Speed and Pressure: The velocity of crude oil being pumped into the tanks should
be controlled to avoid generating static electricity through turbulence or splashing. Recommended
rates and pressures should be strictly adhered to according to operational guidelines.
4. Use of Anti-Static Additives: If necessary, anti-static additives can be mixed with the crude oil to reduce
its tendency to generate static electricity during movement.
5. Regular Inspection and Maintenance: Regularly inspect and maintain all electrical equipment and
bonding connections used in crude oil washing to ensure they are in good condition and function
correctly.
6. Personnel Training: Crew members involved in the crude oil washing process should be trained in static
electricity hazards and the specific precautions needed to manage these risks effectively.
Precautions for COW:

Crude Oil Washing (COW) is a process used on oil tankers to clean cargo tanks and reduce the amount of
oil residue left after cargo discharge. It is a critical operation that involves several safety and
environmental precautions:
1. Tank Atmosphere Control:
➢ Inerting: Ensure tanks are inerted to maintain a non-flammable atmosphere by keeping the oxygen
content below 8% and ensuring that the hydrocarbon gas concentration is within safe limits. This
reduces the risk of fire or explosion.
➢ Gas Monitoring: Regularly monitor the tank atmosphere for hydrocarbon vapors and oxygen levels
using appropriate detection equipment.
2. Equipment Integrity:
➢ Inspection and Maintenance: Regularly inspect and maintain all equipment used in COW operations,
including pumps, hoses, nozzles, and valves, to ensure they are in good working condition.
➢ Grounding and Bonding: Ensure that all equipment is properly grounded and bonded to prevent
static electricity buildup, which could lead to sparks.
3. Operational Controls:
➢ Pre-Wash Planning: Develop a detailed COW plan for each voyage, specifying which tanks will be
washed, in what sequence, and the amount of crude oil to be used for washing.
➢ Pressure and Flow Control: Monitor and control the pressure and flow rate of crude oil during
washing to prevent generating static electricity and excessive turbulence.
4. Environmental Compliance:
➢ Effluent Disposal: Ensure that all effluent from the COW process is handled in compliance with
MARPOL Annex I regulations. Use oil-water separators if necessary and ensure that no oil-
contaminated effluents are discharged into the sea.
➢ Documentation: Maintain accurate records of COW operations, including amounts of oil used for
washing, tank atmosphere data, and disposal of effluents.
5. Emergency Preparedness:
➢ Training: Conduct regular training and drills for crew members on the proper procedures and safety
measures for COW operations. Ensure all personnel are aware of their roles in an emergency.
➢ Emergency Equipment: Keep emergency firefighting and spill response equipment readily available
and in good condition. Ensure the crew knows how to use this equipment.
6. Communication:
➢ Briefing: Before commencing COW, brief all involved personnel on the specific operations, potential
hazards, and safety measures.
➢ Coordination: Maintain clear and continuous communication between the cargo control room and
the deck operations team throughout the COW process.
Crude Oil Washing: Bar diagram:
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The bar diagram for Crude Oil Washing (COW) is a crucial visual tool used onboard oil tankers to effectively
plan, coordinate, and manage the cleaning process of cargo tanks using crude oil as a washing fluid. This
diagram is an integral part of the Crude Oil Washing Manual and serves as a strategic planner that outlines
the sequence and timing of the washing for each cargo tank involved in the operation.
Features and Components of a COW Bar Diagram:
1. Structure:
➢ Tanks Layout: The diagram typically lists the cargo tanks vertically along the y-axis, showing
each tank or a set of tanks that require washing.
➢ Time Scale: The x-axis represents the timeline of the washing operation, often broken down
into shifts or hours, providing a clear temporal perspective of the entire washing process.
2. Tank Identification:
➢ Each bar on the diagram is associated with a specific tank, clearly labeled, allowing crew
members to easily identify which tanks are scheduled for washing at any given time.
3. Washing Sequence:
➢ The sequential order of tank washing is depicted through the positioning of the bars; this order
is planned based on operational requirements to maintain ship stability, cargo handling
sequences, and efficiency in cleaning.
4. Duration and Overlap:
➢ The length of each bar indicates the duration of the washing process for each tank. Overlapping
bars can show where multiple tanks are scheduled to be washed simultaneously, subject to the
capabilities of the washing equipment and safety considerations.
5. Color Coding:
➢ Bars may be color-coded to represent different stages or types of washing (e.g., initial rinse,
main wash, final rinse), or to indicate different operational statuses (e.g., completed, in-
progress, planned).
Purpose and Utility:

1. Planning and Coordination:
➢ Efficiency: Enables the efficient use of resources by scheduling the washing in a manner that
optimizes the availability of pumps and lines.
➢ Balance and Stability: Helps plan the sequence to maintain proper balance and stability of the
ship during operations.
2. Monitoring and Management:
➢ Real-Time Tracking: Allows officers to track progress in real-time against the planned schedule,
making adjustments as necessary to accommodate operational dynamics or respond to any
issues.
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➢ Resource Allocation: Assists in scheduling crew tasks and equipment usage, ensuring that
manpower and machinery are available when and where they are needed.
3. Compliance and Documentation:
➢ Regulatory Compliance: Supports compliance with environmental and safety regulations by
ensuring that all tanks are washed according to prescribed standards.
➢ Record Keeping: Serves as a record of planned versus actual washing activity, useful for
inspections, audits, and historical analysis.
4. Communication Tool:
➢ Crew Briefing: Acts as a communication tool during pre-operation briefings, ensuring all crew
members understand their roles and timings.
➢ Ongoing Updates: Facilitates ongoing updates during operations, helping to keep all relevant
personnel informed of the current and next steps.
Crude Oil Washing: COW manual

The Crude Oil Washing (COW) Manual is a crucial document on oil tankers that outlines the procedures
and guidelines for conducting crude oil washing of cargo tanks. This manual is specific to each vessel and
provides detailed instructions to ensure the operation is carried out efficiently, safely, and in compliance
with environmental regulations.
Contents of the COW Manual:
1. Overview and Objectives:
➢ Describes the purpose of crude oil washing, highlighting its benefits such as reducing the
quantity of oil residue left in tanks, minimizing the need for subsequent water washing, and
enhancing the outturn of cargo.
2. System Description:
➢ Details the configuration and components of the COW system on board, including pumps,
pipelines, heating systems, and the control systems used to manage the operation.
3. Operational Guidelines:
➢ Provides step-by-step procedures for the entire COW process, from preparation and setup to
completion. This includes setting up the system, circulation patterns, and handling of different
grades of crude oil.
4. Safety Procedures:
➢ Outlines the safety measures and precautions that need to be taken during COW operations.
This includes ensuring proper inert gas levels, monitoring of oxygen and hydrocarbon
concentrations, and procedures for handling emergency situations.
5. Environmental Compliance:
➢ Explains the environmental regulations that must be adhered to during COW, particularly those
pertaining to emissions and discharges. This section ensures compliance with international
standards such as MARPOL Annex I.
6. Tank Preparation:
➢ Describes how to prepare cargo tanks for COW, including drying and inerting procedures to
ensure that the tanks are safe for washing with crude oil.
7. Washing Patterns:
➢ Illustrates and describes the recommended washing patterns that should be used for different
tank designs and cargo configurations to maximize the efficiency of residue removal.
8. Crew Training Requirements:
➢ Specifies the training and competencies required for crew members involved in COW operations,
ensuring they understand their roles and the safety practices associated with crude oil washing.
9. Maintenance of COW Equipment:
➢ Provides guidelines for the routine maintenance and inspection of all equipment used in crude
oil washing, ensuring its operational readiness and reliability.
➢ Details the steps to be taken in case of emergencies during crude oil washing, such as oil spills,
fire, or equipment failure.
11. Record Keeping and Documentation:
➢ Outlines the records that must be maintained regarding COW operations, including dates, tank
numbers, quantities of oil used for washing, and any anomalies or incidents.
Advantages of Crude Oil Washing:
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1. Improved Cargo Recovery: COW helps in recovering a significant amount of crude oil that would
otherwise remain as residue. This maximizes the cargo delivery and reduces the amount left for slop
tanks.
2. Enhanced Tank Cleaning: Crude oil has better solvent properties for washing tanks than water. It
effectively dissolves and cleans away the clingage and sludge that adhere to the tank walls, leading to
cleaner tanks.
3. Reduced Environmental Impact: By recovering more cargo and reducing sludge, COW minimizes the
volume of oily water needing treatment before discharge, thus decreasing environmental pollution.
4. Operational Efficiency: COW systems are integrated into the cargo discharge operation, which makes
the cleaning process simultaneous with unloading, reducing the time required for tank cleaning.
5. Reduced Need for Chemicals: Unlike traditional methods that might require detergents, COW uses the
cargo itself as the cleaning agent, eliminating the need for additional cleaning chemicals.
6. Reduced Corrosion: Water washing can lead to corrosion and rust within the tanks. Crude oil does not
contribute to corrosion, thus potentially extending the life of the cargo tanks.
Disadvantages of Crude Oil Washing:

1. High Initial and Maintenance Costs: Installing and maintaining a COW system can be costly. The system
requires specific design and equipment, including specialized pumps and heating systems.
2. Limited to Certain Ship Types: COW is applicable only to oil tankers and not suitable for ships carrying
other types of liquids. Thus, its benefits are restricted to a specific segment of the maritime industry.
3. Safety Risks: The process involves handling large quantities of crude oil under pressure, which can
pose significant safety risks including fire and explosion if not managed properly.
4. Technical Complexity: Operating a COW system requires skilled personnel and rigorous training due
to its technical complexity and the need to adhere to strict operational guidelines.
5. Dependency on Cargo Properties: The effectiveness of COW can vary depending on the type of crude
oil. Some heavier crudes may not clean as effectively, potentially requiring supplemental cleaning
methods.
6. Regulatory Compliance: COW must comply with stringent environmental and safety regulations. Failure
to adhere to these can lead to severe penalties.
Frequency of COW Operation:

The frequency of Crude Oil Washing (COW) on oil tankers is determined by several factors, including
regulatory requirements, the specific operational needs of the vessel, and the nature of the cargo. Here’s
how these factors influence the frequency of COW:
Regulatory Requirements
Under the International Maritime Organization (IMO) regulations, particularly MARPOL Annex I, there are
specific guidelines on when and how often crude oil washing should be performed:
• MARPOL Annex I requires that tankers equipped with crude oil washing systems must use them to
clean cargo tanks and lines whenever they unload crude oil. This regulation is intended to minimize
the amount of oily residue that remains in the tanks after cargo discharge, thus reducing the
environmental risks associated with subsequent tank cleaning at sea.
Operational Needs
• Type of Crude Oil: The nature of the crude oil being transported can affect how often COW needs
to be carried out. Heavier crudes might leave more residue, requiring more frequent washing to
ensure tanks are clean.
• Cargo Operations: The frequency of cargo operations can also dictate how often COW is conducted.
A tanker that frequently loads and discharges at different ports may need to perform COW more
often than one on longer voyages with fewer port calls.
Best Practices
• Tank Cleaning Schedule: Beyond regulatory requirements, shipping companies may establish their
own COW schedules based on best practices and past experiences with different cargoes and
routes. This might mean performing COW not just for regulatory compliance but also to maintain
the optimal condition of cargo tanks.
Tank cleaning procedure on a tanker ship:

Tank cleaning on a tanker ship is a critical operation necessary for changing cargo types, conducting
repairs, performing inspections, and ensuring compliance with shipping regulations. The process involves
removing residues from previous cargoes, sludge, and any other contaminants from the cargo tanks.
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Here’s a step-by-step overview of how tank cleaning is typically carried out on a tanker:
1. Planning and Preparation
➢ Risk Assessment: Conduct a thorough risk assessment to identify potential hazards associated
with the tank cleaning operation.
➢ Tank Cleaning Plan: Develop a detailed tank cleaning plan based on the type of cargo previously
carried, the next cargo to be loaded, and any regulatory requirements. This plan should specify
the cleaning method, chemicals (if any), and equipment to be used.
➢ Safety Procedures: Ensure all necessary safety measures are in place, including gas-freeing if
required, ventilation, and the use of personal protective equipment (PPE) by all involved
personnel.
➢ Crew Training: Make sure all crew members involved are adequately trained and aware of their
roles and safety procedures.
2. Gas-Freeing and Ventilation
➢ For certain cargoes, especially those that are volatile or hazardous, tanks must be made gas-
free to eliminate any dangerous vapors. This is done by ventilating the tanks with fresh air
using fixed or portable ventilation systems.
3. Tank Cleaning Methods: Several methods may be employed depending on the residue left by the last
cargo and the requirements of the next cargo:
➢ Butterworthing / Water Washing: This is a common method where tanks are cleaned using
high-pressure water jets. The system typically uses hot water or steam to remove oily residues.
➢ Crude Oil Washing (COW): Exclusively used in crude oil carriers, this process uses the crude oil
being carried as the cleaning agent. It is effective in reducing the amount of residue oil.
➢ Chemical Cleaning: Used for removing stubborn residues. Chemicals are selected based on the
type of residue, and care must be taken to handle and dispose of cleaning chemicals safely.
➢ Portable Tank Cleaning Machines: These are used where fixed systems are not suitable or
effective. They can be moved between tanks and set up to deliver cleaning solutions or water
at high pressure.
4. Waste Management and Disposal:
➢ Collection and Separation: Collect all residues and cleaning effluents. Separate oil, water, and
solids using separators and treat them as per MARPOL regulations.
➢ Disposal: Dispose of waste according to international and port regulations. Ensure proper
documentation of disposal to avoid penalties.
5. Inspection and Drying
➢ After cleaning, inspect the tanks visually or using remote cameras to ensure that they meet the
required cleanliness standards for the next cargo.
➢ Dry the tanks if necessary, using ventilation or portable blowers to remove any moisture that
could affect the next cargo.
6. Documentation
➢ Document the entire cleaning process, noting the methods used, chemicals, waste disposal
actions, and any incidents that occurred. This documentation is crucial for regulatory
compliance and future reference.
7. Preparation for Loading
➢ Once the tanks are clean and dry, prepare them for loading. This might involve purging with
inert gas, particularly if the next cargo is flammable.
Requirements of Crude Oil Washing (COW) as per MARPOL 73/78 Annex I:

The International Convention for the Prevention of Pollution from Ships (MARPOL) 73/78 is the primary
international convention covering prevention of pollution of the marine environment by ships from
operational or accidental causes. Crude Oil Washing (COW) systems on oil tankers were specifically
addressed in MARPOL Annex I, which covers pollution by oil. The convention outlines specific
requirements for COW to enhance cargo discharge procedures and reduce the quantity of oil residue
remaining in cargo tanks after discharge, thereby minimizing the environmental impact during
subsequent tank cleaning at sea.
1. Installation on New Tankers:
➢ As per MARPOL Annex I, Regulation 33, oil tankers of 20,000 tonnes deadweight and above
must be fitted with crude oil washing systems. This applies to tankers delivered on or after
June 30, 1982, which corresponds with the date on which MARPOL 73/78 entered into force.
2. Design and Equipment Specifications:
➢ The COW system must be designed and operated in accordance with the guidelines developed
by the IMO. These guidelines ensure that the system minimizes the escape of hydrocarbon
vapors during washing.
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3. Operational Requirements:
➢ Tankers equipped with COW systems must operate these systems in accordance with the
procedures and arrangements manual approved by the Administration. This manual should
detail all operational aspects of the COW system, ensuring compliance with the safety and
environmental regulations.
4. Dedicated Clean Ballast Tanks:
➢ As part of integrating COW, oil tankers are also required to have segregated ballast tanks or
dedicated clean ballast tanks, which is stipulated under Regulation 18 of MARPOL Annex I.
This requirement aims to separate cargo oil and ballast water, reducing contamination and
environmental risk.
5. Record Keeping:
➢ Detailed records of COW operations must be kept on board. This includes the quantity of oil
used for washing, the tanks washed, start and stop times of washing, and any operational
issues. These records are critical for inspections and verifying compliance with environmental
standards.
6. Safety Measures:
➢ Safety measures for COW operations must be strictly adhered to. This includes maintaining an
inert gas blanket in the cargo tanks to prevent the formation of explosive atmospheres during
the washing process. The oxygen content within the tanks must be monitored and controlled
to meet safety standards.
7. Training and Competence:
➢ Crew members involved in COW operations must be properly trained and familiar with the
equipment and operational procedures. This ensures that COW is conducted safely and
effectively, minimizing risks to crew, ship, and environment.
Compliance Verification:
➢ Flag State and Port State Control: Compliance with COW requirements is subject to inspection by
both flag state and port state control officers. These inspections ensure that the equipment is
maintained and operated according to the regulations, and that all record-keeping is accurate and
up to date.
Crude Oil Washing: Cargo grades not suitable for COW.

Crude Oil Washing (COW) is a specialized process used on oil tankers to clean cargo tanks by using part
of the crude oil cargo as a wash medium. While effective for most types of crude oil, there are specific
cargo grades that are not suitable for COW due to their physical and chemical properties, which can
complicate the cleaning process or damage the cargo tanks. Here’s a closer look at these types of crude
oil:
1. High Paraffin Content Crudes:
➢ Issue: Crudes with high concentrations of paraffins can pose problems during COW because the
paraffins may solidify on the tank walls as temperatures drop, leading to a buildup of waxy
deposits.
➢ Impact: These deposits are hard to remove and might require additional methods for cleaning,
which defeats the purpose of using COW for easy cleaning.
2. Asphaltic Crudes:
➢ Issue: Asphaltic or heavy crudes have a high asphaltene content, which can precipitate and
form sludge during the COW process.
➢ Impact: The sludge can adhere to the tank walls and be difficult to clean, potentially requiring
extensive use of cleaning chemicals or specialized cleaning methods.
3. Highly Viscous Crudes:
➢ Issue: Crudes with very high viscosity may not flow easily and evenly across the tank surfaces
during COW, leading to ineffective cleaning coverage.
➢ Impact: Residues in less accessible areas may not be washed effectively, leaving parts of the
tank dirty.
4. Crudes with High Pour Points:
➢ Issue: Crudes that have high pour points solidify at higher temperatures. This characteristic
makes them unsuitable for COW, especially in cooler climates or during colder seasons.
➢ Impact: Solidification during the wash process can cause blockages in the washing system and
leave solid deposits on tank surfaces.
5. Crudes with High Sulfur Content:
➢ Issue: While not directly impacting the effectiveness of COW, high sulfur crudes can pose
corrosion risks to the tank structure if not managed properly.
➢ Impact: Corrosive elements can deteriorate tank integrity over time, leading to maintenance
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challenges and safety issues.
Hazards associated with COW:

1. Fire and Explosion Risk:
➢ Vapor Formation: Crude oil washing involves the agitation and heating of crude oil, which can
lead to the formation of flammable vapors. If these vapors find an ignition source or mix with
air in the right proportions, they can ignite or explode.
➢ Static Electricity: The flow of crude oil can generate static electricity. If not properly
grounded, this static can accumulate and spark, igniting flammable vapors.
2. Health Hazards:
➢ Exposure to Hydrocarbon Vapors: Crew members may be exposed to toxic hydrocarbon
vapors during COW operations. Prolonged exposure can lead to health issues such as
respiratory problems, skin irritation, and other toxic effects.
➢ Benzene Exposure: Certain types of crude oil contain benzene, a known carcinogen.
Inhalation of benzene vapors is particularly hazardous and can have long-term health
consequences.
3. Environmental Impact:
➢ Oil Spills: Inadequate handling and technical failures during COW could lead to accidental oil
spills. Even small spills can have significant environmental impacts, particularly in sensitive
marine ecosystems.
➢ Improper Discharge: Discharging washing residues that do not meet the criteria set by
international regulations such as MARPOL Annex I can lead to pollution and legal penalties.
4. Operational Issues:
➢ Tank Overpressure: Improper operation of the COW system can lead to overpressure in the
cargo tanks, posing risks of tank rupture or failure of tank structural integrity.
➢ Equipment Failure: Failure of the COW equipment, such as the washing machines, pumps, or
control systems, can disrupt operations and require emergency responses that pose additional
risks.
5. Corrosion:
➢ Accelerated Corrosion: Some crude oils can accelerate corrosion of the tank structure and
associated piping, particularly those with high sulfur content. This corrosion can weaken the
structural integrity of the tank, increasing the risk of leaks or failures.
Checks to be carried out Prior, During and After COW Operation:

Crude Oil Washing (COW) is a critical operation conducted on oil tankers to optimize cargo discharge and
clean the cargo tanks using the cargo itself. To ensure the process is conducted safely and effectively,
comprehensive checks are needed before, during, and after the operation. Here’s a detailed breakdown of
these checks:
Checks Prior to Crude Oil Washing
1. Tank Atmosphere Preparation:
➢ Ensure tanks are adequately inerted to prevent the formation of explosive gas-air mixtures. Verify
that the oxygen content is below 8% by volume.
2. System Integrity Check:
➢ Inspect all COW equipment, including pumps, pipelines, heating coils, and nozzles, for any signs of
wear, damage, or leaks.
➢ Test the operation of the COW machines to ensure they are functioning correctly.
3. Safety Equipment Verification:
➢ Check that all safety and emergency equipment is in place and functional. This includes fire fighting
equipment, gas detectors, and personal protective equipment.
4. Operational Plan Review:
➢ Review the COW operational plan, which should outline the sequence of washing, the amount of
crude to be used, and the specific tanks to be cleaned.
➢ Ensure all crew members are briefed on their roles and responsibilities and understand the
emergency procedures.
Checks During Crude Oil Washing

1. Continuous Monitoring of Tank Atmosphere:
➢ Regularly check for hydrocarbon vapor concentrations to ensure they remain within safe limits.
➢ Monitor the pressure and temperature within the tanks to prevent overpressure or overheating.
2. Equipment Functionality:
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➢ Continuously observe the operation of COW machines and systems to ensure they are working as
expected without any disruptions.
3. Communication:
➢ Maintain clear and continuous communication between the deck and the COW control room. Any
anomalies or operational deviations should be immediately reported and addressed.
4. Leak Detection:
➢ Regularly inspect the system for leaks or failures, particularly at connections and junctions.
Checks After Crude Oil Washing

1. Tank Inspection:
➢ Once COW is complete, visually inspect the tanks (or use remote inspection tools if necessary) to
assess the effectiveness of the cleaning and to identify any remaining residue.
2. Debrief and Documentation:
➢ Conduct a debriefing session to discuss the operation, noting any issues that occurred and how
they were resolved.
➢ Update the ship’s logs and COW records, documenting the amount of crude used, the duration of
washing, and any incidents or anomalies.
3. Equipment Post-Use Maintenance:
➢ Perform routine maintenance on the COW equipment to prepare it for future use. This includes
cleaning the lines, checking the nozzles for clogs, and ensuring that all equipment is stowed
properly.
4. Waste Management and Disposal:
➢ Properly handle and dispose of any residues or wastes generated during the COW process in
accordance with MARPOL regulations and other environmental standards.
5. Tank Drying and Preparation for Next Cargo:
➢ If required, dry the tanks to remove any moisture that may contaminate subsequent cargoes.
Prepare the tanks for loading based on the requirements of the next cargo type.
You are the C/off of a Crude Oil Tanker. Explain in proper sequence the procedures to be
followed for unloading of cargo and COW in an Oil Tanker
As the Chief Officer of a Crude Oil Tanker, overseeing the unloading of cargo and Crude Oil Washing (COW)
requires careful planning, adherence to safety protocols, and systematic execution to ensure efficiency
and safety. Here's a detailed sequence of procedures typically followed for unloading cargo and COW:
Unloading of Cargo
1. Preparation Phase:
o Tank Inspection: Before arrival at the discharge port, inspect all cargo tanks to ensure they are
clean, dry, and free from residues of the previous cargo. This inspection is crucial to prevent
contamination of the new cargo and to ensure compliance with port regulations.
o Documentation Review: Review all relevant cargo documentation, including the cargo plan,
stowage plan, and any special instructions from the terminal or port authorities.
o Safety Briefing: Conduct a safety briefing with the cargo operations team, emphasizing roles,
responsibilities, and emergency procedures.
2. Approaching the Discharge Port:
o Communication: Establish communication with the port authorities and terminal operators to
confirm berth availability, mooring arrangements, and discharge procedures.
o Ballasting: Adjust the vessel's draft and trim through ballasting operations to facilitate safe
mooring and cargo discharge.
3. Mooring and Berthing:
o Mooring Operations: Supervise mooring operations to ensure the vessel is securely berthed and
aligned with the loading arms or hoses.
o Tank Preparation: Prepare the cargo tanks for discharge by opening appropriate valves and
setting up tank monitoring systems.
4. Cargo Discharge:
o Start Discharge Operations: Initiate cargo discharge operations as per the terminal's
instructions, following the cargo plan and flow rates specified.
o Monitoring: Continuously monitor the progress of cargo discharge, including flow rates, tank
levels, and any alarms indicating abnormalities.
o Sampling: Take periodic cargo samples as required by regulations and company procedures for
quality and quantity verification.
5. Completion of Discharge:
o Final Checks: Once all cargo tanks are discharged, conduct final checks to ensure no residual
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cargo remains in the tanks.

o Tank Closing: Close and secure all valves and connections used for discharge.
o Documentation: Complete all discharge-related documentation, including the Statement of
Facts, cargo calculations, and any port-specific reports.
Crude Oil Washing (COW)

1. Pre-COW Preparation:
o Tank Inspection and Preparation: After cargo discharge, inspect tanks again to confirm
cleanliness and readiness for COW.
o Safety Measures: Ensure all safety measures are in place, including ventilation, inert gas
systems, and personal protective equipment (PPE) for crew members.
2. Setting Up COW Equipment:
o Equipment Inspection: Check all COW equipment, including machines, nozzles, and pipelines,
for proper functioning and integrity.
o Connecting COW Lines: Connect COW lines to the designated tanks and ensure proper
alignment and secure connections.
3. Crude Oil Washing Process:
o Commence COW: Start the COW process using part of the cargo as the washing medium. Follow
the COW procedure outlined in the ship’s procedures manual and adhere to flow rates and
timing specified.
o Monitoring: Monitor the COW operation closely for any irregularities, including pressure
fluctuations, leaks, or equipment malfunctions.
4. Post-COW Procedures:
o Completion of COW: Once COW is completed for all designated tanks, disconnect and stow COW
equipment properly.
o Tank Inspection: Inspect the tanks visually or using remote inspection tools to ensure they are
clean and free from residues.
o Documentation: Document all COW operations, including quantities of crude used, duration of
washing, and any observations or incidents.
5. Safety and Environmental Compliance:
o Environmental Compliance: Ensure that all residues and waste generated during COW are
managed and disposed of in accordance with MARPOL regulations and port requirements.
o Safety Debrief: Conduct a safety debriefing with the crew to review the COW operation, discuss
any lessons learned, and address any safety concerns.
Open Cycle and Closed Cycle Tank washing in a Crude Oil Tanker:
In crude oil tankers, maintaining clean cargo tanks is crucial for safe and efficient cargo operations,
ensuring the purity of different oil grades carried, and complying with environmental regulations. Tank
cleaning on such vessels can be conducted using different methods, including open cycle and closed cycle
washing. Each method has its specific applications, benefits, and limitations depending on the operational
requirements and environmental considerations.
Open Cycle Tank Washing:
Definition and Process:

➢ Open cycle tank washing involves using seawater or fresh water to clean the cargo tanks. After the
washing, the used water, containing oil residues, is discharged overboard, typically after being
treated through an oil-water separator to reduce oil content to levels compliant with MARPOL
regulations.
Applications:
➢ This method is generally used where regulations allow discharge into the sea, and it is suitable for
removing water-soluble residues or for initial rinsing of the tanks.
Advantages:
➢ Simplicity and effectiveness in removing various contaminants.
➢ Readily available washing medium (seawater).
Disadvantages:
➢ Potential environmental impact due to discharges, even if treated.
➢ Increased operational costs and complexities in handling and treating wash water before discharge.
➢ Legal and regulatory restrictions in certain waters.
Closed Cycle Tank Washing:
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Definition and Process:

➢ Closed cycle tank washing refers to a system where the washing fluid, typically crude oil itself or
water, is reused within the system without discharging it overboard. After washing, the fluid is
cycled back through a process system where residues are separated and removed, and the cleaned
fluid is reused for further washing.
Applications:
➢ Used particularly in sensitive environmental areas or where regulations restrict discharges. Also,
when carrying cargoes that require high purity standards and no contamination risk.
Advantages:
➢ No discharge of washing residues into the sea, minimizing environmental impact.
➢ Suitable for operations in areas with strict discharge regulations.
➢ Reduces the risk of pollution and associated legal and financial penalties.
Disadvantages:
➢ More complex and costly system due to the need for additional equipment for fluid recovery and
treatment.
➢ Requires careful management and maintenance to ensure the integrity and effectiveness of the
recycling process.
Q. Sketch flammability Diagram & how will you use it in case crude oil has leaked into cargo
pump room. (July’19, July-16)
Ans:-
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A flammability diagram, also known as a flammability triangle or explosion triangle, is a visual tool that
depicts the relationship between oxygen, fuel, and an ignition source, the three elements necessary for
fire or explosion. This diagram is particularly useful in understanding the potential hazards in environments
where flammable materials are present, such as on oil tankers.
Structure of the Flammability Diagram:

The flammability diagram is typically presented as a triangle:
1. Oxygen (Air): One corner of the triangle represents oxygen, essential for combustion.
2. Fuel: Another corner represents the fuel, which in the case of an oil tanker could be crude oil vapors.
3. Heat/Ignition Source: The third corner represents heat or an ignition source which can initiate the fire
or explosion.
The area inside the triangle represents the range of conditions under which a fire or explosion can occur.
The sides of the triangle show the boundaries where only two of the three elements are present, meaning
no combustion can occur.
How to Use the Flammability Diagram in Case of a Crude Oil Leak in the Cargo Pump Room:
1. Assess the Atmosphere:
➢ Use gas detectors to measure the concentration of hydrocarbon vapors in the pump room. This
helps in assessing how close the atmosphere is to the flammable range depicted in the
flammability diagram.
2. Ventilation:
➢ If the vapor concentration is within or approaching the flammable range (inside the triangle),
immediately increase ventilation to dilute the hydrocarbon concentration with air, moving the
atmosphere out of the flammable range.
➢ Ensure that ventilation does not increase the oxygen content to dangerous levels that might
support combustion.
3. Remove Ignition Sources:
➢ Ensure that all potential ignition sources are eliminated or deactivated. This includes shutting
down electrical equipment that is not explosion-proof and avoiding activities that could generate
sparks.
4. Monitor Continuously:
➢ Continuously monitor the atmosphere within the cargo pump room as actions are taken to
mitigate the hazard. Use the flammability diagram as a guide to understand how changes in air
composition, temperature, or pressure could shift the balance towards or away from flammable
conditions.
5. Safety Precautions:
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➢ Follow established safety protocols for dealing with flammable atmospheres, including wearing
appropriate personal protective equipment (PPE), following safe entry procedures, and
maintaining constant communication with the deck or control room.
➢ Be prepared to implement emergency response procedures, including evacuation if necessary.
Ensure that all crew members are aware of emergency signals and assembly points.
PETROLEUM PRODUCT
Hazards of Petroleum with Reference to:- Toxicity

Petroleum, a complex mixture of hydrocarbons, is used extensively worldwide as a fuel source and in the
production of numerous chemicals and materials. While it has vast utility, petroleum also poses significant
health risks due to its toxic properties. Here’s a detailed discussion on the toxicity of petroleum and its
implications:
1. Components and Toxicity
Petroleum contains a variety of components, some of which are more toxic than others. Key toxic
constituents include:
➢ Benzene: Recognized as a major toxic component, benzene is known to be carcinogenic. It can cause
bone marrow failure and is linked to blood disorders such as leukemia.
➢ Toluene, Ethylbenzene, and Xylenes (BTEX): These aromatic hydrocarbons are associated with
neurological effects and kidney damage when inhaled or absorbed through the skin.
➢ Polycyclic Aromatic Hydrocarbons (PAHs): These compounds are carcinogenic and mutagenic, posing
significant long-term health risks, particularly skin, lung, bladder, and skin cancers.
2. Routes of Exposure
The main routes of exposure to petroleum and its components include:
➢ Inhalation: The most common route of exposure, especially in industrial settings where vapors and
gases from petroleum products are released.
➢ Skin Contact: Direct contact with petroleum products can lead to dermatitis, skin burns, and systemic
absorption of toxic components.
➢ Ingestion: Though less common, accidental ingestion can occur and lead to gastrointestinal distress
and systemic toxicity.
3. Health Effects
The toxic effects of petroleum can be acute or chronic, depending on the exposure duration and
concentration:
➢ Acute Effects: These include respiratory distress, headache, dizziness, nausea, and confusion, often
resulting from short-term exposure to high concentrations of petroleum vapors.
➢ Chronic Effects: Long-term exposure can lead to more severe health issues, including chronic
respiratory problems, liver and kidney damage, reproductive effects, and cancer.
4. Occupational Hazards
➢ Workers in the petroleum industry, particularly those involved in refining, transportation, and
distribution, are at a higher risk of exposure. Regular exposure, even to lower levels of petroleum
compounds, can accumulate over time and lead to significant health risks.
5. Environmental Concerns
➢ Apart from direct human toxicity, petroleum and its derivatives can have severe environmental
impacts. Leakage or spills can lead to contamination of water sources and soil, affecting wildlife and
human populations indirectly through the contamination of drinking water and food chains.
6. Safety and Regulatory Measures
Due to the known hazards, several safety and regulatory measures are recommended or enforced:
➢ Exposure Limits: Regulatory bodies like OSHA and the EPA have set permissible exposure limits for
key toxic components of petroleum.
➢ Safety Equipment: Use of personal protective equipment (PPE), such as respirators, gloves, and
protective clothing, is essential to minimize direct exposure.
➢ Monitoring and Ventilation: Regular monitoring of air quality in workplaces, along with adequate
ventilation systems, can reduce the risk of inhalation exposure.
➢ Training and Emergency Procedures: Workers should be trained in safe handling practices, emergency
response, and first aid procedures for petroleum exposure.
Primary & Secondary means of Venting on Oil Tanker:

Venting systems on oil tankers are critical safety features designed to manage the pressures within cargo
tanks and prevent the build-up of dangerous gases. These systems are categorized into primary and
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secondary venting, each serving specific functions under different circumstances.
Primary Venting
Purpose and Function:
➢ Primary venting systems are designed to handle normal operational conditions on an oil tanker. They
manage the routine venting of vapors from the cargo tanks, which occurs due to temperature changes,
cargo operations, or the ship's movements.
➢ The primary venting system typically includes pressure/vacuum relief valves (P/V valves) installed on
each cargo tank. These valves are calibrated to open at specific pressure settings to prevent the
internal tank pressure from exceeding or falling below designated safe limits.
Components:
➢ Pressure/Vacuum Relief Valves (P/V Valves): These are set to open at predetermined pressure and
vacuum thresholds to regulate the tank atmosphere. They protect the tanks from overpressure and
vacuum conditions that could lead to structural damage or collapse.
➢ Gooseneck Vents: Often part of the primary system, these are pipes with a curved top that protrude
above the deck to safely direct hydrocarbon vapors away from the tanker's deck.
Secondary Venting
Purpose and Function:
➢ Secondary venting systems are intended as a backup in case the primary system fails or is inadequate
during abnormal operational conditions. These systems activate to handle excessive pressures or
vacuum conditions that surpass the capabilities of the primary system.
➢ Secondary venting is crucial during emergencies, such as massive cargo vapor evolution or thermal
outbreathing, where rapid pressure changes can occur.
Components:
➢ High Capacity Pressure Relief Valves: These are designed to open at higher pressures compared to
primary valves and have a larger flow capacity to handle significant vapor release events quickly.
➢ High-Velocity Valves: Installed on tankers to manage the venting of vapors at high velocities, these
ensure that gases are expelled far above the tanker's deck, minimizing the risk of fire or explosion
near operational areas or hot surfaces.
Regulatory Compliance and Design Considerations

➢ Regulations: Both venting systems are subject to international regulations and standards, including
those set by the International Maritime Organization (IMO) and specified in the MARPOL Annex VI and
the International Convention for the Safety of Life at Sea (SOLAS).
➢ Testing and Maintenance: Regular testing, inspection, and maintenance of both venting systems are
required to ensure they are operational and effective. This includes checking that valves are free from
blockages and operational at the correct set pressures.
➢ Integration and Coordination: While both systems operate independently, they must be coordinated in
design to ensure that secondary venting activates seamlessly if primary venting is insufficient.
Difference between PV valve & PV Breaker:

PV VALVE P/V BREAKER
Primary Manages both pressure and vacuum Specifically designed to relieve vacuum
Function conditions in cargo tanks. conditions.
Operation Operates automatically to release pressure Operates automatically, primarily to admit
or admit air. air to prevent tank implosion.
Design More complex, integrating both pressure Simpler, designed mainly for vacuum
Complexity and vacuum mechanisms. conditions.
Usage Used on cargo tanks to handle routine and Often used in systems where vacuum
operational changes in pressure due to conditions are a primary concern, such as
loading, temperature changes, or sea sanitary systems or certain chemical
conditions. cargo tanks.
Pressure Calibrated to open at specific pressure and Typically has a set point for opening under
Handling vacuum thresholds to protect tanks from vacuum to prevent tank collapse due to
overpressure and vacuum damage. external pressure.
Component Part of an integrated tank management Can be integrated into systems as a safety
Integration system controlling both ingress and egress device for specific scenarios where
of air and gases. vacuum poses a risk.
Maintenance Requires regular maintenance and testing Maintenance focuses on ensuring the
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and Testing to ensure both pressure and vacuum vacuum relief mechanism is free from
components function correctly. blockages and operational.
Installation Mounted directly on cargo tank domes or Installed at strategic points where
Locations connected via piping to individual or vacuum conditions are expected or need
multiple tanks. to be managed.
Precautions to be taken on an oil tanker during Loading, Discharging and Tank Cleaning against
Static Electricity Hazard:
Static electricity is a significant hazard on oil tankers during loading, discharging, and tank cleaning
operations due to its potential to ignite flammable vapors. Taking appropriate precautions is critical to
prevent static discharge and ensure the safety of the vessel and its crew. Here are the key precautions to
be implemented:
During Loading and Discharging of Cargo
1. Bonding and Grounding:
➢ Ensure that the ship is properly grounded to the shore facility to equalize potential differences
and prevent static buildup.
➢ Use bonding wires between the ship and the loading arms or hoses. Check the continuity and
integrity of the bonding wires before starting operations.
2. Control of Loading Rates:
➢ Adhere to recommended loading rates to minimize the generation of static electricity caused by
the rapid movement of cargo. High flow rates can increase the risk of static accumulation.
3. Tank Atmosphere Control:
➢ Maintain tanks under inert conditions with an oxygen level below 8% to prevent the formation
of explosive mixtures. Use inert gas systems to continuously top up the inert atmosphere as
the tank level changes during operations.
4. Monitoring Electrical Equipment:
➢ Ensure that all electrical equipment used in cargo areas is explosion-proof and meets the
standards for hazardous environments. Regularly inspect and maintain equipment to prevent
faults.
5. Regular Static Accumulator Checks:
➢ Monitor for the presence of static accumulators, such as asphaltenes, which can enhance static
buildup. Adjust operational procedures if high levels of static accumulators are detected.
During Tank Cleaning
1. Use of Anti-Static Solutions:
➢ When water is used for tank cleaning, add anti-static additives to reduce the surface resistance
and help dissipate static charges.
2. Controlled Cleaning Techniques:
➢ Use tank cleaning machines at proper pressures and flow rates to minimize the generation of
static electricity. Ensure that the machines and nozzles are in good working condition and do
not produce excessive spray impact.
3. Ventilation:
➢ Provide adequate ventilation to remove vapors that can accumulate during cleaning. This helps
reduce the overall flammability of the tank atmosphere.
4. Personnel Safety Measures:
➢ Equip personnel with anti-static clothing and shoes to prevent the buildup of static electricity
on their bodies. Ensure that crew members understand the risks and procedures associated
with static electricity.
5. Regular Inspections:
➢ Inspect and test portable electrical and bonding equipment used during tank cleaning to ensure
they are functioning correctly and do not pose a static hazard.
General Precautions
1. Training and Drills:
➢ Conduct regular training sessions and safety drills for crew members on the dangers of static
electricity and the correct emergency response procedures.
2. Signage and Area Classification:
➢ Mark areas susceptible to static hazards with appropriate signage and restrict unauthorized
personnel from entering these areas during sensitive operations.
3. Emergency Readiness:
➢ Prepare and equip the vessel with suitable firefighting equipment and ensure it is readily
accessible in case of a fire. Establish clear communication channels and emergency response
plans.
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Use and Limitations of Oxygen Analyzer on Oil Tankers:

Oxygen analyzers on oil tankers are crucial tools used primarily to measure and monitor the oxygen
content within cargo tanks, especially when the tanks are inerted. Maintaining the right oxygen level is
critical to preventing fire or explosion risks associated with flammable cargo vapors. Here’s an overview
of the use and limitations of oxygen analyzers in this context:
Use of Oxygen Analyzers
1. Safety Compliance:
➢ Explosion Prevention: The primary use of oxygen analyzers on oil tankers is to ensure that the
oxygen levels within cargo tanks remain below the level (commonly 8% by volume) at which
flammable vapors might ignite. This is particularly important when carrying or processing
petroleum products.
2. Inert Gas System Monitoring:
➢ Oxygen analyzers are used to assess the effectiveness of inert gas systems, which replace the
air in cargo tanks with inert gas (often flue gas from the ship’s boilers or nitrogen) to prevent
the formation of an explosive atmosphere.
3. Operational Decisions:
➢ Real-time monitoring of oxygen levels helps in making informed decisions regarding the
adjustment of inert gas flow, assessing when tanks are safe for entry, or initiating cargo
operations.
4. Quality Control:
➢ Ensuring that the product being transported is not contaminated or degraded by exposure to
oxygen, which can be crucial for certain chemical cargoes.
Limitations of Oxygen Analyzers
1. Sensor Sensitivity and Calibration:
➢ Calibration: Oxygen analyzers require regular calibration to ensure accuracy. Calibration must
be performed using gases of known concentrations, and failure to maintain calibration can lead
to erroneous readings.
➢ Sensor Wear: The sensors in oxygen analyzers can degrade over time due to exposure to harsh
environments, such as those with high moisture or corrosive gases, requiring periodic
replacement.
2. Environmental Influences:
➢ The accuracy of oxygen analyzers can be affected by environmental factors such as temperature
and humidity. Variations in these conditions can lead to false readings unless the device is
specifically designed to compensate for environmental changes.
3. Response Time:
➢ Some oxygen analyzers may have a delayed response time, which can be a limitation in rapidly
changing tank atmospheres. Immediate response analyzers are generally more expensive but
provide more reliable data for safety-critical decisions.
4. Maintenance and Handling:
➢ Oxygen analyzers are sensitive instruments that require careful handling and regular
maintenance. Improper handling or lack of maintenance can lead to device failure or inaccurate
readings.
5. Cost:
➢ High-quality oxygen analyzers, especially those that are explosion-proof and suitable for marine
environments, can be costly. Additionally, the expense related to regular maintenance and
sensor replacement can be significant.
6. Technical Training:
➢ Proper training is required for crew members to operate, interpret, and troubleshoot oxygen
analyzers effectively. Without adequate training, there is a risk of misinterpretation of data,
potentially leading to unsafe conditions.
Use and Limitations of Explosimeter on Oil Tankers:

An explosimeter, commonly referred to as a combustible gas indicator, is a crucial safety device used on
oil tankers to detect and measure the concentration of flammable gases in the air. This tool helps to ensure
the safety of operations by preventing fire or explosion risks associated with flammable gas accumulations.
Use of Explosimeter on Oil Tankers
1. Safety Monitoring:
➢ Detect Flammable Gases: The primary use of an explosimeter is to detect the presence of
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flammable gases within cargo tanks, pump rooms, or other enclosed spaces on the tanker. It
helps in identifying potentially explosive atmospheres before they reach dangerous levels.
➢ Atmosphere Testing: Prior to entry into confined spaces or before hot work (welding, cutting,
etc.), explosimeters are used to ensure the area is safe from explosive gases.
2. Operational Safety:
➢ Cargo Handling Operations: During loading, unloading, and tank cleaning operations,
explosimeters are used to continuously monitor the atmosphere to ensure that it remains within
safe limits, particularly below the Lower Explosive Limit (LEL).
3. Emergency Response:
➢ Leak Detection: In case of suspected leaks, an explosimeter can help quickly identify the source
and extent of leaked flammable gases, facilitating timely remedial actions.
➢ Helps ensure compliance with international safety regulations, including those set by the
International Maritime Organization (IMO) and local maritime safety authorities, by providing
documented evidence of atmosphere testing.
Limitations of Explosimeter
1. Calibration and Maintenance:
➢ Regular Calibration: Explosimeters require frequent calibration to maintain accuracy.
Calibration should be done with standard gases, and failure to regularly calibrate can lead to
false readings.
➢ Maintenance: They are sensitive devices that require regular maintenance. Sensor degradation,
especially from exposure to harsh conditions or contaminants, can affect performance.
2. Environmental Sensitivity:
➢ Certain environmental factors such as humidity, temperature fluctuations, and atmospheric
pressure changes can affect the accuracy of explosimeter readings.
3. Specificity and Cross-Sensitivity:
➢ Explosimeters are generally calibrated for specific gases (often methane) and might show cross-
sensitivity to other flammable gases. This can either result in underestimation or overestimation
of flammable gases different from the calibration standard.
4. Response Time:
➢ Some explosimeters may have a slow response time, which might not be suitable for rapidly
changing gas concentrations.
5. Range and Sensitivity:
➢ Most explosimeters are designed to detect gases only within a certain range of concentrations
(typically close to the LEL). They may not be useful for detecting very high or trace
concentrations.
6. Training and Human Error:
➢ Effective use of explosimeters requires proper training. Misinterpretation of readings or
incorrect usage can lead to dangerous oversights. Operators must understand the implications
of the readings and the necessary safety precautions.
Use and Limitations of Tank Scope on Oil Tankers:

A tank scope, also known as a tank dipping device or UTI (Ullage-Temperature-Interface) meter, is a
crucial tool used on oil tankers to measure the ullage (the space above the liquid level in a tank),
temperature, and the oil-water interface within cargo tanks. This portable instrument helps ensure
accurate cargo calculations, safe cargo operations, and environmental compliance.
Use of Tank Scope on Oil Tankers
1. Cargo Measurement and Management:
➢ Ullage Measurement: Tank scopes are used to measure the ullage, helping in calculating the
volume of cargo inside the tank by knowing the distance from the tank top to the liquid surface.
➢ Temperature Measurement: It provides accurate temperature readings of the cargo, which are
essential for volume correction and ensuring the cargo is maintained at optimal conditions.
➢ Interface Detection: The device can detect the interface between oil and water layers in the
tank, crucial for determining the quantity of oil, free water, and sediment.
2. Safety and Compliance:
➢ Safety Monitoring: By providing accurate measurements, the tank scope helps ensure that
tanks are not overfilled, reducing the risk of spills and promoting safe cargo operations.
➢ Regulatory Compliance: Accurate cargo measurements are necessary to comply with
international maritime regulations, including those related to cargo documentation and
environmental protection.
3. Operational Efficiency:
➢ Quick and Reliable Measurements: Tank scopes offer a quick and efficient means to gather
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necessary data without entering the tanks, thereby enhancing operational efficiency and safety.
Limitations of Tank Scope
1. Calibration and Accuracy:
➢ Calibration: Regular calibration is necessary to ensure the accuracy of measurements.
Calibration must be performed using standard procedures, and failure to maintain calibration
can lead to errors.
➢ Accuracy Issues: Accuracy might be affected by various factors such as the build-up of static
electricity, tank conditions, or improper handling.
2. Physical and Mechanical Limitations:
➢ Depth Limitations: Tank scopes have physical length limitations, which might not be suitable
for very deep tanks without proper extensions.
➢ Fragility: Being mechanical devices, tank scopes are susceptible to damage if mishandled,
dropped, or used improperly.
3. Environmental Influences:
➢ Temperature Effects: Extreme temperatures can affect the electronic components and the
accuracy of temperature measurements.
➢ Vapor Interference: High concentrations of hydrocarbon vapors can interfere with the electronic
components and sensors of the tank scope.
4. Human Error:
➢ Measurement Errors: Errors in reading the scale, misinterpreting data, or incorrect insertion
depth can lead to inaccurate measurements.
➢ Training Requirements: Proper training is essential to ensure that operators are proficient in
using tank scopes and interpreting their readings accurately.
5. Maintenance and Handling:
➢ Requires careful handling, routine maintenance, and regular checks to ensure that it remains
operational and accurate. Mechanical components like the tape and probe need frequent
inspection for wear and damage.
Use and Limitations of Draeger Tubes on Oil Tankers:

Draeger tubes are widely used on oil tankers for monitoring and measuring specific gas concentrations in
the air. These glass vials contain chemical reagents that react and change color when exposed to targeted
gases, providing a visual indication of gas concentration. Draeger tubes are essential for ensuring the
safety of the environment where potentially hazardous gases might be present.
Use of Draeger Tubes on Oil Tankers

1. Gas Detection and Monitoring:
➢ Specific Gases: Draeger tubes are tailored to detect specific gases such as hydrogen sulfide,
carbon monoxide, benzene, and various hydrocarbons that can be present in the cargo or as a
result of cargo operations.
➢ Safety Checks: Before entering confined spaces like cargo tanks, pump rooms, or void spaces,
crew members use Draeger tubes to check for toxic or flammable gases to ensure the area is
safe for entry.
2. Environmental Testing:
➢ Air Quality Monitoring: Regularly monitor the air quality in different shipboard areas, especially
those prone to gas accumulation, to adhere to occupational health and safety standards.
3. Leak Detection:
➢ Identify Leaks: Useful in identifying leaks in cargo systems or tank integrity by detecting
abnormal gas concentrations around suspected areas.
➢ Compliance with Safety Protocols: Helps in complying with maritime safety regulations that
mandate regular monitoring of atmospheric conditions in cargo and living areas.
Limitations of Draeger Tubes

1. Specificity and Range:
➢ Limited to Specific Gases: Each tube is specific to a particular gas or family of gases, requiring
multiple types of tubes to cover different potential hazards.
➢ Limited Measurement Range: Each tube has a designated range of concentration it can
measure; outside of this range, the readings may not be accurate.
2. One-Time Use:
➢ No Continuous Monitoring: Draeger tubes are for single use and provide only a snapshot of gas
concentration at the time of testing, not continuous monitoring.
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3. Handling and Storage:

➢ Sensitive to Environmental Conditions: Draeger tubes must be stored properly to prevent
exposure to light, heat, or moisture, which can degrade the reagents and affect their accuracy.
4. Accuracy and Calibration:
➢ Potential for Human Error: Reading the color change and correlating it to a concentration
requires precise observation, and errors can occur, especially in poor lighting conditions.
➢ No Calibration: Tubes cannot be calibrated; their accuracy depends on the quality control of the
manufacturing process.
5. Cost and Availability:
➢ Regular Replacement: As they are consumable items, there is an ongoing cost associated with
maintaining a sufficient stock of the necessary types of Draeger tubes.
IG system used on a VLCC:

Inert gas systems (IGS) on Very Large Crude Carriers (VLCCs) are crucial for ensuring safety by minimizing
the risk of explosions in cargo tanks. These systems work by displacing oxygen-rich air with inert gas—
usually flue gas from the ship's boilers or a nitrogen generator—thus maintaining the tank atmosphere
below the lower explosive limit (LEL) of hydrocarbon gases. Here’s a detailed overview and a basic block
diagram of the components of an inert gas system used on a VLCC.
Components of IGS on a VLCC

The inert gas system can be divided into two main areas: components located in the Engine Room (E/R)
and components on the deck area.
Engine Room (E/R) Components:
1. Inert Gas Generator/Boiler:
➢ Use: Generates inert gas by combustion in boilers or dedicated inert gas generators.
➢ Components:
▪ Combustion Chamber: Where fuel combustion occurs, producing flue gases.
▪ Cooling System: Cools down the hot flue gases to a safe temperature before delivery to
cargo tanks.
2. Scrubber Unit:
➢ Use: Cools and cleans the inert gas, removing soot, sulfur, and other impurities.
➢ Components:
▪ Spray Tower: Sprays sea water to cool and wash the gas.
▪ Demister: Removes moisture and particulates from the cooled gas.
3. Blower:
➢ Use: Propels the cleaned and cooled inert gas into the cargo tanks through the deck piping.
4. Gas Analyzer:
➢ Use: Monitors the oxygen and hydrocarbon levels in the inert gas to ensure they are within safe
limits before the gas is transferred to cargo tanks.
Deck Area Components:
5. Deck Seal:
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➢ Use: Prevents the backflow of hydrocarbon gases from cargo tanks into the inert gas plant.
➢ Types:
▪ Wet Type: Uses a water barrier.
▪ Dry Type: Uses a non-return valve.
6. Pressure Vacuum Breakers:
➢ Use: Maintains safe operating pressures within the cargo tanks and the inert gas system.
7. Mast Riser:
➢ Use: Releases excess inert gas safely into the atmosphere from the deck level.
8. Deck Isolation Valve:
➢ Use: Allows the operator to isolate the inert gas supply to the cargo tanks.
9. Distribution and Individual Tank Valves:
➢ Use: Control the flow of inert gas to individual cargo tanks.
Working of Inert Gas Systems

1. Generation of Inert Gas:
➢ The inert gas used on oil tankers is commonly generated onboard by one of two methods:
o Flue Gas Method: The most common method where flue gas is produced by the ship's
boilers. The combustion of fuel in the presence of air in a boiler produces flue gases,
which are then cooled, cleaned, and dried before being pumped into the cargo tanks.
o Nitrogen Generators: Use membrane or PSA (Pressure Swing Adsorption) technology to
produce nitrogen from atmospheric air, which is then used as the inert gas.
2. Cooling and Cleaning:
➢ Cooling: The flue gas generated is very hot and needs to be cooled before introduction to cargo
tanks to prevent any risk of fire or damage to the tank structure.
➢ Cleaning: The gas passes through a scrubbing system where it is washed with seawater to
remove sulfur dioxide, particulates, and other combustion byproducts that could corrode the
tanks or contaminate the cargo.
3. Monitoring and Control:
➢ Gas Analyzer: Before the inert gas is pumped into the cargo tanks, it is analyzed for oxygen
content and hydrocarbon levels to ensure it meets safety standards. The typical requirement is
that the oxygen content should not exceed 5%.
➢ Pressure Control: Maintaining correct pressure is crucial; the system includes pressure control
valves to manage the gas pressure and avoid creating a vacuum or overpressure in the tanks.
Working Procedure of Inert Gas System on Oil Tankers
1. Preparation:
➢ Ensure that the IGS is operational before starting cargo operations. This includes checking the
boiler operation (if flue gas is used), gas scrubbers, cooling systems, and all valves and pipes
for integrity and functionality.
2. Inerting:
➢ Prior to loading, cargo tanks are often "inerted" to ensure they are free from any oxygen-rich
air. Inert gas is pumped into the tanks until the oxygen level is sufficiently reduced, typically
to below 5%.
3. During Cargo Operations:
➢ Loading: Maintain a slight positive pressure in the tanks with inert gas to prevent air ingress.
➢ Discharging: As the cargo is pumped out, inert gas is introduced to replace the volume of
discharged cargo to maintain safe tank pressure and atmosphere.
4. Purging and Gas-Freeing:
➢ If tanks need to be gas-free, for example for inspection or dry dock, the process is reversed.
Air is carefully introduced to reduce the concentration of hydrocarbons to safe levels, effectively
purging the inert gas.
5. Safety Monitoring:
➢ Throughout these operations, continuous monitoring of the tank atmosphere is necessary. The
use of portable gas detectors and fixed gas detection systems is standard to ensure all
parameters remain within safe limits.
➢ Proper procedures and equipment should be in place to handle any emergencies arising from
the inert gas system, including system failure or leaks.
Safety Systems:
1. Pressure Relief Valve:
➢ Installed in the inert gas line to protect the cargo tanks from over-pressurization. If the tank
pressure exceeds the safety limit, the relief valve opens to vent excess gas.
2. Deck Seal:
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➢ Acts as a barrier between the cargo tanks and the engine room to prevent backflow of
hydrocarbon gases from the tanks into the inert gas system, which could lead to fire hazards.
3. Automatic Shut-Off:
➢ The system is designed to automatically shut off the supply of inert gas if the oxygen content
exceeds a safe threshold (typically 5%) or if the system fails to maintain proper pressure levels
in the tanks.
4. Non-Return Valve:
➢ Prevents the reverse flow of gases from the cargo tanks back into the IG plant, ensuring a one-
way flow of inert gas.
Alarm Systems:
1. Oxygen Level Alarm:
➢ Activated if the oxygen content in the inert gas exceeds the set limit (usually 5%), indicating
that the gas is no longer inert and may pose an explosion risk.
2. Low and High Pressure Alarms:
➢ Low-Pressure Alarm: Warns if the pressure in the cargo tanks falls below a safe level, which
could allow air to enter the tanks, increasing the risk of a flammable atmosphere.
➢ High-Pressure Alarm: Alerts if the pressure exceeds the upper limit, which could lead to over-
pressurization and potential structural damage to the tanks.
3. Scrubber High Water Level Alarm:
➢ Triggers if the water level in the scrubber exceeds a safe limit, which could impair the scrubbing
process and prevent proper cleaning and cooling of the inert gas.
4. Blower Failure Alarm:
➢ Activated if the blower fails or malfunctions, resulting in the inability to deliver inert gas to the
cargo tanks, leading to potential risks from increased oxygen levels.
5. Flame Failure Alarm (for inert gas generator systems):
➢ Alerts if the burner flame in the inert gas generator extinguishes unexpectedly, indicating a
failure in gas generation.
Oil Tankers: Dirty Ballast:

Dirty ballast refers to ballast water that has been taken into the cargo tanks of an oil tanker which have
previously contained oil or petroleum products. As a result, this ballast water is contaminated with oil
residues and hydrocarbons, making it "dirty" or polluted.
Key Points:
1. Source: Dirty ballast is usually taken on board during the discharge of cargo, where the emptied cargo
tanks are partially filled with seawater to maintain the ship's stability and trim. Since the tanks
previously contained crude oil or petroleum products, the ballast water becomes contaminated with oil
residues.
2. Environmental Concerns: Dirty ballast cannot be discharged directly into the sea due to the risk of
marine pollution, which is regulated under international conventions such as MARPOL (Marine
Pollution), particularly Annex I. Any discharge of oily water into the ocean must comply with strict
regulations on oil content.
3. Handling and Treatment:
➢ Dirty ballast water is typically pumped into a slop tank or processed through an oil-water
separator to reduce the oil content to below the legally permissible limits before discharge.
➢ In modern tankers, segregated ballast tanks are used to avoid the contamination of ballast
water with oil, thereby eliminating the need for managing dirty ballast.
4. Legal Regulations: Discharging dirty ballast into the sea without proper treatment is illegal under
international regulations. The ship must either retain the dirty ballast until it can be treated in a
reception facility at a port or use onboard equipment to ensure that any discharge meets the required
standards.
Oil Tankers: Cloud Point

Cloud Point is the temperature at which wax crystals begin to form in a liquid, typically in petroleum
products like diesel fuel, kerosene, or crude oil. At this temperature, the fuel becomes cloudy due to the
formation of solidified wax particles.
Key Points About Cloud Point:
1. Formation of Wax Crystals:
➢ At lower temperatures, the paraffin (wax) components in the oil or fuel start to solidify, leading
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to the appearance of a cloudy suspension. This is known as the "cloud point."

2. Significance:
➢ The cloud point is an important characteristic for petroleum products used in cold climates. If
the temperature drops below the cloud point, the wax crystals can clog fuel filters and pipes,
leading to flow problems in engines and pipelines.
➢ It is also critical in shipping operations, especially for tankers transporting crude oil or refined
products in colder regions, where the fuel might need to be heated to avoid wax crystallization.
3. Measurement:
➢ The cloud point is determined by slowly cooling the petroleum product and visually observing
the temperature at which the first signs of cloudiness appear.
4. Difference from Pour Point:
➢ Cloud Point indicates the temperature at which wax crystals begin to form, whereas the Pour
Point is the lowest temperature at which the liquid will flow. The pour point is usually lower than
the cloud point.
Oil Tankers: PV Valve

A Pressure/Vacuum (PV) valve is an essential safety device used on oil tankers to control and regulate the
pressure within cargo tanks. Its primary function is to maintain the pressure inside the tanks within safe
limits by releasing or admitting air/gas during cargo operations such as loading, discharging, or
temperature changes. This prevents over-pressurization or vacuum conditions, which could otherwise lead
to structural damage to the tank or the risk of explosion due to the ingress of oxygen in an explosive
atmosphere.
Working Principle:
➢ Pressure Relief: When the pressure inside the tank rises beyond a pre-set limit (due to cargo loading
or temperature increases), the PV valve allows excess gas to escape, preventing over-pressurization.
➢ Vacuum Relief: When the internal pressure of the tank drops below a safe limit (during cargo discharge
or cooling), the PV valve admits air or inert gas into the tank, preventing the formation of a vacuum
which could cause structural damage or implosion.
Components of a PV Valve:
1. Pressure Relief Valve:
➢ Function: Releases excess pressure from the tank into the atmosphere or through a mast riser.
➢ Mechanism: The pressure relief valve opens when the pressure inside the tank exceeds a pre-
set limit, allowing vapors to vent out.
2. Vacuum Relief Valve:
➢ Function: Admits air or inert gas into the tank when the internal pressure falls below a pre-set
vacuum limit.
➢ Mechanism: The vacuum relief valve opens to allow external air or gas to enter the tank when
there’s a risk of a vacuum forming inside.
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3. Spring Mechanism:
➢ Function: A set of calibrated springs controls the opening of both the pressure and vacuum
valves. These springs are designed to open the valves only when pressure or vacuum exceeds
safe limits.
➢ Operation: The spring's tension can be adjusted based on the tank's safety pressure and
vacuum limits.
4. Housing/Body:
➢ Function: Encloses the valve’s internal components and provides connection points to the cargo
tank and venting system.
➢ Operation: The housing contains the mechanical components of the PV valve and is designed
to withstand harsh marine conditions.
5. Vent Pipe:
➢ Function: Directs the flow of gases either out of the tank (pressure release) or into the tank
(vacuum relief). This pipe typically extends to a safe distance above the deck to avoid hazardous
gas accumulation near the work area.
➢ Operation: Ensures that any gases vented from the tank are safely released into the
atmosphere, away from potential ignition sources.
6. Weather Hood/Cover:
➢ Function: Protects the valve from external environmental conditions such as rain, seawater,
and debris.
➢ Operation: The hood prevents external factors from interfering with the operation of the PV
valve.
Importance of PV Valves on Oil Tankers:
➢ Prevents Over-Pressurization: Safeguards the tank from excessive pressure build-up that could lead
to structural damage or cargo spillage.
➢ Prevents Vacuum Conditions: Protects the tank from collapsing due to the creation of a vacuum inside
during cargo discharge.
➢ Safety in Explosive Environments: Maintains a safe tank atmosphere by controlling pressure,
preventing the ingress of air that could mix with flammable vapors and lead to explosions.
➢ Environmental Compliance: Helps in minimizing emissions by regulating gas release, and in some
configurations, PV valves are connected to vapor recovery systems.
Functions of the Pressure Vacuum Valve (P/V Valve):

1. Pressure Relief:
➢ The P/V valve opens to release excess pressure from the cargo tanks, usually during loading or
when the temperature inside the tank increases, causing the vapor to expand.
➢ This prevents the cargo tank from being over-pressurized, which could lead to structural
damage or rupture.
2. Vacuum Relief:
➢ When the cargo is being discharged or if the temperature drops, the tank’s internal pressure
decreases, creating a vacuum.
➢ The vacuum relief function of the P/V valve allows air (or inert gas) to enter the tank, preventing
the tank from collapsing due to low pressure.
3. Inert Gas Pressure Control:
➢ On tankers equipped with an inert gas system, the P/V valve helps control the balance between
inert gas pressure and the tank’s internal pressure. It ensures that the tanks are maintained at
slightly positive pressure, preventing the ingress of oxygen into the tank, which could create
an explosive atmosphere.
4. Protection from Overfilling:
➢ In case of accidental overfilling, the P/V valve acts as a safety device by venting the excess
vapor or air that is displaced by the liquid cargo, preventing an overpressure situation.
Maintenance of the Pressure Vacuum Valve (P/V Valve):

1. Regular Inspection:
➢ The P/V valve must be regularly inspected for any signs of damage, wear, or corrosion. Special
attention should be paid to the sealing surfaces, as damaged seals can lead to leaks.
➢ Visual checks for dirt, debris, or obstructions are essential to ensure the free movement of the
valve.
2. Functional Testing:
➢ Periodically test the opening and closing pressure set points for both the pressure and vacuum
functions. The valve must open and close within the specified pressure range.
➢ Testing should also confirm that the valves close fully after relieving pressure or vacuum,
ensuring no leakage.
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3. Cleaning:
➢ If the valve components are found to be fouled by dirt, hydrocarbons, or salt deposits, it must
be cleaned with appropriate solvents.
➢ Ensure that the valve is fully operational and moves freely after cleaning.
4. Seal and Gasket Replacement:
➢ Worn or damaged seals and gaskets should be replaced immediately, as they can affect the
valve’s ability to maintain proper tank pressure.
5. Spring Checks:
➢ The valve's spring mechanisms (used for pressure and vacuum relief) can weaken over time,
which may affect the opening pressure. Regular checks should be conducted, and any damaged
or weakened springs should be replaced.
6. Operational Logs:
➢ Ensure that maintenance and operational tests are documented in logs. These records help in
identifying patterns of malfunction and ensuring the valve operates within its design limits.
Oil tankers: Spiked Crude Oil

Spiked crude oil refers to crude oil that has been deliberately mixed with another crude oil or a refined
petroleum product to change its characteristics. This "spiking" process is often done to enhance certain
properties, such as increasing the overall quantity or modifying the quality of the crude oil.
Define: Sour Crude

Sour crude refers to crude oil that contains a relatively high amount of sulfur, typically above 0.5% by
weight. The presence of sulfur in crude oil can make it more difficult and costly to refine due to the need
for additional processing to remove sulfur and other impurities. The term "sour" is used to describe this
type of crude because sulfur compounds, especially hydrogen sulfide (H₂S), can give the oil an
unpleasant odor and increase its corrosiveness.
Define: Pour Point

The pour point is the lowest temperature at which a liquid, typically a petroleum product like crude oil or
fuel oil, remains fluid and can still flow. Below this temperature, the liquid becomes too viscous, and wax
crystals form, causing the oil to solidify or become semi-solid, preventing it from being pumped or
transferred.
Define: Auto-Ignition Temperature (AIT)

Auto-ignition temperature (AIT) refers to the lowest temperature at which a material or substance will
spontaneously ignite without an external ignition source such as a flame or spark. At this temperature,
the material reacts with oxygen in the air, and the heat generated by this reaction is sufficient to cause
combustion.
Define: Clean Ballast

Clean ballast refers to ballast water that has been pumped into a ship's ballast tanks from the sea, which
is free of oil contamination and can be safely discharged back into the sea without causing any pollution.
This is in contrast to dirty ballast, which contains oil residues from cargo tanks on oil tankers or other
contaminants that could harm the marine environment if discharged.
Features of Flammability Diagram Related to Purging:

1. Purging Process:
➢ Definition: Purging is the process of introducing inert gas into a cargo tank to reduce the oxygen
concentration to a level below the critical point where combustion can occur. The objective of
purging is to bring the tank's atmosphere into a safe range on the flammability diagram, where it
is impossible for a flammable mixture to exist.
➢ Purpose: On oil tankers, purging is typically done before loading or after cargo discharge to ensure
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that hydrocarbon vapors do not come into contact with oxygen in amounts that could create a
flammable atmosphere.
2. Role of Inert Gas in Purging:
➢ Reducing Oxygen Concentration: Inert gas is introduced into the tank to gradually displace oxygen.
The flammability diagram shows that by reducing oxygen to below approximately 8% by volume,
the risk of a flammable mixture is significantly reduced, even if hydrocarbon vapors are present.
➢ Safe Zone: On the diagram, the area where both fuel and oxygen concentrations are below the
flammable range is the "safe zone." Purging moves the tank atmosphere into this zone by displacing
oxygen and reducing the risk of combustion.
3. Path of Purging on the Flammability Diagram:
➢ Vertical Line Movement: During purging, the movement on the flammability diagram is generally
vertical, as inert gas reduces the oxygen content while the hydrocarbon vapor concentration may
remain constant. This moves the atmosphere from the flammable zone (where oxygen and vapor
levels are high) into the safe zone (low oxygen).
➢ Out of Flammability Range: As purging continues, the tank atmosphere moves out of the flammable
range (typically between the LEL and UEL) into the non-flammable area where there is insufficient
oxygen to support combustion.
4. Maintaining Safe Conditions:
➢ Monitoring: Continuous monitoring of oxygen levels during purging ensures that the tank
atmosphere stays below the critical oxygen concentration to prevent combustion. This is crucial for
tankers, especially before loading or gas-freeing operations.
➢ MARPOL Regulations: International regulations such as MARPOL require that tanks be purged to
maintain oxygen levels below a certain percentage (usually 8%) to prevent explosions and fires on
oil tankers.
5. Importance in Cargo Operations:
➢ Before Loading: Purging with inert gas is essential before loading flammable cargo to prevent the
introduction of oxygen into a vapor-rich environment that could ignite.
➢ After Discharge: Following cargo discharge, purging is necessary to reduce the concentration of
hydrocarbon vapors and safely gas-free the tank for maintenance or inspections.
Features of Flammability Diagram Related to Inerting:

1. Flammability Diagram Overview:
➢ The flammability diagram depicts the flammable range, which is the concentration of oxygen and
hydrocarbon vapor where a fire or explosion can occur.
➢ Lower Explosive Limit (LEL): The minimum concentration of fuel in air that can ignite.
➢ Upper Explosive Limit (UEL): The maximum concentration of fuel in air beyond which there’s not
enough oxygen to support combustion.
➢ Critical Oxygen Level: This is typically around 11-12% oxygen, below which combustion cannot
occur, even if hydrocarbons are present.
2. Inerting Process:
➢ Definition: Inerting is the process of introducing an inert gas (like nitrogen or flue gas) into a cargo
tank to reduce the oxygen content to a level where combustion cannot occur.
➢ Purpose: Inerting is performed to ensure that cargo tanks are safe from explosions or fire by
keeping the oxygen content below the flammable threshold.
3. Movement on the Flammability Diagram During Inerting:
➢ Starting Condition: Initially, after cargo discharge, the tank may contain hydrocarbon vapors with
a normal atmospheric oxygen level (~21%). This atmosphere lies in the flammable region of the
diagram, where a mixture of fuel and oxygen can ignite if there’s an ignition source.
➢ Reducing Oxygen Levels: During inerting, the inert gas reduces the oxygen concentration in the
tank. The movement on the flammability diagram is vertical downward as inert gas displaces
oxygen, lowering the oxygen level without significantly changing the hydrocarbon vapor
concentration.
➢ Entering the Safe Zone: The goal is to reduce the oxygen level to below 8%, which is well below
the critical level for combustion. This moves the tank atmosphere out of the flammable range into
a safe, non-flammable zone on the diagram.
4. Key Areas on the Diagram:
➢ Flammable Range: The area on the diagram where both hydrocarbon vapors and oxygen are
present in sufficient quantities to support combustion (between the LEL and UEL).
➢ Non-Flammable Range (Safe Zone): Once the oxygen content drops below around 8%, the tank is
considered non-flammable, even if hydrocarbons are present. Inerting shifts the atmosphere from
the flammable range into this safe zone.
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5. Inerting for Cargo Operations:

➢ Before Loading: Inerting ensures that before loading a new cargo, the oxygen level in the tank is
low enough to prevent ignition. This is crucial for preventing explosive atmospheres when
flammable cargo is introduced.
➢ During Discharge: Inert gas is continuously supplied during cargo discharge to replace the volume
of cargo removed. This maintains a non-flammable atmosphere by ensuring that oxygen does not
enter the tank.
➢ Purging and Gas-Freeing: After inerting, the tank can be purged with inert gas or fresh air to
remove hydrocarbon vapors, depending on the operation (e.g., maintenance or inspection).
6. Monitoring and Safety:
➢ Oxygen Monitoring: Oxygen analyzers are used to continuously monitor the oxygen concentration
during the inerting process. The goal is to keep the oxygen level below the critical threshold where
combustion can occur.
➢ Pressure Control: Maintaining positive pressure in the tank is important to prevent air ingress. A
positive pressure ensures that oxygen does not leak into the tank, which would bring the
atmosphere back into the flammable range.
7. Regulatory Standards:
➢ MARPOL and SOLAS Regulations: International maritime regulations require oil tankers to use inert
gas systems to maintain a safe atmosphere in cargo tanks during operations. These regulations
dictate that oxygen levels in cargo tanks must be kept below 8% to ensure safety.
Features of the Flammability Diagram with Respect to Gas Freeing:

1. Lower and Upper Flammable Limits (LFL and UFL):
➢ The diagram shows the range between the lower flammable limit (LFL) and upper flammable
limit (UFL), which defines the concentration of gas in the air that can ignite.
➢ LFL (Lower Flammable Limit): Below this concentration, the gas mixture is too lean to ignite.
➢ UFL (Upper Flammable Limit): Above this concentration, the gas mixture is too rich to ignite.
➢ During gas freeing, the goal is to reduce the gas concentration below the LFL to make the
atmosphere safe for entry.
2. Inerting Line:
➢ The inerting process involves replacing the oxygen or gas mixture with an inert gas (e.g.,
nitrogen) to reduce the oxygen content, making it impossible for combustion to occur.
➢ The flammability diagram includes an inerting line, which helps visualize how the oxygen level
reduces during the introduction of inert gas, moving the gas mixture away from the flammable
range.
3. Critical Dilution Line:
➢ This line represents the relationship between the fuel and oxygen concentrations, showing the
point where the mixture is on the verge of being flammable.
➢ During gas freeing, operations aim to stay below this line by diluting the gas concentration and
ensuring safe levels for atmosphere entry.
4. Safe Gas Freeing Process:
➢ The gas freeing process involves ventilating or purging the space with fresh air to remove
flammable gases.
➢ The flammability diagram helps determine at what stage of ventilation the gas mixture
transitions from being flammable to non-flammable. The goal is to reduce the concentration of
flammable vapors and keep them below the LFL.
5. Oxygen Content:
➢ The diagram also indicates the percentage of oxygen required for a mixture to ignite. For most
hydrocarbons, the oxygen content needs to be about 11-12% for combustion to occur.
➢ In gas freeing, oxygen levels must be carefully monitored to ensure they remain within safe
limits as the flammable gas concentration is reduced.
Practical Application in Gas Freeing:
➢ Step-by-Step Ventilation: The flammability diagram can guide how the tank should be ventilated,
gradually replacing the gas-laden air with fresh air, ensuring that the concentration moves away from
the flammable range.
➢ Monitoring Flammable Gas Concentrations: Continuous monitoring of the gas mixture concentration
during gas freeing is necessary to verify when the tank is gas-free and safe for entry.
Importance of Clean Ballast in Safe Gas Freeing:
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Clean ballast plays a significant role in the safe gas freeing process on tankers, particularly in the context
of preparing a tank for maintenance or inspection after carrying cargo, such as crude oil or other
hydrocarbons. The gas freeing process involves removing any residual flammable gases or vapors from a
tank to create a safe environment for workers or before refilling the tank with a different cargo. Here’s
how clean ballast contributes to safe gas freeing:
1. Preventing Oil Contamination
➢ When clean ballast is used, it ensures that the ballast tanks are free from any oil residue or
volatile compounds. This is crucial because the presence of oil or hydrocarbons in the ballast
can lead to the formation of flammable gas mixtures. Proper use of clean ballast reduces the
risk of explosion or fire during the gas freeing process.
2. Reducing Flammable Vapors
The main goal of gas freeing is to ensure that the atmosphere inside the cargo tanks is below the lower
explosive limit (LEL) of the cargo residues. Clean ballast helps by:
➢ Diluting and Displacing Vapors: By filling tanks with clean ballast and then pumping it out,
flammable vapors can be displaced or diluted, making the atmosphere inside the tank safer for
workers or for the next cargo operation.
3. Safety During Ventilation
➢ Once clean ballast is removed, the tanks can be ventilated with fresh air using blowers. With
no oil contamination present, the risk of reintroducing volatile gases or vapors is minimized,
making the gas freeing process much safer.
4. Compliance with Environmental Regulations
➢ By ensuring that ballast water is clean and free from oil or other contaminants, it is possible to
safely discharge the water overboard during gas freeing operations, complying with MARPOL
regulations and other environmental protection laws. This avoids fines or penalties associated
with discharging oily water into the sea.
5. Preventing Accumulation of Harmful Vapors
➢ In the event of tank cleaning, clean ballast helps prevent the accumulation of harmful or toxic
vapors that could pose health risks to the crew. This ensures a safer working environment,
especially when entering enclosed spaces.
Regulatory Requirement of the Inert Gas System (IGS) for Oil Tankers:
The Inert Gas System (IGS) is a critical safety feature required on oil tankers to prevent the formation of
explosive atmospheres within the cargo tanks. Regulations concerning the fitting of inert gas systems on
oil tankers are governed by SOLAS (Safety of Life at Sea), as well as other national and international
regulations. These regulations specify the types of vessels that require an inert gas system, the capabilities
of the system, and its operational parameters.
1. Regulatory Requirements as per SOLAS

According to SOLAS Chapter II-2, the following requirements apply for the fitting of Inert Gas Systems
(IGS) on oil tankers:
a. Tanker Size Requirements for IGS
• Tankers of 20,000 DWT and Above:
o Oil tankers with a gross tonnage of 20,000 DWT (deadweight tonnage) or more are required
to be fitted with an Inert Gas System (IGS).
o This requirement applies to new oil tankers constructed on or after May 1, 1980.
• Tankers of 8,000 DWT to 20,000 DWT:
o For oil tankers between 8,000 and 20,000 DWT, national administrations may determine
whether an IGS is mandatory based on the specific trading conditions and operational risks.
• Tankers Below 8,000 DWT:
o Oil tankers below 8,000 DWT are generally not required to be fitted with an inert gas system,
although specific regulations may apply depending on the flag state or operator.
b. Tankers Carrying Volatile Products
• Tankers carrying volatile oil products with a flashpoint below 60°C are generally required to have
an inert gas system fitted to prevent the formation of explosive atmospheres in the cargo tanks.
2. Inert Gas System Capabilities and Requirements

The capabilities and operational requirements of the inert gas system, as defined by SOLAS and other
guidelines, ensure that the cargo tanks remain in a safe atmosphere throughout the voyage, from loading
to discharge. The key functional requirements are as follows:
a. Inert Gas Composition
• Oxygen Content: The oxygen content of the inert gas must be kept below 5% by volume to ensure
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the gas mixture is sufficiently inert to prevent combustion.

o The IGS should be capable of maintaining this oxygen level in all cargo tanks during loading,
unloading, and while at sea.
b. Positive Pressure in Cargo Tanks
• Positive Pressure Maintenance: The IGS must maintain a positive pressure in the cargo tanks at all
times. The system should be capable of maintaining the cargo tanks under slight positive pressure
(above atmospheric pressure) to prevent the ingress of oxygen.
o Safety Factor: The IGS should have sufficient capacity to maintain positive pressure even
in the event of simultaneous loading or discharging operations involving multiple cargo
tanks.
c. Venting and Dilution Capability
• Dilution of Hydrocarbon Vapors: The IGS must be capable of diluting and expelling hydrocarbon
vapors from the cargo tanks during inerting operations before loading or during the gas-freeing
process.
o The system must ensure that the hydrocarbon concentration in the tanks is reduced below
the Lower Explosive Limit (LEL) before the tanks can be declared gas-free.
d. Monitoring and Alarm Systems
• Oxygen Monitoring: The inert gas system must have a continuous oxygen monitoring system in
place to ensure that the oxygen content remains below the 5% threshold during operation.
o Alarm Systems: Automatic alarms must be activated if the oxygen content rises above 5%
or if the pressure in the cargo tanks drops below safe levels.
e. Capacity and Flow Rate
• Minimum Capacity: The IGS should have sufficient capacity to produce inert gas at a rate that
matches the maximum loading/discharging rates of the cargo tanks.
o Capacity Calculation: The capacity of the inert gas generator should be calculated based on
the total volume of the cargo tanks, the expected flow rate during cargo operations, and
any safety margins required by SOLAS or the ship’s classification society.
f. Purging and Gas-Freeing
• The inert gas system must be able to perform purging and gas-freeing operations efficiently. This
includes the ability to replace the inert gas with air to make the tanks safe for entry when required.
g. Redundancy and Backup
• Backup Systems: In some cases, regulations may require an auxiliary inert gas system or backup
arrangements to ensure the continuous supply of inert gas in case of failure of the main system.
3. Types of Inert Gas Systems

The type of inert gas system fitted on an oil tanker depends on the design and size of the vessel. The
following are common types of IGS used on tankers:
a. Flue Gas Systems
• Source of Inert Gas: This system utilizes flue gas generated by the ship's boiler exhaust as the
source of inert gas.
o The flue gas is cooled, scrubbed, and dried to remove soot and sulfur before being injected
into the cargo tanks.
• Common Application: Flue gas systems are commonly used on large oil tankers due to the
availability of exhaust gas from the ship’s main engines or boilers.
b. Inert Gas Generators (IGG)
• Source of Inert Gas: The inert gas generator produces inert gas by burning a mixture of fuel and
air under controlled conditions.
o The inert gas produced is passed through scrubbers to cool and remove impurities before
being directed into the cargo tanks.
• Common Application: Inert gas generators are commonly used on smaller tankers and vessels
where exhaust gas is not readily available.
c. Nitrogen Generators
• Source of Inert Gas: A nitrogen generator produces inert gas by separating nitrogen from the air
using membranes or pressure swing adsorption (PSA) technology.
• Common Application: Nitrogen generators are increasingly used on vessels carrying highly reactive
or sensitive cargo, as they provide a pure inert atmosphere with very low oxygen content.
4. Additional Safety Features and Requirements

a. Safety Devices
• Pressure/Vacuum Valves: Cargo tanks must be equipped with pressure/vacuum valves to prevent
over-pressurization or the creation of a vacuum that could damage the tanks.
• Non-Return Valves: Non-return valves must be installed in the IGS piping to prevent backflow of
hydrocarbons into the inert gas generator or boiler uptake, which could lead to fire or explosion.
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b. Maintenance and Inspections

• Regular maintenance of the IGS is critical to ensure it remains operational. This includes inspections
of oxygen sensors, scrubbers, valves, and piping.
• Crew Training: Crew members responsible for operating the inert gas system must be trained in
the correct use of the system, emergency procedures, and monitoring the performance of the
system during cargo operations.
Working of a Pressure Vacuum Breaker (PV Breaker):

A Pressure Vacuum Breaker (PV Breaker) is an important safety device used on the vent lines of
cargo tanks on tankers and other liquid cargo ships. It maintains the pressure within safe limits and
prevents damage to the tanks due to excessive pressure or vacuum conditions. Below is an explanation
of the working principle of a PV Breaker, along with a description of its components.
Components:
1. Pressure Valve:
➢ A spring-loaded valve that opens when the internal tank pressure exceeds a certain level
(positive pressure). It allows vapors to escape to the atmosphere, relieving pressure.
2. Vacuum Valve:
➢ A spring-loaded valve that opens when the internal tank pressure falls below a certain level
(negative pressure or vacuum). It allows external air (or inert gas) to enter the tank, equalizing
the pressure.
3. Inlet and Outlet Ports:
➢ These are the openings for the ingress or egress of air/vapors during pressure or vacuum
conditions.
4. Housing:
➢ The body of the PV breaker, which encloses the valves and ensures proper sealing.
Working Principle:
The PV breaker is designed to automatically allow the flow of air or inert gas into or out of the tank to
prevent overpressure or underpressure (vacuum) conditions. This ensures that the internal tank pressure
remains within safe operating limits during operations such as cargo loading, discharging, or when
temperature changes cause expansion or contraction of the cargo.
1. Excess Pressure Condition:
➢ When cargo is being loaded or heated, the vapor pressure inside the tank may rise, creating an
overpressure situation.
➢ If the tank pressure exceeds a preset safe limit, the PV breaker allows the excess vapors to
vent out through the valve. This prevents the tank from rupturing due to high pressure.
2. Vacuum Condition:
➢ When cargo is discharged, or the temperature of the cargo drops, the pressure inside the tank
may fall, creating a vacuum.
➢ If the tank pressure falls below the preset vacuum limit, the PV breaker opens, allowing air or
inert gas to flow into the tank to equalize the pressure. This prevents the tank from collapsing
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due to a vacuum.
Working of PV Breaker:
➢ Normal Operation: Both valves remain closed under normal operating conditions when the internal
tank pressure is within the preset limits.
➢ Pressure Relief: If the pressure inside the tank increases beyond the preset limit, the pressure valve
opens to allow the excess vapors to escape, preventing overpressure.
➢ Vacuum Relief: If the pressure inside the tank drops below the preset vacuum limit, the vacuum valve
opens to allow air (or inert gas) to enter the tank, preventing a vacuum.
Ensuring Effective Protection of Cargo Tanks with a Pressure Vacuum Breaker (PV Breaker):
To ensure that a Pressure Vacuum Breaker (PV Breaker) is protecting cargo tanks effectively, regular
inspections, maintenance, and operational checks are essential. Here’s how you can ensure its proper
functioning:
➢ Visual Inspection: Regularly check the PV Breaker for any visible signs of damage, corrosion, or
wear on the external parts, such as the housing, valves, and flanges.
➢ Ensure Cleanliness: The PV Breaker should be free of any obstructions, such as dirt, debris, or
residues that could block the valves or ports.
➢ Examine Seals and Gaskets: Ensure that the seals and gaskets are intact to prevent leaks or
improper sealing.
➢ Pressure and Vacuum Tests: Perform routine testing to ensure the valves open at the designated
set pressures. This includes testing both pressure and vacuum relief settings using a test apparatus.
o For pressure testing, slowly increase the pressure in the tank to check that the pressure
valve opens at the designated overpressure limit.
o For vacuum testing, create a controlled vacuum to ensure the vacuum valve opens at the
designated limit.
➢ Functional Check: Verify that both the pressure and vacuum valves return to their closed positions
after activation.
3. Calibration of Set Points:
➢ The PV Breaker's relief set points (both pressure and vacuum) should be calibrated to ensure they
match the operational requirements of the tank. These should align with the design specifications
of the cargo tank to avoid damage.
➢ Periodically recalibrate the valves as part of planned maintenance to ensure they operate at the
correct set pressures.
4. Maintenance of Moving Parts:
➢ Springs: Check the condition of the springs in the valves. Over time, springs can weaken or corrode,
reducing the effectiveness of the valve. Replace if necessary.
➢ Lubrication: Ensure that the moving parts, including the valve stems, are adequately lubricated to
avoid sticking or jamming, which could prevent the valves from opening or closing properly.
5. Verification of Safe Atmosphere Venting:
➢ Ensure the PV Breaker is properly venting pressure or allowing air in during operations like cargo
loading or unloading. Monitor pressure and vacuum levels in the tanks during these operations to
confirm that the PV Breaker is functioning.
➢ Gas Detection Systems: Use gas detection equipment to monitor for excessive gas buildup, which
could indicate that the PV Breaker is not venting properly.
6. Check for External Contaminants:
➢ For tankers carrying corrosive or hazardous cargo, inspect the breaker for any chemical buildup or
deposits that could affect valve function.
➢ Use appropriate cleaning procedures, especially after carrying corrosive or sticky cargoes, to
prevent residue from blocking or damaging the valves.
7. Monitoring during Cargo Operations:
➢ Regularly monitor the tank pressure levels during cargo operations (loading, discharging, or when
inerting the tanks) to ensure the PV Breaker responds appropriately to changes in pressure or
vacuum.
➢ Install pressure and vacuum gauges on the tanks to ensure continuous monitoring and to provide
early warning if pressures approach unsafe levels.
8. Planned Maintenance:
➢ Include the PV Breaker in the ship's Planned Maintenance System (PMS). This ensures regular
servicing, replacement of worn parts, and periodic testing are scheduled and documented.
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➢ Follow manufacturer’s guidelines for the frequency of maintenance, including overhauls and part
replacements.
9. Review of Operational Logs:
➢ Review logs of past operations and tests to spot any recurring issues or deviations in the pressure
and vacuum set points. This may reveal a gradual deterioration in the PV Breaker's performance,
which can be addressed proactively.
Loading crude oil with a high concentration of Hydrogen Sulphide (H₂S):

Loading crude oil with a high concentration of Hydrogen Sulphide (H₂S) requires stringent precautions due
to the gas's toxic, flammable, and corrosive nature. Exposure to H₂S can lead to serious health risks,
equipment damage, and operational hazards. The following precautions should be observed during the
loading process to ensure the safety of personnel, equipment, and the environment:
1. Personal Protective Equipment (PPE):
➢ Breathing Apparatus: All personnel involved in cargo operations should wear appropriate breathing
apparatus (SCBA – Self-Contained Breathing Apparatus) if H₂S levels exceed safe limits. H₂S is
extremely toxic, and even low concentrations can be dangerous.
➢ Gas Detectors: Personnel should be equipped with portable H₂S detectors that continuously
monitor the concentration of the gas in the atmosphere.
➢ Protective Clothing: Workers should wear suitable protective clothing, including gloves and goggles,
to prevent contact with any oil vapors that contain H₂S.
2. Ventilation and Inerting:
➢ Ventilation of Spaces: Ensure that all enclosed spaces, such as cargo pump rooms, manifolds, and
ventilation outlets, are well ventilated to prevent the accumulation of H₂S vapors.
➢ Inerting of Tanks: Cargo tanks should be inerted with nitrogen or an inert gas before loading to
reduce the risk of fire and explosion. H₂S is highly flammable, and inerting reduces the oxygen
content, preventing combustion.
3. Continuous Monitoring:
➢ Fixed Gas Detection Systems: Ensure that the ship's fixed gas detection system is operational and
capable of detecting H₂S in key areas such as cargo tanks, pump rooms, and manifolds.
➢ Monitoring H₂S Levels: Continuously monitor H₂S levels in the atmosphere throughout the loading
process. Alarms should be set to trigger if H₂S levels exceed safe limits (e.g., 10 ppm as per
regulatory standards).
4. Restricted Access and Safe Zones:
➢ Restricted Access to Loading Areas: Limit the number of personnel present in areas where H₂S
concentration is likely to be high (e.g., near tank vents or open hatches).
➢ Safe Zones for Crew: Designate safe zones on board where crew members can take shelter in case
of an H₂S release. These zones should be equipped with emergency air supplies and proper
ventilation.
5. Tank Venting and Vapor Control:
➢ Closed Loading Operations: Whenever possible, use closed-loop loading systems to prevent H₂S
vapors from escaping into the atmosphere. This reduces the risk of exposure to personnel and
limits the release of toxic gases.
➢ Vapor Recovery Systems (VRS): Use vapor recovery systems to capture and process H₂S-laden
vapors. This reduces the risk of environmental pollution and ensures compliance with MARPOL
Annex VI regulations on vapor emissions.
➢ Emergency Escape Routes: Ensure that escape routes are well-marked and unobstructed in case
of an H₂S leak or emergency. The crew should be familiar with emergency procedures and routes.
➢ H₂S Emergency Drills: Conduct regular emergency drills focused on H₂S exposure, including
evacuation procedures and the use of breathing apparatus.
➢ H₂S Alarm System: Ensure that an H₂S alarm system is functioning correctly, with audible and
visual alarms in key operational areas.
7. Communication and Coordination:
➢ Pre-loading Meetings: Hold safety briefings with all crew members and shore personnel before
loading. Ensure everyone understands the hazards, precautions, and emergency procedures
related to H₂S.
➢ Continuous Communication: Maintain open communication between the terminal, ship's crew, and
cargo control room throughout the loading operation.
8. Cargo Compatibility and Corrosion Prevention:
➢ Tank Material Compatibility: Ensure that the cargo tanks and associated equipment are resistant
to the corrosive effects of H₂S. H₂S can cause sulfide stress cracking and corrosion in carbon steel.
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➢ Cathodic Protection: Check the effectiveness of cathodic protection systems to minimize the
corrosive impact of H₂S on the ship’s structure.
9. Health and Safety Precautions:
➢ Regular Health Monitoring: Personnel who work in areas with potential exposure to H₂S should
undergo regular health assessments and be trained to recognize symptoms of H₂S poisoning, such
as headaches, dizziness, and respiratory difficulties.
➢ First Aid and Medical Equipment: Ensure that first aid equipment, including oxygen resuscitators,
is readily available in case of H₂S exposure.
10. Environmental and Regulatory Compliance:
➢ Environmental Precautions: Take precautions to avoid releasing H₂S into the atmosphere. This
includes minimizing venting and using vapor recovery units to reduce emissions.
➢ Adherence to Guidelines: Follow international and local regulations, including those set by MARPOL
and SOLAS, regarding the handling and transport of cargoes containing H₂S.
Wet type “Deck Seal”:

A wet type deck seal is a vital component of the Inert Gas System (IGS) on tankers, used to prevent the
backflow of flammable cargo vapors into the inert gas plant. It maintains a water barrier between the
cargo tanks and the inert gas system, ensuring safe operations. Below is an explanation of how it works,
along with a description of maintaining the required water level.
Components of the Wet Type Deck Seal:
1. Inert Gas Inlet Pipe: Supplies inert gas to the deck seal.
2. Water Chamber: Holds the water that forms the barrier. The water is maintained at a specific level to
provide an effective seal.
3. Drain Valve: Allows the removal of water from the system when necessary.
4. Water Supply Pipe: Continuously supplies water to maintain the correct water level.
5. Overflow Pipe: Prevents the water level from rising too high by allowing excess water to drain away.
Working Principle of a Wet Type Deck Seal:

➢ The deck seal consists of a water-filled chamber that serves as a barrier between the cargo tanks and
the inert gas supply line.
➢ In normal operation, inert gas passes through the deck seal and enters the cargo tanks, preventing
oxygen from entering the tanks and maintaining a non-flammable atmosphere.
➢ In the event of a pressure reversal or backflow from the cargo tanks (for example, during tank venting),
the water in the seal acts as a barrier, preventing cargo vapors from flowing back into the inert gas
system, thereby preventing the risk of fire or explosion.
How the Required Water Level is Maintained:

➢ Water Supply: A continuous water supply is connected to the deck seal to ensure that the water level
remains stable during operation. The flow of water into the chamber compensates for any evaporation
or minor loss.
➢ Overflow Mechanism: An overflow pipe ensures that excess water is drained off, preventing the water
level from rising too high. This helps maintain the correct water height, which is critical for ensuring
an effective seal.
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➢ Automatic Control: Some deck seals are equipped with automatic water level control systems that
monitor the water level and adjust the water supply accordingly to maintain the required level.
High Velocity (HV) vent valve fitted in Cargo Oil Tanks:

A High Velocity (HV) Vent Valve is a critical safety device installed on the venting system of cargo oil
tanks on tankers. It is designed to allow the safe release of vapors from the cargo tanks while preventing
the formation of excessive pressure and ensuring safe operation under various conditions. The valve
ensures that the vented gas is released at a high velocity, reducing the risk of an explosive atmosphere
forming around the deck.
Components:
1. Valve Housing: Encloses the internal components of the valve and provides a passage for vapor flow.
2. Spring-Loaded Valve: Opens at a specific pressure to release vapors.
3. Outlet Nozzle: Ensures the high-velocity discharge of vapors.
4. Flame Arrestor (Optional): Prevents flames from entering the tank.
5. Weather Hood: Protects the valve from environmental factors such as rain and seawater.
Working Principle:
The HV vent valve ensures that cargo vapors are safely vented from the tanks, even during loading or
temperature changes that cause vapor expansion. It is designed to maintain a specific pressure in the
tank and releases vapors when this pressure threshold is exceeded. The high-velocity discharge disperses
the vapors rapidly into the atmosphere, preventing them from settling around the deck and reducing the
risk of ignition.
Features:
1. Pressure-Controlled Valve: The valve is spring-loaded and opens when the pressure inside the tank
exceeds a predetermined limit, allowing vapors to be expelled.
2. High-Velocity Discharge: The valve ensures that the vapors are discharged at a high velocity (usually
above 30 meters per second) to disperse them high into the atmosphere, preventing vapor
accumulation around the deck area.
3. Self-Closing Mechanism: Once the pressure inside the tank returns to normal, the spring mechanism
closes the valve automatically to prevent any ingress of air or other gases into the tank.
4. Flame Arrestor: Some HV vent valves are fitted with a flame arrestor to prevent the propagation of
flames back into the tank in case of ignition outside the vent.
ISGOTT (International Safety Guide for Oil Tankers and Terminals):

ISGOTT is one of the most widely used and respected safety guidelines in the oil tanker and terminal
industry. It is a comprehensive manual covering the safe practices for the operation of oil tankers and the
handling of oil cargoes at terminals. Published by OCIMF (Oil Companies International Marine Forum), ICS
(International Chamber of Shipping), and IAPH (International Association of Ports and Harbors), ISGOTT
is a must-read for all personnel involved in the transport and handling of oil cargoes.
Contents of ISGOTT:
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1. Introduction
➢ Purpose and Scope: Overview of the guide’s objectives in enhancing safety for oil tankers and
terminals.
➢ Key Safety Principles: Introduction to the main safety philosophies and concepts in tanker and
terminal operations.
2. General Information
➢ Hazards of Petroleum Cargoes: Explanation of the properties of petroleum cargoes, including
flammability, toxicity, and the handling of hazardous substances.
➢ Vapor Emissions and Control: Overview of volatile organic compounds (VOCs) and their control
during loading and discharging operations.
3. Tanker and Terminal Safety Management
➢ Safety Management Systems (SMS): Guidelines on implementing and maintaining effective safety
management systems on tankers and terminals.
➢ Ship/Terminal Interface: Ensuring safe and effective communication and operations between the
tanker and terminal personnel.
4. Tanker Operations
➢ Cargo Operations: Detailed guidance on loading, discharging, and cargo transfer operations,
including specific precautions for crude oil and refined products.
➢ Inert Gas Systems (IGS): The role of inert gas in maintaining a non-flammable atmosphere in
cargo tanks, along with operational guidelines for using IGS.
➢ Tank Cleaning: Procedures for safe tank cleaning, including guidelines for removing residues and
gas freeing.
➢ Cargo Heating and Cooling: Guidance on the safe handling of heated cargoes and maintaining safe
cargo temperatures.
5. Terminal Operations
➢ Terminal Safety Procedures: Guidelines for terminal management to ensure safe operations during
cargo transfers.
➢ Berthing and Mooring Practices: Instructions for safely mooring tankers at terminals, including the
use of appropriate equipment and techniques.
➢ Vapor Control Systems: Detailed procedures for vapor recovery during loading and unloading to
comply with environmental regulations.
6. Ship-to-Ship Transfers (STS)
➢ STS Operations: Comprehensive guidelines for conducting ship-to-ship transfers of petroleum
cargoes, including planning, risk assessment, and safety procedures.
➢ Communications and Coordination: Importance of proper communication and coordination between
vessels during STS operations.
7. Emergency Procedures
➢ Fire and Explosion Prevention: Fire safety precautions and procedures to follow in the event of a
fire or explosion on tankers and terminals.
➢ Emergency Response: Steps to be taken in various emergency scenarios, such as oil spills, gas
leaks, or personal injury incidents.
8. Health, Safety, and Environmental Management
➢ Health Hazards: The health risks posed by petroleum products, including toxicity and exposure
limits for dangerous substances like hydrogen sulfide (H₂S) and benzene.
➢ Personal Protective Equipment (PPE): Recommendations on the appropriate use of PPE for tanker
and terminal personnel.
➢ Environmental Considerations: Guidance on preventing environmental pollution during tanker
operations, including ballast water management and oil spill response.
9. Gas Measurement and Tank Atmosphere Control
➢ Monitoring Tank Atmospheres: Procedures for testing the atmosphere within tanks to ensure safe
oxygen and hydrocarbon levels.
➢ Gas Detection Systems: Guidelines on the installation and use of gas detection systems to prevent
hazardous conditions.
10. Cargo Containment Systems
➢ Cargo Tank Design: Overview of cargo containment systems, including double-hull tankers and the
design of tank internals to prevent leaks and spills.
➢ Ventilation Systems: Importance of proper ventilation for maintaining safe atmospheres in cargo
spaces and pump rooms.
11. Electrical Safety
➢ Static Electricity and Sparking Hazards: Safety measures to avoid static electricity buildup during
cargo operations.
➢ Equipment Grounding: Procedures for properly grounding equipment to prevent ignitions in
flammable atmospheres.
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12. Inspections, Audits, and Checklists

➢ Ship/Terminal Safety Checklists: The use of standardized checklists to ensure that all safety
protocols are followed before cargo operations commence.
➢ Inspection and Maintenance: Guidelines for routine inspection and maintenance of cargo
equipment, safety systems, and inert gas systems.
13. Annexes
➢ Glossary of Terms: Definitions of technical terms used in tanker and terminal operations.
➢ Relevant International Regulations: Overview of the regulations and standards from IMO, SOLAS,
MARPOL, and other international bodies related to tanker safety and environmental protection.
➢ Ship-to-Shore Safety Checklist: A sample checklist to be used before tanker operations begin,
ensuring that all safety procedures are in place.
Importance of ISGOTT:
➢ Standardization of Safety Practices: ISGOTT helps standardize safety practices across the global oil
tanker and terminal industry, ensuring that all operators adhere to similar high safety standards.
➢ Continuous Updates: The guide is regularly updated to reflect the latest developments in safety,
technology, and environmental regulations, making it a dynamic tool for enhancing tanker and terminal
safety.
➢ Training and Awareness: ISGOTT is used as a training tool for officers, crew members, and terminal
personnel to raise awareness of the hazards associated with oil tanker operations and how to mitigate
them.
Tankers: Slop Tanks

Slop tanks are an essential part of tanker operations, specifically designed to collect and store various
waste liquids generated during cargo handling and tank cleaning processes. These tanks play a crucial role
in managing the environmental impact of tanker operations, helping to ensure compliance with pollution
prevention regulations such as MARPOL.
Key Functions of Slop Tanks on Tankers:
1. Collection of Residual Oil and Water:
➢ Slop tanks are used to collect residual oil, dirty ballast water, tank washings, and other mixtures
that are generated during cargo handling, tank cleaning, and ballasting operations.
➢ After cargo discharge, tanks are often cleaned to prepare for the next cargo, especially when
carrying different grades of oil. The wash water, mixed with remaining cargo residues, is
transferred to the slop tank.
2. Separation of Oil and Water:
➢ Slop tanks are designed to allow the separation of oil and water through gravity settling. Oil
tends to float on top, while the heavier water settles at the bottom.
➢ This separation process is essential to ensure that only clean water is discharged overboard,
while the oil can be recovered or sent to shore-based facilities for proper disposal.
➢ Most slop tanks have decanting facilities that allow the ship to drain off the separated water
from the bottom, leaving the oil on top for proper disposal.
3. Storage of Oily Wastes:
➢ Slop tanks temporarily store oily waste until the tanker arrives at a port where the waste can
be offloaded to shore reception facilities, ensuring compliance with MARPOL Annex I, which
regulates the discharge of oil into the sea.
➢ On vessels equipped with Oil Discharge Monitoring Equipment (ODME), the content of the slop
tank can be monitored to ensure any discharge complies with regulatory limits (e.g., less than
15 parts per million of oil in water).
4. Prevention of Pollution:
➢ Slop tanks are critical in preventing pollution of the marine environment by ensuring that oily
residues are contained and handled properly rather than being discharged overboard.
➢ The International Convention for the Prevention of Pollution from Ships (MARPOL) requires that
slop tanks be used for collecting and processing oily waste to avoid illegal discharge into the
sea.
5. Capacity and Configuration:
➢ The number and size of slop tanks depend on the vessel's size and type. Most tankers are
equipped with at least two slop tanks to allow separation and decanting processes. This also
ensures that cleaning can continue uninterrupted if one slop tank is full.
➢ Slop tanks are usually equipped with heating coils to assist in separating oil from water by
heating the mixture to reduce the viscosity of the oil, making it easier to separate.
6. Use During Cargo Operations:
➢ Slop tanks may also be used during cargo operations, particularly for collecting oil residues
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from the loading arms or cargo pumps after discharge. This minimizes the risk of spills and
helps in maintaining a clean ship.
Maintenance of Slop Tanks:

1. Regular Inspection:
➢ Slop tanks should be regularly inspected for any signs of corrosion or structural damage due to
their exposure to oil, seawater, and chemicals during cleaning operations.
2. Cleaning:
➢ Slop tanks should be periodically cleaned to prevent the buildup of sludge and to maintain
efficient separation of oil and water. Excessive sludge buildup can interfere with proper
decanting.
3. Monitoring and Record-Keeping:
➢ The usage of slop tanks must be carefully monitored, with all transfers to and from the slop
tanks recorded in the Oil Record Book (ORB). This record is essential for compliance with
MARPOL regulations and to demonstrate that the vessel is managing its oily waste responsibly.
4. Slop Tank Heating Coils:
➢ Ensure that the heating coils inside the slop tank are in good working order. These are important
for heating the slop mixture, aiding in the efficient separation of oil and water.
Regulations Related to Slop Tanks:

➢ MARPOL Annex I: Regulates the discharge of oil and oily mixtures from tankers. Discharge of slop tank
contents must meet the criteria specified in MARPOL (e.g., oil content of less than 15 ppm).
➢ Oil Discharge Monitoring Equipment (ODME): Slop tanks must be fitted with ODME to ensure that any
discharge of water from the slop tanks complies with the legal limits on oil content.
Tankers: Segregated ballast

Segregated ballast refers to ballast water that is carried in dedicated tanks, separate from the cargo
tanks on oil tankers. This system was introduced to prevent contamination of the ballast water with oil
residues, which could result in environmental pollution during ballast water discharge. The use of
segregated ballast tanks (SBTs) is now a standard practice on modern oil tankers, driven by regulations
under MARPOL Annex I.
Key Features of Segregated Ballast:
1. Dedicated Ballast Tanks:
➢ Segregated ballast tanks (SBTs) are separate from the cargo tanks and are exclusively used for
carrying ballast water. This ensures that no oil cargo can contaminate the ballast water, which
is critical in reducing the risk of oil pollution.
➢ On oil tankers, these tanks are usually located at the fore and aft of the vessel, and in some
cases, they also form part of the double hull structure, providing added protection against oil
spills in case of grounding or collisions.
2. Environmental Protection:
➢ The introduction of segregated ballast tanks greatly reduced the discharge of oily ballast water
into the sea, a significant source of marine pollution in the past.
➢ The water from SBTs can be safely discharged overboard without the risk of oil pollution, as the
ballast water never comes into contact with the oil cargo.
3. Compliance with MARPOL Annex I:
➢ MARPOL (International Convention for the Prevention of Pollution from Ships) Annex I mandates
that tankers above a certain size must be equipped with segregated ballast tanks to minimize
the risk of oil pollution.
➢ Under MARPOL regulations, the discharge of oil or oily mixtures from cargo or ballast operations
is strictly regulated, and segregated ballast helps ensure compliance with these environmental
laws.
4. Operational Flexibility:
➢ With segregated ballast tanks, tankers can ballast and deballast without the need to use cargo
tanks. This allows for greater operational flexibility, as the tanker can adjust its draft for optimal
stability and maneuverability without waiting for cargo-related operations to complete.
➢ Segregated ballast systems also allow tankers to carry clean ballast for port entry, reducing the
risk of delays or fines due to non-compliant ballast water discharges.
5. Enhanced Vessel Safety:
➢ The location of segregated ballast tanks often enhances the ship’s stability and buoyancy. By
filling these tanks with ballast water, the ship can adjust its trim and stability for better handling
in different sea conditions.
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➢ SBTs located within the double hull structure offer increased protection against spills in the
event of hull damage, as the outer hull forms a barrier between the sea and the oil cargo.
Advantages of Segregated Ballast:

➢ Prevention of Marine Pollution: Segregated ballast tanks eliminate the risk of discharging oily ballast
water into the sea, significantly reducing pollution incidents.
➢ Compliance with International Regulations: Segregated ballast systems ensure compliance with
international laws such as MARPOL Annex I, which sets strict limits on oil discharges.
➢ Operational Efficiency: Tankers with segregated ballast tanks can more efficiently handle ballast and
cargo operations, improving overall operational performance.
➢ Improved Stability and Safety: Properly located segregated ballast tanks help maintain the vessel’s
stability, trim, and draft, enhancing safety during voyages and port operations.
Regulations Related to Segregated Ballast:

➢ MARPOL Annex I: Requires tankers of 20,000 deadweight tons and above to be fitted with segregated
ballast tanks to prevent oil pollution.
➢ Double Hull Construction Requirements: Modern tankers are typically required to have a double hull
with segregated ballast tanks as part of the overall design for environmental protection.
Tankers: Reid Vapour Pressure

Reid Vapour Pressure (RVP) is a measurement of the volatility of a liquid, especially petroleum products
such as crude oil or refined products. It is a critical parameter for tankers carrying volatile cargoes, as it
directly affects the handling, storage, and transportation of these cargoes. The RVP value indicates the
propensity of the cargo to evaporate and create vapor pressure in a closed container, which can lead to
safety risks like overpressure and explosions.
Definition and Measurement of RVP:

➢ Reid Vapour Pressure (RVP) is defined as the absolute pressure exerted by the vapors of a liquid at a
temperature of 37.8°C (100°F), measured in a closed container. The test is conducted by heating a
sample of the liquid to the set temperature and measuring the pressure inside the container.
➢ RVP is measured in pounds per square inch (psi) or kiloPascals (kPa), and it provides an indication of
the cargo’s volatility at the specific temperature.
Importance of RVP in Tanker Operations:

1. Cargo Volatility and Safety:
➢ Cargoes with higher RVP values are more volatile, meaning they generate a higher amount of
vapor at a given temperature. This can lead to increased vapor pressure in the cargo tanks,
posing safety risks.
➢ If the vapor pressure exceeds the design limits of the tank or containment system, it can lead
to overpressure, which might cause structural failure or an explosion.
➢ Therefore, understanding the RVP of the cargo helps determine the necessary precautions for
safely loading, transporting, and discharging volatile cargoes.
2. Inert Gas System (IGS) Management:
➢ When carrying cargoes with a high RVP, the use of an Inert Gas System (IGS) becomes critical.
The inert gas reduces the oxygen level in the tank, preventing the formation of explosive
mixtures. Monitoring the RVP of cargo ensures that vapor generation does not exceed safe
levels, and the tank remains in a non-flammable condition.
➢ The RVP value helps in determining the amount of inert gas required to maintain a safe
atmosphere within the cargo tanks, especially during loading and discharging.
3. Impact on Cargo Handling:
➢ Cargoes with high RVP may require closed loading systems to prevent the release of vapor into
the atmosphere. Open venting of such volatile cargoes could lead to the accumulation of
explosive vapors around the deck, creating a hazardous condition.
➢ Closed-loop systems, including vapor recovery units (VRUs), are often used to manage vapors
generated during loading and discharging of high-RVP cargoes.
4. Cargo Temperature and Pressure Control:
➢ High RVP cargoes must be transported at temperatures that minimize vapor generation.
Tankers carrying volatile cargoes may need to be equipped with systems to control the cargo
temperature, such as tank cooling or temperature monitoring systems.
➢ Additionally, the vapor space in the cargo tanks must be monitored to ensure that the pressure
remains within safe limits. Pressure-Vacuum (P/V) valves are essential to relieve excess
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pressure caused by vapor buildup.

➢ International maritime regulations, including MARPOL Annex VI, set limits on volatile organic
compound (VOC) emissions from tankers. Cargoes with higher RVP values are more likely to
produce significant VOC emissions, and proper measures must be in place to capture or
minimize these emissions.
➢ Certain ports and terminals may impose additional restrictions on the handling of high-RVP
cargoes to prevent vapor release and ensure environmental compliance.
6. Vapor Space and Stability:
➢ For cargoes with a high RVP, the vapor space in the cargo tanks becomes more crucial. The
vapors produced by these cargoes can exert significant pressure on the tank structure, so
maintaining an appropriate ullage (vapor space) is necessary to accommodate the expanding
vapors.
➢ Improper management of the vapor space could lead to overpressure conditions or contribute
to sloshing, which can affect the stability of the tanker.
Typical Cargoes with High RVP:

➢ Gasoline and naphtha are examples of refined products with high RVP values, meaning they are highly
volatile and require careful handling on tankers.
➢ Crude oil also has varying RVP values depending on its composition, with lighter crudes exhibiting
higher RVP compared to heavier crudes.
Summary of Safety Precautions for High RVP Cargoes:

➢ Use Inert Gas Systems to maintain a non-flammable atmosphere.
➢ Ensure closed cargo handling operations to avoid vapor release.
➢ Monitor and control cargo temperature and pressure.
➢ Use vapor recovery systems to capture and manage emissions.
➢ Monitor P/V valves and vapor space to prevent overpressure conditions.
Explanation: Eductors
Working Principle of Eductors
An eductor, also known as a jet pump or injector, is a device that uses a high-pressure motive fluid (usually
water or steam) to create a low-pressure zone that draws in and moves another fluid (liquid, gas, or
slurry). It works on the Venturi effect or Bernoulli’s principle, where a fast-moving fluid creates a region
of lower pressure, which pulls in surrounding fluids.
Eductors are commonly used on ships, including tankers, to pump out ballast tanks, bilges, or cargo tanks,
especially when handling cargo that requires non-mechanical means to avoid the risk of ignition (such as
volatile fluids).
Key Components of an Eductor:

1. Nozzle: The high-pressure motive fluid enters the eductor through a nozzle, which constricts the fluid
flow, increasing its velocity.
2. Suction Chamber: The high-velocity fluid passes through the suction chamber, where it creates a
vacuum or low-pressure zone, drawing in the secondary fluid.
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3. Venturi Throat: The mixed fluids (motive and secondary fluid) are carried through the Venturi throat,
where they combine and equalize in pressure.
4. Diffuser: The mixed fluid slows down in the diffuser section, allowing the pressure to build back up
before being discharged.
Working Principle of an Eductor:

1. Motive Fluid Injection: High-pressure motive fluid (usually water or steam) is pumped into the eductor
via the inlet nozzle. The narrow nozzle increases the velocity of the fluid as it exits into the suction
chamber.
2. Creation of Low Pressure: As the motive fluid moves through the nozzle at high speed, it creates a
low-pressure zone in the suction chamber. This lower pressure is what draws in the secondary fluid
from the tank or area being pumped out.
3. Mixing of Fluids: The secondary fluid is sucked into the suction chamber, where it mixes with the
motive fluid. This mixture then passes through the Venturi throat.
4. Discharge: The mixture of fluids enters the diffuser, where the velocity decreases and pressure
increases, allowing the fluid to be pumped out through the discharge pipe.
Application on Tankers:
Eductors are commonly used on tankers for stripping operations, which involve removing the last
remaining liquid from tanks or pipelines when mechanical pumps are unable to function efficiently at low
fluid levels. They are particularly useful in hazardous atmospheres because they have no moving parts,
reducing the risk of sparks.
Advantages of Eductors:
➢ No Moving Parts: Eductors have no moving mechanical parts, making them ideal for hazardous areas
where sparks could ignite flammable vapors.
➢ Simple and Reliable: They are easy to operate and maintain.
➢ Versatility: They can handle various fluids, including liquids, gases, or slurries.
➢ Self-Priming: Eductors can operate without the need for priming, making them efficient in emergency
situations.
Hazards of Petroleum with Reference to:- Gas Density

Gas density is a crucial factor when assessing the hazards associated with petroleum, particularly in tanker
operations where volatile gases are present. The density of petroleum vapors, relative to air, affects their
behavior, including how they accumulate, disperse, and create hazardous conditions.
In the context of petroleum, the primary concern is the vapors released from the cargo, which may include
hydrocarbons such as methane, ethane, propane, butane, pentane, and higher hydrocarbons.
Understanding gas density helps to predict how these vapors behave and what precautions are necessary
to ensure safe operations.
Gas Density and Its Relation to Hazards:

1. Heavier-than-Air Vapors:
➢ Many petroleum vapors, especially those from heavier hydrocarbons such as butane, pentane,
and hexane, are heavier than air.
➢ When these gases escape from the tanks or pipelines, they tend to settle in low-lying areas
such as the deck, bilges, or confined spaces. This creates a significant fire and explosion risk
because these vapors can accumulate in high concentrations and may ignite if exposed to an
ignition source.
➢ Example: A small leak in a tank or pipeline containing butane or naphtha can cause vapors to
accumulate on the deck. Without proper ventilation, these vapors can reach explosive
concentrations, posing a serious hazard.
2. Lighter-than-Air Vapors:
➢ Some petroleum gases, such as methane and ethane, are lighter than air. These gases rise into
the atmosphere more quickly and may disperse rapidly in open environments.
➢ However, in confined spaces or poorly ventilated areas, even lighter-than-air gases can
accumulate and pose an explosion risk. For example, in a confined space like a pump room or
a cargo hold, the gases can build up near the ceiling, forming flammable concentrations.
➢ Example: Methane, found in crude oil vapors, can rise and collect in spaces under the deckhead
or overhead structures. Without proper ventilation, this could lead to hazardous gas
accumulation.
3. Fire and Explosion Hazard:
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➢ When petroleum vapors mix with air, they can form an explosive atmosphere if their
concentration is within the flammable range (between the lower flammable limit (LFL) and the
upper flammable limit (UFL)).
➢ The density of the gas influences where it accumulates. Heavier gases create a greater hazard
in lower areas, while lighter gases may pose a risk at higher points in confined or enclosed
spaces. In either case, an ignition source could lead to a fire or explosion.
➢ Example: Inert gas systems are used to prevent the formation of an explosive atmosphere by
controlling the oxygen content in cargo tanks, but if the gas density is not well managed,
hazardous vapors could still accumulate and form a flammable mix.
4. Toxicity and Health Hazards:
➢ Hydrogen Sulfide (H₂S), which is present in some crude oils, is a heavier-than-air gas and can
settle in low-lying areas, posing severe health risks. Even at low concentrations, H₂S is highly
toxic and can cause respiratory failure or death if inhaled.
➢ Other vapors such as benzene (common in crude oil) are also heavier than air and can
accumulate in confined spaces, posing both health risks and fire hazards.
➢ Example: Personnel entering a confined space, such as a ballast tank or pump room, may be
exposed to hazardous gas accumulations, particularly those that are heavier than air and settle
in the lower parts of the compartment.
5. Impact on Ventilation and Detection:
➢ The density of petroleum vapors affects how they are ventilated or removed from spaces.
Heavier gases require ventilation systems designed to remove vapors from lower areas, while
lighter gases may require top-level ventilation.
➢ Gas detection systems should be appropriately placed based on gas density. For heavier-than-
air gases, detectors should be positioned near the floor or lower levels, while for lighter-than-
air gases, detectors should be positioned at higher levels.
➢ Example: In a tanker’s cargo area or deck, the placement of ventilation inlets and gas detectors
should account for the specific density of the petroleum gases being handled.
Safety Precautions to Mitigate Gas Density Hazards:

1. Proper Ventilation:
➢ Ensure that confined spaces, such as cargo holds, pump rooms, and enclosed decks, have
adequate ventilation systems to disperse vapors, especially in low-lying areas where heavier
gases may settle.
2. Gas Detection Systems:
➢ Install gas detectors at the appropriate height based on the gas density of the petroleum
vapors. Heavier-than-air gases require detectors placed at low levels, while lighter-than-air
gases require detectors placed at higher levels.
3. Inert Gas System (IGS):
➢ Maintain inert conditions in cargo tanks using the IGS to prevent explosive vapor mixtures from
forming. This is particularly important for both light and heavy gases that could cause fire and
explosion risks.
4. Confined Space Entry Procedures:
➢ Follow strict protocols when entering confined spaces, including gas testing and ventilation, to
ensure that any hazardous gases (whether lighter or heavier than air) are removed.
5. Fire Safety Precautions:
➢ Ensure that potential sources of ignition, such as sparks or hot surfaces, are eliminated or
controlled in areas where heavier or lighter vapors could accumulate.
LIQUID CHEMICALS CARGO
Information Required Prior to Loading a Given Chemical Cargo in Bulk:

Before loading a chemical cargo in bulk on a tanker, it is essential to gather comprehensive information
about the cargo to ensure the safety of the vessel, crew, environment, and cargo itself. The information
required helps to assess the hazards, compatibility, and proper handling of the chemical cargo.
Key Information Required:
1. Chemical Properties:
➢ Name and Composition of the Chemical: The specific name of the chemical, along with any
trade names or synonyms. Understanding the exact composition is crucial.
➢ UN Number: Unique identifier for the chemical, used in transportation safety.
➢ IMO Hazard Class: The classification of the chemical based on its hazard (e.g., flammable,
corrosive, toxic, etc.).
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➢ Physical State: Whether the cargo is solid, liquid, or gas, and its physical properties, such as
viscosity and specific gravity.
➢ Vapor Pressure: Information about the volatility of the cargo, which affects the handling of
vapors and tank atmosphere control.
➢ Flash Point and Autoignition Temperature: The lowest temperature at which the chemical can
form a flammable mixture and ignite, important for fire prevention.
➢ Boiling Point and Freezing Point: Helps determine temperature control needs during transport.
➢ Reactivity: Information on how the chemical reacts with other substances, including potential
hazards such as polymerization or dangerous chemical reactions.
2. Toxicity and Exposure Hazards:
➢ Toxicity Levels: The short-term and long-term health effects of exposure to the chemical (e.g.,
inhalation, ingestion, or skin contact).
➢ Permissible Exposure Limits (PEL): The maximum exposure levels deemed safe for crew
members, measured in parts per million (ppm) or milligrams per cubic meter (mg/m³).
➢ Protective Equipment Requirements: Necessary personal protective equipment (PPE) such as
gloves, respirators, or face shields.
3. Stability and Compatibility:
➢ Chemical Stability: Information on whether the chemical is stable under transportation
conditions or prone to decomposing or reacting dangerously.
➢ Compatibility with Other Cargoes: Compatibility information to avoid reactions between cargoes
in adjacent tanks or during handling (important for chemical tankers with multi-cargo
operations).
4. Handling and Stowage Requirements:
➢ Loading Temperature and Discharge Temperature: Required temperatures for safe loading,
transportation, and discharge.
➢ Ventilation and Inerting Requirements: Whether the cargo requires tank ventilation, inert gas
blanketing, or other atmosphere control measures to prevent fire, explosion, or corrosion.
➢ Segregation: Rules for separating the cargo from incompatible substances, whether by distance
or barriers (e.g., segregation from foodstuffs or other dangerous goods).
➢ Tank Cleaning and Preparation: Guidelines on tank cleaning and preparation before loading, to
avoid contamination or reactivity.
5. Pollution and Environmental Impact:
➢ MARPOL Annex II Category: Classification of the cargo under MARPOL Annex II (Noxious Liquid
Substances) regarding its potential environmental impact.
➢ Pollution Prevention Measures: Necessary steps to prevent environmental contamination in case
of spillage or leakage.
➢ Emergency Procedures: Information on how to handle spills, leaks, or accidents involving the
cargo, including firefighting measures and first aid.
6. Safety Data Sheets (SDS):
➢ A detailed Safety Data Sheet (SDS) for the cargo must be obtained, providing comprehensive
hazard and handling information, as required by international regulations.
Publications to Refer for Chemical Cargo Information:

1. International Maritime Dangerous Goods (IMDG) Code:
➢ The IMDG Code provides detailed information on the classification, handling, stowage, and
segregation of dangerous goods, including chemical cargoes. It offers guidance on hazard
classes, labeling, packaging, and emergency procedures.
2. International Bulk Chemical Code (IBC Code):
➢ The IBC Code is a critical resource for vessels carrying bulk chemical cargoes. It contains specific
requirements for the construction and operation of chemical tankers, as well as the safe carriage
of liquid chemicals. It provides information on:
o Chemical data, hazard classification, and permissible exposure limits.
o Segregation, tank material compatibility, and safety requirements.
3. Material Safety Data Sheets (MSDS) / Safety Data Sheets (SDS):
➢ The MSDS or SDS provides essential safety information about the chemical, including its
hazards, first aid measures, firefighting procedures, handling and storage recommendations,
and spill response measures. It is often supplied by the chemical manufacturer.
4. CHRIS Code (Chemical Hazards Response Information System):
➢ The CHRIS Manual by the U.S. Coast Guard provides detailed information on the physical,
chemical, and toxicological properties of various hazardous chemicals, as well as guidance on
emergency response.
5. Emergency Response Guidebook (ERG):
➢ The ERG provides quick-reference information on how to handle emergencies involving
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dangerous goods and hazardous materials, including chemical cargoes. It offers guidance on
firefighting, evacuation, and spill control.
6. Tank Cleaning Guide (e.g., Dr. Verwey’s Tank Cleaning Guide):
➢ Publications such as Dr. Verwey's Tank Cleaning Guide offer guidance on the proper tank
cleaning procedures before loading chemical cargoes, ensuring no contamination or unsafe
reactions occur.
7. Shipboard Operations Manuals:
➢ The ship’s own Cargo Operations Manual or Safety Management System (SMS), which provides
specific procedures for handling, stowing, and discharging chemical cargoes safely on that
particular vessel.
8. MARPOL Annex II (Noxious Liquid Substances in Bulk):
➢ MARPOL Annex II outlines the pollution prevention measures required when transporting
noxious liquid substances in bulk. It provides information on categorization of chemicals,
discharge standards, and procedures for reporting incidents.
9. Port and Terminal Information:
➢ Some ports and terminals may issue specific guidelines or publications for handling hazardous
cargoes at their facilities, including loading and discharging procedures, safety requirements,
and environmental controls.
Types of Chemical Tankers:

Chemical tankers are specially designed vessels used for the transportation of a wide range of liquid
chemicals in bulk. These vessels are built to ensure the safe carriage of hazardous and non-hazardous
liquid cargoes, which often have varying properties such as toxicity, flammability, and reactivity. The
design and classification of chemical tankers are governed by international regulations, including the
International Bulk Chemical Code (IBC Code). Based on their construction, operational requirements, and
the nature of cargo, chemical tankers are generally divided into three main types: Type 1, Type 2, and
Type 3 chemical tankers.
1. Type 1 Chemical Tanker (Most Hazardous Cargoes)
Purpose:
➢ Designed to carry the most hazardous chemicals, Type 1 chemical tankers have the highest
level of protection for both the environment and the vessel. These tankers are used to transport
highly dangerous cargoes that pose severe risks to human health, the environment, and the
vessel if spilled.
Features:
➢ Double Hull Construction: Type 1 tankers must have a double hull, with a minimum separation
distance of 2 meters between the cargo tanks and the outer shell of the vessel to minimize the
risk of leakage in the event of hull damage.
➢ Limited Tank Size: Cargo tank sizes are restricted to reduce the amount of chemical that could
be released in an accident.
➢ Cargo Containment System: Advanced containment systems such as independent tanks or
stainless steel tanks to handle highly reactive or corrosive chemicals.
➢ Segregation: The tanks must be completely segregated to avoid contamination or dangerous
reactions between different cargoes.
➢ Minimum Distance to Outer Shell: Tanks are positioned as far from the outer hull as possible to
prevent spillage or contamination in case of collision or grounding.
Examples of Cargoes:
➢ Highly toxic or reactive chemicals like ethylene oxide or methyl isocyanate.
2. Type 2 Chemical Tanker (Moderate Hazard Cargoes)
Purpose:
➢ Type 2 tankers are designed to carry moderately hazardous cargoes. While these chemicals are
still dangerous, they pose less risk compared to Type 1 cargoes.
Features:
➢ Double Hull Construction: Type 2 tankers also require a double hull, but the separation distance
between the cargo tanks and the outer shell is 1 meter, slightly less than Type 1 tankers.
➢ Tank Size Restrictions: While still limited, Type 2 tankers can carry larger volumes of cargo
than Type 1 tankers.
➢ Cargo Containment: These vessels typically have stainless steel or coated cargo tanks to handle
moderately reactive or corrosive chemicals.
➢ Segregation and Pumping Systems: Separate piping and pumping systems to avoid cross-
contamination between cargoes.
➢ Ventilation and Inerting Systems: Type 2 vessels often have systems to control tank
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atmospheres, such as nitrogen inerting to prevent oxidation or flammable gas buildup.

➢ Cargoes such as acetic acid, benzene, and styrene fall under this category.
3. Type 3 Chemical Tanker (Least Hazardous Cargoes)
Purpose:
➢ Type 3 chemical tankers are designed to carry the least hazardous liquid chemicals. These
chemicals are considered less dangerous to human health and the environment in the event of
a spill.
Features:
➢ Hull Separation: While Type 3 tankers must still have adequate separation between the cargo
tanks and the outer shell, the design is less stringent compared to Type 1 and Type 2 vessels.
The distance required between the cargo tanks and the outer hull is less than 1 meter.
➢ Larger Cargo Tanks: Type 3 tankers are permitted to carry larger quantities of cargo due to the
reduced risk associated with the chemicals they transport.
➢ Cargo Containment: These vessels may have stainless steel or coated tanks, but the chemical
resistance requirements for the coating are less demanding.
➢ Simplified Piping and Pumping Systems: Piping systems may be less complex, with fewer
segregation requirements compared to higher-risk tankers.
➢ Less Stringent Temperature and Ventilation Controls: Since the cargoes are less volatile, Type
3 tankers may not require advanced atmosphere control systems.
➢ Less hazardous chemicals like vegetable oils, molasses, and phosphoric acid.
P & A Manual (Procedures and Arrangements Manual) on Chemical Tankers:

The Procedures and Arrangements (P & A) Manual is a critical document required on chemical tankers
under the provisions of MARPOL Annex II. This manual outlines the procedures and operational practices
that the vessel must follow to ensure the safe and environmentally sound handling, carriage, and discharge
of noxious liquid substances (NLS) in bulk. The P & A Manual is approved by the vessel’s flag state and
must be available on board at all times for inspection by authorities such as port state control.
Key Components of the P & A Manual:

1. Purpose and Scope:
➢ The P & A Manual ensures compliance with MARPOL Annex II, which governs the pollution
prevention measures for noxious liquid substances (NLS) carried in bulk by chemical tankers.
➢ It provides detailed procedures to prevent environmental contamination from NLS discharges
and describes how the ship complies with discharge standards and regulations.
2. Ship-Specific Information:
➢ The P & A Manual contains ship-specific details such as the name of the vessel, IMO number,
classification society, gross tonnage, and type of chemical cargo the vessel is certified to carry.
➢ It also includes details of the vessel’s cargo tanks, piping systems, pumping arrangements, and
any special equipment for handling and discharging chemical cargoes.
3. List of Cargoes and Their Categories:
➢ The manual provides a list of noxious liquid substances (NLS) the ship is allowed to carry, based
on the cargo’s categorization under MARPOL Annex II.
➢ Cargoes are classified into four categories: X, Y, Z, and OS (Other Substances), where:
▪ Category X: NLS that pose a major hazard to marine resources or human health.
▪ Category Y: NLS that pose a hazard but are less severe than Category X.
▪ Category Z: NLS that present a minor hazard.
▪ Other Substances (OS): Substances that are not harmful to the marine environment.
4. Tank Cleaning and Stripping Procedures:
➢ The manual outlines detailed tank cleaning procedures required before loading a new cargo or
when switching between incompatible cargoes. It provides specific instructions for cleaning the
tanks after carrying NLS of different categories.
➢ Stripping operations to remove any remaining cargo residues from tanks and associated piping
are explained, ensuring minimal cargo residues remain before new cargo is loaded or prior to
discharge into the sea (if permitted).
5. Discharge of Cargo Residues:
➢ The P & A Manual specifies the conditions under which cargo residues and wash water from
tank cleaning may be legally discharged into the sea, in compliance with MARPOL Annex II.
➢ Discharge is only allowed under specific conditions, such as being beyond certain distances from
the nearest land, in specified sea areas, and when discharge rates and quantities meet the
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required limits.
➢ For each category of NLS, the manual provides the discharge criteria, such as discharge rates,
permissible concentrations, and the locations where discharges can occur.
6. Cargo Pumping and Piping Systems:
➢ The manual describes the ship’s cargo pumping and piping arrangements, detailing how NLS
are handled on board.
➢ It ensures that the equipment is compatible with the cargo and that the procedures for
operating pumps and valves are clearly defined to prevent contamination and minimize the risk
of leaks or spills.
7. Ballast Operations:
➢ Procedures for handling segregated ballast in relation to chemical cargo tanks are included.
Ballast water must not come into contact with any NLS residues, and if ballast water is taken
into or discharged from tanks that have carried NLS, the P & A Manual specifies the procedure
for ensuring environmental compliance.
8. Tank Ventilation and Gas-Freeing Procedures:
➢ The manual outlines the steps for ventilating cargo tanks and gas-freeing them after discharging
NLS. This includes ensuring safe atmospheric conditions inside the tanks before inspections or
cleaning operations.
➢ Proper ventilation is necessary to prevent toxic or flammable vapors from accumulating,
especially after carrying hazardous cargoes.
➢ The P & A Manual includes contingency plans and emergency procedures to handle potential
accidents or spills during cargo operations. This section is vital for minimizing the impact of
accidental releases of noxious substances and ensuring the safety of the crew and environment.
10. Cargo Record Keeping and Documentation:
➢ The manual requires the ship’s officers to record all cargo operations involving NLS in the Cargo
Record Book, including loading, discharging, tank cleaning, and residue disposal.
➢ This documentation is crucial for ensuring compliance with MARPOL regulations and for
inspection by port state control or other authorities.
11. Shipboard Equipment and Calibration:
➢ It describes the ship’s equipment for measuring cargo levels, tank atmospheres, and ensuring
that discharge and tank cleaning systems are properly calibrated and operational.
➢ The manual also highlights the use of any Oil Discharge Monitoring Equipment (ODME), if
applicable, for controlling and monitoring discharges.
Regulatory Framework and Compliance:

1. MARPOL Annex II:
o The P & A Manual is mandated by MARPOL Annex II, which sets strict regulations for the
discharge of noxious liquid substances from chemical tankers. The manual must be approved
by the flag state administration and carried on board at all times.
o The purpose of the manual is to provide operational guidelines that ensure compliance with the
environmental protection standards outlined in MARPOL Annex II.
2. IBC Code (International Bulk Chemical Code):
o The IBC Code provides further technical details about the design and construction of chemical
tankers, including the containment of hazardous cargoes. The procedures outlined in the P & A
Manual align with the operational requirements of the IBC Code.
Importance of the P & A Manual:

➢ Environmental Protection: By providing clear procedures for handling and discharging noxious
substances, the P & A Manual plays a key role in preventing pollution of the marine environment.
➢ Crew Safety: The manual ensures that all cargo operations are conducted in a way that minimizes risk
to the crew, especially when dealing with hazardous or toxic substances.
➢ Regulatory Compliance: Compliance with the P & A Manual ensures that the ship adheres to
international regulations, avoiding fines or penalties from port state control and ensuring smooth
operations.
Cargo Related Documents required on board Chemical Tankers:

Chemical tankers must carry specific cargo-related documents to ensure safe and compliant transportation
of chemicals in bulk. These documents provide critical information about the cargo's properties, handling
procedures, and safety measures, and they ensure that the vessel operates in compliance with
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international regulations, such as MARPOL Annex II, the IBC Code, and other maritime conventions.
Below is a list of key cargo-related documents that are required on board chemical tankers:
1. Cargo Manifest
➢ Purpose: A document listing all the cargoes being carried on the vessel, including detailed
information about each chemical.
➢ Details Included:
o Name of the cargo
o Quantity of cargo loaded
o Tank allocation (which tanks hold which cargoes)
o Relevant hazard classifications and UN numbers
➢ Importance: Ensures that the ship's crew, port authorities, and inspectors have clear information
about the cargo on board.
2. Cargo Information Data Sheet (CID)
➢ Purpose: Provides essential information about the physical and chemical properties of each cargo.
o Chemical name, classification, and UN number
o Physical properties (e.g., vapor pressure, boiling point, flash point)
o Toxicity, flammability, and reactivity data
o Special handling, storage, and transport requirements
➢ Importance: Ensures that the cargo is handled correctly and that appropriate safety measures are
followed during the voyage.
3. Material Safety Data Sheet (MSDS) / Safety Data Sheet (SDS)
➢ Purpose: A detailed document providing health, safety, and environmental information about each
chemical cargo.
o Chemical identity and composition
o Physical and chemical properties
o Hazard identification (e.g., flammability, toxicity, corrosiveness)
o First aid measures, firefighting instructions, and spill response procedures
o Handling and storage guidelines, including PPE (personal protective equipment)
requirements
➢ Importance: Used to inform the crew of any specific hazards associated with the cargo and the
precautions to take in case of an emergency.
4. Procedures and Arrangements (P & A) Manual
➢ Purpose: Required under MARPOL Annex II, the P & A Manual provides detailed procedures for the
handling, stowage, and discharge of noxious liquid substances (NLS) carried in bulk.
o Approved tank cleaning procedures
o Discharge arrangements for cargo residues
o Guidelines for stripping and cleaning tanks
o Procedures for monitoring cargo operations and preventing pollution
➢ Importance: Ensures that the vessel adheres to international regulations concerning the discharge
of NLS and the prevention of marine pollution.
5. Cargo Record Book
➢ Purpose: A logbook where all cargo-related operations are recorded, including loading, unloading,
tank cleaning, and residue discharge.
o Type of cargo handled
o Date, time, and location of cargo operations
o Tank cleaning procedures followed
o Details of any residue discharges (compliance with MARPOL Annex II)
➢ Importance: Serves as a record for port state control inspections and is essential for demonstrating
compliance with environmental regulations.
6. International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances (NLS
Certificate)
➢ Purpose: Certifies that the vessel complies with the pollution prevention standards set by MARPOL
Annex II for carrying noxious liquid substances.
o List of cargoes the vessel is certified to carry
o Certification of equipment and arrangements to prevent pollution
➢ Importance: Mandatory for tankers carrying NLS, this certificate ensures compliance with
international environmental standards.
7. Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances (SMPEP)
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➢ Purpose: Provides the ship’s emergency response procedures for dealing with chemical spills or
pollution incidents.
o Instructions for notifying authorities in the event of a spill
o Immediate action steps to contain and mitigate the spill
o Procedures for cleaning up and minimizing environmental damage
➢ Importance: Ensures that the crew is prepared to respond to spills or pollution incidents in
compliance with international regulations.
8. IBC Code Certificate of Fitness
➢ Purpose: Certifies that the vessel meets the structural, equipment, and operational standards of
the International Bulk Chemical Code (IBC Code) for the carriage of hazardous chemicals in bulk.
o List of approved chemicals the vessel can carry
o Details on tank construction and containment systems
o Equipment for handling hazardous chemicals
➢ Importance: Ensures that the vessel is fit for carrying chemical cargoes in accordance with the IBC
Code and other safety standards.
9. Stability and Stress Calculation Records
➢ Purpose: Ensures that the vessel’s stability and structural integrity are maintained throughout the
voyage, especially while carrying chemical cargoes with varying densities and characteristics.
o Stability calculations for different loading conditions
o Monitoring of stresses on the vessel’s hull and tanks during cargo operations
➢ Importance: Essential for maintaining the safety of the vessel during cargo handling and transit.
10. Inert Gas Logbook (if applicable)
➢ Purpose: Records the operation of the Inert Gas System (IGS), which is essential for maintaining
a safe atmosphere inside cargo tanks when carrying flammable chemical cargoes.
o Date and time of IGS operation
o Oxygen content in cargo tanks
o Maintenance and operational checks on the inert gas system
➢ Importance: Helps to ensure that cargo tanks are kept in a non-flammable condition, minimizing
the risk of fire or explosion.
11. Tank Cleaning Certificates
➢ Purpose: Certifies that cargo tanks have been properly cleaned and are free from previous residues
before loading a new cargo.
o Date, time, and method of tank cleaning
o Residual levels in the tanks after cleaning
o Certification of cleanliness by a third-party inspector or authorized crew member
➢ Importance: Ensures that cargo tanks are clean and free from contamination, especially when
switching between incompatible cargoes.
12. Port and Terminal Documentation
➢ Purpose: Documents provided by ports or terminals where cargo operations take place.
o Pre-arrival notifications, including cargo details and safety precautions
o Ship/Shore Safety Checklist: Ensures both the ship and the terminal are aligned on safety
procedures before cargo transfer.
o Cargo operation plans and terminal-specific requirements
➢ Importance: Ensures smooth and compliant cargo operations at the port or terminal.
13. Cargo Compatibility Chart
➢ Purpose: A reference document that indicates which chemicals can be safely loaded in adjacent
tanks without causing dangerous reactions.
o Compatibility information for various chemicals based on their reactivity
➢ Importance: Ensures safe stowage of chemicals, preventing accidents caused by incompatible
cargoes being stored too closely.
14. Gas Detection and Monitoring Records
➢ Purpose: Records from onboard gas detection systems, which monitor the tank atmosphere for
hazardous vapors, oxygen levels, and explosive gases.
o Gas concentrations in cargo tanks and adjacent spaces
o Monitoring results during loading, discharging, and voyage
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➢ Importance: Ensures that hazardous atmospheres are controlled and that appropriate safety
measures are taken during operations.
Explanation of “Closed Circuit” Loading Operation Using a Vapor Return Line on Chemical
Tankers:
In a closed circuit loading operation on chemical tankers, a vapor return line is used to prevent the release
of harmful vapors into the atmosphere during the transfer of cargo. This system is mandated by the IBC
Code (International Bulk Chemical Code) for the safe handling of volatile and hazardous chemical cargoes.
The closed system is designed to minimize the risk of fire, explosion, or environmental contamination by
containing vapors generated during the loading process.
Key Components:
1. Cargo Tanks:
➢ The tanks on the chemical tanker where the liquid cargo is loaded.
➢ As the cargo is pumped into the tanks, vapors from the tanks are displaced.
2. Loading Manifold:
➢ The point where the cargo is loaded from the shore into the vessel’s cargo tanks via pipelines.
➢ The closed-loop system ensures that no vapors escape from this manifold.
3. Vapor Return Line:
➢ This is a dedicated line that connects the vessel’s cargo tanks to the shore-side vapor recovery
system.
➢ As the cargo enters the tanks, the displaced vapors are safely channeled through the vapor
return line back to the shore.
4. Shore-Side Vapor Recovery Unit (VRU):
➢ A facility at the terminal designed to capture and process the vapors that are returned from the
tanker.
➢ Vapors may be condensed, flared, or treated in accordance with environmental regulations.
Working of the “Closed Circuit” System:

1. Loading Operation:
➢ During loading, cargo is transferred from the shore terminal to the vessel's cargo tanks through
the loading manifold. As the liquid cargo fills the tanks, vapors inside the tank are displaced.
2. Vapor Displacement:
➢ To prevent these vapors from being released into the atmosphere, the vapor return line is
engaged. The displaced vapors are directed from the cargo tanks through the vapor return line
to the shore-side vapor recovery unit (VRU).
3. Vapor Recovery:
➢ At the shore terminal, the VRU captures the vapors and processes them, either by converting
them back to liquid form (for reuse or safe disposal) or by safely burning them off (in a
controlled flare system).
4. Closed Loop:
➢ Throughout the entire operation, the system remains closed, preventing the escape of harmful
vapors, reducing environmental pollution, and minimizing the risk of fire and explosion on board
the tanker.
Benefits of Closed Circuit Loading with Vapor Return Line:

➢ Environmental Protection: Prevents the release of volatile organic compounds (VOCs) and hazardous
chemical vapors into the atmosphere, complying with MARPOL Annex II and local environmental
regulations.
➢ Safety: Reduces the risk of explosive vapor clouds forming around the vessel, thereby minimizing the
chances of fire or explosion during cargo handling operations.
➢ Operational Efficiency: Ensures compliance with port regulations that often mandate the use of vapor
recovery systems during the transfer of hazardous cargoes.
➢ Reduction in Product Loss: Recovering vapors for reuse or safe disposal minimizes product loss and
provides a more environmentally friendly operation.
Typical Tank and Piping Arrangement of a Type 2 Chemical Tanker:

A Type 2 chemical tanker is designed to carry moderately hazardous chemical cargoes. These tankers are
built to minimize the risks of contamination, spillage, and fire hazards, with safety features tailored for
handling multiple chemicals simultaneously. Type 2 tankers are required to provide substantial protection,
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though less than Type 1 tankers (which carry the most hazardous cargoes). The tank and piping
arrangements on a Type 2 chemical tanker are designed to ensure the safe handling, storage, and transfer
of different chemicals without cross-contamination or operational risks.
Below is a detailed explanation of the typical tank and piping arrangement found on a Type 2 chemical
tanker.
1. Tank Layout and Structure

The cargo tanks on a Type 2 chemical tanker are generally made of stainless steel or are coated with
specialized chemical-resistant linings, such as epoxy or phenolic resins. The key features of the cargo tank
arrangement are as follows:
Cargo Tanks:
➢ Segregated Tanks:
o A Type 2 chemical tanker is designed with multiple segregated cargo tanks, allowing the
carriage of different chemicals simultaneously. Each tank is isolated from the others to
prevent cross-contamination.
o The number of tanks varies based on the ship's size, and each tank can have different
capacity levels to handle various cargoes.
o Construction Material: Tanks are often made of stainless steel, which is non-reactive and
resistant to the corrosive properties of certain chemicals. Alternatively, tanks may be coated
with chemical-resistant linings when the cargo is less aggressive.
Tank Geometry:
➢ Cargo tanks can either be rectangular or cylindrical, depending on the vessel’s design. The internal
structure often includes baffles to reduce the free surface effect, improving stability when the ship
is partially loaded.
Double Hull Structure:
➢ Type 2 chemical tankers are required to have a double hull, which provides an additional layer of
protection against accidental spillage in the event of a hull breach. The minimum separation
distance between the cargo tanks and the ship’s outer hull is typically 1 meter.
2. Piping Systems
The piping system on a chemical tanker is designed to handle various chemicals without contamination
between cargoes. The piping system is crucial for loading, discharging, and transferring cargo within the
tanks.
Dedicated Piping:
➢ Each cargo tank is connected to its own dedicated piping system. This arrangement ensures that
no contamination occurs between different cargoes.
➢ Independent pipelines run from each cargo tank to the manifold, where cargo is loaded or
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discharged.
➢ These pipelines are usually made of stainless steel or lined with chemically resistant materials to
prevent corrosion and reactivity.
Cargo Manifold:
➢ The manifold serves as the connection point between the ship and the shore-based
loading/discharge facility.
➢ Each cargo tank has its own dedicated line connected to the manifold. The use of individual lines
prevents cargo mixing during transfer operations.
➢ The manifold may also be connected to vapor return lines to ensure that the cargo's vapors are
safely contained and returned to the shore facility.
Cargo Pumps:
➢ Deep well pumps are typically used in each cargo tank to pump the cargo in or out of the tanks.
These pumps are designed to minimize cargo residue inside the tanks after stripping operations.
➢ Each tank has its own pump to ensure the flexibility to load and discharge different cargoes
simultaneously or independently.
➢ Stripper Pumps are also installed to remove any residual cargo that may remain after the primary
discharge process.
Crossovers and Valves:
➢ To provide flexibility during loading and discharge operations, the piping system includes
crossovers. These allow the ship’s crew to direct cargo from one tank to another, but these
crossovers are carefully monitored to prevent cargo contamination.
➢ Valves are installed at various points in the pipeline system, providing control over cargo flow.
These valves may be remote-controlled from the cargo control room or manually operated at deck
level.
Heating Coils:
➢ Heating coils are installed in tanks to maintain the temperature of certain chemicals that require
heating during transportation (e.g., heavy oils, fatty acids).
➢ The coils are typically steam or electrically powered and ensure that the cargo does not solidify or
change its physical properties during the voyage.
3. Cargo Tank Venting and Inert Gas Systems
To manage the pressure inside the tanks and maintain safe atmospheric conditions, Type 2 chemical
tankers employ both venting and inert gas systems.
Tank Venting:
➢ High Velocity (HV) Vent Valves: These are installed on top of each cargo tank. When the tanks are
being loaded or when temperature changes cause the cargo to expand, vapors are vented at high
velocity to prevent the formation of an explosive atmosphere on deck.
➢ Vapor Return Lines: During the loading process, vapors displaced from the tanks are routed back
to the shore-based vapor recovery system via vapor return lines, ensuring that no harmful vapors
escape into the atmosphere.
Inert Gas Systems (IGS):
➢ For flammable or reactive chemical cargoes, the tanks are kept under an inert atmosphere by
introducing inert gas (typically nitrogen) into the tanks. This prevents oxygen from entering the
tanks, thereby reducing the risk of fire or explosion.
➢ The IGS system is monitored and controlled from the cargo control room to ensure that the oxygen
level remains below the critical limit (usually around 8%).
4. Cargo Control Room (CCR)
The cargo control room (CCR) is the hub where all cargo operations are monitored and controlled. The
CCR is typically equipped with:
➢ Pump and Valve Controls: Remote monitoring and control systems for operating the cargo pumps
and valves, allowing safe and efficient loading and discharge operations.
➢ Temperature and Pressure Monitoring: Continuous monitoring of the cargo temperature, pressure,
and tank levels to ensure that cargo operations remain within safe parameters.
➢ Gas Detection Systems: Monitoring of the atmosphere in and around the tanks for any potential
leaks or unsafe conditions, particularly for flammable or toxic vapors.
5. Cargo Handling and Stripping
Cargo handling operations on a chemical tanker are performed with utmost care to prevent contamination
and to ensure that all cargo residues are removed before new cargoes are loaded.
Loading/Discharging Operations:
➢ During loading, cargo is pumped into the tanks via the dedicated pipelines, with the loading rates
controlled to prevent over-pressurization.
➢ During discharge, deep well pumps remove the cargo from the tanks and transfer it to the shore
via the manifold.
Stripping Operations:
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➢ Stripping refers to the removal of any remaining cargo residues in the tanks and piping systems
after discharge.
➢ Stripping pumps ensure that the tanks are emptied as completely as possible, and manual stripping
may also be carried out using portable pumps for difficult cargoes.
➢ Proper stripping is crucial to prevent contamination of future cargoes and to ensure that the tanker
complies with environmental regulations concerning the discharge of residues.
6. Tank Cleaning Systems
Chemical tankers are equipped with automated tank cleaning systems to clean the tanks after the cargo
has been discharged, particularly when switching between different cargoes.
Tank Cleaning Machines:
➢ Fixed or portable cleaning machines spray high-pressure water or cleaning solutions inside the
tanks to remove any remaining cargo residues.
➢ Different cleaning methods are employed depending on the nature of the previous cargo and the
new cargo to be loaded.
➢ Some cleaning procedures require the use of chemical cleaning agents or hot water/steam cleaning
to ensure that all residues are effectively removed.
Procedure for Tank Cleaning in a Cargo Tank on a Chemical Tanker

Tank cleaning on a chemical tanker is a critical operation, especially when switching between cargoes,
particularly those that are incompatible. Proper cleaning is essential to avoid contamination, ensure safety,
and comply with environmental regulations such as MARPOL Annex II.
The following is a general outline of the tank cleaning procedure on a chemical tanker:
1. Preparation for Tank Cleaning
a. Review Cargo Compatibility and Cleaning Requirements:
➢ Check the Safety Data Sheet (SDS): Review the SDS of the previous cargo to understand its
properties (e.g., toxicity, flammability, corrosiveness) and determine the cleaning method required.
➢ Identify Cleaning Agents: Based on the next cargo and previous cargo compatibility, identify
appropriate cleaning agents (e.g., water, detergents, solvents, or steam).
➢ Consult the Cargo Manual and P & A Manual: Ensure that the tank cleaning procedures comply with
the vessel’s Procedures and Arrangements (P & A) Manual and the Cargo Operations Manual.
b. Ventilation and Gas-Freeing:
➢ Ensure the tank is properly ventilated before entering. If necessary, use an inert gas system (IGS)
to prevent the formation of flammable atmospheres during the cleaning process.
➢ Use gas detectors to confirm that the oxygen levels inside the tank are safe (typically 21%) and
that no toxic or flammable gases are present.
c. Personal Protective Equipment (PPE):
➢ Ensure that all personnel involved in the cleaning process are equipped with the appropriate PPE
(e.g., gloves, safety goggles, respiratory protection, and chemical-resistant suits) based on the
nature of the cargo and cleaning agents used.
2. Stripping and Residue Removal
a. Stripping the Cargo Tank:
➢ Use the tank’s stripping system to remove any remaining cargo and reduce residues to a minimum.
This ensures that as little cargo as possible is left before the cleaning process begins.
➢ Manual Stripping: If necessary, manually strip the tank with portable pumps to remove any
remaining residues that the stripping system cannot reach.
3. Pre-Wash (If Applicable)
a. MARPOL Pre-Wash Requirements:
➢ Certain noxious liquid substances (NLS) under MARPOL Annex II require a pre-wash before the
vessel can leave port. These substances are usually in Category X (major hazard).
➢ Perform a pre-wash with water or a specified cleaning agent as per MARPOL regulations. The
resulting wash water must be collected and discharged to a shore-based reception facility.
4. Tank Cleaning Process
a. Hot or Cold Water Washing:
➢ Cold Water Wash: Used for most non-reactive or non-volatile cargoes.
➢ Hot Water Wash: Use hot water for cargoes that solidify or become viscous at lower temperatures,
such as paraffin or heavy oils. The heat helps break down residues.
b. Use of Fixed or Portable Cleaning Machines:
➢ Fixed Tank Cleaning Machines: Most chemical tankers are fitted with automated tank cleaning
machines, which use high-pressure water jets to spray the tank’s interior surfaces.
➢ Portable Tank Cleaning Machines: In the case of difficult-to-reach areas or specific cargoes,
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portable cleaning machines may be deployed for more targeted cleaning.

➢ Clean all areas of the tank, including bulkheads, floors, and structural members, ensuring thorough
coverage.
c. Use of Cleaning Chemicals:
➢ For particularly difficult cargoes, such as sticky or corrosive chemicals, cleaning agents (e.g.,
detergents, solvents, or alkaline cleaners) may be added to aid in the removal of residues.
➢ Follow manufacturer guidelines for chemical cleaning, ensuring that the concentration and
temperature are appropriate for both the cargo and the tank’s material.
d. Recirculation of Cleaning Fluids (If Necessary):
➢ For certain cargoes, the cleaning agent or water may be recirculated through the system to increase
the cleaning efficiency.
5. Rinsing and Final Wash
a. Rinsing:
➢ Once the main cleaning cycle is complete, rinse the tanks thoroughly with fresh water to remove
any residual cleaning agents or chemicals.
➢ Ensure that the rinse water is completely drained from the tanks to prevent contamination of the
next cargo.
6. Drying the Tanks
a. Drying Methods:
➢ After the final rinse, tanks may be dried using forced air ventilation or steam to ensure they are
dry and ready for the next cargo.
➢ Ensure that no moisture or humidity remains in the tanks, especially for moisture-sensitive cargoes.
7. Inspection of the Cleaned Tank
a. Visual Inspection:
➢ After cleaning and drying, conduct a visual inspection of the tanks to ensure no visible residues
remain.
➢ Ensure that all structural parts of the tank, including bulkheads, frames, and stiffeners, are clean.
b. Gas-Freeing and Atmosphere Testing:
➢ Use gas detection equipment to test for the presence of hazardous vapors and to confirm that the
oxygen level in the tank is safe (typically 21%).
➢ For tanks carrying flammable cargoes, ensure that the tanks are properly gas-freed before
introducing any inert gas or reloading.
c. Wall Wash Test (If Required):
➢ For sensitive cargoes, a wall wash test may be conducted to ensure that no chemical residues
remain in the tank. This involves taking samples from the tank’s surfaces and testing them for
contamination.
8. Disposal of Wash Water
a. MARPOL Regulations:
➢ Dispose of the wash water in accordance with MARPOL Annex II regulations. Wash water containing
noxious liquid substances (NLS) must be discharged to an approved reception facility, and not into
the sea unless specific conditions are met (e.g., distance from land and dilution limits).
9. Record-Keeping
a. Cargo Record Book:
➢ Log all details of the tank cleaning process in the Cargo Record Book, including:
o Date and time of tank cleaning.
o Details of cargo removed and any residues discharged.
o Methods and chemicals used for cleaning.
o Results of any tank inspections or wall wash tests.
o The name of the next cargo to be loaded.
➢ This record is crucial for compliance with port state control inspections and MARPOL regulations.
10. Ready for Next Cargo
➢ Once the cleaning process is complete, the tank is now ready to receive the next cargo, ensuring
no contamination or residues remain from the previous cargo.
Tank Cleaning Operations for a Chemical Tanker After Discharging Phosphoric Acid:
Phosphoric acid is a highly corrosive chemical, and thorough tank cleaning is critical to ensure that the
chemical tanker is ready to load the next cargo at Houston, free of contamination and compliant with
international regulations. The tank cleaning operation following the discharge of phosphoric acid will need
to follow a systematic approach, taking into account the nature of the cargo, regulatory compliance
(especially with MARPOL Annex II), and the type of cargo to be loaded next.
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Here is a step-by-step description of the tank cleaning operations that will be performed:
1. Post-Discharge Preparations
a. Stripping the Cargo Tank:
➢ After discharging phosphoric acid at the Baltic port, the first step is to ensure that the cargo tank
is stripped of as much residue as possible.
➢ Use the vessel’s stripping system to remove any remaining phosphoric acid from the tank.
➢ Manual Stripping may also be necessary using portable pumps to ensure that all residual cargo is
removed before cleaning begins.
2. Initial Cleaning (Pre-Wash)
a. MARPOL Pre-Wash Requirements:
➢ Phosphoric acid is categorized as a Category Y substance under MARPOL Annex II, which means
that a pre-wash is mandatory after discharge in certain special areas, including the Baltic Sea.
➢ A pre-wash must be conducted using water immediately after the discharge operation, and the
resulting wash water must be discharged to an approved shore reception facility in compliance with
Baltic Sea regulations.
➢ Ensure the pre-wash is carried out thoroughly with the correct amount of water, using the fixed
tank cleaning machines if installed, or portable machines if needed.
b. Disposal of Pre-Wash Water:
➢ The wash water generated during the pre-wash must be transferred to the port’s shore reception
facility, as discharge into the sea is prohibited in the Baltic Sea due to its designation as a Special
Area under MARPOL Annex II.
3. Detailed Tank Cleaning Operations
After completing the mandatory pre-wash and discharging the wash water to shore, the tanker will sail to
Houston. On the way, further tank cleaning operations will be carried out to ensure the tanks are ready
for the next cargo.
a. Hot Water Washing:
➢ Use hot water to remove any remaining phosphoric acid residues. The heat helps dissolve and
break down phosphoric acid, which can be sticky and difficult to remove.
➢ Perform multiple hot water washes, depending on the effectiveness of each wash, using the ship’s
fixed cleaning machines. High-pressure water jets will be directed to all areas of the tank, including
bulkheads, floors, and structural members.
➢ The wash water used in this stage may be recirculated to reduce water consumption.
b. Chemical Cleaning (If Required):
➢ If the next cargo to be loaded at Houston is sensitive or incompatible with phosphoric acid, a
chemical cleaning process may be required. Use an alkaline detergent or other neutralizing agents
to ensure that the tank is thoroughly cleaned of all acidic residues.
➢ Chemical cleaning agents should be selected based on the P & A Manual and the compatibility of
the next cargo.
c. Recirculation Method:
➢ In certain cases, the recirculation method may be employed, where cleaning agents are pumped
into the tank and circulated through the system, ensuring thorough cleaning of the tanks, piping,
and pumps.
4. Rinsing and Final Washing
a. Freshwater Rinse:
➢ After the hot water wash and chemical cleaning (if applicable), the tanks must be rinsed with
freshwater to remove any remaining cleaning agents or residues.
➢ Freshwater rinsing also helps neutralize any acidic remnants in the tank.
➢ The rinse water should be drained completely, ensuring that no moisture remains in the tanks.
5. Tank Drying
a. Drying the Tanks:
➢ After rinsing, tanks must be dried thoroughly to ensure no moisture remains, especially if the next
cargo is moisture-sensitive.
➢ Use forced air ventilation or steam drying systems to achieve complete dryness inside the tank.
6. Tank Inspection and Testing
a. Visual Inspection:
➢ Once the cleaning and drying processes are complete, perform a visual inspection of the tank.
Ensure that no residues or signs of contamination remain, especially in hard-to-reach areas like
tank corners, bulkheads, and structural members.
➢ Inspect the tank for any signs of corrosion or damage caused by the phosphoric acid.
b. Wall Wash Test (If Required):
➢ Depending on the next cargo and customer requirements, a wall wash test may be conducted. This
involves taking samples from the tank walls and analyzing them for contamination.
➢ The wall wash test ensures that the tank meets the required cleanliness standards before the new
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cargo is loaded.
7. Final Preparation for Next Cargo
a. Gas-Freeing and Ventilation:
➢ Ensure the tank is gas-free and ventilated if required, especially if the next cargo requires a
different atmospheric condition.
➢ Use gas detectors to confirm that the tank’s atmosphere is safe for entry and cargo loading (e.g.,
safe oxygen levels, no toxic or flammable gases).
b. Inerting the Tank (If Necessary):
➢ If the next cargo to be loaded is flammable, the tank should be inerted using an inert gas system
(usually nitrogen) to prevent the formation of a flammable atmosphere.
➢ Monitor oxygen levels to ensure they are kept below the critical threshold for combustion (typically
less than 8%).
8. Record-Keeping and Documentation
a. Cargo Record Book:
➢ Document all cleaning operations in the Cargo Record Book, including:
o The dates and times of cleaning operations.
o Methods used (pre-wash, hot water, chemical cleaning).
o Volumes of wash water generated and disposed of.
o Final inspection results.
➢ Ensure that the P & A Manual guidelines are followed and the relevant information is recorded for
future reference and inspections.
b. Completion of Cleaning:
➢ Ensure that the cleaning operation is logged and certified, particularly if required by the next cargo’s
charterer or shipper.
Your vessel has discharged Category X cargo from 3P & 3S Tanks in Sudan (Red Sea). What are
the processes involved to load category X cargo in these tanks in Russia (Black Sea port)?
To prepare your vessel for loading Category X cargo in 3P and 3S tanks in a Russian Black Sea port after
discharging the previous Category X cargo in Sudan, you need to follow a series of procedures as per the
requirements of MARPOL Annex II and International Bulk Chemical (IBC) Code. The cleaning and
verification process for tanks after carrying Category X cargo is particularly stringent because Category X
cargoes are deemed hazardous to the marine environment.
Steps to Prepare the Tanks for Loading New Category X Cargo:
1. Discharge Completion:
➢ Ensure the complete discharge of the previous Category X cargo from tanks 3P and 3S. Every
effort must be made to empty the tanks as completely as possible.
2. Prewash of Tanks (MARPOL Regulation 13.7.1.2):
➢ Mandatory prewash is required for Category X cargoes. Prewash must be conducted at the
discharge port (Sudan in this case), unless the discharge port lacks reception facilities or
MARPOL permits exceptions.
➢ The prewash involves rinsing the tanks with water or another suitable cleaning solution. All the
prewash residues must be collected and pumped ashore to an approved reception facility.
➢ Document the prewash procedure, including the amount of water used, the time taken, and the
quantity of residues discharged to the reception facility in the Cargo Record Book.
3. Inspection by Port State Control (PSC):
➢ After completing the prewash, the local authorities (e.g., PSC in Sudan) may inspect the tanks
to verify that the prewash and disposal procedures were conducted properly.
4. Tank Ventilation and Draining:
➢ Ventilate the tanks to remove any residual cargo vapors.
➢ Drain all remaining cleaning liquids and residue from the tanks. Ensure that no liquid residue
remains in the pipelines, pumps, or valves.
5. Detailed Cleaning (MARPOL Annex II):
➢ Perform a thorough cleaning of the tanks, including the lines and pump rooms associated with
3P and 3S tanks. Use suitable cleaning agents or solvents depending on the nature of the
previous cargo.
➢ Rinse the tanks with water and perform additional cleaning with warm water or high-pressure
jets if necessary.
➢ Remove any sludge or residue manually if required.
6. Tank Inspection:
➢ After cleaning, inspect the tanks to ensure no traces of the previous cargo remain. The tanks
should be visually inspected for any solid or liquid remnants.
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7. Ventilation and Gas-Freeing:

➢ Ventilate the tanks thoroughly to ensure they are gas-free and free from any toxic or harmful
vapors. Gas measurements may be necessary to confirm that the tanks are safe for inspection
and future loading.
8. Wall Wash Test (If Required by the New Cargo):
➢ If the next cargo requires high levels of cleanliness, such as in the case of sensitive chemicals,
perform a wall wash test. This test involves washing the interior walls of the tank and testing
the wash for any traces of previous cargo or contaminants.
➢ Ensure that the test results meet the required standards for the new cargo to be loaded.
9. Tank Certification:
➢ Obtain a certificate of cleanliness from an independent surveyor or port authority after the
inspection and wall wash test are completed. This may be mandatory at some ports, especially
for chemical tankers.
10. Documentation and Cargo Record Book Entry:
➢ Record the entire tank cleaning procedure in the Cargo Record Book, including:
▪ The date and place of cleaning.
▪ Methods used.
▪ Quantity of prewash water and residues disposed of.
▪ Results of inspections and wall wash tests.
➢ Maintain this documentation to show compliance with MARPOL Annex II requirements for tank
cleaning.
11. Prepare for Loading in Russia:
➢ Once the tanks are clean and certified, make sure they are dry and free of any cleaning agents
or residues that may react with the new Category X cargo.
➢ Inspect and prepare associated pipelines, valves, and pumps for the new loading.
➢ Coordinate with the loading terminal in Russia for any specific pre-loading procedures.
12. Final Verification by Local Authorities (Black Sea Port):
➢ Authorities at the Black Sea port (Russia) may conduct an inspection to verify the cleanliness
and suitability of the tanks before allowing the new Category X cargo to be loaded.
Solidifying and High Viscosity Category “Y” Cargoes (MARPOL Annex II):
Under MARPOL Annex II, liquid substances are classified into different categories based on their potential
hazards to the marine environment. Category "Y" cargoes are substances that, if discharged into the sea,
would present a hazard to marine resources or human health, or cause harm to amenities or other
legitimate uses of the sea. Hence, their discharge into the marine environment is subject to stringent
restrictions.
1. Solidifying Category "Y" Cargoes:
➢ Solidifying cargoes are substances that are liquid at the loading temperature but tend to solidify or
become semi-solid at ambient or low temperatures during the voyage or discharge.
➢ These cargoes require special attention during handling because they may harden or form solid
deposits in tanks, pipelines, and equipment, making cleaning and discharge operations more
difficult.
Examples:
➢ Palm oil, paraffin wax, and molten sulfur are typical examples of solidifying Category "Y" cargoes.
➢ These substances may remain liquid during loading and transit but will solidify if the temperature
drops below a certain point, necessitating heating arrangements or special procedures for
discharge.
Handling Precautions:
➢ Tanks used for solidifying cargoes often require heating systems to maintain the cargo in a liquid
state during transit and discharge.
➢ The Cargo Record Book must reflect that the cargo was handled and discharged following the
procedures outlined in MARPOL Annex II to minimize the risk of solidifying inside the tanks.
2. High Viscosity Category "Y" Cargoes:
➢ High viscosity cargoes are liquids that are extremely thick and resistant to flow, even at ambient
temperatures. They require special handling due to their slow flow characteristics.
➢ These cargoes have a kinematic viscosity greater than or equal to 50 m²/s at 20°C, as defined in
MARPOL Annex II.
Examples:
➢ Heavy fuel oils, bitumen, and asphalt are common examples of high viscosity Category "Y" cargoes.
➢ These substances are highly viscous and difficult to pump or discharge from tanks without heating
or specialized equipment.
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Handling Precautions:
➢ Heating is often necessary to reduce the viscosity of these cargoes to facilitate discharge. Heating
systems, such as tank coils or steam heaters, may be used to lower the viscosity to manageable
levels.
➢ It is essential to ensure the complete discharge of high-viscosity cargoes to minimize the residues
left in the tanks, in compliance with MARPOL Annex II regulations.
➢ Special tank cleaning procedures may be required to remove any residues left behind due to the
viscous nature of the cargo.
IBC Code: Integral tank.

Definition:
➢ Integral tanks are tanks that form part of the ship's hull structure. They are typically built into the
ship's design and are not independent of the vessel's overall structural framework.
Key Characteristics:
➢ These tanks are constructed as an integral part of the ship’s hull, meaning that the hull itself serves
as the containment for the cargo.
➢ They are not self-supporting, as the vessel’s structure provides the support.
➢ Integral tanks are used for non-pressurized cargoes and are suitable for substances that do not
require special containment beyond the hull's strength.
➢ Commonly found on ships carrying bulk liquids such as oil or chemicals.
Usage:
➢ Integral tanks are used to carry bulk chemical cargoes that do not have extreme temperature or
pressure requirements.
➢ Cargoes that do not react aggressively with the tank material (e.g., oil products, certain chemicals)
are typically carried in integral tanks.
IBC Code: Gravity Tank

Definition:
➢ Gravity tanks are designed to carry liquids at atmospheric pressure. These tanks rely on gravity to
maintain the pressure inside the tank, meaning the internal pressure is the same as the surrounding
atmosphere.
➢ Gravity tanks are not designed to withstand significant internal pressure beyond atmospheric
pressure (plus some margin).
➢ They are typically fitted with venting systems to allow vapors to escape safely during loading,
discharge, or temperature changes.
➢ These tanks are non-pressurized and are suitable for carrying liquids that do not require
pressurization.
➢ Gravity tanks are often integral to the hull structure but are categorized separately due to their
specific pressure containment limitations.
Usage:
➢ Gravity tanks are suitable for carrying cargoes that are stable at atmospheric pressure, such as
certain chemicals, oils, or other non-volatile liquids.
➢ These tanks are common on chemical tankers that transport bulk chemicals that do not require
special handling in terms of pressure containment.
IBC Code: Pressure Tank

Definition:
➢ Pressure tanks are independent tanks specifically designed to carry liquids under pressurized
conditions. These tanks are self-supporting and built to withstand internal pressures significantly
higher than atmospheric pressure.
➢ These tanks are designed to handle cargoes that must be kept under pressure to remain in liquid
form or to prevent vaporization (e.g., liquefied gases like LPG or ammonia).
➢ Pressure tanks are usually spherical or cylindrical in shape to evenly distribute the internal pressure
and ensure the structural integrity of the tank.
➢ They are made from materials that can withstand high pressure and often have insulation to
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maintain temperature stability for certain types of cargo.

Usage:
➢ Pressure tanks are used to transport pressurized cargoes such as liquefied gases (LPG, LNG) or
certain chemicals that need to be maintained under pressure to prevent vaporization or other
chemical changes.
➢ They are essential for the carriage of highly volatile substances that cannot be safely stored in non-
pressurized tanks.
Hazards Involved with Tank Cleaning in Type 1 Chemical Tankers

Tank cleaning on Type 1 chemical tankers involves significant risks due to the nature of the cargoes these
vessels carry. Type 1 chemical tankers are designed to transport the most hazardous substances, such as
highly toxic, reactive, flammable, or corrosive chemicals. As a result, tank cleaning operations must be
conducted with extreme caution to prevent accidents, contamination, and harm to the environment and
crew. The following outlines the major hazards associated with tank cleaning on Type 1 chemical tankers:
1. Toxicity Hazard
Description:
• Type 1 chemical tankers often carry cargoes that are highly toxic, such as ethylene oxide,
isocyanates, or methyl bromide. Even small amounts of residue left in the tank can release toxic
vapors during cleaning.
• Exposure to toxic vapors during tank cleaning can lead to severe health effects, including
respiratory failure, dizziness, unconsciousness, or even death.
Risk Mitigation:
• Personal Protective Equipment (PPE): Workers must wear full protective clothing, including
respirators or self-contained breathing apparatus (SCBA) to avoid inhaling toxic fumes.
• Proper Ventilation: Tanks must be adequately ventilated and gas-free before entry. Use gas
detectors to monitor toxic vapor levels continuously.
• Remote Cleaning: Use of remote-operated cleaning equipment to minimize direct human exposure
to toxic chemicals.
2. Flammability and Explosion Hazard

Description:
• Many chemicals carried in Type 1 tankers are highly flammable or form explosive atmospheres
when mixed with air. Residual vapors from chemicals like ethylene oxide, benzene, or acetone can
ignite during the cleaning process.
• Friction, static electricity, or faulty equipment can generate sparks that ignite flammable vapors,
causing fires or explosions.
Risk Mitigation:
• Inert Gas System (IGS): Use inert gas, such as nitrogen, to replace oxygen in the tank atmosphere
and prevent flammable mixtures from forming.
• Static Electricity Prevention: Proper grounding of all equipment is essential to prevent the buildup
of static electricity. Ensure the use of anti-static cleaning gear and non-sparking tools.
• Explosion-Proof Equipment: Use explosion-proof cleaning machines and lighting in hazardous
environments.
3. Corrosive Hazard
Description:
• Corrosive chemicals, such as sulfuric acid, hydrochloric acid, or caustic soda, are commonly carried
on Type 1 chemical tankers. Even trace amounts of these substances left in the tank can cause
serious harm to crew members during cleaning.
• Contact with corrosive residues can cause burns, skin irritation, and damage to the respiratory
system if inhaled or absorbed through the skin.
Risk Mitigation:
• PPE: Ensure that workers are equipped with full protective suits, gloves, face shields, and chemical-
resistant boots to avoid direct contact with corrosive substances.
• Proper Tank Venting: Ensure that tanks are fully ventilated and that no vapors from corrosive
chemicals are present during cleaning.
• Safe Handling of Cleaning Agents: Use only approved cleaning agents and neutralizing chemicals
to safely remove corrosive cargo residues.
4. Confined Space Hazard
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Description:
• The interior of a cargo tank is considered a confined space, which poses risks of oxygen deficiency,
toxic gas accumulation, and restricted movement. Tank cleaning in confined spaces increases the
risk of accidents, such as asphyxiation, falls, or becoming incapacitated.
• Entry into confined spaces without proper precautions can lead to suffocation or poisoning due to
the accumulation of hazardous gases.
Risk Mitigation:
• Confined Space Entry Permit: Follow strict confined space entry protocols, including gas-free
certificates and proper ventilation procedures.
• Atmospheric Testing: Use gas detection equipment to monitor oxygen levels, flammable gases, and
toxic vapors before and during entry.
• Rescue Plan: Ensure that a rescue plan is in place with standby personnel ready to assist in case
of emergencies.
5. Chemical Reactions
Description:
• Certain chemical residues may react with cleaning agents, water, or even the materials of the
cleaning equipment, causing exothermic reactions, fumes, or explosive reactions.
• Incompatible chemicals can lead to violent reactions, such as the release of toxic gases, or cause
thermal runaway reactions that lead to fires or explosions.
Risk Mitigation:
• Compatibility Checks: Verify the compatibility of cleaning agents with the cargo residue to avoid
hazardous chemical reactions.
• Careful Selection of Cleaning Agents: Use the appropriate cleaning agents and avoid water or
substances that may react with the cargo.
• Tank Neutralization: For highly reactive substances, neutralize the cargo residue using a safe
chemical process before cleaning.
6. Environmental Hazard
Description:
• The residues and wash water generated during tank cleaning may contain hazardous chemicals
that pose a significant risk to the environment if discharged improperly. Discharge of toxic or
harmful substances into the sea can lead to marine pollution.
• MARPOL Annex II imposes strict discharge limits on noxious liquid substances (NLS), and non-
compliance can result in heavy penalties.
Risk Mitigation:
• MARPOL Compliance: Ensure that all residues and wash water are discharged according to MARPOL
Annex II guidelines. If required, the wash water should be disposed of in an approved shore
reception facility.
• Slop Management: Carefully manage the slops and segregate them for proper disposal at the next
port of call.
• Closed-Loop Cleaning Systems: Use closed-loop cleaning systems to minimize the release of
harmful vapors and residues during cleaning.
7. Residual Vapor and Gas Hazard

Description:
• Residual vapors from the previous cargo can linger inside the tank and pose a risk during tank
cleaning. Inhaling these vapors can lead to poisoning, respiratory distress, or other health
problems.
• Some chemicals, like hydrogen sulfide (H₂S), are highly toxic and can be lethal even at low
concentrations.
Risk Mitigation:
• Continuous Gas Monitoring: Regularly monitor the tank atmosphere using gas detection equipment
for the presence of hazardous vapors or gases.
• Ventilation: Properly ventilate the tanks before and during cleaning to prevent the accumulation of
toxic gases.
• Use of Breathing Apparatus: Ensure crew members wear breathing apparatus (e.g., SCBA) when
working in tanks with potential vapor hazards.
8. Physical Hazards
Description:
• The confined and slippery conditions inside the tanks during cleaning increase the risk of falls, slips,
or injuries caused by moving equipment.
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• The use of high-pressure cleaning equipment can also pose physical risks to workers, including
being struck by jets of water or equipment failure.
Risk Mitigation:
• Safety Harnesses and Fall Protection: Ensure workers wear safety harnesses and use fall protection
equipment when entering tanks.
• Equipment Maintenance: Regularly inspect and maintain cleaning equipment to prevent
malfunctions or accidents during operation.
• Proper Lighting: Ensure adequate lighting is used to avoid slips or falls in dimly lit tanks.
“Certificate of fitness” on a Gas / Chemical Carrier:

The "Certificate of Fitness" on a gas or chemical carrier is issued by the flag state administration of the
vessel or an authorized classification society on behalf of the flag state. This certificate confirms that the
vessel complies with the relevant provisions of the International Bulk Chemical Code (IBC Code) or the
International Gas Carrier Code (IGC Code), depending on the type of cargo being carried.
Key Points:
➢ The flag state is the country under whose registry the vessel is operating, and it ensures that the ship
meets the safety and environmental requirements outlined in international regulations.
➢ Classification societies like Lloyd's Register, DNV GL, Bureau Veritas, or ABS are often authorized by
flag states to conduct inspections and issue certificates of fitness.
➢ The Certificate of Fitness certifies that the ship is fit to carry specific dangerous cargoes in bulk, whether
they are noxious liquid substances (NLS) for chemical tankers or liquefied gases for gas carriers.
When to Carry a Certificate of Fitness and NLS Certificate:

1. Certificate of Fitness
The Certificate of Fitness is required on board gas and chemical carriers that are constructed to carry
hazardous substances, such as bulk chemicals and liquefied gases. This certificate is issued under the
International Bulk Chemical Code (IBC Code) or the International Gas Carrier Code (IGC Code) and
confirms that the vessel is suitable for carrying specific types of hazardous cargoes in bulk.
When is a Certificate of Fitness required?
➢ Chemical Tankers: Ships carrying noxious liquid substances (NLS) in bulk, as regulated by the IBC
Code.
➢ Gas Carriers: Ships carrying liquefied gases in bulk, as regulated by the IGC Code.
➢ The certificate is mandatory when the ship is transporting dangerous goods as outlined by these codes.
➢ The Certificate of Fitness lists all cargoes that the ship is certified to carry, specifying the safety
measures, construction, and equipment needed for the specific types of cargo.
Purpose:
➢ It verifies compliance with design and operational standards that ensure the safe transport of
dangerous cargoes, including structural requirements, safety equipment, and pollution prevention
systems.
2. NLS Certificate (International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk)
The NLS Certificate is required under MARPOL Annex II, which governs the transport of noxious liquid
substances (NLS) in bulk. This certificate confirms that the ship complies with the pollution prevention
requirements for carrying NLS in bulk and lists the specific substances the ship is authorized to carry.
When is the NLS Certificate required?
➢ Chemical Tankers: Ships carrying NLS in bulk must have an NLS Certificate as per MARPOL Annex II
regulations.
➢ Any ship carrying polluting substances categorized as X, Y, or Z (under MARPOL Annex II), which
represent different hazard levels to the marine environment, must carry this certificate.
➢ The certificate is mandatory if the vessel carries substances such as chemicals that can pollute the
marine environment if spilled.
Purpose:
➢ The NLS Certificate ensures that the ship adheres to international standards for preventing marine
pollution from NLS cargoes.
➢ It certifies that the vessel is equipped with the necessary systems, such as slop tanks, pumping
arrangements, and procedures for managing NLS residues.
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Types of Tank Coatings in a Chemical Tanker

Tank coatings in chemical tankers are essential for protecting the structural integrity of the vessel’s cargo
tanks and ensuring compatibility with the diverse range of chemicals transported. The coating material
selected depends on the type of cargo, its reactivity, and the level of protection required. Below are some
of the common types of tank coatings used in chemical tankers:
1. Epoxy Coatings
➢ Description: Epoxy coatings are among the most commonly used in chemical tankers. They are
made from a blend of epoxy resins, which provide excellent resistance to a wide range of chemicals.
➢ Advantages:
o Resistant to a variety of chemicals such as oils, solvents, and mild acids.
o Provides strong adhesion to the tank structure, forming a durable protective layer.
o Fairly economical compared to other coatings.
➢ Disadvantages:
o Limited resistance to strong acids (e.g., sulfuric acid) and alkalis.
o Susceptible to temperature extremes, which can lead to degradation over time.
2. Phenolic Epoxy Coatings
➢ Description: Phenolic epoxy is a modified version of standard epoxy coatings, with phenolic added
to improve resistance to aggressive chemicals.
➢ Advantages:
o Offers improved resistance to stronger acids, alkalis, and solvents compared to regular
epoxy coatings.
o Suitable for more corrosive cargoes like certain acids and solvents.
➢ Disadvantages:
o Reduced flexibility, which can lead to cracking under stress or temperature fluctuations.
3. Zinc Silicate Coatings
➢ Description: Zinc silicate coatings are inorganic coatings that contain zinc powder mixed with
silicate binders.
➢ Advantages:
o Highly resistant to solvents and hydrocarbons such as gasoline and crude oil.
o Offers good heat resistance, making it suitable for high-temperature cargoes.
o Provides excellent protection against corrosion.
➢ Disadvantages:
o Limited resistance to acids and alkalis.
o Prone to damage under impact or abrasive conditions.
4. Stainless Steel
➢ Description: Although not a coating, stainless steel tanks are used in many chemical tankers
because of their corrosion-resistant properties. Stainless steel is often preferred for carrying
aggressive chemicals.
➢ Advantages:
o High resistance to a wide range of chemicals, including acids, alkalis, and aggressive
solvents.
o Non-reactive surface, preventing cargo contamination.
o Easy to clean and maintain.
➢ Disadvantages:
o Expensive to install and maintain.
o Requires proper cleaning and care to avoid corrosion, especially in the presence of chloride-
containing chemicals.
5. Polyurethane Coatings
➢ Description: Polyurethane coatings are flexible and offer good resistance to abrasion, impact, and
chemicals.
➢ Advantages:
o Excellent resistance to a wide range of chemicals, particularly solvents.
o Provides a flexible protective layer that resists cracking.
o Good wear resistance, making it suitable for cargoes with abrasive characteristics.
➢ Disadvantages:
o Limited resistance to very aggressive acids and alkalis.
o More expensive than standard epoxy coatings.
6. Pure Phenolic Coatings
➢ Description: Pure phenolic coatings offer enhanced protection against acidic and alkaline cargoes.
They are commonly used in situations where aggressive chemicals are transported.
➢ Advantages:
o High resistance to concentrated acids and alkalis, such as sulfuric acid or caustic soda.
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o Can handle a wide range of temperature fluctuations without degradation.

➢ Disadvantages:
o Limited flexibility, making them prone to cracking under mechanical stress.
o Requires more frequent maintenance compared to some other coatings.
How Tank Coatings Mitigate Hazards in Chemical Tankers

One of the significant hazards in chemical tankers is corrosion of the cargo tanks due to the highly
reactive and aggressive nature of the chemicals transported. Corrosion can compromise the integrity of
the ship’s structure, leading to leakage, contamination, and potentially severe environmental or safety
incidents.
Mitigation of Corrosion Hazards
➢ Barrier Protection: Tank coatings provide a physical barrier between the chemical cargo and the steel
structure of the tank. By preventing direct contact between the tank material and the cargo, coatings
reduce the likelihood of corrosion or chemical reaction.
➢ Chemical Resistance: Depending on the coating, the tanks can resist specific corrosive cargoes such
as acids, alkalis, and solvents. For example, phenolic epoxy coatings offer enhanced protection against
aggressive substances, ensuring that the tanks remain intact and safe for repeated use.
➢ Cargo Compatibility: Coatings are selected based on the types of chemicals being carried, ensuring
that the cargo does not react with the tank surface, thereby preventing contamination and reducing
the risk of chemical degradation of the tank material.
➢ Maintenance and Safety: Properly maintained coatings reduce the need for frequent repairs and ensure
the vessel’s long-term safety. Coatings also minimize the risk of leaks or spills, which can lead to
serious environmental hazards.
Hazards Associated with the Carriage of Chemicals:

The carriage of chemicals in bulk on chemical tankers involves several hazards that can pose significant
risks to the vessel, crew, environment, and cargo itself. These hazards arise from the properties of the
chemicals, such as toxicity, flammability, corrosiveness, and reactivity. The following outlines the key
hazards associated with chemical transportation:
1. Toxicity Hazard
Description:
➢ Many chemicals carried on chemical tankers are highly toxic, and exposure to these substances can
result in serious health effects. Chemicals like hydrogen sulfide (H₂S), benzene, or isocyanates can
cause severe respiratory, neurological, or even fatal effects upon inhalation, ingestion, or skin
contact.
➢ Toxic vapors or gases can escape during cargo operations, tank cleaning, or due to leaks in the tank,
posing risks to crew members.
Risk Mitigation:
➢ Use of proper ventilation systems during loading, discharge, and tank cleaning to prevent toxic vapor
buildup.
➢ Crew members should wear appropriate Personal Protective Equipment (PPE), such as gloves,
respirators, or self-contained breathing apparatus (SCBA), to prevent inhalation or contact with toxic
substances.
➢ Continuous monitoring of tank atmospheres using gas detectors for toxic vapors or gases is
essential.
2. Flammability and Explosion Hazard

Description:
➢ Many chemicals, such as benzene, ethylene oxide, or toluene, are highly flammable, meaning that
even a small ignition source can result in a fire or explosion.
➢ Flammable vapors can accumulate inside tanks, in confined spaces, or on deck. Static electricity,
sparks from equipment, or malfunctioning machinery can act as an ignition source.
➢ Explosive atmospheres can form when flammable vapors mix with air in the right proportions.
Risk Mitigation:
➢ The use of an Inert Gas System (IGS) to maintain an inert atmosphere inside the cargo tanks
reduces the oxygen level, preventing the formation of explosive mixtures.
➢ Static electricity control by ensuring proper grounding and bonding of equipment to prevent sparks.
➢ Use of explosion-proof equipment and ensuring that cargo tanks are regularly monitored for
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flammable vapors.
➢ Proper ventilation and gas detection to monitor and control the vapor levels during cargo operations.
3. Corrosiveness Hazard
Description:
➢ Some chemicals, such as sulfuric acid, hydrochloric acid, and caustic soda, are highly corrosive and
can damage the ship's tanks, piping, and equipment if they come into direct contact with these
materials.
➢ Corrosive chemicals can cause burns or serious injuries to crew members if there is direct contact
with the skin or eyes.
➢ Over time, the corrosion can lead to structural failure, tank leaks, or breaches.
Risk Mitigation:
➢ Use of appropriate tank coatings, such as epoxy or phenolic coatings, or stainless steel tanks that are
resistant to corrosive substances.
➢ Crew members must wear chemical-resistant PPE to protect against burns and injuries.
➢ Regular inspection and maintenance of tank coatings and equipment to ensure that corrosion does
not occur.
4. Reactivity Hazard
Description:
➢ Some chemicals are highly reactive and can undergo dangerous reactions when exposed to
incompatible substances, moisture, or even changes in temperature.
➢ Certain chemicals can undergo polymerization or decomposition reactions, leading to heat
generation, toxic gas release, or even explosions.
➢ Reactivity hazards can arise from improper tank cleaning or accidental mixing of incompatible
cargoes.
Risk Mitigation:
➢ Follow strict segregation rules to ensure that incompatible cargoes are stored in separate tanks, with
no shared piping or ventilation systems.
➢ Careful tank cleaning procedures between cargoes to avoid any residual chemicals that could react
with the next load.
➢ Maintain control over the temperature and pressure in the tanks to prevent unwanted reactions.
5. Pollution Hazard
Description:
➢ Many chemicals carried in bulk are categorized as noxious liquid substances (NLS) under MARPOL
Annex II, meaning that their accidental discharge into the sea can cause severe marine pollution.
➢ Spills, leaks, or improper discharge of chemical residues can result in contamination of the marine
environment, harm to marine life, and severe legal and financial consequences for the shipowner.
Risk Mitigation:
➢ Compliance with MARPOL Annex II regulations, including proper discharge procedures and the use of
approved shore reception facilities for tank cleaning residues and slops.
➢ Regular maintenance of cargo tanks and pipelines to prevent leaks or spills during loading,
discharge, or tank cleaning.
➢ Spill response procedures should be in place, including the availability of spill containment equipment
and emergency response plans.
6. Confined Space Hazard

Description:
➢ Cargo tanks and other spaces on chemical tankers are considered confined spaces, where the
accumulation of hazardous gases or vapors can occur. Entry into confined spaces without proper
ventilation and gas detection can lead to asphyxiation, exposure to toxic gases, or oxygen deficiency.
➢ Confined spaces can also increase the risk of falls, entrapment, or accidents during tank cleaning or
maintenance.
Risk Mitigation:
➢ Follow strict confined space entry procedures, including obtaining entry permits and ensuring proper
ventilation of the tank.
➢ Use gas detectors to monitor the atmosphere for toxic gases, flammable vapors, and oxygen levels.
➢ Ensure crew members have the necessary training and rescue plans in case of emergencies inside
confined spaces.
7. Temperature Sensitivity Hazard

Description:
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➢ Some chemicals require specific temperature control during transportation. Excessive heat or cold
can lead to degradation, polymerization, or changes in the chemical's properties, making it unsafe to
transport.
➢ Cargoes that solidify at lower temperatures (e.g., certain oils or fats) require heating to remain in
liquid form, while other chemicals may need cooling to prevent unwanted reactions.
Risk Mitigation:
➢ Use of heating coils or cooling systems in tanks to maintain the cargo's temperature within the
required limits.
➢ Regular temperature monitoring during the voyage to ensure that the cargo remains stable.
➢ Insulating tanks or using temperature-controlled storage for cargoes that are highly sensitive to
temperature changes.
8. Residual Vapor Hazard

Description:
➢ After discharging cargo, residual vapors may remain in the tank. If these vapors are not properly
vented or cleaned, they can mix with air, leading to toxic or flammable atmospheres.
➢ Improper tank cleaning can lead to vapor pockets that may ignite during subsequent operations or
cause harm to personnel during tank entry.
Risk Mitigation:
➢ Thorough tank cleaning and gas-freeing procedures should be followed after each cargo discharge.
➢ Proper ventilation and use of inert gas systems to ensure that no residual vapors remain in the tank
before the next cargo is loaded.
Contents of the Procedure and Arrangements (P & A) Manual under MARPOL Annex II
The Procedure and Arrangements (P & A) Manual is required on board chemical tankers carrying noxious
liquid substances (NLS) in bulk. It provides detailed procedures to ensure that cargo operations are carried
out in compliance with the pollution prevention requirements of MARPOL Annex II. The P & A Manual must
be approved by the vessel’s flag state and made available for inspection by authorities.
Below are the main contents of the P & A Manual as required under MARPOL Annex II:
➢ Ship's Identification Details:
o Name of the ship, IMO number, call sign.
o Owner's name and address.
o Gross tonnage and flag state.
➢ Purpose of the Manual:
o To provide detailed procedures for the safe handling, carriage, and discharge of Noxious
Liquid Substances (NLS) in compliance with MARPOL Annex II.
➢ Scope:
o Details of the specific operations covered by the manual, including loading, unloading, tank
cleaning, stripping, and residue disposal.
2. List of Cargoes Carried
➢ NLS Substances List:
o A comprehensive list of noxious liquid substances the ship is certified to carry.
o Each substance is categorized as Category X, Y, Z, or OS (Other Substances) according to
MARPOL Annex II:
▪ Category X: Substances that present a major hazard to marine resources or human
health.
▪ Category Y: Substances that present a hazard but are less severe than Category X.
▪ Category Z: Substances that present a minor hazard.
▪ OS: Other substances that do not pose a hazard to the marine environment.
3. Cargo Tank Arrangements
➢ Description of Cargo Tanks:
o Number and location of cargo tanks.
o Construction materials (e.g., stainless steel, coated tanks) and their suitability for carrying
different NLS categories.
➢ Tank Heating and Insulation Systems:
o Description of any heating or insulation systems used to maintain cargo temperature during
transport.
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4. Cargo Handling Procedures

➢ Loading Procedures:
o Detailed instructions for the safe loading of NLS, including measures to prevent overfilling
or spillage.
➢ Discharge Procedures:
o Guidelines for safe discharge, ensuring compliance with MARPOL Annex II discharge
standards (e.g., distance from shore, dilution rates).
➢ Stripping Procedures:
o Methods to ensure efficient stripping of cargo tanks to minimize residues before tank
cleaning or loading the next cargo.
5. Tank Cleaning Procedures
➢ Tank Cleaning Methods:
o Recommended tank cleaning methods (e.g., water washing, chemical cleaning) for each
type of cargo carried.
➢ Tank Cleaning Agents:
o A list of approved cleaning agents and chemicals that can be used for cleaning tanks after
specific cargoes.
➢ Pre-Wash Requirements:
o Details of when pre-washing is required for certain substances (especially Category X),
including the amount of water and the disposal of wash water.
➢ Tank Rinsing Procedures:
o Steps for rinsing the tanks after cleaning to remove any residual cleaning agents.
6. Cargo Residue and Wash Water Disposal Procedures
➢ Criteria for Discharge of Residues:
o Specific conditions under which cargo residues and wash water may be legally discharged
into the sea, according to MARPOL regulations.
o Discharge limits, permissible concentrations, and minimum distances from shore for each
NLS category.
➢ Shore Reception Facilities:
o Instructions for discharging cargo residues and wash water to approved shore reception
facilities when discharge to sea is not allowed.
7. Piping Systems and Pumping Arrangements
➢ Description of Piping Systems:
o Details of the cargo piping and pumping systems used to handle NLS.
o Independent piping systems for different cargoes to prevent contamination.
➢ Stripping Systems:
o Description of the stripping systems used to remove cargo residues from the tanks and
pipelines.
8. Ballast Operations
➢ Segregated Ballast Tanks:
o Procedures for handling ballast in segregated ballast tanks to prevent contamination with
NLS.
➢ Ballasting and Deballasting Procedures:
o Steps to ensure that ballast water does not come into contact with noxious substances and
is discharged in compliance with MARPOL.
9. Ventilation and Inert Gas Systems
➢ Tank Venting Procedures:
o Guidelines for the venting of cargo tanks during loading, discharge, and cleaning operations.
o Use of high-velocity vent valves to prevent vapor release into the atmosphere.
➢ Inert Gas Systems:
o Description of the inert gas system (if applicable) and its use to maintain a non-flammable
atmosphere in the cargo tanks.
➢ Spill Response Plan:
o Steps to be taken in the event of accidental spills or leakage of noxious substances.
➢ Fire and Explosion Prevention:
o Procedures for preventing fire or explosion during cargo handling, especially when dealing
with flammable NLS.
➢ Safety Procedures:
o Emergency evacuation plans and procedures for dealing with accidents involving hazardous
cargo.
11. Record Keeping
➢ Cargo Record Book:
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oThe requirement to document all cargo operations involving NLS in the Cargo Record Book,
including loading, discharge, tank cleaning, and residue disposal.
o Date, time, and location of operations must be recorded.
➢ Discharge Log:
o Records of all cargo residue and wash water discharges, noting compliance with MARPOL
regulations.
12. Appendices
➢ Tank Calibration Tables:
o Calibration charts for measuring the quantity of cargo and residues in the tanks.
➢ Certification Documents:
o Copies of relevant certificates, including the International Pollution Prevention Certificate
(NLS Certificate) for the carriage of NLS in bulk.
➢ Safety Data Sheets (SDS):
o Safety data sheets for the noxious substances carried, providing information on hazards and
safe handling procedures.
Control of discharge of category X, Y & Z NLS as per Marpol annex II:

Here is a table showing the control of discharge of Category X, Y, and Z Noxious Liquid Substances
(NLS) as per MARPOL Annex II:
Category Discharge Requirement Special Conditions

Category X Prohibited discharge into - Residues must be pre-washed from the tank.
(Major the sea. - Wash water must be transferred to a reception facility at
Hazard) the port.
- No cargo residues are allowed to remain in the tank.
Category Y Discharge permitted into - Discharge only when:
(Moderate the sea under specific 1. The ship is at least 12 nautical miles from the nearest
Hazard) conditions: land.
2. The ship is en route at a speed of at least 7 knots.
3. The discharge rate does not exceed the quantity
regulated by the IBC Code.
- A pre-wash may be required in certain special areas or
for specific cargoes.
Category Z Discharge permitted into - Discharge only when:
(Minor the sea under specific 1. The ship is at least 12 nautical miles from the nearest
Hazard) conditions: land.
2. The ship is en route at a speed of at least 7 knots.
- Discharge rate must comply with MARPOL Annex II
standards.
CDP of cargo tanks as per MARPOL Annex II:

Cargo Tank Control and Discharge Procedures (CDP) as per MARPOL Annex II
Under MARPOL Annex II, which deals with the control of pollution by noxious liquid substances (NLS)
carried in bulk, there are stringent requirements for the Control and Discharge Procedures (CDP) of cargo
tanks to minimize pollution at sea. The procedures for cargo tank control and discharge of residues ensure
that harmful substances are handled in an environmentally responsible manner, with strict limits on the
discharge of residues into the marine environment.
Requirements of MARPOL Annex II for Cargo Tank Control and Discharge Procedures (CDP):
1. Categorization of Noxious Liquid Substances (NLS)
➢ MARPOL Annex II categorizes substances into different pollution categories, which dictate how they
must be handled:
o Category X: Substances that present a major hazard to marine resources or human health.
No discharge is permitted.
o Category Y: Substances that present a hazard to marine resources or human health. Limited
discharge is permitted under strict conditions.
o Category Z: Substances that present a minor hazard. More lenient discharge restrictions
apply.
o Other Substances (OS): Substances considered to present no hazard to marine resources
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or human health.
2. Cargo Tank Stripping Requirements
➢ Stripping Efficiency: Cargo tanks carrying NLS must be designed to be stripped to the greatest
extent possible. The efficiency of the stripping systems is crucial to minimize the amount of residue
left in the tanks.
o For Category X and Category Y substances, tanks must be stripped to a maximum residue
level of 75 liters for ships built after January 1, 2007, and 100 liters for ships built before
that date.
3. Prewash Procedures
➢ Mandatory Prewash for High-Risk Cargoes: For cargoes in Category X, mandatory prewash
procedures must be carried out after unloading, and the resulting residues must be discharged to
a shore reception facility. Prewash is also required for some Category Y substances depending on
the tank's discharge arrangements.
➢ Prewash Procedures: After unloading a high-risk cargo, the tank is rinsed with water (prewash),
and the washings are discharged ashore to a reception facility before the vessel departs the port.
4. Discharge Criteria for Residues
➢ Prohibited Areas: Discharge of residues containing substances from Categories X, Y, or Z is
prohibited within 12 nautical miles from the nearest land, in polar waters, and in Special Areas
designated under MARPOL.
➢ Discharge Requirements: For substances in Categories Y and Z, discharge of residues is only
permitted if:
1. The ship is en route.
2. The residue has been diluted to acceptable levels as per MARPOL requirements.
3. The ship is operating at a specified minimum speed (typically 7 knots).
4. The discharge is conducted below the waterline.
5. The discharge is carried out under the ship's approved Cargo Record Book and Shipboard
Marine Pollution Emergency Plan (SMPEP).
5. Cargo Record Book and Documentation
➢ Cargo Record Book: All operations, including loading, unloading, tank washing, and discharge of
residues, must be recorded in the Cargo Record Book. This documentation is essential for ensuring
compliance with MARPOL Annex II.
➢ Certificate of Fitness: Vessels carrying NLS must have a Certificate of Fitness stating that they
comply with the relevant provisions of MARPOL Annex II.
6. Shore Reception Facilities
➢ Use of Reception Facilities: For high-risk substances (particularly Category X), tank washings and
residues must be delivered to shore reception facilities designed to handle such waste. This
prevents the discharge of harmful substances into the marine environment.
7. Approved Cargo Stripping Systems
➢ Efficient Stripping Systems: Ships must be equipped with approved stripping systems to ensure
that cargo tanks are cleaned and stripped to the minimum residue level required by MARPOL Annex
II. This reduces the quantity of residual cargo to be discharged and minimizes environmental
impact.
8. Special Areas
➢ Discharge Prohibitions in Special Areas: Special Areas under MARPOL are areas that are more
vulnerable to pollution. Discharge of NLS residues in these areas is strictly prohibited, regardless
of the category of the substance.
Contents of the SMPEP (Shipboard Marine Pollution Emergency Plan) Manual

The Shipboard Marine Pollution Emergency Plan (SMPEP) is a document required on board all ships that
carry noxious liquid substances (NLS), as per the requirements of MARPOL Annex II. It provides
procedures for responding to pollution incidents involving NLS to minimize damage to the marine
environment. The SMPEP is based on the framework outlined in MARPOL Annex II and ensures that the
crew is well-prepared to deal with spills and emergencies.
The SMPEP manual is ship-specific and must be approved by the flag state administration or an authorized
classification society on behalf of the flag state.
Contents of the SMPEP Manual

1. Ship Identification and General Information
➢ Name of the ship, IMO number, call sign, and other identification details.
➢ Name of the shipowner, operator, and contact information.
➢ Details of the flag state and port of registry.
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2. Introduction and Purpose of the Plan

➢ Explanation of the purpose of the SMPEP.
➢ Overview of the regulations under MARPOL Annex II and the need for an emergency response
plan.
3. Reporting Requirements and Procedures
➢ Immediate Reporting Procedures: Instructions on how to report a pollution incident to the
nearest coastal state, flag state, and other relevant authorities, in accordance with MARPOL
protocols.
➢ Information to Include in Reports: Details such as the ship’s position, type and quantity of the
pollutant involved, and actions taken by the ship.
➢ Contact Points: A list of contact points for flag state authorities, port state control, coastal
authorities, and shipowners/operators.
4. Steps to Control Discharge and Minimize Damage
➢ Initial Response Actions: Procedures for the immediate actions to be taken in the event of a
spill or potential spill of NLS.
➢ Containment and Control Measures: Guidelines for containing and stopping the spread of the
pollutant, including the use of equipment like booms and absorbents.
➢ Mitigation Techniques: Steps to limit environmental damage, such as securing cargo or pumping
systems to stop leaks.
5. Shipboard Pollution Prevention Measures
➢ Prevention Techniques: Procedures for maintaining pollution prevention systems and ensuring
proper handling of NLS cargoes during loading, unloading, and transit.
➢ Inspection and Maintenance: Regular checks of cargo tanks, pipelines, and other equipment to
prevent leaks or spills.
6. National and International Regulations
➢ Summary of relevant international conventions, including MARPOL Annex II and SOLAS, related
to pollution prevention and response.
➢ National regulations and contact information for local authorities at common ports of call.
7. Communication and Coordination
➢ Internal Communication Procedures: Instructions for shipboard communication during an
emergency, including coordination between crew members and officers.
➢ External Communication: Guidelines for communicating with shore-based emergency response
teams, coastal states, and authorities.
8. Record-Keeping
➢ Pollution Incident Log: Requirement to maintain a detailed log of all pollution-related incidents,
including actions taken and communications made.
➢ Cargo Record Book: Instructions on keeping records related to the carriage and handling of
NLS.
9. Training and Drills
➢ Crew Training: Guidelines for regular crew training in pollution response techniques and
emergency preparedness.
➢ Drill Requirements: Instructions for conducting pollution response drills to test the crew’s
readiness to handle emergencies.
10. Ship-Specific Information
➢ Detailed ship-specific procedures tailored to the vessel’s particular cargo handling equipment,
layout, and type of NLS carried.
➢ Cargo Tank Layout: Diagrams showing the cargo tank layout, piping systems, and other
equipment relevant to pollution prevention and response.
➢ Emergency Equipment: Location and usage instructions for emergency pollution response
equipment such as spill kits, containment booms, and skimmers.
Is the SMPEP Manual Ship-Specific?

Yes, the SMPEP is a ship-specific document. Each ship's SMPEP must be tailored to the vessel’s design,
equipment, and operational procedures. It must account for the specific types of noxious liquid substances
carried, the ship’s layout, the equipment available, and the ports or routes the ship typically operates in.
The manual should address the unique risks and response measures applicable to that particular vessel.
Who Approves the SMPEP Manual?

The flag state administration of the ship is responsible for approving the SMPEP. However, the flag state
can delegate this task to a recognized classification society (such as Lloyd's Register, DNV GL, ABS, etc.)
to approve the manual on its behalf. The approved manual must be kept on board the ship and be readily
available for inspection by port state control and other relevant authorities.
The SMPEP is required to be updated if there are any significant changes to the ship’s equipment, cargo-
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handling procedures, or regulatory requirements.
LIQUEFIED GAS CARGOES
Liquefied Gas Carriers:

Liquefied gas carriers are highly specialized vessels designed to transport liquefied gases in bulk. These
gases, which include Liquefied Natural Gas (LNG), Liquefied Petroleum Gas (LPG), ammonia, ethylene,
and other chemicals, are stored in a liquid state under extremely low temperatures (cryogenic conditions)
or under high pressure. The ships are equipped with insulated cargo tanks to handle the extreme conditions
necessary for liquefying and transporting these gases safely. These tanks can be of various designs,
including fully pressurized, semi-pressurized, and refrigerated types, depending on the cargo being
carried.
Types of Liquefied Gas Carriers:

1. LNG Carriers:
o Transport Liquefied Natural Gas (LNG) at extremely low temperatures of -162°C. These ships
are equipped with cryogenic tanks that are insulated to minimize heat ingress and prevent
vaporization of the gas.
2. LPG Carriers:
o Transport Liquefied Petroleum Gas (LPG) under conditions of moderate refrigeration or high
pressure. These ships may carry propane, butane, or a mixture of the two in liquefied form.
The cargo is stored at temperatures of -42°C or under pressure to keep it in liquid form.
3. Ethylene Carriers:
o Transport ethylene, a gas that requires even lower temperatures than LPG. Ethylene is carried
at -104°C, making these carriers equipped with more advanced refrigeration systems.
4. Ammonia Carriers:
o Specialized for carrying ammonia, which can be transported under refrigerated conditions
(usually -33°C) or under pressure.
Precautions During Loading, Carriage, and Discharge of Liquefied Gases:

1. Loading Precautions:
➢ Pre-loading checks:
o Before loading begins, ensure that all cargo tanks, pipelines, valves, and other equipment
are inspected for integrity and functionality. Any faults, leaks, or damage must be repaired
before the cargo can be loaded.
o Check that all cargo pumps, gauges, and control systems are functioning correctly to handle
the liquefied gas at the required pressure and temperature levels.
➢ Tank cooling (pre-cooling):
o Cool down the cargo tanks to the required temperature before loading begins, especially for
cryogenic cargo like LNG or ethylene. This process is done gradually to avoid thermal shock,
which could cause damage to the tank structures or insulation.
o Use vapors from the liquefied gas cargo or liquid nitrogen to cool the tanks. The pre-cooling
process must be carefully monitored to ensure even cooling across all tanks.
➢ Inerting:
o Cargo tanks are inerted with inert gas (usually nitrogen or carbon dioxide) before loading
to displace any oxygen, preventing the formation of flammable gas-air mixtures. This
ensures a safe atmosphere for loading flammable gases.
o Verify the oxygen levels in the tanks before loading; they should be reduced to below 5%
to avoid combustion risks during loading.
➢ Temperature control:
o Monitor the temperature of the cargo as it is being loaded to ensure that it remains within
the allowable limits. If the temperature rises too high, the cargo may start to vaporize,
leading to pressure build-up in the tanks.
➢ Monitoring and gas detection:
o Continuous gas monitoring systems should be in place around the loading area, pipeline
systems, and vent stacks to detect any leaks of flammable gases.
o Ensure proper ventilation in spaces near cargo-handling equipment to avoid the
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accumulation of toxic or explosive gas vapors.

➢ Communication:
o Ensure that the ship’s crew and the shore personnel handling the loading operation maintain
open and clear communication at all times.
o Establish clear emergency procedures in case of a leak or equipment failure during the
loading process.
2. Precautions During Carriage:
➢ Pressure and temperature monitoring:
o Continuously monitor the pressure and temperature inside the cargo tanks. This is crucial
to prevent gas vaporization and maintain the cargo in its liquid state.
o Alarms should be in place to warn of any deviation from acceptable limits.
➢ Tank insulation and cooling:
o The insulation systems of the tanks must be regularly inspected to ensure they are
performing effectively, minimizing heat ingress from outside.
o For refrigerated cargoes, ensure that the refrigeration plant is operating efficiently and
maintaining the cargo at the required low temperatures.
➢ Inert gas maintenance:
o Inert gas must be continuously supplied to void spaces around the cargo tanks to ensure
no oxygen enters the spaces, which could lead to an explosive atmosphere if any gas leaks
occur.
o Regularly check the inert gas system for leaks, flow rates, and purity.
➢ Cargo stability:
o Ensure that the liquid cargo remains stable within the tanks. This includes monitoring the
tank levels and performing ballast adjustments if necessary to maintain vessel stability.
o Ensure cargo boil-off is handled properly, either by reliquefying the vapors or safely venting
them through a controlled process.
➢ Safety zones and alarms:
o Maintain clear safety zones around the cargo tanks and cargo-handling systems. Ensure
that gas detectors, fire alarms, and emergency shutdown systems are in place and
operational.
➢ Environmental precautions:
o Adhere strictly to pollution prevention protocols under MARPOL, ensuring that there are no
accidental releases of gas into the environment. In case of a leak, emergency shutdown
systems and venting mechanisms must be engaged immediately.
3. Discharge Precautions:
➢ Controlled discharge:
o Discharge the cargo gradually to prevent rapid temperature or pressure changes that could
damage the tanks or the associated discharge equipment.
o Continuously monitor discharge rates and adjust accordingly to ensure the safe transfer of
the cargo.
➢ Monitoring cargo handling equipment:
o During discharge, ensure that cargo pumps, valves, and pipelines are functioning properly
and are free of leaks.
o Regularly inspect pumps and pipelines to prevent mechanical failure during discharge
operations.
➢ Vapor handling:
o Manage vapor return systems effectively to handle any gas vapors generated during the
discharge process, particularly for gases like LNG that boil off at low temperatures.
o If the ship has a reliquefaction plant, ensure it is operating correctly to convert vapor back
into liquid and return it to the cargo tanks.
➢ Tank warm-up after discharge:
o Once the cargo is fully discharged, warm the cargo tanks slowly and uniformly to avoid
thermal stress, which could cause cracks in the tank walls or insulation damage.
o Ensure the gradual introduction of warmer air or gas to prevent the formation of moisture,
which could freeze during the next loading operation.
➢ Communication:
o Maintain clear and effective communication with shore personnel during discharge to
coordinate operations and respond to any issues or emergencies.
o Follow established discharge procedures to avoid any accidental spills or releases of gas.
Types of Gas Carriers as per the IGC Code:
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The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC
Code) categorizes gas carriers based on the nature of the cargo they carry and the safety measures
required to protect the cargo in the event of an accident. Gas carriers are specially designed to transport
liquefied gases such as LPG (Liquefied Petroleum Gas), LNG (Liquefied Natural Gas), and other liquefied
gases under controlled temperature and pressure conditions.
1. Fully Pressurized Gas Carriers
➢ Cargo Nature: These vessels carry gases in a pressurized state at ambient temperature. The cargo
is kept in the liquid form by maintaining a high pressure (usually around 17 bar).
➢ Protection in Case of Accident:
o The tanks are built to withstand high pressure, with robust materials such as steel to contain
the cargo under extreme conditions.
o Fully pressurized vessels are relatively small and simple in design compared to other types
of gas carriers.
➢ Typical Cargo: Butane, propane, LPG.
2. Semi-Pressurized and Refrigerated Gas Carriers
➢ Cargo Nature: These vessels carry gases at a moderate pressure and low temperature. The cargo
is partly pressurized and partly refrigerated to maintain the gas in liquid form.
o Semi-pressurized tanks are made of high-strength materials and are designed to withstand
moderate pressure and low temperatures.
o The refrigeration system maintains the cargo at a temperature that reduces the vapor
pressure, minimizing the risk of a large vapor release in case of an accident.
➢ Typical Cargo: Ammonia, butadiene, LPG, propylene.
3. Fully Refrigerated Gas Carriers
➢ Cargo Nature: These vessels carry gases in a fully refrigerated state, at temperatures close to their
boiling point under atmospheric pressure.
o The cargo is kept at extremely low temperatures (around -50°C to -104°C) to remain in
liquid form. The tanks are insulated to prevent heat ingress, which could raise the
temperature and cause vaporization.
o Fully refrigerated vessels are larger, with containment systems designed to absorb energy
in case of an accident, reducing the likelihood of catastrophic failure.
➢ Typical Cargo: LPG, ammonia, ethylene.
4. Ethylene Carriers
➢ Cargo Nature: These are specialized gas carriers designed to transport ethylene in liquid form at
temperatures below its boiling point (-104°C).
o Ethylene carriers are equipped with advanced refrigeration systems to maintain the required
low temperatures. The tanks are fully insulated to minimize temperature changes.
o The tanks are constructed to withstand both low temperature and moderate pressure,
preventing catastrophic failures in case of an accident.
➢ Typical Cargo: Ethylene.
5. LNG Carriers
➢ Cargo Nature: These vessels are designed specifically for the transportation of Liquefied Natural
Gas (LNG) at extremely low temperatures (around -163°C) and atmospheric pressure.
o LNG carriers are equipped with membrane tanks or Moss-type spherical tanks, which are
designed to contain the LNG even in the event of a breach.
o The tanks are double-walled and insulated to maintain the low temperature, with backup
systems in place to manage boil-off gas safely.
o Advanced safety systems include gas detection, pressure relief systems, and emergency
shutdown systems.
➢ Typical Cargo: LNG.
Types of Containment Systems (Defined by the IGC Code):

The IGC Code also defines containment systems for gas carriers, based on the ability to handle cryogenic
liquids and pressure. These systems are designed to ensure the safe storage and handling of liquefied
gases during transportation:
1. Type A Tanks (Independent Tanks):
➢ These are prismatic tanks made from materials capable of withstanding low temperatures.
➢ Common in fully refrigerated ships carrying LPG and ammonia.
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➢ Requires a secondary barrier and insulation to prevent leakage of liquefied gas.

2. Type B Tanks (Independent Tanks):
➢ These are either spherical (Moss-type) or prismatic tanks.
➢ Designed to reduce the risk of structural failure under pressure.
➢ The tanks undergo extensive fatigue and fracture analysis.
➢ Often used for LNG and can carry gases under low pressure at cryogenic temperatures.
➢ The spherical design eliminates the need for a secondary barrier.
3. Type C Tanks (Pressure Vessels):
➢ These are cylindrical tanks designed to carry liquefied gases under high pressure, often used in
fully pressurized or semi-pressurized gas carriers.
➢ The tanks are self-supporting and do not require secondary barriers.
➢ Commonly found on semi-pressurized and fully pressurized LPG carriers.
IGC Code: Boiling Point

The boiling point of a liquefied gas is the temperature at which the liquid turns into a vapor at a given
pressure, typically at atmospheric pressure (1 atmosphere or 101.3 kPa).
➢ Relevance to IGC Code: The boiling point of a cargo is important for the design and operation of
liquefied gas carriers. Liquefied gases such as LNG and LPG are stored at temperatures below their
boiling point to maintain them in a liquid state. For example, LNG has a boiling point of approximately
-162°C, meaning it must be kept at or below this temperature during transport.
➢ Impact on Cargo Handling: The boiling point affects the cargo containment system, insulation
requirements, and operational procedures, as liquefied gases can evaporate quickly when exposed to
higher temperatures, creating a risk of over-pressurization.
IGC Code: Cargo Containment System Hold Space

The hold space refers to the space surrounding the cargo containment system within the hull of the vessel.
➢ Function: The hold space acts as a protective area surrounding the cargo containment tanks and
provides a buffer between the containment system and the hull of the ship.
➢ Key Requirements in the IGC Code:
o The hold space is usually uninsulated but must be designed to accommodate leakage or failure
of the containment system.
o The IGC Code requires the hold space to be equipped with inert gas systems or dry air systems
to prevent the accumulation of flammable gases in the event of leakage.
➢ Monitoring: The hold space is monitored for leak detection, temperature control, and pressure
variations to ensure safe containment and to detect any early signs of potential failures in the primary
containment system.
IGC Code: Inter-Barrier Space

The inter-barrier space is the space located between the primary barrier (the cargo tank) and the
secondary barrier (the outer containment or insulation layer) in a type B or membrane containment
system.
➢ Function: The inter-barrier space provides an additional layer of protection in case the primary barrier
(cargo tank) fails. It ensures that any leaked liquefied gas does not escape into the hull or hold space
of the vessel, preventing damage to the structure or creating an unsafe atmosphere.
➢ Key Features:
o In containment systems where a secondary barrier is required (such as membrane tanks), the
inter-barrier space acts as a protective layer to contain any leakage from the primary barrier.
o This space is also equipped with gas detection systems and may have a pressure-relief system
to prevent over-pressurization in case of a leak.
➢ Monitoring: Continuous monitoring of the inter-barrier space for gas leaks, temperature changes, and
pressure variations is essential to ensure the safe containment of the liquefied gas.
IGC Code: MARVS (Maximum Allowable Relief Valve Setting):

MARVS refers to the Maximum Allowable Relief Valve Setting, which is the highest pressure that the cargo
tank is designed to withstand, as determined by the pressure relief valve settings.
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➢ Function: The MARVS is critical to maintaining the structural integrity of the cargo tank and preventing
over-pressurization during the voyage. The pressure relief valves are set to open when the pressure
within the tank exceeds the MARVS, releasing vapor or gas to reduce the pressure.
➢ IGC Code Requirement:
o The IGC Code specifies that each cargo tank must be fitted with pressure relief valves capable
of preventing the pressure from exceeding the MARVS by more than 20%.
o The MARVS must be carefully calculated based on the design, operational conditions, and safety
margins for each type of liquefied gas being carried.
➢ Importance: The MARVS ensures that the cargo tanks remain within safe pressure limits, even under
operational stresses such as temperature variations, vapor pressure changes, and potential cargo
evaporation.
Classification of Ships as per Survival Capability under IGC Code

The IGC Code classifies gas carriers based on their survival capability in the event of a collision or accident.
This classification determines the ability of the ship to remain afloat and retain its cargo containment
integrity after suffering damage. The categories are based on the location of the cargo tanks relative to
the ship’s structure and the potential for damage.
1. Type 1G Ships
➢ Survival Capability: These ships are designed to carry the most hazardous cargoes that pose the
highest risk to the environment or human life in case of a spill.
➢ Tanks are located in the safest areas of the ship, usually deep within the hull and away from the
outer shell to minimize the chance of rupture in case of an accident.
➢ Typical Cargoes: Toxic or highly flammable gases.
➢ Sketch:
o Cargo tanks are positioned well within the hull, with a large distance between the outer shell
and the tanks for additional protection.
2. Type 2G and Type 2PG Ships
➢ Survival Capability: These ships are designed to carry moderately hazardous cargoes. They are
built to withstand damage from collisions and grounding, but the protection level is less stringent
than Type 1G.
➢ Type 2G ships have cargo tanks located away from the ship's outer shell, though not as deep as
Type 1G.
➢ Type 2PG ships have a combination of pressurization and refrigeration to provide added safety,
and their cargo tanks are still located with a safety margin from the outer hull.
➢ Typical Cargoes: Ammonia, butane, propane.
➢ Sketch:
o Tanks are positioned a little closer to the hull compared to Type 1G, but still at a safe
distance from the outer shell.
3. Type 3G Ships
➢ Survival Capability: These ships are designed to carry less hazardous cargoes that present a lower
risk in case of an accident. The cargo tanks are placed closer to the outer shell, but the construction
is still sufficient to prevent breaches under normal conditions.
➢ Typical Cargoes: LPG, LNG.
➢ Sketch:
o Cargo tanks are placed relatively close to the hull, with minimal separation, suitable for
cargoes that pose less environmental risk.
Different Methods of Carriage of Liquefied Gases

The transportation of liquefied gases by sea requires special containment systems to maintain the gas in
a liquid state under controlled temperature and pressure. The IGC Code (International Gas Carrier Code)
outlines the approved methods for the safe carriage of liquefied gases. These methods are primarily based
on how the gas is kept in liquid form—either by pressurization, refrigeration, or a combination of both.
Below are the main methods of carriage for liquefied gases:
1. Fully Pressurized Carriage

Description:
➢ In this method, the gas is carried in a liquid state under high pressure at ambient temperature. No
refrigeration is used, and the gas is compressed into liquid form by increasing the pressure inside
the tanks.
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Key Features:
➢ Pressure Levels: The pressure inside the tanks typically ranges from 17 bar to 18 bar.
➢ Tank Construction: Fully pressurized tanks are built to withstand high pressure and are usually
constructed of carbon steel or high-strength alloys.
➢ Ambient Temperature: The cargo is carried at the surrounding environmental temperature, with
no additional cooling systems needed.
Advantages:
➢ Simplicity: Fully pressurized tanks do not require refrigeration, making them simpler in design and
operation.
➢ Smaller Vessels: Vessels using this method tend to be smaller and are mainly used for short sea
voyages or in regions where high-pressure infrastructure is available.
Typical Cargoes:
➢ LPG (Liquefied Petroleum Gas), propane, butane.
2. Semi-Pressurized and Refrigerated Carriage

Description:
➢ This method uses a combination of moderate pressure and partial refrigeration to carry the gas in
liquid form. The pressure is lower than fully pressurized systems, but the gas is kept at a lower
temperature to minimize vapor pressure.
Key Features:
➢ Moderate Pressure: The cargo is carried under moderate pressure (typically between 5 bar and 9
bar).
➢ Partial Refrigeration: The cargo is cooled to a temperature between -10°C and -50°C, depending
on the type of gas.
➢ Insulated Tanks: The tanks are insulated to prevent heat ingress and maintain the cargo
temperature.
Advantages:
➢ Flexibility: This method allows for the carriage of a wider range of liquefied gases, including those
that are not suitable for fully pressurized or fully refrigerated systems.
➢ Lower Pressure: By reducing the pressure, the tanks do not need to be as robust, lowering
construction costs compared to fully pressurized systems.
Typical Cargoes:
➢ LPG, propylene, ammonia, butadiene.
3. Fully Refrigerated Carriage

Description:
➢ In fully refrigerated carriage, the gas is carried at atmospheric pressure or very low pressure, and
kept in a liquid state through full refrigeration at extremely low temperatures. This method is used
for large quantities of liquefied gases.
Key Features:
➢ Atmospheric Pressure: The cargo is carried at near atmospheric pressure.
➢ Low Temperatures: The gas is maintained at a temperature near its boiling point under atmospheric
pressure (e.g., -104°C for ethylene and -50°C for LPG).
➢ Large Tanks: Fully refrigerated vessels can have large tank capacities, allowing them to carry
significant quantities of cargo.
Advantages:
➢ Cost-Effective for Large Volumes: This method is ideal for long voyages and large cargo volumes,
as the lower pressure and large tanks reduce transportation costs.
➢ Less Pressure, More Safety: By using lower pressure, the risks associated with high-pressure
containment are minimized.
Typical Cargoes:
➢ LPG, ammonia, ethylene, butane.
4. Ethylene Carriers
Description:
➢ Ethylene carriers are specialized gas carriers designed to transport ethylene at temperatures below
its boiling point (-104°C) and at atmospheric pressure.
Key Features:
➢ Low Temperature: Ethylene is kept in liquid form at -104°C, which requires advanced refrigeration
systems.
➢ Insulated Tanks: The tanks are heavily insulated to maintain the low temperature and minimize
heat transfer from the surrounding environment.
➢ Pressurization: Ethylene carriers also have the ability to pressurize the cargo slightly, to prevent
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vaporization during loading and unloading operations.

Advantages:
➢ Specific Use: Ethylene carriers are designed to handle the unique properties of ethylene, which
cannot be transported using standard gas carriers.
Typical Cargo:
➢ Ethylene.
5. Liquefied Natural Gas (LNG) Carriage

Description:
➢ LNG carriers transport Liquefied Natural Gas (LNG) at atmospheric pressure and extremely low
temperatures (-162°C). This method uses advanced refrigeration and insulation systems to keep
the gas in a liquid state.
Key Features:
➢ Atmospheric Pressure: The LNG is carried at or near atmospheric pressure.
➢ Ultra-Low Temperature: LNG must be kept at -162°C to remain in liquid form.
➢ Specialized Tanks: LNG carriers typically use membrane tanks or Moss-type spherical tanks to
contain the LNG and prevent heat ingress.
➢ Boil-Off Gas Management: LNG carriers are designed to handle boil-off gas, which is vaporized LNG
that results from slight heat ingress. This gas is either reliquefied or used as fuel for the ship's
propulsion.
Advantages:
➢ Large Volumes: LNG carriers are designed to transport large quantities of gas over long distances.
➢ Efficiency: LNG can be transported more efficiently in liquid form due to the lower volume compared
to its gaseous state.
Typical Cargo:
➢ LNG (methane, ethane).
6. Compressed Natural Gas (CNG) Carriage

Description:
➢ Compressed Natural Gas (CNG) is transported at high pressure (around 200 to 250 bar) in large
cylindrical tanks. CNG carriage is less common than LNG due to its limitations in cargo volume and
transport efficiency.
Key Features:
➢ High Pressure: The gas is carried at very high pressure in specially designed cylindrical or spherical
pressure vessels.
➢ Ambient Temperature: No refrigeration is used, and the gas is carried at ambient temperature.
➢ Smaller Vessels: CNG vessels are typically smaller than LNG carriers due to the high-pressure
requirements.
Advantages:
➢ No Refrigeration: CNG carriage does not require the complex refrigeration systems needed for LNG.
➢ Simpler Infrastructure: Loading and unloading infrastructure for CNG is simpler compared to LNG.
Typical Cargo:
➢ Natural gas (methane).
Re-Liquefaction of Gas:
Re-liquefaction is the process of turning vaporized gas back into its liquid form. On gas tankers, particularly
those carrying liquefied gases like LNG (Liquefied Natural Gas) or LPG (Liquefied Petroleum Gas), a small
amount of the liquid cargo naturally evaporates due to heat ingress. This process is known as boil-off. To
prevent the buildup of pressure in the cargo tanks and to minimize cargo loss, the vaporized gas is re-
liquefied and returned to the tanks in liquid form.
Re-liquefaction is critical for maintaining the cargo in a stable condition throughout the voyage and
ensuring the vessel operates safely by preventing dangerous over-pressurization of cargo tanks.
Procedure of Re-Liquefaction on Gas Tankers:

The re-liquefaction process on gas tankers involves cooling the vaporized gas to a temperature at which
it returns to its liquid state. This process typically requires specialized equipment, including compressors
and heat exchangers, depending on the type of gas being carried.
1. Components of a Re-Liquefaction System

➢ Compressors: The vaporized gas from the cargo tanks is first drawn into compressors, where it is
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compressed. Compressing the gas increases its temperature and pressure.

➢ Heat Exchangers: After compression, the hot gas is passed through heat exchangers or condensers
where it is cooled using refrigerants or cold sea water. This cooling lowers the temperature of the
gas and converts it back into a liquid state.
➢ Expansion Valves: The liquid is then passed through expansion valves, where it expands and cools
further, ensuring it remains in liquid form under reduced pressure.
➢ Return to Cargo Tanks: Once re-liquefied, the liquid is returned to the cargo tanks to maintain the
required volume and pressure of the liquid cargo.
2. Re-Liquefaction Process for Different Gases

➢ LNG (Liquefied Natural Gas) Carriers:
o LNG is carried at very low temperatures (around -162°C) and atmospheric pressure. Due to
the extreme temperature difference between the cargo and the environment, boil-off gas
(BOG) is a common occurrence.
o On LNG carriers, boil-off gas may be handled in two ways:
1. Re-liquefaction: The vaporized LNG is compressed and cooled back into a liquid form
using advanced refrigeration systems.
2. Boil-Off Gas as Fuel: Some LNG carriers use boil-off gas as fuel for the ship’s engines,
reducing the need for re-liquefaction and enhancing fuel efficiency.
➢ LPG (Liquefied Petroleum Gas) Carriers:
o LPG is carried at moderate temperatures and pressures. Re-liquefaction of LPG vapor is
relatively easier compared to LNG due to its less extreme temperature and pressure
requirements.
o The re-liquefaction process on LPG carriers involves compressing the vapor and cooling it
using sea water or refrigerants in heat exchangers to condense the gas back into liquid
form.
3. Types of Re-Liquefaction Systems

➢ Partial Re-Liquefaction System:
o Commonly used on LPG carriers.
o In this system, only part of the vaporized gas is re-liquefied and returned to the tanks. The
remaining gas may be used as fuel or vented in controlled conditions if permitted.
➢ Full Re-Liquefaction System:
o Typically found on LNG and fully refrigerated LPG carriers.
o This system re-liquefies all of the vaporized gas and returns it to the tanks, ensuring no
cargo is lost as vapor. It is more energy-intensive but ensures maximum cargo retention.
4. Safety Considerations
➢ Pressure Control: Re-liquefaction systems are crucial for maintaining tank pressure within safe
limits. Without re-liquefaction, excessive pressure could build up, leading to dangerous conditions.
➢ Temperature Control: Efficient re-liquefaction ensures that the cargo is kept at the required low
temperatures to remain in liquid form, preventing vapor buildup and maintaining safe operating
conditions.
➢ Monitoring and Automation: Re-liquefaction systems are highly automated and monitored
continuously to ensure the system operates efficiently and safely. The system automatically adjusts
to changing conditions, such as variations in boil-off gas rates.
Cooling Down of Tanks on Gas Tankers

Cooling down of tanks is a critical process on gas tankers that carry liquefied gases like LNG (Liquefied
Natural Gas) and LPG (Liquefied Petroleum Gas). The primary objective of cooling down the cargo tanks
is to lower their temperature to a level close to that of the liquefied gas before loading. This process is
necessary to minimize thermal stress on the tanks and reduce the rate of boil-off gas (BOG) during the
loading process.
Why Cooling Down is Necessary

➢ Thermal Shock Prevention: Liquefied gases are often carried at extremely low temperatures (e.g., -
162°C for LNG). If cargo tanks, which are at ambient temperature, were to be filled with cryogenic
liquids without cooling down first, it could cause thermal shock, leading to damage or cracking of the
tank structure due to the rapid temperature change.
➢ Boil-Off Gas Reduction: When warm cargo tanks come into contact with cold liquefied gases, a large
volume of the gas would immediately vaporize (boil off) to cool down the tanks. By pre-cooling the
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tanks, the amount of boil-off gas is significantly reduced, minimizing cargo loss and preventing
pressure build-up.
Procedure for Cooling Down Tanks

The cooling down of gas tanks involves gradually lowering the temperature of the tank structure by
introducing the cold gas in a controlled manner. This process is carried out using boil-off gas (BOG) or the
liquefied gas itself.
1. Preparation for Cooling Down
➢ Tank Purging and Gas-Freeing: Before cooling down, the tanks must be purged and gas-freed to
remove any inert gas (such as nitrogen or flue gas) that may have been used to inert the tanks
after a previous discharge. This is crucial to prevent contamination of the cargo.
➢ Safety Checks: Ensure that all equipment, piping, and instrumentation are functioning correctly.
Verify that the tank pressure and temperature monitoring systems are in place and operational to
avoid any risk of over-pressurization or freezing.
2. Gradual Introduction of Cold Vapor
➢ Initial Cooling with Cold Vapor: The cooling down process begins by introducing cold vapor from
the cargo, such as boil-off gas (BOG), into the tanks. Cold vapor is circulated through the tank
atmosphere to start lowering the tank’s temperature gradually.
➢ Circulation Fans: Fans are often used to circulate the cold vapor around the tank, ensuring uniform
cooling of the tank walls. This step is critical to avoid localized cooling, which can cause uneven
thermal contraction.
3. Introduction of Liquefied Gas
➢ Small Amount of Liquid: After the initial cooling with vapor, a small amount of liquefied gas (LNG
or LPG) is slowly introduced into the tanks. The liquid vaporizes on contact with the warmer surfaces
of the tank, continuing to cool it down.
➢ Controlled Rate: The rate of liquid introduction is controlled to ensure a gradual temperature drop.
Introducing the liquid too quickly could result in excessive boil-off and over-pressurization, which
could be dangerous.
4. Monitoring Temperature and Pressure
➢ Continuous Monitoring: The temperature and pressure inside the cargo tanks are continuously
monitored during the cooling down process. Temperature sensors are placed at different points in
the tank to ensure uniform cooling.
➢ Pressure Control: As the cargo vaporizes during the cooling process, the pressure in the tank can
increase. The boil-off gas is typically managed by the ship’s re-liquefaction plant, which cools and
re-liquefies the gas or uses it as fuel for the vessel's propulsion system.
5. Completion of Cooling Down
➢ Once the tank reaches a temperature close to the temperature of the cargo (e.g., -162°C for LNG),
the tank is considered ready for loading. The tank pressure is then stabilized, and the loading
process can begin.
Challenges During Cooling Down

➢ Rate of Cooling: Cooling down too quickly can cause damage to the tank due to uneven contraction of
materials, while cooling too slowly can lead to delays and inefficient operations.
➢ Boil-Off Management: Managing the boil-off gas effectively during cooling is crucial to prevent
excessive pressure buildup and cargo loss. On LNG carriers, the boil-off gas is often used as fuel for
the ship's propulsion system, but any excess gas must be re-liquefied or safely vented.
➢ Tank Material Stress: The rapid cooling of the tanks can put stress on the material. The structural
integrity of the tanks must be maintained to avoid cracks or other failures.
Cooling Down Process for Different Gas Cargoes

➢ LNG Cooling Down: For LNG, the cooling down process is critical due to the extremely low carriage
temperature of -162°C. LNG tanks are usually pre-cooled using boil-off gas before introducing
liquefied LNG.
➢ LPG Cooling Down: LPG is carried at higher temperatures compared to LNG, typically around -50°C
to -10°C depending on the type of gas. The cooling down process is less extreme but still essential to
avoid thermal stress.
SIGTTO (Society of International Gas Tanker and Terminal Operators)

SIGTTO is a non-profit organization that plays a key role in promoting safety, best practices, and technical
standards in the gas shipping and terminal industries. It was established in 1979 in response to the
growing need for industry-wide cooperation and standardization in the transportation and handling of
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liquefied gases, such as LNG (Liquefied Natural Gas) and LPG (Liquefied Petroleum Gas).
Roles and Objectives of SIGTTO

1. Promotion of Safe Practices:
➢ SIGTTO's primary mission is to promote the safe, reliable, and efficient operation of gas tankers
and terminals involved in the handling of liquefied gases.
➢ The organization provides guidelines, recommendations, and best practices to ensure the safety
of personnel, ships, terminals, and the environment.
2. Technical Standards and Recommendations:
➢ SIGTTO develops and publishes technical standards and guidelines for gas tanker and terminal
operators to follow, covering areas such as design, construction, equipment, and operations.
➢ These standards are aimed at ensuring uniform safety and operational procedures across the
industry.
3. Information Exchange:
➢ SIGTTO provides a platform for industry stakeholders to exchange information and share
experiences related to gas tanker and terminal operations.
➢ Through conferences, workshops, and publications, the organization facilitates knowledge
sharing, helping members stay informed about new developments, challenges, and solutions in
the gas shipping industry.
4. Industry Representation:
➢ SIGTTO represents the interests of its members at international regulatory bodies such as the
International Maritime Organization (IMO), ensuring that industry concerns and perspectives
are considered in regulatory discussions.
➢ SIGTTO works closely with the IMO in developing international regulations like the International
Gas Carrier (IGC) Code to ensure safe transportation of liquefied gases.
5. Training and Competence Development:
➢ SIGTTO emphasizes the importance of crew training and the development of competence for
personnel involved in gas tanker operations. It supports training programs and guidelines to
ensure that those working on gas tankers and terminals have the necessary skills and
knowledge to operate safely.
➢ This includes promoting the use of simulators and other modern training methods to prepare
personnel for real-world scenarios.
Publications and Guidelines by SIGTTO

1. Standards for the Design and Construction of Gas Carriers and Terminals:
➢ SIGTTO publishes guidelines on the design, construction, and operation of gas carriers and
terminals, ensuring they meet safety standards and are equipped to handle the specific
requirements of liquefied gas cargoes.
2. LNG and LPG Operational Best Practices:
➢ The organization produces best practice guides for the operation of LNG and LPG tankers and
terminals, covering topics such as cargo handling, emergency procedures, and pollution
prevention.
3. LNG Shipping Suggested Best Practices:
➢ One of SIGTTO’s key publications offers comprehensive guidance on the operational and safety
aspects of LNG shipping, providing recommendations for safe navigation, cargo
loading/unloading, and containment system management.
Membership and Global Reach

➢ Membership: SIGTTO’s membership includes gas tanker operators, terminal operators, shipbuilders,
and classification societies. It represents over 200 members from around the world, covering more
than 90% of the global LNG fleet and 50% of the global LPG fleet.
➢ Global Reach: SIGTTO has a global presence and works closely with international organizations,
national governments, and industry bodies to enhance safety standards and promote the safe transport
and handling of liquefied gases worldwide.
Impact on Gas Tanker Operations

1. Enhanced Safety:
➢ Through its guidelines and recommendations, SIGTTO has helped improve safety standards in
the gas shipping industry, reducing the risk of accidents, spills, and other hazardous incidents.
2. Standardization:
➢ SIGTTO's efforts have led to greater standardization in the design, construction, and operation
of gas tankers and terminals, facilitating smoother operations and ensuring compliance with
international regulations.
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3. Industry Collaboration:
➢ The organization fosters collaboration among different stakeholders in the gas industry,
including shipowners, terminal operators, equipment manufacturers, and regulators, enabling
the exchange of ideas and best practices.
Reasons Why LNG Vapor (Methane) is Used as Ship’s Fuel:

On LNG carriers, boil-off gas (BOG), which is primarily methane, is often used as fuel for ship propulsion.
This has become a common practice due to several technical and economic reasons:
1. Efficient Use of Boil-Off Gas
➢ Natural Boil-Off: LNG is transported at extremely low temperatures (around -162°C) to keep
methane in a liquid state. During the voyage, heat ingress causes a small amount of the LNG to
evaporate (boil off) and turn into gas.
➢ Energy Utilization: Instead of wasting this evaporated gas or re-liquefying it (which is energy-
intensive), the boil-off gas is efficiently used as fuel for the ship’s propulsion system. This practice
helps reduce overall energy consumption.
2. Economic and Environmental Benefits
➢ Cost Efficiency: Using methane as fuel reduces the need for additional fuel oil or diesel, leading to
lower operational costs for the ship. Since the gas is already a by-product of the cargo, it makes
sense to utilize it.
➢ Environmental Benefits: Methane burns cleaner than traditional marine fuels like heavy fuel oil
(HFO), producing significantly fewer sulfur oxides (SOx), nitrogen oxides (NOx), and carbon dioxide
(CO₂). This makes it an environmentally friendly alternative that helps reduce the ship’s carbon
footprint.
3. Compatibility with Dual-Fuel Engines
➢ Dual-Fuel Engines: Many LNG carriers are equipped with dual-fuel engines, which can run on both
methane (boil-off gas) and conventional marine fuels like marine diesel oil (MDO). These engines
are specifically designed to burn methane efficiently.
➢ Energy Efficiency: Methane has a relatively high energy content per unit volume, allowing these
engines to achieve high fuel efficiency while providing enough power for ship propulsion.
Why Methane Can Only Be Liquefied by Chilling, Not by Pressure:

1. Low Critical Temperature of Methane
➢ Critical Temperature of Methane: Methane has a very low critical temperature of -82.6°C. The
critical temperature is the highest temperature at which a gas can be liquefied by pressure alone.
Above this temperature, no amount of pressure will convert the gas into a liquid.
➢ Room Temperature Behavior: At room temperature (around 20°C), methane is far above its critical
temperature, meaning that even extreme pressure cannot condense it into a liquid. Therefore,
methane needs to be chilled below its critical temperature to be liquefied.
2. Pressure Alone Is Ineffective
➢ Pressure vs. Temperature: For gases like methane, increasing pressure alone will not cause
liquefaction if the temperature is above the critical point. Methane can only be liquefied by cooling
it to extremely low temperatures (below -82.6°C) and then applying moderate pressure (usually
around 1 bar or atmospheric pressure).
➢ Practicality of Chilling: In practice, LNG (which is primarily methane) is chilled to -162°C and stored
in insulated tanks at atmospheric pressure. This is far more energy-efficient than trying to compress
methane at ambient temperature, which would require unreasonably high pressure and still not
result in liquefaction.
3. High Pressure Challenges
➢ Technical Limitations: Trying to achieve liquefaction of methane by pressure alone at room
temperature would require extremely high pressure that would be impractical for storage or
transportation. Such high-pressure systems would require massive, thick-walled tanks that are
heavy, costly, and dangerous due to the high stresses involved.
➢ Thermodynamic Properties: Methane behaves as a supercritical fluid above its critical temperature,
meaning it will not condense into a liquid regardless of the pressure applied. For practical purposes,
methane must be refrigerated well below its critical temperature for liquefaction to occur.
Pre-Arrival Checklist on Gas Tankers
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A Pre-Arrival Checklist on gas tankers is an essential tool used to ensure that all safety, operational, and
regulatory requirements are met before the vessel arrives at the port for loading or discharging liquefied
gas cargoes such as LNG (Liquefied Natural Gas) or LPG (Liquefied Petroleum Gas). This checklist helps
the crew to prepare the ship, ensuring that all systems are functioning properly and that the vessel
complies with international and local regulations. It also ensures that communication with the terminal
and relevant authorities is well-established.
Here are the key components of a pre-arrival checklist on gas tankers:
1. Documentation and Communication

➢ Verify Documentation:
o Ensure that all relevant shipping documents, including the Cargo Manifest, Bill of Lading,
Certificate of Fitness, and any cargo-specific documents (e.g., Material Safety Data Sheets,
MSDS), are ready and up to date.
o Confirm the International Ship Security Certificate (ISSC) and the ship's International Safety
Management (ISM) Certificate are valid.
➢ Pre-Arrival Notifications:
o Ensure that the Notice of Arrival and Pre-Arrival Communications have been sent to the port
authorities, terminal, and relevant regulatory bodies.
o Confirm that the necessary cargo information (type, quantity, hazards) has been
communicated to the terminal.
➢ Pilotage and Tug Requirements:
o Confirm pilot boarding time and location.
o Verify the arrangement for tug assistance if required for safe berthing and unberthing.
2. Cargo Systems Preparation

➢ Cargo Tanks:
o Pressure and Temperature Checks: Ensure that the cargo tanks are at the correct pressure
and temperature for receiving or discharging cargo. This is crucial for maintaining the safety
and integrity of cryogenic cargoes like LNG.
o Tank Integrity: Verify the structural integrity of the cargo tanks and ensure that there are
no leaks or signs of damage.
o Cooling Down Procedures: If required, ensure that the cargo tanks have been pre-cooled to
the required temperature (e.g., -162°C for LNG) before loading.
➢ Cargo Piping and Valves:
o Check that all cargo piping systems are ready for operation, and inspect valves to ensure
they are functioning correctly.
o Confirm that the cargo transfer system is properly aligned for the intended operation.
➢ Cargo Pumps:
o Verify the operational status of cargo pumps and stripping systems, ensuring they are ready
for use during the cargo transfer.
➢ Inert Gas System (IGS):
o Ensure that the inert gas system (IGS) is operational and ready for use, especially for LPG
carriers that require inerting of cargo tanks to prevent flammable atmospheres.
o Check that oxygen levels are within acceptable limits (usually below 5% for flammable
gases).
➢ Re-Liquefaction System:
o If applicable, confirm that the re-liquefaction system is operational and capable of handling
boil-off gas during the voyage or during discharge operations.
3. Safety Systems and Equipment

➢ Gas Detection Systems:
o Verify that gas detection and alarm systems are functioning properly and that detectors are
calibrated to monitor flammable or toxic gases such as methane or butane.
o Ensure continuous monitoring of cargo areas and other critical spaces for any signs of gas
leaks.
➢ Fire-Fighting Systems:
o Ensure that fire-fighting systems, such as fixed foam systems, water mist systems, and dry
chemical systems, are operational and ready in case of a fire or explosion.
➢ Emergency Shutdown Systems (ESD):
o Test the emergency shutdown (ESD) systems to ensure they can be activated if needed to
halt cargo transfer in case of an emergency.
➢ Personal Protective Equipment (PPE):
o Ensure all PPE (e.g., flame-resistant suits, gloves, respiratory protection) is available and in
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good condition for use during cargo operations.

o Verify that gas detectors and self-contained breathing apparatus (SCBA) are available for
crew working in hazardous areas.
4. Navigational and Mooring Preparation

➢ Navigation Systems:
o Confirm that all navigational equipment, such as radars, GPS, AIS, and communication
systems, are fully operational.
o Ensure that the ship’s course, speed, and estimated time of arrival (ETA) are correct and
communicated to the terminal and port authorities.
➢ Mooring Equipment:
o Inspect mooring lines, winches, and fenders to ensure they are in good condition and ready
for use during berthing operations.
o Confirm the number and types of mooring lines required by the terminal.
5. Pollution Prevention and Environmental Checks

➢ SOPEP (Shipboard Oil Pollution Emergency Plan) / SMPEP (Shipboard Marine Pollution Emergency
Plan):
o Ensure that pollution prevention plans are in place and that the crew is familiar with the
procedures in case of a spill or environmental emergency.
➢ Ballast Water Management:
o Confirm that the Ballast Water Management Plan is being followed and that ballast water
exchange or treatment has been conducted as per international regulations.
➢ Waste Management:
o Verify that garbage, waste oil, and slop tanks are properly managed and ready for disposal
at the port, if necessary.
6. Crew Readiness and Briefing

➢ Crew Familiarization:
o Ensure all crew members are briefed on the cargo operations and their specific roles during
arrival and cargo transfer.
➢ Safety Drills:
o Verify that relevant safety drills, such as fire drills and emergency response drills, have been
recently conducted and recorded.
➢ Cargo Transfer Procedures:
o Ensure that the crew is familiar with the cargo transfer procedures, including emergency
shutdown procedures and response to gas leaks or other incidents.
7. Terminal-Specific Requirements
➢ Terminal Pre-Arrival Checklist:
o Ensure that any pre-arrival documentation or checks required by the receiving terminal
(e.g., pre-arrival checklist) are completed and communicated.
➢ Ship/Shore Safety Checklist:
o Be ready to complete the Ship/Shore Safety Checklist upon arrival, ensuring mutual
understanding between the ship and terminal on safety protocols and communication during
cargo operations.
ICS Data Sheets (International Chamber of Shipping Data Sheets) for Gas Tankers
ICS Data Sheets are detailed documents produced by the International Chamber of Shipping (ICS) that
provide essential safety and operational information about various types of liquefied gases carried by gas
tankers. These sheets are an important resource for ship operators, charterers, and crews involved in the
handling, transportation, and storage of liquefied gases such as LNG (Liquefied Natural Gas), LPG
(Liquefied Petroleum Gas), and other hazardous gases.
Purpose of ICS Data Sheets

The main objectives of ICS data sheets are to:
➢ Provide comprehensive safety guidelines and technical information about the properties, hazards, and
handling requirements of various liquefied gases.
➢ Offer reference material for crew members to follow during cargo operations, ensuring the safe loading,
carriage, and discharge of gas cargoes.
➢ Help ship operators comply with international safety regulations, such as those outlined in the IGC
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Code (International Gas Carrier Code) and MARPOL.
Contents of ICS Data Sheets

ICS Data Sheets typically include the following key information:
1. Cargo Identification
➢ Cargo Name: The specific name of the liquefied gas (e.g., methane, ethylene, propane).
➢ Chemical Formula: The molecular structure of the cargo (e.g., CH₄ for methane).
➢ IMO Class and UN Number: The International Maritime Organization (IMO) classification and United
Nations (UN) number for the cargo, which indicate its hazardous properties.
2. Physical and Chemical Properties
➢ Boiling Point: The temperature at which the gas turns into vapor under atmospheric pressure (e.g.,
-162°C for LNG).
➢ Critical Temperature and Pressure: The temperature and pressure above which the gas cannot be
liquefied by pressure alone.
➢ Flashpoint: The lowest temperature at which the gas can form a flammable mixture in air.
➢ Flammability Limits: The concentration range in which the gas can ignite in air.
➢ Density: Information on the density of the gas in both liquid and vapor phases.
3. Hazards and Safety Considerations
➢ Flammability and Explosion Risk: Details on the flammability hazards of the gas, including lower
and upper explosive limits (LEL and UEL).
➢ Toxicity: Information on the health hazards posed by exposure to the gas, including inhalation,
ingestion, and skin contact risks.
➢ Reactivity: The potential for chemical reactions with other substances or materials, which could
pose additional hazards.
➢ Cryogenic Risks: For gases like LNG, data sheets explain the cryogenic hazards associated with
handling extremely low-temperature substances.
➢ Firefighting Measures: Guidance on firefighting techniques and suitable extinguishing agents for
different types of liquefied gas fires (e.g., dry powder, foam, or CO₂).
➢ Leak and Spill Response: Procedures for handling leaks or spills, including containment, ventilation,
and personal protective equipment (PPE) requirements.
➢ First Aid Measures: Basic first aid guidelines for treating exposure to the gas, including measures
for dealing with frostbite, burns, or inhalation of toxic vapors.
5. Cargo Handling Guidelines
➢ Storage Conditions: Recommendations for storing the gas on board, including temperature,
pressure, and ventilation requirements.
➢ Loading and Discharge Procedures: Best practices for safely loading and discharging the liquefied
gas, including flow rates, temperature control, and use of vapor return lines.
➢ Inerting and Ventilation: Requirements for inert gas systems (IGS) and ventilation during cargo
operations to prevent flammable or explosive atmospheres.
➢ Tank Cleaning: Guidelines for cleaning cargo tanks after discharging gas, including precautions to
avoid contamination or reactivity with cleaning agents.
6. Regulatory Compliance
➢ IGC Code Compliance: References to the applicable sections of the International Gas Carrier (IGC)
Code, which sets safety standards for gas tankers.
➢ MARPOL Annex II and Annex VI: Information on environmental regulations for the discharge of
tank washings and vapors, as well as air pollution control measures.
Usage of ICS Data Sheets on Gas Tankers

1. Operational Planning:
➢ ICS data sheets are used by crew members and officers to plan and prepare for cargo
operations. The information in the data sheets helps ensure that cargo handling is done safely
and in compliance with international regulations.
2. Safety Management:
➢ The sheets provide critical safety information to prevent accidents such as fire, explosion, or
toxic exposure. By adhering to the guidelines, crew members can mitigate risks associated with
transporting hazardous gases.
3. Training and Familiarization:
➢ ICS data sheets are valuable tools for crew training. They help familiarize crew members with
the properties and hazards of the specific gases they will be handling, ensuring they are well-
prepared for cargo operations.
4. Emergency Response:
➢ In the event of an emergency, the ICS data sheets provide quick-reference information on how
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to manage incidents such as gas leaks, fires, or spills. The guidelines ensure that the crew takes
appropriate and effective action to minimize harm to personnel, the ship, and the environment.
Semi-Refrigerated Ship (Liquefied Gas Carrier)

A semi-refrigerated ship is a type of liquefied gas carrier designed to transport liquefied gases, such as
LPG (Liquefied Petroleum Gas), propylene, butadiene, and ammonia, at a combination of moderate
pressure and low temperature. Semi-refrigerated ships offer a balance between fully pressurized and fully
refrigerated gas carriers, providing flexibility in the handling of a wide range of cargoes.
Characteristics of Semi-Refrigerated Ships

1. Moderate Pressure and Refrigeration
➢ Pressure: Semi-refrigerated ships carry liquefied gases at a pressure typically between 5 and 9
bar. This pressure is lower than fully pressurized ships, which carry cargoes at higher pressures
(up to 17 bar).
➢ Refrigeration: The cargo is partially refrigerated to maintain the gas in its liquid state. The
temperature inside the cargo tanks is kept lower than ambient temperature but not as low as fully
refrigerated ships.
o For example, LPG is often transported at temperatures between -10°C and -50°C.
2. Cargo Flexibility
➢ Semi-refrigerated ships are versatile and can carry a wide variety of liquefied gases that require
different levels of pressure and temperature control. This makes them suitable for transporting
multiple types of cargo in different tanks simultaneously.
➢ The ability to adjust pressure and temperature provides greater operational flexibility, especially
when switching between different types of liquefied gases.
3. Cargo Tank Design
➢ Type C Tanks: The cargo tanks on semi-refrigerated ships are typically Type C independent
pressure vessels, made of steel and designed to withstand moderate pressure and temperature
changes.
➢ Insulation: The tanks are insulated to minimize heat ingress, which helps to maintain the low
temperature of the cargo and reduces the need for excessive refrigeration.
4. Cargo Handling Systems
➢ Refrigeration Plant: The ship is equipped with a refrigeration system that cools the cargo during
loading and maintains the temperature during the voyage. This system typically uses refrigerants
like ammonia or Freon to lower the temperature of the cargo.
➢ Cargo Pumps: The ship is fitted with specialized cargo pumps that allow for the safe transfer of
liquefied gases at the required temperature and pressure.
➢ Inert Gas System (IGS): To prevent flammable atmospheres, an inert gas system (IGS) may be
used to keep oxygen levels below the threshold that supports combustion.
5. Re-Liquefaction System
➢ Boil-Off Gas (BOG) Management: During the voyage, a small amount of cargo may evaporate due
to heat ingress, creating boil-off gas (BOG). Semi-refrigerated ships typically have a re-liquefaction
system to cool the vaporized gas and return it to liquid form, minimizing cargo loss and preventing
pressure buildup.
Advantages of Semi-Refrigerated Ships

➢ Operational Flexibility: Semi-refrigerated ships can carry a wide range of cargoes at different pressure
and temperature conditions, making them versatile and useful for multiple types of liquefied gases.
➢ Cost-Effective: The combination of moderate pressure and refrigeration is more energy-efficient than
fully pressurized ships, which require thick, heavy tanks to handle high pressure.
➢ Larger Cargo Capacity: By using both pressure and refrigeration, semi-refrigerated ships can carry
larger volumes of cargo compared to fully pressurized ships, making them suitable for medium- to
long-haul voyages.
Disadvantages of Semi-Refrigerated Ships

➢ Higher Initial Costs: Compared to fully pressurized ships, semi-refrigerated vessels are more expensive
to build due to the need for refrigeration systems and insulation.
➢ Complexity: The cargo handling systems, including the refrigeration and re-liquefaction units, add
operational complexity, requiring skilled crew members to manage the systems effectively.
Typical Cargoes
➢ Liquefied Petroleum Gas (LPG): Propane, butane, and their mixtures are common cargoes carried on
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semi-refrigerated ships.
➢ Ammonia: A toxic and corrosive gas that is transported at low temperatures.
➢ Butadiene: A flammable gas used in the production of rubber and plastics.
➢ Propylene: A by-product of oil refining used in chemical manufacturing.
Loading Procedure of a Semi-Refrigerated LPG Tanker in Accordance with the IGC Code & ISM
Code
The loading procedure for a semi-refrigerated LPG tanker is a highly regulated process, ensuring safety
and compliance with both the International Gas Carrier (IGC) Code and the International Safety
Management (ISM) Code. These codes provide guidelines to minimize risks, ensure safe cargo handling,
and protect the environment during the transportation of liquefied gases such as Liquefied Petroleum Gas
(LPG).
Here is a step-by-step description of the loading procedure, including necessary precautions and
compliance measures according to the IGC and ISM codes:
1. Pre-Loading Preparations
1.1. Documentation and Communication
➢ Pre-Loading Documentation:
o Verify that all cargo-related documents are in place, including the Bill of Lading, Cargo
Manifest, and Certificate of Fitness.
o Ensure that the Material Safety Data Sheet (MSDS) for the LPG cargo is available, outlining
the properties and hazards of the cargo.
➢ Pre-Arrival Communication:
o Establish communication with the terminal and port authorities regarding the vessel's
arrival, cargo to be loaded, and any specific requirements.
o Complete the Pre-Arrival Notification and verify that the necessary permissions from the
port authorities have been granted.
1.2. Ship-Shore Safety Checklist (IGC and ISM Codes)
➢ Ship/Shore Safety Meeting:
o A pre-loading safety meeting must be conducted between the ship’s crew and the shore
terminal to review the Ship/Shore Safety Checklist.
o Discuss the operational procedures, emergency shutdown arrangements, communication
systems, and emergency response plans.
➢ Check Cargo Handling Systems:
o Ensure all cargo handling systems, including cargo pumps, compressors, and refrigeration
systems, are in operational order.
o Test the Emergency Shutdown (ESD) system to ensure it is functioning correctly and can
be activated in case of an emergency.
2. Tank Preparation
2.1. Inerting and Gas-Freeing (IGC Code)
➢ Inerting:
o Before loading, the cargo tanks must be inerted using an inert gas, typically nitrogen, to
reduce the oxygen content to a safe level (below 5%). This is to prevent the formation of a
flammable atmosphere inside the tanks.
➢ Gas-Freeing:
o If the tanks are being used for the first time or after a different type of cargo, they should
be gas-freed and purged to remove any residual gases, preventing contamination or
unwanted reactions.
2.2. Cooling Down of Tanks
➢ Gradual Cooling:
o The tanks must be pre-cooled before loading LPG. This is done by introducing a small
amount of LPG vapor or liquid into the tanks to reduce the temperature gradually,
preventing thermal stress on the tank structure.
o Monitor temperature and pressure throughout the cooling process using temperature probes
and pressure gauges.
➢ Boil-Off Gas Management:
o Any boil-off gas (BOG) generated during the cooling process must be re-liquefied or safely
managed to prevent pressure buildup in the tanks.
3. Loading Operations
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3.1. Establishing Cargo Transfer (IGC Code)

➢ Line-Up of Cargo Systems:
o Align the cargo pipelines, pumps, and valves to ensure a smooth transfer of LPG from shore
to ship. Ensure that the vapor return lines are connected to manage vapor displacement
during loading.
➢ Connection of Loading Arms/Hoses:
o Secure the connection of the ship's loading arms or flexible hoses to the shore facility. These
connections must be checked for leaks and securely fastened to prevent spillage.
3.2. Initial Loading and Controlled Rate
➢ Slow Initial Loading:
o Begin the loading process slowly to monitor the system for any signs of leaks or malfunction.
The cargo should be introduced at a low loading rate to allow the tanks to stabilize in terms
of temperature and pressure.
➢ Gradual Increase in Loading Rate:
o Once the tanks and systems are stable, increase the loading rate gradually to the terminal’s
maximum allowable rate. Continuous monitoring of the cargo temperature, tank pressure,
and liquid levels is required.
3.3. Vapor Management
➢ Vapor Return Line:
o During loading, vapor generated in the cargo tanks due to heat ingress or boil-off must be
returned to the shore facility through the vapor return line. This ensures no excessive
buildup of pressure in the tanks.
➢ Inert Gas Management:
o The inert gas used during inerting must be displaced and vented properly, following
procedures to ensure that no gas mixtures reach flammable concentrations.
4. Monitoring and Safety during Loading

4.1. Continuous Monitoring (IGC and ISM Codes)
➢ Tank Pressure and Temperature:
o Continuously monitor the pressure and temperature of the cargo tanks using onboard
sensors. Ensure that the tanks are within operational limits to prevent over-pressurization
or temperature deviations.
o Ensure that gas detection systems are functioning and continuously monitoring the
atmosphere around cargo areas for any potential leaks or hazardous gases.
4.2. Emergency Shutdown (ESD) System
➢ The Emergency Shutdown System must be ready to activate in the event of an unsafe situation
(e.g., high tank pressure, equipment failure, or gas leak). The ESD system will automatically stop
the cargo transfer to prevent accidents.
4.3. Communication and Coordination
➢ Maintain continuous communication between the ship’s crew and the shore facility. Regular updates
on the loading progress, tank conditions, and any potential issues should be relayed between the
two parties.
5. Completion of Loading and Post-Loading Operations

5.1. Topping Off
➢ Topping Off:
o As the tanks near their maximum capacity, reduce the loading rate and closely monitor the
filling levels to prevent overfilling. Final adjustments are made to ensure that the cargo
reaches the desired volume without exceeding tank capacity limits.
5.2. Disconnection and Securing
➢ Disconnection of Hoses:
o Once loading is complete, the cargo transfer hoses are carefully disconnected, ensuring no
residual cargo or vapor is left in the lines. Proper venting and draining of hoses are
performed.
➢ Securing Cargo Systems:
o Secure all cargo valves, pipelines, and pumps. Verify that the cargo tanks are sealed and
the cargo containment system is secure to maintain the LPG at the required pressure and
temperature for the voyage.
6. Post-Loading Documentation and Reporting (ISM Code)

➢ Cargo Documentation:
o Prepare and review all post-loading documents, including the updated Cargo Manifest, Bill
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of Lading, and Loading Records. Ensure that the final loaded volume, pressure, and
temperature are recorded.
➢ Compliance with ISM Code:
o Ensure all cargo operations are logged in compliance with the ISM Code. Document any
deviations, safety measures taken, or emergency actions, if any.
7. Departure from Port

7.1. Final Safety Checks
➢ Perform final safety checks to ensure that the ship is ready to sail and all cargo-handling systems
are secured. Verify that the vessel is stable and trim for safe navigation.
7.2. Communication with Port Authorities
➢ Notify port authorities and the terminal of the completion of cargo operations, ensuring all
paperwork and formalities are completed before departure.
Deep Well Pump on Liquefied Gas Carriers

A Deep Well Pump is a type of cargo pump widely used on liquefied gas carriers for the safe and efficient
transfer of liquefied gases such as LNG (Liquefied Natural Gas), LPG (Liquefied Petroleum Gas), and other
cryogenic cargoes. These pumps are installed inside the cargo tanks and are specifically designed to handle
liquefied gases at low temperatures and moderate pressures.
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Characteristics of a Deep Well Pump

1. Location and Design
➢ Tank Mounted: Deep well pumps are typically mounted inside the cargo tanks, positioned vertically,
extending from the top of the tank down to the bottom, near the tank sump. This placement allows
the pump to lift the cargo directly from the tank bottom, ensuring efficient cargo discharge.
➢ Pump Type: The pump is a centrifugal pump designed to operate in a cryogenic environment,
handling liquefied gases that are stored at very low temperatures (e.g., -162°C for LNG). It is often
multi-staged to provide the necessary discharge pressure for moving the cargo.
2. Segregation of Motor and Pump Components
➢ Motor Location: The electric motor that powers the deep well pump is mounted outside the cargo
tank, usually on the upper deck of the vessel. This design is critical for keeping the motor separate
from the cold cargo and avoiding exposure to hazardous, flammable vapors inside the tank.
➢ Shaft and Impeller: A long drive shaft connects the motor to the impeller inside the cargo tank.
The shaft runs through a sealed column, ensuring that the cargo does not come into contact with
the motor, which operates in ambient conditions.
3. Cryogenic Operation
➢ Low-Temperature Capability: Deep well pumps are designed to operate efficiently with cryogenic
liquids, handling extremely low temperatures and high vapor pressures. The materials used in the
construction of the pump (such as stainless steel or aluminum alloys) are selected for their ability
to withstand cold temperatures without becoming brittle.
4. Capacity and Efficiency
➢ Variable Speed Control: Deep well pumps often feature variable speed control, which allows the
operator to adjust the pump's discharge rate according to the cargo transfer requirements. This
provides flexibility in loading and discharging operations, as well as more precise control over the
flow of liquefied gas.
➢ High Efficiency: The vertical design and direct positioning inside the tank allow for efficient cargo
handling, minimizing the need for complex piping arrangements. The pump can achieve high
discharge pressures with minimal energy consumption.
Operation of Deep Well Pumps

1. Cargo Loading
➢ During loading operations, the deep well pump may be used to circulate the cargo or assist in
cooling down the tank by circulating liquefied gas within the system.
➢ The pump's ability to circulate cryogenic liquid helps ensure uniform temperature distribution within
the tank during the initial stages of cargo loading.
2. Cargo Discharge
➢ Primary Function: The main use of deep well pumps is during cargo discharge operations. The
pump draws the liquefied gas from the bottom of the tank and pumps it through the discharge
piping to the shore terminal.
➢ Vapor Handling: During discharge, as the liquid level in the tank drops, vapor may form. Deep well
pumps are designed to handle small amounts of vapor along with the liquid, ensuring smooth and
uninterrupted cargo transfer.
3. Stripping Operations
➢ Stripping: At the end of the discharge operation, the deep well pump is used to strip the remaining
liquid cargo from the tank. The pump’s design allows it to continue working effectively even at very
low liquid levels, minimizing the amount of cargo left in the tank.
Advantages of Deep Well Pumps

1. Safe and Efficient Cargo Transfer
➢ The placement of the motor outside the tank and the pump inside ensures the safe handling of
flammable or hazardous cargoes like LNG and LPG. This design prevents exposure to vapors that
could ignite.
➢ The efficient pumping system allows for the quick and controlled transfer of large volumes of
cryogenic cargo, reducing the time spent at terminals during loading and discharging operations.
2. Minimal Cargo Residue
➢ Due to their sump location at the bottom of the cargo tank, deep well pumps are effective at
reducing cargo residue at the end of discharge operations, making tank cleaning easier and
minimizing cargo loss.
3. Low Maintenance
➢ The separation of the motor from the pump and the use of durable materials ensures that deep
well pumps require relatively low maintenance. The external motor makes it easy to inspect, repair,
or replace without the need to enter the cargo tank.
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Disadvantages of Deep Well Pumps

1. Initial Cost
➢ The installation of deep well pumps, with their specialized design and materials to handle cryogenic
liquids, can be expensive compared to conventional pumps.
2. Limited Use in High Vapor Conditions
➢ Deep well pumps can struggle to handle high vapor content, particularly as the liquid level drops
significantly or when transferring highly volatile cargoes. In such cases, vapor return systems must
be used in conjunction with the pump.
IGC Code (International Gas Carrier Code):

The IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases
in Bulk) is an international regulation established by the International Maritime Organization (IMO) that
sets minimum safety standards for the construction, equipment, and operation of ships that carry liquefied
gases in bulk, such as LNG (Liquefied Natural Gas), LPG (Liquefied Petroleum Gas), and other hazardous
gas cargoes.
The IGC Code is mandatory under the International Convention for the Safety of Life at Sea (SOLAS) and
applies to all gas carriers built after July 1, 1986, or any existing gas carrier that undergoes significant
modifications after that date.
Objectives of the IGC Code

1. Safety of Ships and Crew:
➢ The primary objective of the IGC Code is to ensure the safety of the ship and crew when
transporting hazardous liquefied gases. It provides guidelines to minimize the risks of fire,
explosion, or cargo leakage.
2. Environmental Protection:
➢ The IGC Code aims to prevent environmental pollution by regulating the handling, containment,
and transfer of liquefied gases. It mandates measures to prevent cargo releases that could
harm the marine environment.
3. Standardization:
➢ The IGC Code ensures uniformity in the design, construction, and equipment of gas carriers,
providing a global standard that promotes safe and consistent operational practices across the
industry.
Provisions of the IGC Code

1. Design and Construction of Gas Carriers
➢ Tank Design and Containment Systems:
o The IGC Code specifies different types of cargo containment systems (Type A, Type B, and
Type C), depending on the nature of the gas being transported. These systems must be
designed to withstand the pressure, temperature, and dynamic loads associated with
liquefied gas cargoes.
o Insulation and materials used must be able to handle cryogenic temperatures for cargoes
like LNG.
➢ Segregation and Compartmentalization:
o Cargo tanks must be segregated from other parts of the ship, such as the accommodation
and machinery spaces, to minimize the risk of exposure to hazardous vapors or explosions.
2. Cargo Handling and Equipment
➢ Cargo Pumps and Piping:
o The IGC Code defines the requirements for cargo transfer systems, including pumps,
pipelines, and valves. These systems must be designed to prevent leaks and allow for the
safe loading and discharging of liquefied gases.
➢ Inert Gas Systems (IGS):
o The Code mandates the use of inert gas systems to maintain a non-flammable atmosphere
inside the cargo tanks for certain gases, such as LPG, where a flammable environment must
be prevented.
3. Safety and Emergency Systems
o Gas carriers must be equipped with gas detection and alarm systems to monitor cargo
spaces, void spaces, and other critical areas for hazardous gas leaks or vapor build-up.
➢ Fire-Fighting Equipment:
o The IGC Code specifies the types of fire-fighting systems required on gas carriers, including
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fixed dry chemical systems, water sprays, and foam systems designed to respond to gas
fires.
➢ Emergency Shutdown (ESD) Systems:
o Cargo transfer operations must be equipped with Emergency Shutdown (ESD) systems that
can automatically stop the flow of cargo in the event of an emergency, such as over-
pressurization or a fire.
4. Operational Requirements
➢ Crew Training and Competence:
o The IGC Code requires that crew members working on gas carriers undergo specific training
and certification to handle liquefied gases safely. This includes knowledge of the hazards
associated with liquefied gases and the safe operation of cargo systems.
➢ Safety Management System (ISM Code):
o Gas carriers must have a Safety Management System (SMS) in place, following the
International Safety Management (ISM) Code, to ensure compliance with safety and
environmental regulations.
5. Navigation and Ballast Water Management
➢ The IGC Code includes guidelines for the safe navigation of gas carriers, including provisions for
segregated ballast tanks to prevent contamination of cargo spaces with ballast water, ensuring the
ship remains stable during loading and discharging.
Types of Gas Carriers Under the IGC Code

➢ Type 1G: Ships designed to carry the most hazardous cargoes, with the highest level of containment
and protection.
➢ Type 2G and Type 2PG: Ships designed for moderately hazardous cargoes.
➢ Type 3G: Ships designed to carry cargoes with the least hazard, requiring fewer containment
measures.
Importance of the IGC Code

➢ Global Safety Standard: The IGC Code sets a global standard for gas carriers, ensuring that ships built
and operated under the Code meet international safety and environmental requirements.
➢ Risk Management: By enforcing strict guidelines on ship construction, cargo handling, and crew
training, the IGC Code significantly reduces the risks of accidents, fires, explosions, or cargo leaks.
➢ Compliance: Ships not complying with the IGC Code are prohibited from transporting liquefied gases
internationally. This makes adherence to the Code essential for gas carrier operations worldwide.
Difference between Independent Type A, B & C tanks:

Criteria Type A Tanks Type B Tanks Type C Tanks
Definition Independent tanks with Independent tanks designed Independent pressure
prismatic shape designed with advanced stress vessels, typically cylindrical
primarily for refrigerated analysis and capable of or spherical in shape,
gases carried near handling both refrigerated designed for carrying gases
atmospheric pressure. and slightly pressurized at higher pressures.
gases.
Shape Prismatic or box-like Spherical or prismatic shape, Cylindrical or spherical, with
shape for efficient cargo depending on design reinforced walls to handle
space utilization. considerations. high pressure.
Pressure Designed for low Designed for low to Designed for high-pressure
Range pressure (near moderate pressure, usually cargoes, can handle 5 to 18
atmospheric) with up to 0.7 bar. bar or more depending on
internal pressure design.
typically up to 0.7 bar.
Cargoes Primarily used for fully Used for both fully Suitable for pressurized
Carried refrigerated cargoes like refrigerated cargoes (LNG, cargoes like LPG, ethylene,
LNG, LPG and ammonia. LPG) and some semi- and propylene.
pressurized cargoes.
Structural The tank relies on the Requires partial secondary Fully self-supporting pressure
Design double-hull structure of barrier; the design accounts vessel with no need for
the ship for protection; for possible tank failure. secondary barriers. The tank
the tank is not self- Stress analysis is used to is designed to withstand full
supporting. minimize risks. cargo pressure
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independently.
Secondary Full secondary barrier Partial secondary barrier No secondary barrier
Barrier required due to possible required; typically used to required as the tank is
liquid leakage in case of protect in the event of tank designed to handle internal
tank failure. failure. pressure and is fully self-
supporting.
Stress Basic structural analysis Advanced stress analysis Designed using pressure
Analysis without advanced stress using finite element methods vessel standards, with
calculations. (FEM) to predict potential detailed analysis focused on
failure modes. managing internal pressure.
Insulation Tanks are fully insulated Fully insulated to prevent Insulated, but insulation
to maintain the required heat ingress and maintain requirements may vary
low temperatures for low temperatures. depending on pressure and
cargo such as LNG. cargo temperature.
Examples of Commonly found on LNG Typically found on LNG and Found on semi-pressurized
Use carriers for carrying LPG carriers with advanced or fully pressurized LPG
refrigerated liquefied stress analysis for both carriers, suitable for gases
gases at atmospheric refrigerated and moderately requiring higher pressures.
pressure. pressurized cargoes.
Cost and Less expensive but More expensive due to Most expensive due to the
Complexity requires more space due advanced design and stress complexity of the design for
to prismatic shape and analysis but offers more handling high pressure, but
the need for secondary efficient space utilization and requires less space for the
barriers. safety. same volume of cargo.
Space High space utilization Moderate space efficiency Lower space utilization due
Efficiency due to prismatic shape due to spherical or prismatic to cylindrical or spherical
but additional space is design and partial secondary shape, but no secondary
required for secondary barrier requirements. barrier is required.
barriers.
Liquefied Gas Tankers: Difference between Integral Tanks & Membrane Tanks
Criteria INTEGRAL TANKS MEMBRANE TANKS
Definition Integral tanks form an integral part
of the ship’s hull structure. The Membrane tanks are non-self-supporting tanks,
tank itself is not independent, and where the thin membrane contains the cargo,
the hull provides the primary but the structural integrity is provided by the
support. ship’s hull and insulation.
Tank Constructed as part of the ship’s Constructed using a thin membrane (usually
Construction hull, typically using materials that made of stainless steel or Invar) to hold the
can handle cryogenic temperatures cargo, with insulation providing support between
like steel or alloys. the membrane and the ship's hull.
Cargo Types Typically used for non-pressurized
Primarily used for carrying LNG at cryogenic
liquefied gases, including LNG and
temperatures (-162°C), where the cargo is kept
other gases stored at near
at atmospheric pressure.
atmospheric pressure.
Insulation The cargo tanks are often internally Extensive insulation is used between the
insulated to prevent heat ingress membrane and the hull to protect the hull from
and maintain the low temperatures the cryogenic temperatures of the cargo and to
of the liquefied gases. minimize heat ingress.
Secondary No separate secondary barrier is
Full secondary barrier is required. The
Barrier typically needed as the tank itself
membrane is thin and cannot withstand
forms part of the hull structure.
pressure; the insulation and hull provide
The hull serves as both the primary
additional containment in case of leakage.
and secondary containment.
Structural The ship’s hull provides the primary
The insulation and hull provide structural
Support structural support for the tank and
support, with the thin membrane only acting as
cargo. The tank is designed to
a liner. The ship's hull carries the load of the
withstand internal forces caused by
cargo, while the membrane itself is flexible.
the cargo but relies on the hull for
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overall strength.
Space Lower space efficiency due to the Higher space efficiency due to the thin
Efficiency thicker walls required by the hull to membrane, allowing more cargo volume in a
provide strength, which takes up given space, though the insulation may take up
additional space. some volume.
Tank Shape Integral tanks are often prismatic Membrane tanks are usually prismatic in shape,
to maximize the use of space within allowing for optimal cargo volume and efficient
the ship's hull. use of the ship’s internal space.
Risk of Lower risk of leakage due to the
Leakage direct integration with the ship's Higher risk of leakage, which is mitigated by the
hull, but if the hull is compromised, secondary barrier (insulation) designed to
it can lead to significant structural contain any spills if the membrane is breached.
damage.
Maintenance Maintenance of the integral tank is Membrane tanks require careful inspection of
Requirements generally simpler, as it is part of the membrane and insulation layers, and repairs
the hull, but any damage to the can be more complicated due to the layered
hull can directly affect the cargo. construction.
Thermal Membrane tanks are designed to minimize
Integral tanks are designed to
Stress thermal stress through the flexibility of the
handle the thermal contraction and
Handling membrane and the insulation between the tank
expansion of the ship’s hull at
and hull, protecting the hull from cryogenic
cryogenic temperatures.
temperatures.
Common Use Less commonly used on modern Widely used in modern LNG carriers, particularly
LNG carriers, but may still be found for large LNG tankers, due to their high space
in some older vessels. efficiency and lightweight construction.
Cost and Lower construction cost as they are
Higher construction cost due to the complexity
Complexity part of the hull, but more steel is
of the membrane and insulation system, but
required for the hull's strength.
offers better space utilization and lower weight.
Simpler in design but less efficient.
Liquefied Gas Tankers: Difference between Fully Refrigerated & Semi – Refrigerated / Semi –
pressurised gas carrier.
Criteria Semi-Refrigerated / Semi-Pressurized
Fully Refrigerated Gas Carriers
Gas Carriers
Operating Operates at moderate pressure (5-9 bar)
Operates at atmospheric pressure or
Conditions and moderate temperatures (typically -
very low pressure, with the cargo
10°C to -50°C), combining refrigeration
maintained at cryogenic temperatures.
and pressurization.
Cargo Types Suitable for a range of liquefied gases such
Primarily used for fully refrigerated
as LPG, propylene, butadiene, and
liquefied gases such as LPG,
ammonia, which require partial
ammonia, propylene, and ethylene.
refrigeration and pressurization.
Tank Type Usually equipped with Type A or Type Typically equipped with Type C pressure
B tanks, designed for low-pressure vessels, designed for both refrigeration and
cargo at very low temperatures. moderate pressure handling.
Cargo Cargo is carried at cryogenic Cargo is kept at moderate temperatures
Temperature temperatures close to its boiling point (e.g., -10°C to -50°C), cooler than
(e.g., -50°C to -104°C for LPG). ambient, but not cryogenic.
Cargo Pressure Cargo is carried at atmospheric Cargo is carried at moderate pressure
pressure or slightly above (up to 0.25 ranging from 5 bar to 9 bar, depending on
bar). the cargo and ship design.
Cargo Handling Requires refrigeration systems to
Uses a combination of refrigeration
Systems maintain the cargo at extremely low
systems and pressurization, reducing the
temperatures. No significant
need for extreme refrigeration.
pressurization is needed.
Re-liquefaction Often equipped with re-liquefaction Usually equipped with both re-liquefaction
System systems to handle any boil-off gas and compression systems to manage boil-
produced due to heat ingress. off and maintain pressure.
Cargo Transfer Cargo is loaded and discharged at low Cargo is transferred under moderate
pressures using specialized pumps for pressure, requiring pumps that can handle
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cryogenic liquids. both pressurized and refrigerated cargo.

Cargo Requires insulated tanks, but less
Highly insulated tanks are required to
Containment insulation is needed compared to fully
minimize heat ingress and maintain
Efficiency refrigerated vessels due to the higher
the low temperature of the cargo.
operating temperature.
Tank Shape Prismatic tanks are commonly used to Cylindrical or spherical Type C pressure
maximize cargo space, especially on vessels are typically used for handling the
larger LNG carriers. moderate pressure cargo.
Vessel Size Fully refrigerated gas carriers are Semi-refrigerated vessels are usually
typically larger vessels capable of smaller or medium-sized, offering flexibility
carrying higher volumes of gas, for both short- and medium-distance
suitable for long-distance trade. voyages.
Cargo Flexibility Limited to refrigerated cargoes that More versatile and able to handle a wider
must be kept at very low range of cargoes with varying temperature
temperatures. and pressure requirements.
Cost and Less expensive than fully refrigerated ships
More expensive to build and operate
Complexity as they combine refrigeration with
due to the extensive refrigeration and
moderate pressurization, reducing
insulation systems.
insulation and equipment costs.
Typical Use Used for short- to medium-distance
Used for long-distance voyages where
voyages, where cargoes like LPG,
fully refrigerated cargoes such as LNG
butadiene, and ammonia require a
and LPG are transported in large
combination of pressurization and
quantities.
refrigeration.
Types of Liquefied Gas Carriers considering survival capacity as per IGC code:
The International Gas Carrier (IGC) Code classifies liquefied gas carriers based on their survival capability
in the event of damage, such as collisions or groundings. This classification ensures that the ships can
withstand certain levels of damage while maintaining the safety of the cargo, crew, and environment. The
classification is determined by the hazard level of the cargo being transported and the design of the cargo
containment system.
Here are the various types of liquefied gas carriers classified by their survival capacity according to the
IGC Code:
1. Type 1G Ships
Survival Capability:
➢ Highest level of protection: These ships are designed to carry the most hazardous cargoes, which
present the highest risk to the environment or human life in the event of a spill.
➢ They must be able to survive significant damage to the ship's hull and still contain the cargo without
leakage.
Cargo Types:
➢ Type 1G ships carry highly hazardous cargoes, such as:
o Toxic and highly flammable gases, including methyl bromide and chlorine.
o Cargoes that, if released, would pose serious risks to human life and the marine
environment.
Tank Location:
➢ Deeply located tanks: The cargo tanks must be located at a safe distance from the outer shell of
the ship (double-hull construction) to minimize the chance of rupture or leakage in the event of an
accident.
Secondary Barrier:
➢ Must be equipped with a full secondary barrier to contain any leakage from the primary tank in
case of failure.
Design Standards:
➢ Stringent design and construction standards to ensure maximum survivability.
2. Type 2G and Type 2PG Ships

➢ Designed to carry cargoes of moderate hazard, where the consequences of a spill or leakage would
be less severe than Type 1G.
➢ These ships are capable of surviving moderate levels of damage, and their containment systems
provide protection in case of hull breaches.
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Cargo Types:
➢ Type 2G ships carry cargoes that present moderate hazards, such as:
o LPG (Liquefied Petroleum Gas), propylene, and ammonia.
➢ Type 2PG ships can carry gases under pressure and partial refrigeration, offering more flexibility in
terms of cargoes.
Tank Location:
➢ The cargo tanks are located at a safe distance from the ship’s outer shell, but less deep than Type
1G.
➢ The design is still intended to reduce the risk of tank rupture in case of an external breach.
Secondary Barrier:
➢ Requires a partial secondary barrier, as the cargo poses a lower risk compared to Type 1G cargoes.
Design Standards:
➢ Less stringent than Type 1G but still requires robust construction to ensure protection against
moderate accidents.
3. Type 3G Ships
➢ Designed to carry low-hazard cargoes that present minimal risk to the environment or human
health in case of an accidental release.
➢ These ships are required to survive minor damage but have less stringent design requirements
compared to Type 1G and 2G ships.
Cargo Types:
➢ Type 3G ships carry cargoes such as:
o LNG (Liquefied Natural Gas), butane, and low-pressure LPG.
➢ These are typically gases that are less toxic and less flammable.
Tank Location:
➢ The cargo tanks can be placed closer to the ship’s outer shell, as the risk of catastrophic failure is
much lower.
➢ The tanks are often self-supporting and designed to handle moderate levels of damage.
Secondary Barrier:
➢ No secondary barrier is typically required for Type 3G ships, as the cargoes carried are less
hazardous.
Design Standards:
➢ The design standards are less stringent than for Type 1G and Type 2G ships, making Type 3G ships
more cost-effective to build and operate.
Comparison Table
Type of Cargo Hazard Survival Cargo Types Tank Secondary

Ship Level Capability Location Barrier
Type 1G Highest hazard Highest Toxic and highly Deep within Full secondary
survivability flammable gases the hull; barrier
(e.g., chlorine, farthest from required
methyl bromide) the outer shell
Type 2G Moderate Moderate LPG, ammonia, Located a safe Partial
hazard survivability propylene distance from secondary
the outer hull barrier
required
Type 2PG Moderate Moderate LPG, ammonia, Safe distance Partial
hazard with survivability propylene from outer hull secondary
pressurized with pressurized barrier
cargo cargo required
Type 3G Low hazard Basic LNG, butane, low- Close to the No secondary
survivability pressure LPG outer hull barrier
required
Membrane Tank Structure in LNG Ships

The membrane tank structure in LNG (Liquefied Natural Gas) ships is designed to carry LNG at cryogenic
temperatures (-162°C) while maximizing cargo capacity and minimizing the weight and volume of the
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containment system. Membrane tanks are non-self-supporting tanks, meaning that they rely on the
support of the ship’s hull for structural integrity. These tanks are widely used in modern LNG carriers due
to their high space efficiency.
Features of Membrane Tank Structure

1. Thin Membrane Lining:
➢ The membrane is the primary barrier between the cargo and the ship's insulation system and
hull. It is typically made of thin metal, such as stainless steel or Invar (a nickel-steel alloy with
a very low coefficient of thermal expansion).
➢ The membrane is 0.7 to 1.5 mm thick, and its main function is to contain the LNG while allowing
the structure to flex and adapt to changes in pressure and temperature.
2. Primary and Secondary Barrier:
➢ Primary Barrier: The thin membrane serves as the primary barrier, directly in contact with the
LNG. It is designed to prevent the cargo from leaking into the insulation.
➢ Secondary Barrier: A secondary barrier is located beneath the primary membrane and provides
an extra layer of protection. If the primary membrane fails, the secondary barrier prevents LNG
from leaking into the ship's hull.
3. Insulation Layers:
➢ Between the membrane and the ship’s hull, there are multiple layers of insulation to minimize
heat transfer. The insulation helps maintain the LNG at -162°C and prevents the ship’s hull
from being exposed to cryogenic temperatures, which could cause structural damage.
➢ The insulation is typically made from materials like polystyrene foam or glass wool, which have
excellent thermal insulating properties.
4. Load-Bearing Hull:
➢ The ship’s hull provides the structural support for the entire tank system. Since the membrane
itself is very thin, it cannot withstand the cargo's weight and pressure; the hull absorbs the
loads generated by the LNG and maintains the overall structural integrity of the ship.
➢ The insulation and membrane are attached directly to the inner side of the hull, ensuring a snug
fit and efficient use of space.
5. Plywood Boxes or Insulation Blocks:
➢ In some designs, the insulation is held in place by plywood boxes or prefabricated insulation
blocks. These blocks help keep the membrane in position and prevent any movement due to
sloshing or pressure changes.
Common Membrane Tank Systems

The two main types of membrane containment systems are:
1. Gaztransport & Technigaz (GTT) NO96 System:
➢ The NO96 system consists of two layers of Invar membrane with plywood boxes filled with
insulation between the membranes and the ship’s hull.
➢ The two membranes act as the primary and secondary barriers, with insulation between them
providing both thermal protection and structural support.
2. GTT Mark III System:
➢ The Mark III system uses a single stainless steel membrane with prefabricated insulation
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panels. The insulation is made of reinforced polyurethane foam and also serves as a secondary
barrier.
➢ The Mark III system offers better space efficiency and is widely used in modern LNG carriers.
Advantages of Membrane Tank Structures

1. Space Efficiency:
➢ The thin membrane allows for maximum cargo volume while minimizing the structural weight.
This makes membrane tanks ideal for large LNG carriers that need to maximize their cargo
capacity.
2. Lightweight Design:
➢ Since the membrane itself is very thin, the overall containment system is lightweight, reducing
the ship's weight and increasing fuel efficiency.
3. Flexibility:
➢ The membrane's flexibility allows it to adapt to thermal contraction and expansion caused by
the extremely low temperatures of LNG without cracking or failing.
Disadvantages of Membrane Tank Structures

1. Complex Construction:
➢ Building and installing the membrane system requires precision and careful insulation
placement, making it more complex and costly than some other types of tank systems.
2. Vulnerability to Damage:
➢ The membrane is thin and delicate, meaning that it can be damaged by sloshing or if the ship
undergoes severe mechanical stress.
Preparation and Loading Operations for a Full Cargo of LNG:

Loading Liquefied Natural Gas (LNG) onto an LNG carrier is a complex and highly controlled operation. It
involves careful preparation of the vessel's systems, ensuring safety and maintaining the cargo at
cryogenic temperatures.
Fig: LNG bulk loading diagram
Below is a step-by-step outline of the preparation and loading procedures for a full cargo of LNG:
1. Pre-Arrival Preparations
1.1. Documentation and Communication
• Pre-Arrival Communication:
o Notify the terminal of the ship's arrival and provide all necessary documentation, including
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the Bill of Lading, Cargo Manifest, and details about the ship's status.
oCoordinate with the terminal regarding the amount of LNG to be loaded, loading rates, and
any specific operational requirements.
• Safety Meeting:
o Conduct a pre-loading meeting between the ship's crew and terminal operators to review
the Ship-Shore Safety Checklist. This ensures mutual understanding of safety procedures,
communication protocols, and emergency shutdown processes.
1.2. Safety Systems Check
• Gas Detection System:
o Test the gas detection systems in the cargo spaces and other relevant areas to ensure they
are fully operational and can detect any LNG vapors.
• Fire-Fighting Equipment:
o Ensure that fire-fighting systems, such as water mist systems and dry chemical systems,
are ready for use.
• Emergency Shutdown (ESD) System:
o Test the ESD system to confirm that it can quickly stop the loading operation in case of an
emergency.
1.3. Cargo Handling Systems Check
• Cargo Pumps and Piping:
o Inspect all cargo pumps, piping, and valves to ensure they are in proper working condition.
• Re-Liquefaction System:
o Check the re-liquefaction plant to ensure it is operational and capable of managing boil-off
gas during loading.
• Inert Gas System (IGS):
o Confirm that the inert gas system is operational and ready to maintain the required oxygen
levels inside the cargo tanks (typically below 5% oxygen).
2. Cargo Tank Preparation

2.1. Inerting and Gas-Freeing
• Tank Inerting:
o If the cargo tanks were previously used for non-LNG cargo or are in an inerted state, they
must be purged using an inert gas (e.g., nitrogen) to reduce the oxygen level in the tank
to a safe level before introducing LNG. This step ensures no flammable atmosphere is
present inside the tanks.
• Gas-Freeing:
o If the tanks are gas-freed, ensure all oxygen has been removed and the tanks are ready to
receive LNG without the risk of a fire or explosion.
2.2. Cooling Down the Tanks
• Introduction of LNG Vapor:
o Before loading the liquid LNG, the tanks must be pre-cooled to prevent thermal shock. This
is done by slowly introducing LNG vapor (boil-off gas) into the tanks. The vapor cools the
tank walls gradually, avoiding rapid temperature changes that could damage the tank
structure.
• Gradual Cooling:
o Slowly reduce the temperature inside the tanks by introducing small amounts of LNG liquid
once the vapor has cooled the tanks sufficiently. The liquid will vaporize on contact with the
warmer tank walls, further reducing the temperature.
• Monitoring:
o Continuously monitor the temperature and pressure during the cooling process to ensure
that the tanks reach the required cryogenic temperature of around -162°C.
3. Loading Operations
3.1. Connection of Loading Arms
• Connecting Loading Arms:
o Securely connect the LNG loading arms from the shore facility to the ship's cargo manifold.
These arms will transfer LNG from the terminal to the ship.
o Ensure that the vapor return line is also connected to allow displaced vapor from the tanks
to return to the shore facility during loading.
• Leak Tests:
o Perform a leak test on the connection points to ensure no LNG vapor or liquid will escape
during loading.
3.2. Starting the Loading Process
• Initial Slow Loading:
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oBegin loading at a slow rate to monitor the system for any irregularities and to allow the
cargo tanks to adjust to the temperature and pressure changes.
• Monitoring Vapor Return:
o Monitor the vapor return line to ensure that displaced vapor from the cargo tanks is being
safely returned to the shore. This prevents pressure buildup inside the tanks.
3.3. Gradual Increase in Loading Rate
• Full Rate Loading:
o Once the initial phase is completed and the system is stable, increase the loading rate to
the agreed maximum, based on the tank’s capacity and the terminal’s equipment.
• Continuous Monitoring:
o Continuously monitor tank pressure, temperature, and loading levels throughout the
operation. Ensure that the ship’s crew and terminal operators remain in constant
communication to address any potential issues.
4. Monitoring and Safety During Loading

4.1. Boil-Off Gas Management
• Boil-Off Gas (BOG):
o As LNG is loaded, heat ingress into the tanks may cause some of the cargo to boil off into
gas form. This boil-off gas (BOG) is typically managed by the ship’s re-liquefaction plant or
used as fuel for the ship's propulsion system, depending on the ship's design.
• Vapor Return Line:
o Ensure that any excess vapor is safely returned to the terminal through the vapor return
line to maintain the correct tank pressure.
4.2. Continuous Safety Checks
• Tank Monitoring:
o Use tank monitoring systems to continuously track liquid levels, temperature, and pressure
in each tank to ensure loading is proceeding safely.
• Gas Detection:
o Regularly check gas detectors for any signs of LNG vapor leaks around the cargo area or
loading manifold.
• Emergency Shutdown:
o Ensure the Emergency Shutdown (ESD) system is ready for immediate activation if any
unsafe conditions are detected.
5. Topping Off and Completion of Loading

5.1. Topping Off
• Reducing Loading Rate:
o As the tanks approach their maximum capacity, reduce the loading rate to avoid overfilling.
Carefully monitor the liquid levels and topping-off levels to prevent overpressurization.
• Final Adjustments:
o Make final adjustments to the loading rate and tank levels to ensure the cargo volume
matches the required amount without exceeding tank limits.
5.2. Disconnecting Loading Arms
• Securing the Tanks:
o Once loading is completed, close all cargo valves and secure the tanks. Ensure that the
cargo is safely contained at the required temperature and pressure.
• Disconnection of Loading Arms:
o Carefully disconnect the loading arms and vapor return lines, ensuring that no LNG or vapor
remains in the lines before disconnection. The lines must be properly drained and vented.
6. Post-Loading Documentation and Departure

6.1. Cargo Documentation
• Completion of Loading Documentation:
o Prepare and verify the Bill of Lading, Cargo Manifest, and other relevant loading documents.
Ensure that both the ship and terminal operators sign off on the loaded volume and the
condition of the cargo.
6.2. Final Safety Checks
• Check for Residual Gas or Leaks:
o Perform final checks around the cargo area and loading manifold to ensure no residual gas
or leaks are present.
• Fire Safety:
o Ensure that all fire safety equipment remains operational and that there are no flammable
atmospheres in the vicinity.
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6.3. Departure from Port

• Notifying Authorities:
o Inform port authorities of the completion of loading and the ship's readiness to depart.
• Navigation and Stability:
o Ensure that the ship is stable and properly trimmed for safe navigation with the full cargo
of LNG before departing from the terminal.
Why Nitrogen Gas is Needed on Liquefied Natural Gas (LNG) Carriers:

Nitrogen gas (N₂) plays a crucial role in the safe and efficient operation of Liquefied Natural Gas (LNG)
carriers. Nitrogen is an inert gas that is non-flammable and chemically unreactive, making it ideal for use
in environments where the presence of flammable gases or oxygen could create hazardous conditions.
Nitrogen is primarily used to enhance safety, maintain cargo integrity, and prevent environmental hazards
during cargo operations on LNG carriers.
Here’s a detailed explanation of why nitrogen is essential on LNG carriers:
1. Inerting of Cargo Tanks

Purpose:
Before loading LNG, the cargo tanks must be made safe by removing oxygen and other reactive gases.
This process is called inerting and is essential to prevent the formation of flammable mixtures inside the
tanks, as LNG is highly flammable.
Nitrogen's Role:
➢ Oxygen Displacement: Nitrogen is used to displace oxygen from the cargo tanks before introducing
LNG. Reducing the oxygen content to a safe level (usually below 5% by volume) ensures that there is
no risk of combustion when the cryogenic LNG is loaded into the tanks.
➢ Inert Atmosphere: Nitrogen creates an inert atmosphere inside the cargo tanks, ensuring that any
residual gases or vapors do not ignite. This is particularly important since LNG vapors, when mixed
with air, can form explosive mixtures.
2. Purging and Gas-Freeing of Cargo Tanks

Purpose:
Cargo tanks must be purged after discharging LNG to remove any residual gas and prepare the tanks for
inspection, maintenance, or a change in cargo. The tanks may also need to be gas-freed, which means
removing all gases, including inert gases, to make the atmosphere safe for personnel entry.
Nitrogen’s Role:
➢ Purging Residual LNG Vapors: After LNG is discharged, nitrogen gas is used to purge the cargo tanks
of residual methane vapor. Nitrogen helps flush out the remaining gas, ensuring that the tank is free
of LNG vapors before it is gas-freed or prepared for another cargo.
➢ Gas-Freeing: After the purging process, nitrogen is often used in conjunction with air to make the
tanks safe for personnel entry or inspection. By first purging with nitrogen, the tank’s atmosphere can
be safely transitioned to air without the risk of igniting flammable LNG vapors.
3. Preventing Contamination of LNG Cargo

Purpose:
LNG is transported in a very pure form, primarily consisting of methane (CH₄). Any contamination from
moisture, oxygen, or other gases can degrade the quality of the LNG or create hazardous conditions.
Nitrogen’s Role:
➢ Prevention of Moisture: Nitrogen is used to prevent the ingress of moisture into the cargo tanks.
Moisture can freeze at the cryogenic temperatures at which LNG is stored (-162°C), forming ice inside
the tanks or pipelines, which can lead to blockages or damage.
➢ Maintaining Purity: By using nitrogen to create an inert environment, the purity of the LNG is
maintained. Oxygen or other contaminants are prevented from entering the tanks, ensuring that the
LNG remains free from impurities that could affect its quality.
4. Use in Cargo Piping and Valves

Purpose:
The cargo piping systems, manifolds, and valves used for loading and discharging LNG must also be purged
and maintained under safe conditions to prevent any ignition or contamination risks.
Nitrogen’s Role:
➢ Purging Piping Systems: Before and after LNG cargo operations, nitrogen is used to purge the cargo
piping systems, manifolds, and valves to remove any flammable LNG vapor or oxygen. This ensures
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that the systems are safe for operation, inspection, or maintenance.

➢ Inerting Piping Systems: During non-operational periods, nitrogen is used to inert the piping systems,
preventing any gas buildup that could lead to hazardous conditions when the systems are reactivated
for cargo handling.
5. Pressurizing and Leak Testing

Purpose:
LNG carriers frequently conduct leak testing of cargo tanks, pipelines, and valves to ensure the integrity
of the cargo containment system. These tests must be conducted using a non-flammable, non-reactive
gas to avoid the risk of explosions.
Nitrogen’s Role:
➢ Leak Testing: Nitrogen is used to pressurize the system during leak tests, allowing operators to safely
check for leaks without introducing any flammable or reactive gases into the system.
➢ Pressurization: After cargo operations, nitrogen is often used to pressurize empty cargo tanks to
maintain a positive pressure inside the tanks, preventing the ingress of oxygen or moisture.
6. Blanketing and Padding

Purpose:
During certain periods of operation, such as during cargo transfer or when the tanks are partially filled,
an inert gas is required to blanket the vapor space in the tanks to prevent the formation of a flammable
atmosphere.
Nitrogen’s Role:
➢ Blanketing the Vapor Space: Nitrogen is used to fill the vapor space above the LNG in the cargo tanks.
This creates a safe, inert layer that prevents oxygen from mixing with the vaporized LNG, thus avoiding
the formation of flammable gas mixtures.
➢ Padding: Nitrogen can also be used to pad or slightly pressurize the vapor space, maintaining an inert
atmosphere and preventing external gases or moisture from entering the tank.
7. Fire Safety
Purpose:
In the event of a fire onboard an LNG carrier, it is essential to prevent the spread of the fire and suppress
any potential ignition sources in areas where LNG vapors might be present.
Nitrogen’s Role:
➢ Inerting Fire-Prone Areas: Nitrogen can be used to inert fire-prone areas, such as cargo holds, engine
rooms, and spaces surrounding the LNG tanks. By displacing oxygen, nitrogen makes it difficult for
fires to ignite or spread.
➢ Emergency Inerting: In case of a gas leak or fire in a hazardous area, nitrogen may be used to inert
the space, reducing the risk of an explosion by removing the oxygen needed for combustion.
Boil-Off on an LNG Carrier

Boil-off refers to the natural evaporation of Liquefied Natural Gas (LNG) from its liquid state into vapor
due to heat ingress into the cargo tanks. LNG is stored at an extremely low temperature of approximately
-162°C (-260°F), which keeps it in a liquid state. Even though LNG tanks are highly insulated, some heat
from the surrounding environment inevitably enters the tanks, causing a small portion of the LNG to
vaporize into gas. This vaporized gas is known as boil-off gas (BOG).
Boil-off is a normal and expected phenomenon on LNG carriers and is managed as part of standard
operating procedures.
Causes of Boil-Off
1. Heat Ingress:
➢ Despite advanced insulation around the cargo tanks, heat from the environment slowly enters
the tanks over time. This causes a small amount of the liquefied gas to absorb enough energy
to vaporize.
2. Movement of the Vessel:
➢ The movement of the LNG within the tanks due to the sloshing caused by the ship’s motion on
the sea can lead to increased contact between the liquid and the tank walls, which are exposed
to heat ingress, increasing the rate of evaporation.
3. Pressure Variations:
➢ As heat enters the tanks, the vaporized gas increases the tank pressure. If the pressure exceeds
operational limits, boil-off gas must be managed to prevent over-pressurization of the cargo
tanks.
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4. Cargo Operations:
➢ During loading and discharge operations, heat can be introduced into the cargo tanks and piping
systems, resulting in a higher rate of LNG vaporization.
Management of Boil-Off Gas (BOG)

Boil-off gas must be managed properly to prevent excess pressure buildup in the LNG cargo tanks. The
methods of managing boil-off gas on LNG carriers include:
1. Boil-Off Gas as Fuel:
➢ Dual-fuel engines on many modern LNG carriers can burn boil-off gas as fuel for ship propulsion.
This method not only manages the boil-off gas but also provides a cost-effective and
environmentally friendly alternative to using conventional marine fuels.
➢ On steam turbine LNG carriers, boil-off gas is burned in the boilers to generate steam for the
ship’s propulsion.
2. Re-Liquefaction Systems:
➢ Some LNG carriers are equipped with re-liquefaction plants that can re-condense the vaporized
boil-off gas back into liquid form. The re-liquefied gas is then returned to the cargo tanks,
minimizing cargo loss and maintaining the cargo's volume.
➢ Re-liquefaction is common on large modern LNG carriers designed for long voyages where the
management of large amounts of boil-off gas is necessary.
3. Pressure Venting (Emergency Only):
➢ In cases where the boil-off gas cannot be used or re-liquefied, or if an emergency arises,
controlled venting of the vapor to the atmosphere may be done to reduce tank pressure. This
is a last-resort measure due to environmental and economic considerations.
Types of Boil-Off
1. Operational Boil-Off:
➢ This is the normal and expected rate of boil-off gas during the operation of an LNG carrier. It is
accounted for in the ship's design and operations and is typically used as fuel or managed by
re-liquefaction systems.
➢ The operational boil-off rate depends on the ship’s insulation, the duration of the voyage, and
environmental conditions.
2. Excessive Boil-Off:
➢ Excessive boil-off occurs when the rate of vaporization exceeds the normal expectations, which
could be caused by damage to the insulation, poor cargo handling procedures, or extreme
environmental conditions. This can lead to pressure build-up in the tanks and requires careful
management.
Boil-Off Rate (BOR)

The Boil-Off Rate (BOR) is a measure of the amount of LNG that vaporizes per day and is usually expressed
as a percentage of the total cargo volume per day. It is influenced by several factors, including:
➢ Quality of insulation: Better insulation leads to a lower BOR.
➢ Voyage duration: Longer voyages may lead to more boil-off, depending on the effectiveness of the
insulation.
➢ Environmental conditions: Higher ambient temperatures will increase heat ingress and thus increase
the BOR.
➢ Ship design: Modern LNG carriers with advanced insulation technology typically have a lower boil-off
rate compared to older vessels.
Importance of Boil-Off Management

1. Safety:
➢ Proper boil-off gas management ensures that the pressure inside the LNG cargo tanks remains
within safe operational limits, preventing the risk of tank over-pressurization or explosion.
2. Economic Efficiency:
➢ Managing boil-off gas efficiently, either by using it as fuel or re-liquefying it, reduces cargo loss
and maximizes the economic value of the LNG transported. Using boil-off gas as fuel also
reduces fuel costs for the ship.
3. Environmental Considerations:
➢ LNG is considered a cleaner-burning fuel compared to traditional marine fuels, so using boil-off
gas as fuel helps reduce emissions of sulfur oxides (SOx), nitrogen oxides (NOx), and carbon
dioxide (CO₂).
➢ Minimizing the need to vent boil-off gas to the atmosphere also reduces the environmental
impact of methane, which is a potent greenhouse gas.
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Single-Stage Re-Liquefaction Plant on Fully Pressurized LPG Ship

Onboard fully pressurized LPG ships, cargoes such as Liquefied Petroleum Gas (LPG), typically butane and
propane, are transported in pressurized tanks at ambient temperatures. However, due to heat ingress and
pressure variations, some of the LPG may vaporize. The single-stage re-liquefaction plant is used to re-
condense these vaporized gases back into liquid form and return them to the cargo tanks, preventing
pressure build-up and ensuring the cargo remains stable during the voyage.
Components of a Single-Stage Re-Liquefaction Plant

1. Compressor:
➢ The compressor is the central part of the re-liquefaction plant. It compresses the vaporized
LPG, which increases its pressure and temperature.
➢ Compressors used are typically reciprocating compressors or screw compressors designed to
handle high-pressure LPG vapor.
2. Condenser:
➢ After the vapor is compressed, it is passed through a condenser. The condenser cools the
compressed vapor using a cooling medium, such as seawater or refrigerants, causing the vapor
to condense back into a liquid.
➢ Heat exchangers or shell-and-tube condensers are commonly used to transfer heat away from
the vapor.
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3. Liquid Receiver:
➢ The condensed LPG liquid is collected in a liquid receiver or separator before being returned to
the cargo tanks. This ensures that only liquid returns to the tanks and any non-condensable
gases are separated.
➢ The receiver also allows for the collection and distribution of the re-liquefied cargo.
4. Expansion Valve:
➢ The liquid is then returned to the cargo tanks through an expansion valve, which helps regulate
the pressure drop when the re-liquefied LPG is returned to the lower-pressure cargo tanks.
5. Cooling System:
➢ The condenser cooling is typically achieved by circulating seawater or using a refrigeration unit
that provides the required cooling effect to ensure the LPG vapors condense properly.
Working Principle of the Single-Stage Re-Liquefaction Plant

1. Vapor Collection:
➢ As the cargo tank heats up due to ambient heat ingress, some of the pressurized LPG will
vaporize, causing the pressure in the cargo tanks to increase. This vapor is extracted from the
vapor space of the cargo tanks and sent to the compressor.
2. Compression:
➢ The extracted vapor is compressed in the compressor, which raises its pressure and
temperature. The vapor must be compressed to a higher pressure to prepare it for
condensation.
3. Condensation:
➢ The hot, compressed vapor is then passed through the condenser, where it is cooled by
seawater or refrigerant. The cooling process causes the vapor to condense back into a liquid
state.
4. Separation and Return to Tanks:
➢ The re-liquefied LPG is collected in the liquid receiver. Any non-condensable gases (such as air
or nitrogen) are separated, and the pure liquid LPG is sent back to the cargo tanks through the
expansion valve.
5. Pressure Control:
➢ By re-liquefying the vapor, the system helps to maintain the pressure in the cargo tanks at the
desired level. This prevents over-pressurization and keeps the cargo stable for the duration of
the voyage.
Advantages of Single-Stage Re-Liquefaction Plant

1. Maintains Cargo Stability:
➢ The primary function of the re-liquefaction plant is to maintain the stability of the cargo by
controlling pressure and preventing excessive vapor formation in the cargo tanks.
2. Prevents Loss of Cargo:
➢ By re-condensing vaporized LPG back into liquid form, the plant ensures that there is minimal
cargo loss due to boil-off, helping maximize the volume of gas delivered to the destination.
3. Prevents Over-Pressurization:
➢ The plant prevents the cargo tanks from becoming over-pressurized by managing vapor
formation, which is critical for the safety of the ship, crew, and cargo.
Disadvantages of Single-Stage Re-Liquefaction Plant

1. Limited Efficiency:
➢ The single-stage system is less efficient than multi-stage systems, particularly when handling
larger cargo volumes or higher vapor generation rates. The system is suitable for fully
pressurized LPG carriers but may not be ideal for other types of gas carriers that handle larger
volumes of boil-off gas.
2. Energy Consumption:
➢ The compressor requires significant energy to operate, and the overall efficiency depends on
the effectiveness of the cooling system. Energy consumption can be a concern in certain
operational conditions.
Operation of the Cascade Type Reliquefaction Plant in a Gas Carrier:

The Cascade Type Reliquefaction Plant is commonly used on liquefied gas carriers, particularly for
transporting LPG (Liquefied Petroleum Gas), ethylene, and other liquefied gases. This system is designed
to reliquefy the cargo vapors that are generated due to heat ingress into the cargo tanks during the
voyage. The reliquefaction system ensures that these vapors are returned to a liquid state and pumped
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back into the cargo tanks, thus preventing cargo loss and maintaining tank pressure.
Basic Principle:
The cascade reliquefaction system operates by using multiple refrigerants with different boiling points.
Typically, a primary refrigerant (such as propane or ammonia) is used to cool the intermediate refrigerant
(such as ethylene), which in turn cools the cargo gas. The process happens in a cascading fashion, with
each refrigerant circuit having its own compressor, condenser, and evaporator.
Components of the Cascade Reliquefaction Plant:

1. Compressors:
➢ There are multiple compressors, each dedicated to one stage of the cascade process (for
primary and secondary refrigerants). Compressors compress the gas to a high pressure,
increasing its temperature.
2. Condensers:
➢ After compression, the hot gas is passed through a condenser where it is cooled by seawater
or another refrigerant. This condenses the gas back into a liquid.
3. Evaporators:
➢ The liquid refrigerant is then expanded and passed through an evaporator, where it absorbs
heat and cools down, allowing it to cool the cargo gas in the next stage of the cascade process.
4. Heat Exchangers:
➢ Heat exchangers are used to transfer heat between different refrigerants and the cargo gas.
These are crucial in maintaining the desired low temperatures for reliquefaction.
5. Expansion Valves:
➢ Expansion valves control the flow and pressure of the refrigerant into the evaporator, where it
evaporates and absorbs heat from the cargo vapor.
6. Vapor Return Line:
➢ The vapor generated in the cargo tanks is directed through the vapor return line into the
reliquefaction plant, where it is cooled and liquefied.
7. Liquid Return Line:
➢ Once the cargo vapor is reliquefied, it is pumped back into the cargo tanks through the liquid
return line.
Operation of the Cascade Type Reliquefaction Plant:

Step-by-Step Operation:
1. Vapor Collection from Cargo Tanks:
➢ During the voyage, cargo tanks containing liquefied gases are subject to heat ingress from the
surrounding environment (sea and atmosphere). This heat causes the cargo to evaporate,
generating vapor in the tank.
➢ To prevent excessive pressure build-up, the vapor is collected from the cargo tanks via the
vapor return line and sent to the reliquefaction plant.
2. Primary Refrigerant Circuit:
➢ The first stage of the cascade system uses a primary refrigerant (such as ammonia or propane),
which is compressed in a primary compressor.
➢ The high-pressure, high-temperature primary refrigerant is passed through a condenser, where
seawater or an air-cooled system cools the refrigerant, condensing it back into a liquid.
➢ The liquid primary refrigerant is then passed through an expansion valve, where it evaporates
in the primary evaporator and absorbs heat from the secondary refrigerant circuit.
3. Secondary Refrigerant Circuit:
➢ The secondary refrigerant (often ethylene) is compressed in the secondary compressor and
cooled in the secondary condenser, where it is condensed into a liquid by heat exchange with
the primary refrigerant.
➢ The secondary refrigerant is then expanded and passed through the secondary evaporator,
where it absorbs heat from the cargo vapor that has been collected from the cargo tanks.
4. Cargo Vapor Cooling and Condensation:
➢ As the cargo vapor passes through the cargo heat exchanger, it comes into contact with the
evaporating secondary refrigerant (ethylene), which cools the cargo vapor down to its
condensation point.
➢ The cargo vapor is reliquefied and turned back into a liquid, which is then sent back to the cargo
tanks through the liquid return line.
5. Recycling of Refrigerants:
➢ Both the primary and secondary refrigerants are continuously recycled within their respective
circuits:
▪ The primary refrigerant cools the secondary refrigerant.
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▪ The secondary refrigerant cools the cargo vapor.

➢ The process continues until the cargo vapor is fully reliquefied, and the tank pressure is
maintained at the desired level.
6. Maintaining Cargo Tank Pressure:
➢ By removing the vapor and reliquefying it, the reliquefaction plant helps maintain the cargo
tank pressure within safe limits, preventing overpressure and potential safety hazards.
7. Monitoring and Control:
➢ The operation of the cascade reliquefaction plant is monitored and controlled using various
sensors and automation systems to maintain the correct temperatures, pressures, and flow
rates in the refrigerant circuits.
Advantages of the Cascade Reliquefaction System:

• Efficiency: The cascade system allows for the use of refrigerants with different boiling points, making
it highly efficient in cooling and reliquefying cargo vapors at various temperatures.
• Flexibility: It can handle a wide range of liquefied gases, including LPG and ethylene, due to its ability
to maintain different temperatures at different stages.
• Safety: By maintaining cargo tank pressures at safe levels, the system reduces the risk of
overpressurization and gas release.
Precautions During Operation:

1. Pressure Monitoring: Ensure that all stages of the system (compressors, condensers, and evaporators)
are operating within their pressure limits.
2. Leak Detection: Regularly monitor for any refrigerant or cargo gas leaks, as both can pose serious
safety risks.
3. Temperature Control: Constantly monitor the temperature of the cargo and refrigerants to ensure they
are maintained at optimal levels for efficient reliquefaction.
4. Maintenance: Regularly service compressors, condensers, and evaporators to prevent mechanical
failures.
5. Emergency Procedures: Ensure that the crew is trained to handle any system malfunctions, and that
emergency shutdown procedures are in place.
Heel Maintained on LPG Ships?

In the context of LPG (Liquefied Petroleum Gas) ships, a heel refers to a small amount of cargo left in the
tanks after discharge operations. The heel serves several important functions in maintaining the safety
and operational readiness of the ship, especially during voyages where the tanks need to be kept at low
temperatures.
1. Cooling and Temperature Maintenance
➢ Maintaining Tank Temperature: The primary reason for maintaining a heel is to keep the cargo
tanks at the required low temperatures. LPG is typically stored at cryogenic temperatures (e.g., -
42°C for propane). Without a heel, the tanks could warm up due to heat ingress, requiring
significant energy and time to cool them down again before the next cargo loading. By keeping a
small amount of LPG in the tanks, it helps maintain the low temperatures required for safe
operation.
➢ Preventing Cargo Tank Expansion: The process of cooling down cargo tanks from ambient
temperature to the required cryogenic temperature induces thermal stress. If tanks are allowed to
warm up and expand, it will take time and energy to cool them down again. The heel prevents
these temperature fluctuations, minimizing thermal expansion and contraction of the tanks.
2. Operational Flexibility
➢ Ready for Immediate Loading: If an LPG carrier is scheduled for another loading, having a heel
ensures that the tanks are already cool, allowing for quick turnaround. The ship can load the next
cargo faster, without needing an extended cool-down period.
➢ Maintaining System Integrity: The presence of a heel allows the ship’s cargo handling systems—
such as pumps, pipes, and valves—to remain in operation and avoid exposure to atmospheric air,
which could lead to corrosion or contamination of the systems. Keeping a heel maintains the entire
cargo system in an inert state, preventing oxygen or moisture ingress.
3. Boil-Off Management
➢ Boil-Off Gas (BOG) as Fuel: On LPG ships, maintaining a heel provides a source of boil-off gas
(BOG) that can be used as fuel for propulsion. The natural vaporization of the heel helps maintain
a consistent supply of gas for use in the ship’s engines or re-liquefaction system.
➢ Pressure Control: The heel also helps with pressure regulation in the cargo tanks. As the heel
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vaporizes due to heat ingress, the vapor can be compressed or re-liquefied, allowing the ship to
keep the cargo tank pressure within safe limits.
4. Inerting and Purging
➢ Preventing Contamination: When LPG tanks are completely emptied and warm up, the tanks may
need to be inerted and purged before loading a new cargo to remove any oxygen or moisture.
Keeping a heel reduces the need for this process by preventing air ingress, which helps avoid
contamination of the next cargo and reduces the risk of creating a flammable atmosphere.
Coolants and their Use on LPG Ships:

Coolants are substances used to remove heat from a system or maintain a low temperature in a process.
On LPG carriers, coolants are essential for maintaining the cryogenic temperatures required for the storage
of liquefied gases like propane and butane. These gases need to be kept at low temperatures to remain in
a liquid state, and coolants play a key role in maintaining these conditions.
Types of Coolants on LPG Ships
1. LPG Itself as Coolant:
➢ LPG as a Cooling Agent: In many cases, LPG itself is used as a coolant. When vapors from the
cargo tanks are compressed and condensed, the liquid LPG can be used to cool down the tanks
during the initial loading process. The vaporization of LPG helps absorb heat, lowering the
temperature inside the tanks.
➢ Re-liquefaction Systems: The re-liquefaction plant on an LPG ship uses the natural vapor from
the cargo (boil-off gas) as a coolant. The gas is compressed and passed through a condenser,
where it is cooled and turned back into a liquid, thereby maintaining the low temperature of
the cargo.
2. Refrigerants:
➢ Refrigeration Systems: Many LPG ships are equipped with refrigeration units that use
specialized refrigerants (such as ammonia or R-134a) in a closed-loop system. The refrigerant
absorbs heat from the cargo through evaporation and then releases the heat during
condensation in the condenser unit.
➢ Indirect Cooling: In some systems, the refrigerant cools a secondary coolant (such as glycol or
brine), which is circulated around the cargo tanks to absorb heat and maintain the cryogenic
conditions required for LPG storage.
3. Seawater as a Coolant:
➢ Seawater Cooling for Condensers: Seawater is often used as a coolant in condensers to cool
down the compressed LPG vapor and convert it back into a liquid form. Seawater is circulated
through heat exchangers or condensers, where it absorbs the heat from the vapor, causing it
to condense.
➢ Heat Rejection: After absorbing the heat, the seawater is discharged back into the ocean,
removing the excess heat from the system and ensuring the cargo remains at its required low
temperature.
Use of Coolants on LPG Ships

1. Cargo Temperature Control
➢ Maintaining Low Temperatures: The primary use of coolants on LPG ships is to maintain the
cryogenic temperatures required to keep LPG in a liquid state. Propane, for example, must be kept
at temperatures around -42°C at atmospheric pressure to remain in liquid form. The coolants
ensure that any heat entering the system is removed, preventing the cargo from vaporizing.
➢ Cooling Down Tanks: Before loading, coolants are used to pre-cool the cargo tanks. This is done to
prevent thermal shock to the tanks and to ensure that the tanks are cold enough to receive the
cryogenic LPG cargo without excessive vaporization.
2. Re-Liquefaction of Boil-Off Gas
➢ Boil-Off Gas Handling: The coolant (seawater, refrigerant, or LPG itself) is essential for the
operation of the re-liquefaction plant, which re-condenses vaporized LPG (boil-off gas) back into a
liquid. This prevents the boil-off gas from building up pressure in the cargo tanks, ensuring the
ship maintains a stable cargo condition.
➢ Energy Efficiency: By re-liquefying the boil-off gas, the coolant helps to minimize cargo loss and
maximize the energy efficiency of the voyage.
3. Vapor Compression and Condensation
➢ Compressing and Condensing Vapors: Coolants are used in conjunction with compressors to
condense the vaporized LPG back into liquid form. The compressor increases the vapor's pressure,
and the coolant (typically seawater or refrigerant) removes the heat from the compressed vapor,
causing it to condense back into a liquid that can be returned to the cargo tanks.
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4. Tank Insulation Support

➢ Preventing Heat Transfer: The use of coolants works in tandem with the ship’s insulation to prevent
excessive heat ingress into the cargo tanks. While the insulation minimizes heat transfer, the
coolants actively remove any heat that does enter, ensuring that the LPG remains in its liquid state.
Hot Gassing-Up on LPG Carriers:

Hot gassing-up refers to the process on an LPG carrier where the cargo tanks are prepared for loading by
introducing warm LPG vapor (usually propane or butane) into the tanks after they have been inerted. The
purpose of this process is to displace the inert gas (such as nitrogen or carbon dioxide) used in the tank
after a previous cargo or cleaning operation, replacing it with LPG vapor, thereby conditioning the tank for
the next cargo. It is called "hot" gassing-up because the LPG vapor used is not cooled to its cryogenic
liquid temperature but is introduced as a gas at ambient or slightly elevated temperatures.
Purpose of Hot Gassing-Up:
1. Removal of Inert Gas:
➢ After inerting the cargo tanks with nitrogen or another inert gas, it is necessary to remove the
inert gas and replace it with LPG vapor before loading the cargo. This ensures that the tank
environment is suitable for the next cargo and avoids contamination of the cargo by inert gases.
2. Preparation for Cargo Loading:
➢ The process conditions the tanks by saturating the tank atmosphere with the intended cargo
(LPG vapor) to prevent any thermal shock or issues during the subsequent cooling-down
process when liquefied gas is introduced.
3. Avoiding Cargo Contamination:
➢ By replacing the inert gas with LPG vapor, the risk of contamination of the incoming liquid LPG
cargo is minimized. This is particularly important as traces of inert gas in the cargo can affect
its purity or quality.
Step-by-Step Process of Hot Gassing-Up:
1. Inert Gas Removal:
➢ The cargo tanks are typically inerted using nitrogen or another inert gas after cleaning or
degassing operations. Once the tanks are confirmed to be inert and free from oxygen, the hot
gassing-up process begins.
➢ LPG vapor is introduced into the tank via the vapor inlet line while the inert gas is vented
overboard or through a gas freeing mast.
2. Introduction of LPG Vapor:
➢ Warm LPG vapor (usually propane) is generated by vaporizing a portion of the ship's existing
LPG cargo or supplied from shore facilities.
➢ The vapor is introduced into the cargo tanks, and the inert gas is gradually displaced.
3. Gradual Replacement of Inert Gas:
➢ The process is controlled to avoid over-pressurization of the tank. The LPG vapor displaces the
inert gas until the atmosphere inside the tank is fully saturated with the LPG vapor, and the
inert gas is purged.
➢ The concentration of LPG in the tank is continuously monitored until the desired concentration
is reached.
4. Pressure Control and Venting:
➢ As the LPG vapor enters the tank, the inert gas is vented from the tank via the mast riser or
vent system. This ensures that the tank pressure is maintained at safe levels during the process.
5. Completion of Gassing-Up:
➢ Once the inert gas is completely displaced and the tank atmosphere is sufficiently saturated
with LPG vapor, the gassing-up process is complete.
➢ The tank is now ready for cooling-down and subsequent loading of the liquefied gas cargo.
Considerations During Hot Gassing-Up:
1. Safety Precautions:
➢ Safety measures must be in place to monitor the tank pressure, temperature, and vapor
concentration levels throughout the process to prevent over-pressurization, leaks, or fire
hazards.
➢ Proper ventilation and gas detection systems should be operational to detect any gas leaks.
2. Avoiding Thermal Shock:
➢ Introducing warm LPG vapor avoids thermal shock to the cargo tanks, which could occur if cold
liquid LPG is loaded directly into a tank that has been inerted or cleaned.
3. Proper Ventilation:
➢ Ventilation of inert gas must be carefully controlled to avoid releasing excess vapor into the
atmosphere, ensuring compliance with environmental regulations.
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4. Tank Monitoring:
➢ Continuous monitoring of tank pressure and gas composition is essential to confirm the proper
displacement of inert gas and ensure that the tank is prepared for loading the cargo.
IMDG CARGOES
IMDG Code (International Maritime Dangerous Goods Code)

The International Maritime Dangerous Goods (IMDG) Code is a comprehensive set of guidelines established
by the International Maritime Organization (IMO) for the safe transportation of dangerous goods by sea.
The IMDG Code aims to ensure the safe stowage, handling, packaging, and segregation of hazardous
materials on ships to protect both the vessel and the environment from the risks associated with dangerous
goods.
The code is mandatory under the SOLAS (Safety of Life at Sea) Convention and applies to all ships carrying
dangerous goods in packaged form. It provides guidelines for various stakeholders, including ship
operators, cargo handlers, and port authorities, ensuring compliance with safety regulations during the
transportation of hazardous materials.
Contents of the IMDG Code

General Provisions
Definitions and classifications of dangerous goods.
Documentation and reporting procedures.
Requirements for certification and training of personnel handling dangerous goods.
Classification of Dangerous Goods
Nine classes of dangerous goods, which include:
Class 1: Explosives.
Class 2: Gases.
Class 3: Flammable liquids.
Class 4: Flammable solids.
Class 5: Oxidizing substances and organic peroxides.
Class 6: Toxic and infectious substances.
Class 7: Radioactive material.
Class 8: Corrosive substances.
Class 9: Miscellaneous dangerous substances and articles.
Packing and Labeling Requirements
Standards for packaging dangerous goods to prevent leaks or spills.
Marking and labeling requirements for packages to identify the nature of the hazard.
Specifications for UN numbers and proper shipping names.
Stowage and Segregation
Stowage categories and location requirements for different classes of dangerous goods.
Segregation rules to prevent hazardous interactions between incompatible substances.
Handling and storage precautions, including temperature control and ventilation.
Emergency Response Procedures
Instructions for dealing with accidents or incidents involving dangerous goods, such as spills, leaks,
or fires.
Guidelines for crew actions in case of emergencies.
Documentation
The Dangerous Goods Manifest (DGM) and Container Packing Certificate (CPC) to ensure accurate
records of hazardous materials on board.
Declaration of the nature of dangerous goods, stowage location, and special handling instructions.
Training and Certification
Training requirements for crew and shore personnel to ensure they are knowledgeable about
handling and managing dangerous goods according to IMDG Code standards.
Stowage Categories in the IMDG Code:

The IMDG Code specifies five main stowage categories for dangerous goods, depending on the hazard and
the nature of the material. These categories define the areas on the ship where different classes of
dangerous goods may be stowed.
Category A:
Can be stowed on deck or under deck in any location on the vessel.
Category B:
Must be stowed on deck only due to the potential for hazardous reactions or risks during transport.
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Category C:
Can be stowed on deck or under deck, but there are specific requirements for the stowage location
based on the class of dangerous goods.
Category D:
Must be stowed on deck and must be away from living quarters due to the hazardous nature of the
goods (e.g., toxic substances).
Category E:
Must be stowed under deck only, as exposure to the open deck may present significant safety risks.
Segregation Criteria for Packaged Cargoes (All Classes)

The segregation criteria in the IMDG Code are designed to prevent dangerous reactions between
incompatible substances. The segregation requirements are based on the physical and chemical properties
of the cargo and how they might react if they come into contact. The key criteria for segregation are:
1. Segregation Terms
"Away from":
Cargoes must be stowed at a distance to prevent contact in case of leakage or damage. For
example, flammable liquids and oxidizing agents should be "away from" each other.
"Separated from":
These goods must be separated by a physical barrier, such as a bulkhead or deck, to prevent
any interaction between incompatible cargoes.
"Separated by a complete compartment or hold":
Goods must be stowed in separate holds or compartments, ensuring that they are physically
isolated from each other. For example, toxic gases and foodstuffs should be separated by
an entire hold.
"Separated longitudinally by an intervening compartment":
This is the strictest segregation requirement. The cargo must be placed in a completely different
hold, with an entire compartment between them to prevent any interaction.
2. Segregation Groups
Some dangerous goods are part of specific segregation groups due to their unique hazardous properties.
These groups include:
Acids.
Alkalis.
Cyanides.
Ammonium compounds.
Flammable solids.
Heavy metals.
These groups have special segregation requirements based on their chemical reactivity.
3. Incompatibility of Hazard Classes
The IMDG Code defines incompatible combinations of hazardous goods based on their class. Some
examples include:
Flammable liquids (Class 3) and oxidizing agents (Class 5) must be segregated due to the risk of fire
or explosion.
Acids (Class 8) and alkalis (Class 8) must be separated as they may react violently when in contact.
Toxic substances (Class 6) and foodstuffs must be kept separate to avoid contamination risks.
4. Segregation Based on Packing Groups
The IMDG Code classifies dangerous goods into three packing groups (I, II, III) based on the degree of
hazard they pose:
Packing Group I: High danger.
Packing Group II: Medium danger.
Packing Group III: Low danger.
The segregation rules may differ depending on the packing group, with stricter segregation required for
higher-risk materials.
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Purpose of the IMDG Code

The International Maritime Dangerous Goods (IMDG) Code was developed by the International Maritime
Organization (IMO) to ensure the safe transportation of dangerous goods by sea. Its purpose is to protect
the safety of the ship, crew, and environment from the risks posed by hazardous materials, while also
facilitating the safe and efficient handling, storage, and carriage of dangerous goods in international
maritime trade.
Here are the key purposes of the IMDG Code:
1. Enhancing Safety of Life at Sea

The primary goal of the IMDG Code is to ensure the safety of life at sea by providing clear guidelines for
handling, transporting, and stowing dangerous goods on ships. It minimizes the risks associated with fire,
explosion, toxic exposure, or environmental contamination caused by hazardous cargo.
Key Aspects:
Classification of Dangerous Goods: The IMDG Code classifies dangerous goods into different classes
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based on their hazardous nature, such as flammable liquids, explosives, toxic substances, and
corrosive materials. This classification helps in assessing the risks associated with each type of
cargo.
Stowage and Segregation: The Code provides stowage categories and segregation rules to ensure that
incompatible cargoes are kept apart and that hazardous cargo is stowed in appropriate locations
on the ship to minimize risks.
Emergency Response: The IMDG Code includes procedures for dealing with emergencies, such as spills,
leaks, fires, or accidents involving dangerous goods, ensuring that the crew is prepared to handle
such situations safely.
2. Protecting the Marine Environment

The IMDG Code aims to protect the marine environment from pollution and hazards caused by the
improper handling or spillage of dangerous goods. It is an integral part of international efforts to prevent
marine pollution and ensure environmental sustainability.
Key Aspects:
Prevention of Marine Pollution: The Code aligns with international conventions, such as MARPOL
(International Convention for the Prevention of Pollution from Ships), to prevent dangerous goods
from leaking or spilling into the ocean and causing marine pollution.
Packaging and Labeling: The IMDG Code provides stringent guidelines for packaging, labeling, and
marking of dangerous goods to ensure they are contained securely and safely throughout
transportation. This helps to avoid accidents that could lead to the release of hazardous materials
into the marine environment.
3. Standardization and Harmonization of Global Shipping Practices

The IMDG Code establishes a global standard for the handling, stowage, and transport of dangerous goods,
harmonizing shipping practices across the maritime industry. This helps to facilitate international trade
while ensuring that dangerous goods are transported safely.
Key Aspects:
Uniform Procedures: By providing standardized procedures for the classification, labeling, packing, and
stowage of dangerous goods, the IMDG Code ensures that these practices are uniform across
different countries, reducing the likelihood of miscommunication or unsafe practices.
Global Compliance: The IMDG Code is mandatory under the SOLAS (Safety of Life at Sea) Convention,
meaning that all ships involved in international trade must comply with its provisions, creating a
consistent approach to the safe transport of hazardous materials.
4. Preventing Accidents During Loading, Unloading, and Transport

The IMDG Code outlines detailed guidelines for the safe handling of dangerous goods during all stages of
transportation, including loading, unloading, and transit. This helps to minimize the risk of accidents
caused by human error, mechanical failures, or unforeseen incidents.
Key Aspects:
Handling Instructions: The Code provides specific handling instructions for different types of dangerous
goods, ensuring that the cargo is handled by trained personnel using appropriate equipment.
Segregation and Compatibility: The IMDG Code prescribes segregation rules for different classes of
dangerous goods to prevent them from coming into contact with each other and causing chemical
reactions, fires, or explosions.
5. Ensuring Proper Documentation and Declaration of Dangerous Goods

The IMDG Code requires detailed documentation and declarations for any dangerous goods being
transported. This ensures that all parties involved in the supply chain, including ship operators, port
authorities, and emergency responders, are aware of the nature of the cargo.
Key Aspects:
Dangerous Goods Declaration (DGD): Shippers must complete a Dangerous Goods Declaration
outlining the nature, class, and quantity of the hazardous material. This document accompanies
the cargo throughout its journey.
Container Packing Certificate (CPC): The shipper must also provide a Container Packing Certificate,
certifying that the dangerous goods have been packed and secured properly to prevent any hazards
during transport.
6. Facilitating Safe and Efficient Trade of Hazardous Materials

The IMDG Code provides a framework that allows for the safe international transportation of dangerous
goods. This is crucial for industries such as chemicals, pharmaceuticals, and energy, which rely on the
global movement of hazardous materials.
Key Aspects:
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Clear Guidance: The IMDG Code offers clear, concise guidelines that help shipping companies safely
transport dangerous goods, allowing for the efficient flow of global trade.
Reducing Shipping Delays: By following standardized safety procedures, the IMDG Code helps reduce
shipping delays caused by accidents, miscommunication, or regulatory non-compliance.
7. Promoting Training and Competency

The IMDG Code mandates that personnel involved in handling dangerous goods, including crew members
and shore-based staff, undergo proper training. This ensures that they understand the risks and
procedures associated with dangerous goods and are capable of responding to emergencies.
Key Aspects:
Training Requirements: The Code requires ship operators to ensure that all personnel involved in the
transport of dangerous goods are trained in accordance with the provisions of the IMDG Code.
Competency: The training must cover aspects such as classification of dangerous goods,
documentation requirements, emergency response, and safe handling procedures.
Chapters of IMDG Code and their applicability to Shipboard personnel (Dock personnel, Shipper
and Manufacturer of packages):
The International Maritime Dangerous Goods (IMDG) Code consists of several chapters, each
detailing specific aspects of the handling, packing, stowing, and transporting of dangerous goods by sea.
These chapters are essential for various stakeholders, including shipboard personnel, dock personnel,
shippers, and manufacturers of packages. Below is a brief description of all the chapters and their
relevance to each stakeholder group:
Chapter 1: General Provisions, Definitions, and Training

Content:
Provides the general requirements, scope, and application of the IMDG Code.
Defines key terms used throughout the code.
Establishes the training requirements for personnel involved in dangerous goods handling,
including shipboard personnel, shore-based staff, and other stakeholders.
Applicability:
Shipboard Personnel: Must be trained according to their roles and responsibilities under the
IMDG Code.
Dock Personnel: Must receive proper training in handling, loading, and unloading dangerous
goods.
Shippers & Manufacturers: Must ensure that their personnel are trained in classification,
labeling, packaging, and documentation procedures.
Chapter 2: Classification
Content:
Describes the criteria for the classification of dangerous goods into various classes based on
their hazards (e.g., explosives, gases, flammable liquids, toxic substances, etc.).
Establishes the packing groups (I, II, III) to indicate the level of hazard (high, medium, or low).
Applicability:
Shipboard Personnel: Must understand the classification system to ensure correct stowage,
segregation, and handling of cargo.
Dock Personnel: Need to recognize the class of goods to handle them properly during loading
and unloading.
Shippers: Responsible for correctly classifying dangerous goods and providing accurate
information.
Manufacturers of Packages: Must ensure that packaging is appropriate for the classified type of
dangerous goods.
Chapter 3: Dangerous Goods List, Special Provisions, and Exemptions
Content:
Contains the Dangerous Goods List (DGL), which specifies the UN number, proper shipping
name, packing group, and hazard class of dangerous goods.
Lists special provisions that apply to specific dangerous goods.
Details exemptions and exceptions for certain dangerous goods.
Applicability:
Shipboard Personnel: Must use the DGL to ensure proper stowage and handling based on the
cargo’s classification.
Dock Personnel: Use the DGL to ensure compliance with handling and stowage requirements.
Shippers: Responsible for assigning the correct UN number and complying with special
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provisions.
Manufacturers of Packages: Must consider the applicable special provisions and exemptions
while packaging dangerous goods.
Chapter 4: Packing and Tank Provisions
Content:
Provides the requirements for the packing of dangerous goods in packages, intermediate bulk
containers (IBCs), large packagings, and portable tanks.
Includes provisions for the design, construction, and testing of tanks and packages.
Applicability:
Shipboard Personnel: Must ensure that all dangerous goods are packed and secured according
to the provisions in this chapter.
Dock Personnel: Must inspect and verify that packages, IBCs, and tanks are in good condition
and correctly packed.
Shippers: Responsible for using approved packaging and ensuring that it complies with the
IMDG Code standards.
Manufacturers of Packages: Must ensure that their packaging materials meet the requirements
for specific classes of dangerous goods.
Chapter 5: Consignment Procedures
Content:
Details the documentation requirements for dangerous goods, including the Dangerous Goods
Declaration and Dangerous Goods Manifest.
Specifies the marking, labeling, and placarding requirements for dangerous goods packages.
Includes instructions for handling emergencies and providing safety data.
Applicability:
Shipboard Personnel: Must ensure that all cargo is correctly documented, marked, and labeled,
and have access to emergency response procedures.
Dock Personnel: Responsible for verifying that packages are correctly labeled and documented
before loading or unloading.
Shippers: Must prepare accurate Dangerous Goods Declarations and ensure proper labeling and
marking.
Manufacturers of Packages: Ensure that the packages can accommodate the required markings
and labels.
Chapter 6: Construction and Testing of Packaging, Intermediate Bulk Containers (IBCs), Large Packagings,
Portable Tanks, and Bulk Containers
Content:
Specifies the standards for the design, construction, testing, and approval of various types of
containers used for transporting dangerous goods.
Covers requirements for IBC construction, testing, and performance standards.
Applicability:
Shipboard Personnel & Dock Personnel: Must ensure that all packaging and containers used for
dangerous goods meet the IMDG Code standards.
Shippers: Must use approved packaging and containers that comply with the construction and
testing requirements.
Manufacturers of Packages: Responsible for designing, manufacturing, and testing packages
and containers in accordance with these requirements.
Chapter 7: Provisions Concerning Transport Operations
Content:
Covers the operational provisions for the loading, unloading, stowage, and segregation of
dangerous goods.
Defines the stowage categories and segregation requirements based on the type of dangerous
goods being transported.
Includes provisions for ventilation and temperature control when required.
Applicability:
Shipboard Personnel: Must ensure that dangerous goods are stowed in accordance with the
segregation and stowage requirements and are handled safely during loading and unloading.
Dock Personnel: Responsible for proper stowage and segregation when loading and unloading
dangerous goods.
Shippers: Must ensure that dangerous goods are packed and documented in a way that
facilitates safe stowage and handling.
Manufacturers: N/A directly, but ensuring that packaging is designed for safe stowage is
important.
Chapter 8: Provisions Concerning Transport in Bulk
Content:
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Addresses the provisions for the transport of dangerous goods in bulk, including solid dangerous
goods.
Provides the requirements for bulk containers, bulk carriers, and relevant safety measures for
handling.
Applicability:
Shipboard Personnel: Must be aware of the safety measures for handling dangerous goods in
bulk and ensure proper equipment is used.
Dock Personnel: Must follow the safety provisions when loading and unloading dangerous goods
in bulk.
Shippers: Responsible for preparing bulk cargo for transport according to the applicable
provisions.
Manufacturers: N/A directly to package manufacturing, but bulk handling systems must be
considered.
Chapter 9: Transport Operations
Content:
Provides additional operational requirements for safe handling and transport of dangerous
goods.
Focuses on specific procedures for maintaining the safety of transport, including fire protection,
gas-freeing operations, and the use of emergency equipment.
Applicability:
Shipboard Personnel: Must comply with the operational requirements, ensure emergency
equipment is available, and respond appropriately to any emergencies.
Dock Personnel: Must follow specific loading/unloading protocols, particularly with regard to
safety and firefighting equipment.
Shippers: Must ensure that the correct documentation, packaging, and emergency information
is provided for transport.
Manufacturers: N/A directly, but ensuring packaging performance under transport conditions is
critical.
Information required to be provided by the Shipper when Loading Packaged Dangerous

Cargoes:
When loading packaged dangerous goods on board a vessel, the shipper must provide specific information
to ensure the safe handling, stowage, and transport of the cargo. This information helps the ship's master,
port authorities, and emergency responders understand the nature of the cargo and how to manage it
safely.
Information Required by the Shipper:
UN Number:
The UN number is a four-digit identification code assigned to each type of dangerous good. It helps
identify the specific hazardous material being shipped and ensures proper handling and
stowage. For example, UN 1203 is assigned to gasoline.
Proper Shipping Name (PSN):
The proper shipping name describes the substance or article being transported, as per the IMDG
Code. It must be the correct technical name, free of abbreviations, to avoid any
misunderstanding. For example, Gasoline or Acetone.
Class or Division:
The class or division refers to the classification of the dangerous goods according to their primary
hazard. The goods must be classified under the correct IMDG Class (e.g., Class 3 for flammable
liquids, Class 8 for corrosive substances).
Packing Group:
Dangerous goods are divided into Packing Groups I, II, or III, depending on the degree of danger
they pose. The shipper must provide the Packing Group to indicate the relative severity of the
hazard:
Packing Group I: High danger.
Packing Group II: Medium danger.
Packing Group III: Low danger.
Quantity of Dangerous Goods:
The shipper must indicate the gross mass or net quantity of the dangerous goods being loaded.
This ensures that the vessel’s operators are aware of the volume of hazardous material on
board and can make informed decisions regarding stowage and segregation.
Packaging Details:
The shipper must provide details about the type of packaging used to contain the dangerous goods,
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such as drums, barrels, or containers. The packaging must comply with the IMDG Code's
specifications for safely containing the hazardous material.
Marks and Labels:
The shipper must ensure that each package is marked and labeled correctly with hazard symbols,
handling instructions, and other relevant details to indicate the nature of the risk and the proper
handling procedures.
Stowage and Segregation Instructions:
The shipper must provide stowage and segregation instructions to ensure that incompatible
dangerous goods are not placed near each other, potentially causing reactions or accidents.
The instructions should align with the IMDG Code's segregation rules.
Emergency Contact Information:
The shipper must provide emergency contact details, including a 24-hour contact number for use
in the event of an emergency involving the dangerous goods. This ensures that expert advice
is available if an incident occurs during transportation.
Declaration of Compliance:
The shipper must include a signed declaration stating that the dangerous goods have been properly
classified, packaged, labeled, and documented in accordance with the IMDG Code. This ensures
that the cargo has been prepared following all safety standards.
Criteria for stowage as per IMDG code:

The IMDG Code outlines specific criteria for the stowage of containers carrying dangerous goods both on
deck and under deck to ensure the safety of the vessel, crew, cargo, and the environment. These criteria
depend on the hazard class of the cargo, the type of dangerous goods being carried, and the potential
risks associated with those goods.
1. General Stowage Criteria for Dangerous Goods Containers (On Deck and Under Deck)
Stowage Categories: The IMDG Code assigns different stowage categories (A, B, C, D, and E) based
on the level of hazard posed by the dangerous goods. These categories dictate whether goods can
be stowed on deck, under deck, or in specific areas of the ship.
Ventilation: Certain dangerous goods require ventilated spaces due to the risk of toxic or flammable
vapor buildup. Cargo that requires ventilation is typically stowed on deck, where natural ventilation
can be utilized, or in mechanically ventilated spaces under deck.
Access for Emergency Handling: Dangerous goods that are highly flammable, toxic, or reactive are
often required to be stowed on deck for easier access in case of an emergency. This facilitates fire-
fighting, cooling, or other emergency response actions.
2. Stowage of Dangerous Goods Containers On Deck

Criteria for Stowing On Deck:
Classes Requiring On-Deck Stowage:
Dangerous goods with higher risks are often required to be stowed on deck for safety reasons.
These include:
Class 1: Explosives (certain divisions).
Class 2: Gases (Division 2.1 – Flammable gases, Division 2.3 – Toxic gases).
Class 3: Flammable liquids (if highly volatile).
Class 5.1: Oxidizing substances.
Class 7: Radioactive material (if high hazard).
Reason: On-deck stowage allows for faster access for emergency handling and easier venting
of gases, as well as minimizing risks to crew and structural parts of the vessel.
Ventilation Requirements:
Cargoes that release toxic, flammable, or corrosive vapors require natural ventilation, which is
easier to achieve on deck. Stowing on deck minimizes the risk of vapor accumulation,
reducing the risk of explosion or toxicity.
Fire Safety:
Flammable cargo (e.g., Class 3, Class 2.1) must be kept in well-ventilated spaces to prevent
vapor buildup, which can lead to fires or explosions. Stowing them on deck provides better
ventilation and access for fire-fighting measures.
Emergency Access:
For dangerous goods that pose significant risks, such as Class 1 (Explosives) and Class 5
(Oxidizing agents), on-deck stowage ensures that the crew has rapid access to the
containers in case of an emergency, allowing quicker action for fire-fighting, cooling, or
dumping cargo if necessary.
Incompatible Goods:
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Some dangerous goods may require segregation from living quarters, machinery spaces, or
other cargoes, making on-deck stowage the preferred option to minimize risks from
interactions.
Stowage Instructions for On-Deck Cargo:
Securing Cargo: Containers must be securely fastened and appropriately lashed to prevent shifting
during rough weather, which could lead to cargo damage or spillage.
Distance from Living Quarters: Dangerous goods stowed on deck should be kept at a safe distance
from the ship's living quarters, bridge, and other critical areas to protect the crew in case of an
incident.
Fire Extinguishing Systems: Cargo stowed on deck should be positioned where fire-extinguishing
systems are easily accessible in case of fire.
3. Stowage of Dangerous Goods Containers Under Deck

Criteria for Stowing Under Deck:
Classes That May Be Stowed Under Deck:
Certain less hazardous goods can be stowed under deck if they pose a lower risk of reaction or
combustion. These may include:
Class 4.1: Flammable Solids.
Class 6.1: Toxic Substances (if non-volatile).
Class 8: Corrosive Substances.
Class 9: Miscellaneous Dangerous Goods.
Reason: These goods may be stowed under deck if they are not prone to releasing flammable
or toxic vapors or if they are properly packaged to prevent leaks or spills.
Controlled Environment:
Cargoes that need to be protected from environmental conditions (e.g., extreme heat, cold, or
moisture) may be stowed under deck where the temperature and humidity are more
controlled.
Fire Safety:
Non-volatile substances, such as certain flammable solids or toxic substances, can be stowed
under deck if fire risks are minimal, and proper fire-fighting systems (such as CO₂ systems)
are available in case of an incident.
Segregation and Separation:
Dangerous goods that are incompatible with other cargoes or require separation by a bulkhead
or compartment can be stowed under deck in separate holds, where physical barriers can
provide adequate protection against interaction.
Ventilation:
If dangerous goods that generate flammable or toxic vapors are stowed under deck, they must
be placed in mechanically ventilated spaces. This helps prevent the buildup of dangerous
gases and ensures compliance with safety standards.
Stowage Instructions for Under-Deck Cargo:
Fire Suppression Systems: Spaces under deck where dangerous goods are stowed should be equipped
with appropriate fire suppression systems (e.g., CO₂ or water mist systems) to manage any fire or
explosion risks.
Segregation and Isolation: Dangerous goods stowed under deck should be properly segregated and
isolated according to the IMDG Code's segregation rules, ensuring that incompatible substances are
kept apart to prevent dangerous reactions.
Securing Cargo: Similar to on-deck stowage, containers must be secured adequately to prevent shifting,
tipping, or damage during transit.
4. Special Considerations for Stowage (On Deck and Under Deck)

Segregation:
The IMDG Code requires the segregation of incompatible dangerous goods based on their
hazard class, chemical reactivity, and packaging group. This can be achieved by either
stowing them away from each other or in separate compartments.
Packing and Marking:
Containers carrying dangerous goods must be correctly packed, labeled, and marked with the
proper UN number, hazard class, and other relevant information to indicate the type of
dangerous cargo being transported.
Handling and Access:
Containers must be positioned so that they are accessible for routine inspections and emergency
handling. Proper access ensures that in the event of an accident, emergency responders
can quickly reach and handle the cargo.
Emergency Response Equipment:
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Adequate emergency response equipment (such as fire extinguishers, protective gear, and spill
containment kits) should be readily available, especially for containers stowed on deck, to
respond to incidents involving dangerous goods.
Precautions Necessary Before Loading Dangerous Goods in Packaged Form:

Before loading dangerous goods in packaged form onto a ship, it is essential to follow specific precautions
to ensure the safety of the vessel, crew, cargo, and environment. These precautions are designed to
mitigate the risks posed by hazardous materials, such as fires, explosions, toxic releases, or environmental
contamination, and to ensure compliance with the IMDG Code.
1. Documentation and Compliance Checks

1.1. Shipper’s Declaration of Dangerous Goods
Ensure that the shipper has provided a Shipper’s Declaration of Dangerous Goods, which includes
accurate and complete information about the nature of the dangerous goods, their classification,
and packaging.
Verify that the declaration includes the UN number, proper shipping name, hazard class, packing group,
and other relevant details.
1.2. Dangerous Goods Manifest (DGM)
The ship's master must ensure that a Dangerous Goods Manifest is prepared, listing all dangerous
goods to be loaded, along with their stowage locations. This document is critical for maintaining
safety and ensuring that all relevant personnel are aware of the hazardous nature of the cargo.
1.3. Compliance with the IMDG Code
Check that the dangerous goods comply with the packaging, labeling, marking, and documentation
requirements of the IMDG Code.
Ensure that the goods are classified correctly and have been packaged according to the applicable
Packing Group (I, II, or III) to prevent leaks, spills, or damage during transport.
2. Inspection of Packaging and Containers

2.1. Packaging Integrity
Inspect the packaging for any signs of damage, leaks, or wear. Dangerous goods must be packed in
approved and tested packaging that meets the requirements of the IMDG Code.
Packaging must be strong enough to withstand the rigors of sea transport, including handling, shifting,
and potential impacts.
2.2. Container Condition
Inspect the containers that will carry the dangerous goods for any structural damage, corrosion, or
defects. Containers must be in good condition to prevent the escape of hazardous substances.
Ensure that the container doors, seals, and locking mechanisms are in proper working order to prevent
accidental opening or leakage during transit.
2.3. Marking and Labeling
Ensure that all dangerous goods are correctly marked and labeled with the appropriate hazard symbols,
UN numbers, and proper shipping names as specified by the IMDG Code.
Labels must be clearly visible and affixed to the outside of the packaging or container to ensure that
the nature of the hazard is easily identifiable to all personnel handling the cargo.
3. Stowage and Segregation Planning

3.1. Stowage Planning
Develop a stowage plan that aligns with the IMDG Code’s requirements for stowing dangerous goods.
Ensure that goods are stowed in appropriate locations on the ship, whether on deck or under deck,
depending on the hazard class and stowage category.
Ensure that the stowage area is suitable for the type of dangerous goods being loaded, with
considerations for ventilation, accessibility, and temperature control.
3.2. Segregation of Incompatible Goods
Segregate incompatible dangerous goods according to the segregation table in the IMDG Code. Ensure
that materials that may react dangerously with each other (such as flammable liquids and oxidizing
agents) are stowed in separate compartments or containers.
Ensure that cargo is stowed in accordance with the required segregation terms, such as "away from,"
"separated from," or "separated by a complete compartment."
3.3. Avoid Stowage Near Heat Sources
Ensure that flammable and temperature-sensitive dangerous goods are not stowed near heat sources
or areas of the ship where hot work (such as welding) may be performed.
Verify that temperature-sensitive cargoes are stowed in areas with appropriate temperature control
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measures to prevent them from overheating or decomposing.
4. Emergency Preparedness and Safety Systems

4.1. Fire-Fighting Equipment
Ensure that adequate fire-fighting equipment is available and fully operational before loading
dangerous goods. This includes having the proper fire extinguishers, CO₂ systems, water mist
systems, and other fire suppression equipment in the stowage areas.
Confirm that emergency fire hoses and fire detectors are functional and ready for use in case of an
emergency involving dangerous goods.
4.2. Gas Detection Systems
For dangerous goods that release toxic or flammable vapors (such as Class 2 gases or Class 3
flammable liquids), ensure that the ship’s gas detection systems are operational and properly
calibrated.
Regularly monitor the atmosphere around the stowage areas for any signs of gas leaks or vapor
accumulation.
4.3. Emergency Response Procedures
Review and update the ship’s emergency response procedures to account for the specific dangers
posed by the dangerous goods being loaded. This includes preparing for scenarios such as fires,
spills, leaks, or exposure to toxic substances.
Ensure that all crew members are trained in handling emergency situations involving dangerous goods
and are familiar with the location and use of emergency equipment.
5. Ventilation and Environmental Control

5.1. Adequate Ventilation
Ensure that containers carrying dangerous goods requiring ventilation (such as Class 2 gases or Class
3 flammable liquids) are stowed in areas with sufficient ventilation to prevent the accumulation of
dangerous vapors.
For under-deck stowage, check that the space is equipped with mechanical ventilation systems to avoid
vapor buildup.
5.2. Protecting the Environment
Ensure that cargo operations take place in compliance with relevant MARPOL regulations to prevent
pollution during the loading and transportation of dangerous goods.
Verify that all measures are in place to avoid the spillage of hazardous materials into the sea, especially
in environmentally sensitive areas.
6. Crew Training and Briefing

6.1. Crew Training
Ensure that the crew members responsible for handling dangerous goods have received training on
the IMDG Code and are familiar with the correct procedures for loading, stowing, and handling
Training should cover the classification of dangerous goods, emergency procedures, stowage and
segregation requirements, and proper use of personal protective equipment (PPE).
6.2. Pre-Loading Safety Meeting
Conduct a pre-loading safety meeting with all relevant personnel (crew, shore-based staff, and terminal
operators) to discuss the dangerous goods being loaded, the risks involved, and the safety
precautions in place.
Review the Ship-Shore Safety Checklist to ensure that all safety measures have been checked and
agreed upon before loading begins.
7. Inspection and Maintenance of Stowage Areas

7.1. Pre-Loading Inspection
Inspect the stowage areas (both on deck and under deck) before loading dangerous goods to ensure
that they are clean, dry, and free from any substances that could react with the cargo.
Verify that the structural integrity of the stowage area is sound and that there are no hazards that
could compromise the safety of the cargo.
7.2. Securing the Cargo
Ensure that the containers carrying dangerous goods are properly lashed and secured to prevent
shifting or movement during transit. This is especially important for flammable or explosive goods,
where even minor impacts can cause significant hazards.
Regularly inspect the cargo lashing and securing arrangements during the voyage to ensure they
remain intact.
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Precautions to Be Taken if Cargo Has to Be Carried Under Fumigation:

Fumigation involves the use of chemical gases or vapors to eliminate pests, insects, or microorganisms
from cargo before or during shipment. While it is an effective treatment for protecting certain types of
cargo, especially agricultural products like grains, fruits, or timber, fumigation poses significant health and
safety risks to the crew, vessel, and environment due to the toxic and sometimes flammable nature of the
fumigants. Therefore, careful precautions must be taken to ensure the safe carriage of fumigated cargo.
1. Compliance with Regulations

1.1. IMDG Code Compliance
Ensure that fumigants comply with the IMDG Code and other relevant international and national
regulations. Fumigants such as methyl bromide, phosphine, and hydrogen cyanide are hazardous
substances and must be handled according to the safety standards outlined in the IMDG Code.
1.2. Documentation
Proper documentation must be provided by the shipper, including the Fumigation Certificate, which
details the type of fumigant used, concentration levels, and ventilation periods.
The ship's Dangerous Goods Manifest should include information about the fumigation, and the crew
should be briefed on the presence of fumigants on board.
2. Pre-Fumigation Preparation
2.1. Risk Assessment
Conduct a thorough risk assessment to evaluate the hazards associated with the specific fumigant
being used, considering factors such as toxicity, flammability, and environmental risks.
2.2. Crew Notification and Training
All crew members must be notified of the fumigation process well in advance. Safety briefings should
be conducted to inform the crew of the hazards, safety measures, and emergency procedures.
Ensure that crew members responsible for handling fumigated cargo are trained in handling fumigants
and understand the associated risks.
2.3. Ventilation and Sealing of Holds
Ensure that cargo holds are properly sealed before fumigation to contain the fumigant gases. Sealing
prevents the escape of toxic vapors into other areas of the ship.
Ensure that adequate ventilation systems are in place to facilitate the safe release of fumigant gases
once the fumigation process is completed.
2.4. Warning Notices
Post clear warning notices at the entrances of all fumigated cargo spaces, indicating that fumigation is
in progress and the area is not safe to enter.
Warning signs should specify the type of fumigant used, the date and time of fumigation, and the
anticipated ventilation period.
3. Personal Protective Equipment (PPE)

3.1. Availability of PPE
Ensure that appropriate personal protective equipment (PPE), such as gas masks, breathing apparatus,
chemical-resistant gloves, and protective clothing, is available and used by personnel involved in
fumigation and handling fumigated cargo.
3.2. Proper Use of PPE
Train crew members in the correct use of PPE, including donning and removing protective gear, to
minimize the risk of exposure to toxic fumigants.
4. Safety Precautions During Fumigation

4.1. No Access to Fumigated Spaces
Ensure that no crew members enter the fumigated spaces during the fumigation period unless
absolutely necessary, and only if they are equipped with the proper PPE and breathing apparatus.
4.2. Monitoring of Gas Concentration
Continuously monitor gas concentrations in the fumigated spaces using gas detection devices or
monitoring tubes. These devices should be used to ensure that the fumigant levels are within safe
limits and that there is no leakage into other parts of the vessel.
4.3. Flammability Considerations
For fumigants with flammable properties (such as phosphine), take precautions to eliminate sources
of ignition, such as open flames, electrical sparks, or static discharge, in or near the fumigated
spaces.
5. Post-Fumigation Ventilation and Re-Entry

5.1. Ventilation Procedures
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After the fumigation period is complete, thoroughly ventilate the cargo spaces to remove any residual
fumigant gases. Ventilation should continue until gas concentrations are reduced to safe levels as
specified by the Fumigation Certificate or regulatory guidelines.
5.2. Gas Testing Before Re-Entry
Before any crew members enter the fumigated cargo space, use gas detection equipment to verify that
the concentration of fumigant gases has fallen below the Occupational Exposure Limit (OEL) and
that it is safe to enter the space without protective equipment.
5.3. Re-Entry Authorization
Only allow re-entry into the fumigated areas after testing confirms that the air is safe, and authorized
personnel give clearance for normal operations to resume.
6. Emergency Preparedness
6.1. Emergency Procedures
Develop and communicate clear emergency response procedures in case of fumigant leaks, spills, or
accidental exposure to the crew. Ensure that all crew members are aware of emergency contact
numbers, alarm procedures, and evacuation routes.
6.2. First Aid Measures
Ensure that the ship is equipped with first aid kits and that crew members are trained in administering
first aid for fumigant exposure, including how to treat inhalation injuries, skin contact, or ingestion
of fumigants.
6.3. Spill Response Equipment
Have appropriate spill response equipment on board to manage any accidental release of fumigant
chemicals. This equipment should include absorbent materials, neutralizers, and protective
clothing.
7. Monitoring During the Voyage

7.1. Periodic Gas Testing
During the voyage, periodically test the air quality in and around the fumigated spaces to ensure that
fumigant gases are not leaking into the ship’s living quarters, bridge, or machinery spaces.
7.2. Containment of Fumigants
Monitor the condition of the fumigated cargo space to ensure that the sealing remains intact and that
fumigants do not escape into other areas of the vessel. Any indication of fumigant leakage should
be addressed immediately.
8. Special Precautions for Fumigated Containers

8.1. Fumigated Containers
If the cargo is being transported in fumigated containers, ensure that the containers are properly
marked with fumigation labels and warning signs that include information on the fumigant used
and re-entry precautions.
8.2. Container Venting
Before opening a fumigated container, ensure that it is thoroughly ventilated and tested for fumigant
concentrations. Only trained personnel wearing appropriate PPE should open or handle fumigated
containers.
Conditions Under Which the Holds of a Ship Will Be Fumigated (As Per IMO MSC Circular):
The fumigation of a ship's cargo holds may be required under the following conditions:
Presence of Pests or Infestations:
If there is evidence of pests or insects in the cargo, ship's holds, or surrounding areas that could
pose a risk to the cargo or the environment at the destination.
Quarantine Requirements:
Fumigation may be necessary to meet the quarantine regulations of the destination port or country,
particularly for agricultural or food products that are prone to infestations.
Cargo Type:
Certain types of cargo, such as grains, seeds, timber, or other agricultural products, are more
susceptible to infestation and may require fumigation to ensure they remain pest-free during
transit.
Prior Infestations:
If the holds were previously infested or contained cargo prone to infestation, fumigation may be
conducted before loading new cargo to ensure the holds are pest-free.
Cargo Preservation:
Fumigation may be done to preserve the quality of the cargo during transit, particularly when
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cargoes are being transported for long durations and are at risk of infestation.
Port or Client Requirements:
Some ports or clients may require fumigation to be carried out as a standard precautionary
measure, even if there is no evidence of pests, particularly for high-value or sensitive cargo.
Inspection Results:
Following inspections by quarantine authorities, customs officials, or pest control professionals,
fumigation may be ordered if pests are detected or suspected.
Precautions for In-Transit Fumigation (As Per IMO MSC Circular):

In-transit fumigation poses risks to the crew, ship, and cargo. The following precautions must be observed:
Notification and Documentation:
Ensure that all relevant parties are notified about the fumigation, including the ship's crew, agents,
and authorities at both the departure and destination ports.
Complete all necessary documentation, including a fumigation certificate that specifies the type
and quantity of fumigant used, the duration of the treatment, and safety instructions.
Use of Approved Fumigants:
Only IMO-approved fumigants should be used. The fumigant must be effective for the target pests
but also safe for use in the maritime environment.
Sealing the Holds:
Ensure that the cargo holds are properly sealed to prevent the fumigant from escaping into other
parts of the vessel.
Inspect the integrity of the hold covers, ventilation systems, and any entry points to ensure a
secure seal.
Monitoring of Gas Levels:
Regularly monitor gas levels in areas adjacent to the fumigated holds to ensure that there is no
gas leakage.
Use gas detection equipment to measure the concentration of fumigant in the holds and nearby
compartments.
Safety Zones:
Establish a fumigation safety zone around the fumigated holds where crew members are not
allowed to enter.
Clearly mark the areas with warning signs and provide safety instructions to the crew.
Ventilation Precautions:
Ensure that adequate ventilation is maintained in non-fumigated areas of the vessel to prevent the
build-up of toxic gases.
After the fumigation period, thoroughly ventilate the fumigated holds before opening them to
remove all traces of the fumigant.
Protective Equipment:
Provide appropriate Personal Protective Equipment (PPE), such as gas masks and chemical-
resistant gloves, to crew members who may need to enter the fumigated areas.
Ensure that all personnel handling the fumigants or entering the fumigated areas are trained in
their use.
Crew Briefing and Emergency Procedures:
Brief the entire crew on the dangers of fumigants, the locations of fumigated areas, and emergency
response procedures in case of fumigant exposure.
Establish an emergency evacuation plan in the event of fumigant leakage or accidental exposure.
Vent Closure:
All ventilation openings to the cargo holds should be securely closed to prevent the escape of
fumigants into other parts of the vessel.
Fire Safety Precautions:
Ensure that fire detection and firefighting systems remain operational during fumigation, and
maintain a no-smoking policy around the fumigated areas due to the possible flammability of
some fumigants.
Fumigation Specialist Onboard:
A qualified fumigator or pest control expert should remain onboard during in-transit fumigation,
especially if the voyage is short, to ensure the fumigation is conducted safely and in compliance
with regulations.
Post-Fumigation Ventilation and Clearance:
Upon arrival at the destination, the holds must be ventilated for a sufficient period to remove any
remaining fumigant before opening.
Gas levels must be checked to ensure it is safe to unload the cargo and for personnel to enter.
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Shipper's Declaration (Dangerous Goods Declaration) – As per IMDG Code:

The Shipper's Declaration is a mandatory document provided by the shipper to declare that the dangerous
goods being transported comply with the International Maritime Dangerous Goods (IMDG) Code. Its
purpose is to ensure the safe handling, storage, and transportation of dangerous goods by sea.
Purpose:
Compliance with IMDG Code: To confirm that the dangerous goods meet the packaging, marking, labeling,
and stowage requirements of the IMDG Code.
Hazard Communication: To communicate the hazards posed by the dangerous goods to the carrier, port
authorities, and ship personnel.
Safety and Legal Requirement: It serves as a legal document that holds the shipper responsible for
ensuring that the goods are correctly declared, packed, and labeled.
Contents of the Shipper’s Declaration (As per IMDG Code):

The correct technical name of the dangerous goods as listed in the IMDG Code.
Class and Division:
The Class (e.g., Class 1 for explosives, Class 2 for gases) and Division (e.g., Class 1.1 for mass
explosion hazard) that the dangerous goods belong to.
UN Number:
The unique United Nations (UN) number assigned to the dangerous goods.
Packing Group (PG):
The Packing Group (I, II, or III), which indicates the degree of danger (I: high danger, II: medium
danger, III: low danger).
Quantity and Type of Packaging:
The gross quantity of the dangerous goods being shipped and the type of packaging used (e.g.,
drums, cylinders, boxes).
Flashpoint (If Applicable):
For certain goods, such as flammable liquids, the flashpoint is required.
Marine Pollutant (If Applicable):
Indicate if the goods are classified as a marine pollutant, requiring specific handling and stowage.
Emergency Contact Details:
Contact information in case of an emergency, including the name, phone number, and address of
the responsible party.
Declaration of Conformity:
A declaration by the shipper stating that the consignment is properly classified, packed, marked,
and labeled in accordance with IMDG Code regulations.
Handling Instructions:
Any additional instructions for safe handling and stowage, including special requirements like
temperature control.
Name and Signature:
The name, title, and signature of the person responsible for the declaration, along with the date.
Dangerous Goods Manifest (DG Manifest) – As per IMDG Code:

The Dangerous Goods Manifest (also called the DG Manifest or Cargo Manifest) is a document prepared
by the carrier that lists all dangerous goods on board a ship, providing essential information for the safe
stowage, handling, and emergency response.
Purpose:
Overview of Dangerous Goods: To provide a comprehensive summary of all the dangerous goods on board
the ship.
Stowage and Segregation: To ensure dangerous goods are properly stowed and segregated as per the
IMDG Code’s requirements.
Emergency Reference: To serve as a reference for ship personnel and emergency responders in case of
accidents, leaks, fires, or other incidents involving dangerous goods.
Compliance with Regulatory Authorities: To provide authorities with the necessary documentation to
inspect and verify compliance with the IMDG Code.
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Contents of the Dangerous Goods Manifest:

Vessel and Voyage Information:
Name of the ship, voyage number, and date of departure.
Shipper and Consignee Details:
The name and address of the shipper (the party offering the goods for shipment) and the consignee
(the party receiving the goods at the destination).
UN Number:
The unique UN number for each item of dangerous cargo listed.
The Proper Shipping Name for each dangerous good, exactly as per the IMDG Code.
Class and Division:
The Class and Division of the dangerous goods (e.g., Class 3 for flammable liquids).
Packing Group:
The Packing Group (I, II, or III) indicating the degree of hazard for each cargo.
Quantity of Dangerous Goods:
The total quantity of dangerous goods on board, including the number and type of packages or
containers.
Stowage Location:
The specific location or stowage plan for the dangerous goods on board the vessel. This helps
ensure that the goods are correctly segregated from incompatible substances and stored in the
correct position on the ship.
Marine Pollutant Information:
Identifies if the goods are classified as marine pollutants, and any special handling or stowage
requirements.
Emergency Response Information:
Key emergency response information, such as instructions for handling spills, leaks, fires, or other
accidents.
Container Identification Numbers:
If the dangerous goods are in containers, the container number and seal number are included for
tracking purposes.
Flashpoint (If Applicable):
The flashpoint for flammable substances, which helps determine the appropriate stowage and
emergency measures.
Handling Instructions:
Any specific handling instructions, such as stowage under deck, temperature control, or ventilation.
Operator’s Responsibility Declaration:
A statement by the vessel operator or agent certifying that the dangerous goods are stowed and
handled in accordance with the IMDG Code.
Total Number of Dangerous Goods Packages:
A summary of the total number of packages of dangerous goods on board.
Dangerous Goods Manifest (DGM) - IMDG Code

The Dangerous Goods Manifest (DGM) is a critical document required under the IMDG Code that provides
detailed information about the dangerous goods being carried on a vessel. The primary purpose of the
DGM is to ensure that the master of the ship, port authorities, and emergency responders are fully
informed about the nature, quantity, and location of hazardous cargo on board, thus ensuring the safety
of the ship, crew, and environment during transportation.
Features of the Dangerous Goods Manifest

Mandatory Requirement
The IMDG Code mandates the preparation of a Dangerous Goods Manifest for any ship carrying
dangerous goods. This is essential for compliance with international maritime safety
regulations, including SOLAS (Safety of Life at Sea).
Contents of the Dangerous Goods Manifest
The manifest provides a comprehensive record of all the dangerous goods on board and includes
the following information:
UN Number: A four-digit number assigned to identify the dangerous goods.
Proper Shipping Name (PSN): The technical name of the cargo as per the IMDG Code.
Class or Division: The hazard classification (e.g., Class 3 for flammable liquids, Class 8 for
corrosive substances).
Packing Group (PG): Indicates the degree of danger (I: High, II: Medium, III: Low).
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Quantity of Goods: The weight or volume of each dangerous good on board.

Container/Package Details: Information on the type and number of containers or packages
carrying the dangerous goods.
Location/Stowage Position: Specifies where the dangerous goods are stowed on the ship
(on deck or under deck) to facilitate quick access in case of an emergency.
Stowage and Segregation Information
The DGM includes details on the stowage location of each dangerous good on board, ensuring that
cargo is stored according to the IMDG Code’s stowage and segregation rules. This helps prevent
dangerous interactions between incompatible goods.
Purpose and Importance
Safety Management: The DGM is essential for the ship’s master and crew to manage the safe
handling, stowage, and transport of hazardous materials.
Emergency Response: In case of an accident, fire, or spill, the DGM provides critical information to
emergency responders about the hazardous nature of the cargo, allowing them to take
appropriate action.
Compliance: The DGM ensures that the ship complies with international laws and regulations
governing the transportation of dangerous goods, minimizing the risk of penalties or delays.
Availability and Access
A copy of the Dangerous Goods Manifest must be kept readily available on board the vessel, often
in the ship's bridge or another easily accessible location.
A copy of the DGM may also be provided to port authorities and other relevant parties before
departure and upon arrival to ensure that they are aware of any dangerous goods on board.
Format and Language
The DGM must be in a format that is easy to read and understand, typically in English or a language
agreed upon by the relevant authorities. It must be clear, accurate, and complete.
IMDG code: Excepted Quantities

The excepted quantity is the maximum quantity per inner and outer packaging for
transporting dangerous goods as excepted quantities. The quantity limit can be found
in the column 7b of the Dangerous Goods List. 7b does not directly list the max
quantity per inner and outer packaging. Instead, 7b gives various E codes (E0~E5).
IMDG code: Limited Quantities

The limited quantity is the maximum quantity per inner packaging or article for
transporting dangerous goods as limited quantities. It can be found in the column 7a
of Dangerous Goods List. In the example below, the limited quantity for antimony
compounds is 5kg per inner packaging.
IMDG code: Compatibility Group

The IMDG Code classifies hazardous materials to ensure safe maritime transport. One aspect of this
classification involves "Compatibility Groups," which are subsets within Class 1 (explosives) that group
explosives based on their chemical properties and their potential reactions with other substances.
Document of Compliance (SOLAS II-2/54.3) Pertaining to Dangerous Goods:

The Document of Compliance (DoC) as per SOLAS Regulation II-2/54.3 is an official certificate that verifies
that a ship is suitable and equipped to carry dangerous goods in packaged form or in solid form in bulk.
It confirms that the vessel complies with the necessary structural and equipment requirements laid out in
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the Safety of Life at Sea (SOLAS) Convention, ensuring that the ship can safely handle and transport
Features of the Document of Compliance

1. Purpose of the Document of Compliance
The Document of Compliance (DoC) is issued to demonstrate that a ship meets the specific safety
requirements for the carriage of dangerous goods under SOLAS Chapter II-2, which focuses on fire
safety provisions.
The DoC serves as proof that the ship’s design, construction, equipment, and operational procedures
are in accordance with the regulations that apply to the transport of hazardous materials, ensuring
that the risks posed by such cargoes are minimized.
2. Scope of Application
The DoC is mandatory for all ships carrying dangerous goods in packaged form or solid bulk as defined
by the International Maritime Dangerous Goods (IMDG) Code.
The certificate applies to both cargo ships and passenger ships that are engaged in the carriage of
dangerous goods, whether they transport goods regularly or occasionally.
3. Requirements for Issuance
For a ship to be issued a Document of Compliance, it must fulfill the following requirements, as set out by
SOLAS Chapter II-2:
Fire Protection and Detection Systems: The ship must be equipped with suitable fire protection,
detection, and extinguishing systems appropriate to the type of dangerous goods it carries. This
includes having fixed fire-extinguishing systems such as CO₂ systems, water spray systems, and
dry powder systems as required.
Ventilation Systems: Adequate ventilation must be provided for cargo holds, especially when carrying
flammable or toxic goods. Spaces where dangerous goods are stowed should have mechanical
ventilation to prevent the accumulation of hazardous vapors.
Gas Detection: Ships must have gas detection systems to identify leaks or the presence of dangerous
gases in cargo holds. These systems help ensure the safety of the crew by providing early warning
of toxic or flammable gas leaks.
Electrical Safety: Electrical equipment in areas where dangerous goods are stowed must be intrinsically
safe or explosion-proof to prevent ignition of flammable vapors. Proper segregation of electrical
equipment is also required to ensure safety.
Emergency Response Equipment: The ship must carry appropriate emergency equipment, including
spill response kits, personal protective equipment (PPE), and firefighting gear, to deal with incidents
involving dangerous goods.
Cargo Handling Procedures: The ship must demonstrate that it has adequate procedures for the safe
handling, stowage, and transport of dangerous goods, including proper segregation and stowage
practices, as outlined in the IMDG Code.
4. Inspection and Certification Process
The Document of Compliance is issued by the flag state or an authorized classification society after a
thorough inspection and survey of the ship. This inspection verifies that the vessel complies with
the relevant SOLAS fire safety regulations for the carriage of dangerous goods.
The ship will be inspected to ensure that it meets the necessary safety standards, including the
availability and functioning of fire safety systems, gas detection systems, ventilation, and electrical
equipment in hazardous areas.
The DoC is valid for a period determined by the issuing authority, but it is typically subject to annual
inspections or renewal surveys to confirm continued compliance with safety regulations.
5. Display and Availability
The Document of Compliance must be carried on board at all times and should be available for
inspection by port state control authorities or other regulatory bodies.
It is also important that the master of the ship and relevant crew members are familiar with the
certificate and the safety measures in place for transporting dangerous goods.
6. Relation to the IMDG Code
The IMDG Code works in conjunction with the SOLAS Convention. While the IMDG Code provides
detailed guidelines for the classification, packing, labeling, and segregation of dangerous goods,
SOLAS II-2/54.3 ensures that the ship itself is structurally prepared to safely handle such goods.
The DoC confirms that the ship’s infrastructure aligns with the requirements of both the SOLAS
Convention and the IMDG Code, providing an additional layer of safety during the transport of
7. Renewal and Amendments
The Document of Compliance must be renewed regularly, typically during the ship's safety equipment
survey as part of its overall certification.
Any modifications to the ship’s structure or equipment that affect the carriage of dangerous goods
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must be reported to the issuing authority, and the DoC may need to be amended or updated
accordingly.
Emergency Response Information from the EmS Guide

The Emergency Response Procedures for Ships Carrying Dangerous Goods (EmS Guide) is a vital part of
the IMDG Code. It provides shipmasters and crew with essential guidance on how to respond to
emergencies involving dangerous goods during sea transportation. The EmS Guide offers detailed
information on managing incidents such as fires, spills, and leaks that may occur with hazardous cargoes,
ensuring the safety of the ship, crew, and environment.
The EmS Guide is divided into two main sections:
F-Fire: Emergency procedures for dealing with fires involving dangerous goods.
S-Spillage: Emergency procedures for handling spills or leaks of dangerous goods.
1. Fire Procedures (F Guide)

The F (Fire) section of the EmS Guide provides detailed information on how to deal with fires involving
dangerous goods. Each class of dangerous goods presents unique fire risks, and the guide offers specific
procedures tailored to the nature of the goods being transported.
Information Available from the F Guide:
Firefighting Methods:
Type of extinguishing agents to be used (e.g., water, foam, dry chemical, CO₂) for different
classes of dangerous goods.
Special instructions on the application of firefighting methods, such as cooling surrounding
containers or cargoes to prevent the spread of fire.
Risk Assessment:
Information on the specific risks associated with the dangerous goods involved in the fire, such
as flammability, explosion potential, or release of toxic gases.
Protective Measures:
Recommendations on the use of personal protective equipment (PPE), such as breathing
apparatus or fire-resistant clothing, when fighting a fire involving hazardous cargo.
Evacuation Procedures:
Guidance on when and how to evacuate the area around the fire to protect crew members from
toxic fumes, explosions, or spreading flames.
Cooling Procedures:
Instructions on cooling adjacent containers or structures to prevent the fire from spreading or
to keep pressure in the containers under control, especially in the case of flammable gases
or liquids.
2. Spillage Procedures (S Guide)

The S (Spillage) section of the EmS Guide provides procedures for managing spills, leaks, or accidental
releases of dangerous goods. The procedures depend on the physical and chemical nature of the spilled
substance, such as whether it is corrosive, toxic, or flammable.
Information Available from the S Guide:
Containment Methods:
Containment of spilled material to prevent it from spreading, including the use of barriers,
absorbents, or secondary containment measures.
Neutralization and Clean-Up:
Steps for neutralizing hazardous substances (e.g., acids or bases) and the proper clean-up
techniques to ensure safe disposal or storage of contaminated materials.
Ventilation and Gas Control:
Guidelines on the use of ventilation systems to disperse toxic or flammable gases, and advice
on monitoring gas levels during and after spillage containment.
PPE Requirements:
Instructions on the use of protective gear (e.g., gloves, goggles, chemical-resistant suits) for
handling spills, especially for corrosive, toxic, or flammable materials.
Risk of Contamination:
Information on preventing contamination of the ship, surrounding environment, or other cargo,
including the need for immediate isolation of the affected area.
3. Specific Emergency Procedures for Each UN Number

Each dangerous good has a specific UN number that identifies the substance. The EmS Guide provides
emergency procedures tailored to each UN number, including:
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The type of hazard presented by the substance (e.g., toxic, corrosive, flammable).
Appropriate emergency actions for dealing with spills, leaks, or fires involving that specific substance.
Specific firefighting or containment measures relevant to that dangerous good.
4. Additional Information from the EmS Guide

Explosive Hazards:
Guidelines for handling the risk of explosion, especially for Class 1 (Explosives) or other
materials with explosive potential under certain conditions.
Toxic Gas Release:
Steps to manage toxic gas releases and instructions on how to prevent the spread of gases into
living or working spaces on the ship.
First Aid and Medical Assistance:
First aid measures for crew members exposed to hazardous materials, such as inhalation of
toxic fumes or contact with corrosive substances.
Reporting Procedures:
Instructions on how to report the incident to relevant authorities and parties (e.g., port
authorities, emergency response teams) and the necessary documentation to accompany
the report.
Medical First Aid Guide (MFAG) Tables – Overview:

The Medical First Aid Guide (MFAG) is part of the IMDG Code and provides detailed first aid instructions
for dealing with medical emergencies involving dangerous goods. The guide is specifically designed to help
ship personnel handle incidents where exposure to hazardous substances causes injury or illness. The
MFAG tables offer clear guidance on medical treatment, first aid procedures, and the use of antidotes for
different classes of dangerous goods. It complements the Emergency Schedules (EmS) by focusing on
medical response and first aid.
Information from MFAG Tables:

First Aid Measures for Exposure to Dangerous Goods
The MFAG tables outline specific first aid procedures for treating crew members or other individuals
who have been exposed to dangerous goods. These exposures may occur through inhalation,
skin contact, ingestion, or eye contact.
Example Information:
For inhalation of toxic vapors: The MFAG may advise moving the victim to fresh air,
administering oxygen, or performing artificial respiration.
For skin contact with corrosive substances: The guide will detail how to wash the affected
area with large amounts of water and whether specific neutralizers are needed.
Symptoms and Signs of Exposure
The MFAG provides descriptions of symptoms that may arise from exposure to hazardous
substances, helping the crew recognize the medical emergency. This can include symptoms
such as:
Difficulty breathing (from toxic gas inhalation).
Burns or blisters on the skin (from contact with corrosive materials).
Dizziness, nausea, or unconsciousness (from exposure to flammable or toxic vapors).
These descriptions help in identifying the type of exposure and the appropriate first aid response.
Immediate Medical Treatment
The tables offer guidelines on immediate medical treatment in emergencies, such as:
Administering antidotes for specific chemical exposures (e.g., antidotes for cyanide
poisoning).
Providing artificial respiration or cardiopulmonary resuscitation (CPR) if the person is not
breathing.
Treating burns or chemical exposure to the eyes with specialized care and rinsing
techniques.
Antidotes and Medical Supplies
The MFAG specifies antidotes that should be administered in case of exposure to certain dangerous
goods. It also details the medical supplies required on board to treat these incidents effectively.
Hydrogen cyanide exposure may require the administration of an antidote like sodium
thiosulfate.
Eye wash solutions and burn ointments are listed as essential supplies for chemical
exposure.
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Medical Equipment Required On Board

The guide lists the necessary medical equipment to be kept on board for treating different types of
injuries related to dangerous goods, such as:
Oxygen cylinders and masks for cases of inhalation of toxic gases.
Burn dressings for treating thermal or chemical burns.
Resuscitation equipment for life-threatening conditions such as cardiac arrest due to
chemical exposure.
Dosage Instructions for Medications
The MFAG tables provide dosage instructions for administering medications and antidotes in case
of an emergency, based on the severity of the exposure and the age and weight of the victim.
It also specifies the route of administration, such as oral, intravenous, or inhalation for different
treatments.
Advice on Medical Evacuation
For severe cases of exposure, the MFAG recommends when medical evacuation is necessary. It
also provides guidance on how to manage the patient's condition during transport to a medical
facility.
If a victim shows signs of severe poisoning or respiratory failure, immediate evacuation to
shore-based medical facilities may be required.
Medical Advice for Special Circumstances
The guide offers advice for special circumstances such as:
Delayed symptoms: Some dangerous goods may cause symptoms that appear later, and
the MFAG provides guidance on how to monitor affected individuals.
Handling multiple casualties: Guidance is also provided on prioritizing treatment when
multiple crew members are affected by a dangerous substance.
Coordination with Shore-Based Medical Assistance
The MFAG emphasizes the importance of communicating with shore-based medical authorities and
following their instructions for treating victims. It often recommends contacting telemedical
services for advice on managing more complex medical emergencies.
SOLAS Chapter VII – Carriage of Dangerous Goods (in Packaged Form)

SOLAS Chapter VII addresses the safety requirements for the carriage of dangerous goods by sea,
particularly in packaged form. The chapter incorporates the International Maritime Dangerous Goods
(IMDG) Code, which provides detailed rules and guidelines for the classification, packaging, stowage,
labeling, and handling of dangerous goods.
Requirements of SOLAS Chapter VII for Dangerous Goods in Packaged Form:
Application of the IMDG Code:
SOLAS Chapter VII mandates that the IMDG Code be followed for the classification, packing,
marking, labeling, stowage, and documentation of dangerous goods in packaged form.
All ships carrying dangerous goods in packaged form must comply with the relevant provisions of
the IMDG Code, which is updated periodically.
Documentation:
Shippers must provide accurate documentation, including a Shipper’s Declaration of Dangerous
Goods and a Dangerous Goods Manifest (DGM). These documents detail the nature, quantity,
and stowage location of the dangerous goods on board.
The documents must be easily accessible to the master of the ship and port authorities for safety
and emergency purposes.
Labeling and Marking:
Dangerous goods must be correctly labeled and marked with the appropriate hazard symbols, UN
numbers, and handling instructions, as per the IMDG Code. Proper labeling helps identify the
cargo’s hazards and ensures safe handling and stowage.
Stowage and Segregation:
Dangerous goods must be stowed and segregated according to their hazard classification.
Incompatible materials must be kept apart to prevent dangerous reactions.
Certain dangerous goods must be stowed in specific areas, either on deck or under deck, depending
on their risk level, ventilation needs, and accessibility in case of emergency.
Fire Safety and Emergency Procedures:
Ships carrying dangerous goods must be equipped with fire detection and fire suppression systems
appropriate to the nature of the cargo.
The crew must be trained in emergency response procedures for dealing with incidents involving
dangerous goods, such as fires, spills, or leaks.
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Training and Certification:

Personnel involved in handling dangerous goods must receive training in accordance with the
requirements of SOLAS and the IMDG Code. This ensures that they are familiar with the
hazards, handling, stowage, and emergency response procedures for dangerous goods.
Inspection and Compliance:
Ships carrying dangerous goods are subject to inspection by flag state and port state control
authorities to ensure compliance with SOLAS and the IMDG Code. Non-compliance can lead to
fines, detention of the vessel, or denial of entry into port.
Merchant Shipping Act 1958 - Section 331 (India)

Section 331 of the Merchant Shipping Act 1958 specifically addresses the carriage of dangerous goods on
ships registered under Indian jurisdiction. It is designed to regulate the safe transport of dangerous cargo
in both packaged and bulk form to ensure the safety of life at sea, as well as the protection of property
and the marine environment.
Requirements of Section 331 of the Merchant Shipping Act 1958:
Declaration of Dangerous Goods:
The shipper must make a declaration regarding the dangerous goods being carried. The declaration
must include details about the nature, quantity, and classification of the dangerous cargo.
Failure to properly declare dangerous goods can result in legal penalties, including fines and
imprisonment.
Proper Packaging and Labeling:
Dangerous goods must be properly packed, labeled, and marked in accordance with the IMDG Code
or any other applicable regulations. This ensures that the goods are safely contained during
transport and that handlers are aware of the risks involved.
Notification to the Ship Master:
Before loading dangerous goods onto an Indian-flagged ship, the shipper must provide the ship’s
master with all relevant details about the cargo, including the type of dangerous goods, their
hazard classification, and any special handling instructions.
The ship’s master is responsible for ensuring that the cargo is stowed and handled in a manner
that complies with safety regulations.
Prohibition of Carriage in Certain Cases:
The carriage of certain types of dangerous goods may be prohibited or subject to special conditions,
depending on their nature and the type of ship. This can include restrictions on explosives, toxic
substances, or highly reactive chemicals.
Liability for Damage:
If an accident occurs due to the improper packing, declaration, or handling of dangerous goods,
the shipper or the carrier may be held liable for any damage caused to the ship, crew, or
environment.
This section holds shippers and carriers accountable for ensuring the safe transport of dangerous
goods.
Penalties for Non-Compliance:
Any person who fails to comply with the provisions of Section 331 can face penalties, which may
include fines and imprisonment. These penalties are designed to enforce strict compliance with
safety standards for dangerous goods transportation.
Types of Magazines for Carriage of Explosives:

In the maritime industry, the term "magazine" refers to a specially designed storage area or container
used for the carriage of explosives on ships. These magazines are crucial for ensuring the safe transport
of explosives by providing a secure environment that minimizes the risk of detonation due to external
factors like heat, sparks, or mechanical impacts. The IMDG Code and other relevant international
regulations provide specific guidelines for the construction, stowage, and handling of magazines used for
the transport of explosives.
Below are the various types of magazines commonly used for the carriage of explosives:
1. Portable Magazines
Overview:
Portable magazines are self-contained units designed to carry smaller quantities of explosives. They
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can be easily moved or relocated within the ship.

These are typically used when a ship does not have built-in storage spaces for explosives or when the
quantity of explosives being transported is relatively small.
Key Features:
Constructed from fire-resistant and shock-absorbing materials.
Equipped with intrinsically safe electrical fittings to prevent accidental ignition from electrical sparks.
Ventilated to prevent the buildup of gases but also sealed tightly to keep out moisture.
Common Uses:
Transporting Class 1 explosives, such as fireworks or small amounts of ammunition, which require less
stringent storage compared to bulk explosives.
2. Deck Magazines
Overview:
Deck magazines are used for the on-deck storage of explosives, typically in a safe, ventilated container.
They are generally used when explosives cannot be stowed below deck due to the nature of the
cargo or the design of the ship.
Key Features:
Placed on deck, these magazines are located away from living quarters and machinery spaces to reduce
risks to the crew.
Constructed with fireproof materials to protect the explosives from external sources of ignition, such
as engine exhaust or hot surfaces.
May be equipped with water spray systems or other firefighting measures to suppress any potential
fire hazards.
Common Uses:
Class 1.1 and Class 1.2 explosives, such as high explosives or explosive devices, which must be stowed
in well-ventilated areas due to their sensitivity.
3. Built-In or Fixed Magazines

Overview:
Fixed magazines are integrated into the structure of the ship and are specifically designed for the long-
term or frequent carriage of explosives.
These are found on vessels such as military ships, research vessels, or specialized cargo ships that
regularly carry explosives.
Key Features:
Located in isolated parts of the ship, often below deck, to minimize the risk of accidental detonation
affecting the crew or the ship's structural integrity.
Built with explosion-proof doors, reinforced walls, and shock-absorbing linings to contain the effects of
any accidental detonation.
Equipped with temperature control and ventilation systems to maintain a stable environment inside
the magazine.
Common Uses:
Transporting bulk explosives such as ammunition, detonators, or military-grade explosives.
Used on military or defense-related vessels, including naval ships.
4. Under-Deck Magazines
Overview:
Under-deck magazines are used for the stowage of explosives below the deck level, typically in cargo
holds or specially designated spaces within the hull of the vessel.
Key Features:
Located far from engine rooms, machinery spaces, and crew accommodation areas to reduce the risk
of exposure to heat, vibration, or accidental impact.
Equipped with ventilation systems to prevent the buildup of explosive gases and ensure that the cargo
is kept dry and cool.
Often outfitted with fire suppression systems, such as CO₂ or foam systems, to mitigate the risks of
fire or explosion.
Common Uses:
Suitable for larger quantities of explosives, such as Class 1.3 or Class 1.4 explosives (those with a
lower explosive risk, like certain types of propellants or flares).
5. Special Purpose Magazines

Overview:
These are custom-designed magazines used for specific types of explosives or for specialized cargo
such as research explosives or underwater ordnance.
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Key Features:
Tailored to the specific properties of the explosive being transported, such as sensitivity to shock, heat,
or moisture.
Includes special storage racks, cushioning, or other methods to safely store delicate or unstable
explosives.
Equipped with specialized fire detection and suppression systems, along with enhanced ventilation and
temperature regulation.
Common Uses:
Carrying explosives used in scientific research, marine exploration, or other specialized industries.
Transportation of Class 1.5 explosives (very insensitive explosives with a mass explosion hazard), such
as ammonium nitrate fuel oil (ANFO) or blasting agents.
6. Temporary Magazines
Overview:
These magazines are set up temporarily on ships that are not regularly engaged in the transport of
explosives.
They are often used for one-time or short-term shipments of small amounts of explosives.
Key Features:
Designed to be easily assembled and disassembled and often constructed with portable, lightweight,
yet durable materials.
Located in isolated and well-ventilated parts of the ship to minimize risk.
Common Uses:
Transporting small quantities of explosives that require secure stowage but do not need the permanent
infrastructure of built-in magazines.
7. Submarine Magazines (for Military Use)

Overview:
Submarine magazines are specifically designed for naval submarines to carry explosives such as
torpedoes, missiles, or depth charges.
Key Features:
Located deep within the hull and heavily protected against shock, vibration, and pressure.
Equipped with specialized loading mechanisms to ensure explosives are safely handled during loading
and discharge operations.
Common Uses:
Transporting military explosives or ammunition used in submarine-based warfare.
Labels and Placards for Dangerous Goods (IMDG Code)

Labels and placards are essential components of the International Maritime Dangerous Goods (IMDG)
Code and are used to identify and communicate the hazards associated with dangerous goods during their
transport. These markings ensure that all personnel involved in the handling, stowage, and transportation
of hazardous materials are aware of the potential risks, thereby promoting safety and compliance with
international regulations.
1. Labels (Dangerous Goods)

Definition:
Labels are smaller markings affixed directly to the packaging of dangerous goods. They serve to
identify the type of hazard associated with the material being transported.
Key Features:
Hazard Class Symbol: Labels display the appropriate hazard class symbol, which visually communicates
the nature of the danger (e.g., flammable, corrosive, toxic).
UN Number: Some labels include the UN number of the substance, which is a unique four-digit code
assigned to dangerous goods.
Dimensions: Typically, labels are 100 mm x 100 mm in size and are placed on the outer surface of
individual packages.
Colors: Labels are color-coded according to the hazard class (e.g., red for flammable, yellow for
oxidizers, black for toxic).
Types of Labels:
Primary Hazard Label: This indicates the main hazard of the cargo, such as flammability or toxicity.
Subsidiary Hazard Label: If the substance presents more than one hazard, an additional subsidiary
label is required to identify the secondary risk.
Examples of Hazard Labels:
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Class 1: Explosives (orange background with a burst symbol).

Class 3: Flammable liquids (red background with a flame symbol).
Class 6: Toxic substances (white background with a skull and crossbones symbol).
Importance of Labels:
Identification: Labels help identify the hazards associated with specific packages of dangerous goods.
Handling and Stowage: Workers rely on labels to handle dangerous goods safely and to ensure proper
stowage and segregation according to the IMDG Code.
Emergency Response: In the event of an accident, labels assist emergency responders in quickly
assessing the nature of the hazardous material and deciding on the appropriate safety measures.
2. Placards (Dangerous Goods)

Definition:
Placards are larger markings affixed to cargo transport units, such as containers, vehicles, or tankers,
carrying dangerous goods. They provide a visual indication of the hazards contained within the unit
for the entire duration of the transport.
Key Features:
Larger in Size: Placards are typically 250 mm x 250 mm or larger, allowing them to be easily visible
from a distance.
Color-Coding and Symbols: Similar to labels, placards are color-coded and display the appropriate
hazard symbols. These symbols correspond to the class of dangerous goods being transported.
UN Number Display: Placards often include the UN number for the substance being carried, placed
below the hazard symbol. This helps identify the specific hazardous material inside the cargo unit.
Types of Placards:
Single Hazard Placard: Displays the primary hazard of the dangerous goods being transported (e.g.,
flammable, corrosive, explosive).
Multi-Hazard Placard: Used when a cargo transport unit contains dangerous goods that have multiple
hazards (e.g., flammable and toxic).
Examples of Placards:
Class 2.1: Flammable gases (red background with a flame symbol).
Class 5.1: Oxidizing substances (yellow background with a flame over a circle symbol).
Class 8: Corrosive substances (black and white background with a liquid spilling on a surface and hand
symbol).
Importance of Placards:
Transport Identification: Placards provide quick identification of the dangerous goods inside a cargo
unit during the transportation process.
Safety in Handling and Stowage: Workers use placards to ensure the cargo is handled and stowed in
compliance with the IMDG Code. It also helps in preventing accidents by ensuring proper
segregation of incompatible goods.
Visible Hazard Communication: Placards are especially important for ensuring that the hazards are
visible to anyone involved in the movement of the cargo unit, whether it’s at the port, on the road,
or at sea.
Emergency Response: In case of accidents, first responders rely on placards to determine the type of
hazardous materials present, enabling them to respond with appropriate measures.
3. Differences Between Labels and Placards

Size: Labels are small (100 mm x 100 mm) and affixed to individual packages, while placards are
larger (250 mm x 250 mm) and attached to cargo units or vehicles.
Application: Labels are used for packaged goods, whereas placards are used for cargo transport units
(containers, vehicles, etc.).
Visibility: Placards are designed to be visible from a distance, ensuring that they are easily recognized
by personnel handling the cargo, particularly during transportation.
Hazardous Materials Warning Placards:-
CLASS 1 CLASS 1 CLASS 1.5 CLASS 1 CLASS 2

Explosives Explosives 1.4 Explosives 1.4 Explosives 1.6 OXYGEN
*Enter Division *Enter compatibility *Enter *Enter Placard 454 kg

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Number 1.1, 1.2, group letter, when compatibility compatibility (1,001lbs) or

1.3 and required. Placard 454 group letter, group letter, more, gross
compatibility kg (1,001lbs) or more. when required. when required. weight of either
group letter, when Placard 454 kg Placard 454 kg compressed gas
required. Placard (1,001lbs) or (1,001lbs) or or refrigerated
any quantity. more. more. liquid.
CLASS 2 CLASS 2 CLASS 3 CLASS 3 CLASS 3
FLAMMABLE GAS NON-FLAMMABLE GAS POISON GAS FLAMMABLE GASOLINE
Placard 454 kg Placard 454 kg Placard any Placard 454 kg May be used in
(1,001lbs) or (1,001lbs) or more, quantity 2.3 (1,001lbs) or the place of
more. gross weight. material. more. FLAMMABLE on a
placard displayed
on a cargo tank
or a portable tank
being used to
transport gasoline
by highway.
COMBUSTIBLE FUEL OIL FLAMMABLE SPONTANEOUSL DANGEROUS
SOLID Y COMBUSTIBLE WHEN WET
Placard a Placard 454 kg

combustible liquid (1,001lbs) or more. Placard 454 kg Placard 454 kg Placard any
when transported (1,001lbs) or (1,001lbs) or quantity of
in bulk. see more. more. Division 4.3
§172.504(f)(2) for material.
use of FLAMMABLE
placard in place of
COMBUSTIBLE
placard.
OXIDIZER ORGANIC PEROXIDE KEEP AWAY POISON RADIOACTIVE
FROM FOOD
Placard 454 kg Placard 454 kg Placard any Placard any

(1,001lbs) or (1,001lbs) or more. Placard 454 kg quantity of 6.1, quantity of
more. (1,001lbs) or PGI, inhalation packages bearing
more. hazard only. the RADIOACTIVE
Placard 454 kg III label. Certain
(1,001 lbs) or low specific
more of PGI or activity
II, other than radioactive
PGI inhalation materials in
hazard. "exclusive use"
will not bear the
label, but
RADIOACTIVE
placard is
required.
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CLASS 8 CLASS 9 DANGEROUS

CORROSIVE miscellaneous SUBSIDIARY RISK
Placard 454 kg (1,001 lbs) gross PLACARD
weight of two or more categories
of hazardous materials listed in
Table 2. A freight container, unit
load device, motor vehicle, or rail
car which contain non-bulk
Placard 454 kg Not required for packagings with two or more
(1,001lbs) or domestic categories of hazardous materials Class numbers do
more. transportation. Placard that require placards specified in not appear on
454 kg (1,000 lbs) or Table 2 may be placarded with a subsidiary risk
more gross weight of DANGEROUS placard instead of placard.
a material which the separate placarding specified
presents a hazard for each of the materials in table
during transport, but 2. However, when 2,268 kg
is not included in any (5,000 lbs) or more of one
other hazard class. category of material is loaded at
one facility, the placard specified
in Table 2 must be applied.
RAIL
Required background
for placard on rail
Placard empty shipments of certain
tank cars for explosives and
resident of poisons. Also required
material last for highway route
contained. controlled quantities of
radioactive materials.
(see §172.507 and
172.510).
Separated Longitudinally by intervening complete compartment or hold from:

The phrase "Separated longitudinally by an intervening complete compartment or hold from" is a specific
segregation requirement used in the IMDG Code when stowing incompatible dangerous goods. It indicates
that two incompatible classes of dangerous goods must be stowed in such a way that there is a complete
compartment or hold separating them in the longitudinal direction (i.e., along the length of the ship). This
ensures that even in the event of a spill, leak, or other incident, the two substances do not come into
contact with each other, minimizing the risk of a hazardous reaction.
Points of This Segregation Requirement
Complete Compartment or Hold:
The separation must be achieved by an entire cargo hold or compartment. There cannot be any
direct connection between the two spaces.
The intervening space provides an additional safety buffer, ensuring that even if an incident occurs,
the dangerous goods are far enough apart to prevent interaction.
Longitudinal Separation:
The dangerous goods must be separated along the length of the ship, meaning the two substances
must be stored in different holds or compartments situated forward or aft of one another.
This requirement is typically applied when the dangerous goods pose a significant hazard if they
come into contact, such as those with high explosive, flammable, or toxic properties.
Incompatibility:
The requirement applies to goods that are considered incompatible under the IMDG Code, meaning
they can react dangerously if stored too close together. This may include combinations of
flammable liquids and oxidizing agents, acids and bases, or explosives and flammable
substances.
Example of Application:
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If a ship is carrying Class 1 (Explosives) and Class 5.1 (Oxidizing Substances), these substances must be
"separated longitudinally by an intervening complete compartment or hold from" one another. In this
case, the two types of dangerous goods would be stored in separate holds, with a full hold or
compartment in between to ensure they cannot come into contact, even in the event of an incident.
Importance of This Segregation Requirement:
Safety: This level of separation is crucial for ensuring the safety of the ship, crew, and environment. By
providing a substantial physical barrier, the risk of dangerous reactions between incompatible
substances is significantly reduced.
Regulatory Compliance: Compliance with the segregation requirements laid out in the IMDG Code ensures
that ships carrying dangerous goods do so in a manner that meets international safety standards,
reducing the risk of accidents or incidents at sea.
Hazards Associated with IMDG Cargo

The International Maritime Dangerous Goods (IMDG) Code classifies dangerous goods based on the
specific hazards they pose during transportation. The following are the main hazards associated with
dangerous goods under the IMDG Code:
1. Explosives (Class 1)
Hazards:
Explosives can cause massive explosions if subjected to heat, impact, or friction.
They can result in severe damage to the ship, crew, and cargo.
Precautions:
Ensure proper segregation from other cargoes, especially flammable and reactive materials.
Avoid exposure to heat and vibration during loading and transport.
Use appropriate fire suppression systems and keep the cargo stowed in cool, ventilated areas.
2. Gases (Class 2)
Hazards:
Gases can be flammable, toxic, or compressed, posing risks of fire, explosion, or suffocation.
Leaks can result in asphyxiation or explosive atmospheres.
Precautions:
Ensure leak-proof packaging and check for any signs of leakage before loading.
Store gases in well-ventilated areas to avoid accumulation of vapors.
Keep flammable gases away from ignition sources and other incompatible cargoes.
3. Flammable Liquids (Class 3)

Hazards:
Flammable liquids can easily ignite when exposed to sparks, open flames, or heat sources.
Vapors can form explosive mixtures in confined spaces.
Precautions:
Ensure proper labeling and marking of the cargo.
Avoid stowing flammable liquids near oxidizers or heat sources.
Ensure proper ventilation in the cargo hold to prevent the buildup of vapors.
4. Flammable Solids (Class 4)

Hazards:
Flammable solids can ignite easily when exposed to friction, heat, or moisture.
Some materials are prone to spontaneous combustion or can ignite upon contact with air or
water.
Precautions:
Keep the cargo dry and in airtight containers if required.
Segregate from oxidizing agents and other reactive substances.
Monitor for signs of self-heating and check for fire risks regularly.
5. Oxidizing Substances (Class 5.1) and Organic Peroxides (Class 5.2)

Hazards:
These substances can intensify fires by releasing oxygen and can cause violent reactions when
in contact with flammable materials.
Organic peroxides are thermally unstable and can decompose explosively.
Precautions:
Ensure segregation from flammable materials and combustible substances.
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Keep the cargo in cool, ventilated areas to prevent decomposition.

Use temperature control where necessary to prevent organic peroxides from overheating.
6. Toxic and Infectious Substances (Class 6)

Hazards:
Toxic substances can cause poisoning, injury, or death if inhaled, ingested, or absorbed through
the skin.
Infectious substances can transmit diseases to humans and animals.
Precautions:
Ensure proper packaging and labeling to avoid exposure.
Handle with PPE (e.g., gloves, masks) to prevent contamination or poisoning.
Maintain isolation from foodstuffs and personal items to avoid contamination.
7. Radioactive Material (Class 7)

Hazards:
Exposure to radioactive material can cause radiation poisoning, cell damage, and cancer.
Improper handling can lead to contamination of the ship and crew.
Precautions:
Ensure shielded containers to prevent radiation exposure.
Use dosimeters and other radiation detection devices to monitor exposure levels.
Maintain segregation from crew living quarters and other cargo.
8. Corrosive Substances (Class 8)

Hazards:
Corrosive substances can cause severe burns to the skin, eyes, and respiratory system, and
can damage the ship’s structure.
Precautions:
Ensure the cargo is properly sealed and packaged to prevent leaks.
Store away from metals and other reactive materials that could be damaged or cause dangerous
reactions.
Handle with PPE and ensure spillage containment kits are available in case of leaks.
9. Miscellaneous Dangerous Goods (Class 9)

Hazards:
This class includes materials that pose environmental hazards (e.g., marine pollutants), lithium
batteries, and other items that do not fall into the other classes but can cause harm.
These goods may cause fires, leaks, or environmental contamination.
Precautions:
Ensure appropriate packaging and handling procedures for items like lithium batteries.
Monitor for leaks or damage to prevent environmental harm.
Handle and store as per the specific requirements for each item in this class.
Precautions to Be Taken While Loading Dangerous Goods in Packaged Form:

1. Documentation and Compliance Checks
Ensure that the Shipper’s Declaration is accurate and contains all the necessary information about the
dangerous goods.
Ensure that the packaging, labeling, and marking of the dangerous goods comply with the IMDG Code
requirements.
Verify that a Dangerous Goods Manifest (DGM) is prepared, detailing the cargo’s nature, quantity, and
stowage location.
Check the integrity of the packaging and containers for any signs of damage or leakage.
Ensure that containers carrying dangerous goods are in good condition, with no structural defects that
could lead to a spill or accident.
Make sure the cargo is properly labeled and marked with hazard symbols and UN numbers.
3. Stowage and Segregation
Ensure proper stowage according to the cargo’s hazard class. Dangerous goods must be placed in
designated areas that comply with IMDG Code stowage requirements.
Follow segregation rules to prevent the stowage of incompatible dangerous goods together, which
could lead to dangerous reactions.
Ensure proper ventilation in the stowage area to prevent the buildup of gases, vapors, or fumes.
4. Fire Safety and Emergency Preparedness
Equip the ship with appropriate firefighting equipment, including extinguishers and fire suppression
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systems, suitable for the type of dangerous goods being carried.

Ensure that the crew is trained in handling fire hazards, including the correct use of fire suppression
systems and personal protective equipment.
Review and update the emergency response procedures, including procedures for fire, spills, and leaks
involving dangerous goods.
5. Use of Personal Protective Equipment (PPE)
Provide appropriate PPE (e.g., gloves, masks, goggles) for crew members who will be handling or
exposed to dangerous goods.
Ensure the crew is trained in the proper use of PPE to prevent exposure to toxic, corrosive, or
flammable substances.
6. Monitoring and Gas Detection
Install and maintain gas detection systems for flammable, toxic, or reactive gases that could be emitted
from the dangerous goods during transport.
Regularly monitor the cargo spaces for temperature changes, gas emissions, or other signs of
hazardous conditions.
7. Securing Cargo
Properly lash and secure dangerous goods to prevent shifting or tipping during transit. This is especially
important for dangerous goods with sensitive properties like explosives or corrosive materials.
Regularly inspect the cargo during the voyage to ensure that it remains secure and that there are no
signs of damage or leakage.
8. Emergency Response and First Aid
Ensure that emergency response kits are available and accessible in the event of a spill or leak.
Train the crew in first aid procedures for exposure to hazardous materials, including the use of
antidotes or decontamination methods.
Duties of Carrier & Shipper with respect to Carriage of Dangerous Goods as per IMDG Code:
The International Maritime Dangerous Goods (IMDG) Code outlines specific duties and responsibilities for
both the carrier (the shipowner or operator) and the shipper (the entity offering the dangerous goods for
transport). These duties are essential for ensuring the safe transport of dangerous goods by sea and
minimizing risks to the ship, crew, cargo, and environment. The following sections describe the key
responsibilities of the carrier and shipper in the carriage of dangerous goods according to the IMDG Code:
Duties of the Shipper

The shipper is responsible for preparing dangerous goods for transportation in compliance with the IMDG
Code, ensuring proper classification, packaging, labeling, and documentation of hazardous cargo. The
duties of the shipper include:
1. Classification and Identification of Dangerous Goods
Classifying the dangerous goods correctly according to the hazard classes defined by the IMDG Code
(e.g., explosives, flammable liquids, corrosive substances).
Assigning the correct UN number, proper shipping name (PSN), and packing group to each dangerous
good, based on its level of hazard.
2. Packaging
Ensuring that the dangerous goods are properly packed in approved packaging in accordance with the
IMDG Code's specifications to prevent leaks, spills, or damage during transport.
Using certified packaging that is suitable for the type of hazardous material being transported, including
appropriate sealing and containment of the goods.
3. Marking and Labeling
Properly marking and labeling each package with:
The UN number of the dangerous goods.
The proper shipping name.
Hazard symbols and labels indicating the specific risks associated with the material (e.g.,
flammable, toxic, corrosive).
Any other required marks (e.g., marine pollutants, environmentally hazardous substances).
Ensuring that all labels and marks are clearly visible and comply with the IMDG Code standards for
size, color, and placement.
4. Documentation (Shipper’s Declaration)
Providing a Shipper’s Declaration of Dangerous Goods, certifying that the dangerous goods have been
properly classified, packaged, marked, and labeled in accordance with the IMDG Code.
The declaration must include:
The proper shipping name and UN number.
The hazard class and packing group.
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The quantity of the goods.

The emergency contact information and any special handling instructions.
Ensuring the Dangerous Goods Manifest (DGM) is prepared with all relevant details, including stowage
locations and compatibility information.
5. Notification and Information to the Carrier
Notifying the carrier in advance about the nature of the dangerous goods being offered for shipment.
Providing the carrier with the correct documentation, including the Shipper’s Declaration, Dangerous
Goods Manifest, and Container Packing Certificate (CPC).
Informing the carrier of any special precautions or handling requirements related to the dangerous
goods.
6. Proper Stowage and Containerization
Ensuring that the goods are properly stowed in containers, ensuring that they are compatible with
other goods being shipped and that dangerous goods are segregated as per IMDG Code
requirements.
Providing a Container Packing Certificate to confirm that the dangerous goods have been packed in
accordance with IMDG Code standards and that the container is in good condition.
7. Provision of Emergency Response Information
Providing the carrier with emergency response information specific to the dangerous goods, including
details on how to handle spills, fires, or other emergencies involving the cargo.
Ensuring that the crew has access to safety data sheets (SDS) or other relevant documents that
describe the properties and risks of the dangerous goods.
Duties of the Carrier

The carrier is responsible for ensuring the safe handling, stowage, and transport of dangerous goods on
board the ship. This includes verifying the accuracy of the information provided by the shipper and
complying with IMDG Code regulations. The duties of the carrier include:
1. Verification of Documentation
Verifying that the Shipper’s Declaration of Dangerous Goods and other required documents (such as
the Dangerous Goods Manifest and Container Packing Certificate) are complete, accurate, and
comply with IMDG Code requirements.
Ensuring that all documents are accessible to the ship's master and other relevant crew members for
reference during the voyage.
2. Safe Stowage and Segregation of Dangerous Goods
Ensuring that the dangerous goods are stowed in compliance with the IMDG Code’s stowage and
segregation requirements. This includes:
Segregating incompatible goods to prevent dangerous reactions between chemicals or
substances.
Stowing goods in appropriate locations on board, such as in ventilated holds or on deck,
depending on the cargo’s specific stowage requirements.
Ensuring that the stowage plan aligns with the ship’s Document of Compliance (DoC) for carrying
dangerous goods.
Inspecting the packaging and containers before loading to ensure they are in good condition and show
no signs of damage or leakage.
Refusing to accept any packages or containers that are damaged, improperly labeled, or not in
compliance with the IMDG Code.
Ensuring that the ship is equipped with the appropriate fire safety equipment, such as fire extinguishers
and fire suppression systems, suitable for handling the types of dangerous goods being carried.
Preparing the crew for emergencies by conducting regular drills and ensuring that they are trained in
the use of personal protective equipment (PPE) and emergency procedures for dangerous goods.
Verifying that firefighting and safety systems are fully operational before loading dangerous goods.
5. Providing Information to the Master and Crew
Ensuring that the ship’s master and relevant crew members are fully informed about the dangerous
goods on board, including their locations, hazard classes, and specific handling precautions.
Providing the master with access to the Dangerous Goods Manifest and emergency response
information for each type of dangerous good being transported.
6. Loading, Handling, and Transport
Ensuring that dangerous goods are loaded and unloaded in compliance with the IMDG Code’s handling
requirements to avoid accidental spills, leaks, or fires.
Monitoring the condition of dangerous goods during the voyage to detect any potential hazards, such
as leakage or damage to containers.
Ensuring that the dangerous goods are secured properly to prevent movement during the voyage.
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7. Compliance with Regulations

Ensuring that the ship complies with all applicable international and national regulations, including
those related to the SOLAS Convention, MARPOL, and the IMDG Code.
Conducting regular inspections and maintenance of the ship’s safety equipment and firefighting
systems to ensure compliance.
8. Communication with Port and Coastal Authorities
Notifying relevant port authorities and coastal states about the presence of dangerous goods on board
when required.
Providing authorities with the necessary documentation for inspection or emergency response in case
of an incident.
Explosives Permitted on Passenger Ships:

According to the IMDG Code, the carriage of explosives on passenger ships is heavily restricted due to the
risks associated with transporting such hazardous materials in proximity to passengers. However, certain
types of explosives classified under Class 1 may be carried, provided they meet specific conditions
regarding quantity and classification. The IMDG Code defines a list of explosives that are considered safe
for transport under controlled conditions.
The following divisions of Class 1 explosives are permitted, under certain restrictions, on passenger ships:
1. Division 1.4: Explosives with No Significant Blast Hazard

Characteristics: These are explosives that present no significant hazard in the event of accidental
ignition or detonation. They are designed to have a relatively low explosion risk and are considered
safer for transportation.
Examples:
Signal cartridges (used in maritime and aviation signaling).
Distress flares (commonly used on lifeboats or for emergency signaling at sea).
Igniters or detonating fuses with low sensitivity.
Toy caps or small pyrotechnic articles for amusement purposes.
Restrictions:
These explosives may be carried on passenger ships under specific conditions, such as quantity
limitations, safe packaging, and proper labeling.
The net explosive quantity (NEQ) must not exceed the limits set by the IMDG Code for passenger
ships.
2. Certain Articles Classified as Division 1.4S (Very Low Risk)

Characteristics: Explosives in this category present minimal risk during transportation. Even if they are
ignited or accidentally initiated, they will not cause mass explosion or major hazard to the ship or
passengers.
Examples:
Safety cartridges (ammunition for sporting rifles or pistols).
Pyrotechnic distress signals.
Caps for toy pistols.
Sparklers or other small pyrotechnic devices.
Restrictions:
These articles can be transported in small quantities, and must be packed and handled following the
IMDG Code's guidelines.
The packaging must ensure that the explosive properties do not pose a threat, even in the event of
fire or mishandling.
3. Division 1.4G: Pyrotechnics and Emergency Flares

Characteristics: Pyrotechnic articles classified under 1.4G, such as emergency flares and fireworks,
present a limited hazard during transportation. These items are used for signaling and distress
purposes.
Examples:
Distress signals and flares.
Safety devices such as automobile airbag inflators or seatbelt pretensioners.
Fireworks (low-hazard types for celebrations or amusement).
Restrictions:
Quantity limitations apply, and these explosives must be packaged in compliance with the IMDG Code.
Flares and distress signals are often permitted as they are essential for maritime safety, but their
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transport is subject to strict handling and stowage guidelines.
4. Division 1.4S (Safety Cartridges)

Characteristics: These are typically cartridges for small arms or sporting ammunition that present very
little risk and are designed to avoid mass explosion hazards.
Examples:
Small arms ammunition for sporting use.
Safety cartridges for use in specific controlled environments (e.g., firearms on board).
Restrictions:
The quantity of safety cartridges that can be carried on a passenger ship is strictly regulated. The total
weight or net explosive content must fall within the IMDG Code's limits for passenger ships.
Measures to be taken to ensure a Safe Stowage and Carriage of Explosives:

Ensuring the safe stowage and carriage of explosives on board a ship requires strict adherence to the
IMDG Code and careful planning to mitigate the inherent risks associated with transporting such hazardous
materials. Explosives pose a high risk due to their sensitivity to heat, shock, friction, and contamination,
and their potential to cause catastrophic damage.
The following measures should be implemented to ensure the safe transport of explosives:
1. Compliance with the IMDG Code

Classification and Documentation
Ensure that all explosives are properly classified according to the IMDG Code into the appropriate Class
1 division (e.g., Class 1.1 for mass explosion hazard, Class 1.4 for no significant hazard).
Obtain and verify the Shipper's Declaration of Dangerous Goods, Dangerous Goods Manifest (DGM),
and other relevant documentation. Ensure that all documentation includes accurate information
about the explosives, such as their UN number, proper shipping name (PSN), hazard classification,
and quantity.
Ensure that the documentation specifies any special handling instructions and emergency response
information for the explosives.

Safe Packaging
Verify that explosives are correctly packed in approved packaging as per IMDG Code standards. The
packaging should be robust enough to protect the explosives from impact, friction, and
environmental factors such as moisture or heat.
Ensure the packaging is in good condition, with no signs of damage, leaks, or deterioration. Damaged
packages should be rejected and repacked before being loaded.
Marking and Labeling
Check that all packages are properly labeled with the appropriate hazard symbols, UN numbers, and
handling instructions. Labels should be clearly visible and comply with IMDG Code standards for
size, color, and format.
Ensure that all packages containing explosives are marked with the proper shipping name and class of
explosives.

Segregation from Other Dangerous Goods
Ensure that explosives are segregated from incompatible cargoes as per the IMDG Code. For instance,
explosives must be kept away from flammable liquids, oxidizers, and corrosive substances to
prevent dangerous reactions.
Follow the specific segregation requirements for explosives, such as “away from”, “separated from”,
and “separated longitudinally by an intervening compartment” to ensure that explosives do not
come into contact with incompatible goods.
Designated Stowage Areas
Stow explosives in designated areas on the ship, which are designed to minimize risks. Typically,
explosives should be stowed in well-ventilated holds, away from heat sources, machinery spaces,
and crew living quarters.
For certain types of explosives, such as Class 1.1 (mass explosion hazard), on-deck stowage may be
required to reduce risks in case of accidental detonation. Ensure explosives are stowed in areas
with adequate access for monitoring and emergency response.
Securing Cargo
Ensure that explosives are properly lashed and secured to prevent any movement or shifting during
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the voyage. Unsecured explosives may become unstable due to impacts or vibrations during transit,
increasing the risk of detonation.
Regularly check the securing arrangements during the voyage, particularly in rough weather, to ensure
they remain intact.
4. Ventilation and Temperature Control

Adequate Ventilation
Stow explosives in well-ventilated areas to prevent the buildup of heat, which could cause detonation.
Proper ventilation is especially important when carrying temperature-sensitive explosives or those
that release dangerous gases.
Ensure that the ventilation system is free from sparking hazards and meets the intrinsically safe
standards to avoid ignition from electrical equipment.
Temperature Control
For explosives that are sensitive to heat (e.g., Class 1.5 explosives or organic peroxides), ensure that
they are stowed in areas where temperature control can be maintained. Keep explosives away from
heat sources such as engine rooms or hot cargo.
If necessary, use temperature monitoring systems to regularly check the stowage area for temperature
fluctuations.

Fire Detection and Suppression
Ensure that the ship is equipped with the appropriate fire detection and fire suppression systems, such
as CO₂ systems, water mist systems, or foam extinguishers, capable of handling fires involving
explosives.
Install fire detection systems in the holds or areas where explosives are stowed, so that the crew is
immediately alerted in case of fire.
Firefighting Equipment
Provide adequate firefighting equipment near the stowage areas for immediate use in the event of a
fire. Ensure that fire hoses, extinguishers, and other equipment are in good working condition and
easily accessible.
Emergency Procedures and Drills
Train the crew on the emergency procedures for handling incidents involving explosives, such as fires
or spills. Regularly conduct emergency drills to ensure that all crew members are familiar with
evacuation procedures, fire suppression techniques, and the use of personal protective equipment
(PPE).
Ensure that the crew is aware of the specific hazards associated with the explosives being carried, and
that they know how to respond to incidents involving dangerous goods.

Provide crew members who are handling or working near explosives with appropriate personal
protective equipment (PPE), including fire-resistant clothing, gloves, helmets, and eye protection.
Ensure that self-contained breathing apparatus (SCBA) is available for handling explosives that may
emit toxic fumes or gases.
7. Monitoring and Inspection During Voyage

Conduct regular inspections of the stowage areas to check for signs of leakage, damage to packaging,
or abnormal temperature changes that could affect the stability of the explosives.
Use gas detection systems where applicable to monitor for the release of flammable or toxic gases.
Monitor the security of lashings and stowage arrangements throughout the voyage, particularly during
rough weather or heavy seas.
8. Communication with Authorities

Notify relevant port authorities and coastal states about the presence of explosives on board, and
ensure that they are informed about the nature of the cargo in case of emergency.
Ensure that the Dangerous Goods Manifest (DGM) and emergency response information are readily
available to port authorities and emergency responders, both at the loading and discharge ports.
9. Crew Training
Ensure that all crew members involved in the handling or stowage of explosives are properly trained
in accordance with the IMDG Code. This includes training on:
Hazard awareness.
Stowage and segregation procedures.
Emergency response and firefighting.
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The proper use of PPE.

Regularly conduct training updates and drills to ensure crew preparedness for potential incidents.
Subsidiary Risk Label (IMDG Code)

A subsidiary risk label is used under the IMDG Code to indicate additional hazards associated with
dangerous goods that may not be covered by the primary classification. While the primary risk label
indicates the main hazard (such as flammability, toxicity, or corrosiveness), a subsidiary risk label is
required when the substance presents secondary hazards that could pose significant risks during
transportation.
Key Aspects of Subsidiary Risk Labels

1. Purpose of Subsidiary Risk Labels
The subsidiary risk label communicates secondary hazards that may be present in addition to the
primary risk associated with a dangerous good. This helps ensure proper handling, stowage, and
emergency response procedures.
It provides important information to shipping personnel and emergency responders, allowing them to
understand the full scope of risks posed by the dangerous goods and take necessary precautions.
2. Criteria for Subsidiary Risk
A subsidiary risk label is required when dangerous goods exhibit more than one hazard classification.
For example:
A substance may be primarily classified as Class 3 (flammable liquid) but also pose a toxic
hazard (subsidiary risk: Class 6.1).
A Class 2.3 toxic gas may also have a subsidiary risk of being corrosive (Class 8).
The subsidiary risk is assigned based on the physical and chemical properties of the dangerous goods
as identified in the IMDG Code.
3. Labeling Requirements
The primary hazard label must be affixed to the package to identify the main risk. If a substance has
a subsidiary risk, an additional label must be affixed to the package, identifying the secondary risk.
Subsidiary risk labels follow the same design standards as primary labels, including the use of specific
hazard symbols, colors, and design as per the IMDG Code requirements.
4. Examples of Subsidiary Risk Labels
Flammable and Toxic: A flammable liquid (Class 3) that is also toxic will require both a flammable
(primary) label and a toxic (subsidiary) label.
Example: Toluene diisocyanate is classified as Class 6.1 (toxic) with a subsidiary risk of Class
3 (flammable).
Oxidizing and Corrosive: A substance that is an oxidizer (Class 5.1) and also corrosive (Class 8) will
have both labels to indicate both hazards.
Example: Hydrogen peroxide is classified as Class 5.1 with a subsidiary risk of Class 8
(corrosive).
5. Placement of Subsidiary Risk Labels
The subsidiary risk label must be placed on the package next to the primary risk label, ensuring that
both hazards are clearly visible.
Each label must comply with the size and design standards specified by the IMDG Code, typically
measuring 100 mm x 100 mm.
6. Importance in Emergency Situations
Subsidiary risk labels are critical for ensuring safe handling and stowage of dangerous goods. They
help in determining incompatibilities during stowage (for example, separating toxic substances
from foodstuffs).
In the event of an accident or spill, these labels allow emergency responders to quickly assess all the
hazards involved and take appropriate action to mitigate risks. For example, knowing that a
substance is both flammable and corrosive will guide responders on the appropriate extinguishing
agent and protective measures.
Stowage Category (IMDG Code)

In the IMDG Code, the term stowage category refers to the classification of dangerous goods based on
their stowage requirements aboard a ship. Stowage categories determine where and how dangerous goods
should be placed on a vessel to ensure safe transportation. These categories take into account the hazard
posed by the cargo, the need for ventilation, segregation, and protection from heat, moisture, and other
factors.
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Aspects of Stowage Categories

1. Purpose of Stowage Categories
The purpose of stowage categories is to provide guidance on the safe placement of dangerous goods
on a vessel in order to minimize risks associated with their transport. By assigning each type of
dangerous good a stowage category, the IMDG Code ensures that cargo is placed in the most
appropriate location on the ship, whether on deck, under deck, or in specific holds.
Stowage categories also help to ensure proper segregation from incompatible cargo, reduce fire risks,
and facilitate emergency access.
2. Stowage Categories and Their Definitions
The IMDG Code assigns dangerous goods into five stowage categories (A, B, C, D, and E). Each category
defines the acceptable stowage location, conditions, and precautions required for the safe carriage of
dangerous goods.
Stowage Category A:
Location: Goods in this category may be stowed on deck or under deck without any special
restrictions.
Typical Cargo: Less hazardous materials that do not pose significant risks in normal transport
conditions.
Stowage Category B:
Location: These goods must be stowed either on deck or under deck. However, stowing them
under deck requires specific considerations for ventilation and protection from heat sources.
Precautions: Ensure proper segregation from incompatible goods.
Typical Cargo: Goods that require some degree of safety considerations but are not highly
reactive or dangerous.
Stowage Category C:
Location: Goods in this category may be stowed on deck or under deck, but they require special
precautions for ventilation, temperature control, and securing against movement.
Precautions: Care must be taken to avoid high temperatures or exposure to moisture that could
trigger hazardous reactions.
Typical Cargo: Includes materials that can become unstable under certain conditions (e.g.,
certain flammable solids or organic peroxides).
Stowage Category D:
Location: These goods must be stowed on deck only. They cannot be placed under deck due to
the risks they pose in confined spaces, such as the release of toxic gases or explosive risks.
Precautions: Must be secured properly, and often require ventilation and access for emergency
intervention.
Typical Cargo: Includes flammable gases, highly reactive materials, or toxic substances that
need to be stowed where they can be ventilated and quickly accessed if necessary.
Stowage Category E:
Location: These goods must be stowed on deck only and in isolated locations, far from living
quarters, bridge, and machinery spaces.
Precautions: Requires extra caution due to the high risk they pose (e.g., highly explosive
materials or certain toxic chemicals).
Typical Cargo: Highly dangerous goods such as Class 1 (Explosives) or certain flammable gases
that present severe risks during transport.
3. Selection of Stowage Categories
The appropriate stowage category for each type of dangerous good is determined by:
The nature of the hazard (e.g., flammable, toxic, corrosive, explosive).
The need for ventilation or temperature control.
The need for emergency access.
Potential reactions with other goods, requiring segregation.
The IMDG Code Dangerous Goods List assigns each dangerous good a specific stowage category, indicating
its preferred stowage conditions based on its risk profile.
4. Interaction with Segregation Rules
The stowage category of a dangerous good also impacts its segregation requirements from other
hazardous cargo. For example, goods in stowage category D must be kept away from certain
classes of goods, such as oxidizers or acids, which could react dangerously.
Segregation ensures that goods that could potentially interact to cause fires, explosions, or toxic gas
releases are stowed at safe distances from one another, either through bulkheads, decks, or
compartments.
5. Importance for Emergency Access and Fire Safety
Stowage categories also consider the ease of access for firefighting and other emergency responses.
For example, goods in stowage category D must be placed on deck to ensure that they can be
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reached quickly in case of fire or other emergency situations.

Ships carrying dangerous goods are required to maintain fire suppression systems, ventilation controls,
and spill containment kits according to the stowage category of the goods being transported.
6. Restrictions on Certain Vessels
Some stowage categories may restrict the transport of certain dangerous goods on specific types of
vessels. For example, goods that require on-deck stowage (such as those in stowage category E)
may be restricted on passenger ships, which have limited deck space and additional safety concerns
due to the presence of passengers.
Compatibility (IMDG Code)

Compatibility in the IMDG Code refers to the ability of different dangerous goods to be safely stowed
together without posing a significant risk of hazardous reactions. The concept of compatibility ensures that
incompatible dangerous goods are segregated or stored apart from each other to prevent dangerous
reactions, such as explosions, fires, or the release of toxic gases. Proper segregation of incompatible goods
is a critical safety measure in the transport of hazardous materials by sea.
Aspects of Compatibility in the IMDG Code

1. Importance of Compatibility
The compatibility of dangerous goods is crucial because certain substances can react violently if they
come into contact with each other. For example, oxidizers can cause flammable materials to ignite,
and acids can react with bases to release dangerous gases.
Ensuring proper segregation of incompatible goods helps prevent accidents such as fires, explosions,
toxic releases, and structural damage to the ship, crew, cargo, and environment.
2. Compatibility Groups
For Class 1 (Explosives), the IMDG Code assigns compatibility groups that classify explosives based on
their properties and the potential hazards they pose. Explosives within the same compatibility group can
generally be stowed together, while explosives from different groups may require segregation.
Compatibility Groups for Class 1 Explosives:
A: Primary explosives (very sensitive).
B: Articles containing a primary explosive.
C: Propellant explosives or other deflagrating explosives.
D: Secondary explosives or detonating devices.
E: Explosives with a significant mass explosion hazard.
F: Explosives with a mass explosion hazard but no special risks during transport.
G: Pyrotechnic substances or articles containing such substances.
H: Articles and substances presenting a special hazard.
J: Explosives that could release dangerous amounts of heat or gas.
K: Articles containing both explosives and toxic chemical agents.
These compatibility groups help determine how explosives can be safely stored with one another,
minimizing the risk of a dangerous reaction.
3. Segregation Table (General Compatibility of Classes)

The IMDG Code provides a segregation table that defines how different classes of dangerous goods should
be stored relative to one another. The table helps to identify which classes of dangerous goods are
compatible and can be stored together, and which must be kept apart.
Segregation Terms:
“Away from”: Dangerous goods must be separated by a certain distance or by a physical barrier,
such as a bulkhead or deck.
“Separated from”: The goods must be stowed in different cargo holds or compartments.
“Separated by a complete compartment or hold from”: There must be a full cargo hold or
compartment between the incompatible goods.
“Separated longitudinally by an intervening complete compartment or hold”: The goods must
be stowed in separate holds with a full compartment in between, along the length of the
ship.
Example of Incompatible Goods:
Flammable liquids (Class 3) must be kept away from oxidizing agents (Class 5.1), as oxidizers
can intensify a fire involving flammable liquids.
Acids (such as those in Class 8) should be segregated from bases to prevent dangerous
reactions that can release heat or toxic gases.
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4. Special Provisions for Certain Classes

The IMDG Code provides specific guidelines for the compatibility of dangerous goods belonging to certain
hazard classes. These provisions ensure that the particular risks associated with each class are properly
addressed.
Class 2 (Gases):
Some gases are flammable, while others are toxic or corrosive. Flammable gases (e.g.,
propane) must not be stowed near oxidizers, while toxic gases (e.g., chlorine) must be kept
away from foodstuffs to prevent contamination.
Class 3 (Flammable Liquids):
Flammable liquids must be stored away from heat sources and incompatible materials such as
oxidizers or substances that may emit sparks or cause a fire.
Class 8 (Corrosives):
Corrosive materials must be separated from flammable substances, explosives, and other
materials that could be damaged or reacted upon by corrosives.
5. Segregation of Marine Pollutants

Marine pollutants are dangerous goods that pose a threat to the marine environment if spilled. Special
provisions are made to ensure that marine pollutants are properly segregated from other dangerous goods
to avoid contamination or chemical reactions that could harm the marine ecosystem.
6. Documentation and Labeling

The compatibility of dangerous goods is reflected in the documentation and labeling requirements of
the IMDG Code. The Shipper’s Declaration and Dangerous Goods Manifest (DGM) must include
details on the class and compatibility of dangerous goods to ensure proper stowage.
Subsidiary risk labels are used to indicate any secondary hazards, which may also affect compatibility
with other dangerous goods.
7. Use of Separation Devices

To ensure compatibility, the IMDG Code requires that physical barriers or separation devices, such as
bulkheads, decks, or containers, be used to separate incompatible goods. Proper ventilation and
temperature control may also be required to avoid hazardous reactions between dangerous goods.
Carriage of Dangerous Goods on General Cargo Ships

The carriage of dangerous goods on general cargo ships is a highly regulated process governed by the
International Maritime Dangerous Goods (IMDG) Code. General cargo ships are designed to carry various
types of cargo, including containers, bulk goods, and packaged dangerous goods. Transporting hazardous
materials safely on these vessels requires adherence to strict guidelines concerning packaging, labeling,
documentation, stowage, and segregation to ensure the safety of the ship, crew, and environment.
1. Compliance with the IMDG Code

The IMDG Code provides detailed guidance on the safe transport of dangerous goods by sea. All general
cargo ships must comply with the IMDG Code when carrying dangerous goods.
The ship’s Document of Compliance (DoC) certifies that the vessel is equipped to handle dangerous
goods and meets the safety requirements laid out in the IMDG Code.
2. Classification of Dangerous Goods

Dangerous goods are classified into nine hazard classes under the IMDG Code, such as explosives,
gases, flammable liquids, toxic substances, and corrosive materials.
The shipper is responsible for properly classifying the dangerous goods, assigning the correct UN
number, and ensuring that the goods are properly packaged and labeled before being loaded onto
the vessel.
3. Packaging and Labeling

Dangerous goods must be packaged in approved containers or packaging that meets the standards of
the IMDG Code to prevent spills, leaks, or reactions during transport.
Each package must be clearly labeled with the appropriate hazard symbols, UN number, and proper
shipping name to indicate the type of danger the cargo poses.
The packaging and labeling ensure that the cargo is easily identifiable in case of emergency or during
handling and stowage.
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The IMDG Code provides specific stowage requirements for each class of dangerous goods. These
requirements specify whether the goods must be stowed on deck, under deck, or in ventilated
areas.
Dangerous goods must be segregated according to their compatibility to prevent hazardous reactions.
For instance, flammable liquids must not be stowed near oxidizers, and corrosives should be kept
away from materials that they can damage or react with.
Stowage arrangements must ensure proper ventilation, temperature control, and accessibility for
emergency response.
5. Documentation and Declaration

The shipper must provide a Shipper’s Declaration of Dangerous Goods, certifying that the goods have
been properly classified, packed, marked, and labeled according to the IMDG Code.
A Dangerous Goods Manifest (DGM) must be prepared, listing all dangerous goods on board, along
with their stowage locations, hazard classes, and special handling requirements. This document is
crucial for emergency response and port authority inspections.
The master of the ship must ensure that all relevant documentation is on board and accessible to the
crew.
6. Fire Safety and Emergency Procedures

Ships carrying dangerous goods must be equipped with firefighting systems, such as CO₂ systems,
foam extinguishers, and water mist systems, appropriate for the types of dangerous goods on
board.
The crew must be trained in emergency procedures, including how to handle fires, spills, or leaks
involving dangerous goods. Regular drills are conducted to ensure readiness.
Personal protective equipment (PPE), such as gas masks, gloves, and chemical suits, must be available
and used when handling hazardous materials.
7. Inspections and Monitoring

Before loading dangerous goods onto the vessel, the packaging and containers must be inspected for
signs of damage or leakage.
During the voyage, the condition of dangerous goods and their stowage arrangements must be
regularly monitored, especially if the cargo is sensitive to temperature, moisture, or other
environmental conditions.
Any damage, spills, or unsafe conditions must be addressed immediately to prevent accidents.
8. Restricted Goods on General Cargo Ships

Certain dangerous goods, such as high explosives (Class 1.1) or highly radioactive materials (Class 7),
may be restricted or subject to special conditions on general cargo ships.
The stowage category of the dangerous goods will determine whether they can be carried on general
cargo vessels or require specialized ships (e.g., explosives or chemicals that require specific safety
measures).
9. Role of the Master and Crew

The master of the ship is responsible for ensuring the safe stowage, handling, and transport of
dangerous goods. This includes reviewing all documentation, confirming proper stowage, and
conducting regular inspections during the voyage.
The crew must be properly trained in handling dangerous goods and must be aware of the location
and hazards of each dangerous cargo on board.
In the event of an emergency, the crew must be able to respond effectively, using the correct
firefighting equipment and personal protective gear.
Types of Packaging Group (IMDG Code)

In the IMDG Code, dangerous goods are assigned to one of three Packaging Groups (PG) based on the
degree of hazard they pose during transport. These groups help define the required packaging standards
to ensure the safe handling and transportation of hazardous materials. The packaging groups indicate the
level of protection needed to prevent accidents such as leaks, spills, fires, or reactions during shipping.
1. Packaging Group I (PG I) – High Danger

Definition: Packaging Group I is assigned to dangerous goods that present a high level of danger.
Characteristics: These materials require the most robust packaging to ensure they are adequately
contained and protected during transportation.
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Examples:
Highly toxic substances such as arsenic compounds.
Highly flammable liquids.
Explosives or substances with a significant risk of explosion or detonation.
Packaging Requirements:
The packaging must be of the highest strength and durability, capable of withstanding extreme
conditions during transport.
Typically, this includes thick metal drums, high-strength containers, or specialized pressure
vessels.
2. Packaging Group II (PG II) – Medium Danger

Definition: Packaging Group II is for dangerous goods that present a medium level of danger.
Characteristics: These goods still require robust packaging, but not to the same degree as Packaging
Group I.
Examples:
Moderately flammable liquids.
Corrosive substances that can cause significant injury or damage.
Toxic materials that are hazardous but less potent than those in Packaging Group I.
The packaging must be strong enough to prevent leaks or breakage under normal conditions of
transportation, but the materials used may be lighter than those required for Packaging
Group I.
Common packaging includes plastic drums, glass containers in protective crates, or steel
barrels.
3. Packaging Group III (PG III) – Low Danger

Definition: Packaging Group III is assigned to dangerous goods that present a low level of danger.
Characteristics: These goods pose the least risk of all dangerous goods but still require adequate
protection during transport.
Examples:
Mildly flammable substances with a high flash point.
Low-toxicity chemicals.
Substances that are slightly corrosive or irritating.
The packaging requirements are less stringent, but still ensure the goods are safely transported
without risk of leakage or contamination.
Packaging may include plastic containers, fiberboard boxes, or drums designed for lighter
materials.
Medical First Aid Guide (MFAG) – IMDG Code

The Medical First Aid Guide (MFAG) is an essential part of the IMDG Code designed to provide first aid and
medical advice for incidents involving dangerous goods on board ships. It is used in conjunction with the
EmS (Emergency Schedules) Guide and the IMDG Code to ensure proper medical responses in case of
exposure, injury, or accidents involving hazardous substances. The MFAG is critical in promoting safety
and emergency preparedness at sea.
1. Purpose of the MFAG
The MFAG provides first aid instructions for treating crew members or others exposed to dangerous
goods during shipping. It ensures that appropriate medical care is given to those affected by spills,
leaks, or accidents involving hazardous cargo.
The guide is tailored for use on ships where access to immediate professional medical help may not be
available, and crew members need to administer first aid before reaching shore-based medical
facilities.
2. Contents of the MFAG
The MFAG includes detailed information on the following key areas:
First Aid Procedures: Step-by-step instructions on how to administer first aid for inhalation, skin
contact, ingestion, and eye exposure to dangerous substances.
Symptoms and Signs: Descriptions of symptoms caused by exposure to specific classes of dangerous
goods (e.g., toxic gases, corrosive substances) to help identify the type and severity of the injury
or illness.
Treatment Guidelines: Recommendations for treatment, including the use of antidotes, oxygen, and
other medical supplies.
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Medical Supplies: Lists the medical equipment and first aid kits that should be available on board for
handling incidents involving hazardous materials.
Dosage and Application: Provides instructions on the dosage of antidotes or other medications and
their proper method of administration (e.g., oral, intravenous).
3. Medical Response to Different Classes of Dangerous Goods
The MFAG is organized based on the classification of dangerous goods under the IMDG Code, offering
specific guidance for treating exposure to each class of hazardous material (e.g., flammable liquids,
corrosive substances, toxic gases).
Example: For Class 6.1 (Toxic Substances), the MFAG provides guidance on treating symptoms like
difficulty breathing, dizziness, or skin burns due to toxic exposure.
4. Use of Personal Protective Equipment (PPE)
The guide emphasizes the importance of using PPE such as respirators, chemical-resistant gloves, and
protective clothing when providing first aid to minimize exposure to dangerous substances.
5. Coordination with Shore-Based Medical Assistance
The MFAG advises ship personnel on when to seek professional medical assistance via telemedicine or
upon arrival at port, especially for severe or life-threatening exposures.
It provides instructions for maintaining stabilization of the victim while awaiting evacuation or further
medical treatment.
6. Emergency Communication
The MFAG offers guidelines on communicating with medical professionals during an emergency,
including how to provide detailed information about the nature of the dangerous goods involved
and the symptoms experienced by the affected person.
7. Regular Drills and Crew Training
The MFAG encourages regular emergency drills and training to ensure the crew is familiar with the first
aid procedures and can respond effectively in case of an incident involving dangerous goods.
Port State Control (PSC) Inspections on Operational Requirements with respect to MARPOL
Annex III
MARPOL Annex III deals with the prevention of pollution by harmful substances carried by sea in packaged
form. It outlines regulations for the packing, marking, labeling, documentation, stowage, and emergency
response procedures related to these substances. Port State Control (PSC) inspections focus on ensuring
that ships comply with these requirements to minimize the risk of pollution from harmful substances during
transport.
1. Purpose of PSC Inspections under MARPOL Annex III

The goal of Port State Control (PSC) inspections is to ensure that ships meet the international
regulations for preventing pollution of the marine environment by harmful substances carried in
packaged form.
PSC officers check for compliance with operational requirements specified under MARPOL Annex III,
ensuring that ships follow the correct procedures for handling, storing, and transporting such
substances safely.
2. Key Operational Requirements Inspected by PSC

2.1. Packaging and Marking
Packaging: PSC inspectors check whether harmful substances are properly packaged in accordance
with the guidelines outlined in the IMDG Code. The packaging must be secure and designed to
prevent leaks or spills.
Marking and Labeling: PSC officers verify that all packages are correctly marked and labeled with the
proper hazard symbols, UN numbers, and correct identification as required by the IMDG Code. This
ensures that the crew can easily identify hazardous cargo and handle it safely.
2.2. Documentation and Declaration
Shipper’s Declaration: Inspectors ensure that the shipper's declaration is accurate and complete, listing
all harmful substances on board. The document must include the correct classification, UN number,
proper shipping name, and details about the nature of the cargo.
Dangerous Goods Manifest (DGM): PSC verifies that the ship maintains an accurate Dangerous Goods
Manifest or stowage plan, showing the stowage location of harmful substances on board.
Cargo Securing Manual: Inspectors check whether the Cargo Securing Manual is followed for the proper
stowage and securing of dangerous goods, ensuring that cargo is safely positioned and secured to
prevent movement during the voyage.
2.3. Stowage and Segregation
Stowage Requirements: PSC officers examine whether harmful substances are stowed in accordance
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with the IMDG Code’s stowage requirements. This includes ensuring that dangerous goods are kept
in designated stowage areas (e.g., on deck or under deck) and are appropriately segregated from
other incompatible goods.
Ventilation and Temperature Control: PSC checks if the ship has the necessary ventilation systems
and, where required, temperature control mechanisms to ensure the safe carriage of sensitive
materials that might react to temperature changes or poor ventilation.
3. Emergency Preparedness and Equipment

3.1. Emergency Procedures for Spills and Leaks
Emergency Plans: PSC officers verify that the ship’s crew is trained and aware of emergency response
procedures for dealing with spills, leaks, or accidents involving harmful substances. This includes
the availability and understanding of the Emergency Schedules (EmS Guide) under the IMDG Code.
Emergency Equipment: PSC checks if the vessel is equipped with the necessary emergency equipment
such as spill containment kits, personal protective equipment (PPE), fire extinguishers, and gas
detection devices. These are critical for responding to accidents involving harmful substances.
3.2. Marine Pollution Contingency Plans
Shipboard Marine Pollution Emergency Plan (SMPEP): PSC ensures that the ship has an updated and
approved Shipboard Marine Pollution Emergency Plan (SMPEP) for handling marine pollution
incidents involving harmful substances in packaged form. This plan outlines the ship’s procedures
for reporting and managing pollution incidents.
4. Crew Training and Familiarization

PSC officers ensure that the ship’s crew is properly trained in the handling and transport of dangerous
goods under MARPOL Annex III. This includes training in the use of PPE, handling emergencies,
and safe stowage practices.
Regular Drills: PSC checks if the crew regularly conducts emergency drills related to pollution control
and the handling of dangerous goods, as required under SOLAS and MARPOL regulations.
5. Reporting Requirements
Pollution Incidents: PSC ensures that the ship has the necessary procedures in place for reporting
pollution incidents involving harmful substances. This includes ensuring that the ship complies with
the reporting requirements outlined in MARPOL Annex III and that any spills or accidental releases
are immediately reported to the relevant authorities.
6. Inspection of Cargo Hold and Decks

Cargo Hold Inspections: PSC officers inspect the cargo holds and decks where harmful substances are
stowed, checking for damage to packaging, signs of leaks, or unsafe stowage practices.
Deck Inspections: PSC ensures that harmful substances stowed on deck are properly secured and
protected from exposure to weather conditions that could compromise their safety.
7. Verification of Placards and Signs

PSC officers check if placards and signs indicating the presence of dangerous goods are properly
displayed in cargo holds, storage areas, and emergency response areas. This ensures that both the
crew and any responders are aware of the location and nature of hazardous substances on board.
Inspection by Port Authority Before Loading Dangerous Goods

Before dangerous goods are loaded onto a vessel, the Port Authority plays a key role in ensuring
compliance with safety regulations outlined in the International Maritime Dangerous Goods (IMDG) Code
and other national or international guidelines. The primary objective of such inspections is to ensure that
the dangerous goods are properly classified, packaged, labeled, and ready for safe transportation to
prevent accidents, spills, or other hazardous incidents during transit. Below are the key areas inspected
by the Port Authority:
1. Documentation Verification
Shipper’s Declaration of Dangerous Goods
The port authority inspects the Shipper's Declaration to ensure that the dangerous goods are correctly
classified, described, packaged, marked, and labeled in compliance with the IMDG Code.
The declaration should contain details such as the UN number, proper shipping name, hazard class,
and packing group of the goods.
Dangerous Goods Manifest (DGM)
The port authority verifies that the Dangerous Goods Manifest (DGM) is complete, listing all dangerous
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goods intended for shipment. This document should indicate the type, quantity, and stowage
position of each hazardous cargo.
Container Packing Certificate
For dangerous goods in containers, the authority checks the Container Packing Certificate, which
confirms that the container has been properly packed, sealed, and secured in accordance with
IMDG Code requirements.
Other Supporting Documents
The authority may also verify other relevant documents, such as the Emergency Schedules (EmS
Guide), Medical First Aid Guide (MFAG) information, and any required approvals for specific
dangerous goods (e.g., explosives or radioactive materials).
2. Packaging and Marking Inspection

Condition of Packaging
Inspectors examine the physical condition of the packaging to ensure it is intact and meets the required
standards for durability and strength. Any signs of damage, leakage, or wear may result in the
shipment being rejected or repackaged.
They verify that the packaging complies with the assigned Packaging Group under the IMDG Code,
ensuring it provides the necessary protection for the hazard level of the cargo.
Correct Marking and Labeling
Dangerous goods must be properly labeled with the correct hazard symbols, UN number, and Proper
Shipping Name (PSN).
Port authorities ensure that subsidiary risk labels are also present if the cargo poses multiple hazards.
Special marks, such as marine pollutant or limited quantity labels, must also be clearly visible.
3. Segregation and Stowage Planning

Compatibility of Goods
Port authorities review the stowage plan to ensure that dangerous goods are segregated in line with
their compatibility requirements. Incompatible goods (e.g., flammable liquids and oxidizers) must
be stored separately to avoid dangerous reactions during transit.
Stowage Requirements
They check whether the goods are to be stowed on deck or under deck in accordance with the IMDG
Code, considering factors like ventilation, temperature control, and accessibility in case of an
emergency.
4. Container Inspection (If Applicable)

Container Condition
Inspectors check the structural integrity of the container, looking for signs of damage, corrosion, or
defects that may compromise the safe transportation of dangerous goods.
Container Labeling
The container must be marked with the appropriate placards indicating the hazard classification of the
goods inside. These placards must be visible from the outside and in accordance with the IMDG
Code standards.
Seal Inspection
If applicable, the seal on the container should be checked to ensure that it is intact, and its number
must match the details in the shipping documentation.
5. Fire Safety and Emergency Equipment Check

Fire Extinguishers and Suppression Systems
The port authority ensures that the vessel is equipped with the appropriate firefighting equipment,
such as CO₂ extinguishers, foam systems, or water mist systems, for handling potential fires
related to the specific dangerous goods being loaded.
Spill Containment Kits
Inspectors verify the availability of spill containment kits, absorbent materials, and gas detectors if
required by the nature of the hazardous goods being loaded.
Emergency Plans
The port authority may check whether the vessel's crew is trained and aware of emergency response
procedures for dealing with spills, leaks, or fires related to dangerous goods.
6. Personnel Safety and Training

Crew Training Records
The port authority checks if the crew responsible for handling dangerous goods has received the
necessary training in line with the IMDG Code. This includes knowledge of stowage procedures,
segregation rules, and emergency response.
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Personal Protective Equipment (PPE)

Inspectors ensure that crew members involved in loading operations have access to the appropriate
personal protective equipment (PPE), such as gloves, masks, and protective clothing, especially if
handling toxic, corrosive, or reactive substances.
7. Compliance with Local and International Regulations

The port authority ensures that the vessel and the dangerous goods being loaded comply with both
local and international regulations. This includes the IMDG Code, SOLAS (Safety of Life at Sea)
Convention, and any port-specific rules regarding the handling of hazardous materials.
Certain dangerous goods, such as explosives or radioactive materials, may require special permits or
clearances from national authorities. Inspectors verify that all required permits are in place before
allowing loading.
8. Inspection of Handling Procedures

Loading and Unloading Procedures
The port authority may inspect the loading and unloading processes to ensure they are carried out
safely and in line with established protocols. This includes the use of specialized equipment and
ensuring that all operations are performed by qualified personnel.
Weather Considerations
Port authorities may delay or restrict the loading of certain dangerous goods if weather conditions
(e.g., high winds, rain, extreme heat) pose additional risks during handling.
Contents of shipper’s declaration of Dangerous Goods and Explosives:

The Shipper’s Declaration of Dangerous Goods is a crucial document required for the transportation of
dangerous goods and explosives on board ships, including passenger ships. This declaration ensures that
all relevant parties, including the ship's crew and authorities, are fully informed about the nature of the
dangerous cargo and the safety precautions necessary for its transport. The document is a legal
requirement under the International Maritime Dangerous Goods (IMDG) Code, which is part of the SOLAS
Convention.
The declaration contains comprehensive information about the dangerous goods being shipped, ensuring
safe handling, stowage, and emergency response. Below are the typical contents of the Shipper's
Declaration of Dangerous Goods, particularly in the context of explosives and dangerous goods carried on
passenger ships.
Proper Shipping Name
The proper shipping name of the dangerous goods or explosives, as specified in the IMDG Code.
This is the exact, internationally recognized name of the substance or article being transported.
UN Number
The UN number is a unique four-digit identification number assigned to hazardous substances or
articles. The UN number is essential for identifying the specific hazards associated with the
cargo.
Class and Division of Dangerous Goods
The dangerous goods class (such as Class 1 for explosives, Class 3 for flammable liquids) and the
division within that class (e.g., Division 1.1 for explosives with a mass explosion hazard).
For explosives, additional sub-division information may be required, such as whether the explosive
is a mass explosion hazard or has fragmentation effects.
Packing Group
The packing group indicates the degree of danger:
Group I: High danger.
Group II: Medium danger.
Group III: Low danger.
Quantity and Type of Packaging
The quantity of dangerous goods or explosives being transported, usually expressed in terms of
weight, volume, or number of packages.
A detailed description of the type of packaging used, such as drums, barrels, containers, boxes,
etc., along with the packaging instructions as per the IMDG Code.
Passenger Ship Restrictions
Specific reference to any limitations or restrictions related to the carriage of the dangerous goods
on a passenger ship, as certain classes of dangerous goods (especially explosives) are subject
to strict limits.
Emergency Contact Information
The name and contact details of the emergency contact person who can provide further information
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about the dangerous goods in case of an incident or emergency.

Flashpoint (if applicable)
For flammable liquids, the flashpoint must be stated. The flashpoint is the lowest temperature at
which the vapors of the substance can ignite in the air.
Net Explosive Content (NEC)
For explosives, the net explosive content (NEC) or net explosive quantity (NEQ), which refers to
the actual mass of explosive material contained within the package or product.
Special Handling Instructions
Any special handling or stowage instructions, such as:
Stowage in a cool, ventilated place.
Keeping the cargo away from sources of ignition or incompatible materials.
Segregation requirements: For example, certain dangerous goods must be segregated from
other types of cargo to avoid reactions.
Declaration of Hazardous Nature
A signed declaration by the shipper stating that the dangerous goods being transported are properly
classified, packaged, labeled, and documented in accordance with the relevant international
regulations (such as the IMDG Code and SOLAS requirements).
Markings and Labels
Confirmation that the dangerous goods have been properly marked and labeled as per the IMDG
Code, including the correct placards on packages to indicate the nature of the hazard (e.g.,
explosive hazard symbol, flammable liquid symbol).
Compatibility Group (for Explosives)
For explosives, the compatibility group (such as A, B, C, etc.) must be mentioned, which indicates
the conditions under which different types of explosives can be safely stowed and transported
together.
Marine Pollutant (if applicable)
A declaration indicating whether the goods are classified as a marine pollutant, as certain hazardous
substances can cause significant harm to the marine environment in case of a spill.
Declaration of Packaging Compliance
A statement confirming that the packaging used complies with the applicable regulations, including
the IMDG Code and any relevant UN packaging standards.
Shipper’s Declaration and Signature
The shipper must provide a signed declaration certifying that the contents of the declaration are
accurate and that the dangerous goods are packaged and labeled in accordance with the IMDG
Code. This is a legal attestation of compliance.
Crew member has collapsed after inhaling toxic fumes, specific actions must be taken to ensure
safety, health, and compliance with the IMDG Code:
Actions to Be Taken on Board (Safety, Health, and Reporting):

1. Immediate Response to the Collapsed Crew Member:
Move the Crew Member to Safety:
Immediately remove the affected crew member from the area with toxic fumes, taking care not
to expose others to the hazardous environment. Use proper protective gear (breathing
apparatus and protective clothing) if necessary.
Administer First Aid:
If the crew member is unconscious, administer first aid, particularly focusing on resuscitation if
they are not breathing. If conscious, provide fresh air, and seek medical attention as
needed.
Call for Medical Assistance:
Notify the ship’s medical officer and provide appropriate medical treatment as per the ship’s
medical protocols. Communicate with shore-based medical services if necessary.
2. Isolate and Secure the Area:
Evacuate the Area:
Evacuate all personnel from the vicinity of the leaking container to avoid further exposure to
toxic fumes. Mark the affected area as hazardous and restrict access.
Use Personal Protective Equipment (PPE):
Crew members assigned to handle the situation should wear appropriate PPE, including self-
contained breathing apparatus (SCBA), chemical-resistant suits, and gloves, as
recommended by the IMDG Code and Safety Data Sheet (SDS) of the leaking cargo.
3. Assess the Nature of the Hazard:
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Identify the Hazardous Cargo:

Use the ship’s Dangerous Goods Manifest and Container Packing Certificate to identify the
specific cargo leaking from the container, including its UN number, proper shipping name,
and hazard class.
Refer to the Emergency Schedules (EmS):
Consult the EmS Guide for the appropriate actions to take in case of spillage, leaks, or fumes.
The guide provides specific procedures for containment, ventilation, firefighting, and
medical response for various dangerous goods.
Hazardous Atmosphere Monitoring:
Use gas detection equipment to measure the levels of toxic fumes in the vicinity of the leak and
ensure that no explosive or toxic concentrations are present.
4. Containment and Mitigation of the Leak:
Prevent Further Leakage:
If possible, stop the leak using appropriate containment equipment, such as absorbents or
sealing compounds, as indicated by the IMDG Code.
Ventilation:
Ventilate the area to disperse toxic fumes, ensuring that ventilation does not spread the gases
to other parts of the vessel.
Handle Any Residual Cargo:
If cargo or residue has leaked on the deck, use absorbent materials or spill kits as per the SDS
instructions to clean up the leak safely. Ensure that no crew members come into contact
with the leaking substances without adequate protection.
5. Reporting the Incident:
Inform the Master:
Immediately inform the ship’s Master of the incident and provide details of the cargo involved,
the leak, and the condition of the crew member.
Report to Authorities:
As per the IMDG Code and MARPOL Annex III, report the cargo spillage overboard to the
appropriate authorities (e.g., coastal state, port state control, and the ship’s company). This
report must include details of the cargo, the extent of the spillage, and the actions taken to
mitigate the situation.
Record the Incident:
Record the incident in the ship’s logbook, including the nature of the leak, the actions taken,
and the response provided to the crew member affected. Document any spillage overboard
as per MARPOL requirements.
6. Health Monitoring of Crew:
Medical Follow-up:
Ensure that the crew member exposed to the fumes receives proper medical care, and monitor
their condition closely. Arrange for evacuation to a hospital if necessary.
Monitor Other Crew Members:
Check for signs of exposure among other crew members who may have been in the area and
provide medical assistance as necessary.
Preventive Measures as a Chief Officer:

As Chief Officer, several proactive steps could have been taken to prevent this accident:
1. Crew Training and Awareness:
Ensure that the crew is fully trained in handling dangerous goods as per the IMDG Code. This includes
understanding the hazards, using protective equipment, and following emergency procedures in
case of leaks or spills.
Conduct regular safety drills specific to the carriage of dangerous goods, including simulations of
leakage or toxic fume exposure scenarios.
2. Proper Hazard Communication:
Ensure that all containers carrying dangerous goods are properly labeled with the correct placards
indicating the hazard class (e.g., toxic, flammable, corrosive).
Ensure that the SDS and EmS Guide for all dangerous goods on board are easily accessible and
communicated to relevant personnel.
Before the voyage, conduct a safety briefing, especially for deck personnel, to review the location of
hazardous cargoes and the specific precautions to be taken.
3. Use of PPE and Safe Practices:
Ensure that crew members working in the vicinity of dangerous cargoes always wear appropriate PPE,
such as SCBA, gloves, and chemical-resistant suits, especially when dealing with potential leaks or
spills.
Reinforce the policy that no crew member should attempt to clean or handle dangerous cargo leaks
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without first consulting the appropriate SDS and obtaining authorization.

4. Regular Inspections and Monitoring:
Conduct regular inspections of all containers carrying dangerous goods for signs of damage or potential
leaks.
Use gas detection systems to monitor the atmosphere around hazardous cargoes, particularly on deck,
to detect any early signs of leakage or dangerous fumes.
5. Proper Stowage and Segregation:
Ensure that containers carrying dangerous goods are stowed in accordance with the IMDG Code’s
segregation and stowage requirements, such as ensuring sufficient ventilation, access for
emergency response, and proper securing.
Dangerous goods requiring special handling should be segregated from other incompatible materials
to minimize the risk of hazardous reactions or escalation of accidents.
6. Immediate Response Protocol:
Establish a clear emergency response protocol that outlines steps to be taken when a dangerous goods
leak is suspected. This should include steps for isolating the area, wearing proper PPE, and reporting
the incident to senior officers immediately.
No crew member should take independent action without following the established protocol.
BULK CARGOES
Checks to be carried out for loading Solid Bulk Cargoes:

When preparing for the loading of solid bulk cargoes, various checks need to be carried out to ensure the
safety of the ship, crew, and cargo. These checks can be grouped into pre-loading, during loading, and
post-loading checks:
Pre-Loading Checks:
1. Compliance with IMSBC Code:
➢ Ensure the solid bulk cargo is listed in the International Maritime Solid Bulk Cargoes (IMSBC)
Code and review any special precautions or requirements for carriage.
➢ Obtain and review the cargo's Material Safety Data Sheet (MSDS) or the shipper’s declaration
for details such as moisture content, angle of repose, and any hazardous characteristics.
2. Loading Plan:
➢ Prepare a detailed loading plan to ensure safe distribution of cargo and avoid excessive stresses
on the ship’s structure.
➢ Ensure the loading rate matches the ship's capabilities and that ballast and de-ballasting plans
are in place to maintain stability.
3. Ship's Condition:
➢ Inspect cargo holds for cleanliness, structural integrity, and readiness for the cargo.
➢ Check bilges to ensure they are clean, dry, and operational.
➢ Ensure cargo hold ventilation systems are working properly, especially if the cargo is prone to
dust or hazardous gases.
4. Weather Considerations:
➢ Monitor weather conditions, especially if the cargo is sensitive to moisture or susceptible to
liquefaction (e.g., iron ore fines, nickel ore).
5. Crew Briefing:
➢ Ensure all relevant crew members are briefed on the loading plan, any specific hazards of the
cargo, and emergency procedures.
During Loading Checks:

1. Cargo Monitoring:
➢ Ensure the cargo is loaded evenly to avoid undue stress on the ship's structure or instability.
➢ Continuously monitor the moisture content of the cargo, especially if there is any risk of
liquefaction.
➢ Maintain communication with the terminal regarding loading rates, sequence, and any potential
delays.
2. Ventilation:
➢ If required, ensure proper ventilation of the cargo hold to avoid the buildup of hazardous gases,
especially when carrying organic or hazardous materials.
3. Ship's Stability:
➢ Continuously monitor the ship’s stability during loading, including trim and list, and adjust
ballast as necessary.
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4. Dust and Contamination Control:

➢ Minimize dust generation by using dust suppression measures, especially when dealing with
dusty or hazardous cargoes.
➢ Take precautions to avoid contamination of the cargo from residual materials in the holds.
5. Cargo Weight and Hold Capacity:
➢ Regularly verify the amount of cargo loaded to ensure the ship is not overloaded and that holds
are not overfilled.
Post-Loading Checks:
1. Cargo Securing:
➢ Ensure the cargo is properly trimmed and secured to prevent shifting during the voyage.
➢ Apply the Code of Safe Practice for Cargo Stowage and Securing (CSS Code) where necessary.
2. Hold Sealing:
➢ Ensure that cargo holds are properly closed and sealed if the cargo requires protection from
moisture or if gas emissions are a concern.
3. Final Stability and Draft Survey:
➢ Conduct a final stability check to confirm the ship's seaworthiness, ensuring that the ship’s
draft, stability, and trim are within safe limits.
➢ Carry out a draft survey to verify the cargo loaded matches the calculated quantity.
4. Documentation:
➢ Ensure that all required documentation, including the cargo manifest, loading plan, and
shipper’s declaration, is completed and retained.
Checks to be Carried Out for Loading Solid Bulk Cargoes:

When loading and carrying solid bulk cargoes, the ship's crew must perform a range of checks to ensure
safety. Additionally, specific hazards are associated with carrying solid bulk cargoes, depending on the
nature of the material. Below are the required checks and associated hazards:
1. Pre-Loading Checks:
➢ Compliance with the IMSBC Code:
o Verify that the cargo is listed in the International Maritime Solid Bulk Cargoes (IMSBC) Code.
o Review the shipper’s declaration for special handling requirements, moisture content, and
hazardous properties.
➢ Ship’s Cargo Holds:
o Inspect the condition of cargo holds for cleanliness, dryness, and structural integrity.
o Ensure that hatch covers are in good working condition to avoid water ingress.
o Verify that bilge wells are clean and operational to avoid water accumulation.
➢ Stowage and Stability Plan:
o Prepare a proper loading plan to ensure the cargo is distributed safely, avoiding stress and
maintaining stability.
o Take into account the ship’s maximum allowable cargo capacity and loading limits.
➢ Crew Awareness:
o Brief the crew on cargo-specific hazards and necessary safety precautions.
o Ensure emergency procedures are in place, especially for hazardous materials.
➢ Weather Considerations:
o Ensure favorable weather during loading, particularly for moisture-sensitive cargoes, and
take preventive measures if necessary.
2. Checks During Loading:
➢ Cargo Moisture Monitoring:
o Continuously monitor the moisture content of the cargo, especially if the cargo is susceptible
to liquefaction (e.g., nickel ore, iron ore fines).
o Use moisture meters or moisture detection devices to ensure compliance with the
Transportable Moisture Limit (TML).
➢ Cargo Ventilation:
o Ensure proper ventilation if required by the type of cargo (e.g., organic materials such as
grains).
o Monitor for any development of hazardous gases in case of reactive cargoes.
➢ Uniform Cargo Distribution:
o Ensure cargo is loaded evenly to prevent over-stressing the ship’s structure.
o Continuously monitor the cargo loading rates and adjust ballast levels to maintain ship
stability.
➢ Dust Control:
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oUse dust suppression techniques during loading of dusty cargoes like coal or cement to
reduce health risks to crew members and environmental contamination.
➢ Hold Ventilation:
o For cargoes prone to gas generation (such as coal), ensure proper ventilation during loading.
3. Post-Loading Checks:
➢ Trimming and Securing Cargo:
o Ensure the cargo is evenly trimmed to avoid shifting during the voyage.
o If necessary, secure the cargo in place using lashings or barriers to prevent movement.
➢ Sealing and Water-Tightness:
o Close and seal the cargo holds properly to prevent water ingress.
o For moisture-sensitive cargoes, ensure that the hatch covers are completely watertight.
➢ Final Stability and Draft Survey:
o Check the ship’s final stability, ensuring trim, list, and stress factors are within safe limits.
o Conduct a draft survey to verify the loaded quantity of cargo.
➢ Documentation:
o Ensure all relevant documentation, such as the cargo manifest, shipper’s declaration, and
the loading plan, are completed and accurate.
Hazards Associated with Carrying Solid Bulk Cargoes:

1. Cargo Liquefaction:
➢ Description: Liquefaction occurs when cargoes with high moisture content (such as iron ore fines,
nickel ore, and bauxite) lose their solid state and behave like a liquid under the motion of the ship,
leading to a sudden shift of cargo and loss of stability.
➢ Prevention: Cargoes prone to liquefaction must be tested for moisture content and must not exceed
the Transportable Moisture Limit (TML). Avoid loading if the moisture content is too high.
2. Cargo Shift:
➢ Description: Solid bulk cargoes may shift within the hold if they are not properly trimmed or
secured, leading to a sudden change in the ship's stability.
➢ Prevention: Proper trimming and securing measures must be followed, and the cargo must be
evenly distributed in the hold.
3. Dust Generation:
➢ Description: Dusty cargoes, such as coal, grain, and cement, can create health risks for the crew,
reduce visibility, and cause environmental pollution.
➢ Prevention: Dust suppression measures like spraying water or using dust extraction systems should
be employed during loading and discharge operations.
4. Toxic or Flammable Gas Emissions:
➢ Description: Some solid bulk cargoes, such as coal, fertilizers, and organic materials, may emit
toxic or flammable gases (e.g., methane or carbon monoxide), creating a fire or explosion hazard.
➢ Prevention: Continuous monitoring of gas levels and ensuring proper ventilation in cargo holds is
essential.
5. Self-Heating and Spontaneous Combustion:
➢ Description: Certain cargoes (e.g., coal, sulphur, or biomass) may self-heat and spontaneously
combust if not properly ventilated or monitored.
➢ Prevention: Regular checks and proper ventilation are crucial, along with ensuring that the cargo
holds are free of residual heat sources.
6. Structural Damage to Ship:
➢ Description: Heavy solid bulk cargoes like iron ore or steel coils can cause structural damage to the
ship’s hull or hold if not properly stowed and loaded.
➢ Prevention: Ensure proper weight distribution and use protective linings or dunnage to minimize
impact on the ship's structure.
7. Chemical Reactions:
➢ Description: Some bulk cargoes (e.g., metal ores or fertilizers) can react with moisture or other
substances, leading to dangerous chemical reactions, including the release of toxic fumes or the
risk of explosion.
➢ Prevention: Proper handling and stowage in accordance with the IMSBC Code’s guidelines are
critical to prevent such reactions.
8. Contamination of Cargo:
➢ Description: Cross-contamination may occur when different types of cargo are carried in adjacent
holds or when residual cargo from previous voyages contaminates the current load.
➢ Prevention: Thorough cleaning of cargo holds before loading and appropriate separation between
different types of cargo.
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Procedure for calculating the maximum allowable weight that can be loaded in a bulk carrier
for a single hold or adjacent holds:
The procedure for calculating the maximum allowable weight that can be loaded in a bulk carrier for a
single hold or adjacent holds involves ensuring that the ship's structural integrity is maintained and that
the vessel’s stability, strength, and safety are not compromised. Here’s the step-by-step procedure:
1. Gather Required Data:
➢ Ship's Load Line Certificate: This will give you the maximum permissible draft and corresponding
load line limits.
➢ Ship’s Stability Booklet: Provides detailed data on the ship’s stability characteristics, loading limits,
and permissible bending moments and shear forces for various conditions.
➢ Loading Manual: Contains permissible loading limits for different loading patterns (single hold,
alternate hold, adjacent holds, etc.).
➢ Cargo Data: The specific gravity (density) of the cargo to be loaded is essential, as it determines
how much volume is needed for a given weight.
➢ Hatch/hold dimensions: The internal dimensions of the holds where the cargo is to be loaded.
2. Determine Maximum Permissible Load per Hold:
➢ Structural Limits:
o Review the ship’s structural strength data, particularly the permissible shear force and
bending moment limits as provided in the loading manual. These are typically provided in a
percentage of the maximum allowable stress for each hold configuration.
o For a single hold or adjacent holds, the loading manual specifies the maximum allowable
cargo weight that can be loaded without exceeding these limits.
➢ Load Line and Draft Restrictions:
o Use the Load Line Certificate to determine the maximum draft allowed for the ship,
considering the loading region and conditions.
o Ensure that the maximum permissible load does not exceed the draft limit once the ship is
fully loaded, accounting for ballast, cargo weight, and fuel.
3. Calculate Volume of Cargo to Be Loaded:
➢ Determine Hold Capacity:
o Calculate the total volume available in the hold or adjacent holds by multiplying the length,
width, and height of the hold(s).
➢ Consider Cargo Density:
o Convert the cargo weight into volume using the cargo density (specific gravity). The
equation is:
𝑊𝑒𝑖𝑔ℎ𝑡
𝑉𝑜𝑙𝑢𝑚𝑒 =
𝐷𝑒𝑛𝑠𝑖𝑡𝑦
➢ Stowage Factor:
o Alternatively, if the cargo stowage factor (SF) is provided, use this to calculate the volume
required for a given weight of cargo:
𝑉𝑜𝑙𝑢𝑚𝑒 = 𝑊𝑒𝑖𝑔ℎ𝑡 𝑥 𝑆𝑡𝑜𝑤𝑎𝑔𝑒 𝐹𝑎𝑐𝑡𝑜𝑟
4. Check Stability and Trim:
➢ Stability Calculation:
o Use the ship’s stability software or manual calculations to verify that loading the calculated
weight of cargo does not adversely affect the ship’s stability.
o Ensure that the vessel remains within allowable stability parameters, considering trim, list,
and heel. Avoid excessive trim, which can result from loading too much weight in forward
or aft holds.
➢ Even Distribution of Load:
o If loading in adjacent holds, ensure the load is evenly distributed to avoid excessive stress
on the hull and keel. Adjust ballast accordingly to maintain even keel and optimal trim.
5. Account for Bending Moment and Shear Forces:
➢ Bending Moment:
o Calculate the bending moment caused by loading in single or adjacent holds. The bending
moment is critical as it defines the structural stress placed on the hull. Ensure that the
calculated bending moment does not exceed the maximum permissible value, as provided
in the ship’s loading manual.
➢ Shear Force:
o Similarly, calculate the shear force generated by the weight distribution. Loading cargo
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unevenly between holds or concentrating too much weight in one hold can create excessive
shear forces. Again, verify that the shear forces are within the permissible limits.
➢ Permissible Limits:
o The ship’s loading manual usually provides a graph or table indicating permissible bending
moments and shear forces for various loading configurations. Use these to verify that the
planned loading does not exceed the structural limits.
6. Adjust for Hold-Specific Factors (for Bulk Carriers):
➢ Single Hold Loading:
o When loading a single hold, especially on bulk carriers, it is important to check for high local
stresses. Refer to the loading manual for guidance on the maximum allowable cargo weight
that can be loaded in a single hold to avoid structural damage.
➢ Adjacent Holds Loading:
o When loading adjacent holds, the overall stress on the hull will be spread out more evenly,
but care must still be taken to avoid overloading the holds and breaching permissible shear
and bending moment limits. The loading manual will specify maximum limits for these
configurations.
7. Final Stability Check and Verification:
➢ Final Stability Calculation:
o Once all cargo has been loaded, perform a final stability check using the ship’s stability
software or manual calculations to ensure that the vessel’s center of gravity and metacentric
height (GM) are within acceptable limits for the voyage.
➢ Draft Check:
o Verify that the final draft of the vessel, after loading, does not exceed the maximum
allowable draft as per the Load Line Certificate.
➢ Stress Monitoring:
o Many modern ships are equipped with stress monitoring systems, which can provide real-
time data on bending moments, shear forces, and hull stresses during loading. Use this
system to ensure safe loading.
8. Documentation and Final Approval:
➢ Master’s Approval:
o The Master of the vessel must approve the loading plan, ensuring all calculations are correct,
and that the ship is within safe limits for the entire voyage.
➢ Shore-Side Approval:
o In some cases, the shore-side management may need to review and approve the final
loading plan.
Example Formulae for Weight Calculations:

1. Single Hold Maximum Weight Calculation:
𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑊𝑒𝑖𝑔ℎ𝑡 = 𝐻𝑜𝑙𝑑 𝑉𝑜𝑙𝑢𝑚𝑒 𝑥 𝐶𝑎𝑟𝑔𝑜 𝐷𝑒𝑛𝑠𝑖𝑡𝑦
Ensure that the weight does not exceed the structural limits for a single hold, as specified in the loading
manual.
2. Adjacent Holds Maximum Weight Calculation:
𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑊𝑒𝑖𝑔ℎ𝑡 (𝐴𝑑𝑗𝑎𝑐𝑒𝑛𝑡 𝐻𝑜𝑙𝑑𝑠) = 𝐶𝑜𝑚𝑏𝑖𝑛𝑒𝑑 𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝐴𝑑𝑗𝑎𝑐𝑒𝑛𝑡 𝐻𝑜𝑙𝑑𝑠 𝑥 𝐶𝑎𝑟𝑔𝑜 𝐷𝑒𝑛𝑠𝑖𝑡𝑦
Again, verify that the weight distribution between holds complies with the allowable shear force and
bending moment limits.
Purpose of the IMSBC Code

The primary purpose of the IMSBC Code is to ensure the safe stowage and transport of solid bulk cargoes
to prevent accidents, loss of life, or environmental hazards. Specifically, the IMSBC Code aims to:
1. Enhance Safety:
➢ The code aims to improve the safety of ships, their crews, and the cargoes they carry by
providing clear guidelines on the safe carriage of solid bulk materials.
2. Standardize Procedures:
➢ It establishes a uniform set of standards for the safe handling, stowage, and transport of solid
bulk cargoes across the global shipping industry. This ensures that shipowners, operators, and
crews follow consistent safety practices worldwide.
3. Reduce Risks:
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➢ The code helps to minimize the risks associated with carrying solid bulk cargoes, such as cargo
liquefaction, cargo shift, fire, explosion, and toxic gas emissions. It provides detailed
instructions on how to handle different types of bulk cargoes to mitigate these hazards.
4. Compliance with International Standards:
➢ The IMSBC Code aligns with international conventions, such as the Safety of Life at Sea (SOLAS)
Convention, and ensures that all parties in the maritime industry adhere to internationally
recognized safety regulations for the carriage of bulk cargoes.
5. Protect the Environment:
➢ By regulating the transport of hazardous and potentially polluting bulk materials, the IMSBC
Code helps to protect the marine environment from accidental spills, leaks, and other forms of
pollution.
Objectives of the IMSBC Code

The IMSBC Code has several key objectives to promote the safe carriage of solid bulk cargoes. These
include:
1. Identification of Cargo Hazards
➢ One of the central objectives of the IMSBC Code is to identify and classify the various hazards
associated with different types of solid bulk cargoes. Cargoes are classified into three groups:
o Group A: Cargoes that may liquefy (e.g., iron ore fines, nickel ore).
o Group B: Cargoes that possess chemical hazards (e.g., coal, fertilizers).
o Group C: Cargoes that do not liquefy or pose chemical hazards but may cause physical
hazards (e.g., cement, sand).
By classifying cargoes into these groups, the code helps to inform the crew about the potential dangers of
the material being transported and the specific precautions that must be taken.
2. Provide Guidelines for Safe Handling and Stowage
➢ The code offers specific guidance on the handling, stowage, and segregation of solid bulk cargoes.
It covers the following areas:
o Safe Loading and Unloading Procedures: Including trimming, moisture content checks, and
securing of the cargo.
o Ventilation Requirements: To manage gases emitted by certain types of cargoes or to
prevent spontaneous combustion.
o Cargo Hold Cleaning and Preparation: Ensuring holds are clean, dry, and suitable for the
cargo being loaded.
3. Minimize Risks of Cargo Liquefaction
➢ One of the critical hazards addressed by the IMSBC Code is cargo liquefaction, where certain bulk
cargoes with a high moisture content can behave like liquids under certain conditions, causing a
loss of ship stability. To mitigate this risk, the IMSBC Code provides:
o Transportable Moisture Limit (TML) and Moisture Content Testing requirements to ensure
that cargo is safe to transport.
o Guidance on avoiding the loading of cargo that exceeds its TML.
4. Prevent Chemical Reactions and Gas Emissions
➢ The code includes provisions to manage the risks of chemical reactions, toxic or flammable gas
emissions, and self-heating in bulk cargoes such as coal or fertilizers. It provides procedures for:
o Ventilation and gas monitoring in cargo holds.
o Safe segregation of incompatible materials that could react dangerously.
5. Provide Emergency Procedures
➢ The IMSBC Code includes guidance on the necessary emergency procedures in case of an incident
involving solid bulk cargoes. This ensures that the crew is prepared to respond to emergencies
such as fire, cargo liquefaction, or toxic gas leaks.
6. Ensure Safe Stowage and Securing of Cargo
➢ Improperly stowed bulk cargoes can shift during a voyage, leading to potential loss of ship stability.
The code provides guidelines for:
o Proper cargo trimming to prevent shifting.
o Securing measures and stowage planning to maintain vessel stability.
7. Standardize Documentation and Communication
➢ The IMSBC Code ensures that the shipper provides the necessary declarations and documentation,
including the nature of the cargo, its potential hazards, moisture content, and handling instructions.
This ensures transparency and communication between the shipper, terminal, and vessel.
➢ Shipper’s Declaration: A mandatory document that includes the physical and chemical properties
of the cargo, the moisture content, and other important data to ensure that the shipper and crew
understand the risks involved.
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Main Hazards with Shipment of Sulphur in Bulk:

The shipment of sulphur in bulk comes with several inherent hazards that must be carefully managed to
ensure the safety of the crew, vessel, and environment. Sulphur, though classified as a Group C cargo
under the International Maritime Solid Bulk Cargoes (IMSBC) Code, meaning it does not liquefy or pose
significant chemical hazards under normal conditions, still presents several risks that require careful
handling.
1. Fire and Explosion Hazard:
➢ Flammability: Sulphur is highly flammable in its solid form. When finely divided (as dust), it can
easily ignite and burn, especially when exposed to open flames, sparks, or heat.
➢ Explosion Risk: If sulphur dust becomes airborne, it can form an explosive dust cloud. When mixed
with air and exposed to a source of ignition, such clouds can result in a dust explosion.
o Critical Concentration: Dust explosions can occur if the concentration of sulphur dust in the
air exceeds the lower explosive limit (LEL), creating a high risk in enclosed spaces such as
cargo holds.
Preventive Measures:
➢ Avoid open flames, smoking, or any spark-producing equipment near cargo holds.
➢ Ensure the use of intrinsically safe electrical equipment within the cargo hold area.
➢ Prevent sulphur dust from accumulating or dispersing by ensuring proper ventilation and dust
suppression techniques during loading and unloading.
2. Toxic Gas Emissions:
➢ Sulphur Dioxide (SO₂): When sulphur burns, it produces sulphur dioxide, a toxic and corrosive gas.
Exposure to sulphur dioxide can cause respiratory issues, eye irritation, and in higher
concentrations, it can be life-threatening.
o SO₂ can be generated in confined spaces (such as cargo holds) if sulphur is accidentally
ignited or heated.
➢ Hydrogen Sulphide (H₂S): In certain conditions, hydrogen sulphide (a highly toxic and flammable
gas) may be generated from sulphur, particularly if it is contaminated with other substances. H₂S
has a characteristic rotten egg smell but can cause rapid unconsciousness at high concentrations.
➢ Ensure good ventilation in cargo holds to avoid gas buildup.
➢ Use gas detection equipment to monitor the presence of sulphur dioxide (SO₂) and hydrogen
sulphide (H₂S).
➢ Keep fire detection systems functional and ready to respond in case of a fire hazard.
3. Corrosive Effects:
➢ Sulphur and Moisture: While sulphur itself is not inherently corrosive, when mixed with moisture,
it can produce weak sulphuric acid (H₂SO₄), which is corrosive to steel and other ship structures.
Prolonged exposure to sulphur and moisture can cause damage to cargo holds and ship
components.
➢ Acid Formation: Sulphuric acid can form when sulphur reacts with moisture in the air or water in
the bilges. This acid can damage the ship's steel structures and equipment if not properly cleaned
and maintained.
➢ Ensure that the cargo holds are dry before loading and avoid water ingress during the voyage.
➢ After discharge, thoroughly clean and dry cargo holds to prevent any residual sulphur from reacting
with moisture.
➢ Apply protective coatings or corrosion inhibitors to cargo holds if necessary.
4. Dust Generation and Health Hazards:
➢ Inhalation Risk: Sulphur dust is a respiratory irritant. Prolonged or repeated exposure can lead to
lung issues and irritation of the eyes, nose, and throat.
➢ Dust Control: During loading, unloading, or when handling sulphur, dust can become airborne,
posing a risk not only to the crew's health but also potentially creating an explosive atmosphere.
➢ Use dust suppression techniques during cargo operations, such as spraying water or using enclosed
conveyor systems.
➢ Provide proper personal protective equipment (PPE) to crew members, such as dust masks,
goggles, and protective clothing.
➢ Ensure cargo holds are well ventilated, and reduce the handling of the cargo in a way that may
produce dust.
5. Oxygen Depletion in Cargo Holds:
➢ Sulphur reacts slowly with oxygen in confined spaces, particularly in warm environments, which
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can lead to oxygen depletion in the cargo hold.

➢ The oxygen-depleted environment can pose a serious risk to crew members who may enter the
cargo hold without proper precautions.
➢ Ventilate cargo holds regularly to maintain sufficient oxygen levels.
➢ Use gas detection systems to monitor oxygen levels in the hold before any entry is allowed.
➢ Follow proper enclosed space entry procedures, including testing for oxygen levels and having
rescue equipment on standby.
6. Cargo Contamination and Cross-Contamination:
➢ Contamination of Cargo: Sulphur can be contaminated by residual cargo from previous shipments
or by contact with water and foreign materials, reducing its quality and commercial value.
➢ Cross-Contamination: Sulphur may contaminate other cargoes if the holds are not properly cleaned
after discharge. Residual sulphur can cause corrosion or reactions with the next cargo, particularly
if it is sensitive to sulphuric acid or moisture.
➢ Ensure that holds are properly cleaned and dried before and after the loading of sulphur to prevent
contamination.
➢ Use proper segregation and avoid carrying cargoes in adjacent holds that could react with sulphur
or be damaged by dust.
Classification of Solid Bulk Cargoes as prescribed in the IMSBC Code:

The IMSBC Code classifies solid bulk cargoes into three main groups based on their potential hazards
during transport:
1. Group A: Cargoes that may liquefy
➢ These are cargoes that have a high moisture content and can shift from a solid to a liquid state
under the conditions of the voyage, especially due to ship motion. This shift can cause a loss of
stability, leading to capsizing.
➢ Examples: Iron ore fines, nickel ore, bauxite, and mineral concentrates.
2. Group B: Cargoes that possess a chemical hazard
➢ Cargoes in this group are prone to chemical reactions such as combustion, production of toxic
gases, corrosiveness, or explosion during transport.
➢ Examples: Coal (can emit methane and self-heat), sulphur (can produce toxic gases), and some
fertilizers (can decompose or react violently).
3. Group C: Cargoes that are neither liable to liquefy nor possess chemical hazards
➢ These cargoes do not liquefy or pose chemical hazards, but they may still cause physical hazards
such as dust generation or overloading risks.
➢ Examples: Cement, sand, gravel, and steel slag.
Documents as a Mate to sign after loading Direct reduced Iron (DRI):

As a Mate after loading Direct Reduced Iron (DRI), you would typically sign several important documents
to ensure that all legal, safety, and operational requirements are met. DRI is a hazardous cargo (Group
B) as per the IMSBC Code, and it requires special attention to safety due to its potential to reoxidize and
generate heat or produce hydrogen gas. Here are the key documents you would sign:
1. Mate’s Receipt
➢ Acknowledges the receipt of the cargo on board in apparent good order and condition, subject to
inspection. This is an important document because it can later be used as the basis for the Bill of
Lading.
2. Bill of Lading
➢ After signing the Mate’s Receipt, the Bill of Lading is issued, which acts as a receipt for the cargo,
a document of title, and a contract of carriage. As the Mate, your signature on the Mate’s Receipt
is transferred to the Bill of Lading, confirming the cargo loaded on board.
3. Cargo Declaration from Shipper
➢ You would acknowledge receipt of the shipper’s declaration, which certifies the cargo complies with
the IMSBC Code requirements, particularly regarding moisture content, temperature, and cargo
properties. For DRI, the declaration must confirm:
o Type of DRI (A, B, or C).
o The cargo’s moisture content and that it is not above acceptable limits.
o That the cargo was properly ventilated during loading to prevent heat buildup.
4. Certificate of Loading
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➢ Issued by the terminal or port authority, this document confirms that the cargo has been loaded
according to the agreed plan and in compliance with local and international regulations. As Mate,
you would sign to verify that the loaded quantity is as per the loading plan.
5. Stowage and Segregation Certificate
➢ For DRI, proper stowage and segregation are critical due to its reactive nature. This certificate
verifies that the DRI has been stowed in accordance with the IMSBC Code's guidelines, ensuring
that it is properly ventilated and segregated from other incompatible cargoes or materials.
6. Ventilation Log (or ventilation arrangements confirmation)
➢ Since DRI requires careful ventilation to prevent overheating and gas buildup, you may sign off on
the ventilation arrangements, confirming that the ventilation system is set up and operational as
per the cargo's requirements.
7. Ship’s Stability and Loading Plan
➢ After loading, you would sign the final ship’s stability and loading plan, ensuring that the cargo
distribution does not exceed the ship’s permissible limits for stability, shear forces, and bending
moments.
8. Dangerous Goods Manifest
➢ DRI is classified as hazardous cargo (Group B). A Dangerous Goods Manifest is required under
SOLAS, listing DRI as a dangerous cargo and confirming that proper precautions are in place. As
Mate, you sign this to acknowledge the carriage of dangerous goods and compliance with all
relevant regulations.
9. Letter of Protest (if applicable)
➢ If any issues or discrepancies arise during the loading, such as damaged cargo or unsafe loading
practices, you may issue a Letter of Protest. This document serves to notify all parties involved
that the cargo was loaded under protest and highlights the specific concerns or conditions.
Properties of Direct Reduced Iron (DRI):

Direct Reduced Iron (DRI) is produced by reducing iron ore in a solid-state process, usually without melting
it, resulting in highly porous iron with specific characteristics. It is also referred to as sponge iron due to
its porous structure. There are three main types of DRI as categorized under the IMSBC Code:
1. DRI (A): Hot-moulded briquettes
2. DRI (B): Lumps, pellets, or cold-moulded briquettes
3. DRI (C): By-products such as fines, residues, or sludges
Properties:
1. High Porosity: DRI has a sponge-like structure, making it highly reactive, especially with moisture.
2. Prone to Oxidation: Due to its porosity, DRI readily re-oxidizes, generating heat.
3. Potential for Hydrogen Gas Release: When in contact with water or moisture, DRI reacts to produce
hydrogen gas, which is flammable.
4. Low Density: The material has a low bulk density compared to traditional steel products.
5. Self-Heating: Due to oxidation, DRI can heat up, potentially leading to spontaneous combustion.
Hazards Associated with Direct Reduced Iron (DRI):

1. Generation of Hydrogen Gas: When DRI comes in contact with moisture (even from air humidity), it
reacts to produce hydrogen gas (H₂), which is highly flammable and can form explosive mixtures with
air.
2. Oxidation and Heat Generation: DRI is prone to oxidation. During this process, it generates heat,
which, if not controlled, can lead to cargo self-heating and potential fires.
3. Oxygen Depletion: Due to oxidation and chemical reactions, the oxygen levels in the cargo holds can
drop, creating a hazardous environment for the crew.
4. Self-Heating and Combustion: If the heat generated by the reoxidation of DRI is not dissipated
properly, it can accumulate and potentially cause spontaneous combustion.
5. Explosion Risk: Hydrogen gas combined with oxygen in confined spaces, such as cargo holds, can
create an explosive atmosphere if ignition sources are present.
6. Corrosive Effects: DRI dust, combined with moisture, can lead to the formation of acidic compounds,
which may corrode the ship's structure.
Precautions to be Taken for DRI Shipments:

Before Loading:
1. Cargo Declaration:
o Ensure that the shipper provides a valid Shipper’s Declaration in accordance with the IMSBC
Code, detailing the type of DRI, moisture content, and precautions.
2. Hold Preparation:
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o Ensure that cargo holds are clean, dry, and free of any combustible materials.
o Inspect and test ventilation systems to ensure they are functional, as good ventilation is
required to prevent the buildup of hydrogen gas.
3. Hatch Covers and Water Tightness:
o Ensure that hatch covers are in excellent condition and can prevent water ingress during the
voyage.
o Holds should be water-tight to prevent moisture from entering and reacting with the DRI.
4. Ship’s Structural Preparation:
o Ensure that the ship's venting and gas detection systems are operational.
o Install hydrogen gas detectors and oxygen monitors in cargo holds to monitor the atmosphere
during loading and the voyage.
5. Firefighting Equipment:
o Ensure that firefighting systems are fully operational, especially in cargo areas where DRI is
stored.
o Avoid the use of water-based fire-extinguishing systems as water reacts with DRI.
During Loading:
1. Moisture Control:
o Ensure that DRI is loaded dry, and minimize exposure to atmospheric moisture during loading.
o Loading should be suspended during rain or high humidity to prevent the cargo from coming
into contact with water.
2. Ventilation:
o Avoid unnecessary ventilation during loading, as moisture in the air may cause the cargo to
oxidize and generate hydrogen gas.
3. Cargo Temperatures:
o Monitor the temperature of the DRI being loaded. Cargo that arrives at an elevated temperature
should be rejected as it could indicate self-heating.
4. Proper Stowage:
o Ensure that DRI is properly stowed and segregated from other incompatible cargoes or
materials, particularly those that could contribute to ignition or fire.
During the Passage:
1. Hold Ventilation:
o Ventilation should be used sparingly and only as per the shipper's instructions, especially to
avoid introducing moist air that could react with the DRI.
o Venting may be necessary to release hydrogen gas, but precautions should be taken to avoid
the introduction of external moisture.
2. Gas Monitoring:
o Continuously monitor hydrogen gas levels in the cargo hold with gas detectors.
o Oxygen levels should also be monitored, as oxygen depletion in cargo holds can occur due to
oxidation.
3. Temperature Monitoring:
o Regularly monitor the temperature of the cargo during the voyage. Any significant rise in
temperature may indicate oxidation or self-heating, requiring immediate action.
4. Fire Precautions:
o Be cautious with the use of fire extinguishing agents. Water should never be used to extinguish
fires in DRI due to the risk of a reaction. In case of a fire, an inert gas system or dry chemical
agents should be used.
5. No Access to Cargo Holds:
o During the voyage, crew members should avoid entering cargo holds containing DRI unless
absolutely necessary and only after performing thorough gas and oxygen level checks. Entry
procedures must include confined space entry protocols.
o Perform regular inspections of cargo holds to check for any signs of self-heating, abnormal
temperatures, or gas accumulation.
o Have detailed emergency procedures in place, especially for managing potential fires or gas
leaks. The crew should be trained and familiar with these procedures.
Provisions for the Carriage of Solid Bulk Cargo on General Cargo Ships:
The carriage of solid bulk cargoes on general cargo ships is governed by specific provisions to ensure
safety, as outlined in the International Maritime Solid Bulk Cargoes (IMSBC) Code and related international
maritime regulations. General cargo ships, which are primarily designed for carrying breakbulk cargo, may
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also transport solid bulk cargoes under certain conditions. The provisions are designed to address the
unique challenges and risks associated with carrying solid bulk cargoes on vessels not specifically built for
this purpose.
1. Compliance with IMSBC Code:
➢ General cargo ships must fully comply with the IMSBC Code, which specifies how solid bulk cargoes
should be handled, loaded, and transported. This includes the classification of cargoes (Group A,
B, and C), their associated hazards, and the necessary precautions to take.
2. Ship’s Suitability:
➢ The vessel must be structurally suitable for carrying bulk cargoes. This means:
o Cargo holds must be able to handle the weight and volume of bulk materials.
o The ship’s hatches and cargo holds must be capable of being sealed to prevent water
ingress, especially for moisture-sensitive cargoes.
o The ventilation systems should be adequate to manage any gases generated by the bulk
cargo or to maintain suitable atmospheric conditions in the hold.
3. Loading and Stability Requirements:
➢ Loading Plan: A detailed loading plan must be prepared to ensure proper weight distribution and
avoid excessive stress on the ship's structure.
➢ Stability: The ship’s stability must be monitored throughout the loading process to avoid any risk
of capsizing or instability during the voyage. The vessel’s trim and stability must be within
permissible limits at all times.
➢ Bending Moments and Shear Forces: These structural stresses must be closely monitored to ensure
they remain within the ship’s design limits when carrying solid bulk cargo.
4. Cargo Securing and Stowage:
➢ Solid bulk cargoes must be properly stowed and secured to prevent shifting during the voyage,
which could compromise the vessel’s stability.
➢ For certain cargoes, trimming (levelling the cargo surface) is necessary to prevent movement
during transport.
➢ Segregation: Bulk cargoes must be properly segregated from incompatible materials, especially
hazardous cargoes, to prevent reactions or contamination.
5. Hazardous Cargo Precautions:
➢ For hazardous bulk cargoes (such as Group B cargoes that may emit gases, self-heat, or pose
chemical risks), the general cargo ship must have the necessary equipment and procedures in
place. This includes:
o Gas monitoring systems (for cargoes like coal that can emit methane or sulphur).
o Firefighting systems appropriate for the cargo type.
o Adequate ventilation to control heat and gas buildup.
6. Moisture Content and Liquefaction Risk:
➢ If the cargo is prone to liquefaction (Group A cargoes, such as iron ore fines or nickel ore), the
shipper must provide a certificate showing that the cargo’s moisture content is below the
Transportable Moisture Limit (TML).
➢ The crew must ensure that moisture-prone cargo is not exposed to water during loading and
throughout the voyage.
7. Documentary Requirements:
➢ The shipper is required to provide a Shipper’s Declaration and other relevant documentation
regarding the cargo's characteristics, hazards, and handling requirements. This ensures that the
ship’s crew is fully aware of the nature of the cargo and the necessary precautions.
8. Crew Safety and Training:
➢ The crew must be properly trained to handle the risks associated with carrying solid bulk cargoes,
especially when hazardous materials are involved.
➢ Personal protective equipment (PPE) must be available for the crew to handle cargo operations,
particularly when dealing with dusty or toxic bulk cargoes.
9. Special Provisions for Particular Cargoes:
➢ Some cargoes, due to their specific properties (e.g., self-heating, toxic gas emissions), may have
additional requirements for ventilation, monitoring, and handling. These requirements are outlined
in the individual cargo schedules in the IMSBC Code.
Determining the Angle of Repose on Board:

The Angle of Repose is the maximum angle at which a bulk solid cargo can be piled without slumping. This
is crucial for the stowage of solid bulk cargoes, as it helps in determining how the cargo will behave when
stacked in the ship’s hold.
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Procedure to Determine the Angle of Repose on Board:

1. Preparation:
➢ Ensure that the cargo is available in its natural state, as received from the terminal or cargo
provider, without any additional processing or modification.
➢ Ensure that the surface where the test is conducted is clean and flat.
2. Pile Method (Common method used on board):
➢ Step 1: Gather a sample of the bulk cargo.
➢ Step 2: Pour the sample through a funnel onto a flat surface (such as a wooden board or flat
metal surface) from a consistent height, ensuring that the cargo is allowed to form a natural
pile.
➢ Step 3: Allow the cargo to settle naturally without interference until a stable cone or pile is
formed.
3. Measurement:
➢ Measure the height (h) of the pile from the base to the peak.
➢ Measure the radius (r) of the base of the pile.
4. Angle Calculation:
➢ Calculate the angle of repose using the following formula:
ℎ
𝐴𝑛𝑔𝑙𝑒 𝑜𝑓 𝑅𝑒𝑝𝑜𝑠𝑒 (𝜃) = arctan
𝑟
➢ This angle will indicate how the cargo will behave when stacked, and it helps determine whether
trimming of the cargo will be necessary to prevent shifting during transit.
5. Repeat the Test:
➢ Repeat the test several times to ensure accuracy, as small variations in cargo characteristics or
moisture content may affect the angle of repose.
Determining the Flow Moisture Point (FMP) on Board:

The Flow Moisture Point (FMP) is the moisture content at which a bulk cargo may begin to behave like a
liquid under the stress of the ship’s motion. The Transportable Moisture Limit (TML) is typically 90% of
the FMP and is the maximum moisture content allowed for safe transport. This test is critical for cargoes
prone to liquefaction (e.g., nickel ore, iron ore fines, and bauxite).
Flow Table Test (Simplified Procedure Used on Board):
On board, the most practical method to test the FMP is the Flow Table Test, although the accuracy may
not be as high as laboratory tests. The procedure is designed to give an indication of whether a cargo is
at risk of liquefaction.
Procedure:
1. Equipment Needed:
➢ A flow table (a flat, circular metal surface mounted on a vertical shaft, which can be rotated to
simulate shaking or vibration).
➢ A mould (usually cylindrical) to contain the cargo sample.
➢ Water and a measuring device for determining moisture content.
2. Sample Preparation:
➢ Obtain a sample of the cargo from the top, middle, and bottom of the stockpile or loading hold.
Ensure that the sample represents the cargo being loaded.
➢ Gradually add water to the sample, increasing the moisture content in stages to simulate real
conditions.
3. Test Procedure:
➢ Step 1: Place the sample into the cylindrical mould.
➢ Step 2: Compact the sample inside the mould by lightly tapping or pressing.
➢ Step 3: Remove the mould, leaving the sample on the flow table.
➢ Step 4: Raise the flow table by a standard height (usually about 2 cm) and drop it several times
(typically 25 times) to simulate the effect of ship motion.
4. Observation:
➢ If the sample maintains its shape without flowing or collapsing, it is considered safe (i.e., the
moisture content is below the Flow Moisture Point).
➢ If the sample starts to flow, collapse, or shows signs of significant deformation, it indicates that
the cargo has reached or exceeded its Flow Moisture Point.
5. Moisture Content:
➢ Measure the moisture content of the sample at the point where flow occurs. This is the Flow
Moisture Point (FMP).
6. Transportable Moisture Limit (TML):
➢ Once the FMP is determined, calculate the TML, which is typically 90% of the FMP. Cargo should
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not be loaded if its moisture content exceeds the TML.
Precautions to be taken while making stowage plan for loading Direct Reduced iron (DRI):
When creating a stowage plan for loading Direct Reduced Iron (DRI), special precautions must be taken
due to its hazardous properties. DRI can generate hydrogen gas, heat up due to oxidation, and is prone
to self-heating and spontaneous combustion. The stowage plan must ensure safety during loading, transit,
and unloading. Below are the key precautions to be followed:
1. Cargo Segregation
➢ Segregate from incompatible cargoes: DRI should be segregated from other cargoes that may react
with it, especially those that are flammable or can increase the risk of fire, such as coal or certain
chemicals.
➢ Ensure there is adequate separation between DRI and cargoes that may react with water or
contribute to the generation of gases.
2. Cargo Hold Preparation
➢ Dry and clean holds: Ensure the cargo holds are completely dry and free from any residual cargo,
moisture, or combustible materials that could react with DRI.
➢ The cargo hold must be prepared to prevent any water ingress, as moisture can cause DRI to
produce hydrogen gas and accelerate oxidation.
3. Avoid Water Ingress
➢ Ensure watertight hatch covers: The hatch covers must be in excellent condition, with proper seals
to prevent the entry of water or moisture into the cargo holds.
➢ Cargo holds should remain sealed throughout the voyage to minimize the risk of water ingress or
exposure to high humidity.
4. Proper Ventilation and Gas Monitoring
➢ Limited ventilation: While DRI requires proper ventilation to avoid heat buildup, the ventilation
should be controlled to avoid introducing moisture into the hold. Unnecessary ventilation should be
avoided, particularly in areas with high humidity.
➢ Hydrogen gas monitoring: Install and maintain gas detection systems in the holds to monitor for
the accumulation of hydrogen gas. Regular monitoring ensures that any gas buildup is detected
early to prevent explosive conditions.
➢ Consider inerting the holds with an inert gas like nitrogen if gas generation or fire hazards are of
significant concern, as it can displace oxygen and reduce the risk of combustion.
5. Stowage Configuration and Distribution
➢ Even distribution of cargo: Ensure DRI is stowed in a manner that allows for even weight
distribution throughout the holds. Uneven stowage may create stress on the ship’s structure,
leading to safety risks.
➢ Avoid over-concentration of cargo in any one part of the hold, which could create hot spots and
increase the risk of self-heating.
6. Temperature Monitoring
➢ Plan for the installation of temperature sensors in the holds to monitor the cargo temperature
during the voyage. This helps detect any signs of self-heating early.
7. Avoid Cargo Compaction
➢ Do not over-compact the cargo during loading, as this may inhibit the dissipation of heat from the
lower layers of the DRI and lead to heat buildup. Ensure the cargo is loaded in layers with sufficient
clearance to allow for natural air circulation where necessary.
8. No Trimming
➢ Avoid trimming the DRI cargo with machines, as it could compact the cargo and generate excessive
heat. If trimming is required, do it manually and with care.
9. Firefighting Preparedness
➢ Do not use water for firefighting: Water must never be used to fight fires involving DRI due to its
reaction with water, which can produce hydrogen gas and cause explosions. Ensure that dry
chemical extinguishers or inert gases (e.g., CO₂) are available and ready for use in case of fire.
➢ Ensure that the ship’s crew is aware of the appropriate firefighting procedures for DRI and that the
correct equipment is in place.
10. Transportable Moisture Limit (TML)
➢ DRI should not have any significant moisture content, but it is still essential to ensure that the DRI
is dry and has not been contaminated with moisture. If any moisture is detected in the DRI before
loading, it should not be accepted.
11. Communication and Documentation
➢ Ensure the Shipper’s Declaration provides clear details about the type of DRI being loaded (DRI A,
B, or C), its moisture content, and any other handling instructions.
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➢ The stowage plan must be clearly communicated to all relevant parties, including the terminal
operators and crew members, to ensure everyone understands the safety precautions for loading,
stowage, and transport.
12. Stability and Structural Integrity
➢ Ensure the ship’s stability is not compromised by the stowage of DRI. The cargo should be loaded
in such a way that the vessel's trim and stability remain within safe limits during the voyage.
➢ Verify that the shear forces and bending moments are within the allowable limits for the vessel
when planning the stowage.
13. Port Restrictions
➢ Check any local regulations or restrictions on handling DRI at the port of loading or discharge.
Some ports may have specific safety requirements or may not allow DRI handling due to its
hazards.
14. Contingency Plans
➢ Ensure that detailed emergency response plans are in place, particularly for handling fire or gas
emission scenarios. The crew must be fully trained in the actions to be taken in the event of a
cargo-related emergency.
Precautions Required During Loading and Handling of Ballast as per the BLU Code:
The BLU Code (Code of Practice for the Safe Loading and Unloading of Bulk Carriers) provides guidance
on the safe loading and unloading of bulk carriers to minimize the risk of structural damage and ensure
the ship’s safety. One of the key elements addressed in the BLU Code is the proper handling of ballast
water during cargo operations. Improper management of ballast can lead to issues such as overstressing
the ship’s hull, instability, or trim issues during loading and unloading.
1. Pre-Loading Ballast Preparation:
➢ Ballast Plan: A comprehensive ballast plan must be prepared before commencing cargo operations.
The plan should detail the sequence of ballast discharge and any subsequent ballasting during
loading.
➢ Communication with Terminal: The ballast plan should be shared with the terminal so that the
loading rates can be coordinated with the de-ballasting process. This ensures that the cargo loading
and ballast water discharge proceed in harmony.
➢ Adequate Ballast Capacity: Before starting loading operations, ensure that the ship is carrying
sufficient ballast to maintain safe stability and adequate trim during the entire operation.
2. Coordination of Ballast and Cargo Operations:
➢ Maintain Stability: Throughout the loading process, stability must be closely monitored. The ballast
discharge rate must be coordinated with the loading rate to avoid excessive stress on the hull and
ensure that the ship maintains safe stability.
➢ Control Trim and List: The discharge of ballast should be carefully planned to maintain the correct
trim and list of the ship. Excessive trim or list can create uneven loading stresses and affect the
safe handling of the cargo.
➢ Monitor Hull Stress: Excessive ballast discharge or improper loading sequences can lead to
dangerous levels of shear forces and bending moments. Ensure that the ballast is managed in such
a way that the ship's hull remains within safe stress limits.
➢ Simultaneous Ballasting/De-ballasting: If it is necessary to ballast some tanks while de-ballasting
others during the loading process, this must be done in a coordinated and controlled manner. This
is often required to maintain the ship’s stability and trim as cargo is loaded unevenly across the
holds.
3. Rate of Ballast Water Discharge:
➢ Synchronized with Cargo Loading Rate: The rate of ballast water discharge must be synchronized
with the rate of cargo loading to avoid sudden changes in the ship’s draft, stability, or trim.
➢ Discharge Pump Capacity: Ensure that the ship’s ballast pumps can operate effectively at the
required discharge rate to keep up with the cargo loading schedule.
4. Monitoring of Water Levels:
➢ Continuous Monitoring: The levels in ballast tanks should be continuously monitored during the
entire operation. This ensures that there are no unplanned empty tanks or ballast overflows that
could destabilize the ship.
➢ Avoid Ballast Tank Overflows: Uncontrolled discharge or overflowing of ballast tanks should be
avoided, as this could lead to environmental pollution and potential fines or legal consequences.
5. Structural Integrity During Ballasting/De-ballasting:
➢ Sequence of Ballast Tank Emptying: Follow the correct sequence when discharging ballast water.
Ballasting or de-ballasting too quickly or out of sequence can lead to uneven stresses on the ship’s
hull, particularly when heavy cargoes are being loaded.
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➢ Avoid Overstressing of Hull: Ensure that the ship’s hull is not overstressed by balancing the rate of
ballast water discharge and cargo loading. High-stress points could occur if de-ballasting is too slow
or too fast relative to the cargo loading operation.
6. Ballast Exchange Considerations:
➢ Compliance with Ballast Water Management Plans: If ballast water exchange is planned during
cargo operations (such as to meet ballast water management requirements), it must be done in a
manner that does not interfere with the stability or safety of the ship.
➢ Segregation of Ballast Tanks: Ensure that the ballast water used for stability during loading is not
subject to ballast water management exchange at the same time unless explicitly planned and
coordinated with the cargo loading.
7. Preventing Free Surface Effect:
➢ Minimize Free Surface Effect: When handling ballast water, ensure that the free surface effect in
partially filled tanks is minimized. Large free surfaces in ballast tanks can reduce the ship’s stability
and make it more prone to listing or rolling during cargo operations.
➢ Even Ballasting/De-ballasting: Avoid keeping tanks partially full for long periods to reduce the free
surface effect. Fully empty or fill tanks where possible.
8. Trim Control:
➢ Maintain Adequate Trim: Ensure that proper trim is maintained throughout the loading operation
to avoid bow or stern overloading. Trim control is particularly important to ensure smooth loading
and unloading operations, as well as to maintain the ship’s seaworthiness during cargo operations.
➢ Check During Loading: Regularly check the ship’s trim and adjust ballast levels as necessary during
loading to avoid excessive trim, which could lead to operational issues such as difficulty in
maneuvering.
9. Post-Loading Ballast Management:
➢ Check Stability and Stress Levels: Once the cargo has been loaded and ballast water has been
discharged, check the ship’s final stability and hull stress levels. Ensure that they are within
permissible limits before departure.
➢ Final Ballast Configuration: Ensure that the final ballast configuration, as stated in the stowage
plan, is followed to maintain the required stability and strength for the voyage.
10. Environmental Considerations:
➢ Avoid Unauthorized Ballast Discharge: Follow local, national, and international regulations to ensure
that ballast water is discharged only in designated areas to avoid environmental contamination.
Many ports have strict ballast water management requirements, and failure to comply could result
in penalties.
➢ Follow Ballast Water Management Procedures: Comply with the Ballast Water Management
Convention by following the ship's Ballast Water Management Plan (BWMP), including the proper
use of ballast water treatment systems if installed.
Procedure to follow for loading Urea in Bulk:

Urea is a common bulk cargo that is classified under Group C of the IMSBC Code. While it does not pose
a liquefaction or chemical hazard under normal conditions, it requires special handling due to its
hygroscopic nature (it readily absorbs moisture) and the potential for contamination, caking, and
corrosion. Below is a detailed procedure for safely loading urea in bulk:
1. Pre-Loading Preparations:
a. Hold Preparation:
➢ Cleaning of Holds: Ensure that all cargo holds are thoroughly cleaned, dry, and free of any previous
cargo residues, especially those that may contaminate or react with urea.
➢ Inspection for Moisture: Inspect the holds to ensure they are completely dry, as urea is highly
hygroscopic and can absorb moisture, leading to caking and loss of quality. Any moisture in the
hold can cause the urea to clump or become unusable.
➢ Check for Residual Chemicals: If the ship previously carried any cargoes that could react with urea
(especially acidic substances), ensure these residues are removed, as they could damage or
contaminate the urea.
b. Hatch Covers and Water-Tightness:
➢ Inspect Hatch Covers: Ensure that hatch covers are properly sealed and watertight to prevent any
water ingress during the voyage, as water contamination can significantly affect the quality of urea.
➢ Test Hatch Seals: Conduct a hatch cover sealing test to confirm the water-tight integrity of the
covers before loading begins.
c. Ventilation System Check:
➢ Confirm Ventilation Requirements: Urea typically does not require ventilation during the voyage.
However, ensure the holds are properly ventilated during loading if there is a risk of heat or gas
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buildup from other operations nearby.

➢ Minimize Exposure to Moist Air: If ventilation is required, ensure it is limited to avoid introducing
moist air into the cargo hold, as this can cause the urea to absorb moisture.
d. Confirm Shipper’s Declaration:
➢ Review the shipper's declaration in accordance with the IMSBC Code to confirm the cargo’s
properties, moisture content, and any special handling requirements.
2. Loading Procedures:
a. Monitor Weather Conditions:
➢ Avoid Loading in Rain: Urea must not be exposed to rain or high humidity during loading. Suspend
loading if rain is expected or if there is significant moisture in the air, and resume only when
conditions improve.
➢ Use Tarpaulins: If loading must continue during slightly moist conditions, use tarpaulins to cover
the cargo while loading to minimize exposure to moisture.
b. Loading Rate and Even Distribution:
➢ Monitor Loading Rates: Ensure that the loading rates are appropriate for the ship’s stability and
stress limits. Coordinate with the terminal to maintain a steady loading rate that allows for even
stowage.
➢ Even Distribution: Ensure that the urea is loaded evenly into the cargo holds to maintain stability
and prevent excessive stress on the ship’s structure. Uneven loading can lead to high shear forces
and bending moments.
c. Avoid Cargo Compaction:
➢ Avoid Over-Compaction: Take care to avoid excessive compaction of the urea during loading, as
this can make the cargo more susceptible to caking and may affect its quality. If mechanical loaders
are used, they should be operated carefully to prevent over-compaction.
d. Trimming of Cargo:
➢ Proper Trimming: Once the cargo is loaded into the holds, it must be properly trimmed to avoid
cargo shift during the voyage. Trimming ensures that the cargo is evenly spread, which improves
stability and minimizes the risk of shifting during transit.
3. During the Voyage:

a. No Ventilation Requirement:
➢ Minimize Ventilation: Urea does not require ventilation during the voyage. In fact, ventilation should
be avoided as it may introduce moisture into the cargo hold. Only ventilate in specific cases, such
as if other factors (e.g., heat from adjacent spaces) affect the cargo.
➢ Monitor Humidity Levels: If ventilation is used, ensure that the air introduced into the holds is dry
to prevent urea from absorbing moisture.
b. Monitor Cargo Hold Conditions:
➢ Temperature and Moisture: Regularly check the cargo hold for signs of moisture buildup or
excessive heat. Excess moisture can lead to caking of the urea, while heat buildup is not typically
an issue unless external factors, such as machinery, affect the cargo.
c. Avoid Ballast Water Contamination:
➢ Prevent Ballast Water Ingress: Ensure that ballast water tanks adjacent to the cargo holds are
properly sealed to prevent any leakage into the urea cargo. Even a small amount of water ingress
can cause significant damage to the cargo.
d. Cargo Hold Inspections:
➢ Periodic Inspections: Conduct regular inspections of the cargo hold to ensure that the cargo remains
dry and in good condition. Any signs of water ingress or moisture buildup should be addressed
immediately.
4. Unloading Procedures:
a. Prevent Dust Emissions:
➢ Dust Suppression Measures: Urea may generate dust during unloading, which can be hazardous to
crew members and the environment. Use dust suppression techniques, such as spraying water mist
or using enclosed conveyor belts, to minimize dust emissions during discharge.
➢ Use Proper PPE: Ensure that all personnel involved in the unloading process wear appropriate
Personal Protective Equipment (PPE), including dust masks, goggles, and gloves, to protect against
exposure to urea dust.
b. Unloading Equipment:
➢ Use of Conveyors and Grabbers: Urea is typically unloaded using conveyor belts or mechanical
grabs. Care should be taken to avoid spillage and contamination during unloading operations.
➢ Avoid Moisture During Unloading: As during loading, it is essential to protect the urea from moisture
during unloading. Ensure that unloading takes place under dry conditions and that holds are not
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exposed to rain.
5. Post-Discharge Cleaning and Inspection:

a. Thorough Cleaning of Holds:
➢ Remove Residual Urea: After unloading, thoroughly clean the cargo holds to remove any residual
urea. Urea left behind can lead to corrosion of the ship’s structure if exposed to moisture.
➢ Avoid Water Use for Cleaning: Do not use water for cleaning the holds immediately after unloading
urea. The holds should be swept and vacuumed to remove any remaining cargo.
b. Corrosion Prevention:
➢ Inspect for Corrosion: Urea can be mildly corrosive if exposed to moisture. After discharge, inspect
the cargo holds for signs of corrosion, particularly in areas where residual urea may have mixed
with water.
Documents required to prior Loading Bulk Cargoes:

Before loading bulk cargoes, several essential documents must be provided and reviewed to ensure the
safety of the ship, crew, and cargo, and to comply with international maritime regulations. These
documents are typically required by the International Maritime Solid Bulk Cargoes (IMSBC) Code, the
Safety of Life at Sea (SOLAS) Convention, and other applicable regulations.
Here is a list of the key documents required before loading bulk cargoes:
1. Shipper’s Declaration
➢ The Shipper's Declaration is a critical document that provides detailed information about the bulk
cargo being loaded. This declaration is required by the IMSBC Code and must include:
o The cargo’s physical and chemical properties.
o The classification of the cargo (Group A, B, or C).
o Any specific handling, stowage, and transportation precautions required for safe shipment.
o Hazard information if the cargo is classified as dangerous (Group B).
o The moisture content and Transportable Moisture Limit (TML), if applicable (for Group A
cargoes).
2. Cargo Information Sheet (Cargo Specification Document)
➢ This document contains comprehensive details about the cargo’s characteristics and handling
requirements, including:
o Bulk density.
o Angle of repose.
o Flow Moisture Point (FMP) and TML, if applicable.
o Stowage factor.
o Dust generation or toxic fumes (if applicable).
➢ This helps the ship’s crew plan for appropriate stowage and safety measures.
3. Transportable Moisture Limit (TML) Certificate (for Group A Cargoes)
➢ For Group A cargoes (cargoes that may liquefy, such as nickel ore, iron ore fines, and bauxite), the
shipper must provide a TML Certificate. This certificate states the maximum allowable moisture
content of the cargo to ensure that it can be safely transported without risk of liquefaction.
➢ The TML must be less than the actual moisture content of the cargo being loaded.
➢ This certificate is mandatory to prevent accidents caused by liquefaction.
4. Moisture Content Certificate (for Group A Cargoes)
➢ In addition to the TML Certificate, the shipper must provide a Moisture Content Certificate that
states the actual moisture content of the cargo to be loaded.
➢ The moisture content must be below the TML to ensure safe loading and transportation.
➢ The moisture content should be determined no more than seven days prior to loading, and the
cargo must be tested in accordance with procedures outlined in the IMSBC Code.
5. Material Safety Data Sheet (MSDS) (if applicable)
➢ For hazardous cargoes (such as those classified under Group B, which may pose a chemical hazard),
the shipper must provide a Material Safety Data Sheet (MSDS).
➢ The MSDS outlines:
o The hazardous properties of the cargo.
o Necessary precautions for safe handling.
o Emergency response procedures in case of an accident or exposure.
o Information on the potential health risks to the crew.
6. Loading Plan
➢ A Loading Plan must be prepared before loading begins. This document outlines how the cargo will
be distributed across the ship’s holds to maintain stability, avoid overstressing the ship’s structure,
and ensure safe stowage.
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➢ The plan should include:

o The amount of cargo to be loaded in each hold.
o The sequence of loading.
o The trim and stability calculations.
o Ballasting and de-ballasting procedures, if necessary.
➢ The Loading Plan is critical for ensuring the ship remains within safe stability and stress limits
7. Ship’s Stability and Strength Calculation
➢ Prior to loading, a stability and strength calculation must be completed to verify that the ship’s
trim, list, shear forces, and bending moments are within safe operational limits.
➢ The Master or Chief Officer must ensure that the loading plan maintains the vessel’s stability
throughout the loading process and during the voyage.
8. Certificate of Readiness for Loading
➢ The Certificate of Readiness is typically issued by the ship’s Master or Chief Officer after inspecting
the cargo holds to ensure they are clean, dry, and suitable for receiving the cargo.
➢ This certificate confirms that the holds are properly prepared for the specific bulk cargo being
loaded, and that there are no issues that could affect the safety or quality of the cargo.
9. Cargo Hold Inspection Report
➢ Some ports or shippers may require an independent Cargo Hold Inspection Report to confirm that
the cargo holds are fit for loading the bulk cargo.
➢ This report, usually issued by a surveyor, certifies that the holds are free of any contaminants,
water, or previous cargo residues that could affect the new cargo.
10. Port Authority or Terminal Loading Agreement
➢ The Port Authority or Terminal Loading Agreement outlines the loading schedule, the agreed loading
rate, and any specific requirements from the terminal. This document ensures coordination
between the terminal and the ship’s crew to avoid overloading or uneven loading, which could
cause stress to the vessel’s structure.
11. Dangerous Goods Declaration (if applicable)
➢ If the cargo is classified as hazardous (e.g., Group B cargoes that pose chemical or flammable
risks), the shipper must provide a Dangerous Goods Declaration in accordance with the
International Maritime Dangerous Goods (IMDG) Code.
➢ This declaration certifies that the hazardous cargo is packed, marked, and documented in
accordance with international regulations.
12. Ventilation Requirements
➢ For certain cargoes, particularly those prone to emitting gases or heat, the shipper must provide
details about the ventilation requirements during loading and the voyage. This information helps
the crew manage the cargo safely and prevent the buildup of harmful gases or heat in the holds.
13. Letter of Protest (if applicable)
➢ If the ship’s crew finds any issue with the cargo or any unsafe condition during the inspection or
loading process, the Master or Chief Officer may issue a Letter of Protest. This document records
any concerns or disputes with the loading process, the condition of the cargo, or the terminal’s
actions.
➢ This document serves as a formal record in case of any future disputes or claims.
Features of Common Structural Rules (CSR) for Bulk Carriers:

The Common Structural Rules (CSR) for bulk carriers are a set of internationally standardized structural
regulations developed by the International Association of Classification Societies (IACS). These rules
ensure the structural integrity and safety of bulk carriers throughout their service life by establishing
uniform design, construction, and maintenance standards. The CSR was implemented to harmonize the
previous structural rules and reduce variability among classification societies, improving the safety of bulk
carriers globally.
Key Features of Common Structural Rules (CSR) for Bulk Carriers:
1. Harmonization of Rules
➢ The CSR for bulk carriers harmonizes the structural requirements across various classification
societies, ensuring that all bulk carriers, regardless of their classification, meet the same safety
and structural standards.
➢ These rules apply to bulk carriers of 90 meters in length and above and cover all stages of a vessel's
lifecycle, from design and construction to operation and maintenance.
2. Design and Construction Requirements
➢ The CSR provides detailed guidelines on the structural design and material selection for bulk
carriers, focusing on preventing structural failures, minimizing corrosion, and enhancing the
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vessel’s durability. Some of the key areas covered include:

o Hull girder strength: Ensuring that the ship’s overall hull structure can withstand stresses
such as bending moments, shear forces, and torsional loads experienced during its
operational life.
o Primary and secondary support structures: Guidelines on the design and construction of key
structural components such as frames, bulkheads, and hatch covers, ensuring they can
withstand both normal operating loads and extreme conditions (e.g., heavy seas, cargo
loading/unloading).
o Plate thickness: Rules on minimum thickness for hull plating and internal structures to
prevent structural degradation due to corrosion or wear over time.
3. Enhanced Fatigue Assessment
➢ The CSR includes enhanced fatigue analysis to ensure that bulk carriers can withstand repeated
loads and stresses over time without developing critical fatigue cracks. The fatigue strength of
critical areas, such as connections between structural members, is carefully assessed to prevent
failure.
➢ Fatigue analysis is performed to account for the expected lifetime of the vessel, taking into
consideration the wave-induced loads and other operational factors.
4. Corrosion Protection and Coating Requirements
➢ Given the susceptibility of bulk carriers to corrosion, particularly in ballast tanks, cargo holds, and
other areas exposed to seawater or aggressive cargoes, the CSR places significant emphasis on
corrosion protection. Key requirements include:
o Increased thickness margins in critical areas to account for corrosion over the vessel’s
lifespan.
o Specifications for coating systems and corrosion-resistant materials, especially in ballast
tanks, double bottom areas, and other spaces prone to corrosion.
o Maintenance of coating condition during the vessel’s life, with provisions for inspection and
repair as needed.
5. Structural Redundancy and Robustness
➢ The CSR ensures redundancy in key structural components, meaning that if one element of the
structure fails, other elements are designed to take up the load, preventing catastrophic failure.
➢ Robustness is emphasized, ensuring that the bulk carrier structure is capable of withstanding
unexpected damage (e.g., due to collision or grounding) without catastrophic loss of structural
integrity.
6. Load and Strength Calculations
➢ The CSR specifies advanced calculations for global and local loads that bulk carriers may experience
during their lifetime, including:
o Wave loads: Assessment of the impact of waves on the vessel’s hull, including bending
moments, shear forces, and the dynamic response of the ship to varying sea conditions.
o Cargo loads: Detailed guidelines on how cargo weight and distribution affect the ship’s
structure. Special attention is given to bulk carriers due to the heavy and uneven nature of
bulk cargoes, such as iron ore and coal.
o Ballast water loads: Calculation of the stresses imposed by ballast water on the structure,
particularly in double-bottom tanks and ballast holds.
➢ These calculations help in determining the required scantlings (thickness and size) for different
parts of the vessel to withstand operational loads and maintain safety over time.
7. Finite Element Analysis (FEA)
➢ The CSR requires the use of Finite Element Analysis (FEA) to evaluate the structural strength of
critical areas of the bulk carrier. FEA helps in identifying potential weak points in the structure,
especially in complex areas like hatch corners, frame connections, and deck structures.
➢ By analyzing how stress and strain are distributed across the structure, designers can make
informed decisions about material thickness and reinforcement, ensuring that the ship’s structure
remains safe and durable.
8. Hull Girder Strength
➢ The CSR emphasizes the importance of hull girder strength, particularly in large bulk carriers, to
prevent failure due to excessive bending moments or shear forces. The rules ensure that the overall
bending capacity of the hull girder is sufficient to withstand the largest possible wave-induced loads
that may occur over the ship’s lifetime.
9. Accidental and Extreme Loads
➢ The CSR requires bulk carriers to be designed to withstand accidental loads such as grounding,
collision, or internal structural damage. Provisions are also made for handling extreme
environmental conditions, such as heavy seas or storms.
➢ The rules include criteria for ultimate strength assessment, which ensures the ship can endure
extreme loading scenarios without losing overall structural integrity.
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10. Inspection, Monitoring, and Maintenance

➢ The CSR includes detailed requirements for inspection and maintenance of the bulk carrier structure
throughout its service life. Regular inspections are mandated for key areas such as ballast tanks,
cargo holds, and critical structural connections to detect early signs of corrosion, cracking, or
fatigue.
➢ Monitoring systems and periodic surveys are required to track the condition of the structure and
ensure that repairs or reinforcements are carried out in a timely manner.
11. Focus on Safety during Loading and Unloading Operations
➢ Special attention is given to the strength of bulkhead structures, hatch covers, and supporting
members to ensure they can withstand the dynamic loads experienced during cargo loading and
unloading.
➢ These rules help to prevent structural damage due to the heavy and uneven distribution of bulk
cargoes, reducing the risk of accidents and maintaining the ship’s overall stability and strength.
12. Enhanced Stability and Buoyancy Requirements
➢ The CSR ensures that bulk carriers maintain adequate stability and reserve buoyancy under all
loading conditions, including ballast and fully loaded voyages. This helps prevent excessive list or
trim during cargo operations and minimizes the risk of capsizing or sinking in case of accidental
flooding.
Precautions given in the IMSBC code pertaining to shifting of bulk cargoes:

The International Maritime Solid Bulk Cargoes (IMSBC) Code provides a set of precautions to prevent the
shifting of bulk cargoes, which can pose significant risks to the safety of the ship, crew, and cargo. Bulk
cargo shifting can lead to a loss of ship stability, excessive heel, or even capsizing. The following are the
key precautions outlined in the IMSBC Code to mitigate these risks:
1. Proper Trimming of Cargo
➢ Cargo must be properly trimmed after loading to ensure that it is evenly distributed across the
cargo hold. Proper trimming helps to minimize the risk of cargo shift by:
o Avoiding uneven weight distribution.
o Preventing cargo from sliding or shifting within the hold.
➢ Trimming is especially critical for cargoes with a high angle of repose (i.e., those prone to slumping)
and for cargoes that can flow or shift when subjected to the ship’s motion.
2. Minimizing the Free Surface Effect
➢ When bulk cargo is not level (such as when loaded in a heap), the free surface effect can reduce
the ship’s stability. The IMSBC Code recommends leveling the surface of the cargo to minimize this
effect.
➢ Ensure that cargo surfaces are as flat as possible after trimming to prevent cargo shift during the
voyage.
3. Maintaining Adequate Stability
➢ The stability of the vessel must be carefully calculated and maintained during loading and
throughout the voyage to minimize the risk of cargo shifting.
➢ The ship's metacentric height (GM) should be sufficient to provide stability in case of any minor
cargo movement. Stability calculations must take into account the specific properties of the bulk
cargo and the loading configuration.
4. Avoid Overloading or Underloading Holds
➢ Do not overload holds, as this can lead to uneven distribution of the cargo and an increased risk of
shifting. Overloading can also place excessive stress on the ship's structure.
➢ Similarly, underloading holds may allow more movement of the cargo, increasing the likelihood of
shift. The holds should be loaded in a manner that prevents excessive voids where the cargo can
shift.
5. Special Attention for Group A Cargoes (Prone to Liquefaction)
➢ Cargoes classified as Group A under the IMSBC Code are prone to liquefaction, which can lead to
a cargo behaving like a liquid and shifting dramatically. Precautions for Group A cargoes include:
o Transportable Moisture Limit (TML): The shipper must ensure that the cargo’s moisture
content is below the TML to prevent liquefaction. Cargo exceeding the TML must not be
loaded.
o Moisture Content Monitoring: The actual moisture content of the cargo must be measured,
and it must be below the TML before loading is permitted.
6. Avoiding Concentrated Loading
➢ The IMSBC Code advises against concentrated loading, where large amounts of cargo are loaded
in specific areas of the hold without spreading the load evenly.
➢ Concentrated loading can lead to localized stress on the ship’s structure and increase the likelihood
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of cargo shifting due to the uneven weight distribution.

7. Use of Cargo Hold Divisions or Shoring
➢ For certain cargoes, shoring or division bulkheads within the hold may be necessary to prevent the
cargo from shifting. This is particularly important for cargoes with a low angle of repose or those
that are prone to sliding.
➢ These divisions help compartmentalize the cargo and reduce the space available for it to move or
shift during the voyage.
8. Avoid Loading in Heaps or Slopes
➢ The IMSBC Code recommends that bulk cargoes be stowed as level as possible. Loading cargo in
heaps or slopes increases the risk of shifting due to the ship’s motion, especially in heavy seas.
➢ If cargo is loaded in a sloped manner, there is a higher risk that it will slide toward the lower side
when the vessel rolls, resulting in a loss of stability.
9. Monitoring Cargo During the Voyage
➢ Regular inspections should be conducted during the voyage to monitor the condition of the cargo
and ensure there are no signs of shifting or instability.
➢ Any unusual movements of the vessel or sudden changes in heel could indicate that the cargo has
shifted, in which case immediate corrective action must be taken.
10. Ensuring Adequate Ventilation (for Certain Cargoes)
➢ Some bulk cargoes may require ventilation to prevent moisture buildup, which can affect the
cohesion of the cargo and increase the risk of shifting.
➢ Proper ventilation helps maintain the cargo’s stability and reduces the risk of liquefaction or
cohesion loss in hygroscopic cargoes.
11. Adherence to the Angle of Repose
➢ Cargoes with a low angle of repose (less than 30 degrees) are more likely to shift and must be
stowed with extra caution.
➢ These cargoes should be stowed in a way that ensures they will not shift during the voyage, such
as by trimming or using shoring to limit movement.
12. Limiting Ship’s Motion
➢ The ship’s speed and course should be adjusted, especially in rough weather, to limit rolling,
pitching, or heaving that could lead to cargo shift.
➢ Navigating in a manner that reduces excessive motion can help prevent cargo from shifting,
particularly in heavy seas.
13. Proper Ballast Management
➢ Effective ballast management is essential to maintain the ship’s stability throughout the voyage.
Improper ballasting can lead to trim or heel, increasing the risk of cargo shifting.
➢ The ballast plan should be coordinated with the cargo loading plan to ensure even weight
distribution and prevent the creation of free surfaces that can destabilize the ship.
14. Cargo Securing in Accordance with the CSS Code
➢ The IMSBC Code also refers to the Code of Safe Practice for Cargo Stowage and Securing (CSS
Code), which provides additional guidelines on securing bulk cargo to prevent shifting.
➢ Cargo securing measures should be in line with the CSS Code to ensure safe stowage and prevent
cargo movement during the voyage.
Hazards associated with carriage of Concentrates in bulk as per IMSBC code:

The IMSBC Code identifies several hazards associated with the carriage of concentrates in bulk.
Concentrates are typically finely divided materials derived from the processing of ores and include
substances such as iron ore concentrates, lead concentrates, and zinc concentrates. These materials can
pose significant risks during transport, particularly related to liquefaction and contamination. Here are the
main hazards associated with the carriage of concentrates in bulk as per the IMSBC Code:
1. Liquefaction Risk (Group A Cargo)
➢ Description: Many concentrates are classified as Group A cargoes, meaning they are prone to
liquefaction. Liquefaction occurs when a bulk cargo with high moisture content turns from a solid
state to a liquid state under the ship’s motion (e.g., rolling, pitching). This can lead to a sudden
shift in the cargo, causing the ship to list or capsize.
➢ Precaution: To prevent liquefaction, the shipper must provide a Transportable Moisture Limit (TML)
certificate, and the actual moisture content of the cargo must be tested before loading. The
moisture content must be below the TML to prevent the risk of liquefaction during transit.
2. Cargo Shift
➢ Description: Even if liquefaction does not occur, cargo shift can happen if the concentrate is not
properly trimmed or secured. Concentrates can flow and settle unevenly, leading to shifts in weight
distribution during the voyage, especially if the cargo has not been properly stowed or trimmed.
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➢ Precaution: Proper trimming and securing of the cargo during loading is essential to avoid cargo
movement. The cargo holds must be loaded evenly, and the cargo surface should be leveled as
much as possible to minimize shifting.
3. Dust Generation
➢ Description: Many concentrates, particularly those with fine particles, can produce large amounts
of dust during loading, unloading, and transportation. Dust can be a health hazard for the crew and
can also contaminate other cargoes or equipment.
➢ Precaution: Dust suppression techniques, such as water misting or enclosed conveyor systems,
should be used during loading and unloading to minimize dust emissions. Crew members involved
in handling the cargo should wear appropriate personal protective equipment (PPE), such as dust
masks and goggles.
4. Contamination and Corrosion
➢ Description: Concentrates, especially those that are metallic (e.g., iron ore, lead, or zinc
concentrates), can cause contamination of other cargoes if not properly segregated. In addition,
the cargo holds and ship’s structure can suffer from corrosion, especially if the concentrates are
exposed to moisture.
➢ Precaution: Cargo holds must be thoroughly cleaned and prepared before loading concentrates to
prevent contamination of the cargo. The holds should also be well-sealed to prevent water ingress,
which could lead to corrosion. After discharge, holds must be cleaned and dried to avoid corrosive
damage from residual cargo.
5. Toxicity
➢ Description: Some concentrates, such as lead concentrates, may contain toxic substances that
pose health risks to the crew if inhaled or ingested. Exposure to these materials can result in long-
term health issues such as lead poisoning.
➢ Precaution: Proper handling procedures, including the use of PPE (e.g., gloves, dust masks,
respirators), must be followed to protect crew members from exposure. Cargo holds should also
be well ventilated to prevent the buildup of harmful dust and fumes.
6. Self-Heating and Spontaneous Combustion
➢ Description: Certain concentrates, particularly those containing sulphides (e.g., sulphide ore
concentrates), can undergo self-heating and even spontaneous combustion when exposed to air,
particularly if they are stored for prolonged periods in the cargo holds.
➢ Precaution: To mitigate this risk, concentrates that are prone to self-heating should be loaded and
transported under controlled conditions, and proper ventilation must be provided in the cargo holds
to dissipate heat and prevent excessive temperature buildup.
7. Oxidation and Emission of Hazardous Gases
➢ Description: Certain concentrates, such as those containing sulphides, may oxidize during
transport, releasing toxic gases such as sulphur dioxide (SO₂) or hydrogen sulphide (H₂S). These
gases can pose serious health hazards to the crew and create a hazardous atmosphere within the
cargo holds.
➢ Precaution: Cargo holds should be adequately ventilated during the voyage to prevent the buildup
of hazardous gases. Gas monitoring systems should be used to detect the presence of dangerous
gases, and appropriate emergency procedures should be in place.
8. Water Contamination
➢ Description: Some concentrates can react with water or absorb moisture, leading to changes in the
cargo’s physical properties. This can result in the cargo becoming more prone to liquefaction, as
well as causing chemical reactions that generate gases or other hazardous by-products.
➢ Precaution: The cargo holds must be kept dry at all times, and the hatch covers must be properly
sealed to prevent water ingress. If the cargo is loaded in a wet or humid environment, the moisture
content should be closely monitored to ensure it remains below the TML.
9. Depletion of Oxygen in Cargo Holds
➢ Description: Some concentrates, especially those containing metallic ores or sulphides, can
consume oxygen through oxidation or other chemical reactions, resulting in oxygen depletion in
the cargo holds. This can create dangerous conditions for crew members entering the holds, leading
to potential suffocation.
➢ Precaution: Proper ventilation is essential to maintain oxygen levels in the cargo holds. Crew
members must follow confined space entry procedures, including testing the atmosphere for
oxygen levels before entering any cargo hold.
Precautions recommended when loading concentrates as per “IMSBC” Code:

The IMSBC Code provides specific precautions for the safe loading and carriage of concentrates to prevent
the risks associated with their handling, such as liquefaction, cargo shift, and contamination. Concentrates
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are generally classified as Group A cargoes (prone to liquefaction) and require special attention during
loading. Below are the main precautions recommended by the IMSBC Code when loading concentrates:
1. Check Moisture Content and Transportable Moisture Limit (TML)
➢ Moisture Content Certificate: Before loading, ensure that the shipper provides a moisture content
certificate indicating the actual moisture level of the cargo.
➢ TML Certificate: The shipper must also provide a Transportable Moisture Limit (TML) certificate,
which certifies the maximum moisture content the cargo can have to be safely transported. The
actual moisture content must be below the TML to prevent liquefaction.
➢ Moisture Testing: Conduct moisture tests close to the time of loading to ensure that the cargo’s
moisture content has not increased beyond safe limits.
2. Avoid Loading During Wet Conditions
➢ Suspend Loading in Wet Weather: Loading operations should be suspended during rain or when
there is high atmospheric moisture (e.g., fog), as concentrates are prone to absorbing moisture.
➢ Cover Cargo During Loading: If necessary, use tarpaulins or covers to protect the cargo from
moisture during loading.
3. Proper Trimming and Stowage
➢ Level the Cargo: The concentrates must be properly trimmed to distribute the weight evenly within
the cargo holds and prevent cargo shift during the voyage. Proper trimming also minimizes the free
surface effect, which can reduce the ship’s stability.
➢ Avoid Loading in Heaps: Loading concentrates in heaps should be avoided, as it can lead to cargo
movement and instability.
4. Ventilation and Gas Monitoring
➢ Ventilation: While ventilation is generally not required for concentrates, if there is a risk of oxidation
or gas emission (e.g., from sulphide concentrates), proper ventilation should be provided to avoid
the buildup of gases like sulphur dioxide (SO₂) or hydrogen sulphide (H₂S).
➢ Gas Detection: Install gas detectors in the cargo holds to monitor for the presence of hazardous
gases and to ensure a safe atmosphere for the crew.
5. Ensure Water-Tightness of Cargo Holds
➢ Dry Holds: Ensure that the cargo holds are completely dry before loading to avoid the introduction
of moisture. Moisture in the holds can cause the concentrates to become more prone to liquefaction.
➢ Watertight Hatch Covers: Check and test the hatch covers to ensure they are watertight, preventing
any water ingress during the voyage. Ingress of seawater or rain can increase the moisture content
of the concentrates, leading to liquefaction.
6. Careful Loading Sequence
➢ Gradual Loading: Concentrates should be loaded gradually and evenly across the holds to prevent
overstressing the ship’s structure and to ensure proper distribution.
➢ Avoid Overloading: Do not exceed the ship’s structural and stability limits. Overloading can place
excessive stress on the vessel and reduce its stability.
7. Avoid Cargo Contamination
➢ Hold Cleanliness: Before loading, ensure that the cargo holds are clean and free of any residues or
contaminants from previous cargoes that could react with or contaminate the concentrates.
➢ Segregation: Ensure that concentrates are segregated from incompatible cargoes, particularly
those that may cause chemical reactions or corrosion when in contact with the concentrates.
8. Monitoring Cargo During Voyage
➢ Periodic Inspections: During the voyage, conduct periodic inspections of the cargo holds to ensure
the concentrates are not shifting or showing signs of liquefaction.
➢ Signs of Liquefaction: Be alert to any signs of liquefaction, such as a significant change in the ship’s
stability or heel, and take immediate action if detected.
9. Crew Safety Measures
➢ Personal Protective Equipment (PPE): Ensure that crew members handling concentrates wear
appropriate PPE, such as dust masks and gloves, to protect against dust and possible exposure to
toxic substances in the cargo.
➢ Entry Precautions: If crew members must enter cargo holds, ensure proper confined space entry
procedures are followed, including testing the atmosphere for oxygen levels and toxic gases.
➢ Emergency Response Plan: Have an emergency response plan in place for situations such as cargo
liquefaction, gas release, or contamination. Crew members should be trained in emergency
procedures and aware of the steps to take in case of a cargo-related emergency.
Safe Practices and Procedures for Loading and Unloading of Bulk Carriers (SOLAS
Requirements):
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The Safety of Life at Sea (SOLAS) Convention, along with the Code of Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU Code), establishes a framework for safe loading and unloading procedures
to minimize the risk of accidents or damage to bulk carriers. These safe practices are designed to ensure
the structural integrity of the vessel, protect the crew and cargo, and promote safe operations at terminals.
Safe Practices and Procedures for Loading and Unloading of Bulk Carriers (SOLAS Requirements):
Under SOLAS Chapter VI, which focuses on the Carriage of Cargoes, and SOLAS Chapter XII, specific
provisions are provided to address the safe loading and unloading of bulk carriers. These provisions outline
the responsibilities of the ship’s master, crew, and terminal operators to ensure the vessel’s safety during
cargo operations.
1. Responsibility of the Master:
➢ Overall Safety Responsibility: The Master is responsible for ensuring that all cargo loading and
unloading operations are conducted safely and in accordance with the ship's stability and structural
limits.
➢ Loading/Unloading Plan: Before loading or unloading begins, the Master must prepare and agree
upon a Loading or Unloading Plan with the terminal. This plan ensures that the ship remains within
safe stability and structural limits during the entire operation.
➢ Supervision: The Master must supervise the cargo operations to ensure the plan is followed and
take corrective action if there are any deviations.
➢ Ballast Management: The Master must ensure that proper ballast management is carried out to
maintain the ship's stability and prevent undue stresses on the hull during loading or unloading.
2. Responsibility of Terminal Operators:
➢ Compliance with the Plan: Terminal operators must load or unload the cargo in accordance with
the agreed plan and must not exceed the agreed loading or unloading rates without the Master’s
consent.
➢ Communication: Terminal operators must maintain close communication with the Master
throughout the operation to ensure coordination of ballast and cargo operations.
➢ Monitoring Cargo Weights: Terminal operators must ensure that cargo weights are monitored and
recorded accurately during the loading or unloading process.
3. Safety Procedures for Loading and Unloading Bulk Cargoes:
➢ Preparation of Cargo Holds: Before loading, cargo holds must be inspected to ensure they are clean,
dry, and free from any residues that may react with the bulk cargo. Holds should be free of water,
and any hatch covers must be checked for watertightness.
➢ Prevention of Overloading: The cargo must be distributed evenly throughout the holds to avoid
excessive stresses on the hull and to ensure proper stability. The total weight of the cargo should
not exceed the ship’s deadweight capacity or allowable load line limits.
➢ Avoid Concentrated Loading: Cargo must be distributed to avoid concentrated loading in one
section of the ship, which can lead to excessive bending moments or shear forces. Uneven
distribution could overstress the ship’s structure.
➢ Ventilation Requirements: Depending on the cargo, proper ventilation must be provided to prevent
the buildup of toxic gases or excess moisture that could lead to liquefaction or contamination of
cargo.
➢ Monitoring Ballast Levels: Ballast water must be managed carefully to maintain stability, trim, and
stress limits. Ballast operations must be synchronized with the cargo operations to avoid sudden
changes in the ship’s draft or trim.
➢ Emergency Procedures: Emergency procedures must be in place in case of equipment failure, cargo
shift, or other hazards during loading or unloading. This includes having firefighting equipment
ready in case of an incident involving hazardous cargo.
Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code):
The BLU Code, which is an integral part of the SOLAS framework, outlines detailed procedures to ensure
safe loading and unloading operations for bulk carriers. The main objectives of the BLU Code are to prevent
accidents, minimize the risk of structural damage, and maintain the overall safety of the vessel and crew
during cargo operations.
1. Loading/Unloading Plan:
The Loading or Unloading Plan is a critical component of the BLU Code. The plan must be agreed upon
between the Master and the Terminal Representative before the start of operations. It includes specific
details on how the cargo will be loaded or discharged and the precautions necessary to ensure safe
operations.
Key Elements of the Loading/Unloading Plan:
➢ Cargo Type and Quantity:
o Details of the cargo to be loaded or unloaded, including the type of cargo, stowage factor, and
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total quantity.
➢ Sequence of Loading/Unloading:
o The agreed sequence for loading or unloading each hold. This ensures that the ship’s stability
is maintained throughout the operation and that no undue stresses are placed on the structure.
➢ Loading/Unloading Rates:
o The maximum permissible rates of loading and unloading that are agreed upon between the
ship and terminal. These rates ensure that ballast management and stress monitoring can be
synchronized with cargo operations.
➢ Ballast Operations:
o The ballast plan, including the sequence and timing of ballast water discharge and any
necessary ballasting during the cargo operations to maintain proper stability, trim, and stress
distribution.
➢ Ship’s Stability and Stress Monitoring:
o The plan should ensure that the vessel remains within safe limits for stability, shear forces, and
bending moments throughout the operation. The ship’s stability and stress limits must be
monitored continuously.
➢ Communication Protocol:
o A clear communication protocol between the ship and the terminal to coordinate cargo and
ballast operations. This includes the roles and responsibilities of the Master, terminal operators,
and crew members during the process.
➢ Trim and List Control:
o A plan to control the ship’s trim and list during cargo operations. Maintaining a small or zero
list is crucial to avoid uneven loading or stress on the hull. The trim must be controlled to
prevent overloading at the bow or stern.
➢ Contingency Plans:
o Procedures for managing potential emergencies, such as equipment failure, cargo shift, or
excessive hull stresses. These plans ensure that corrective actions can be taken to prevent an
accident.
2. Safe Loading Practices:

➢ Stability Maintenance:
o The vessel’s stability must be monitored throughout the loading process, and adjustments must
be made to ballast water as needed to maintain the correct stability and trim.
➢ Cargo Distribution:
o Cargo should be loaded evenly across the holds to avoid concentration of weight in any one
area of the vessel, which could result in dangerous bending moments or hull stress.
➢ Monitoring Cargo Loading Rate:
o The loading rate must be controlled and monitored continuously to ensure it does not exceed
the ship’s ability to manage ballast and stability.
➢ Avoiding Overloading:
o The total weight of the cargo must be monitored to ensure it does not exceed the ship’s
maximum permissible weight or load line limits. Overloading a bulk carrier can cause serious
structural damage and stability issues.
3. Safe Unloading Practices:

➢ Control of Cargo Discharge Rate:
o The unloading rate must be controlled to avoid excessive stress on the ship’s structure.
Removing cargo from certain areas too quickly can create imbalanced loads, resulting in
structural damage.
➢ Synchronization with Ballasting:
o As cargo is discharged, ballast must be taken in simultaneously to maintain the ship’s stability
and avoid sudden changes in trim or list.
➢ Monitoring Ship's Stability:
o The ship’s stability must be monitored continuously, and ballast operations must be adjusted
to ensure that the ship remains stable during the unloading process.
➢ Even Cargo Discharge:
o The discharge of cargo should be done in such a way that no hold is emptied too quickly relative
to the others, as this can result in uneven weight distribution and create dangerous stresses on
the ship’s structure.
4. Post-Operation Reporting:
Once loading or unloading is completed, the Master and terminal representative should review the
operations, document any deviations from the plan, and prepare a final report to ensure that all safety
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standards were met and that the ship is safe for the next phase of the voyage.
Factors to be considered by Chief Officer in preparing a loading / unloading plan as prescribed

in Appendix 2 of IMSBC Code:
As a Chief Officer, preparing a loading/unloading plan for a bulk carrier involves considering various
operational and safety factors to ensure the ship’s stability, structural integrity, and the safe handling of
cargo. The IMSBC Code, particularly in Appendix 2, provides clear guidelines on the factors that must be
considered when preparing a loading/unloading plan.
Below are the main factors to be considered:
1. Cargo Characteristics
➢ Type of Cargo: The nature of the cargo being loaded or unloaded must be well understood. Different
types of cargo (e.g., ore concentrates, coal, grain) have specific characteristics such as bulk
density, moisture content, angle of repose, and flow properties that can affect the loading plan.
➢ Group Classification: Verify whether the cargo is classified as Group A (prone to liquefaction), Group
B (chemical hazards), or Group C (non-hazardous) according to the IMSBC Code. Special
precautions are required for Group A and Group B cargoes, including moisture control and handling
procedures.
➢ Moisture Content and TML: For cargoes that are susceptible to liquefaction, the Moisture Content
and Transportable Moisture Limit (TML) should be checked to ensure the cargo is safe to load.
Ensure that the moisture content is below the TML before loading Group A cargoes.
2. Stability and Stress Calculations
➢ Stability: The ship's stability during and after loading/unloading must be maintained within safe
limits. Factors such as center of gravity, metacentric height (GM), trim, and list must be calculated
to ensure the ship remains stable throughout the operation and the voyage.
➢ Shear Forces and Bending Moments: The plan must ensure that shear forces and bending moments
remain within the allowable limits during and after the loading/unloading operation. Overloading
certain holds can overstress the ship’s structure.
➢ Sequence of Loading/Unloading: A carefully planned sequence of loading or unloading should be
followed to maintain stability and minimize structural stresses. Loading all cargo in one area at
once can lead to excessive bending moments or cause the vessel to list.
➢ Ballast Discharge/Intake: The discharge of ballast water should be coordinated with cargo
operations to maintain proper stability, trim, and stress conditions. Ballasting or de-ballasting must
be done gradually to prevent sudden changes in draft or trim.
➢ Sequence and Timing: The plan should detail the timing and sequence of ballasting and de-
ballasting operations. This ensures that stability is maintained during the entire loading/unloading
process.
➢ Preventing Ballast Water Contamination: Ballast water must be managed to avoid contamination
from cargo residues or water ingress into the cargo holds.
4. Even Distribution of Cargo
➢ Cargo Distribution: Cargo should be distributed evenly throughout the holds to avoid excessive
weight in one area and prevent structural stress. Even loading helps to maintain the vessel’s
stability and structural integrity.
➢ Avoiding Concentrated Loads: Ensure that the cargo is not concentrated in one part of the hold, as
this could lead to localized overloading, resulting in high bending moments or shear forces.
5. Cargo Hold Preparation
➢ Clean and Dry Holds: Ensure that all cargo holds are clean, dry, and free from any contaminants,
residues, or water that could react with the new cargo or affect its quality. This is especially
important for moisture-sensitive cargoes.
➢ Ventilation Requirements: If the cargo requires ventilation (e.g., to prevent the buildup of gases
or moisture), the plan should include proper ventilation arrangements. Some cargoes, particularly
hazardous ones, may emit gases during transport and need specific ventilation protocols.
6. Loading/Unloading Rates
➢ Safe Loading/Unloading Rates: The plan must specify the maximum permissible loading and
unloading rates to ensure that the ship’s structure is not overstressed. Rapid or uneven
loading/unloading can cause excessive shear forces or bending moments.
➢ Coordination with Terminal: The loading/unloading rates must be coordinated with the terminal to
ensure that both the ship’s ballast operations and cargo handling are synchronized.
7. Trim and List Control
➢ Trim Adjustment: The plan should ensure that the vessel’s trim is maintained within acceptable
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limits during and after loading/unloading. Excessive trim by the bow or stern can affect
maneuverability and ship stability.
➢ List Control: The plan should ensure that there is no significant list during operations. Listing can
cause cargo to shift, create uneven loading stresses, and lead to safety hazards.
8. Safety of Cargo Operations
➢ Communication Protocols: Clear and constant communication between the ship’s crew and terminal
personnel is essential. The plan should include communication protocols to be followed during cargo
handling, including the roles and responsibilities of both the ship and terminal staff.
➢ Emergency Procedures: The plan should outline emergency procedures in case of unexpected
events, such as cargo shifting, structural stress, or equipment failure. This should include
emergency stop procedures for loading/unloading.
➢ Weather Monitoring: Loading or unloading should not be carried out in adverse weather conditions,
such as rain or high humidity, especially for moisture-sensitive or Group A cargoes. The plan should
include contingency measures for handling cargo in case of unexpected weather changes.
9. Hatch Cover and Hold Integrity
➢ Hatch Covers: Ensure that hatch covers are in good condition and watertight to prevent water
ingress into the holds during loading, unloading, or during the voyage.
➢ Hold Inspection: Cargo holds should be inspected before loading to ensure they are structurally
sound and free from damage. Any signs of damage must be reported and rectified before loading
begins.
10. Cargo Trimming
➢ Proper Trimming: Ensure that the cargo is properly trimmed after loading to prevent cargo shift
during the voyage. Untrimmed or uneven cargo can cause instability and uneven loading stresses.
➢ Avoid Heaps: Heaped or untrimmed cargo can create void spaces that may lead to cargo shifting
during the voyage, which can affect the stability and safety of the ship.
11. Monitoring During Operations
➢ Continuous Monitoring: The Chief Officer should continuously monitor the cargo and ballast
operations, checking for any signs of overloading, stress on the ship’s structure, or instability during
the process.
➢ Stress and Stability Monitoring: Use of on-board systems to monitor the ship’s bending moments,
shear forces, and stability in real-time during the loading/unloading process to ensure that the ship
remains within safe operational limits.
➢ Records of Loading/Unloading Operations: Accurate records of the loading/unloading operations
should be maintained, including the amount of cargo loaded/unloaded in each hold, the sequence
followed, and the ballast operations.
➢ Shipper’s Documentation: Verify the shipper’s documentation, including the Cargo Declaration,
Moisture Content Certificate, and TML Certificate (if applicable). Ensure that all necessary
documents are in order before loading begins.
13. Ventilation and Gas Monitoring
➢ For certain cargoes that may emit dangerous gases or require ventilation to prevent moisture
buildup, proper ventilation arrangements should be in place and monitored throughout the
loading/unloading process.
Hazards associated with Carriage of Grain:

The carriage of grain in bulk presents several unique hazards that can compromise the safety of the ship
and its crew. Grain is classified under Group C cargoes in the International Maritime Solid Bulk Cargoes
(IMSBC) Code, meaning it does not liquefy or pose significant chemical hazards. However, its physical
properties and behavior during transportation introduce specific risks, particularly related to cargo
shifting, which can lead to instability and capsizing. Below are the key hazards associated with the
carriage of grain:
1. Cargo Shift
➢ Description: Grain has a relatively low angle of repose (usually less than 30°), which makes it
prone to shifting during transit, especially if the cargo is not properly secured or trimmed. As the
ship moves through the sea, the grain can slide from one side to the other, leading to a sudden
shift in the ship’s center of gravity.
➢ Hazard: Cargo shift can cause the ship to list or heel, compromising the vessel’s stability and
increasing the risk of capsizing, especially in rough weather.
➢ Precaution: Proper trimming and securing of the grain cargo is critical, and the use of fittings,
shifting boards, or strapping may be necessary to prevent movement.
2. Free Surface Effect
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➢ Description: When grain is loaded in bulk and left untrimmed, it can create voids or spaces that
allow the cargo to move, creating a free surface effect. This occurs when the grain moves from
side to side in the hold, reducing the ship’s stability, much like liquid in a partially filled tank.
➢ Hazard: The free surface effect can reduce the ship’s metacentric height (GM), leading to a loss
of stability and making the vessel more vulnerable to capsizing.
➢ Precaution: To mitigate this effect, the grain must be evenly distributed and properly trimmed.
Full compartment loading and minimizing any free surfaces is essential to maintain stability.
3. Grain Settlement
➢ Description: Grain can settle or compact during the voyage due to ship vibrations, movement, or
loading/unloading practices. This settlement can lead to the formation of void spaces in the holds,
which can exacerbate the risk of cargo shift.
➢ Hazard: Settling can increase the risk of sudden cargo shift as the ship moves through rough
seas or during sharp maneuvers, further destabilizing the vessel.
➢ Precaution: Proper trimming and stowing of the cargo should be carried out to reduce settlement
and minimize voids. In some cases, the use of shifting boards or securing systems may be
required to prevent settlement.
4. Dust Hazards
➢ Description: Handling grain cargoes often generates a significant amount of dust during loading
and unloading. Grain dust is not only a health hazard for the crew but can also pose a fire or
explosion risk if accumulated dust comes into contact with an ignition source.
➢ Hazard: Grain dust, when suspended in the air, can form an explosive mixture if it comes into
contact with sparks, static electricity, or hot surfaces. Additionally, inhalation of grain dust can
lead to respiratory problems for crew members.
➢ Precaution: Use of dust suppression systems during loading/unloading, proper ventilation in
cargo holds, and ensuring the crew is equipped with personal protective equipment (PPE) (e.g.,
dust masks) are essential precautions. Regular cleaning of holds to remove dust accumulation is
also recommended.
5. Moisture and Spoilage
➢ Description: Grain is susceptible to moisture ingress, which can lead to spoilage, the growth of
mold or fungus, and a degradation of the cargo quality. Spoiled grain can also emit toxic gases,
such as carbon dioxide (CO₂) or ammonia, creating a hazardous atmosphere within the cargo
hold.
➢ Hazard: Excessive moisture can lead to cargo spoilage, causing financial losses. The development
of gases from moldy grain can create dangerous conditions for the crew if they enter the cargo
hold without proper safety measures.
➢ Precaution: Hatch covers must be watertight and regularly inspected to prevent water ingress.
Cargo holds should be properly ventilated to control humidity and reduce the risk of spoilage.
Crew members should follow confined space entry procedures and use gas detection equipment
before entering the holds.
6. Rodent Infestation
➢ Description: Grain cargoes are particularly prone to attracting rodents, which can cause
contamination and damage to the cargo. Rodent infestation is not only a health risk but also a
potential cause of structural damage to the ship's interior.
➢ Hazard: Rodents can contaminate the grain cargo, leading to significant losses and possible
rejection of the cargo upon delivery. Additionally, they can damage ship equipment, insulation,
and electrical wiring.
➢ Precaution: Effective pest control measures must be in place before loading grain. This includes
ensuring that the cargo holds are properly sealed and pest deterrents are deployed where
necessary.
7. Ventilation Requirements
➢ Description: Improper ventilation can lead to the condensation of moisture in the holds,
especially if the cargo is exposed to temperature variations during the voyage. Moisture buildup
can spoil the grain and lead to mold growth.
➢ Hazard: Condensation can damage the grain cargo, leading to significant financial losses and
posing health hazards if toxic gases are released.
➢ Precaution: The ship’s ventilation system should be adjusted according to the ambient weather
conditions to ensure that the cargo holds are properly ventilated without introducing excessive
humidity. Temperature and humidity in the cargo holds should be regularly monitored.
8. Cargo Contamination
➢ Description: Grain cargoes can be sensitive to cross-contamination with residues from previous
cargoes, dust, or water. If the holds are not properly cleaned before loading, the grain may
become contaminated.
➢ Hazard: Contaminated grain may be rejected at the discharge port, leading to financial losses
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and disputes. Certain contaminants can also affect the quality and safety of the grain.
➢ Precaution: Cargo holds must be thoroughly cleaned, dried, and inspected before loading grain.
Any residues from previous cargoes, especially those that can react or contaminate the grain,
must be removed.
9. Insect Infestation
➢ Description: Grain cargoes are susceptible to insect infestations, which can lead to spoilage and
contamination of the cargo. Insects can damage the grain, reducing its quality and marketability.
➢ Hazard: Insect infestations can cause the cargo to be rejected upon delivery, leading to financial
losses. Some insects may also cause health issues for the crew or the eventual consumers of the
grain.
➢ Precaution: Fumigation of the grain cargo may be required before loading, depending on the
destination country’s requirements. Regular inspection of the cargo holds and proper sealing of
the holds are essential to prevent infestations during the voyage.
Hazards associated with Solid Bulk Cargoes:

The hazards associated with solid bulk cargoes can vary depending on the specific type of cargo. Below
are some of the general hazards related to the carriage of solid bulk cargoes:
1. Cargo Shift:
➢ Hazard: Improper securing of cargo can result in the cargo shifting during the voyage, which may
lead to loss of vessel stability and, in extreme cases, capsizing.
➢ Mitigation: Ensure correct trimming, securing, and monitoring of the cargo as per the
International Maritime Solid Bulk Cargoes (IMSBC) Code.
2. Liquefaction:
➢ Hazard: Some cargoes, like mineral concentrates or coal, can contain moisture and may liquefy
under ship movements. When liquefied, these cargoes behave like liquids, causing stability
issues.
➢ Mitigation: Adherence to moisture content limits, Transportable Moisture Limit (TML), and
ensuring proper certification of the cargo's moisture level before loading.
3. Dust:
➢ Hazard: Certain cargoes, especially fine particulate matter (such as coal or bauxite), can
generate dust during loading/unloading operations. Dust poses a health risk to crew members
and can lead to equipment failure.
➢ Mitigation: Use proper ventilation, dust suppression methods, and personal protective equipment
(PPE).
4. Toxicity:
➢ Hazard: Some bulk cargoes, like sulphur or some concentrates, can emit toxic gases or fumes.
Exposure to these gases can be harmful to crew health.
➢ Mitigation: Continuous monitoring of gas concentrations, ventilation systems, and use of gas
detectors. Follow safe working practices, including PPE usage.
5. Spontaneous Combustion:
➢ Hazard: Coal, certain metal concentrates, and some organic cargoes can undergo spontaneous
combustion due to the oxidation process.
➢ Mitigation: Monitor the cargo for temperature rises, control ventilation, and manage stowage to
prevent oxidation.
6. Oxidation/Reactivity:
➢ Hazard: Some cargoes, like DRI or aluminum phosphide, are reactive to moisture or air and can
cause fire or explosion.
➢ Mitigation: These cargoes must be carried in sealed or moisture-controlled environments as per
the IMSBC Code. Ensure cargo spaces are dry and airtight if necessary.
7. Corrosion:
➢ Hazard: Some bulk cargoes, such as salt or sulphur, are corrosive and can damage the ship’s
structure, especially in the cargo hold area.
➢ Mitigation: Regular inspection and maintenance of the cargo hold, application of protective
coatings, and use of cargo hold protection barriers.
8. Oxygen Depletion:
➢ Hazard: Certain cargoes, like wood pellets, coal, or grain, can deplete oxygen in the cargo hold,
posing risks to personnel entering the hold.
➢ Mitigation: Regular ventilation and oxygen level monitoring in enclosed spaces.
9. Contamination:
➢ Hazard: Bulk cargoes can be contaminated by residue left from previous cargoes or improper
cleaning of cargo spaces. This can lead to cargo degradation or rejection.
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➢ Mitigation: Ensure proper cleaning and inspection of cargo holds before loading. Follow good
cargo handling practices.
10. Heat Generation:
➢ Hazard: Some bulk cargoes generate heat due to chemical reactions or biological processes,
which may lead to fire or cargo spoilage.
➢ Mitigation: Monitor the temperature of the cargo holds and cargo, control ventilation, and take
appropriate precautions in handling heat-sensitive cargo.
11. Explosion:
➢ Hazard: Bulk cargoes that emit gases like methane or hydrogen can create an explosive
atmosphere in confined spaces.
➢ Mitigation: Use gas detection equipment and ventilation to prevent explosive atmospheres.
Recommended contents of the Port and Terminal Information book as per code of the Practice
of Safe Loading and Unloading of Bulk Carriers:
The Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) outlines the
recommended contents of a Port and Terminal Information Book to ensure the safe and efficient handling
of bulk cargoes at ports and terminals. This document provides important information to bulk carriers
calling at the port, helping to plan and coordinate safe loading and unloading operations.
Here are the recommended contents of the Port and Terminal Information Book as per the BLU Code:
➢ Name and Location of the Terminal: Including contact details for the terminal manager and other
key personnel.
➢ Navigational Information: Details regarding the approach to the terminal, including pilotage
requirements, channel depths, and local navigational hazards.
➢ Berth Information: Specific details about the terminal berths, including:
o Berth length and depth.
o Maximum permissible ship size (length, beam, and draft).
o Safe berthing arrangements and mooring requirements.
o Facilities for tug assistance and emergency towing.
2. Cargo Handling Facilities
➢ Types of Cargoes Handled: A list of the bulk cargoes that can be handled at the terminal, including
any special handling requirements.
➢ Cargo Handling Equipment: Information about the equipment available for loading and unloading,
such as cranes, conveyors, and grabs, including their capacities and any limitations.
➢ Loading/Unloading Rates: Maximum and typical loading and unloading rates for different types of
bulk cargoes, as well as any operational constraints.
3. Cargo Operations Procedures
➢ Procedures for Loading and Unloading: Detailed procedures for the safe handling of bulk cargoes,
including:
o Safe working practices.
o Sequence of loading/unloading to avoid overstressing the ship.
o Trim requirements.
o Procedures for managing cargo shift and trimming.
➢ Communication Protocols: Procedures for communication between the ship’s crew and the terminal
during cargo operations, including methods for real-time communication.
➢ Ballast Water Operations: Requirements for ballast water management during cargo operations,
ensuring coordination with the terminal to maintain stability and prevent hull overstress.
4. Safety and Environmental Measures
➢ Safety Requirements: Information about safety requirements at the terminal, including personal
protective equipment (PPE), restricted areas, and emergency response protocols.
➢ Environmental Regulations: Local environmental regulations, including restrictions on ballast water
discharge, air emissions, and waste management procedures.
➢ Pollution Control Measures: Procedures for handling potential pollution incidents, such as spills or
leaks, and available equipment for pollution control.
➢ Emergency Contacts: A list of emergency contact numbers for the port authorities, fire services,
medical assistance, and terminal emergency personnel.
➢ Firefighting and Emergency Equipment: Information about the availability and location of
emergency equipment, such as firefighting appliances, oil spill response equipment, and evacuation
procedures.
➢ Emergency Signals and Alarms: The emergency signals and alarms used at the terminal, and
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procedures for responding to emergencies, including fire, explosion, or pollution incidents.

6. Port Services
➢ Tug and Mooring Services: Information about the availability of tug assistance, mooring
arrangements, and any limitations on their use.
➢ Bunkering Facilities: Details of any bunkering services available at the terminal, including
procedures and safety requirements.
➢ Waste Reception Facilities: Information on waste reception services, including oil, garbage, and
other ship-generated waste.
7. Weather Considerations
➢ Weather and Tidal Conditions: Information about local weather patterns, tidal ranges, and any
specific conditions that may affect cargo operations.
➢ Precautions for Adverse Weather: Procedures to be followed in the event of adverse weather
conditions, such as high winds or storms, including guidance on suspending cargo operations and
securing the ship.
8. Documentation and Reporting Requirements
➢ Pre-Arrival Information: A list of documents and information that must be provided by the ship
before arrival, including the loading or unloading plan, cargo details, and stability calculations.
➢ Cargo Documentation: Details of the required cargo documentation, such as the cargo manifest,
shipper’s declaration, and certificates related to cargo safety (e.g., moisture content, TML
certificates for liquefaction-prone cargoes).
➢ Reporting Procedures: Procedures for reporting accidents, incidents, or damage to the port
authorities and terminal operators.
BLU Code (Code of Practice for the Safe Loading and Unloading of Bulk Carriers):
The BLU Code was developed by the International Maritime Organization (IMO) and adopted under SOLAS
Chapter VI to promote the safe loading and unloading of bulk carriers. It establishes responsibilities,
procedures, and guidelines for both shipowners and terminal operators to prevent accidents, structural
damage, and ensure the safety of bulk carriers during cargo handling operations.
The primary objective of the BLU Code is to reduce the risks associated with the improper loading and
unloading of bulk carriers, which can lead to ship instability, excessive stresses on the ship's hull, and
even catastrophic structural failures.
Features of the BLU Code:

1. Responsibilities of the Master:
➢ The Master is responsible for ensuring the ship is safely loaded/unloaded and is within the
allowable stress and stability limits throughout the operation.
➢ The Master must approve the loading/unloading plan, coordinate ballast operations, and
monitor the ship’s stability during cargo operations.
2. Responsibilities of the Terminal Operator:
➢ Terminal operators must ensure the cargo handling is conducted in accordance with the agreed
loading/unloading plan and must communicate closely with the ship’s crew.
➢ They are responsible for maintaining the agreed loading/unloading rates and ensuring that no
damage occurs to the ship’s structure during cargo operations.
3. Pre-Operation Planning:
➢ A loading/unloading plan must be prepared before operations begin. This plan includes details
of the cargo type, stowage sequence, loading/unloading rates, ballast management, and
stability calculations. The plan must be agreed upon by both the ship's Master and the terminal
representative.
4. Communication Protocol:
➢ Effective communication between the ship and terminal is essential throughout the cargo
operation. The BLU Code emphasizes clear communication protocols to ensure that both parties
are aware of the progress and any necessary adjustments during operations.
➢ Emergency stop procedures and response actions must be in place in case of unforeseen events,
such as excessive stresses on the ship or hazardous incidents.
Importance of the BLU Code:
The BLU Code helps prevent accidents like overloading, excessive hull stress, and instability by
ensuring that both the ship’s crew and the terminal operators follow a coordinated plan for cargo handling.
The safe stowage of bulk cargoes, proper ballast management, and ensuring that stability and stress limits
are not exceeded are key elements that protect the ship, crew, and cargo during operations.
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BLU Manual (Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal
Representatives):
The BLU Manual complements the BLU Code by providing detailed, practical guidance for terminal
representatives involved in the loading and unloading of solid bulk cargoes. It explains the operational
procedures, safety measures, and responsibilities that must be adhered to by terminal operators to ensure
the safe and efficient handling of bulk cargoes.
Features of the BLU Manual:
1. Guidance for Terminal Personnel:
➢ The manual is designed specifically for terminal operators and staff involved in cargo handling,
ensuring that they are aware of their responsibilities under the BLU Code and know how to
safely conduct loading/unloading operations.
2. Procedures for Cargo Operations:
➢ The BLU Manual provides step-by-step instructions for the preparation, coordination, and
execution of cargo operations. This includes the need for pre-loading checks, the preparation
of the loading/unloading plan, and procedures for managing ballast and trimming during
operations.
3. Stability and Stress Monitoring:
➢ It emphasizes the importance of monitoring the ship’s stability and hull stresses throughout the
cargo operations, providing guidance on maintaining safe limits and responding to any
excessive stresses or shifts in stability.
4. Communication and Coordination:
➢ The manual reinforces the need for continuous communication between the ship and terminal
throughout the operation, including agreeing on cargo handling rates, sequencing, and
emergency procedures.
5. Training and Competence:
➢ The BLU Manual highlights the importance of proper training for terminal staff to ensure they
understand the risks involved and how to mitigate them. It also ensures they are competent in
following the guidelines set forth in the BLU Code.
Cargo related documents carried on Bulk Carrier:

Bulk carriers must carry specific cargo-related documents to ensure compliance with international
regulations, ensure safe cargo handling, and facilitate smooth operations during the voyage. Below are
the key cargo-related documents typically carried on a bulk carrier:
1. Bill of Lading
➢ A legal document issued by the shipper acknowledging receipt of the cargo. It serves as:
o A receipt for the goods.
o A contract for the carriage of goods.
o A document of title, allowing the consignee to claim ownership of the cargo.
2. Shipper’s Declaration
➢ A document provided by the shipper with detailed information about the cargo, as required by the
IMSBC Code. It includes:
o Cargo name and characteristics (Group A, B, or C).
o Any hazards associated with the cargo.
o Handling, stowage, and transportation precautions.
3. Cargo Manifest
➢ A detailed listing of the entire cargo onboard, including:
o Type of cargo.
o Quantity.
o Stowage location in the ship.
➢ Used for customs and port authorities to verify the cargo.
4. Transportable Moisture Limit (TML) Certificate (for Group A Cargoes)
➢ A certificate confirming the maximum moisture content at which a bulk cargo can be safely
transported without risk of liquefaction. Required for cargoes prone to liquefaction, such as nickel
ore, bauxite, and iron ore fines.
5. Moisture Content Certificate (for Group A Cargoes)
➢ A certificate indicating the actual moisture content of the cargo before loading. This ensures the
moisture content is below the TML, which is critical for preventing liquefaction.
6. Cargo Stowage Plan
➢ A document showing the arrangement of the cargo in the holds, which includes:
o Cargo distribution across the ship.
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o Details on trimming and securing to ensure proper stability and stress management.
7. Loading/Unloading Plan
➢ A plan agreed upon by the Master and terminal operator detailing the sequence and rates of cargo
handling, including:
o Loading or unloading rates.
o Ballast management and cargo distribution.
o Procedures for maintaining stability during operations.
8. Material Safety Data Sheet (MSDS) (for hazardous cargoes)
➢ A document providing information about the potential hazards of the cargo, including:
o Chemical composition.
o Precautions for handling.
o Emergency procedures in case of exposure or spills.
9. Cargo Hold Cleaning Certificate
➢ A certificate verifying that the cargo holds have been properly cleaned and prepared for the specific
cargo being loaded, ensuring there is no contamination or residue from previous cargoes.
10. Dangerous Goods Declaration (if applicable)
➢ A declaration for cargo classified as dangerous under the IMDG Code (International Maritime
Dangerous Goods Code). It provides:
o Details of the cargo’s hazards.
o Handling and stowage requirements.
o Emergency response procedures.
11. Certificate of Origin
➢ A document certifying the origin of the cargo, often required by customs authorities to confirm the
source of goods for import/export purposes.
Prepare a “Loading Plan” for loading iron ores in bulk in line with guidelines of BLU code for a
typical 5 hold bulk carrier:
When preparing a loading plan for a bulk carrier to load iron ore, it is essential to follow the guidelines
provided in the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code). Iron ore
is a high-density bulk cargo, and improper loading can lead to excessive stresses, instability, or structural
damage to the vessel. Below is a typical loading plan for a 5-hold bulk carrier based on the principles of
the BLU Code.
Key Considerations for Loading Iron Ore:
➢ Iron ore has high density and can lead to significant stresses if not properly distributed.
➢ Trim and stability must be maintained throughout the loading process.
➢ Cargo shift must be minimized by ensuring even loading and proper trimming.
➢ Ballast operations must be synchronized with cargo loading to maintain stability.
Sample Loading Plan for Iron Ore in a 5-Hold Bulk Carrier

1. Pre-Loading Checks and Preparations
➢ Cargo Hold Preparation:
o Ensure that all cargo holds are clean, dry, and free of contaminants.
o Inspect hatch covers for watertight integrity.
o Ensure that cargo holds are structurally sound to carry heavy loads.
➢ Communication with Terminal:
o Confirm with the terminal the loading rate, sequence, and operational readiness.
o Establish communication protocols between the ship and terminal to monitor loading
progress.
➢ Ballast Management:
o Plan ballast water discharge in coordination with the loading sequence to maintain stability.
o Check ballast pumps and ensure they are fully operational.
2. Cargo Distribution and Loading Sequence

➢ Initial Loading Sequence:
o Step 1: Start loading in Hold 3 (central hold) to maintain structural balance and prevent
excessive bending moments.
▪ Load approximately 40% of the total cargo in Hold 3 to evenly distribute weight along
the ship’s longitudinal axis.
o Step 2: Load in Holds 2 and 4 simultaneously to continue balancing the ship’s stresses.
▪ Load 25% of the total cargo equally in each hold.
o Step 3: Load in Holds 1 and 5.
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▪ Load 15% of the total cargo equally in each hold.

▪ This helps distribute the cargo towards the fore and aft parts of the vessel, ensuring
even stress distribution.
➢ Ballast Management During Loading:
o Continuously monitor and adjust ballast levels during the loading process to maintain safe
trim and stability.
o De-ballast in a coordinated manner as the holds are loaded to avoid sudden stress on the
hull or significant changes in the ship’s draft.
➢ Stability and Stress Monitoring:
o Use on-board systems to continuously monitor the ship’s stability, shear forces, and bending
moments as the loading progresses.
o Ensure that the ship remains within allowable stress limits during the entire loading
operation.
3. Trimming of Cargo
➢ Proper Trimming:
o Ensure that the iron ore is properly trimmed in each hold to avoid any cargo shift during the
voyage. This is particularly important due to the high density of iron ore.
o Trim cargo evenly to ensure the surface of the ore is as level as possible.
➢ Avoiding Cargo Shift:
o Iron ore has a high density and is less likely to shift compared to low-density cargoes, but
trimming is still necessary to ensure a smooth surface that reduces the risk of movement
during transit.
4. Final Stability and Draft Check

➢ Final Stability Check:
o Once loading is complete, ensure that the ship’s stability, trim, and stress levels are within
permissible limits.
o Check that the ship’s metacentric height (GM) is adequate for safe stability.
➢ Draft Measurement:
o Ensure that the ship’s draft is within the allowed limits and that there is sufficient clearance
under the keel for departure.
o Confirm that the draft is even along the length of the vessel to avoid excessive trim by the
bow or stern.
5. Post-Loading Procedures
➢ Securing Hatch Covers:
o Ensure that all hatch covers are properly secured and watertight after loading.
➢ Final Ballast Adjustment:
o Perform final ballast adjustments to ensure that the ship’s trim is even and that it is ready
for safe navigation.
➢ Cargo Documentation:
o Ensure that all cargo-related documentation, including the loading plan, cargo manifest, and
shipper’s declaration, are properly completed and submitted.
Sampling Procedure for Iron Ore Fines as per IMSBC Code:

Iron ore fines are categorized under Group A cargoes in the International Maritime Solid Bulk Cargoes
(IMSBC) Code, meaning they are prone to liquefaction if their moisture content exceeds the Transportable
Moisture Limit (TML). Proper sampling and testing are essential to ensure that the cargo is safe for
shipment.
1. Sampling for Moisture Content and Transportable Moisture Limit (TML)
The sampling procedure aims to ensure that the moisture content of the cargo is below the TML, preventing
the risk of liquefaction. The following steps outline the correct procedure for sampling iron ore fines:
2. Sampling Procedure
➢ Sampling Method:
o The cargo must be sampled in accordance with an internationally recognized sampling
standard, such as ISO 3082 or other relevant standards.
o The method of sampling should be suitable for obtaining representative samples from
stockpiles, barges, or conveyor belts.
➢ Frequency of Sampling:
o For each distinct portion of the cargo, one sample must be taken for every 1,500 tonnes of
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iron ore fines. The sample must be representative of the entire cargo.
o Sampling should be done from different points across the cargo stockpile, ensuring a
comprehensive representation of the entire shipment.
o Each sample should have a minimum mass of 200 grams.
➢ Sampling Points:
o Samples should be collected from several locations within the stockpile or barge, including:
▪ The top, middle, and bottom of the stockpile.
▪ Various points along the loading area or conveyor belt.
o If the cargo is already loaded onto barges or holds, samples should be taken from each
accessible area.
➢ Collecting the Sample:
o Use clean sampling tools to avoid contamination.
o For stockpile sampling, dig into the cargo to reach the full depth of the cargo and extract
material from several locations.
o For conveyor belt sampling, collect material as the cargo is moving to capture the entire
cross-section of the cargo stream.
➢ Preparation of Samples:
o After collecting the raw samples, mix them thoroughly to obtain a composite sample
representing the full cargo.
o Subdivide the composite sample to obtain samples for moisture content testing and TML
determination.
➢ Laboratory Testing:
o The composite sample is sent to an approved laboratory for moisture content testing and
TML determination.
o Moisture Content: This test determines the percentage of water present in the cargo. The
cargo must not be loaded if the moisture content exceeds the TML.
o Transportable Moisture Limit (TML): This value represents the maximum moisture content
at which the cargo is safe for transportation without liquefaction risk.
➢ Frequency of Testing:
o Moisture content and TML must be tested and certified no more than seven days prior to
loading. If the cargo has been exposed to rain or excessive humidity after testing, further
tests are required.
Liquefaction Process in Iron Ore Fines:

Liquefaction is a dangerous phenomenon that occurs when certain bulk cargoes, including iron ore fines,
contain too much moisture. Under the influence of the ship’s movement during transit, the moisture in the
cargo can cause the solid particles to lose cohesion, making the cargo behave like a liquid.
1. Understanding Liquefaction
➢ Nature of Iron Ore Fines:
o Iron ore fines are finely divided materials, with a high surface area relative to their mass.
These materials are prone to absorbing moisture from the air, rain, or other sources.
o When the cargo contains excessive moisture, the fine particles can separate and become
suspended in the water, leading to a semi-fluid state.
2. Conditions Leading to Liquefaction
➢ Excess Moisture Content:
o When the moisture content of iron ore fines exceeds the TML, the cargo becomes susceptible
to liquefaction.
o In this condition, the cargo appears to be stable when stationary, but during the voyage,
the movement of the ship can disturb this balance.
➢ Ship Motion:
o The movement of the vessel at sea, particularly rolling, pitching, or vibration, can cause the
moisture within the cargo to migrate, leading to a buildup of pore water pressure between
the fine particles.
o As the water pressure increases, the inter-particle forces (cohesion) holding the cargo
together are reduced, causing the cargo to behave like a liquid.
3. Process of Liquefaction
➢ Initial Condition:
o When loaded, the iron ore fines may appear to be a stable solid. However, if the moisture
content is high, the cargo is in a potentially unstable state, with liquid water trapped
between the particles.
➢ Ship Movement:
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o As the ship moves, the dynamic forces generated by wave action, rolling, and vibration
cause the fine particles in the cargo to settle. The movement causes the water trapped
between the particles to be pushed upwards or sideways.
➢ Build-up of Water Pressure:
o Over time, the water pressure within the cargo builds up due to the compaction of particles
under the influence of gravity and ship motion. This leads to an increase in pore water
pressure, reducing the effective stress between the particles.
➢ Liquefied State:
o When the water pressure reaches a critical point, the solid particles are no longer able to
maintain their structure, causing the cargo to behave like a liquid.
o Once liquefied, the cargo flows freely, which can result in a shift in the ship’s center of
gravity.
➢ Consequences of Liquefaction:
o Loss of Stability: The shifting cargo can cause the vessel to list or heel dangerously, leading
to a significant loss of stability. The ship may be unable to recover from these movements.
o Capsizing Risk: If the cargo liquefies and shifts drastically, the vessel can list excessively
and may eventually capsize, particularly in rough sea conditions.
4. Signs of Liquefaction on Board
➢ During the voyage, signs that liquefaction may be occurring include:
o List or Heel: An unexplained and persistent list or heel to one side of the vessel.
o Sloshing Sounds: Sounds of water sloshing in the cargo hold, which indicates that the cargo
has partially liquefied.
o Difficulty in Handling: Difficulty in correcting the list using ballast operations, as the cargo's
movement continues to destabilize the vessel.
Preventing Liquefaction of Iron Ore Fines:

To prevent liquefaction, the following measures must be strictly followed:
➢ Moisture Content Testing: The cargo’s moisture content must be tested before loading to ensure it is
below the TML.
➢ Proper Sampling: Adequate and representative samples must be collected from various parts of the
cargo stockpile to accurately assess the moisture content.
➢ Avoid Loading Wet Cargo: Cargo should not be loaded if it has been exposed to rain or high humidity,
or if the moisture content is found to be above the TML.
➢ Onboard Inspections: The crew must visually inspect the cargo during loading. If the cargo appears to
be overly wet or shows signs of excess moisture, loading should be suspended until further tests
confirm the safety of the cargo.
Main Hazards Associated with the Carriage of Coal:

The carriage of coal in bulk presents several hazards that must be carefully managed to ensure the safety
of the ship, crew, and cargo. The IMSBC Code classifies coal as a Group B cargo, meaning it can pose
chemical hazards, and in some cases, it is also categorized as Group A if it is prone to liquefaction. The
following sections outline the main hazards and the necessary precautions and procedures during loading
and carriage:
1. Self-Heating and Spontaneous Combustion:
o Description: Certain types of coal, particularly those containing high levels of volatile matter,
are prone to self-heating. If left unchecked, this can lead to spontaneous combustion during
the voyage, posing a serious fire hazard.
o Risk: Fires resulting from self-heating can spread rapidly and cause extensive damage to the
ship and cargo, as well as endanger the lives of the crew.
2. Methane Gas Emission:
o Description: Coal, especially bituminous coal, can emit methane (CH₄), a flammable and
explosive gas. Methane can accumulate in the cargo holds, particularly in confined spaces,
posing a risk of explosion if ignited.
o Risk: Methane buildup in cargo holds can create an explosive atmosphere, especially if exposed
to sparks or other ignition sources.
o Description: Coal can consume oxygen within the cargo holds as a result of oxidation, reducing
oxygen levels and potentially creating a dangerous environment for crew members entering the
holds.
o Risk: Asphyxiation or hypoxia can occur if crew members enter cargo holds with insufficient
oxygen, and it also complicates firefighting efforts if a fire breaks out.
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4. Emission of Toxic Gases:

o Description: In addition to methane, coal can emit toxic gases such as carbon monoxide (CO)
and hydrogen sulphide (H₂S) during oxidation or decomposition. These gases are hazardous to
the crew and can create a life-threatening environment within the cargo holds.
o Risk: Exposure to these gases can cause severe health issues, including poisoning and
respiratory distress.
5. Liquefaction (For Some Types of Coal):
o Description: Some coal cargoes, particularly fine coal with a high moisture content, may be
prone to liquefaction. When the moisture content exceeds the Transportable Moisture Limit
(TML), the cargo may shift and behave like a liquid under the ship's motion, causing a loss of
stability.
o Risk: Liquefaction can result in shifting of the cargo during transit, leading to listing and, in
severe cases, capsizing of the vessel.
Precautions and Procedures During Loading and Carriage of Coal (As per IMSBC Code):
1. Pre-Loading Procedures
➢ Obtain Shipper’s Declaration:
o Ensure that the shipper’s declaration is provided, detailing the cargo’s characteristics,
including:
▪ Type of coal (whether prone to self-heating, emitting gases, or liquefaction).
▪ Moisture content and Transportable Moisture Limit (TML) (if applicable).
▪ Any necessary safety precautions required for the particular coal cargo being loaded.
➢ Cargo Hold Preparation:
o Ensure that the cargo holds are clean, dry, and free of contaminants.
o Verify that hatch covers are in good condition and watertight to prevent moisture ingress,
which can increase the risk of liquefaction or self-heating.
➢ Gas Detection and Ventilation Systems:
o Ensure that the ship’s gas detection systems and ventilation systems are operational and
calibrated. These systems are critical for monitoring methane, oxygen levels, and other
hazardous gases during loading and transit.
2. Precautions During Loading
➢ Monitor the Condition of Coal:
o Visually inspect the coal during loading to ensure that it does not appear overly wet (which
could lead to liquefaction) or show signs of self-heating (e.g., smoke or hot spots).
➢ Minimize Free Surface Effect:
o Ensure the cargo is evenly distributed and properly trimmed in the cargo holds to minimize
the free surface effect and prevent the coal from shifting during transit.
➢ Ventilation During Loading:
o If the coal is known to emit methane or toxic gases, provide adequate ventilation during
loading to disperse gases and prevent their buildup in the holds.
➢ Avoid Loading Wet Coal:
o Do not load coal that has been exposed to rain or moisture unless it has been tested and
found to be below the TML. Excess moisture increases the risk of liquefaction and self-
heating.
3. During the Voyage
➢ Gas Monitoring and Ventilation:
o Continuously monitor methane levels and other gas emissions in the cargo holds using gas
detectors. Ensure that oxygen levels are within safe limits to avoid oxygen depletion.
o Ventilate the cargo holds as required to prevent the accumulation of methane and other
hazardous gases. Ventilation should be carried out in a way that does not introduce moisture
into the holds.
➢ Temperature Monitoring:
o Regularly monitor the temperature of the coal using temperature probes placed in the cargo
holds. Rising temperatures may indicate the onset of self-heating.
o If hot spots are detected, stop ventilation immediately, as adding air can accelerate
combustion.
➢ Inerting Holds (If Required):
o If the coal is prone to self-heating, consider inerting the cargo holds with an inert gas, such
as nitrogen or carbon dioxide, to reduce the oxygen concentration and prevent combustion.
➢ Liquefaction Monitoring (For Fine Coal):
o If the coal is prone to liquefaction, regularly check for signs of moisture migration or cargo
shift during the voyage. Maintain proper stability by adjusting ballast as needed.
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➢ Firefighting Readiness:
o Ensure that firefighting equipment is readily available, particularly CO₂ fire suppression
systems, as water should not be used to extinguish coal fires due to the risk of creating
steam and spreading hot particles.
➢ Crew Safety:
o Implement strict confined space entry procedures before entering cargo holds. Test the
atmosphere for methane, carbon monoxide, oxygen levels, and other gases before entry.
o Ensure that crew members wear appropriate personal protective equipment (PPE), including
respiratory protection, when entering areas where gas emissions may be present.
➢ Fire Detection and Suppression:
o If a fire is detected in the coal, the immediate response is to seal the affected hold and inert
the space with CO₂ or another inert gas to suppress the fire by displacing oxygen.
o Do not use water to extinguish coal fires, as this can exacerbate the problem by creating
steam or spreading the hot coal particles.
➢ Dealing with Methane Buildup:
o If methane levels rise to dangerous levels, stop all activities that could produce sparks or
ignition sources, and ventilate the affected holds immediately to disperse the gas.
➢ Managing Liquefaction:
o If signs of liquefaction are observed (e.g., cargo movement or list), take immediate
corrective actions, such as adjusting ballast or slowing the vessel to reduce ship movement.
Avoid sharp turns or rapid course changes that could worsen the cargo shift.
Requirements for Ventilation of Coal Cargo During a Long Voyage:

The ventilation of coal cargo during a long voyage is crucial due to the various hazards associated with
coal, such as self-heating, methane emission, toxic gases, and oxygen depletion. The IMSBC Code provides
specific guidelines on how to safely ventilate coal cargoes during transit to manage these risks.
1. Type of Ventilation:
➢ Natural Ventilation: For coal cargoes that emit methane or other gases, natural ventilation may
be sufficient to disperse gases and prevent their accumulation in the cargo holds. Natural
ventilation uses air flows through ventilation ducts or hatches.
➢ Mechanical Ventilation: If natural ventilation is insufficient or if the emission of gases is
significant, mechanical ventilation may be required to ensure proper air circulation and to
maintain safe gas levels.
2. Ventilation to Prevent Methane Accumulation:
➢ Methane (CH₄) is a flammable and explosive gas that can be emitted by coal during transit. To
prevent methane accumulation, cargo holds should be ventilated regularly throughout the
voyage.
➢ Methane Detection: It is important to continuously monitor the cargo holds for methane
emissions using gas detection systems.
➢ Avoiding Ignition: During ventilation, ensure that no sources of ignition (sparks, open flames,
or hot surfaces) are present near the ventilation openings.
3. Managing Self-Heating Risks:
➢ For coal prone to self-heating, ventilation should be carefully managed. In some cases,
ventilating a cargo hold with air can actually increase the risk of combustion by providing
additional oxygen.
➢ If signs of self-heating are detected (such as rising temperatures or smoke), ventilation should
be restricted or stopped to avoid introducing more oxygen, which could worsen the situation.
➢ As coal undergoes oxidation, it can consume oxygen, leading to oxygen depletion in the cargo
holds. Proper ventilation helps maintain safe oxygen levels, preventing the atmosphere from
becoming hazardous to crew members entering the holds.
➢ Oxygen Monitoring: The oxygen levels in the cargo holds should be monitored regularly. If
oxygen levels drop too low, mechanical ventilation may be required to restore safe conditions.
5. Ventilation Control:
➢ Continuous Monitoring: The cargo holds must be monitored for gas levels and temperatures
throughout the voyage to ensure that ventilation is effective and necessary adjustments are
made based on gas concentrations and heat generation.
➢ Ventilation Rate: The ventilation system should be capable of maintaining sufficient airflow to
reduce gas concentrations but should not be so excessive as to introduce too much air, which
could accelerate self-heating.
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6. Inerting as an Alternative to Ventilation:

➢ In some cases, where the coal is highly prone to self-heating, it may be safer to inert the cargo
holds rather than ventilate them. Inerting involves displacing oxygen in the cargo hold with an
inert gas such as carbon dioxide (CO₂) or nitrogen to reduce the risk of combustion.
➢ Precaution: If inerting is used, ventilation should not be introduced during the voyage, as it
would reintroduce oxygen into the hold, increasing the risk of fire.
7. Ventilation System Maintenance:
➢ Before commencing the voyage, ensure that the ventilation system is inspected, tested, and
fully operational. All fans, ducts, and monitoring equipment should be in proper working
condition.
➢ Regular checks during the voyage are necessary to ensure that the ventilation system continues
to function effectively.
GRAIN REGULATIONS
Methods to Reduce Grain Heeling Moments:

The International Maritime Organization (IMO) Grain Code provides guidelines for the safe carriage of
grain in bulk, with a key focus on managing the heeling moments that can arise from the shifting of grain
cargo. If not properly controlled, grain shifting can lead to excessive heeling, potentially compromising
the ship's stability and safety. To mitigate this risk, the Grain Code specifies various methods to reduce
grain heeling moments. These methods focus on limiting the movement of the grain within the cargo holds
and maintaining the ship’s stability.
1. Filling the Cargo Holds Completely

Description: One of the most effective ways to prevent grain from shifting is to load the cargo holds
completely full, so that there is no free surface within the hold. When the cargo holds are filled to
the top and trimmed properly, the grain has no room to move or shift during the voyage.
Effect: This method eliminates the free surface effect, which is one of the main contributors to grain
shift, thus significantly reducing the risk of heeling.
2. Partial Filling with Strapping or Lashing
Description: If the holds are not filled completely, strapping or lashing can be used to secure the grain
and prevent it from shifting. This involves using strong securing materials, such as wooden battens,
steel straps, or wire ropes, across the surface of the grain cargo to hold it in place.
Effect: Strapping or lashing creates a physical barrier that reduces the likelihood of grain shifting. The
strength and arrangement of the lashing prevent the cargo from moving under the influence of the
ship's motion.
3. Use of Shifting Boards
Description: Shifting boards are vertical partitions placed within the hold to prevent the lateral
movement of grain. These boards divide the grain cargo into smaller sections, reducing the free
surface area and the potential for shifting. Shifting boards can be either temporary wooden or steel
structures, and they are typically placed at regular intervals across the width of the hold.
Effect: By dividing the cargo into smaller sections, shifting boards limit the amount of grain that can
move at any one time, thereby reducing the magnitude of the heeling moment.
4. Filling of Saucer-Shaped Surface with Bundling or Trimming
Description: In cases where the cargo hold cannot be completely filled, the surface of the grain cargo
can be shaped into a saucer-like depression, and the space can be filled with additional material
such as bundles of grain sacks, or by trimming the grain surface to create a level surface.
Effect: This method prevents the grain from sliding into the empty spaces during the voyage, which
minimizes the potential for heeling moments. Trimming the cargo surface also helps eliminate any
voids where the grain could shift.
5. Securing with Over-Stowage
Description: Over-stowage involves placing additional solid bulk materials or grain sacks on top of the
bulk grain cargo to prevent it from shifting. This is commonly done when the cargo holds are not
filled completely, or when the grain has a low angle of repose and is prone to sliding.
Effect: Over-stowage adds weight and creates pressure on the surface of the grain, reducing its ability
to shift. This method is particularly effective for maintaining stability in partially filled holds.
6. Creation of Trimming or Levelling Surfaces
Description: Proper trimming or levelling of the grain surface is essential to ensure that the cargo
remains evenly distributed across the hold. Trimming removes any peaks or troughs in the cargo
surface, preventing the grain from accumulating in one area and shifting during the voyage.
Effect: A well-trimmed or levelled cargo surface reduces the likelihood of grain sliding into void spaces
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or heaping on one side of the hold, thus minimizing the free surface effect and the risk of a
significant heeling moment.
7. Fitting of Longitudinal Divisions
Description: Longitudinal divisions or bulkheads are installed within the cargo hold to prevent the
lateral movement of grain. These divisions can either be permanent or temporary and are typically
constructed from wood or steel. They are placed parallel to the length of the ship to limit the
sideways movement of the grain.
Effect: Longitudinal divisions reduce the free surface effect by restricting the movement of grain across
the width of the hold, thereby reducing the possibility of a sudden shift in the ship's center of
gravity.
8. Bagged Grain Method
Description: For ships carrying bagged grain, the bags should be properly stowed and secured to
prevent any movement. Bagged grain is often used to secure the surface of bulk grain cargo by
placing the bags on top of the loose grain.
Effect: Bagged grain acts as a barrier, preventing the bulk grain from shifting. This method is effective
in reducing the free surface effect and minimizing the risk of heeling.
Document of Authorization (DOA):

A Document of Authorization (DOA) is a certificate issued to a ship that complies with the requirements of
the International Grain Code. It confirms that the ship is constructed or fitted in such a way that it is
capable of carrying grain cargo safely, meeting the stability criteria required for the carriage of bulk
grain.
The DOA verifies that the ship has been assessed for stability when carrying grain and that its loading and
securing arrangements meet the prescribed safety standards.
Stability Criteria for Ships with DOA:

Ships that have a Document of Authorization (DOA) for the carriage of grain must meet specific stability
criteria to ensure safety during the voyage. These criteria are designed to account for the potential shift
of grain in the holds and its impact on the vessel's stability.
Transverse Metacentric Height (GM) after loading and securing grain must not be less than 0.30 meters
(300 mm) in any condition of loading.
Angle of heel due to grain shift:
The ship must maintain a positive stability curve after a shift in grain occurs.
The angle of heel due to the assumed grain shift should not exceed 12° or result in any part of the
deck edge being submerged.
The ship must maintain sufficient righting lever (GZ) after a shift in grain:
The area under the righting lever curve should be at least 0.075 meter-radians up to the angle of
maximum righting arm or 40° of heel, whichever is less.
The initial metacentric height (GM) and righting lever (GZ) curves must account for the shift of grain and
the subsequent loss of stability.
Stability Criteria for Ships without DOA:

If a ship does not possess a DOA, the ship must still adhere to specific requirements when carrying grain
to ensure safe carriage and maintain stability.
Ships without a DOA are subject to more stringent precautions for cargo securing and stowage to
compensate for the lack of structural arrangements specifically designed for grain carriage.
They must demonstrate stability compliance using approved grain loading plans and meet the following
criteria:
The angle of heel due to grain shift should not exceed 12° after a shift in the grain occurs.
The vessel must maintain sufficient GM and righting levers (GZ), with the same required positive
righting moments as ships with a DOA.
Grain heeling moments must be calculated and compensated by applying additional securing
methods such as shifting boards, strapping, and over-stowage.
Grain Loading Stability Booklet:

The Grain Loading Stability Booklet is a mandatory document required by the International Grain Code
for ships that carry bulk grain. It contains critical information and guidelines for ensuring the ship’s
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stability when carrying grain, which is known for its potential to shift within the cargo holds, creating
heeling moments and affecting the vessel’s stability.
Purpose:
The booklet is designed to provide comprehensive information to the ship’s Master and officers, ensuring
that they can load, secure, and carry grain cargo safely while maintaining the ship’s stability within safe
limits throughout the voyage.
Contents of the Grain Loading Stability Booklet:

Ship’s Particulars:
Basic information about the ship, including its name, IMO number, deadweight, length, beam,
draft, and tonnage.
Stability Criteria:
A clear description of the stability criteria that the ship must meet when carrying grain. This
includes:
Minimum metacentric height (GM) after loading grain (usually 0.30 meters).
Angle of heel after assumed grain shift (should not exceed 12°).
Righting lever (GZ) curves showing the ship’s ability to recover from heeling.
Required areas under the righting lever curve to ensure positive stability.
Loading Conditions:
Specific examples of approved loading conditions for different scenarios, including full load, part
load, and ballast conditions.
These loading conditions take into account different grain cargo configurations, ballast
arrangements, and trim conditions to ensure that the ship remains stable under various
operational conditions.
Grain Heeling Moments:
Pre-calculated grain heeling moments for various grain cargoes and stowage configurations.
These moments are used to determine the angle of heel caused by the potential shifting of
grain during the voyage.
Securing and Trimming Instructions:
Detailed procedures for trimming the grain cargo and using methods such as shifting boards,
strapping, and over-stowage to minimize the free surface effect and reduce the risk of cargo
shifting.
Guidelines on how to properly secure the grain to comply with stability requirements when the
cargo holds are partially filled.
Instructions for Ballast Operations:
Detailed ballasting instructions to maintain the ship’s stability during loading, unloading, and the
voyage.
These instructions ensure that ballast is managed properly in conjunction with grain cargo
operations to prevent any stability issues.
Calculation Methods for Grain Shift:
Step-by-step instructions on how to calculate the heeling moment and stability impact caused by
the shift of grain in each hold.
Procedures to verify that the ship will meet the required stability standards even after the grain
shift.
Operational Guidance:
Guidance on operational procedures when carrying grain, including emergency measures in the
event of unexpected grain shifting or stability problems.
Instructions on handling different grain types and their specific stability challenges.
Grain Loading Plans:
Pre-approved grain loading plans for various types of voyages, taking into account the ship’s
loading capacity, type of grain, and expected stability conditions.
Document of Authorization (DOA):
A copy of the ship’s Document of Authorization (DOA), which certifies that the ship meets the
grain stability requirements and has the necessary structural arrangements for carrying grain
safely.
Basic Principles of Safe Stowage and Securing of Cargoes:

The basic principles of safe stowage and securing of cargoes are fundamental to ensuring the safety of
the ship, its crew, the cargo, and the environment. Proper stowage and securing prevent cargo shift,
which can lead to vessel instability, cargo damage, and even structural damage to the ship. These
principles are outlined by international regulations, such as the International Maritime Organization
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(IMO) guidelines, including the Cargo Stowage and Securing (CSS) Code.
1. Correct Cargo Distribution

Even Distribution: Cargo must be evenly distributed throughout the holds to ensure the ship
maintains proper trim and stability. Uneven loading can cause excessive list or heel, leading to
instability during the voyage.
Avoid Concentrated Loads: Avoid placing heavy cargo in small, concentrated areas, which can lead to
overstressing the ship's structure and localized high pressures on the ship’s deck or tank tops.
2. Proper Securing of Cargo
Prevent Cargo Shift: Cargo must be secured to prevent movement under the effects of the ship’s
motion, including rolling, pitching, heaving, and slamming. Cargo shift can lead to sudden
changes in the ship’s center of gravity, causing dangerous heeling and even capsizing.
Use of Appropriate Securing Equipment: Use proper lashing, dunnage, shoring, framing, and blocking
materials to secure cargo, depending on its type and weight. Securing equipment should be
inspected before use to ensure it is in good condition and of adequate strength.
3. Stability Considerations
Maintain Positive Stability: Ensure that the ship’s metacentric height (GM) is sufficient to provide
positive stability throughout the voyage. Cargo stowage must take into account the stability
calculations, ensuring that the vessel’s righting levers are adequate even in rough weather
conditions.
Minimize Free Surface Effect: Cargoes that create a free surface effect (e.g., liquids or bulk cargoes
with low angles of repose) must be stowed and trimmed properly to minimize this effect, which
can reduce the ship’s stability.
4. Securing Heavy Cargoes
Special Care for Heavy Cargoes: Heavy cargoes, such as machinery or vehicles, require strong
securing arrangements. Lashing materials with adequate strength and tension, such as chains or
steel wire, should be used. Heavy cargoes must be stowed as close to the ship’s centerline as
possible to minimize heeling moments.
5. Compatibility of Cargoes
Separate Incompatible Cargoes: Ensure that incompatible cargoes (e.g., flammable materials and
oxidizing agents) are stowed apart from each other to prevent chemical reactions or hazards
during the voyage.
Ventilation: Some cargoes, such as coal or certain chemicals, require proper ventilation to avoid gas
buildup or combustion. Ensure holds are properly ventilated and that the cargo does not produce
harmful or explosive gases.
6. Securing of Deck Cargo
Weather Protection: Deck cargo must be secured to withstand the effects of wind, waves, and green
water. Tarpaulins or other protective covers may be used to prevent water ingress and damage.
Proper Lashing: Deck cargo should be lashed down using adequate lashing gear such as tensioners,
turnbuckles, and wire ropes. The lashings should be frequently checked and tightened during the
voyage, especially after encountering heavy weather.
7. Protection of Cargo
Avoiding Cargo Damage: Cargo must be stowed and secured in such a way that it is protected from
damage. For example, fragile cargo should be placed away from heavier cargoes that could cause
damage due to shifting or crushing. Dunnage may be used to provide cushioning and separation.
Protection from Moisture: Some cargoes must be protected from moisture, whether from seawater
ingress or condensation. Proper hatch cover sealing, ventilating, and using moisture-proof covers
or materials can prevent damage to sensitive cargoes.
8. Accessibility for Inspection
Access for Inspection: When securing cargo, it is essential to leave adequate access for regular
inspections during the voyage. This ensures that any issues with lashing or shifting cargo can be
addressed promptly.
9. Cargo Securing Plan
Comprehensive Securing Plan: Ships carrying different types of cargo should have a cargo securing
manual, as required by SOLAS regulations. This plan outlines how each type of cargo is to be
secured, considering the ship’s configuration and the cargo’s characteristics.
Adherence to Regulations: Follow the guidelines provided in international codes like the Cargo
Stowage and Securing (CSS) Code, IMDG Code, and IMSBC Code, depending on the cargo type.
10. Regular Inspections and Maintenance
Pre-Departure Check: Conduct a thorough inspection of all secured cargo before departure to ensure
that it is properly secured and all securing devices are in place.
In-Voyage Monitoring: Regularly inspect the cargo during the voyage, especially after encountering
rough seas or heavy weather, to ensure that lashings remain tight and the cargo is secure. Make
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adjustments as needed.
11. Use of Anti-Heeling Systems
Anti-Heeling Systems: For large vessels or vessels carrying heavy cargo, anti-heeling systems can be
used to reduce the list caused by cargo shift or wind forces acting on deck cargo. These systems
help to maintain the vessel's stability by automatically adjusting ballast water.
Procedures for preparation of cargo holds for Carriage of Grain:

The preparation of cargo holds for the carriage of grain is critical to ensuring the safe transportation of
the grain cargo and compliance with the International Grain Code. Proper preparation minimizes the risk
of cargo contamination, grain spoilage, and shifting, which can endanger the stability of the vessel. Below
are the key procedures to follow when preparing cargo holds for the carriage of grain.
1. Inspection and Cleaning of Cargo Holds
Thorough Cleaning:
Ensure that all cargo holds are thoroughly cleaned and free of any residues from previous
cargoes. This includes removing all dust, dirt, debris, and oil traces.
Any remnants from previous cargoes, especially those that may react with or contaminate the
grain, must be completely removed to avoid contamination and spoilage.
Removal of Rust and Paint Flakes:
If there is loose rust or paint inside the cargo holds, these must be removed as they can
contaminate the grain. Rust and paint flakes can degrade the quality of the grain and may
cause rejection at the discharge port.
No Odors or Fumes:
The holds should be inspected for any lingering odors or fumes from previous cargoes or
cleaning chemicals. Odors can be absorbed by the grain, leading to contamination.
Ventilation or airing of the holds may be required if odors are present.
2. Inspection for Structural Integrity and Watertightness
Inspection of Hold Structures:
Check the structural condition of the cargo holds, including the bulkheads, tank tops, and side
frames, to ensure there is no damage that could affect the cargo.
Ensure that all structural components are intact and capable of withstanding the load of the
grain cargo.
Checking Hatch Covers:
Inspect the hatch covers and ensure they are fully watertight to prevent water ingress during
the voyage. Water entering the hold can cause the grain to become wet, leading to spoilage,
swelling, and possible cargo shifting.
Hatch cover seals should be checked, and a hose test or ultrasonic test can be conducted to
verify watertight integrity.
Bilge and Drainage System Inspection:
Ensure the cargo hold bilge wells are clean and the drainage system is operational and free of
obstructions. Grain can block drainage, leading to water accumulation and potential damage
to the cargo.
Bilge covers should be securely fastened and in good condition to prevent grain from entering
and clogging the bilge system.
3. Drying and Ventilation of Holds
Drying the Holds:
The holds must be completely dry before loading the grain. Any moisture in the holds can lead
to grain spoilage and increase the risk of mold growth and heating of the grain.
If necessary, use fans or dehumidifiers to dry the holds before loading.
Ventilation System Check:
The ventilation system must be inspected to ensure it is functioning properly. Adequate
ventilation is required to prevent condensation during the voyage, which can increase the
moisture content of the grain and cause spoilage.
Ventilation openings should be checked to ensure they can be operated as required and are not
blocked.
4. Fumigation and Pest Control
Fumigation (If Required):
In some cases, fumigation may be required before loading the grain to eliminate pests. If
fumigation is carried out, follow the relevant safety procedures, including notifying the
authorities and crew.
After fumigation, ensure that the holds are properly ventilated to remove any remaining fumes
before loading the grain.
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Inspection for Pests:

Inspect the holds for signs of pests or rodent infestation. Grain is susceptible to pest
contamination, so it is important to ensure that the holds are pest-free before loading.
5. Application of Dunnage and Separation Materials
Use of Dunnage:
If required, dunnage (e.g., wooden planks or matting) may be used to line the cargo hold
bottom. This helps prevent direct contact between the grain and the hold surfaces, reducing
the risk of moisture transfer and contamination.
Dunnage should be clean, dry, and free from contaminants, and it should be securely arranged
to provide proper separation.
Separation of Cargo:
If different types of grain or cargoes are to be loaded, proper separation materials (such as
tarpaulins or bulkheads) should be used to ensure that they do not mix.
6. Checking Securing and Trimming Arrangements
Grain Shifting:
Grain is susceptible to shifting during the voyage, which can affect the stability of the ship.
Proper securing and trimming measures must be in place to minimize this risk.
Shifting Boards:
Shifting boards or dividers should be prepared for use during loading to help minimize the risk
of grain movement during the voyage. These boards prevent lateral movement of the grain
within the hold.
Strapping or Over-stowage:
If the holds are not fully loaded, arrangements such as strapping or over-stowage should be
prepared to prevent grain from moving within the hold.
Trimming:
Proper trimming of the grain cargo is essential to ensure an even distribution across the hold.
Uneven stowage can lead to free surface effects, reducing the ship's stability.
7. Pre-Loading Inspections
Final Inspection:
Before loading begins, conduct a final inspection of the cargo holds to ensure that they are
clean, dry, and ready for the grain cargo.
Inspect all securing materials, shifting boards, and ventilation systems to verify that everything
is in place and functioning as required.
Certification:
Obtain a cargo hold cleanliness certificate from an independent surveyor, if required. This
certificate confirms that the holds are suitably prepared for loading grain, and it may be
required by the charterers or port authorities.
Strength of Grain Fittings (As per the Grain Code):

In the International Grain Code, the strength of grain fittings refers to the structural adequacy of
equipment and materials used to secure grain cargo and prevent its movement within the cargo holds
during the voyage. Proper grain fittings are essential to ensure the safety and stability of the vessel, as
grain has a tendency to shift if not adequately secured.
Types of Grain Fittings:
The following are the common grain fittings used to secure grain cargo, and their strength must meet the
required standards to prevent cargo shifting:
Shifting Boards:
Description: Shifting boards are vertical partitions placed in cargo holds to limit the movement of
grain. These boards divide the hold into smaller sections, thereby reducing the space for the
grain to shift.
Strength Requirement: The material used for shifting boards must be of sufficient strength
(typically wood or steel) to withstand the forces exerted by the grain during ship movement.
The boards must be securely fastened to the ship’s structure to prevent them from dislodging.
Lashings:
Description: Lashings (such as wire ropes, steel bands, or chains) are used to secure grain cargo
when the holds are not completely filled.
Strength Requirement: The lashings must be able to withstand the weight and force of the grain
as it shifts due to ship motion. They should be tensioned properly and maintained in good
condition throughout the voyage.
Strapping and Shoring:
Description: Strapping (often made from steel or heavy-duty synthetic material) is used to hold
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down the surface of the grain. Shoring involves using beams or other structural supports to
prevent grain from shifting laterally.
Strength Requirement: The straps and shores must be strong enough to resist the lateral and
vertical forces generated by the grain in rough sea conditions. Shoring materials must be
anchored firmly to the ship’s structure.
Over-stowage and Bundling:
Description: In cases where grain is not loaded to the full capacity of the hold, over-stowage
materials such as bags of grain or other cargo are used to prevent shifting. Bundling may
involve securing the grain with heavy materials to add stability.
Strength Requirement: Over-stowage must be carefully arranged to distribute the load evenly, and
the materials used should have the strength to bear the shifting forces of the underlying grain.
Lateral Support Bulkheads or Partitions:
Description: Partitions are placed within the holds to provide lateral support, reducing the free
surface and preventing grain from moving side to side.
Strength Requirement: The strength of the bulkheads must comply with the ship's classification
rules, ensuring that they can withstand significant lateral pressure from shifting grain.
Lashing Material Specifications and Methods for Securing Grain Cargo in Filled/Partly Filled
Compartments as per the International Grain Code:
The International Grain Code provides specific guidance on the securing of grain cargoes to ensure the
stability of the vessel during the voyage. Grain cargoes, such as wheat, corn, and barley, have a tendency
to shift if not properly secured, which can lead to dangerous situations affecting the ship’s stability. To
prevent cargo shifting and ensure the safety of the vessel, lashing materials and proper securing methods
are essential, particularly in partly filled compartments where the risk of shifting is higher.
Here’s an outline of the lashing material specifications and the securing methods available for grain cargoes
in both filled and partly filled compartments, as per the Grain Code.
1. Lashing Materials for Securing Grain Cargo

The materials used for securing grain cargoes must meet specific requirements to ensure they are capable
of withstanding the forces exerted by the grain. The following are the lashing materials specified in the
Grain Code:
a. Steel Wire Ropes
Specifications: Steel wire ropes should have sufficient tensile strength to withstand the potential forces
generated by the shifting grain. The commonly used specifications are:
Diameter: Usually 16 mm to 19 mm.
Tensile Strength: The ropes should have a breaking strength of at least 110 kN (11.2 tons).
Usage: Steel wire ropes are often used for securing the top surface of grain or for securing grain
bulkheads in partly filled compartments. They are strong and durable, making them suitable for
heavy-duty securing requirements.
b. Chain Lashings
Specifications: Chains used for lashing grain cargo should be of a heavy-duty type with sufficient tensile
strength. The specifications are typically:
Chain Link Diameter: Between 10 mm to 12 mm.
Breaking Strength: Not less than 60 kN (6 tons).
Usage: Chains are frequently used in conjunction with wire ropes to reinforce bulkheads or to secure
portable bulkheads in partially filled compartments.
c. Synthetic Fibre Ropes
Specifications: Polypropylene or polyester ropes are often used as supplementary lashing material.
They are more flexible than wire ropes but are less commonly used for primary securing.
Diameter: Generally, 20 mm or more.
Breaking Strength: Should have a minimum breaking strength of 45 kN (4.5 tons).
Usage: Synthetic ropes may be used for less critical lashing or to secure small areas of the grain cargo.
They are typically used in combination with other lashing materials such as wire ropes and chains.
d. Wooden Battens and Dunnage
Specifications: Wooden battens or timber are used to create barriers or bracing to prevent grain
movement. The timber should be of appropriate quality, free from defects, and should conform to
specific size requirements.
Dimensions: Typically, 100 mm x 100 mm or larger.
Usage: Wooden battens are used to construct grain bulkheads, fences, or struts inside the hold. They
may be combined with wire ropes to secure the grain in place.
e. Metal Fittings (Turnbuckles, Shackles, and Clips)
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Specifications: Turnbuckles, shackles, and clamps are used in conjunction with wire or chain lashings
to tension and secure the lashings. These fittings must be of high quality and have sufficient
strength.
Turnbuckles: Should have a minimum breaking strength of 60 kN (6 tons).
Shackles and Clips: Should meet similar strength specifications to those of wire or chain
lashings.
Usage: Metal fittings are used to connect, tighten, and adjust the lashings, ensuring that the grain is
securely restrained.
2. Securing Methods for Grain Cargo

The securing methods for grain cargo depend on whether the compartment is fully filled or partly filled.
Different techniques are employed to prevent shifting, depending on the cargo's level in the compartment.
a. Securing Methods in Fully Filled Compartments
In fully filled compartments, the grain is typically loaded to the top of the hold, leaving little to no room
for movement. However, securing measures are still required to ensure that the grain is properly
compacted and restrained.
Tightly Packed Bulkheads: In fully filled compartments, the grain should be loaded against the fixed or
portable bulkheads. The top of the grain may be covered with tarpaulins or canvas to minimize
shifting.
Horizontal Lashings: For additional security, horizontal steel wire ropes or chains can be laid across
the top of the grain surface and anchored to the sides of the hold. These lashings help prevent
vertical displacement of the cargo.
b. Securing Methods in Partly Filled Compartments
Partly filled compartments pose a greater risk of grain shifting, as there is more space for the grain to
move within the hold. Therefore, additional securing measures are required:
Portable Bulkheads: In partly filled compartments, portable bulkheads are often used to confine the
grain. These bulkheads are made of wooden planks or steel panels and are reinforced with wire
ropes, chains, or steel struts.
Reinforcement of Bulkheads: The portable bulkheads must be reinforced by securing them with
steel wire ropes or chains connected to strong points on the ship’s structure. Turnbuckles
may be used to tighten and adjust the tension on these lashings.
Bagged Grain or Separation Bags: Sometimes, bagged grain or separation bags filled with sawdust or
similar material are placed on top of the grain to limit movement. These bags act as an additional
barrier, helping to prevent the grain from shifting laterally.
Over-Stowing: In some cases, over-stowing is done by placing another type of cargo (such as timber)
on top of the grain to create pressure and prevent it from shifting. This method requires proper
separation and securing to avoid damaging the grain.
Lashing Across the Grain Surface: In partly filled compartments, horizontal lashings are used more
extensively across the surface of the grain. These lashings are typically made from steel wire ropes
and are tensioned with turnbuckles. They help secure the grain and prevent horizontal movement.
c. Strapping and Bracing
Cross Strapping: In some cases, cross-strapping (forming an “X” pattern) can be applied across the
grain surface to further prevent movement in multiple directions. This method is used primarily in
partly filled compartments.
Wooden Shoring: Wooden shoring may be used to brace the grain bulkheads or to create divisions
within the hold. The shoring prevents excessive lateral movement and supports the bulkheads.
d. Use of Dunnage
Dunnage Layers: Dunnage is placed on the floors and against the sides of the cargo hold to create a
buffer between the ship’s structure and the grain. It helps distribute the weight of the cargo and
minimizes friction that could lead to shifting.
Wooden Barriers: Wooden barriers may also be placed vertically within the grain to act as separators
and limit movement. These barriers are secured using lashings and struts to hold them in place.
3. General Securing Principles as per Grain Code

Preventing Shifting: The primary goal of securing grain cargo is to prevent shifting, which can affect
the vessel’s stability. Any movement of the grain can create a dangerous shift in the vessel’s center
of gravity.
Weight Distribution: Proper distribution of the grain within the compartment is essential to ensure the
vessel's stability. The grain must be evenly spread to avoid listing or sudden heeling during the
voyage.
Tightness of Lashings: Lashings must be tightly secured and properly tensioned to withstand the
dynamic forces acting on the cargo during the voyage.
Use of Approved Materials: All lashing materials must meet the required strength specifications as
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outlined by the Grain Code and should be in good condition.
Angle of Flooding (With Reference to the Code of Safe Practice for the Carriage of Grain):
The Angle of Flooding is defined as the angle of heel at which openings in the hull, such as hatches, air
pipes, or other access points, become submerged, allowing water to enter the ship. This angle is critical
because once water enters the hull, the ship's stability is compromised, increasing the risk of sinking or
capsizing.
Significance in the Carriage of Grain:
When carrying grain, the angle of heel caused by the shifting of the grain can lead to a dangerous situation
if the angle of heel approaches the angle of flooding.
The International Grain Code emphasizes that even in the event of grain shifting, the ship must maintain
a positive stability and that the angle of heel must not exceed the angle of flooding.
The code ensures that even after a potential shift of grain within the holds, the vessel should still maintain
adequate stability to prevent water from entering and to ensure the safety of the ship and crew.
Specially Suitable Compartment (With Reference to the Code of Safe Practice for the Carriage
of Grain):
A Specially Suitable Compartment, as defined in the Code of Safe Practice for the Safe Carriage of Grain,
refers to a cargo hold or compartment that meets specific design and structural requirements for carrying
grain in bulk without the need for additional grain fittings or securing arrangements (e.g., shifting boards,
strapping, or lashing).
Characteristics of a Specially Suitable Compartment:
Completely Filled Holds: The compartment must be capable of being completely filled with grain, leaving
no voids or free surfaces. This prevents the grain from shifting during the voyage.
Smooth Interior: The interior surfaces of the compartment must be smooth, without protrusions or
structural members that could trap or disturb the grain cargo and create instability.
Structural Integrity: The compartment must be structurally designed to withstand the pressure and weight
of the grain without the need for additional reinforcements.
No Free Surface Effect: Since the compartment is completely filled, there is no free surface of grain to
shift, reducing the risk of instability caused by cargo movement.
Filled Compartment (With Reference to the Code of Safe Practice for the Carriage of Grain):
A filled compartment is defined as a compartment where the grain cargo is loaded in such a way that it
completely fills the space, including any underdeck areas, up to the boundaries of the compartment. This
ensures that there is no free surface effect, meaning the grain does not have room to shift or move,
reducing the risk of the cargo affecting the vessel's stability. The grain is either leveled or trimmed to
prevent it from shifting during the voyage.
The compartment is completely filled with grain cargo.
There is no free surface effect.
The cargo is leveled or trimmed to prevent shifting.
Angle of Repose Suitable Compartment (With Reference to the Code of Safe Practice for the
Carriage of Grain):
An angle of repose suitable compartment refers to a compartment where the grain cargo is loaded and
naturally forms a slope at its angle of repose. The angle of repose is the steepest angle at which the grain
can be piled without sliding or shifting. This compartment allows the grain to settle at its natural angle,
which typically ranges between 20 to 25 degrees depending on the type of grain. The slope created by the
grain must be stable to prevent the cargo from shifting during the voyage. If the grain is loaded at its
angle of repose and is considered stable, it is deemed safe for carriage.
The grain forms a slope at its natural angle of repose.
The angle of repose is typically between 20 to 25 degrees.
The grain settles naturally, reducing the risk of cargo shifting during the voyage.
Recommendations as per grain for safe carriage of grain with respect to intact stability and
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securing of grain surface:

The Code of Safe Practice for the Safe Carriage of Grain provides specific recommendations to ensure the
intact stability of a ship and the proper securing of grain surfaces to prevent shifting and maintain the
safety of the vessel during the voyage. Below are the key recommendations:
1. Intact Stability Requirements
The intact stability of a vessel refers to its ability to remain upright and return to an upright position after
heeling due to external forces (e.g., waves, wind, or cargo shift). The following recommendations ensure
that the ship’s stability is maintained throughout the voyage when carrying grain in bulk:
Minimum Metacentric Height (GM):
After loading, the ship must have a minimum metacentric height (GM) of at least 0.30 meters (300
mm) in all loading conditions.
This ensures that the ship has sufficient righting lever to counteract any heeling caused by grain
shifting.
Angle of Heel Due to Grain Shift:
The angle of heel caused by the shifting of grain must not exceed 12 degrees under any
circumstances.
The vessel must maintain a positive righting lever (GZ) after the grain has shifted to ensure that
the vessel can recover from any heeling moment.
Area Under the GZ Curve:
The area under the righting lever curve (GZ curve) up to 40 degrees of heel (or the angle of
flooding, whichever is smaller) must be at least 0.075 meter-radians.
This ensures that the ship has sufficient stability to resist heeling caused by grain movement during
the voyage.
Free Surface Effect:
The free surface effect caused by grain cargo with a low angle of repose must be minimized through
proper trimming and securing of the cargo.
2. Securing of Grain Surface
The primary goal of securing the grain surface is to prevent shifting of the grain during the voyage, which
can adversely affect the stability of the vessel. Grain tends to shift due to the movement of the ship, and
securing the cargo properly is essential to maintaining stability. The following recommendations pertain
to securing the grain:
Trimming of Grain:
The grain must be properly trimmed to create a level surface, especially in partially filled
compartments. Trimming minimizes the free surface effect and reduces the likelihood of grain
shifting during the voyage.
Trimming is particularly important in the upper layers of the grain in the holds to prevent void
spaces that could lead to instability.
Shifting Boards:
When the holds are not fully filled, shifting boards should be used to prevent lateral movement of
the grain. These boards divide the grain into smaller sections and prevent it from moving across
the hold.
Shifting boards are typically placed vertically and secured within the holds, especially when loading
is not complete.
Strapping or Lashing:
In partially filled holds, strapping or lashing should be used to secure the surface of the grain.
These materials help prevent the grain from moving vertically or horizontally within the cargo
hold.
Straps or lashings should be properly tensioned and positioned to keep the grain in place
Over-stowage:
If the holds are not completely filled, over-stowage can be used to secure the surface of the grain.
Over-stowage involves placing additional materials, such as bagged grain or other cargo, on
top of the bulk grain to create downward pressure and prevent grain shifting.
Saucer-Shaped Trimming:
For partially filled holds, the grain may be trimmed into a saucer shape, where the surface of the
grain is curved downwards towards the center. This reduces the risk of shifting by reducing the
free surface area of the grain.
Longitudinal Divisions:
Longitudinal divisions or bulkheads may be used within the hold to prevent lateral movement of
the grain. These partitions provide additional structural support to minimize the risk of shifting.
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Stability Requirements of a Ship Carrying Grain in Bulk on a Bulk Carrier (With Reference to a
Statical Stability Curve):
A statical stability curve (also known as the GZ curve) is a graphical representation of a ship's stability at
various angles of heel. It illustrates the righting lever (GZ), which is the horizontal distance between the
ship's center of gravity (G) and the metacenter (M). The righting lever generates the righting moment,
which restores the ship to an upright position after heeling due to external forces like wind or wave action.
When carrying grain in bulk, a ship's stability can be affected by the shift of the grain cargo, potentially
causing dangerous heeling moments. Therefore, the Code of Safe Practice for the Carriage of Grain sets
specific stability criteria that must be met to ensure the safe transportation of bulk grain. The stability
criteria are based on the characteristics of the statical stability curve.
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1. Initial Metacentric Height (GM)

GM is the initial metacentric height, which represents the ship's ability to resist small angles of heel.
For bulk carriers carrying grain, the Code requires a minimum GM of 0.30 meters after the cargo
has been loaded and secured.
A higher GM indicates better initial stability, which is critical for resisting the initial effects of any grain
shift.
2. Positive Righting Lever (GZ) Throughout the Heel
The righting lever (GZ) must remain positive throughout the range of heel angles up to a specific limit.
This ensures that the ship generates a restoring force that will bring it back to an upright position
after heeling.
After the shift of grain occurs, the ship must have a positive GZ throughout the range of angles, up to
40 degrees or until the ship reaches the angle of flooding (whichever is smaller).
3. Angle of Maximum Righting Lever (GZmax)
The angle of maximum righting lever (GZmax) is the angle at which the righting lever reaches its
maximum value. For ships carrying grain, this angle should occur at a relatively moderate heel
(typically between 25° and 35°).
After grain shift, the angle of maximum righting lever should not be affected drastically, ensuring the
vessel still has a strong restoring force.
4. Area Under the GZ Curve
The area under the GZ curve is a measure of the ship's energy reserve to resist capsizing. The larger
the area, the better the ship can resist external forces such as waves and wind.
The Grain Code requires the area under the GZ curve to meet the following criteria:
The area under the GZ curve up to 30° of heel should be at least 0.055 meter-radians.
The area under the GZ curve up to 40° or the angle of flooding (whichever is smaller) should
be at least 0.09 meter-radians.
The area between 30° and 40° (or the angle of flooding) should be at least 0.03 meter-radians.
These area requirements ensure that the ship has sufficient righting energy to overcome heeling caused
by grain shifting or external forces.
5. Limiting the Angle of Heel Due to Grain Shift
One of the key stability criteria for bulk carriers carrying grain is that the angle of heel caused by the
shift of grain should not exceed 12 degrees under any conditions.
This ensures that even if the grain shifts, the ship will not heel excessively, which could compromise
stability or lead to the flooding of critical compartments.
6. Free Surface Effect and Grain Shift
The free surface effect created by the loose grain can reduce the GM and increase the ship's
vulnerability to heeling. The Code recommends that grain surfaces be properly trimmed, and
securing measures such as shifting boards or strapping must be applied to minimize the risk of free
surface effects and grain movement.
The GZ curve must account for the grain heeling moments due to potential cargo shift, and the vessel
must be capable of maintaining positive stability after the shift.
Demonstration: Using the Permissible Heeling Moment of Grain in the Grain Loading Booklet
The Grain Loading Booklet is a mandatory document for ships carrying grain, as required by the
International Grain Code. It contains key information about the vessel’s stability when carrying grain and
provides specific data on how to calculate the permissible heeling moment and ensure the ship maintains
stability during the voyage.
What is the Permissible Heeling Moment?

The permissible heeling moment refers to the maximum heeling moment (or force) caused by the shifting
of grain that a vessel can tolerate while maintaining adequate stability. It represents the allowable limit
of grain shift without exceeding the stability criteria set out in the Grain Code.
The heeling moment is caused by grain shifting to one side of the ship, which may cause the vessel to
heel (tilt) to that side. The grain loading booklet provides the permissible heeling moment based on the
ship’s stability characteristics, such as its displacement, metacentric height (GM), and righting lever curve
(GZ).
Steps to Use the Permissible Heeling Moment in the Grain Loading Booklet:
1. Identify the Grain Loading Condition
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First, determine the specific loading condition for your voyage from the Grain Loading Booklet. This
includes:
The displacement of the ship.
The grain loading plan (fully loaded, partially loaded, etc.).
The ballast condition (if applicable).
Each loading condition has a corresponding permissible heeling moment value in the grain loading booklet.
2. Locate the Permissible Heeling Moment
The booklet provides pre-calculated permissible heeling moments for different loading conditions,
typically in ton-meters or kNm. These values indicate how much force the grain can exert on the
ship (due to shifting) without compromising stability.
For example:
For a displacement of 25,000 tons, the permissible heeling moment might be 50,000 ton-meters.
For a displacement of 30,000 tons, the permissible heeling moment might be 60,000 ton-meters.
3. Calculate the Actual Heeling Moment
The actual heeling moment caused by the grain shift depends on the loading configuration of the grain.
Use the grain shifting formula or data provided in the booklet to calculate the actual heeling
moment:
𝐻𝑒𝑒𝑙𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 (𝐻𝑀) = 𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑔𝑟𝑎𝑖𝑛 𝑠ℎ𝑖𝑓𝑡𝑒𝑑 (𝑡𝑜𝑛𝑠) 𝑥 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑠ℎ𝑖𝑓𝑡𝑒𝑑 (𝑚𝑒𝑡𝑒𝑟𝑠)
For example, if 100 tons of grain shift by 5 meters, the heeling moment would be:
𝐻𝑀 = 100 𝑡𝑜𝑛𝑠 𝑥 5 𝑚𝑒𝑡𝑒𝑟𝑠 = 500 𝑡𝑜𝑛 − 𝑚𝑒𝑡𝑒𝑟𝑠
4. Compare Actual Heeling Moment with Permissible Heeling Moment
Compare the calculated heeling moment (from step 3) with the permissible heeling moment (from step
2) provided in the grain loading booklet.
If the actual heeling moment is less than or equal to the permissible heeling moment, the ship is safe
to carry the grain under the current loading condition.
If the actual heeling moment exceeds the permissible heeling moment, the loading arrangement is
unsafe. In such cases, corrective measures need to be taken, such as:
Redistributing or trimming the grain.
Adding securing methods (e.g., shifting boards, strapping).
Reducing the load in certain holds to reduce the risk of grain shifting.
5. Adjust the Loading or Securing Plan (If Needed)
If the actual heeling moment exceeds the permissible limit, adjust the loading plan or securing
arrangements to reduce the risk of grain shift. This might include:
Trimming the grain to reduce voids and prevent shifting.
Using shifting boards or lashing to secure the grain.
Adjusting the distribution of grain across the holds to ensure a more balanced load.
Recalculate the heeling moment after making these adjustments to ensure it falls within the
permissible limits.
Example Scenario:
Grain Loading Condition:
Displacement of the ship: 27,000 tons.
Loading condition: Partially loaded with grain in 3 holds.
Permissible Heeling Moment:
According to the grain loading booklet, the permissible heeling moment for a displacement of
27,000 tons is 55,000 ton-meters.
Calculate Actual Heeling Moment:
Assume 150 tons of grain could shift laterally by 4 meters in one hold.
Heeling moment calculation:
𝐻𝑀 = 150 𝑡𝑜𝑛𝑠 𝑥 4 𝑚𝑒𝑡𝑒𝑟𝑠 = 600 𝑡𝑜𝑛 − 𝑚𝑒𝑡𝑒𝑟𝑠
Comparison:
The actual heeling moment of 600 ton-meters is far below the permissible heeling moment of
55,000 ton-meters, meaning the loading arrangement is safe.
Adjustments (If Required):
If the actual heeling moment had exceeded the permissible limit, adjustments such as trimming,
securing, or redistributing the grain would be necessary to ensure safety.
Loading Process for Vessels Without a Document of Authorization (DOA) for Carriage of Grain:
A Document of Authorization (DOA) is issued to vessels that meet specific structural and operational
requirements for carrying grain in bulk, as defined by the International Grain Code. However, vessels
without a DOA can still carry grain under strict guidelines and procedures to ensure the ship’s stability and
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safety during the voyage. The loading process for such vessels involves additional precautions and securing
measures to mitigate the risks of grain shift, which can compromise the vessel's stability.
Here’s a detailed explanation of the loading process for vessels without a DOA:
Obtain Shipper's Declaration: The shipper must provide a Grain Cargo Declaration that outlines the
type of grain, stowage factor, angle of repose, and other critical characteristics. The Master uses
this information to plan the loading and securing arrangements.
Cargo Hold Preparation:
The cargo holds must be clean, dry, and free from contaminants.
Inspect the hatch covers to ensure they are watertight to prevent water ingress.
Ensure that bilges are clean, and the drainage system is operational.
2. Cargo Securing Measures
Since the ship does not have a DOA, additional securing arrangements must be implemented to prevent
grain from shifting during the voyage. The following securing methods must be applied:
Shifting Boards:
Install shifting boards (vertical partitions) in each hold. These boards divide the cargo into
smaller sections, which reduces the free surface area and limits lateral movement of the
grain.
Shifting boards should be placed vertically along the length of the hold and securely fastened
to the ship's structure.
Strapping or Lashing:
If the holds are not completely filled, strapping or lashing should be applied to secure the grain.
This involves using materials like wire ropes or steel bands across the surface of the grain
to hold it in place.
Lashings should be adequately tensioned to prevent vertical or lateral movement.
Over-Stowage:
For partially filled holds, over-stowage can be used to stabilize the grain surface. This can
involve placing bags of grain or other solid materials on top of the bulk grain to apply
downward pressure, preventing movement.
Trimming:
The grain must be properly trimmed to create a level surface. This prevents the formation of
voids and reduces the likelihood of grain shifting during the voyage.
Trimming ensures that the grain is evenly distributed across the hold, reducing the free surface
effect.
Filling Holds Completely (Where Possible):
Whenever possible, load the holds to their full capacity. Completely filled holds eliminate the
free surface area and prevent grain from shifting. This is the safest way to stow grain.
For holds that cannot be completely filled, other securing measures such as shifting boards,
strapping, or over-stowage must be applied.
3. Grain Stability Calculation
Stability Calculations:
The Master must carry out stability calculations to ensure that the vessel can maintain adequate
stability throughout the voyage, even if the grain shifts. The calculations must include:
Metacentric height (GM): The ship must have sufficient GM (at least 0.30 meters) after
the grain is loaded.
Righting lever (GZ): The vessel must maintain a positive righting lever even after the
grain has shifted.
Heel due to grain shift: The vessel's angle of heel due to grain shift should not exceed
12 degrees.
Permissible Heeling Moment:
The Master must ensure that the heeling moment caused by grain shift does not exceed the
vessel's permissible heeling moment. The permissible heeling moment is provided in the
grain loading stability booklet and must be compared with the calculated heeling moment
based on the grain cargo.
4. Loading the Grain
Sequential Loading:
Follow a sequential loading plan to ensure that the grain is distributed evenly across the cargo
holds. Avoid loading all the grain into one hold, as this can lead to excessive stresses on the
ship’s structure.
Trim and Stability Monitoring:
Continuously monitor the ship’s trim and stability throughout the loading process. Adjust ballast
as necessary to maintain proper trim and avoid excessive stresses.
Shifting Board Installation During Loading:
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Install shifting boards as required during the loading process. Ensure that they are properly
placed and secured to prevent the grain from moving during transit.
Over-Stowage and Lashing:
If over-stowage or lashing is required, ensure these are applied properly during the loading
process to prevent grain movement.
Final Stability Check:
After loading is complete, perform a final stability check to ensure that the ship meets all the
stability criteria, including GM, righting levers, and heeling moment.
Securing Final Inspections:
Inspect all the securing arrangements (shifting boards, lashings, over-stowage) to ensure they
are correctly in place and capable of withstanding the forces exerted by the grain during the
voyage.
6. In-Voyage Monitoring
Periodic Inspections:
Throughout the voyage, inspect the cargo holds regularly to ensure that the grain remains
secure. If any issues with shifting or securing arise, take corrective actions immediately.
Monitor Ship's Stability:
Continuously monitor the ship's stability, especially in rough weather conditions, and adjust
ballast as necessary to maintain the ship's safety.
TIMBER DECK CARGOES
Lashing Requirements and Steps for Timber Deck Cargo as per the Timber Code:
The Code of Safe Practice for Ships Carrying Timber Deck Cargoes (Timber Code) outlines specific
requirements for the lashing and securing of timber deck cargo to ensure the safety of the ship, crew, and
cargo during the voyage. Timber deck cargo can present a number of challenges, including shifting,
overloading, and loss of cargo, especially in rough seas. Below are the lashing requirements and steps to
be taken before loading, during loading, and during the voyage, as well as how the cargo is lashed
according to the Timber Code.
1. Lashing Requirements for Timber Deck Cargo
Materials for Lashing: The materials used for securing timber deck cargo must be of adequate strength
and condition. Commonly used materials include:
Steel wire rope (galvanized or ungalvanized) with a minimum diameter of 19 mm.
Chains, turnbuckles, or other tensioning devices to apply and maintain sufficient tension.
Shackles, clips, or sockets for securing the lashings to strong points on the ship.
Strength of Lashings:
The strength of each lashing should be sufficient to withstand the forces acting on the cargo
due to ship movement, wind, and wave action.
A safety factor of 2 is typically applied to ensure the lashings can endure the dynamic loads.
Lashing Arrangements:
Cross lashings and vertical lashings are required to provide stability to the cargo.
Horizontal lashings are required to prevent horizontal movement of the cargo, while vertical
lashings are necessary to prevent vertical movement or cargo shift.
Spacing of Lashings:
The lashings should be spaced appropriately, with the spacing determined by the height of the
timber stow and the anticipated forces during the voyage.
The distance between lashings should typically be not more than 3 meters for most
arrangements.
End Securing:
Special attention should be given to securing the foremost and aftermost parts of the cargo,
which are more vulnerable to shifting due to the ship’s pitching and rolling motions.
Lashing Tension:
Lashings should be applied with sufficient tension, using turnbuckles or tensioning devices to
ensure they remain tight during the voyage.
2. Steps to be Taken Prior to Loading Timber Deck Cargo
Inspection of Lashing Equipment:
Ensure all lashing gear (wire ropes, chains, tensioning devices) is in good condition and free
from wear, corrosion, or damage.
Inspect all securing points on the deck to ensure they are structurally sound and capable of
withstanding the forces exerted by the lashings.
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Timber Loading Plan:

Prepare a loading plan that includes the distribution of the timber deck cargo, ensuring that the
load does not exceed the deck loading limits. The loading plan should also account for the
ship’s stability, trim, and heel.
Stanchions and Uprights:
Install stanchions or uprights along the sides of the cargo stack to provide lateral support. These
stanchions help prevent the cargo from shifting sideways during the voyage.
The stanchions must be strong enough to resist the forces of the timber and must be spaced
appropriately.
Deck Preparation:
Ensure that the deck is clean and dry before loading begins.
The deck should be inspected for any damage or weaknesses, as timber cargo can exert
significant pressure on the deck, especially in heavy seas.
3. Steps During Loading of Timber Deck Cargo
Proper Stowage:
Evenly distribute the timber across the deck to maintain the ship’s stability and avoid excessive
list or trim. The center of gravity should be kept as low as possible by placing heavier logs
or timber at the bottom of the stow.
Height of Timber Stow:
The height of the timber stow should not exceed a level that compromises the ship’s stability.
Typically, the stow height should not exceed one-third of the vessel’s breadth unless specific
stability calculations allow for greater heights.
Securing Each Layer:
Ensure that each layer of timber is securely lashed before proceeding with the next. Lashings
should be applied as the cargo is being loaded, layer by layer, to prevent shifting during
loading.
Use of Dunnage:
Place dunnage between layers of timber to prevent the cargo from moving and to allow for
proper ventilation. Dunnage also provides a grip for lashings and tensioning devices.
Tensioning of Lashings:
Lashings must be tensioned progressively during loading, ensuring that each layer is adequately
secured. Tensioning devices, such as turnbuckles or ratchet straps, should be used to
maintain constant tension.
4. Steps to be Taken During the Voyage
Regular Inspections:
The lashings and securing arrangements should be regularly inspected throughout the voyage,
especially after encountering heavy weather or rough seas. Ensure that all tensioning
devices remain tight.
Retensioning of Lashings:
Due to the movement of the ship, lashings may lose tension over time. It is important to
regularly retension the lashings to prevent the timber cargo from shifting.
Monitoring of Stanchions and Uprights:
Inspect the stanchions or uprights to ensure that they remain in place and are not damaged by
the forces of the shifting timber. If any stanchions become loose or damaged, they should
be secured or replaced as soon as possible.
Weather Monitoring:
During periods of heavy weather, take additional precautions, such as reducing speed or
altering course to minimize the movement of the ship and the forces acting on the timber
deck cargo.
Lashing the Timber Deck Cargo:

The following procedures describe how the timber cargo is typically lashed:
Cross-Lashing:
Cross-lashings are applied across the top of the timber stow in a crisscross pattern to hold the
cargo down and prevent lateral movement. These lashings run from one side of the deck to the
other and are secured to the strong points on the deck, passing over the cargo.
Vertical Lashings:
Vertical lashings are applied to hold the layers of timber together and prevent the cargo from
shifting vertically. These lashings run from the deck to the top of the cargo and are tightened
using tensioning devices.
Fore and Aft Lashings:
Additional lashings may be applied in the fore and aft direction to prevent longitudinal movement
of the cargo. These lashings are especially important in the foremost and aftermost sections of
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the cargo stack.

Tensioning:
Once the cargo is fully lashed, all lashings must be properly tensioned using turnbuckles or ratchet
straps to ensure that the cargo remains secure throughout the voyage.
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Causes of Cargo Shift on a Timber Deck Cargo:

The shift of timber deck cargo poses significant risks to the ship's stability and safety. Cargo shift can
lead to dangerous heel angles, loss of stability, and even capsizing in extreme cases. Timber deck
cargoes, due to their exposed nature and bulk, are particularly vulnerable to shifting if not properly
secured. Several factors contribute to the shifting of timber deck cargoes, which can be categorized into
environmental and operational causes.
1. Improper Securing of Cargo
Inadequate Lashings: If the timber deck cargo is not properly secured with sufficient lashings, it can
easily shift due to the ship's motion in rough seas. Weak or improperly tensioned lashings can
loosen over time, especially if tensioning devices are not used or maintained.
Incorrect Lashing Materials: Using lashings that are too weak, worn out, or not suitable for the cargo
(e.g., lashings that corrode or snap under pressure) can lead to cargo movement.
Lack of Sufficient Lashings: If lashings are spaced too far apart or if insufficient lashings are used,
the cargo may not be adequately held in place, increasing the likelihood of shifting.
2. Incorrect Stowage or Distribution of Timber
Uneven Distribution: If the timber deck cargo is not evenly distributed across the deck, it can cause
uneven pressure and lead to instability. Uneven distribution places excessive loads on certain
areas, which increases the risk of shifting in rough weather.
Over-Height Stowage: If the cargo is stowed too high relative to the ship’s deck (exceeding one-third
of the vessel’s beam), the center of gravity rises, making the ship more prone to rolling and
listing, which in turn can cause the timber to shift.
Insufficient Use of Dunnage: Proper dunnage (wooden or other material used to provide cushioning
and ventilation between layers of cargo) must be placed between layers of timber. Without
dunnage, timber can slide and shift within the stow, especially when the ship encounters rough
seas.
3. Dynamic Forces from Ship Movement
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Rolling and Pitching: The natural movements of the ship, especially rolling (side-to-side motion) and
pitching (fore-and-aft motion), generate dynamic forces that can cause timber cargo to shift.
These forces are particularly strong during rough seas or heavy weather.
Heavy Rolling: If the ship rolls excessively (due to wind, waves, or poor stability), the forces
acting on the timber can be strong enough to overcome lashings, causing the cargo to
move laterally or vertically.
Yawing and Heaving: Yawing (side-to-side movement of the ship's bow) and heaving (vertical
movement) also exert dynamic loads on the timber cargo, increasing the risk of shifting.
4. Adverse Weather Conditions
Heavy Seas and Rough Weather: Severe weather conditions, such as storms, high winds, and large
waves, exert external forces on the ship and its cargo. High seas can wash over the deck, and if
the timber cargo is not secured properly, the increased exposure to water and wind can lead to a
shift.
Green Water on Deck: Heavy waves and green water (water that crashes onto the deck) can
increase the force acting on the timber, potentially dislodging or shifting the cargo.
Wind Forces: Timber deck cargo has a large surface area and is exposed to wind forces.
Strong winds acting on the exposed surface of the timber can cause a lateral shift,
especially if the lashings are not sufficiently strong to counteract the wind forces.
5. Loss of Tension in Lashings
Lashing Slack Due to Ship Movement: As the ship pitches, rolls, or vibrates during the voyage,
lashings can slacken, reducing their ability to hold the cargo securely. Without regular re-
tensioning, the cargo is more likely to shift.
Thermal Expansion and Contraction: Changes in temperature, especially over long voyages, can
cause the expansion and contraction of lashing materials (such as steel wires or chains). This can
lead to the lashings losing their tension and becoming loose, increasing the risk of timber
shifting.
6. Failure or Weakening of Securing Points
Weak Securing Points: If the deck fittings (e.g., eye bolts, cleats, or pad eyes) used to secure the
lashings are not strong enough to withstand the forces from the timber, they may fail or break,
causing the lashings to loosen and the cargo to shift.
Corrosion or Damage to Securing Equipment: Deck fittings and securing equipment exposed to the
marine environment can corrode or wear out, weakening their ability to secure the lashings. If
not properly maintained, these fittings can fail under pressure.
7. Overloading
Exceeding the Deck Loading Limit: If the weight of the timber deck cargo exceeds the maximum
permissible load for the deck, it may lead to structural damage or excessive strain on securing
arrangements, which can result in shifting of the cargo.
8. Water Accumulation on Deck
Water on Deck: If water accumulates on the deck (due to insufficient drainage or heavy rain), the
timber can become waterlogged and increase in weight. This extra weight can strain the securing
arrangements and lashings, making the cargo more prone to shifting.
Slippery Deck: Water or ice on deck can make the surface slippery, allowing the timber cargo to slide
more easily, especially if there is insufficient friction between the timber and the deck.
9. Poor Maintenance and Lack of Regular Inspection
Inadequate Inspection of Lashings and Securing Gear: During the voyage, lashings may weaken or
lose tension due to ship movement or external forces. If regular inspections are not conducted to
retension lashings or replace damaged securing gear, the timber cargo is at risk of shifting.
10. Inadequate Use of Stanchions and Uprights
Insufficient or Improper Stanchions: Stanchions or uprights are vertical supports placed along the
sides of the timber stack to prevent lateral movement. If the stanchions are not strong enough,
not properly spaced, or incorrectly installed, the timber can shift, especially under heavy lateral
forces from the ship’s motion.
Under Deck Stowage of Logs and Its Securing Arrangements:

Stowing and securing logs under deck presents several challenges due to the heavy and irregular nature
of the cargo. Logs can shift easily if not properly secured, affecting the vessel’s stability and safety. The
process of under-deck stowage requires careful planning and the use of specific securing methods to
prevent movement during the voyage.
1. Under Deck Stowage of Logs:
a) Preparation of the Cargo Hold:
Inspection: Before loading begins, the cargo holds must be inspected to ensure they are clean and
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free from any debris or materials that could affect the logs' stowage or stability.
Strength of the Hold: The structure of the hold must be able to bear the weight of the logs. It is
essential to ensure that the tank top and bulkheads are strong enough to handle the
concentrated weight of the log stacks.
Ventilation: Adequate ventilation must be provided within the hold to prevent the buildup of
moisture, which could cause damage to the logs and affect the ship's overall stability.
b) Loading and Stowage of Logs:
Stowage Plan: A detailed stowage plan must be created, taking into account the distribution of
weight, the size and shape of the logs, and the need to minimize void spaces within the hold.
Even Distribution: Logs should be evenly distributed across the cargo hold, both longitudinally and
transversely, to ensure that the ship remains balanced and stable. Heavy logs should be placed
at the bottom, with lighter logs on top.
Alignment: Logs should be stowed fore and aft, aligned with the ship’s longitudinal axis to prevent
shifting during the voyage. This alignment reduces the risk of transverse shifting caused by the
rolling motion of the vessel.
Filling Void Spaces: Care should be taken to minimize void spaces between the logs to prevent
movement during the voyage. Small logs or wedges (known as chocks) can be used to fill gaps
between the logs and the bulkheads or frames of the hold.
Multi-tier Stowage: If stowing logs in multiple layers or tiers, ensure that the bottom layer of logs is
placed with sufficient stability to support the layers above it. Each tier must be stowed firmly to
avoid collapsing or shifting.
2. Securing Arrangements for Logs Under Deck:
The primary aim of securing logs under deck is to prevent them from shifting or moving during the
voyage, especially in rough sea conditions. Securing logs under deck involves the use of specific
techniques and equipment to ensure the cargo remains in place throughout the voyage.
a) Shoring:
Shoring involves placing timber or steel beams (called shores) against the bulkheads or other
structural elements of the ship to prevent logs from shifting. Shores provide lateral support to the
cargo and help to distribute the weight evenly.
These beams are placed in a diagonal or vertical orientation and are securely fastened to ensure they
cannot move under the load of the logs.
b) Lashing and Wire Stays:
Lashing is the process of securing logs using wire ropes, chains, or steel cables. These lashings are
fixed to strong points in the hold, such as lashing eyes or pad eyes, and tightened using
turnbuckles or tensioners to create firm pressure on the logs.
Wire stays can be rigged across the width and length of the cargo hold to hold the logs in place,
preventing them from shifting either longitudinally or transversely.
Lashings are typically arranged in a criss-cross or diagonal pattern to provide additional security
against movement in all directions.
c) Chocking and Wedges:
Chocks and wedges are used to fill gaps between the logs and the hold structure, preventing
movement. These chocks are typically made from timber and are placed at the ends of the logs
to stop them from sliding fore or aft.
Wedges can also be used between individual logs to create a tighter stow, minimizing any potential
void spaces.
d) Steel Bars or Frames:
In some cases, steel bars or frames are installed to provide additional structural support within the
cargo hold. These bars help to keep the logs stacked in place and can be bolted to the bulkheads
or deck.
Steel bars are often used for longitudinal support, especially when dealing with large or heavy logs.
e) Buttresses or Strongbacks:
Buttresses or strongbacks are strong vertical structures placed against the logs at intervals within
the hold. These structures act as braces to keep the logs from shifting under the influence of
rolling or pitching.
Strongbacks are usually made from steel or heavy timber and are fastened securely to the hold
structure.
f) Friction Mats:
Friction mats or non-slip materials can be placed under the logs or between tiers to increase friction
and reduce the risk of sliding or shifting. These mats are particularly useful for preventing
movement during loading or unloading operations.
3. Additional Considerations for Under Deck Stowage of Logs:
a) Monitoring Cargo Stability:
The ship’s officers must continuously monitor the stability of the logs during the voyage. Any signs of
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shifting or movement must be addressed immediately, and additional lashings or shoring may be
required.
b) Regular Inspections:
Regular inspections of the lashings, chocks, and securing arrangements should be conducted
throughout the voyage, particularly after encountering rough weather or heavy seas.
If any securing devices are found to be loose or damaged, they must be re-secured or replaced as
necessary.
c) Ventilation:
Adequate ventilation is critical to prevent excessive moisture buildup within the hold, which could
cause the logs to swell and potentially damage the cargo hold or affect the ship's stability.
Ensure that ventilation ducts are not blocked and that there is proper airflow around the logs.
Personnel Protection and Safety Devices on Timber Ships:

Carrying timber deck cargo presents unique challenges and hazards for crew members working on
timber ships, especially during loading, securing, and navigating rough seas. The Code of Safe Practice
for Ships Carrying Timber Deck Cargoes (Timber Code) provides guidelines to ensure the safety of
personnel working on these ships. The key personnel protection measures and safety devices are
outlined below:
To protect crew members from the physical hazards associated with working on timber deck cargoes,
the use of appropriate personal protective equipment (PPE) is mandatory. Common PPE includes:
Hard Hats: Protect against head injuries caused by falling timber, gear, or tools during loading and
securing operations.
Safety Footwear: Non-slip, steel-toed boots to prevent foot injuries from heavy timber and provide
good traction on slippery decks.
Gloves: Heavy-duty gloves to protect hands from cuts, splinters, and abrasions while handling timber
or lashing gear.
Safety Harnesses and Lanyards: Used to prevent falls from heights when working on elevated
sections of the timber deck cargo, particularly in rough weather or during loading and securing
operations.
High-Visibility Clothing: Worn to ensure crew members are visible, especially during night operations
or low-visibility conditions.
2. Lifelines and Safety Rails
Lifelines: Lifelines or safety lines are often rigged along the length of the cargo deck to provide a
secure means for crew members to move safely while working on top of the timber stow. They
allow crew to attach their safety harnesses, preventing falls overboard.
Safety Rails and Guardrails: Guardrails or stanchions fitted along the sides of the vessel's deck help
prevent crew members from falling overboard while working around the cargo. These rails are
essential when the ship is in heavy seas or when personnel are moving on slippery, wet decks.
3. Gangways and Access Ladders
Safe Access: Gangways or ladders are essential to provide safe access to the cargo holds and across
the deck for crew members working with the timber cargo. The gangways should be properly
secured, with safety rails or lifelines provided for safe passage over the uneven timber surface.
Ladders with Handrails: In areas where vertical access is required, ladders with handrails should be
installed to ensure safe movement between different levels of the ship or the timber stack.
4. Anti-Slip Surfaces
Non-Slip Decking: The ship's deck, particularly in areas where crew members walk or work, should
be covered with anti-slip surfaces to prevent accidents. Timber can create a slippery
environment, especially when wet, so non-slip coatings or mats should be applied to walking
areas.
5. Adequate Lighting
Deck Lighting: Proper lighting is essential for the safety of crew members working on timber deck
cargo, especially during night operations or in poor weather conditions. Adequate lighting reduces
the risk of accidents by improving visibility.
Portable Lighting: Crew members may also be equipped with portable lights or headlamps when
working in areas with limited fixed lighting.
6. Weather Protection
Handrails and Support Bars: When crew members are working on deck during heavy weather,
handrails or support bars along the ship’s structures or timber stow should be provided to offer
stability and support against the motion of the ship.
Wet Weather Gear: Crew members working in adverse weather conditions should be provided with
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wet weather gear, including waterproof clothing and footwear, to protect them from rain, wind,
and cold.
7. Fall Prevention Measures
Fall Arrest Systems: For crew members working at heights or on elevated sections of the timber
cargo, fall arrest systems (including harnesses and lanyards) must be used to prevent falls.
These systems should be securely attached to strong points on the deck or safety rails.
Netting: Safety netting may be deployed along the sides of the ship or around certain areas of the
timber stow to provide additional fall protection.
8. Safety Signs and Markings
Warning Signs: Appropriate warning signs should be posted in areas where there are potential
hazards, such as low clearance, fall risks, or slippery surfaces. These signs help crew members
stay aware of dangerous conditions.
Markings on Deck: Safety markings on the deck, such as painted lines or arrows, can guide crew
members safely around the timber stow and ensure they avoid hazardous areas.
9. Emergency Equipment
Life Jackets and Buoyant Equipment: Life jackets or personal flotation devices (PFDs) should be worn
by all crew members working on deck, particularly when working at height or in areas exposed to
the sea. Lifebuoys and buoyant heaving lines must also be readily accessible in case of a man-
overboard situation.
First Aid Kits: Properly stocked first aid kits must be available on board to deal with injuries that may
occur while working on timber deck cargoes, such as cuts, splinters, or sprains.
10. Communication Devices
Two-Way Radios: Crew members working on deck must have reliable two-way radios or
communication devices to maintain constant communication with the bridge and other crew
members during operations.
Whistles or Horns: Personal whistles or horns may be issued to crew members to alert others in the
event of an emergency or fall.
11. Regular Safety Drills and Training
Safety Drills: Regular safety drills should be conducted to ensure crew members are familiar with
safety procedures, especially in the context of timber deck cargo operations. These drills include
man-overboard exercises, fire drills, and fall recovery.
Safety Training: Crew members should undergo training on proper lashing techniques, the use of
PPE, and emergency procedures to reduce the risks associated with timber deck cargo
operations.
Stowage and Securing of Cargoes as per the Timber Code:

The Code of Safe Practice for Ships Carrying Timber Deck Cargoes (Timber Code) provides specific
guidelines for the stowage and securing of timber cargoes to ensure the safety of the ship, crew, and
cargo during the voyage. Timber deck cargoes, due to their bulk, height, and exposure to environmental
forces, require special attention to prevent shifting, sliding, or loss of cargo overboard. The following are
the main principles for stowage and securing as outlined in the Timber Code.
1. Proper Distribution of Cargo
Even Distribution: Timber deck cargo must be evenly distributed across the deck to maintain stability
and prevent excessive list or trim. Uneven distribution can lead to dangerous heeling and strain on
the vessel’s structure.
Center of Gravity: The timber should be loaded in such a way that the center of gravity remains as low
as possible. Heavier logs or timber should be placed lower in the stow, with lighter timber on top,
to reduce the risk of instability.
2. Securing Arrangements
Adequate Lashings: The timber deck cargo must be properly lashed using materials such as steel wire
ropes, chains, or other tensioning devices that are strong enough to withstand the forces
experienced during the voyage. The lashings should be spaced at regular intervals to secure the
entire cargo stack.
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Cross Lashings: Lashings should be arranged in a crisscross pattern to hold the timber cargo
tightly together and prevent lateral movement.
Vertical Lashings: These are applied to hold the cargo down onto the deck, preventing upward
or vertical movement caused by wave or wind action.
Tensioning: The lashings must be properly tensioned using turnbuckles or ratchet straps to ensure
that they remain tight and effective throughout the voyage. Retensioning of the lashings may be
necessary during the voyage, especially after encountering rough seas.
3. Use of Stanchions and Uprights
Stanchions (Uprights): Stanchions or uprights are placed along the sides of the timber cargo to prevent
lateral movement. These stanchions must be robust enough to withstand the forces exerted by the
cargo.
Stanchions are typically metal or wooden and are spaced at regular intervals along the deck to
provide lateral support for the cargo stack.
4. Height of the Stow
Height Limitations: The height of the timber deck cargo should not exceed a level that compromises
the vessel’s stability. Generally, the height of the timber stow should not be more than one-third
of the vessel's beam, unless specific stability calculations allow for greater heights.
5. Use of Dunnage
Dunnage: Dunnage (usually wooden planks or matting) should be placed between layers of timber to
ensure proper ventilation and to prevent the timber from sliding within the stow. Dunnage provides
grip and increases the friction between the layers, making the cargo more stable.
6. Weather Protection and Precautions
Protection from Weather: Timber deck cargo is exposed to the elements, so special care must be taken
to secure it against the effects of wind, waves, and heavy weather. This includes ensuring that the
lashings are tight enough to hold the cargo in place even during severe rolling and pitching.
Green Water: The deck cargo should be stowed in such a way that it allows green water (water crashing
onto the deck) to flow freely without causing damage to the timber or washing the cargo overboard.
7. Cargo Securing Plan
Approved Securing Plan: The vessel should have an approved cargo securing manual that outlines the
specific securing arrangements for the timber deck cargo. This plan must comply with the Timber
Code and include details such as the type of securing equipment, lashing arrangements, and any
special considerations for stability and safety.
8. Stability Considerations
Maintain Stability: The ship’s stability must be maintained throughout the loading and securing of the
timber cargo. The vessel's metacentric height (GM) should be sufficient to ensure the ship can
withstand the forces exerted by wind and waves.
Freeboard: The freeboard (distance from the waterline to the deck) should not be compromised by the
weight of the timber cargo. The deck load must be calculated carefully to ensure that the ship has
adequate reserve buoyancy and stability during the voyage.
9. Securing the Foremost and Aftermost Parts of the Cargo
Securing the Ends: The foremost and aftermost parts of the timber stow are particularly vulnerable to
the forces generated by the ship's motion, especially during pitching and heavy seas. Special
attention must be paid to securing these areas to prevent sliding or loss of cargo.
10. Regular Inspection and Maintenance
Regular Inspection: Lashings, stanchions, and securing gear should be regularly inspected throughout
the voyage, especially after encountering heavy weather. Any lashings that become loose or
damaged must be retightened or replaced to prevent cargo shift.
Timber Carrier Design, Construction and Stability Requirements:

Timber ships (timber carriers) are vessels specifically designed or adapted to carry timber cargo, especially
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when it is transported on deck in addition to cargo holds. Timber cargo can have unique stability and
safety challenges, particularly due to its high buoyancy, susceptibility to shifting, and exposure to weather.
The International Maritime Organization (IMO) has developed regulations for the safe carriage of timber
under the International Convention on Load Lines (ICLL) and the International Code of Safe Practice for
Ships Carrying Timber Deck Cargo (Timber Code).
1. Design Requirements for Timber Ships:

a) Strength of the Hull:
Timber carriers must have a strong hull to withstand the additional forces imposed by deck cargo,
which is often stacked high above the main deck. The ship’s structural design must account for the
extra weight and height of timber loads and the dynamic forces exerted by the sea.
Strengthened bulkheads and deck structures are essential to prevent damage from the shifting or
movement of timber cargo.
b) Cargo Hold Configuration:
Timber ships often have large, box-shaped cargo holds that can accommodate large quantities of
timber. The hold design should minimize the shifting of cargo by ensuring that timber can be stowed
securely.
Ventilation of the cargo holds is critical for preventing timber from deteriorating due to humidity and
heat accumulation.
c) Deck Strength:
The ship's deck must be reinforced to handle the weight and height of deck-stowed timber. Deck beams
and supports must be strong enough to handle the additional loads without warping or deforming.
Securing points (such as lashing points and fittings) must be integrated into the deck design to provide
secure attachment for the lashings used to hold the timber cargo in place.
d) Freeboard and Load Line:
Timber carriers are often granted reduced freeboard (known as the timber load line), allowing them to
carry more cargo. However, to qualify for this reduction, the ship must comply with specific
structural and stability criteria.
The Load Line Convention allows a special timber load line for vessels carrying timber deck cargo,
which permits a lower freeboard, provided specific safety conditions are met.
2. Construction Requirements for Timber Ships:

a) Timber Deck Cargo Fittings:
Ships designed to carry timber deck cargo must be fitted with strong securing points on the deck, such
as lashing rings, pad eyes, or U-bolts. These fittings must be capable of withstanding the heavy
loads applied by the lashings during the voyage, especially in rough seas.
Bulwarks (raised edges around the deck) and shelter decks may be required to provide additional
protection against the loss of timber overboard due to shifting.
b) Weather Protection:
The deck must have an effective drainage system to prevent the accumulation of water on deck, as
water accumulation can lead to instability.
Timber rails or stanchions are often installed along the sides of the deck to provide lateral support for
deck-stowed timber and prevent it from sliding or falling overboard.
c) Securing of Timber Deck Cargo:
The ship must be equipped with adequate securing arrangements, including heavy-duty lashing gear
(such as wire ropes, chains, turnbuckles, and tensioners) to securely lash down the timber deck
cargo.
Lashing plans must comply with the Timber Code, specifying the number, size, and placement of
lashings to ensure that the cargo remains secure under all expected sea conditions.
d) Ship Superstructure:
The superstructure of a timber ship may need to be designed to withstand the additional exposure to
sea spray and high winds due to the height of deck cargo. Strong windlasses and other mooring
equipment must be designed for use in securing the ship when heavy timber is on board.
3. Stability Requirements for Timber Ships:

Stability is a critical aspect of timber carriers due to the nature of timber cargo, which is buoyant and can
shift easily if not secured properly.
a) Initial Stability (GM):
Timber carriers must maintain sufficient initial stability (GM) to avoid excessive rolling, especially when
deck cargo is carried. The metacentric height (GM) should be adequately high to ensure that the
ship is resistant to capsizing, even with the weight of the deck cargo.
The buoyant nature of timber can provide positive buoyancy in cases where the ship is partially flooded,
but this can also lead to excessive heel if the cargo is not secured properly.
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b) Transverse Stability:
Due to the high center of gravity when timber is carried on deck, careful attention must be paid to
transverse stability. Timber ships must ensure that the righting lever (GZ) curve is adequate to
provide sufficient stability across all operational conditions.
Timber deck cargo increases the windage of the vessel, and the ship may become more vulnerable to
wind forces. This requires adjustments to the loading plan to maintain proper stability during the
voyage.
c) Securing Cargo to Minimize Shifting:
Timber is prone to shifting, especially during heavy rolling or pitching in rough seas. This can adversely
affect stability, leading to dangerous list or trim. Securing timber deck cargo effectively is vital to
maintaining stability.
The angle of heel should be regularly monitored, and if the cargo shifts, corrective action (such as
redistributing the cargo or adjusting the ballast) may be necessary.
d) Stability During Loading and Unloading:
Stability calculations must also be made during loading and unloading operations, as timber cargo may
be loaded unevenly in the early or late stages of the process, potentially leading to instability.
e) Free Surface Effect:
When water collects on the deck or in the hold (especially if water penetrates through unsecured
hatches or poorly lashed cargo), the free surface effect can reduce the ship’s stability. Proper
drainage systems and cargo securing are necessary to minimize this risk.
f) Stability Booklet and Documentation:
Timber ships must carry a stability booklet that provides details on stability parameters and
instructions for the safe carriage of timber deck cargo. This document ensures that the Master and
crew can make informed decisions about loading, ballasting, and securing timber.
4. Other Considerations for Timber Ships:

a) Stability Enhancement:
Ships carrying timber deck cargo are often required to carry ballast water to counteract the high center
of gravity. Ballasting helps lower the center of gravity and improve stability.
Heeling tanks may also be used on some timber ships to correct excessive heel caused by shifting
cargo.
b) Compliance with IMO Regulations:
Timber carriers must comply with the International Code on Intact Stability (IS Code) and SOLAS
regulations regarding stability criteria, safety of navigation, and structural strength.
c) Regular Inspections and Maintenance:
Regular inspections of securing arrangements, lashing gear, and hull structures are essential to
maintain safety during voyages with timber deck cargo. Loose or corroded lashings, worn-out
fittings, or deck damage can lead to serious incidents during rough weather conditions.
CONTAINERS
Stowage Location Definition on a Cellular Container Vessel

On a cellular container vessel, the stowage location of a container is precisely defined using a standardized
system based on the ship's structure. This system ensures that containers are efficiently loaded, secured,
and unloaded, while maintaining stability and safety. The stowage location of a container is defined by
three key parameters: bay, row, and tier.
1. Bay
Bay refers to the longitudinal (forward-to-aft) position of a container on the vessel.
The ship’s cargo area is divided into multiple bays, typically numbered from bow to stern. The bay
number increases as you move aft along the ship.
Odd-numbered bays (e.g., 01, 03, 05) are usually for 40-foot containers, while even-numbered bays
(e.g., 02, 04, 06) are used to represent the positions for 20-foot containers within the same space.
Example: Bay 01 refers to a 40-foot container slot, while bays 02 and 04 represent 20-foot
container slots within the same 40-foot space.
2. Row
Row defines the transverse (port-to-starboard) position of the container in the bay.
Rows are numbered outward from the ship's centerline. Containers to the port side of the centerline
are designated with even numbers (e.g., 02, 04, 06), and containers to the starboard side of the
centerline are designated with odd numbers (e.g., 01, 03, 05).
Example: Row 01 refers to the first container on the starboard side, while row 02 refers to the
first container on the port side.
3. Tier
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Tier refers to the vertical position of the container, either above or below deck.
Tiers are numbered from bottom to top. For containers stowed below deck, tier numbers typically start
at 02 and increase upwards. For containers stowed above deck, tier numbers often start at 80 and
increase upwards in increments of 2 (e.g., 82, 84, 86).
Example: Tier 02 refers to a container placed at the bottom of the hold, while tier 84 refers to
a container stacked four layers above deck.
Information Provided in a Bay Plan

A Bay Plan (also called a stowage plan) is a detailed diagram that provides critical information about the
location and status of containers loaded on a container ship. It helps in managing the efficient loading,
securing, and unloading of containers while ensuring the stability and safety of the ship. The bay plan is
used by the ship's crew, terminal operators, and port authorities to coordinate cargo operations.
Information in a Bay Plan:
Bay Numbers:
The bay plan displays the bay numbers sequentially, showing the layout of container slots from
bow to stern. Each bay is divided into sections to show where containers are stowed.
Row and Tier Designation:
The plan identifies the row and tier of each container within the bay. Rows show the transverse
positions, while tiers indicate the vertical levels of the containers.
Container Identification Numbers:
Each container is identified by its unique container number, which is recorded in the bay plan.
This allows easy identification and tracking of specific containers.
Container Size and Type:
The bay plan includes details on the size of the containers (e.g., 20-foot, 40-foot, or 45-foot) and
their type (e.g., dry, reefer, open-top, or tank container).
Reefer Container Information:
Reefer (refrigerated) containers are marked on the bay plan, and their specific locations are
shown so that their power supply and temperature monitoring systems can be connected and
maintained during the voyage.
Hazardous Cargo (IMDG) Information:
Containers carrying dangerous goods (as per the International Maritime Dangerous Goods
(IMDG) Code) are highlighted in the bay plan. This includes information on the type of
hazardous cargo and any special handling or stowage instructions.
Container Weight and Stack Weight:
The bay plan provides information on the weight of each container. This is essential for ensuring
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that the vessel’s stability and structural limits are not exceeded.
Stack weight limits are included to prevent overloading in a particular bay or tier, which could
compromise the ship’s structural integrity.
Cargo Destination and Port of Discharge:
The bay plan specifies the port of discharge for each container, helping to organize the loading
sequence so that containers intended for earlier ports are placed in accessible locations.
Special Stowage Requirements:
Containers with special stowage requirements (e.g., oversized, out-of-gauge containers) are
identified in the plan to ensure they are stowed correctly to prevent damage or interference
with other cargo.
Empty and Full Containers:
The bay plan indicates whether containers are full or empty, as this affects the ship’s stability and
the arrangement of containers. Empty containers are typically stowed higher in the stack or in
less critical locations.
Lashing Information:
The bay plan includes information on the lashing requirements for securing containers,
particularly those stowed above deck. Lashing gear must be applied to prevent containers
from shifting or being lost overboard in rough seas.
Anti-Heeling Tanks on Cellular Container Ships:

Anti-heeling tanks are specialized tanks fitted on cellular container ships to correct and maintain the ship's
transverse stability (heel) during loading, unloading, or in conditions where there is a temporary imbalance
of weight distribution. These tanks are essential for managing the ship's stability, especially in the context
of uneven cargo operations or dynamic changes in the ship's loading condition.
Anti – Heeling System
1. Purpose of Anti-Heeling Tanks

Correcting Heel During Cargo Operations: During the loading and unloading of containers, the ship
may experience a temporary heel due to the uneven distribution of weight. For example, if
containers are loaded on one side of the ship before the opposite side is loaded, it can cause the
ship to list or heel. Anti-heeling tanks help counteract this imbalance by quickly shifting water from
one side of the ship to the other.
Maintaining Stability: By transferring water between the tanks, the system ensures that the ship
remains upright and stable, preventing excessive heeling, which could be unsafe for both the ship
and cargo handling operations.
2. How Anti-Heeling Tanks Work
Water Transfer System: Anti-heeling tanks are typically positioned on both port and starboard sides
of the ship. The tanks are connected by a system of pumps and valves that can quickly transfer
water between the tanks.
Automatic Control System: Most modern container ships are equipped with an automated control
system that monitors the ship's heel (using heel sensors) and automatically activates the pumps
to transfer water between the tanks as necessary. This ensures real-time adjustments to maintain
the ship's balance.
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Manual Override: Although the system is usually automated, there is also a manual override function
that allows the crew to adjust the water levels in the tanks if needed.
3. Operation of Anti-Heeling Tanks
Loading and Unloading: During loading and unloading operations, especially when cargo operations
are happening asymmetrically (one side of the ship being loaded or unloaded faster than the other),
the anti-heeling system actively adjusts the water levels in the tanks to maintain an upright
position.
Continuous Adjustment: The system makes continuous adjustments based on real-time data from the
ship's heel sensors to counteract any imbalance caused by shifting cargo, wind, or waves.
4. Benefits of Anti-Heeling Tanks
Improved Safety: By preventing excessive heel during cargo operations, anti-heeling tanks ensure that
the ship remains stable, reducing the risk of accidents or cargo damage.
Efficient Cargo Handling: The system allows for faster and more efficient loading/unloading since it
minimizes delays caused by the need to adjust the ship's position manually.
Crew Comfort and Safety: A balanced ship reduces the risk of discomfort or injury to the crew working
on deck or in the cargo hold, and it ensures a safer environment during cargo operations.
Torsional Stresses on Cellular Container Ships:

Torsional stresses refer to the twisting forces acting on a ship's structure, particularly affecting its
longitudinal strength. On cellular container ships, these stresses are of significant concern due to the
design and operation of the ship, which involves carrying containers in vertical stacks. The ship's long and
narrow hull makes it vulnerable to twisting forces, especially in heavy weather and uneven loading
conditions.
1. Causes of Torsional Stresses
Uneven Loading of Containers: If containers are not loaded evenly across the deck and holds, it can
create an imbalance, leading to torsional stresses as the ship twists along its length.
Heavy Seas and Wave Action: When a ship encounters waves at oblique angles (i.e., not directly head-
on or from the stern), the hull experiences differential forces on different parts of the vessel. This
can cause the ship to twist as sections of the hull are lifted or dropped unevenly by the waves.
Wind Forces on Containers: On cellular container ships, particularly when containers are stacked high
on deck, wind pressure on one side of the containers can create an uneven force, leading to
torsional stress along the hull.
2. Effects of Torsional Stresses
Hull Deformation: Torsional stresses can lead to twisting or warping of the ship’s hull structure. Over
time, this can cause permanent deformation or fatigue in the ship’s steel structure, compromising
its integrity.
Container Stack Instability: Torsional stress can lead to container stack misalignment or shifts, which
increases the risk of container damage or loss overboard in rough weather.
Structural Fatigue: Continuous exposure to torsional stress, especially in large waves or during long
voyages, can lead to fatigue cracks in the hull, particularly at stress concentration points like hatch
corners or connections between structural members.
3. Design Features to Reduce Torsional Stresses
Reinforced Hull Structure: Cellular container ships are designed with torsion-resistant hull structures,
which include box girders, web frames, and torsion-resistant deck plates to minimize the effects of
torsional stress.
Twist Locks and Lashing Systems: Proper securing of containers using twist locks and lashing systems
helps reduce the risk of cargo shifting, which can exacerbate torsional stresses on the ship’s hull.
Balanced Loading: Proper stowage planning is essential to evenly distribute the weight of containers
across the ship’s beam to minimize the torsional loads acting on the vessel.
4. Operational Considerations
Avoidance of Oblique Wave Angles: Navigating to avoid taking waves at an angle can reduce the
torsional stresses caused by wave-induced twisting. This is particularly important in heavy weather.
Monitoring and Maintenance: Regular inspections for hull fatigue and cracks, especially at points where
torsional forces are concentrated, are important for maintaining the structural integrity of the ship.
Stack Weight on Cellular Container Ships:

Stack weight refers to the total weight of all containers stowed vertically in a single container stack on a
cellular container ship. Containers are loaded in stacks both in the holds and on deck, and each stack has
a specific weight limit to prevent overloading and to maintain the ship's stability and structural integrity.
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1. Definition of Stack Weight

Stack weight is the cumulative weight of all containers placed one above the other in a specific bay,
row, and tier on a container vessel. This weight must not exceed the maximum allowable stack
weight as determined by the ship's design and structural limitations.
Stack weight limits are especially important for containers stowed below deck, where the weight is
transferred directly to the ship's structure, and for containers stowed on deck, where lashings and
twist locks must bear the load.
2. Maximum Allowable Stack Weight
The maximum allowable stack weight for a given position on the vessel is calculated based on the
ship's design and the structural strength of the deck or tank top beneath the stack.
The maximum allowable stack weight is usually higher for below-deck stowage because the tank top
and internal structure are stronger and can bear greater loads. The allowable weight for on-deck
stacks is lower because they are more exposed to dynamic forces such as wind and waves.
3. Factors Affecting Stack Weight
Container Size: 40-foot containers generally have a greater stack weight allowance than 20-foot
containers because of the larger distribution of weight over the same deck area.
Location on the Ship: Stack weight allowances can vary depending on the container's location on the
ship. For example, container stacks located closer to the centerline (longitudinally and transversely)
usually have higher allowable stack weights compared to those located near the edges or corners
of the ship.
Ship’s Structural Limits: The structural design of the ship dictates how much weight can be safely
carried in each stack. Exceeding the stack weight limit can cause structural deformation or even
collapse of the container stack.
4. Importance of Managing Stack Weight
Structural Integrity: Overloading a stack can lead to excessive stress on the ship’s deck plating, tank
tops, and container supports, potentially causing structural damage.
Safety of Containers: Containers at the bottom of an overloaded stack may be crushed, leading to
cargo damage or container collapse.
Stability of the Ship: Incorrectly managing stack weight, especially for on-deck containers, can affect
the ship’s stability, leading to dangerous heel or list during the voyage.
5. Stack Weight in the Bay Plan
The bay plan specifies the maximum allowable stack weight for each container stack on the vessel.
The plan is used during loading operations to ensure that the stack weight limits are adhered to.
Stack weight data includes:
The total cumulative weight of the containers in each stack.
Weight distribution guidelines to prevent overloading in specific sections of the ship.
6. Operational Considerations
Load Planning: The ship’s cargo planner must ensure that container weights are distributed properly
throughout the ship to avoid exceeding stack weight limits.
Weight Verification: Proper verification of container weights is crucial to ensure that the stack weight
limits are not exceeded, especially in cases where weight discrepancies might exist.
Planning and Precautions Before Loading and Unloading of Containers in a Cellular Container
Ship:
Effective planning and careful precautions are critical for the safe and efficient loading and unloading of
containers on a cellular container ship. Containers must be handled with precision to avoid damage to the
cargo and vessel, ensure proper stability, and comply with safety regulations. Below are the key
considerations and precautions for planning the loading and unloading operations.
1. Pre-Planning Before Loading Containers

a. Cargo Stowage Plan
Preparation of Stowage Plan: A detailed cargo stowage plan must be prepared in advance. The plan
will dictate where each container will be stowed on the ship and ensure that it is distributed in a
way that maintains the ship's stability and structural integrity.
Considerations for Cargo Type:
Weight Distribution: Heavier containers should be placed lower in the ship (towards the keel
and bottom tiers), while lighter containers should be placed higher.
Hazardous Cargo: Special care must be taken for hazardous materials (IMO-classified cargo).
They should be stowed in designated areas and in accordance with international regulations,
such as the IMDG Code.
Reefer Containers: Containers requiring refrigeration (reefer containers) should be stowed in
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slots that provide access to power connections.

b. Vessel Stability and Trim Calculations
Stability Considerations: Before loading, the vessel’s stability should be carefully calculated using
stability software or manual calculations. This includes calculating the GM (metacentric height),
center of gravity, and ensuring the vessel has adequate stiffness to handle the containers without
excessive rolling.
Trim Adjustments: The stowage plan should ensure that the ship is properly trimmed (bow and stern
are balanced) throughout the loading process. Ballast water may be adjusted as required to
maintain stability and trim during loading/unloading.
c. Weight and Stack Limits
Stack Weight Limits: Each stack of containers has a maximum allowable weight, especially for the
containers loaded higher up. Overloading stacks can result in structural damage to containers and
the vessel.
Deck Strength and Load Limits: Ensure that the deck and cell guides can handle the maximum weight
of containers. Exceeding the Safe Working Load (SWL) could lead to structural failure.
d. Bay Plan Review
Bay Plan: A bay plan is prepared before loading to show the exact location of each container within
the ship. The bay plan helps in ensuring proper weight distribution and preventing containers from
being stowed in incorrect positions.
e. Container Inspection and Pre-Loading Checks
Inspection of Containers: Containers should be inspected for any visible damage before loading.
Containers that are damaged or have structural issues may not be suitable for loading as they
could compromise the safety of the entire stack.
Customs and Documentation: Ensure that all containers have the required customs clearance,
documentation, and necessary certifications (such as the VGM – Verified Gross Mass).
2. Precautions During Loading

a. Safe Operation of Cranes
Cranes and Lifting Equipment: Ensure that the cranes and all lifting equipment are in good working
condition and that they are capable of safely handling the containers' weight. This includes checking
the crane’s lifting capacity and verifying that it can handle the load within the Safe Working Load
(SWL).
Skilled Crane Operators: Only trained personnel should operate cranes to ensure that containers are
lifted and placed with precision. Improper crane operation can lead to container damage or injury
to personnel.
b. Monitoring Loading Sequence
Monitor Loading Sequence: The loading sequence must be carefully monitored to ensure that the plan
is followed correctly and that containers are being loaded in the correct order. Deviations from the
plan can cause imbalance or overloading of particular sections, leading to stability issues.
Simultaneous Operations: If multiple cranes are operating simultaneously, ensure proper coordination
to avoid conflicts between different cranes, leading to collisions or accidents.
c. Reefer Container Connections
Electrical Connections: Reefer containers should be connected to the vessel's electrical power supply
as soon as they are loaded. Ensure that the ship has sufficient power capacity for the number of
reefer containers, and that these are continuously monitored to maintain the correct temperature.
3. Precautions Before Unloading Containers

a. Stability Re-Calculation
Stability During Unloading: Similar to the loading process, the ship’s stability must be recalculated and
monitored during the unloading process. Unloading containers, especially from higher stacks, can
significantly affect the center of gravity and stability.
Ballast Water Management: Adjustments to ballast water may be necessary to maintain the ship’s
stability as containers are removed from different parts of the vessel.
b. Coordination with Port and Stevedores
Communication: Clear communication between the ship’s crew and port stevedores is crucial. Both
parties should be aware of the unloading plan and be aligned to ensure safe operations.
Proper Equipment: Ensure that the port equipment, including cranes and trailers, is ready and capable
of handling the unloading process efficiently. Any issues with equipment must be addressed before
unloading starts.
c. Weather Considerations
Monitor Weather Conditions: Weather conditions, especially wind speeds, must be closely monitored
during the unloading process. High winds can make crane operations dangerous and could lead to
swinging containers, increasing the risk of damage or accidents.
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4. General Safety Precautions for Loading and Unloading

a. Personnel Safety
Safety Briefing: All personnel involved in the loading and unloading operations should receive a safety
briefing. They should be aware of the risks, the procedures to follow, and the safety gear required.
PPE (Personal Protective Equipment): All personnel should wear the appropriate PPE, such as helmets,
high-visibility vests, gloves, and safety shoes.
b. Securing Containers
Twist Locks and Lashing: Containers on deck must be secured using twist locks and lashing rods. Twist
locks hold containers together at the corners, while lashing rods prevent lateral movement. These
should be checked and tightened regularly.
Proper Lashing Techniques: Ensure that lashing and securing operations follow the correct standards
to prevent containers from shifting or falling during transit. The crew must also check the lashings
before departure and adjust them as necessary after unloading operations.
c. Avoiding Overloading or Misalignment
Check Container Weights: Overloading a section or stack of containers can lead to structural failure or
affect the ship’s stability. Ensure that the container weights match the cargo manifest and that
they are stowed in the appropriate places.
Alignment of Containers: Containers must be correctly aligned in the cell guides or on deck to prevent
them from shifting. Misaligned containers can cause damage to adjacent containers or the cell
guides themselves.
d. Fire and Emergency Preparedness
Fire Safety: Ensure that fire-fighting equipment is operational and easily accessible during the
loading/unloading process, especially when handling hazardous cargoes.
Emergency Procedures: The crew should be familiar with the emergency procedures in the event of an
incident such as a container fall, damage, or fire.
5. Post-Loading/Unloading Checks
a. Final Checks and Inspections
Lashing Inspection: After loading, conduct a final inspection of all lashing systems and ensure that
containers are properly secured for the voyage.
Stowage Plan Verification: Verify that the actual stowage on the vessel matches the stowage plan. Any
discrepancies should be corrected before departure.
b. Documentation and Reporting
Cargo Documentation: Ensure that all cargo-related documentation, such as the bay plan, cargo
manifest, and dangerous goods declarations, are updated and verified for accuracy.
Reporting: Any damage to containers during the loading/unloading process must be reported
immediately, and appropriate records should be maintained.
Significance of Voyage Planning on Container Ships:

Voyage planning involves the preparation and development of a comprehensive plan that covers all aspects
of a ship’s intended journey, from the departure port to the destination. This is essential for safe
navigation, efficient fuel usage, and compliance with maritime regulations.
a) Ensuring Safe Navigation:
Avoiding Navigational Hazards:
Effective voyage planning helps identify and avoid navigational hazards, such as shallow waters,
reefs, restricted areas, and heavy traffic zones. This ensures the ship follows a safe route.
Compliance with SOLAS (Safety of Life at Sea):
The SOLAS Convention requires comprehensive voyage planning for all ocean-going vessels.
Compliance with these standards ensures that the vessel operates within safety regulations,
reducing the risk of accidents or incidents.
Route Optimization:
By analyzing weather conditions, currents, and tides, voyage planning can optimize the route
for safe passage, avoiding adverse conditions like storms or strong currents. This ensures
the safety of the vessel and the cargo.
b) Maximizing Operational Efficiency:
Fuel Efficiency:
Voyage planning helps in optimizing fuel consumption by selecting the most fuel-efficient
routes, reducing steaming times, and minimizing the time spent at anchor or in congested
waters.
Speed management is an integral part of the plan, allowing the ship to run at the most
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economical speed, known as slow steaming, which reduces fuel costs and emissions.
Minimizing Delays:
Proper voyage planning accounts for port schedules, weather forecasts, and tidal conditions to
ensure timely arrivals and minimize waiting times at ports. This helps in avoiding congestion
and delays, which are costly for container shipping operations.
c) Cargo Safety and Security:
Avoiding Severe Weather:
Voyage planning takes into consideration weather forecasts, helping to avoid heavy weather
that could lead to container losses, cargo damage, or shifting of containers due to rolling or
pitching in rough seas.
Stowage and Stability Considerations:
The voyage plan includes careful consideration of stability and stowage plans to ensure that the
cargo is properly distributed, which prevents issues such as improper weight distribution or
loss of stability in heavy weather.
d) Compliance with Environmental Regulations:
Emission Control Areas (ECAs):
Voyage planning helps container ships comply with environmental regulations by ensuring that
the vessel follows routes through designated Emission Control Areas (ECAs), where low-
sulfur fuels are required.
Ballast Water Management:
The voyage plan also ensures compliance with Ballast Water Management rules by considering
the locations where ballast water exchange or treatment is required to minimize
environmental impact.
e) Contingency Planning:
Emergency Routes and Diversion Points:
A good voyage plan includes emergency contingency routes and pre-designated diversion ports
in case of unforeseen incidents such as engine breakdowns, medical emergencies, or piracy
threats.
Significance of Ship Handling on Container Ships:

Ship handling involves the practical application of ship maneuvering skills and operational knowledge to
ensure safe navigation and control of the vessel, especially in confined waters, heavy traffic areas, and
during docking/berthing operations.
a) Ensuring Safe Navigation:
Maneuvering in Restricted Waters:
Ship handling skills are particularly important when navigating through narrow channels, river
mouths, or ports. A large container ship's ability to manoeuvre in these tight spaces depends
on the skill of the bridge team and understanding of the vessel’s turning characteristics,
stopping distances, and wind/current effects.
Use of Tugs and Thrusters:
On container ships, bow thrusters, stern thrusters, and tugs are often employed to assist with
handling in port areas. Proper handling and coordination with tugs are essential to safely
maneuver the ship into and out of port.
Traffic Management:
In congested waters or major shipping lanes, proper ship handling is crucial to avoid collisions
and ensure compliance with COLREGs (International Regulations for Preventing Collisions
at Sea).
b) Cargo Integrity:
Minimizing Rolling and Pitching:
Poor ship handling can cause excessive rolling or pitching, which could lead to container loss or
damage. Careful handling, especially in heavy seas, is essential to maintain cargo integrity.
Speed Adjustments in Heavy Weather:
The handling of a container ship includes adjusting speed and heading in response to weather
conditions to avoid excessive stresses on the hull and prevent containers from shifting or
falling overboard.
c) Maintaining Stability:
Understanding of Stability Requirements:
Container ships are sensitive to stability issues due to their high center of gravity, especially
when carrying deck cargo. Proper handling ensures that the ship maintains the required
positive stability and trim during the voyage, especially during loading and unloading
operations.
Ballasting Operations:
Ship handling includes managing ballast operations to adjust the ship’s draft, trim, and stability
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as cargo is loaded or unloaded. This ensures the ship remains stable and maintains proper
freeboard for safe navigation.
d) Efficient Port Operations:
Berthing and Unberthing:
Ship handling skills are critical during berthing and unberthing operations. The ability to safely
maneuver the vessel alongside a quay or berth, often with the assistance of tugs, requires
precise handling to avoid collisions with port structures.
Coordination with Shore-Based Systems:
Ship handling requires close coordination with port control, pilotage services, and mooring
teams to ensure that the vessel is safely moored and cargo operations can proceed smoothly
and efficiently.
e) Fuel Efficiency Through Ship Handling:
Optimizing Vessel Trim and Speed:
Efficient ship handling includes the management of vessel trim to reduce drag and improve fuel
efficiency. By carefully adjusting speed and course, ship handlers can minimize fuel
consumption while maintaining safe navigation.
Avoiding Excessive Use of Power:
Overpowering the vessel during maneuvers or in heavy seas can lead to increased fuel
consumption. Skilled ship handlers optimize speed and course to ensure minimal resistance
and fuel efficiency.
Integration of Voyage Planning and Ship Handling:

Voyage planning and ship handling are closely interrelated. A well-prepared voyage plan ensures that ship
handling is conducted smoothly, and effective ship handling ensures that the planned voyage proceeds
safely and efficiently. Some areas where both processes overlap include:
Port and Pilotage: Proper voyage planning identifies the most suitable pilot boarding areas and optimal
entry and exit routes for ports, making ship handling easier during critical maneuvers.
Heavy Weather Navigation: Voyage planning to avoid bad weather complements ship handling skills to
minimize the ship’s exposure to heavy seas, thus protecting the cargo and ensuring the vessel’s safety.
Fuel Optimization: A carefully planned route, coupled with efficient ship handling, can significantly reduce
fuel consumption and operational costs.
Tare Weight:
Tare weight refers to the empty weight of a container, meaning the weight of the container itself without
any cargo inside. It is an essential factor in shipping and logistics because it helps calculate the gross
weight of the container when combined with the weight of the cargo (payload).
1. Definition of Tare Weight
Tare weight is the weight of the container's structure, including the frame, doors, and all other
components.
It is typically marked on the exterior of the container, along with other key information such as the
container's maximum gross weight and payload capacity.
2. Importance of Tare Weight
Gross Weight Calculation: The tare weight is added to the weight of the cargo to determine the gross
weight of the loaded container. This is important for ensuring that the total weight does not exceed
safety and regulatory limits for transportation by ship, truck, or rail.
Stowage and Stability Planning: Knowing the tare weight is critical for the proper stowage of containers
on board a vessel. Planners use this information to balance the ship’s load and maintain stability
during the voyage.
Compliance with Regulations: International shipping regulations, such as those outlined by the
International Maritime Organization (IMO), require accurate weight declarations for containers,
which include tare weight and cargo weight. This is especially relevant in the context of the Verified
Gross Mass (VGM) requirements.
3. Tare Weight and Container Types
Tare weight varies depending on the type and size of the container. For example:
A standard 20-foot container typically has a tare weight of around 2.0 to 2.5 tons.
A 40-foot container has a tare weight of approximately 3.5 to 4.0 tons.
Specialized containers (e.g., refrigerated containers or tank containers) may have higher tare
weights due to additional insulation, refrigeration units, or other equipment.
4. Marking of Tare Weight
The tare weight is usually stenciled or placarded on the outside of the container’s doors, along with
other important details like the maximum gross weight and net payload capacity.
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Custom Plate on a Container (CSC Plate)

The Custom Plate on a shipping container is typically referred to as the CSC Plate (Convention for Safe
Containers), which is a metal identification plate permanently attached to the door of the container. The
plate is part of the International Convention for Safe Containers (CSC) adopted by the International
Maritime Organization (IMO). It ensures that containers meet certain safety standards for construction
and operation.
Purpose of the CSC Plate

The CSC plate provides critical technical details about the container and certifies that the container
complies with international safety regulations for safe handling, transportation, and stowage.
It is used by port authorities, customs officers, and logistics operators to verify the container's safety
standards and specifications.
Information Provided on the CSC Plate

The CSC plate contains essential details that include, but are not limited to, the following:
Container Owner's Identification Number:
The container's unique identification number, typically displayed as an alphanumeric code (e.g.,
ABCU 1234567), which allows tracking and identification of the container in shipping systems.
Container's Manufacturer Information:
Name and address of the manufacturer or builder of the container.
Date of manufacture (month and year).
Approval Number:
The approval reference issued by the competent authority in the country where the container was
manufactured or approved. This certifies that the container meets CSC safety standards.
Maximum Gross Weight (MGW):
The maximum allowable weight of the container, including its cargo (also known as maximum
operating gross weight or R).
Typically expressed in kilograms (kg) and pounds (lbs).
This is the highest weight at which the container is allowed to be transported.
Tare Weight:
The empty weight of the container without any cargo.
Expressed in kilograms (kg) and pounds (lbs).
Payload Capacity:
The maximum weight of cargo that the container can carry, calculated by subtracting the tare
weight from the maximum gross weight.
Also displayed in kilograms (kg) and pounds (lbs).
Stacking Load:
The maximum permissible stacking weight that can be applied to the top container in a stack. It
indicates the load the container can safely bear when it is stacked with other containers.
Typically displayed in kilograms (kg) and pounds (lbs).
The stacking test load is expressed for a 1.8 g force to simulate real-life conditions at sea.
Racking Strength:
The transverse racking force the container can withstand, measured in kilonewtons (kN). This
indicates the container's ability to handle side-to-side forces during transit.
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Validity and Periodic Inspection Information:

The CSC plate also contains information regarding inspection dates and approval validity.
The next inspection date may also be displayed, which ensures that the container is maintained
and remains in compliance with CSC standards.
Country of Approval:
The country where the container was manufactured and received its CSC approval.
ACEP or Periodic Examination Scheme:
The ACEP (Approved Continuous Examination Program) or Periodic Examination Scheme (PES)
marks if the container is subject to a continuous examination scheme or requires periodic
inspections to ensure it remains safe for use.
Procedures for Loading and Carriage of Refrigerated Containers (Reefers):

Refrigerated containers (commonly called reefers) are specialized containers used to transport perishable
goods that require controlled temperatures. The procedures for the loading and carriage of reefers involve
careful planning, preparation, and monitoring to ensure that the cargo remains within the specified
temperature range throughout the voyage.
a. Pre-Trip Inspection (PTI) of Reefer Containers
Before a refrigerated container is loaded, it must undergo a Pre-Trip Inspection (PTI) to ensure that
the refrigeration unit is in proper working condition.
Inspection checklist includes:
Temperature control system: Checking the thermostat, sensors, and settings.
Refrigeration unit: Ensuring the compressor, condenser, evaporator, and fans are operational.
Electrical components: Verifying the power supply, wiring, and circuit breakers.
Doors and Seals: Checking that the container doors and seals are intact and provide a proper
airtight environment.
Cleanliness: Ensuring the inside of the reefer is clean and sanitized, free from odors or
contaminants that might affect the cargo.
b. Correct Temperature Settings
Based on the cargo specifications, the required set-point temperature (the target temperature inside
the container) must be programmed into the reefer unit.
The set-point temperature is usually specified by the shipper and must be adhered to
throughout the transportation.
Ensure that the humidity control, ventilation settings, and fresh air exchange (if required) are
also correctly adjusted.
c. Cargo Suitability
The cargo to be loaded must be suitable for transport in refrigerated containers. Certain goods, such
as fresh fruits, vegetables, meat, seafood, and pharmaceuticals, are temperature-sensitive and
require specific refrigeration settings.
Packaging: Cargo should be packaged in a way that allows for proper airflow around the product to
ensure even cooling throughout the load.
2. Loading Procedures
a. Pre-Cooling of Cargo
Depending on the nature of the cargo, it may be necessary to pre-cool the cargo before loading it into
the reefer. Loading warm or hot products into a refrigerated container can lead to significant
temperature fluctuations and may damage the cargo.
b. Proper Stowage of Cargo
Airflow Considerations: Proper airflow is critical for maintaining consistent temperatures inside the
reefer. Cargo should be stowed in a way that allows free circulation of cold air around and between
the products.
T-floor system: Most reefers have a T-floor (a grooved floor design) that allows cold air to
circulate underneath the cargo. Ensure that the cargo is stowed above the T-floor and not
blocking the airflow.
Air gaps: Leave sufficient space between the cargo and the container walls, as well as between
individual pallets or boxes, to maintain airflow. Cargo should not be stacked directly against
the rear bulkhead, ceiling, or doors.
c. Securing the Cargo
The cargo inside the reefer container must be properly secured to prevent movement during
transportation. This can be achieved using lashing straps, nets, or dunnage.
Preventing cargo from shifting is important to maintain airflow and to avoid damage to the goods or
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the container's refrigeration unit.

d. Sealing the Container
Once loading is complete, the container doors should be properly sealed with an approved seal to
prevent unauthorized access or tampering with the cargo.
Seal number is recorded on the shipping documentation for security and traceability.
3. Connecting to Power Supply

a. Power Supply at the Terminal
Once the refrigerated container is loaded, it must be connected to a power supply at the port or
terminal to maintain the set-point temperature while awaiting loading onto the ship.
Ensure that the power connection (typically 400V, 50/60Hz, 3-phase electrical supply) is stable and
reliable.
b. Power Supply on Board
Upon loading onto the vessel, the reefer container is connected to the ship’s power supply system. The
container’s temperature control unit will continue to operate throughout the voyage, maintaining
the cargo at the required temperature.
Power outlets for reefers are usually distributed across the ship's deck and cargo holds, and the number
of reefer plugs determines the total number of reefers a vessel can carry.

a. Regular Monitoring of Reefer Containers
Remote Monitoring Systems: Many vessels are equipped with remote monitoring systems that allow
the crew to continuously monitor the temperature, humidity, and operational status of each reefer
container from a central location.
Manual Checks: In addition to remote monitoring, manual inspections are carried out at regular
intervals. Crew members verify that the power connections are stable, and the refrigeration units
are operating within their prescribed parameters.
b. Alarm Systems
Alarm systems are built into reefer containers to alert the crew if any issues arise, such as:
Temperature deviations outside the set-point range.
Power loss or unit malfunction.
Blocked airflow or condenser coil issues.
The crew should respond to any alarms immediately, investigating and rectifying issues to avoid
potential damage to the cargo.
5. Discharging and Post-Voyage Procedures

a. Power Continuity
Continuous Power: Reefer containers must remain connected to the ship's power supply until they are
ready to be offloaded. Once they are discharged at the port, they must immediately be reconnected
to the terminal power supply to maintain the cargo temperature.
b. Unloading the Cargo
The unloading process should be carried out with care to avoid any damage to the container or its
refrigeration system. The reefer unit should remain powered and running until the cargo has been
safely unloaded.
c. Post-Trip Inspection
After the reefer container has been unloaded and the cargo delivered, the reefer should undergo a
post-trip inspection (PTI) to check for any damage or wear, and to ensure the refrigeration system
is still functioning correctly.
Ensure Cargo Does Not Get Damaged on Refrigerated Ships:

Ensuring that cargo does not get damaged on refrigerated ships (reefers) requires careful planning,
preparation, monitoring, and handling of both the cargo and the refrigeration systems. The following steps
outline key procedures to ensure that perishable cargo arrives in good condition without damage:
1. Pre-Loading Procedures
a. Pre-Trip Inspection (PTI) of Refrigerated Containers
Perform a thorough Pre-Trip Inspection (PTI) of each refrigerated container to ensure that the
refrigeration unit, electrical components, and door seals are in good working condition.
The PTI should verify:
Proper functioning of the temperature control system (thermostats, sensors).
The refrigeration unit is operational (compressor, evaporator, and condenser).
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The doors and seals are intact to prevent air leaks.

Cleanliness: The inside of the container should be free from odors, contaminants, or debris.
b. Accurate Temperature Setting
Ensure the container is set to the correct temperature based on the cargo’s requirements. Different
perishable goods, such as fruits, vegetables, meat, seafood, and pharmaceuticals, have specific
temperature ranges that must be maintained.
Verify that the set-point temperature, humidity, and ventilation settings (if required) are correct.
c. Pre-Cooling of Cargo (If Required)
For some types of cargo, pre-cooling may be necessary to bring the temperature down before loading
into the refrigerated container. Loading warm or improperly cooled cargo can lead to temperature
fluctuations and affect the quality of the cargo.
2. Proper Stowage and Securing of Cargo

a. Airflow Management
Ensure proper airflow within the reefer container by carefully stowing the cargo to allow cold air to
circulate around and between the pallets or boxes. This ensures even cooling and prevents hot
spots.
Do not block the T-floor (the grooved floor that allows air circulation).
Leave sufficient gaps between the cargo and the container walls, as well as between individual
pallets or boxes.
b. Stowage Plan
Follow the recommended stowage plan for the cargo, taking into account factors such as:
Weight distribution: Ensure the weight is evenly distributed to maintain stability and avoid
crushing delicate items.
Stacking limitations: Avoid stacking cargo too high, especially if it can be crushed or damaged
under the weight.
Use proper lashing, nets, or dunnage to secure the cargo and prevent it from shifting during the
voyage. Movement of the cargo could damage the product, disrupt airflow, or damage the
refrigeration unit.

a. Remote Monitoring Systems
Most reefer containers are equipped with remote monitoring systems that allow continuous monitoring
of:
Temperature: Ensures that the cargo remains within the set-point temperature range.
Humidity: Monitors the humidity levels for cargoes that are sensitive to moisture.
Ventilation: Ensures proper fresh air exchange for cargo that requires it.
These systems alert the crew to any deviations from the programmed conditions, allowing for
immediate corrective action if required.
b. Manual Checks
In addition to automated systems, the crew should conduct regular manual inspections of the reefer
containers to ensure:
The power supply is stable and continuous.
The refrigeration units are functioning properly.
No external damage or issues are affecting the containers.
Record temperature readings during these inspections to ensure consistency and compliance with
cargo requirements.
c. Alarm Systems
Respond immediately to any alarms from the monitoring systems. Alarms may indicate issues such
as:
Temperature deviations from the set-point.
Power loss or electrical failure in the refrigeration unit.
Blocked airflow within the container.
Addressing these issues promptly is critical to preventing cargo damage.
4. Handling External Factors

a. Proper Power Management
Ensure that reefer containers are always connected to a reliable power source, whether at the terminal,
during loading/unloading, or during the voyage.
Onboard, ensure that the ship’s reefer power supply (usually 3-phase, 440V) is sufficient and stable.
Any interruptions in power can lead to temperature fluctuations, which can damage the cargo.
b. Weather Considerations
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Take weather conditions into account, especially in rough seas or extreme temperatures, which can
affect the performance of the reefer containers.
In heavy seas, containers should be securely lashed to avoid shifting or damage to the refrigeration
units.
5. Discharging and Post-Voyage Procedures

a. Proper Handling During Discharge
Upon arrival at the destination port, ensure that reefer containers remain connected to power until
they are ready to be unloaded. Sudden temperature changes during discharge can damage
sensitive cargo.
The container should be handled with care during unloading to avoid damaging the refrigeration unit
or the cargo.
b. Post-Voyage Inspection
After the cargo is unloaded, conduct a post-voyage inspection of the reefer container. Check for any
signs of damage, malfunction, or contamination that might affect future shipments.
6. Documentation and Compliance

a. Cargo Monitoring Records
Maintain detailed records of the cargo’s temperature and condition during the entire voyage. This
includes remote monitoring data, manual inspections, and any corrective actions taken in response
to alarms.
b. Compliance with Regulations
Ensure that the cargo complies with all applicable transportation and safety regulations, including those
outlined in the International Maritime Organization (IMO) and HACCP (Hazard Analysis and Critical
Control Points) for food safety.
Planning and Precautions for Loading, Unloading or Shifting containers:

As the Chief Officer on a cellular container ship, the planning and precautions for loading, unloading, or
shifting containers are critical to ensuring the safety of the vessel, the cargo, and the crew. The Chief
Officer is responsible for ensuring that the ship's stability, structural limits, and operational requirements
are all met during cargo operations. Here’s a breakdown of the key planning and precautions required:
1. Pre-Loading Planning
a. Stowage Plan
Cargo Stowage Plan: A stowage plan must be developed that details where each container will be
loaded, unloaded, or shifted on the ship. This plan is prepared in coordination with the cargo planner
and shore-side logistics.
Ensure that high-priority containers (those being unloaded first) are placed in easily accessible
positions.
Consider the nature of the cargo (hazardous, reefer, or oversized) when determining placement.
Dangerous goods must be segregated as per the IMDG Code.
Weight Distribution and Stability: The stowage plan must ensure even weight distribution across the
ship, taking into account:
Stack weight limits: Ensure that the stack weight (the combined weight of all containers in a
stack) does not exceed the ship’s structural limits.
Trim and stability: The GM (metacentric height) and the overall stability of the vessel must be
maintained. Avoid overloading one side or one end of the ship, as it could cause excessive
list or trim.
Ballast Management: Prepare a ballast plan that works in conjunction with the
loading/unloading process to maintain the ship’s stability.
b. Reefer Containers
Refrigerated Cargo (Reefers): Plan for the placement of reefer containers in areas with sufficient
electrical connections. Ensure that there are enough reefer points available, and consider the
ventilation and power supply requirements of these containers.
c. Special Cargo
Hazardous Cargo: Dangerous goods should be stowed in compliance with the International Maritime
Dangerous Goods (IMDG) Code. Segregation of hazardous materials is crucial, and they must be
properly documented and stowed to prevent risks.
Oversized or Out-of-Gauge Containers: Ensure that special arrangements are made for oversized or
out-of-gauge (OOG) containers, such as using flat racks or open-top containers.
d. Structural Integrity
Deck and Tank Top Loads: The container stowage plan must ensure that the deck and tank top loads
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do not exceed the ship's structural limits. Excessive weight in specific areas can cause structural
damage.
e. Communication with Port Authorities
Liaise with port authorities and stevedores to ensure smooth loading and unloading operations. Ensure
all necessary documentation is in place, including the cargo manifest, stowage plan, and hazardous
goods declaration.
2. Precautions Before Loading/Unloading
a. Inspect Cargo Holds and Deck
Cargo Hold Preparation: Ensure the cargo holds are clean, dry, and ready for container stowage.
Inspect the cell guides and lashing points for damage and ensure they are secure and operational.
Lashing Gear Inspection: Inspect all lashing gear, including twist locks, lashing rods, and turnbuckles,
to ensure they are in good condition and suitable for securing containers.
b. Weather Considerations
Monitor Weather Conditions: Check the weather forecast and take precautions if bad weather is
expected during loading/unloading. Avoid cargo operations in extreme conditions such as high
winds, heavy rain, or rough seas.
Deck Preparation: Ensure that the deck is dry and free from oil spills or obstructions that could cause
hazards during cargo operations.
c. Crew Briefing and Safety
Safety Briefing: Brief the crew involved in cargo operations about the procedures, stowage plan, and
potential hazards. Emphasize the importance of proper lashing, securing, and the safe use of
equipment.
PPE (Personal Protective Equipment): Ensure that all personnel involved in cargo operations wear the
appropriate PPE, including hard hats, high-visibility clothing, gloves, and safety shoes.
d. Loading/Unloading Sequence
Sequence Planning: Plan the sequence of loading and unloading carefully to maintain the ship's
stability. Containers should be loaded and unloaded in such a way that the trim, heel, and stability
of the vessel are maintained throughout the operation.
Ballast Adjustments: Ballast tanks may need to be adjusted during loading/unloading to maintain even
trim and stability, especially if loading/unloading is uneven across the ship.
3. During Loading/Unloading
a. Constant Monitoring of Stability
Monitor Stability Continuously: During the loading/unloading process, continually monitor the ship’s
stability parameters (GM, trim, and list) using the ship’s stability software. Ensure that the ship
remains within safe limits.
Adjust Ballast: If required, adjust the ballast system during loading or unloading to counter any
developing list or trim.
b. Avoid Overloading
Stack Weight Limits: Ensure that the stack weight in each bay, row, and tier does not exceed the
allowable limits for the deck or tank top. Overloading can damage the structure and create
instability.
Correct Container Stowage: Ensure containers are properly aligned in the cell guides and that twist
locks and lashing gear are correctly applied. Improper alignment can lead to shifting of containers
during transit.
c. Reefer Container Monitoring
Power Connection for Reefers: Ensure that reefer containers are properly connected to the power
supply, and monitor the temperature settings to ensure they are functioning correctly. Maintain a
log of the reefer units' performance.
d. Coordination with Stevedores
Communicate with Stevedores: Maintain clear and constant communication with the stevedores
handling the loading and unloading operations. Ensure that they are aware of the stowage plan
and follow the sequence for loading/unloading.
e. Lashing and Securing
Lash and Secure Containers: Ensure that containers are properly lashed and secured during and after
loading. Twist locks, lashing rods, and turnbuckles should be checked to confirm they are correctly
applied.
Double Check Securing: For containers stowed on deck, it is particularly important to ensure that
lashings are tightened and secured before the ship departs.
4. After Loading/Unloading Operations
a. Final Stability Check
Verify Final Stability: After all containers have been loaded, perform a final stability calculation to
ensure that the vessel’s GM, trim, and overall stability are within acceptable limits.
b. Cargo Securing Inspection
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Final Inspection of Lashings: Conduct a final inspection of all lashing gear and securing devices. Ensure
that all containers are properly locked in place and secure, especially on deck where exposure to
weather conditions is higher.
c. Documentation
Update Documentation: Ensure that all cargo documentation is updated to reflect the actual
loaded/unloaded cargo. This includes the updated stowage plan, cargo manifest, and any
documents related to hazardous cargo or reefer containers.
Prepare Voyage Plan: Based on the final stowage, update the voyage plan to account for stability,
weight distribution, and weather considerations for the upcoming journey.
Transversal Lashing System

The transversal lashing system is a method used to secure containers on deck or in cargo holds of cellular
container ships. The system provides lateral (side-to-side) support to prevent containers from shifting
horizontally due to the ship's rolling motion, which is crucial in maintaining the safety and stability of the
ship and cargo during a voyage.
1. Purpose of Transversal Lashing
The transversal lashing system helps prevent horizontal movement of containers when the ship is
subjected to lateral forces caused by rolling, wind, or rough sea conditions. This is particularly
important for containers stowed on deck, which are more exposed to external forces.
2. Components of the Transversal Lashing System
Lashing Rods (or Lashing Bars): Steel rods or bars that are used to secure the corners of containers.
These rods are attached to twist locks at the corners of containers and anchored to the ship’s deck
or securing points.
Turnbuckles: Devices used to apply tension to the lashing rods. Turnbuckles can be adjusted to ensure
that the lashing rods are tight, which prevents the containers from moving.
Twist Locks: Twist locks are placed between the corners of stacked containers to connect them
vertically, while the transversal lashing system prevents lateral movement. These locks ensure that
containers are properly aligned and secured in stacks.
Base Fittings and D-Rings: The lashing rods are secured to base fittings or D-rings on the ship’s deck,
providing the necessary lateral restraint for the containers.
3. How the Transversal Lashing System Works
Lateral Support: The lashing rods are installed diagonally between the corners of the container stacks
and the ship’s deck or securing points. This diagonal configuration provides lateral support,
preventing the containers from shifting side-to-side due to the rolling motion of the ship.
Tensioning: The lashing rods are tightened using turnbuckles to apply tension, ensuring that the
containers remain fixed in position. Proper tension is critical for preventing the cargo from moving
under dynamic forces.
4. Importance of the Transversal Lashing System
Safety of Cargo: By preventing lateral movement, the transversal lashing system reduces the risk of
containers shifting or falling overboard during heavy weather or rough seas.
Stability of the Ship: Containers that are not properly secured can shift, affecting the ship’s center of
gravity and potentially leading to dangerous changes in trim and stability.
Prevention of Damage: Proper use of the transversal lashing system helps prevent container damage
caused by shifting, collisions, or excessive pressure during the voyage.
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Cellular Container Vessel

A Cellular Container Vessel is a specialized type of cargo ship designed for the efficient transportation of
containers in a standardized grid-like arrangement. These vessels are purpose-built for carrying intermodal
containers, also known as ISO containers, which are standardized shipping containers used globally for
transporting goods by sea, road, and rail. The term "cellular" refers to the ship’s internal structure, where
the cargo holds have vertical guide rails or "cells" that guide and secure the containers during loading,
stowing, and unloading.
Features of Cellular Container Vessels:

1. Stacking System (Cells)
Cellular Design: The cargo holds of a cellular container vessel are equipped with vertical guide rails
that allow containers to be stacked and secured in a grid pattern, without the need for lashings
inside the hold. These guide rails ensure that containers are stacked vertically in tiers and prevent
horizontal movement during transit.
Stacking Depth: Containers are stacked vertically in the cargo hold, and they are also loaded and
stacked on the ship's deck. The number of containers that can be stacked vertically depends on
the vessel’s design and stability considerations.
2. Standardized Container Sizes
ISO Containers: Cellular container vessels are built to handle ISO-standard containers, which typically
come in lengths of 20 feet and 40 feet (referred to as TEU and FEU, respectively). This
standardization enables easy and efficient loading, stowage, and transfer across different modes
of transport (sea, road, and rail).
TEU Capacity: The capacity of a cellular container vessel is measured in Twenty-foot Equivalent Units
(TEU), which represents the number of 20-foot containers the ship can carry. Modern container
ships can carry thousands of TEUs, with some of the largest vessels exceeding 20,000 TEUs.
3. On-Deck and Below-Deck Stowage
Below-Deck Stowage: Containers are stowed in cell guides within the ship’s cargo hold, providing a
secure and organized method of stacking.
On-Deck Stowage: Containers are also stacked on the deck of the vessel, typically in stacks secured
with twist locks and lashing rods. The height of the on-deck stacks is limited by factors like stability,
visibility, and weather conditions.
4. Efficient Loading and Unloading
Cranes and Gantry Systems: Cellular container vessels are designed to be efficiently loaded and
unloaded using shore-based cranes or shipboard gantry cranes. Containers can be swiftly moved
into and out of the ship’s holds using the ship’s cellular structure, which allows for quick stacking
and retrieval.
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Faster Turnaround Time: The use of the cellular system ensures faster loading/unloading operations
compared to traditional cargo vessels, reducing the time a ship spends in port.
5. Vessel Stability and Structural Design
Stability Considerations: The vertical stacking of containers affects the ship’s stability. To maintain
stability, the stowage of containers is carefully planned based on their weight, ensuring that heavier
containers are loaded lower in the hold, while lighter containers are stowed higher or on deck.
Hull Design: Cellular container vessels typically have a wide beam and relatively shallow draft to
maximize container capacity while maintaining the ship’s stability. The hull is reinforced to
withstand the weight of stacked containers and the forces experienced during ocean transit.
6. Reefer Containers
Refrigerated Containers (Reefers): Cellular container vessels are equipped with power connections to
accommodate reefer containers that require temperature control for transporting perishable goods
like food, pharmaceuticals, and other temperature-sensitive cargo.
Advantages of Cellular Container Vessels

1. High Cargo Capacity
Maximization of Space: Cellular container vessels are designed to carry large quantities of standardized
containers. The stacking system allows containers to be placed in multiple tiers, maximizing the
available space both below deck and on the deck.
TEU Capacity: Modern container vessels can carry up to 20,000 TEUs, making them highly efficient for
transporting large volumes of cargo across long distances.
2. Faster Loading and Unloading
Efficiency in Cargo Handling: The use of cell guides in the holds and standardized container sizes allows
for quick and efficient loading and unloading using cranes. This reduces time in port, known as
turnaround time.
No Need for Internal Lashing: The cellular structure eliminates the need for internal lashing, making it
faster and more efficient to load and unload containers.
3. Compatibility with Global Infrastructure
Standardization: The use of ISO-standard containers ensures that cellular container vessels can
efficiently integrate with other transport modes, such as trucks and trains. This facilitates smooth
intermodal transportation, improving the global supply chain.
Port Infrastructure: Ports around the world are equipped to handle cellular container ships, with
container terminals, cranes, and gantry systems optimized for these vessels.
4. Secure Cargo Stowage
Stability and Safety: The cell guides provide a secure framework for the containers, reducing the risk
of shifting during transit. This makes container vessels safer for transporting goods over long ocean
voyages, even in rough seas.
5. Flexibility in Cargo Types
Versatility in Cargo: Cellular container vessels can carry a variety of goods, from general merchandise
to temperature-controlled reefers, hazardous materials, and even some types of bulk cargo inside
containers.
Disadvantages of Cellular Container Vessels

1. Port Infrastructure Dependency
Requirement for Specialized Equipment: Cellular container vessels require ports with specialized
cranes, container terminals, and handling systems. Smaller or less developed ports without such
infrastructure may not be able to accommodate these vessels, limiting their operational flexibility.
Limited to Certain Routes: Cellular vessels can only operate on routes where port infrastructure
supports their handling, reducing their ability to call at certain smaller or underdeveloped ports.
2. Stability and Trim Issues
Stability Challenges: The vertical stacking of containers can pose stability risks, especially when
containers are stacked high on the deck. If not properly stowed, the ship may experience excessive
rolling or listing, compromising safety.
Load Distribution: Improper distribution of heavy containers in lower tiers and lighter ones above can
affect the vessel’s center of gravity and stability. Careful planning and ballast management are
required to maintain stability during the voyage.
3. Vulnerability to Container Loss
Container Loss Overboard: Containers stacked on deck can be vulnerable to harsh weather conditions
or heavy seas, which may lead to container loss overboard. While securing methods such as twist
locks and lashing rods are used, high wind and waves still pose a risk, especially for higher stacks.
4. Reefer Container Management
Limited Reefer Slots: While cellular container vessels can carry reefer containers, there are limitations
on the number of reefer slots available, as each reefer container requires a power supply. If there
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are not enough slots, reefer cargo capacity may be limited.

Power Supply Issues: In the event of a power failure, reefer containers may lose temperature control,
leading to spoilage of temperature-sensitive cargo. Backup power systems are essential, but power
failures remain a concern.
5. Potential for Cargo Damage
Container Stack Collapse: If containers are not correctly stowed or secured, there is a risk of container
stack collapse, especially under rough sea conditions or improper ship handling. This can lead to
significant cargo damage or loss.
6. Environmental Impact
Fuel Consumption: Large cellular container ships consume significant amounts of fuel, contributing to
greenhouse gas emissions. Despite improvements in fuel efficiency, their environmental footprint
remains a concern.
Ballast Water Management: These ships also use large quantities of ballast water to maintain stability,
which can lead to the transfer of invasive species between ecosystems if not properly managed.
Factors Considered in Planning and Stowage of Containers:

The planning and stowage of containers on a container ship is a critical process that ensures the safe,
efficient, and balanced loading of cargo. Several factors must be considered during the stowage planning
process to maintain the ship's stability, protect the cargo, and ensure compliance with international
regulations.
1. Container Weight and Weight Distribution
Weight Distribution: Proper distribution of weight is crucial to maintaining the vessel’s trim (forward
and aft balance) and heel (side-to-side balance). Uneven distribution can lead to instability,
affecting the ship's performance, stability, and safety.
Heavier containers are typically loaded lower in the cargo hold, while lighter containers are
stacked higher to maintain stability.
Stack Weight Limits: The weight of containers in each stack must not exceed the stack weight limits
(both on deck and in the holds). Overloading a stack can damage the ship’s structure or lead to
container collapse.
Load Density: Each deck and hold has a load density limit, which dictates how much weight can be
safely supported in a given area. Planners must ensure that weight limits are not exceeded,
especially in the lower holds and on the tank top.
2. Stability of the Vessel
Center of Gravity: The positioning of containers affects the ship's center of gravity (COG). Placing too
many heavy containers high on deck raises the COG, making the ship more susceptible to rolling
in rough seas, which can affect the vessel’s overall stability.
Metacentric Height (GM): The stowage plan must ensure that the ship’s GM remains within acceptable
limits. If the GM is too low, the ship will be prone to excessive rolling, while if it is too high, the
ship may experience stiff, uncomfortable movements that could cause cargo damage.
Ballast Management: The ballast system is used to compensate for the distribution of cargo and ensure
that the ship remains stable throughout loading, unloading, and the voyage.
3. Container Types
Refrigerated Containers (Reefers): Reefer containers require power connections to maintain the
temperature of the cargo. These containers must be placed in locations where reefer points are
available, usually in specific bays that provide electrical hookups. Proper ventilation must also be
ensured to prevent overheating.
Hazardous Containers (IMDG): Containers carrying dangerous goods must be stowed in accordance
with the International Maritime Dangerous Goods (IMDG) Code. This includes proper segregation
from other types of cargo (e.g., chemicals separated from foodstuffs) and ensuring that they are
accessible in case of an emergency.
Oversized or Out-of-Gauge (OOG) Containers: These containers exceed the standard dimensions of
TEU/FEU units and require special handling and stowage. They are often placed on flat racks and
may need to be secured in specific areas with proper lashing.
4. Port Rotation and Accessibility
Port of Discharge: Containers should be stowed in a manner that allows for efficient unloading at the
destination port. Containers intended for earlier discharge should be placed in accessible locations,
avoiding unnecessary shifting of containers (restow) to access those below.
Transshipment Cargo: Containers designated for transshipment (transferred to another ship at an
intermediate port) must also be stowed where they can be easily accessed without interfering with
the final destination cargo.
5. Weather and Environmental Considerations
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Exposure to Weather: Containers stowed on deck are exposed to weather conditions, including wind,
rain, and waves. Fragile or weather-sensitive cargo should be stowed below deck, while sturdy or
less sensitive containers can be placed on deck.
Wind Forces: On-deck containers, especially those stacked high, are exposed to wind forces, which
can cause the ship to heel or even lead to container loss if not properly secured. Planners must
consider this when deciding how many tiers of containers to stack on deck.
6. Securing and Lashing
Twist Locks and Lashings: Containers stowed on deck must be secured using twist locks (which connect
containers vertically) and lashing rods (which provide lateral stability). The lashing plan must
ensure that containers are properly secured to prevent shifting or collapse in rough seas.
Lashing Strength: The strength of the lashing system should be appropriate for the number of
containers stacked on deck, especially in higher tiers, which are more exposed to dynamic forces.
7. Ship’s Structural Integrity
Hatch Covers: When containers are stowed on deck, the load-bearing capacity of the hatch covers
must be considered. Hatch covers must support the weight of the containers stacked on top without
causing structural damage.
Tank Top and Deck Loads: Stowage planners must ensure that the tank top (the lowest deck of the
cargo hold) and upper decks are not overloaded. Exceeding structural limits can cause damage to
the ship’s frame or cargo holds.
8. Cargo Compatibility and Segregation
Segregation of Cargo: Different types of cargo must be segregated to prevent contamination or
damage. For example, hazardous materials must be stowed away from foodstuffs or incompatible
chemicals.
Cargo Compatibility: Some goods, such as refrigerated cargo, hazardous materials, or goods sensitive
to moisture, require special stowage considerations. Ensuring the compatibility of stowed goods is
important to avoid cross-contamination or damage.
9. Load and Discharge Timelines
Loading Sequence: The loading sequence should ensure that containers for the final port of discharge
are stowed deeper in the holds, while those destined for earlier ports are placed in more accessible
locations. This avoids unnecessary shifting of containers during the voyage.
Discharge Planning: When planning for the discharge, containers must be stowed in such a way that
cargo operations at each port are completed as quickly as possible, minimizing time spent in port.
10. Vessel Type and Capacity
Container Vessel Design: The design of the ship, including the number of bays, rows, and tiers, dictates
how containers are loaded. Cellular container ships are fitted with cell guides to allow for precise,
secure stowage of containers in vertical stacks.
TEU Capacity: The TEU capacity of the ship (the total number of 20-foot containers it can carry) is a
major factor in stowage planning. The ship’s overall capacity, both in terms of TEUs and weight,
must not be exceeded.
Requirements for the Construction of Standard Containers:

The construction of standard containers is governed by international standards to ensure safety, durability,
uniformity, and interoperability in the global shipping industry. The most widely recognized standard for
container construction is outlined by the International Organization for Standardization (ISO) and the
International Convention for Safe Containers (CSC). These standards apply to ISO containers commonly
used for shipping.
1. Dimensions and Standardization
Standard Sizes: Containers must adhere to ISO standard dimensions to ensure they are compatible
with handling equipment, container ships, rail transport, and trucks worldwide.
Common standard sizes include:
20-foot container (TEU): 20 feet long, 8 feet wide, 8.5 feet high.
40-foot container (FEU): 40 feet long, 8 feet wide, 8.5 feet high.
High-cube containers: 40 feet long, 9.5 feet high (provides extra vertical space).
Tolerances: Containers must meet strict dimensional tolerances to ensure interchangeability across
different transport modes and to ensure proper stacking and securing.
2. Structural Strength and Durability
Materials: Containers are typically constructed from steel or aluminum, with corrosion-resistant
coatings or finishes to withstand the harsh conditions of marine environments.
Steel containers are more common due to their strength and durability.
Aluminum containers are lighter and are sometimes used for specific types of cargo.
Corner Castings: Containers must have corner castings (reinforced corners with holes for handling and
securing) that comply with ISO standards. These castings allow the container to be lifted, stacked,
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and secured using twist locks and other lashing systems.

Load-Bearing Capacity: Containers must be designed to withstand:
Stacking loads: Containers must be able to safely bear the weight of containers stacked above
them, especially during sea transport. This includes the maximum gross weight of the
containers above.
Racking strength: Containers must be able to withstand lateral (side-to-side) forces during
transport.
Lifting and Handling Loads: The container must withstand forces during loading, unloading, and
securing operations.
3. Weather Resistance
Waterproofing: Containers must be watertight to protect cargo from water ingress, whether from rain
or seawater.
Wind and Weather Protection: Containers must be constructed to provide protection against wind,
dust, rain, and saltwater during transport.
Ventilation: Standard containers may include ventilation openings to prevent condensation buildup
inside the container. This is critical for avoiding moisture damage to sensitive cargo.
4. Structural Components
Walls, Roof, and Floor:
The container's walls and roof are usually made from corrugated steel or aluminum to provide
strength while minimizing weight.
The floor is typically made of plywood or steel, with a high load-bearing capacity to support the
weight of cargo and withstand the rigors of repeated loading and unloading.
Doors: Containers are fitted with two end doors that provide easy access to cargo. The doors must be
lockable and weather-sealed to prevent water ingress. Doors typically have cam-lock systems for
secure closure.
5. Safety and Approval
CSC Plate: Every standard container must be fitted with a CSC (Convention for Safe Containers) Plate,
which certifies that the container has been tested and approved for safe use. The plate provides
key information such as:
The container’s tare weight (empty weight).
Maximum gross weight.
Stacking and racking capabilities.
Inspection and maintenance information.
Fire-Resistance: Materials used in construction must be fire-resistant, especially for containers used in
hazardous cargo transportation.
6. Accessibility and Handling Features
Forklift Pockets: Many containers, particularly 20-foot containers, are fitted with forklift pockets to
allow easy handling by forklifts in addition to cranes.
Twist Lock Compatibility: Containers must be compatible with twist locks used for stacking and securing
on container vessels, trucks, and trains.
7. Testing and Certification
Containers must undergo rigorous testing to ensure they meet the strength and durability standards,
including:
Lifting tests: Verifying that containers can safely be lifted by their corner castings.
Stacking tests: Ensuring containers can bear the weight of multiple containers stacked on top.
Racking tests: Confirming the ability to withstand side-to-side forces.
Periodic Inspection and Maintenance: After initial certification, containers must be periodically
inspected under either the Periodic Examination Scheme (PES) or Approved Continuous
Examination Program (ACEP) to ensure they remain safe for use.
General Principles and Practice for Stowage & Securing of Non-Standardized Cargoes (As per
the Code of Safe Practice for Cargo Stowage and Securing):
The Code of Safe Practice for Cargo Stowage and Securing (CSS Code) provides guidelines for the safe
and secure stowage of cargo on board ships, particularly non-standardized cargoes that do not fit into the
uniform dimensions of standardized shipping containers or cargo units. Non-standardized cargoes can vary
in shape, size, and weight, and therefore require special attention during loading, stowage, and securing.
Here are the general principles and practices to be followed for the stowage and securing of non-
standardized cargoes:
1. Proper Planning and Cargo Distribution
Cargo Stowage Plan: A detailed stowage plan must be developed before loading begins. This plan
should outline the placement of non-standardized cargoes based on the ship's layout and structural
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capabilities. It should consider the center of gravity, weight distribution, and securing
arrangements to ensure safe stowage during the voyage.
Weight Distribution: Non-standardized cargoes, such as large or heavy machinery, must be stowed in
a way that ensures even weight distribution across the ship. Proper distribution prevents listing,
trim problems, and overstressing specific areas of the ship's structure, including decks, hatch
covers, and bulkheads.
Securing Points and Strong Points: Stowage and securing should utilize the ship's structural strong
points such as deck fittings, lashing points, and bulkheads. Ensure that cargo does not exceed the
load-bearing capacity of any part of the ship.
2. Suitability of Securing Materials
Selection of Securing Gear: The type of securing equipment used should be appropriate for the weight,
size, and nature of the cargo. Common securing materials include lashings, chains, wire ropes, and
straps. The securing gear should be properly certified and tested for strength and durability.
Condition of Securing Materials: Before use, inspect all securing gear to ensure it is in good condition,
free from corrosion, wear, or damage. Damaged or worn-out securing materials must be replaced
immediately.
Lashing Strength and Angles: Ensure that lashings are applied at the correct angles and with
appropriate tension. The angle of lashings should provide both vertical and horizontal restraint to
prevent cargo from shifting during the voyage.
3. Stability and Safety Considerations
Securing Against Movement: Cargo must be secured against movement in all directions, especially
longitudinally (fore and aft) and transversely (side to side). Inadequate securing can lead to
dangerous shifts in cargo during heavy seas or when the ship rolls or pitches.
Lowering the Center of Gravity: To maximize stability, cargo with a high center of gravity should be
stowed as low as possible in the ship’s hold or on deck. Proper lashing techniques must be used to
keep the cargo secure, especially for heavy or top-heavy items.
Avoiding Free Surface Effect: When transporting cargo that could shift within itself (e.g., bulk liquids,
loose materials), precautions must be taken to avoid the free surface effect, which can destabilize
the vessel.
4. Securing Heavy, Large, or Irregular Cargo
Heavy Cargo: Extra precautions are required for securing heavy cargoes, such as machinery or
equipment. Double or reinforced lashings should be used, and the ship’s structure must be able to
support the load. Spreader beams or skids may be necessary to distribute weight evenly.
Irregular Shaped Cargo: Cargo with irregular shapes (e.g., vehicles, large pipes) requires special
securing techniques. Chocking and shoring (using wooden beams, wedges, or cradles) may be used
to fill voids and prevent cargo from moving.
Securing Deck Cargo: Non-standardized deck cargo must be secured to withstand weather conditions
such as wind, waves, and water ingress. Lashings and securing devices should be tight enough to
prevent slippage or loss overboard.
5. Use of Dunnage and Shoring
Dunnage: Appropriate dunnage (wood, rubber, or plastic materials) should be used to provide a non-
slip surface between the cargo and the deck or container floor. Dunnage also helps distribute the
weight of the cargo more evenly and prevents damage to both the cargo and the ship’s structure.
Shoring and Blocking: Shoring (the use of beams, planks, or wedges) can provide additional support
and reinforcement to prevent cargo from shifting. Blocking may be necessary to fill gaps between
cargo units and structural parts of the ship (such as bulkheads or other cargo units).
6. Avoiding Overstressing of Ship’s Structure
Limit the Weight on Deck and Hatch Covers: The ship’s deck and hatch covers have specific weight
limitations that must not be exceeded. Careful attention should be given to the load density of the
cargo to ensure the ship’s structural integrity is maintained.
Preventing Concentrated Loads: Avoid placing heavy cargoes in locations where concentrated loads
may cause stress or deformation to the ship’s structure. Use spreader beams, load-distributing
materials, or multiple securing points to spread the load over a wider area.
7. Regular Inspection of Securing Arrangements
Periodic Checks: Once the cargo is stowed and secured, regular inspections should be conducted
throughout the voyage to ensure that securing arrangements remain intact. Weather conditions,
ship movement, and vibration can cause lashings to loosen over time, requiring periodic
retightening.
Response to Weather: In the event of severe weather or heavy seas, securing gear should be checked
more frequently, and additional lashings or securing devices may be applied if necessary.
8. Protection from External Forces
Weather Protection: Deck-stowed cargo must be protected from external environmental factors such
as wind, rain, and saltwater spray. Containers, tarpaulins, or covers may be used to shield cargo
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from exposure to the elements.

Vibration and Shock: Non-standardized cargoes that are sensitive to vibration (such as machinery)
should be stowed and secured in a way that minimizes the effects of vibrations caused by the ship’s
engine or rough sea conditions. Shock-absorbing materials may be required for certain types of
sensitive equipment.
Securing Plan: A detailed cargo securing manual must be prepared, documenting the securing methods
used, the type and strength of securing gear, and the placement of non-standardized cargo. This
plan must comply with international and local maritime regulations.
Compliance with Regulations: All stowage and securing operations must comply with the relevant
maritime safety codes, including the IMO CSS Code, SOLAS, and IMDG Code (if hazardous materials
are involved). Compliance ensures that all safety standards are met and reduces the risk of
accidents or cargo loss.
Securing Arrangements of Rolled Steel on General Cargo Ships:

Rolled Steel:
Stowage: Rolled steel, which includes items like steel plates, billets, and slabs, is typically stowed on the
tank top or in lower holds due to its high density and weight.
Dunnage: The use of dunnage is critical to prevent direct contact with the ship’s hull or steel decks. Timber
or other materials are placed under and between rolls to distribute weight and prevent damage.
Chocking: Steel is chocked with wooden wedges to prevent movement during the voyage. This is
particularly important on weather decks or in cases where the rolls cannot fit snugly.
Lashing: Rolled steel can be secured using steel chains or wire ropes. These lashings are tensioned and
tightened using turnbuckles. Multiple lashings may be used depending on the size and weight of the
steel rolls.
Securing Arrangements of Steel Coils on General Cargo Ships:

Stowage: Steel coils are typically stowed in the lower holds of the ship to ensure that the center of gravity
remains low. The coils should be laid down flat (eye to the sky) or with the eye horizontal depending
on the type and securing methods.
Dunnage: Timber dunnage is placed under and between each coil to distribute the weight and to prevent
slipping. It also acts as a cushion between coils.
Lashing: Securing steel coils requires strong lashings, such as wire rope or heavy-duty chains. The coils
are lashed individually or in groups, ensuring tight securing to prevent shifting during the voyage.
Chains and wire lashings are tensioned with turnbuckles, and additional cross lashings may be applied
to prevent any lateral movement.
Coil Grips: Coil grips may also be used to secure the coils from moving.
Securing Arrangements of Containers on General Cargo Ships:

Stowage: Containers are generally stacked and secured in holds or on the deck. In the hold, they are often
placed in cell guides, which provide lateral and longitudinal restraint.
Twist Locks: At sea, containers are secured using twist locks, which interlock the corner castings of
containers in vertical stacks. Semi-automatic or fully automatic twist locks can be used.
Lashing Bars and Turnbuckles: For securing containers horizontally, lashing bars are applied to the corner
castings and tightened using turnbuckles. These are designed to prevent containers from moving
laterally or longitudinally.
Bridge Fittings: When containers are stowed on deck, bridge fittings may also be used. These fittings
extend vertically and are placed on the corners of the container to maintain alignment in stacks.
Lashing Plans: Lashing arrangements follow a specific lashing plan, which accounts for container size,
location, and expected sea conditions.
CAR-CARRIER, RO-RO
Actions as a Mate in the Event of Observing Damaged Cargo During Discharge Operations on a
Car Carrier / Container Ship:
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When damaged cargo is observed during the discharging operation, the Mate (Chief Officer) must take
immediate action to address the issue, protect the interests of the shipowner and the cargo owner, and
ensure compliance with relevant regulations. Below are the key steps that should be taken:
1. Stop Discharge of the Damaged Cargo
Immediate Halt: Upon discovering damaged cargo, halt the discharge of that particular cargo item to
prevent further damage and ensure the situation is assessed properly.
Isolate the Damaged Cargo: Physically isolate the damaged cargo from other cargo items to prevent
contamination or further damage.
2. Notify Relevant Parties
Notify the Master: Inform the Master of the situation immediately, providing details on the type and
extent of the damage observed.
Notify the Stevedores: Ensure that the stevedores involved in the discharging operation are made
aware of the damage to avoid mishandling the affected cargo.
Notify the Cargo Representatives: If representatives of the cargo owner, shipping agent, or receiver
are present, notify them about the damage.
3. Inspect and Assess the Damage
Conduct a Preliminary Inspection: As the Mate, conduct a thorough inspection of the damaged cargo.
Record the following details:
Type of damage (e.g., physical, water damage, mechanical damage, etc.).
Extent of the damage (e.g., scratches, dents, major structural damage, etc.).
Whether the damage was caused during loading, at sea, or during discharging.
Whether it affects the integrity of the cargo (e.g., if the damaged vehicle is still operational or
if the container contents are affected).
Photographic Evidence: Take photographs of the damage from multiple angles for proper
documentation and to support claims or investigations.
4. Document the Damage
Cargo Damage Report: Immediately begin preparing a Cargo Damage Report detailing:
The specific cargo unit that is damaged (e.g., container number, vehicle VIN number).
The nature and extent of the damage.
The time and place where the damage was first observed.
The suspected cause of the damage.
Any action taken to mitigate further damage.
Log Entry: Record the incident in the ship’s logbook, noting all the actions taken, including notifications
made, inspections conducted, and photographs taken.
5. Involve Surveyors (If Required)
Request a Survey: If the damage is substantial or if there is any dispute about the cause or extent of
the damage, request a surveyor (from a classification society or insurance surveyor) to inspect the
cargo.
Joint Inspection: In the presence of the stevedores, cargo representatives, and the surveyor, conduct
a joint inspection to ascertain the extent and cause of the damage. The surveyor’s report will be
crucial for insurance claims or disputes.
6. Protect the Cargo
Take Preventive Measures: If the damaged cargo is at risk of further damage or deterioration (e.g., if
the cargo is exposed to the weather), take immediate steps to protect the cargo. For instance:
Cover damaged vehicles or containers with tarpaulins.
Secure any loose parts or materials that could cause further damage.
Segregate the Damaged Cargo: If possible, move the damaged cargo to a secure location on the vessel
or at the port to avoid further mishandling.
7. Continue Discharge Operations (If Appropriate)
Resume Operations: Once the damage is documented and the necessary notifications have been made,
resume the discharging operation if it is safe to do so and the affected cargo has been properly
secured or isolated.
8. Follow-Up with Documentation
Update Cargo Documentation: Ensure that the cargo manifest, Bill of Lading, and other relevant
shipping documents are updated to reflect the damage. This will help in ensuring that liability is
properly attributed and that any potential claims are processed efficiently.
Notify the Ship's Agent/Charterer: If the cargo damage may lead to claims or disputes, notify the ship's
agent and charterer so they are prepared to handle any legal or insurance-related issues that may
arise.
9. Investigate the Cause of Damage
Determine Responsibility: Investigate the cause of the damage. This could be due to:
Improper securing of cargo during loading.
Mismanagement during sea passage (e.g., shifting cargo due to rough seas).
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Mishandling during the discharging operation by the stevedores.

Preventive Measures: Based on the findings, implement preventive measures to avoid similar damage
in the future. This may involve improving cargo securing procedures, better handling practices, or
more frequent inspections.
10. Communicate with Stakeholders
Cargo Owner/Receiver: Provide clear communication to the cargo owner or receiver about the damage,
the actions taken to document and protect the cargo, and the next steps regarding claims or
repairs.
Insurance Providers: In the event of significant damage, it may be necessary to notify the ship’s and/or
cargo owner’s insurance providers to begin the claims process.
Precautions to Exercise While Lowering/Hoisting Ramps in Car Carriers:

In car carriers (Ro-Ro vessels), the ramps are critical components for loading and unloading vehicles.
These ramps, which can be either stern ramps, side ramps, or internal ramps, are often large, heavy, and
hydraulically operated, requiring careful handling to ensure the safety of personnel, vehicles, and the ship
itself. Below are the key precautions to follow when lowering or hoisting ramps on a car carrier:
1. Pre-Operation Inspection
Ramp Condition: Before lowering or hoisting the ramp, conduct a visual inspection of the ramp and its
components (such as the hydraulic system, cables, hinges, and lashing points). Ensure there are
no visible signs of damage, wear, or corrosion.
Hydraulic System: Ensure that the hydraulic system is in proper working order. Check for any leaks or
abnormalities in the hydraulic fluid levels, and verify that all control mechanisms are functioning
correctly.
Cables and Chains: Inspect any supporting cables, chains, or pulleys for wear and ensure they are
properly aligned and tensioned. Replace any damaged or frayed cables immediately.
Lighting: Ensure that the area around the ramp is well-lit so that the crew can operate the ramp safely
and have clear visibility of the surroundings.
2. Communication and Team Coordination
Clear Communication: Establish clear communication between the crew operating the ramp and those
managing the vehicles or cargo. Use radios or other communication devices to ensure that all
personnel are aware of the operation and can respond quickly in case of issues.
Safety Briefing: Hold a safety briefing with all crew members involved in the operation. This ensures
that everyone is aware of the plan and the precautions that need to be taken.
Signaling Personnel: Appoint a signalman or responsible crew member to oversee the operation and
signal the ramp operator when it is safe to proceed with lowering or hoisting.
3. Securing the Area
Restricted Access: Ensure that the area around the ramp is clear of all personnel and vehicles. Use
barriers, warning signs, or ropes to restrict access to the danger zone around the ramp while it is
being lowered or hoisted.
Danger Zones: Keep personnel clear of the immediate operating area beneath or around the ramp.
Personnel should never stand under the ramp while it is being moved, as this poses a serious safety
risk in case of mechanical failure.
Vehicle Movement: Stop all vehicle movement on the ramp while it is being hoisted or lowered. Vehicles
must only proceed once the ramp is fully secured in place.
4. Safe Operation of the Ramp
Slow and Controlled Movements: Always operate the ramp in a slow and controlled manner to prevent
sudden jerks or movements that could damage the ramp or endanger personnel.
Monitoring the Operation: Have a crew member monitor the operation closely to ensure that the ramp
moves smoothly and without obstructions. If any abnormal sounds or vibrations are noticed, stop
the operation immediately and investigate the cause.
Avoid Overloading: Ensure that the ramp’s load-bearing capacity is never exceeded. Overloading the
ramp can lead to structural failure, causing accidents and damage to the ramp and vehicles.
5. Weather and Environmental Conditions
Wind and Weather Considerations: Check weather conditions before starting the operation. High winds
or rough sea conditions can make lowering or hoisting the ramp dangerous, as the ramp may swing
or be subjected to additional strain. Postpone ramp operations in hazardous weather conditions.
Slip Hazards: Ensure the ramp is dry and clean before lowering or hoisting. Wet or oily surfaces can
create slip hazards for personnel and vehicles using the ramp.
6. Securing the Ramp Once Lowered or Hoisted
Ramp Securing Mechanisms: After lowering or hoisting the ramp, ensure that all securing mechanisms
(such as locking pins, securing chains, or hydraulic locks) are properly engaged. This is critical to
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prevent accidental lowering or movement during loading or unloading operations.

Ramp Angle: When the ramp is lowered, check that it is at the correct angle and that the transition
from the ramp to the pier or dock is smooth to avoid damage to vehicles or loading equipment.
7. Load Distribution on the Ramp
Even Load Distribution: Ensure that vehicles or cargo are distributed evenly across the width of the
ramp to avoid uneven stress on one side. Loading too heavily on one side can cause twisting or
structural damage to the ramp.
Speed Control: Ensure that vehicles drive slowly and carefully when using the ramp. Excessive speed
can create additional dynamic loads on the ramp and increase the risk of accidents.
Emergency Stop: Ensure that all personnel are familiar with the emergency stop procedures for the
ramp's operation. The ramp operator should always be ready to stop the operation in case of an
emergency or if any abnormalities are observed.
First Aid and Safety Equipment: Ensure that first aid kits and safety equipment are available nearby in
case of an accident or injury during the operation.
Pre-Loading Precautions for Loading Cars on a Car Carrier:

When preparing to load cars onto a car carrier (Ro-Ro vessel), several pre-loading precautions must be
taken to ensure the safety of the cargo, personnel, and vessel. These precautions help prevent damage
to the vehicles, ensure smooth operations, and maintain the stability and safety of the vessel throughout
the loading process.
1. Inspection of the Cargo Hold and Ramps
Clean Cargo Decks: Ensure that all car decks are clean, dry, and free of debris, oil, or other
contaminants that could cause cars to slip, become damaged, or create hazards for personnel.
Check for Obstacles: Verify that the cargo holds and ramps are free of obstacles, such as equipment
or lashing gear, that could obstruct the loading process or cause damage to vehicles.
Ramp Inspection: Inspect the ramps for any signs of wear, damage, or hydraulic issues. Ensure that
the ramps are properly secured, operational, and aligned for smooth vehicle entry and exit.
2. Ensure Proper Ventilation and Lighting
Ventilation: Ensure the car decks are properly ventilated to prevent the buildup of exhaust fumes or
gases during vehicle loading. Adequate ventilation reduces the risk of carbon monoxide poisoning
for personnel working in enclosed spaces.
Lighting: Verify that the lighting in the cargo holds and along the ramps is sufficient for clear visibility
during the loading process, especially in low-light conditions.
3. Check the Vehicles for Safety
Vehicle Inspection: Conduct a visual inspection of all vehicles to ensure they are in good condition for
transport. Pay particular attention to:
Fuel levels: Vehicles should have only a small amount of fuel (typically around 25% of the tank)
to minimize fire risks.
Battery status: Check the battery connections to ensure that the vehicles can be started without
issues.
Fluid Leaks: Ensure no vehicles have fluid leaks, such as oil or coolant, which could create
slipping hazards or damage the car decks.
Tire Pressure: Ensure tires are properly inflated to prevent damage to the car during
loading/unloading.
4. Vehicle Documentation and Identification
Check Documentation: Ensure that all vehicles have the correct documentation, including vehicle
identification numbers (VIN), loading instructions, and destination details.
Marking and Identification: Label or mark the vehicles for easy identification during loading and
discharge. This helps with planning and ensures that vehicles are correctly stowed according to
their destination.
5. Planning and Stowage Plan
Stowage Plan: Develop a detailed stowage plan for vehicle placement on the ship, considering:
Weight distribution: Ensure even weight distribution throughout the ship to maintain stability.
Vehicle size and type: Place heavier or larger vehicles in appropriate areas to maintain stability
and prevent damage to smaller cars.
Order of discharge: Stow vehicles in a way that allows for easy access at the port of discharge
to avoid restowing during unloading operations.
Securing Points: Ensure that all securing points (lashing points) are in good condition and ready for
use.
6. Personnel Safety and Coordination
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Safety Briefing: Conduct a safety briefing with all personnel involved in the loading process. Emphasize
the importance of wearing personal protective equipment (PPE) such as high-visibility vests, hard
hats, and safety shoes.
Communication: Ensure clear communication between the crew and the personnel operating the
vehicles. Radios or hand signals should be used to coordinate movement during the loading
process.
Traffic Control: Implement a traffic control plan to manage the movement of vehicles on the ramp and
within the cargo hold. Personnel should be stationed to direct vehicles and ensure smooth,
organized traffic flow.
7. Check Lashing Gear and Equipment
Lashing Equipment: Inspect all lashing equipment (e.g., belts, chains, straps) to ensure that it is in
good condition and capable of securing the vehicles. Replace any damaged or worn-out gear.
Lashing Points: Ensure that lashing points on the ship and vehicles are in place and capable of securing
the cars. For specialized vehicles, ensure that additional securing points are available if required.
8. Weather Considerations
Check Weather Conditions: Monitor the weather forecast to ensure safe loading operations. High winds,
rain, or slippery conditions may increase the risk of accidents when loading vehicles, especially on
open ramps or decks.
Emergency Plan: Ensure that all personnel are aware of the emergency procedures in case of an
incident during loading, such as fire, vehicle malfunction, or accidents.
Firefighting Equipment: Verify that firefighting equipment (e.g., extinguishers) is readily available near
the vehicle loading areas, as vehicles carry fuel and present a fire risk.
Ballast System: Before loading begins, adjust the ship's ballast to compensate for the incoming weight
and maintain the ship’s trim and stability. During the loading process, the ballast should be
continuously adjusted to ensure the vessel remains balanced.
Safe Method of Stowage of Heavy Cargo (e.g., Locomotives and Project Cargo) During Monsoon:
Stowing heavy cargo items, such as locomotives and project cargo, on a vessel requires careful planning
and execution to ensure the safety of the ship, crew, and cargo, especially during monsoon conditions
when the ship may face heavy weather, rough seas, and strong winds. The following describes the steps
for the safe stowage of heavy cargo and includes a sketch for reference.
Considerations for Stowage of Heavy Cargo:

Weight Distribution: Heavy cargo must be stowed in a way that maintains the ship's stability and does not
affect its trim or list. Heavier items should be stowed low in the ship's hold to keep the center of gravity
as low as possible.
Securing: Heavy cargo must be securely lashed and blocked to prevent shifting during heavy seas or rough
weather, which is common during monsoon conditions. Use strong lashing chains, turnbuckles, steel
wires, and chocking materials.
Ventilation and Protection: Protect cargo from rainwater and sea spray by covering it with tarpaulins or
stowing it under deck. Ensure there is proper ventilation to prevent moisture build-up, which can
damage sensitive equipment.
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Steps for Safe Stowage of Heavy Cargo:

a. Pre-Stowage Planning
Weight and Stability Calculations: Perform calculations to ensure the total weight of the heavy cargo
is evenly distributed across the ship's structure to prevent excessive stress on the hull and ensure
vessel stability during rough seas.
Prepare Securing Gear: Use adequate securing gear rated for heavy cargo, such as steel wires, chains,
turnbuckles, and lashing points that are strong enough to hold the cargo in place.
b. Loading Process
Lifting and Placing: Heavy cargo like locomotives is typically lifted using heavy-lift cranes. Ensure the
lifting points are clearly marked, and the weight is evenly distributed to avoid any damage during
lifting.
Chocking: After placing the cargo in the hold or on deck, use wooden or steel chocks to prevent
movement in all directions. Chocks should be positioned at the wheels, corners, or any other base
points of the cargo to secure it firmly in place.
Lashing Chains and Turnbuckles: Secure the cargo with lashing chains or steel wires, tightened using
turnbuckles. Ensure that the cargo is lashed in a way that prevents lateral, longitudinal, and vertical
movement.
Cross Lashing: Use cross-lashing techniques to provide lateral stability, especially for large items like
locomotives. This prevents the cargo from shifting side to side during rolling and pitching of the
vessel.
Padding: Insert padding material (e.g., rubber mats, wooden boards) between the cargo and the ship’s
surface to avoid metal-on-metal contact and prevent damage to both the cargo and the ship.
d. Protection from Weather
Watertight Hatch Covers: Ensure that all hatch covers are watertight and properly secured to prevent
water ingress into the cargo hold during monsoon rains and heavy seas.
Tarpaulins and Covers: For cargo stowed on deck, cover the cargo with heavy-duty tarpaulins to
protect it from rain, saltwater spray, and wind. Ensure the tarpaulins are securely fastened to avoid
them coming loose in rough weather.
e. Monitoring and Maintenance
Regular Inspection: During the voyage, especially in rough seas or heavy monsoon weather, the
securing gear (chains, turnbuckles, chocks) should be regularly inspected and tightened as needed
to ensure that the cargo remains firmly in place.
Ballast Adjustment: Continuously monitor the ship’s stability and adjust ballast if necessary to maintain
proper trim and stability as the ship encounters varying sea conditions during the monsoon.
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Planning and Preparations for Loading and Unloading of Vehicles on a Car Carrier:
The process of loading and unloading vehicles on a car carrier (Ro-Ro vessel) requires careful planning
and preparation to ensure the safety of the cargo, crew, and the vessel itself. The following outlines the
key steps that need to be taken for pre-loading and pre-unloading operations:
1. Pre-Loading Planning and Preparations

Stowage Plan Development: Develop a detailed stowage plan that outlines the placement of vehicles
based on their size, weight, and type. The plan should prioritize vehicle stability, accessibility, and
weight distribution to ensure the ship’s trim and stability are maintained during the voyage.
Weight Distribution: Heavier vehicles should be stowed in the lower decks to maintain a low
center of gravity and to evenly distribute weight across the ship.
Type of Vehicles: Different types of vehicles, such as standard cars, trucks, and oversized
vehicles, may require special stowage arrangements. Larger vehicles should be placed in
areas that can accommodate their dimensions.
Port Rotation: Consider the port rotation to minimize shifting or restowing. Vehicles that will be
unloaded at the first port should be stowed near ramps for easy access.
b. Inspection of the Ship’s Cargo Area
Clean Cargo Decks: Ensure that the car decks are clean, dry, and free of any debris or oil spills. Slippery
or obstructed decks can lead to accidents during loading and unloading.
Ramp Inspection: Inspect the ramps for any signs of damage, wear, or malfunction. The ramps should
be in good working order, properly aligned, and capable of supporting the vehicles' weight.
Ventilation and Lighting: Ensure that the vehicle decks are well-ventilated to prevent the buildup of
exhaust fumes and have adequate lighting to provide good visibility for the crew during operations.
Lashing Gear Inspection: Check all lashing equipment (chains, straps, etc.) to ensure they are in good
condition and ready for use. Faulty securing gear can lead to accidents or cargo damage.
c. Preparation of Vehicles
Vehicle Condition: Inspect the vehicles for any damage before loading to avoid disputes later. Ensure
vehicles have been properly documented, including vehicle identification numbers (VIN) and any
special handling requirements.
Fuel Levels: Ensure that vehicles have only a limited amount of fuel (typically around 25% of the fuel
tank) to minimize fire risks.
Battery Status: Check that all vehicles are operational, with functional batteries and properly inflated
tires. Any faulty vehicles should be addressed before loading begins to avoid delays during loading
or unloading.
d. Communication and Coordination
Crew Briefing: Conduct a safety briefing with all personnel involved in loading operations. Ensure that
everyone understands their roles, the sequence of loading, and the stowage plan. Emphasize the
use of personal protective equipment (PPE) such as helmets, high-visibility clothing, and safety
shoes.
Clear Communication Channels: Establish clear communication channels between the crew on the ship,
stevedores, and drivers operating the vehicles. Use radios or other communication tools to
coordinate movements during loading and unloading.
e. Safety Precautions
Traffic Control Plan: Design and implement a traffic control plan to manage the movement of vehicles
during loading. Assign personnel to guide drivers and ensure smooth traffic flow on the ramps and
decks.
Signaling Personnel: Appoint signaling personnel to direct vehicle movement on and off the ship,
ensuring that vehicles are driven safely and efficiently.
Fire Precautions: Ensure that fire-fighting equipment, such as fire extinguishers and hoses, is readily
available in the cargo areas in case of a vehicle fire.
f. Weather Considerations
Monitor Weather Conditions: Check the weather forecast before loading. High winds or rain may create
unsafe conditions for vehicle operations on ramps or decks, leading to accidents or delays. Postpone
loading if the weather presents a significant risk.
2. Pre-Unloading Planning and Preparations

a. Review of Stowage Plan
Unloading Sequence: Review the stowage plan to ensure that vehicles for the first port of call are easily
accessible. The unloading sequence should be clearly communicated to all involved personnel to
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prevent unnecessary delays or confusion during the operation.

b. Pre-Unloading Inspection
Check Ramps and Cargo Area: Re-inspect the ramps and cargo areas before unloading begins. Ensure
that the ramps are aligned correctly, in good condition, and free of any obstacles that might hinder
vehicle movement.
Ventilation and Lighting: Ensure adequate ventilation in the vehicle decks to avoid the accumulation
of exhaust fumes. Verify that all areas are well-lit to facilitate safe vehicle movement during
unloading, especially if the operation takes place at night or in low-light conditions.
c. Re-Check of Lashing Gear
Release of Lashing: Before unloading, ensure that all lashing gear is carefully released. Unlashing
should be done in a controlled manner, starting with the vehicles that will be discharged first.
Inspection of Vehicles: Check that the vehicles are in the same condition as when they were loaded.
Report any visible damage to the Master or cargo surveyor immediately to avoid disputes with the
cargo owner.
d. Coordination and Communication
Traffic Management: Implement a clear traffic management plan for vehicle unloading. Assign
personnel to direct traffic, especially in areas where vehicles are driving off ramps or navigating
through narrow spaces.
Communication Channels: Ensure clear and constant communication between stevedores, drivers, and
crew members to avoid accidents or confusion during unloading. Use radios and hand signals for
communication.
e. Emergency Preparedness
Emergency Procedures: Ensure all personnel are familiar with emergency procedures in case of an
incident during unloading (e.g., vehicle fire or malfunction). Make sure that firefighting equipment
and first aid kits are easily accessible near the unloading areas.
3. Common Considerations for Both Loading and Unloading

a. Weight Distribution and Stability
Continuous Monitoring: While loading and unloading, continually monitor the ship’s stability and trim.
Any significant changes in weight distribution can affect the ship’s stability, especially during
unloading when the vessel’s draft changes.
Ballast Adjustment: Adjust the ship’s ballast as necessary to maintain stability throughout the loading
and unloading process.
b. Use of Personal Protective Equipment (PPE)
Crew and Personnel Safety: Ensure that all personnel involved in loading and unloading wear
appropriate PPE to minimize the risk of injury, especially in high-traffic areas or when working
around heavy equipment.
Pure Car Carrier (PCC) Operations safe procedure, precautions & maintenance: Shore Ramp
Operation
Safe Procedure
Ramp Alignment: Ensure that the shore ramp is properly aligned with the ship's ramp or loading deck.
Both the ship's ramp and the shore ramp must be level and securely connected before any cargo
operation begins.
Ramp Capacity Check: Verify that the shore ramp has the required load-bearing capacity for the
vehicles being loaded or unloaded. The weight of each vehicle should not exceed the ramp's
capacity.
Controlled Vehicle Movements: Ensure that vehicles are driven up and down the ramp slowly and in a
controlled manner to avoid sudden movements that could damage the ramp or the vehicles.
Precautions
Anti-Slip Surface: Ensure that the ramp surface is non-slip to prevent accidents, especially in wet
conditions. Regularly inspect the surface for wear and damage.
Ramp Guardrails and Safety Barriers: Ensure that guardrails or safety barriers are installed along the
edges of the ramp to prevent vehicles or personnel from falling off the ramp during operation.
Lighting: Ensure proper lighting at the ramp during night operations or in low-visibility conditions to
allow clear visibility for drivers and personnel.
Maintenance
Routine Inspections: Regularly inspect the ramp for structural integrity, checking for signs of wear,
rust, or damage. Any identified issues should be promptly addressed.
Hydraulic System Maintenance: If the shore ramp is hydraulically operated, regularly inspect the
hydraulic system for leaks, pressure issues, or any malfunction. Ensure that hydraulic fluid levels
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are maintained.
Ramp Alignment System: Inspect the ramp alignment system to ensure it is functioning correctly and
can adjust the ramp properly to different tides and dock conditions.
Pure Car Carrier (PCC) Operations safe procedure, precautions & maintenance: Ventilation
System for Cargo Holds
Safe Procedure
Ventilation Control: Activate the ventilation system before cargo operations begin to ensure a
continuous supply of fresh air in the cargo holds. This helps remove any exhaust fumes, heat, or
dangerous gases produced by vehicles.
Pre-Operation Check: Check the functionality of the ventilation system, including all fans, ducts, and
filters, to ensure it is operational and ready to handle cargo operations.
Precautions
Continuous Ventilation During Operations: Keep the ventilation system running continuously while
loading and unloading vehicles to prevent the accumulation of carbon monoxide (CO) and other
exhaust gases, which can pose a health risk to personnel.
Monitor Air Quality: Use air quality monitors to check for the buildup of harmful gases like carbon
monoxide, especially in enclosed or lower cargo decks. If dangerous levels are detected, halt
operations and evacuate the area until it is safe.
Adequate Ventilation Capacity: Ensure the ventilation system has sufficient capacity to renew air inside
the cargo holds, providing at least 6-10 air changes per hour during loading/unloading operations.
Maintenance
Regular Fan and Filter Checks: Regularly inspect and maintain the ventilation fans and air filters to
ensure they are free from blockages and operating efficiently. Clean or replace filters as needed.
Ductwork Maintenance: Ensure that the ventilation ducts are free of obstructions and clean. Check for
any leaks or damages in the duct system that could reduce ventilation efficiency.
System Testing: Periodically test the ventilation system under load conditions to ensure it operates at
full capacity and is ready for cargo operations.
Pure Car Carrier (PCC) Operations safe procedure, precautions & maintenance: Fire
Extinguishing Systems for Cargo Holds
Safe Procedure
System Activation: Ensure the fire detection and alarm systems in the cargo holds are fully operational
before any cargo operation begins. The crew should be familiar with the locations of fire
extinguishing controls and know how to activate the system.
Firefighting Drills: Conduct regular fire drills to ensure the crew is familiar with the firefighting
procedures, including how to deploy fire extinguishing systems like CO2, foam, or water mist
systems used in the cargo holds.
Precautions
Cargo Monitoring: Continuously monitor the cargo holds during operations using CCTV and
temperature sensors. Immediately investigate any unusual smoke, heat, or gas buildup.
CO2 and Water Mist Systems: Ensure that the CO2 or water mist fire suppression systems are ready
for activation in case of a fire in the cargo hold. These systems should be capable of extinguishing
fires without causing damage to the cargo or structure.
Crew Training: Ensure all crew members are trained in the use of portable fire extinguishers and
understand the fire safety procedures for vehicles and combustible materials in the cargo holds.
Maintenance
Fire Detection Systems: Regularly inspect and maintain the fire detection systems (e.g., smoke and
heat detectors) to ensure they are functioning correctly.
Inspection of CO2 Cylinders: Check the condition of the CO2 cylinders and ensure they are fully
charged. Inspect the release valves, piping, and control systems for leaks or other malfunctions.
Firefighting Equipment: Ensure that all portable firefighting equipment, such as fire extinguishers, fire
hoses, and fire blankets, are regularly inspected, properly maintained, and easily accessible.
Pure Car Carrier (PCC) Operations safe procedure, precautions & maintenance: Crew Safety
During Cargo Operation
Safe Procedure
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Safety Briefing: Conduct a safety briefing for all crew members involved in cargo operations, outlining
the potential hazards, such as moving vehicles, exhaust gases, and fire risks.
Personal Protective Equipment (PPE): Ensure all crew members wear the appropriate PPE, including
high-visibility vests, hard hats, safety shoes, and gloves during cargo operations. For enclosed
spaces, respiratory protection may be required.
Vehicle Movements: Establish a clear system of communication between the crew and drivers of the
vehicles being loaded or unloaded. Ensure that vehicle traffic routes inside the vessel are clearly
marked, and personnel are stationed to guide vehicles.
Precautions
Carbon Monoxide Hazards: As vehicles generate carbon monoxide (CO) during loading/unloading,
monitor CO levels closely. If levels rise above safe limits, halt operations and ventilate the area
before resuming.
Falling and Tripping Hazards: Ensure that all access points, ramps, and walkways are clear of
obstructions and properly illuminated to prevent accidents. Use non-slip surfaces on ramps and in
work areas to reduce the risk of slips and falls.
Emergency Exits: Ensure all crew members are familiar with the location of emergency exits and
evacuation routes from the cargo holds in case of fire or gas buildup.
Maintenance
PPE Condition: Regularly inspect and replace worn or damaged PPE to ensure crew safety during
operations. Make sure all crew members have access to appropriate safety gear.
Safety Systems Check: Regularly test and maintain all alarm systems, emergency lighting, and fire
exits to ensure they are functioning correctly and ready for use in an emergency.
Exhaust Gas Monitors: Ensure gas detection equipment is calibrated and maintained regularly to ensure
accurate detection of hazardous gases, especially carbon monoxide.
Stresses and Corrosion Problem Areas in Ro-Ro Ships:

Ro-Ro (Roll-on/Roll-off) ships are designed to carry vehicles and wheeled cargo, with ramps and large
cargo decks for easy access. Due to their structural design and operational environment, Ro-Ro ships are
particularly susceptible to specific types of stresses and corrosion. These problems, if not managed
properly, can compromise the ship’s structural integrity and safety. Below are the key problem areas in
Ro-Ro ships related to stresses and corrosion.
1. Stresses in Ro-Ro Ships

Ro-Ro ships experience various forms of stress due to their unique structure, cargo distribution, and
operational conditions. The following are the main types of stresses:
a. Hull Stresses
Bending Stresses: Ro-Ro ships, like other vessels, are subject to hogging (when the center of the ship
is lifted by waves while the bow and stern dip) and sagging (when the bow and stern are lifted
while the center sags). The large open decks on Ro-Ro vessels can make them more susceptible
to these bending moments.
Problem Area: The areas around the midsection of the ship and the transition points where the
open deck meets more rigid structural sections (such as bulkheads) can experience higher
stresses, leading to potential cracks or deformation.
Torsional Stresses: Due to the wide, flat design of Ro-Ro decks and the loading/unloading of vehicles,
the ship’s hull can experience torsional twisting. This can be exacerbated by uneven loading or
heavy seas, especially when the vessel is rolling.
Problem Area: Deck edges and corners where the hull structure connects to the superstructure
may develop fatigue over time due to torsional forces.
b. Deck and Ramp Stresses
Concentrated Load Stresses: Heavy vehicles or machinery loaded onto the Ro-Ro decks can cause
concentrated stress on specific areas of the deck. The repeated loading and unloading of heavy
cargo, such as trucks or containers, can create localized stress points.
Problem Area: The deck plating and internal ramps are particularly vulnerable to concentrated
loads, especially at the ramp-to-deck connection points, where mechanical forces from
moving vehicles can wear down the structural integrity.
Impact Stresses: The movement of vehicles and cargo during rough seas can lead to impact stresses
as the cargo shifts or makes contact with the ship’s structure.
Problem Area: Impact stresses can affect bulkheads, deck surfaces, and lashing points, where
the forces from moving cargo are concentrated.
c. Localized Stresses from Lashing
Lashing Point Stresses: Cargo on Ro-Ro vessels, especially wheeled vehicles, is often secured with
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lashing chains or straps. Over time, the lashing points can be subject to high localized stress,
especially if the lashings are over-tensioned or subjected to dynamic loads during rough weather.
Problem Area: Lashing points on deck and on internal vehicle ramps are common stress
concentration points and may develop cracks or deformation due to repeated tension and
dynamic loads.
2. Corrosion in Ro-Ro Ships

Corrosion is a significant issue for Ro-Ro ships due to the constant exposure of key structural areas to
seawater, humidity, and operational wear and tear. The following are the main types of corrosion and
problem areas:
a. Deck Corrosion
Vehicle Deck Corrosion: Ro-Ro ships often have open or semi-open vehicle decks, which are constantly
exposed to seawater spray, oil spills, and road salt from vehicles, particularly in the cargo holds
and loading ramps.
Problem Area: Deck plating, especially on the car decks and near ramps, is susceptible to pitting
corrosion from the combination of water, salt, and chemical spills from vehicles. Corrosion
may develop faster in areas where water pools due to improper drainage.
Ramp Corrosion: Ramps used for loading and unloading vehicles are frequently exposed to seawater
and vehicle traffic, leading to accelerated wear.
Problem Area: Hydraulic ramp components, hinges, and pivot points are prone to corrosion,
particularly where water can accumulate in joints or seams.
b. Corrosion in Watertight Seals and Hatch Covers
Watertight Hatch Corrosion: The large cargo doors and hatches on Ro-Ro vessels, particularly those at
the stern or side used for vehicle access, are exposed to seawater, weather, and mechanical wear.
Over time, the sealing mechanisms can corrode, compromising their watertight integrity.
Problem Area: Hatch covers, door seals, and coaming areas around the ramps and cargo
openings are prone to galvanic corrosion due to the combination of metal contact and
exposure to moisture.
c. Internal Corrosion in Ballast Tanks
Ballast Tank Corrosion: Ballast tanks, especially those located below the vehicle decks or in proximity
to the ramps, are exposed to saltwater. Corrosion in ballast tanks can lead to thinning of the tank
structure, reducing the ship’s overall stability and safety.
Problem Area: Ballast tank walls, especially at the tank tops, tank bottoms, and bulkheads, are
common sites for corrosion, particularly if the tanks are not properly coated or maintained.
d. Corrosion in Ventilation Ducts and Pipes
Ventilation System Corrosion: The enclosed decks of Ro-Ro ships require significant ventilation to
prevent the buildup of exhaust fumes and gases. The ventilation ducts and piping are often exposed
to humidity, saltwater spray, and exhaust gases, leading to corrosion of ductwork and ventilation
fans.
Problem Area: Ventilation ducts and pipes, particularly those leading to external areas or
positioned in the lower decks, are prone to rusting due to condensation and the corrosive
nature of exhaust gases.
e. Corrosion in Structural Welds and Joints
Weld Corrosion: The welded joints and connections between the hull, bulkheads, and decks are
common areas for corrosion due to stress concentration and exposure to seawater or moisture.
Galvanic corrosion can occur at joints where dissimilar metals are used.
Problem Area: Welded sections of the hull, particularly near the waterline, and internal deck
structures exposed to water are vulnerable to stress corrosion cracking and weld decay over
time.
3. Preventive Measures and Maintenance

To mitigate the effects of stresses and corrosion on Ro-Ro ships, regular maintenance and proactive
measures are essential. Some preventive strategies include:
Regular Inspection and Maintenance: Conduct frequent inspections of critical areas, including vehicle
decks, ramps, lashing points, ballast tanks, and hatch seals. Look for signs of corrosion, fatigue,
or cracking.
Coating and Corrosion Protection: Apply anti-corrosion coatings on exposed areas, such as vehicle
decks, ramps, and ballast tanks. Regularly maintain and reapply coatings in high-risk areas.
Drainage Systems: Ensure proper drainage on decks and ramps to prevent water pooling. Install or
maintain drainage systems that reduce the buildup of water on vehicle decks.
Stress Monitoring: Monitor the ship’s structural health by using stress monitoring systems to track
bending, torsional, and concentrated stresses, particularly in problem areas like the midsection,
deck edges, and lashing points.
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Cathodic Protection: Utilize cathodic protection in ballast tanks and other areas prone to corrosion,
especially where there is contact between different metals.
Need to Monitor Atmosphere in Ro-Ro Spaces:

Monitoring the atmosphere in Ro-Ro spaces is critical for ensuring the safety of the crew, the ship, and
the cargo. Ro-Ro spaces, also known as vehicle decks, are enclosed or semi-enclosed areas where vehicles
are stowed during transport. These spaces are subject to potential hazards related to exhaust fumes,
flammable gases, and oxygen deficiency, making atmospheric monitoring essential.
Here are the key reasons why monitoring the atmosphere in Ro-Ro spaces is necessary:
1. Prevention of Toxic Gas Accumulation

Vehicle Exhaust Fumes: During loading and unloading operations, vehicles are driven in and out of the
Ro-Ro spaces, releasing exhaust gases such as carbon monoxide (CO) and nitrogen dioxide (NO₂).
These gases are toxic to humans, and if allowed to accumulate in enclosed spaces, they can pose
serious health risks to crew members working in those areas.
Monitoring helps detect elevated levels of toxic gases, allowing for timely action, such as
increasing ventilation or restricting access to affected areas.
2. Avoidance of Oxygen Deficiency
Oxygen Depletion: In enclosed Ro-Ro spaces, the presence of combustion gases from vehicle engines
or other machinery can lead to oxygen depletion. If the oxygen level drops below safe limits, it can
cause suffocation or impair cognitive and physical abilities.
Continuous oxygen level monitoring is essential to ensure that the atmosphere remains safe
for personnel to work in the space.
3. Detection of Flammable Gases
Fuel Leaks and Vapors: Vehicles carried on Ro-Ro ships often have fuel in their tanks, and there is a
risk of fuel leaks or the release of flammable vapors. If flammable gases accumulate, they can pose
a risk of explosion or fire.
Monitoring for flammable gas concentrations (e.g., using gas detectors for hydrocarbons) is
crucial to identify any potential hazards before they escalate.
4. Fire Prevention
Fire Risk from Combustible Gases: The enclosed nature of Ro-Ro spaces, combined with the presence
of fuel-laden vehicles, creates an environment where fires can start and spread rapidly. Ensuring
that the atmosphere is free from combustible gases and that ventilation systems are effectively
removing harmful gases helps reduce the risk of fire.
Atmospheric monitoring assists in detecting flammable or combustible gases early, helping to
prevent fires from igniting.
5. Ensuring Compliance with Safety Regulations
SOLAS Requirements: The International Convention for the Safety of Life at Sea (SOLAS) mandates
that enclosed Ro-Ro spaces on ships be equipped with adequate ventilation systems and
atmospheric monitoring devices to detect hazardous gases. Ships must comply with these
regulations to ensure the safety of the crew and the vessel.
Monitoring helps ensure that Ro-Ro spaces meet the required safety standards and operate
within acceptable limits for toxic, flammable, or oxygen-depleted atmospheres.
6. Efficient Ventilation System Management
Ventilation Control: Ro-Ro spaces are equipped with ventilation systems to exchange air and remove
hazardous gases. By monitoring the atmosphere, ship operators can assess the effectiveness of
the ventilation system and adjust it as necessary to maintain safe conditions.
Monitoring helps ensure the ventilation system is working effectively and can signal when more
ventilation is needed.
Procedures for Opening, Closing and Securing of Hull Openings on Ro-Ro Ships:
On Ro-Ro ships, large hull openings, such as ramps, stern doors, bow doors, and side doors, are used to
facilitate the loading and unloading of vehicles and cargo. Ensuring that these openings are properly
operated and secured is crucial for maintaining the safety and seaworthiness of the vessel. Failure to do
so can lead to water ingress, structural damage, or even the loss of the vessel. The following outlines the
procedures for opening, closing, and securing hull openings on a Ro-Ro ship.
1. Procedures for Opening Hull Openings

a. Pre-Opening Safety Checks
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Weather and Sea Conditions: Before opening any hull opening, check the weather and sea conditions.
Do not open hull openings in heavy weather or rough seas unless the ship is securely moored and
the operation is necessary.
Securing the Vessel: Ensure the vessel is properly moored or berthed before opening hull openings.
This ensures that there is no movement that could affect the stability of the ship during the
operation.
Area Clearance: Ensure the area around the hull openings is clear of personnel and obstacles. Only
authorized personnel should be present during the operation.
Communication: Establish clear communication between the personnel operating the controls and
those overseeing the operation at the hull opening (e.g., using radios or hand signals).
b. Opening Hull Openings (Ramps, Bow, Stern, or Side Doors)
Check Mechanical Systems: Ensure that the hydraulic systems, motors, and winches used to operate
the hull openings are in good working order. Inspect the locking mechanisms to ensure they are
disengaged.
Hydraulic and Electric Operation: Most hull openings on Ro-Ro ships are operated using hydraulic or
electric systems. Engage the hydraulic pump or electric motor and carefully operate the controls
to open the door or ramp. Open the hull openings slowly and smoothly to prevent sudden
movements or damage.
Monitor the Opening: During the opening operation, have personnel monitor the opening to ensure it
moves evenly and without obstruction. Stop the operation immediately if any unusual sounds or
misalignments are noticed.
c. Final Opening Checks
Fully Open and Secure: Once the door or ramp is fully open, check the opening for alignment. Ensure
that it is properly aligned with the quay or loading ramp, and that no obstructions exist that could
impede the loading or unloading operation.
Locking in Position: Ensure that the hull opening is locked in the fully open position to prevent
accidental closing during cargo operations. Use any available mechanical or hydraulic locking
mechanisms to secure the ramp or door.
2. Procedures for Closing Hull Openings

a. Pre-Closing Safety Checks
Check for Obstructions: Before closing any hull opening, ensure the area is clear of vehicles, cargo, or
personnel. Any obstructions in the way could cause damage to the door or ramp and lead to safety
hazards.
Inspect the Mechanism: Check the hydraulic lines, motors, and winches to ensure they are functioning
properly before initiating the closing procedure.
b. Closing the Hull Opening
Operate Hydraulic/Electric System: Slowly engage the hydraulic or electric system to close the door or
ramp. Use gradual, controlled movements to avoid damage from sudden impacts. Monitor the
operation to ensure smooth and even closing.
Monitor Alignment: Ensure the opening closes evenly and is correctly aligned with its seals or locking
points. Misalignment during closing can cause damage to the seal integrity or locking mechanisms.
c. Final Closing Checks
Complete Closure: Once the opening is fully closed, verify that the door or ramp is flush with the hull
and properly seated in its closed position. Check for any gaps that could lead to water ingress.
Locking Mechanism: Engage the locking mechanisms (e.g., securing pins, bolts, or hydraulic locks) to
fully secure the hull opening in the closed position. Ensure that all manual securing is completed if
necessary.
3. Securing Hull Openings

a. Ensure Watertight Integrity
Check Watertight Seals: After closing and securing the hull opening, inspect the watertight seals
around the opening to ensure they are intact and properly compressed. Any damage or
misalignment could compromise the vessel’s watertight integrity.
Drainage System: Ensure that the drainage system around the hatch or door is functioning properly
to prevent water accumulation near the seals or in the vicinity of the hull opening.
b. Secure the Locking Mechanisms
Engage All Locks: Verify that all locking mechanisms (whether mechanical or hydraulic) are fully
engaged. This includes securing pins, bolts, latches, and hydraulic locks, which are designed to
prevent the door from accidentally opening during the voyage.
Manual Securing: In addition to automatic locks, some Ro-Ro ships may require manual securing of
hull openings using locking pins or other securing devices. Ensure all manual locks are in place.
c. Monitor for Leaks or Movement
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Check for Leaks: After securing the hull opening, monitor it for any signs of water ingress or leaks.
This is particularly important in heavy seas or bad weather conditions, as any failure in the seal
could lead to water entering the vessel.
Visual Checks During Voyage: Periodically check the hull openings during the voyage to ensure they
remain securely closed and locked. Any shifting or abnormal movement should be addressed
immediately.
d. Report and Log the Operation
Log the Operation: Record the opening, closing, and securing of all hull openings in the ship’s logbook.
This ensures that there is a clear record of when the hull openings were operated, and by whom,
which is critical for accountability and safety compliance.
Problem Areas of Ro-Ro Vessels:

Ro-Ro (Roll-on/Roll-off) vessels are specialized ships designed to transport vehicles and wheeled cargo
that can be driven directly on and off the ship. While they are efficient for vehicle and cargo handling,
their unique design and operational environment create several problem areas that can affect the safety,
structural integrity, and operational efficiency of the vessel. These issues primarily relate to stability,
structural stresses, cargo securing, and corrosion.
1. Stability Issues
Ro-Ro ships are particularly vulnerable to stability problems due to their design, which features large,
open cargo spaces (vehicle decks) and heavy vehicle loads. These factors can lead to serious issues if not
managed properly.
a. Free Surface Effect
The large, wide vehicle decks on Ro-Ro vessels can allow for the free movement of water if there is
water ingress, resulting in the free surface effect. Water moving freely across the deck significantly
reduces the vessel’s stability, especially during rough seas, increasing the risk of capsizing.
Problem Area: If the car decks are not adequately drained or if water enters through open ramps or
hull openings, the free surface effect can develop quickly and become a major hazard.
b. High Center of Gravity
Ro-Ro vessels often carry vehicles and cargo on multiple levels, including above deck, which raises the
center of gravity of the ship. This can make the vessel more susceptible to rolling in rough seas,
leading to a loss of stability.
Problem Area: Cargo stowed on upper decks or decks that are not properly balanced can exacerbate
stability issues. Poor ballast management can further increase the vessel’s vulnerability to rolling.
c. Vehicle Movement During Voyage
Vehicles that are not properly lashed or secured can shift during the voyage, particularly in rough seas.
This shifting can destabilize the vessel and increase the risk of capsizing or serious damage.
Problem Area: Cargo securing points and lashings may fail if not properly maintained or if the cargo
weight exceeds the securing capacity, leading to dangerous shifts in the cargo.
2. Structural Stresses
The structural design of Ro-Ro vessels, with large openings for ramps and wide cargo decks, makes them
prone to various types of stresses that can affect the ship's integrity.
a. Torsional Stresses
Ro-Ro ships, due to their wide, open vehicle decks and large hull openings for ramps, experience
significant torsional stresses, especially in rough seas. These stresses can lead to twisting of the
hull, particularly in adverse weather conditions.
Problem Area: Hull edges and deck sections near the large openings (ramps and doors) are particularly
vulnerable to structural fatigue caused by torsional forces.
b. Concentrated Load Stresses
Vehicles and other wheeled cargo can create concentrated loads on specific areas of the deck,
especially when heavy machinery or trucks are involved. This can lead to local deformation or even
cracks in the deck if not properly reinforced.
Problem Area: Deck areas, particularly near the ramp connections or areas that experience heavy
vehicle traffic, can develop stress fractures or wear over time.
c. Fatigue Cracking
Over time, the repetitive loading and unloading of vehicles, combined with the constant motion of the
vessel, can lead to fatigue cracking in critical structural areas. This is especially prevalent in areas
near openings or joints where there is greater structural movement.
Problem Area: Welded sections near ramp attachments, hatch covers, and bulkheads are prone to
fatigue cracks that can compromise the ship's integrity if not properly maintained.
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3. Corrosion Issues
Corrosion is a major concern for Ro-Ro vessels due to the constant exposure to seawater, moisture, and
vehicle exhaust gases. Corrosion can weaken structural components and compromise the ship’s safety if
not properly managed.
a. Deck and Ramp Corrosion
Vehicle decks, ramps, and hull openings are particularly susceptible to corrosion due to constant
exposure to saltwater, road salt from vehicles, and oil spills. These areas can develop pitting and
surface corrosion, leading to weakening of the deck plating and ramp structures.
Problem Area: Vehicle decks and ramps, especially those near the stern or bow where water and salt
exposure is high, are prone to corrosion. Hydraulic components and hinges on ramps are also
vulnerable to corrosion-related failures.
b. Ventilation Duct Corrosion
The enclosed spaces of Ro-Ro decks require significant ventilation to remove vehicle exhaust fumes.
The ventilation ducts, particularly those exposed to seawater spray or exhaust gases, can corrode
over time, reducing the effectiveness of the ventilation system and increasing the risk of hazardous
gas buildup.
Problem Area: Ventilation ducts and pipes near exhaust outlets or external vents are prone to rusting
and corrosion, leading to air quality and safety issues.
c. Ballast Tank Corrosion
Ballast tanks, especially those located near the vehicle decks or ramps, are often exposed to seawater,
leading to corrosion over time. If not properly maintained, corrosion in ballast tanks can lead to
leaks, loss of stability, or contamination of the ballast system.
Problem Area: Ballast tank bottoms and bulkheads are vulnerable to thinning due to corrosion,
compromising the ship's ability to maintain proper trim and stability.
4. Cargo Securing Problems

Proper securing of vehicles and cargo is essential for maintaining the safety and stability of Ro-Ro vessels.
Inadequate securing can lead to shifting cargo, damage to vehicles, and even loss of the vessel.
a. Inadequate Lashing
Vehicles on Ro-Ro ships must be lashed and secured properly to prevent them from moving during the
voyage. If the lashing points or equipment are not strong enough, or if lashings are improperly
applied, vehicles can shift during rough seas, leading to cargo damage or loss of stability.
Problem Area: Lashing points and deck fittings can wear out over time due to constant use, leading to
failure of securing mechanisms during heavy weather.
b. Vehicle Shifting
If vehicles or cargo are not properly secured, they may shift during the voyage. Shifting cargo can
create uneven weight distribution, potentially leading to a dangerous list or capsizing.
Problem Area: Open decks with large vehicle spaces are prone to cargo shifting during rough seas,
particularly if vehicles are not secured to multiple points.
5. Water Ingress
Water ingress is a serious risk on Ro-Ro vessels, as large openings for vehicle ramps and doors increase
the potential for seawater to enter the ship. This can lead to flooding, loss of stability, and even capsizing
if not properly managed.
a. Hull Opening Leaks
Large ramps and doors on Ro-Ro vessels, if not properly secured, can allow water to enter the ship.
In rough seas or heavy weather, improperly sealed hull openings can lead to flooding on the vehicle
decks.
Problem Area: Bow doors, stern ramps, and side doors are common points of water ingress, especially
if the watertight seals are damaged or not properly secured.
b. Drainage System Blockage
Ro-Ro ships rely on drainage systems to remove any water that may enter the vehicle decks. If the
drainage system becomes blocked, water can accumulate, leading to the free surface effect and
loss of stability.
Problem Area: Deck drainage systems and scuppers can become clogged with debris or oil from
vehicles, leading to water buildup.
Sketch & Label and Maintenance required for the Stern Ramp of a Ro-Ro Vessel:
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1. Hydraulic System Maintenance

Inspection for Leaks: Regularly check the hydraulic system, including hoses, cylinders, and
connections, for any signs of oil leaks.
Hydraulic Fluid Levels: Monitor and maintain the appropriate hydraulic fluid levels. Refill or replace the
fluid as needed, following manufacturer guidelines.
System Pressure Checks: Test the hydraulic pressure to ensure the system operates within safe
parameters.
2. Ramp Surface and Structural Maintenance
Surface Condition: Inspect the ramp surface for any damage, such as cracks, corrosion, or warping,
which could weaken the structure. Repair or replace damaged sections as needed.
Non-Slip Surface: Ensure that the anti-slip coating or surface is in good condition. Reapply or repair
worn areas to prevent accidents.
3. Hinge and Pivot Point Maintenance
Lubrication: Regularly lubricate the hinges and pivot points to ensure smooth operation and to reduce
wear and tear.
Structural Integrity: Inspect the hinges for any signs of wear, rust, or distortion. Replace any damaged
components to maintain proper function.
4. Roller and Track Maintenance
Roller Inspection: Check the rollers for wear or damage. Replace worn-out rollers to ensure smooth
deployment and retraction of the ramp.
Track Cleaning: Clean the tracks regularly to remove debris and ensure the ramp moves freely without
obstructions.
5. Safety Barrier and Securing Point Maintenance
Safety Barriers: Inspect the safety barriers for any signs of damage or corrosion. Ensure that the
barriers are securely attached and functioning correctly.
Securing Points: Check all securing points and locking mechanisms to ensure they properly engage
and release. Lubricate and repair if needed.
6. Electrical System and Sensors
Sensor Testing: If the ramp has any automated sensors or safety alarms, test them regularly to ensure
they are functioning correctly.
Electrical Wiring: Inspect the wiring for any signs of damage or wear and replace if necessary to
prevent electrical failures.
GENERAL CARGO
Vulnerable Areas in Ship's Cargo Holds Where Infestation May Take Place:
Infestation in a ship’s cargo holds typically refers to the presence of pests, insects, rodents, or other
organisms that can damage cargo, particularly bulk and dry goods like grains, seeds, and other organic
materials. Infestation can lead to contamination, cargo degradation, and economic loss. Identifying
vulnerable areas within the cargo holds is critical for preventing and controlling infestations.
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The following are the key areas within a ship's cargo holds that are particularly vulnerable to infestation:
Corners and Edges of Cargo Holds
Description: The corners and edges of cargo holds, where the floors meet the bulkheads, are
common places for infestation as these areas often accumulate debris and residues from
previous cargoes.
Vulnerability: These corners are harder to clean thoroughly, and any leftover food particles or
organic matter can attract pests, particularly insects such as weevils or grain beetles.
Bilges in Cargo Holds
Description: The bilges are low areas in the cargo hold designed to collect water or liquid residue
that accumulates from condensation or leaks.
Vulnerability: Dampness, moisture, and standing water in the bilges create an ideal environment
for pests to thrive, particularly for insects that are attracted to moisture. Residues in the bilge
may also attract pests and contribute to an infestation.
Cargo Residue Traps (Cargo Hold Ledges and Crevices)
Description: Ledges, crevices, and gaps between structural elements inside the cargo hold, such
as bulkhead stiffeners, frames, and other structural reinforcements, can accumulate residues
from previous cargoes.
Vulnerability: These areas may retain small amounts of cargo, such as grain or seeds, which can
become breeding grounds for pests. These spaces are also more difficult to access for cleaning,
making them vulnerable to long-term infestation if left unchecked.
Air Ducts and Ventilation Systems
Description: Air ducts and ventilation systems are essential for maintaining air circulation within
the cargo holds, especially for perishable goods. However, these ducts may become infested if
not properly cleaned.
Vulnerability: Rodents, insects, and other pests can use ventilation ducts as entry points or nesting
areas. Air ducts also often collect dust, debris, and organic residues, which can attract pests
and provide a breeding environment.
Wooden Surfaces (Dunnage and Pallets)
Description: Wooden dunnage, pallets, and other wooden structures used to separate cargo from
the ship's surface or stabilize it can also harbor pests, particularly if the wood has not been
treated or properly cleaned.
Vulnerability: Insects, particularly wood-boring insects like termites and beetles, may lay eggs in
cracks or crevices in the wood. Additionally, moisture buildup in wooden materials can attract
pests, making wooden surfaces a vulnerable area for infestation.
Cargo Hold Insulation and Insulated Panels
Description: Insulation is often used in temperature-controlled cargo holds to maintain specific
conditions for refrigerated goods. Insulated panels may have gaps or cracks where pests can
hide or nest.
Vulnerability: Rodents and insects may find nesting spaces within cracks or gaps in the insulation.
If moisture is trapped inside the insulation, it can also provide a conducive environment for
mold or fungal growth, which can attract more pests.
Hatch Covers and Hatch Coamings
Description: Hatch covers are the access points to cargo holds, and hatch coamings are the raised
structures around the hatch openings designed to prevent water ingress.
Vulnerability: Hatch covers and coamings are prone to gaps, leaks, and moisture buildup, which
can allow pests to enter the cargo hold. The gaskets and seals around hatch covers can also
trap moisture and food particles, providing an entry point for insects or rodents.
Residual Cargo Pockets and Compartments
Description: Pockets or small compartments within the cargo hold where cargo may have
accumulated during previous operations, particularly near machinery or structural elements.
Vulnerability: Residual cargo in these pockets can serve as food sources for pests, particularly if
the cargo is organic material like grains, seeds, or flour. If left unattended, these areas can
become breeding grounds for insects or rodents.
Door and Hatch Seals
Description: Seals around doors, hatches, and openings in the cargo hold are critical for maintaining
watertight integrity, but they can also trap moisture and residues.
Vulnerability: Damaged or poorly maintained seals can trap moisture and debris, creating ideal
conditions for pest infestations. Seals that are not properly maintained may also provide entry
points for rodents or insects.
Underneath the Cargo (If Bulk Cargo)
Description: In the case of bulk cargoes, such as grains or seeds, pests can infest the lower layers
of the cargo where compaction or moisture accumulation occurs.
Vulnerability: Pests such as weevils, mites, and other insects can thrive in these lower layers where
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they may not be easily detected. Without proper fumigation or pest control measures, these
infestations can quickly spread.
Bulkhead Openings and Cracks
Description: Cracks, gaps, or openings in the bulkheads (walls between cargo holds) are another
potential vulnerability where pests can enter or hide.
Vulnerability: Rodents and insects can enter through these cracks or gaps, particularly if the
bulkheads are damaged or if there are any structural deficiencies. These areas are often difficult
to inspect and clean, increasing the risk of infestation.
Bill of Lading (B/L):

A Bill of Lading (B/L) is a critical legal document used in the shipping industry. It serves as a contract
between the shipper (exporter) and the carrier (shipping company), as well as a receipt and document of
title for the goods being transported. The Bill of Lading plays a crucial role in the maritime transport of
goods and serves multiple purposes.
Here are the key points:
1. Definition and Purpose
Contract of Carriage: The Bill of Lading acts as a contract between the shipper and the carrier, detailing
the terms and conditions under which the goods are being transported. It specifies the obligations
of both parties, including freight charges, delivery terms, and liabilities.
Receipt for Goods: It is also a receipt issued by the carrier to the shipper, acknowledging that the
goods have been received on board in good condition, as described in the document. The Bill of
Lading details the type, quantity, and condition of the cargo at the time of shipment.
Document of Title: The Bill of Lading serves as a document of title, meaning that it legally represents
ownership of the goods. The holder of the original Bill of Lading (usually the consignee) is entitled
to claim the goods upon arrival at the destination.
2. Types of Bill of Lading
There are several types of Bills of Lading depending on the terms of the contract and the nature of the
shipment:
Straight Bill of Lading: A non-negotiable Bill of Lading that specifies a named consignee to whom the
cargo will be delivered. The named consignee is the only party entitled to claim the goods.
Order Bill of Lading: A negotiable Bill of Lading where the cargo can be transferred to another party
by endorsement. This type of Bill of Lading can be sold, traded, or endorsed to a third party while
the goods are in transit.
Bearer Bill of Lading: A Bill of Lading that states that delivery can be made to the bearer of the
document. It is highly negotiable and can be transferred without endorsement.
Clean Bill of Lading: A Bill of Lading that indicates the goods were received in apparent good condition
and without any damage or discrepancies. This is important for both the shipper and the consignee
as it proves the condition of the goods at the time of loading.
Claused (or Dirty) Bill of Lading: A Bill of Lading that includes notations or remarks regarding damage,
shortages, or other issues with the cargo when it was received. This is important for claims and
disputes between the parties involved.
3. Functions of a Bill of Lading
Proof of Shipment: The Bill of Lading provides proof that the goods were shipped as per the terms of
the contract. It serves as an important document in resolving disputes over the condition, quantity,
or delivery of the cargo.
Title to Goods: It acts as title to the goods, allowing the holder to claim ownership and take delivery
at the destination. The consignee typically presents the original Bill of Lading to take possession of
the cargo.
Payment Security: In international trade, the Bill of Lading plays a vital role in securing payment
through banks under Letters of Credit (L/C). Banks often require the original Bill of Lading before
releasing payment to the seller.
Cargo Delivery: It specifies who has the right to receive the goods upon arrival at the destination port.
The Bill of Lading also sets the terms for cargo delivery, such as the named consignee or the
possibility of transfer to a third party.
4. Information Contained in a Bill of Lading
Details of the Shipper and Consignee: The names and addresses of the shipper (exporter) and the
consignee (buyer or receiver of the goods).
Description of Goods: A detailed description of the cargo, including the type of goods, quantity, weight,
volume, and packaging type.
Port of Loading and Discharge: The name of the port of loading (where the goods are loaded onto the
vessel) and the port of discharge (where the goods will be delivered).
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Freight Terms: Specifies whether the freight is prepaid or payable at destination (freight collect).
Carrier Information: The name of the shipping line or carrier and details of the vessel on which the
cargo is being transported.
5. Legal Implications
Liability and Claims: The Bill of Lading outlines the liability of the carrier and the shipper in case of
cargo damage, shortage, or loss. It serves as an important legal document in resolving disputes
over claims for damaged or lost cargo.
Evidence in Court: The Bill of Lading can be used as evidence in a court of law to resolve disputes
related to the shipment, delivery, or condition of goods.
Steps for Loading and Securing of the Diesel Generator Set:

Pre-loading Preparations:
Structural Assessment: Conduct a structural assessment of the ship’s tank top to ensure it can bear
the weight of the generator set, which weighs 80 tons. This includes checking the maximum
permissible load for the tank top, bulkheads, and associated structures.
Stowage Planning: Determine the exact position for loading the generator. It should be placed close
to the ship’s centerline (athwartships) and as low as possible in the hold to maintain the vessel’s
stability and reduce the risk of excessive heel or trim.
Reinforcement of the Tank Top: If necessary, place dunnage (wooden planks or steel plates) on the
tank top to distribute the load evenly and prevent concentrated stress on any one point of the
structure. Dunnage will act as a buffer and prevent damage to the ship’s structure.
Loading Procedure:
Crane Handling: Use a suitable crane (shore-based or ship-based) with a certified safe working load
(SWL) exceeding 80 tons to lift the generator set.
Lifting Gear: Ensure that the slings and shackles used for lifting are rated appropriately. Typically,
four-point slings are used for lifting heavy machinery. Each sling must be inspected and certified
for use.
Guidance and Alignment: Use tag lines to control the orientation of the load while lowering it onto the
tank top. Ensure that the generator set is lowered smoothly and aligned correctly in the designated
space.
Securing the Generator Set:
Lashing Points and Equipment:
Use heavy-duty lashing equipment such as chains, steel wire ropes, or webbing straps to secure
the generator set.
Attach the lashing points to the strong points of the ship’s structure, such as lashing eyes or
pad eyes welded to the deck or bulkhead.
Ensure there are multiple lashing points (both fore-and-aft and athwartships) to prevent
movement in any direction.
Use of Chocks:
Place wooden or steel chocks on all sides of the generator set to prevent sliding or shifting.
Chocks should be nailed or bolted to the dunnage or deck to prevent them from moving.
Cross-Lashing:
Apply cross lashings using steel chains or heavy-duty straps on both sides of the generator to
prevent lateral movement (athwartships).
The lashings should be tensioned correctly using tensioners or chain binders to eliminate slack
and ensure a tight fit.
Securing for Longitudinal Forces:
Apply fore-and-aft lashings to prevent the generator from shifting in the longitudinal direction
(forward and aft). This is crucial for preventing movement during pitching or sudden
deceleration.
Additional Precautions:
Vibration Dampers: Install rubber mats or vibration dampers between the generator and the deck to
absorb vibration and reduce stress on the structure during the voyage.
Ventilation and Access: Ensure there is sufficient space around the generator set for ventilation and
maintenance access. The securing arrangements should not obstruct access to critical areas of the
machinery.
Inspection and Documentation:
After securing the load, conduct a final inspection to ensure all lashings and chocks are tight and that
the load is stable.
Document the securing arrangement in the ship’s cargo securing manual and log the details of the load
(including the generator's weight and securing arrangements) for reference and compliance with
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IMO regulations.
HEAVY LIFT
Preparations and Precautions Before Loading a Large-Dimension, Cylindrical-Shaped Heavy Lift

on the Deck of a Cargo Ship:
Loading large-dimension, cylindrical-shaped heavy cargo onto the deck of a cargo ship requires careful
planning, specialized equipment, and strict adherence to safety protocols. Such cargo (e.g., tanks, pipes,
reactors) poses particular challenges due to its shape, size, and weight, which can affect the ship's stability
and safety. The following outlines the preparations and precautions that must be exercised before loading
this type of heavy lift cargo.
1. Pre-Loading Planning
Stowage Plan Preparation: Develop a detailed stowage plan that includes the placement of the cargo,
taking into account the size, weight, and shape of the cylindrical object. The plan should ensure
that the cargo’s center of gravity and the overall ship’s stability are maintained.
Weight Distribution: Properly calculate the weight distribution of the cargo to avoid overloading
any specific part of the deck. Cylindrical objects are often heavy, so the weight must be
distributed evenly to prevent overstressing the ship's structure.
Stability Considerations: The stowage plan must factor in the ship’s stability (GM, trim, and
heel). Cylindrical heavy lifts should be stowed as close to the ship's centerline as possible
to prevent excessive listing.
b. Structural Integrity and Load Limits
Deck Load Limitations: Check the deck’s load-bearing capacity (load density) to ensure it can handle
the weight of the cylindrical heavy lift without causing structural damage. Use deck reinforcement
if necessary to distribute the weight evenly.
Crane and Lifting Gear: Ensure that the ship’s or shore-based cranes and lifting gear are rated to
handle the weight of the cargo. The lifting gear (slings, shackles, spreader beams) should be
inspected and certified for heavy-lift operations.
c. Weather and Sea Conditions
Weather Forecast: Ensure that the weather conditions are suitable for the loading operation. Loading
in heavy seas, strong winds, or rain can increase the risk of accidents. Postpone the operation if
bad weather is expected.
Deck Condition: Ensure the deck is clean, dry, and free of any oil, debris, or obstructions that could
create hazards during the lifting and securing process.
2. Precautions for Loading Operations

a. Rigging and Lifting Operations
Lifting Points and Slings: Identify and mark the lifting points on the cylindrical cargo. Use the correct
type of slings (e.g., synthetic slings, wire ropes) that are strong enough to handle the weight of
the cargo.
Spreader Beams: Use spreader beams to ensure that the slings or lifting gear do not damage the
cylindrical cargo or apply uneven pressure. The spreader beams help distribute the load evenly
across the lifting points.
Load Balance: During the lifting operation, ensure the cargo is lifted in a balanced manner to prevent
any tilting or swinging, which could damage the cargo or the ship.
Communication and Signals: Establish clear lines of communication between the crane operator and
the crew involved in the operation. Use radios or hand signals to ensure smooth coordination during
lifting.
b. Securing the Cargo
Securing Methods: Once the cylindrical cargo is placed on the deck, it must be properly secured to
prevent movement during the voyage. Use wooden cradles, chocks, or steel supports to stabilize
the cylindrical shape.
Cradles and Shoring: For a cylindrical object, use custom-made cradles or V-shaped supports
to prevent rolling. These cradles should be secured to the deck using welded or bolted
connections.
Lashings: Secure the cargo with appropriate lashing materials such as chains, steel wires, or
high-tensile straps. Ensure the lashings are placed at regular intervals and are tight enough
to prevent any shifting or movement of the cargo.
Tensioning Devices: Use turnbuckles or other tensioning devices to tighten the lashings,
ensuring that they remain taut throughout the voyage. Lashings should be checked and
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adjusted as necessary during the voyage, especially after rough seas.

c. Padding and Protection
Surface Protection: Use padding (e.g., rubber mats, wooden planks) between the cargo and the deck
to prevent damage to both the cargo and the ship’s structure. This is particularly important for
delicate or painted surfaces.
Avoid Metal-to-Metal Contact: Avoid direct metal-to-metal contact between the cylindrical object and
the securing equipment to prevent damage. Use soft slings or protective sleeves around the
lashings.
3. Final Pre-Lifting Checks

a. Crew Safety and Briefing
Safety Briefing: Conduct a safety briefing for all personnel involved in the operation. Discuss the roles
of each team member, the sequence of the operation, and emergency procedures in case of an
accident.
Personal Protective Equipment (PPE): Ensure all crew members are wearing appropriate PPE, including
hard hats, gloves, safety harnesses, and high-visibility clothing.
Clear the Deck: Ensure the deck is clear of unnecessary personnel and obstacles. Only essential
personnel should be present during the loading operation.
b. Inspection of Securing Gear and Cargo
Pre-Lifting Inspection: Before commencing the lift, inspect the lifting gear, cradles, lashings, and cargo
securing points to ensure they are in good condition and properly positioned.
Load Test: Conduct a brief test lift (lifting the cargo slightly off the deck) to check for balance, proper
alignment of the slings, and any issues with the lifting gear. If there are any abnormalities, rectify
them before proceeding.
a. Stability Re-Assessment
Final Stability Check: Once the cylindrical cargo is secured on the deck, re-assess the ship’s stability
to ensure the loading has not adversely affected the ship’s trim, GM (metacentric height), or overall
stability.
Ballast Adjustment: Adjust the ballast tanks as necessary to ensure the ship remains balanced and
stable, particularly if the cargo is heavy or unevenly distributed.
b. Cargo Securing Inspections
Regular Inspections: During the voyage, the cargo and its securing equipment should be inspected
regularly, particularly after heavy weather or rough seas. Check the tension of the lashings and the
integrity of the cradles or supports.
c. Voyage Planning
Route Planning: Plan the voyage route carefully, taking into account weather patterns, sea conditions,
and port facilities. Heavy cargo may require calmer seas to avoid excess movement or stress on
the securing arrangements.
Definition of Lifting Appliances in the Context of ILO-152 (Occupational Safety and Health
(Dock Work) Convention, 1979):
Lifting Appliances refer to any equipment, machinery, or device that is used for lifting, lowering, or moving
loads, particularly in dock work or other maritime-related operations. These appliances are typically used
to handle cargo, equipment, and materials during loading and unloading operations on ships, docks, and
related areas.
According to ILO Convention 152, which addresses the safety and health conditions of workers involved
in dock work, lifting appliances must meet specific safety standards and maintenance protocols to ensure
the safety of workers involved in their operation.
Points Related to Lifting Appliances under ILO-152:

1. Types of Lifting Appliances
Cranes (including shore-based and ship-mounted cranes)
Derricks (a type of crane with a pivoted arm)
Winches (mechanical devices used to pull or lift loads)
Hoists (equipment for raising or lowering cargo)
Lifting Platforms
Forklifts (often used for handling pallets and small cargo)
These devices are used to transfer loads between ships, docks, or storage areas and are critical to the
efficiency and safety of dock work.
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2. Safety Requirements
Inspection and Certification: Lifting appliances must be regularly inspected and certified to ensure they
are in good working order and can handle the loads safely. Any defective or damaged lifting
appliances must be taken out of service immediately.
Safe Working Load (SWL): Each lifting appliance must be clearly marked with its Safe Working Load
(SWL), which is the maximum load that the appliance can safely handle. Exceeding the SWL can
result in structural failure, accidents, and injury.
Training and Competency: Operators of lifting appliances must be properly trained and competent in
their use, understanding both the capacity of the appliance and the correct operating procedures
to minimize the risk of accidents.
3. Maintenance and Inspection
Routine Maintenance: Lifting appliances must undergo regular maintenance to ensure all mechanical,
hydraulic, and electrical systems are functioning correctly. This helps to prevent unexpected
failures during operations.
Periodic Inspection: As required by ILO-152, lifting appliances must be subject to periodic inspections
by qualified personnel to detect any wear, damage, or other issues that could affect safety. These
inspections are essential for the prevention of accidents and equipment failure.
4. Safety of Workers
Preventing Overloading: Workers must be aware of the SWL and ensure that the lifting appliance is
not overloaded, as this can lead to accidents or damage to the equipment.
Proper Use of Lifting Gear: The lifting appliance must be used with the appropriate lifting gear, such
as slings, chains, and hooks, which should also be inspected for safety and load-bearing capacity.
Care and Maintenance of a Crane Wire:

The crane wire (or wire rope) is a critical component of a crane's lifting system, responsible for hoisting
and lowering loads. Ensuring its proper care and maintenance is essential for safe operations, prolonging
the wire’s life, and preventing accidents caused by wire failure. Below is a detailed description of the care
and maintenance procedures for crane wire.
1. Routine Inspection
Regular inspections are key to identifying early signs of wear, corrosion, or damage to the crane wire.
Inspections should be conducted by qualified personnel and should cover the entire length of the wire,
including the working areas and areas that pass through sheaves and drums.
a. Visual Inspection
Check for Damage: Visually inspect the wire for broken strands, kinks, birdcaging, or crushing. Any of
these conditions can significantly reduce the wire’s strength and lead to failure.
Corrosion Check: Inspect for signs of corrosion, particularly in areas exposed to moisture, salt, or
chemicals. Corrosion weakens the wire and can cause internal damage that might not be visible.
Lubrication Inspection: Check if the wire rope is adequately lubricated. Lack of lubrication can lead to
friction between the strands, causing internal wear.
b. Frequency of Inspections
Daily Checks: Conduct a visual check before each operation to ensure there are no obvious signs of
wear or damage.
Periodic Detailed Inspections: Carry out a more thorough inspection, depending on the crane's usage,
environmental conditions, and manufacturer’s recommendations. Typically, detailed inspections are
conducted monthly or quarterly.
2. Lubrication of Crane Wire

Proper lubrication is essential to reduce friction, prevent wear, and protect the wire rope from corrosion.
Lubrication ensures the wire strands move freely and reduces internal and external friction as the wire
passes through sheaves and drums.
a. Type of Lubricant
Wire Rope Lubricants: Use appropriate wire rope lubricants designed for crane wires. These lubricants
should have penetrating and protective properties to reach the wire's inner strands and protect
against corrosion.
Viscosity: The lubricant should be selected based on the operating environment. A higher viscosity
lubricant may be needed in marine environments to protect against saltwater exposure.
b. Lubrication Procedure
Application: Lubrication should be applied uniformly along the entire length of the wire, focusing on
areas that experience the most wear, such as sections that pass over sheaves or are wound on
drums.
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Frequency: Lubrication should be carried out regularly, depending on the crane’s use and
environmental conditions. In harsh conditions (such as marine environments), more frequent
lubrication is required.
3. Handling and Storage

Proper handling and storage of the crane wire when it is not in use is essential to prevent damage and
deterioration.
a. Proper Coiling and Uncoiling
Avoid Kinks: When coiling or uncoiling the wire rope, ensure that the wire is handled correctly to avoid
kinks or twists, which can damage the wire and reduce its strength.
Use a Spooler: When reeling or unreeling the wire rope, use a spooler or reel to prevent dragging the
wire across surfaces, which can cause abrasion or contamination.
b. Storage Conditions
Dry and Clean Area: Store the crane wire in a dry and clean area, away from moisture, saltwater, and
chemicals, as these elements can accelerate corrosion.
Proper Elevation: Store the wire off the ground, preferably on wooden blocks or a platform, to avoid
contact with dirt or moisture.
4. Prevention of Overloading and Abuse

Overloading or improper use of the crane wire can lead to premature wear or failure. Proper care during
operations ensures the longevity of the wire rope.
a. Avoid Overloading
Safe Working Load (SWL): Always ensure the load being lifted is within the crane wire’s Safe Working
Load (SWL). Overloading the wire can cause strands to break and lead to catastrophic failure.
Shock Loading: Avoid shock loading, which occurs when the wire rope is subjected to sudden, jerky
forces. This can cause internal damage to the wire strands and significantly reduce the rope’s
lifespan.
b. Proper Use with Sheaves and Drums
Sheave and Drum Diameters: Ensure the sheaves and drums used with the crane wire are of the
correct diameter. The bending radius of the wire rope around the sheaves and drums should comply
with the manufacturer’s recommendations to prevent excessive bending stress.
Avoid Abrasion: Prevent the wire rope from rubbing against sharp edges or surfaces, which can cause
abrasion and weaken the wire.
5. Replacing the Crane Wire

The crane wire should be replaced if it shows signs of wear, damage, or when it reaches the end of its
service life as recommended by the manufacturer.
a. Signs Indicating Replacement
Broken Strands: If the number of broken strands exceeds the manufacturer’s guidelines, the wire
should be replaced. This typically happens when more than 10% of the strands in any given section
are broken.
Deformation: If the wire shows signs of deformation (e.g., birdcaging, kinks, flattening), it indicates
that the internal structure is compromised, and replacement is necessary.
Corrosion: Severe corrosion that affects the wire's surface or internal structure should prompt
replacement.
b. Replacement Procedure
Follow Manufacturer's Instructions: When replacing the crane wire, ensure that the new wire matches
the crane’s specifications and that it is installed properly, following the manufacturer’s guidelines
for coiling, tensioning, and securing the wire rope.
6. Record-Keeping and Documentation

Maintain detailed records of the crane wire’s use, inspections, maintenance, and any incidents involving
the wire.
Inspection Logs: Keep records of all inspection reports, including any observations, actions taken, and
the condition of the wire rope.
Maintenance Logs: Document lubrication schedules, repairs, and other maintenance activities
performed on the crane wire.
Precautions to Take While Loading a Heavy Lift as a Chief Officer:

Loading a heavy lift on a ship is a complex and high-risk operation that requires meticulous planning and
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execution. As the Chief Officer, you play a critical role in overseeing and ensuring that the entire process
is conducted safely and efficiently. The following are the key precautions to take when loading a heavy
lift:
a. Detailed Stowage Plan
Stowage Plan: Prepare a detailed stowage plan that clearly outlines where the heavy lift will be placed
on the vessel. This plan should ensure that the heavy cargo is stowed in a location that maintains
the ship’s stability and does not compromise its trim or overall structure.
Weight Distribution: Ensure the weight distribution is balanced and that the heavy cargo is
stowed as close to the ship’s centerline as possible to prevent listing. The cargo should also
be positioned low on the ship to maintain a low center of gravity.
Access and Clearance: Ensure that the planned location provides sufficient clearance for safe
loading and that the cargo can be accessed or removed efficiently at the destination port.
b. Ship Stability Calculations
Stability Check: Perform a detailed stability assessment to ensure that the ship remains stable during
the loading process and after the heavy lift is stowed. Calculate the ship’s GM (metacentric height),
trim, and heel to ensure that the heavy load does not affect the vessel's seaworthiness.
Adjust ballast as necessary to maintain stability during and after the loading process.
c. Inspection of Lifting Gear
Crane Capacity: Confirm that the ship's cranes or the shore cranes being used have sufficient Safe
Working Load (SWL) capacity to safely lift the heavy cargo. Ensure that the lifting gear is in good
working condition and can handle the weight of the load.
Lifting Gear: Inspect all lifting gear (slings, shackles, chains, spreader bars) for wear, corrosion, or
damage. Ensure that the gear is certified and has the appropriate load-bearing capacity.
d. Risk Assessment and Safety Plan
Risk Assessment: Conduct a risk assessment to identify potential hazards during the lifting operation.
Consider the risks of swinging loads, crane failure, personnel safety, and environmental conditions.
Safety Briefing: Conduct a safety briefing with all personnel involved in the operation. Ensure that
everyone understands their roles, the sequence of operations, and the safety precautions that need
to be taken.
Emergency Plan: Prepare an emergency plan in case of an accident or equipment failure during the
lifting process. Ensure that safety equipment, such as fire extinguishers, first aid kits, and
emergency stop systems, is readily available.
2. Precautions During the Loading Operation

a. Weather Conditions
Monitor Weather: Continuously monitor the weather conditions before and during the loading
operation. Avoid loading during high winds, heavy rain, or rough seas, as these conditions can
make the lifting operation unsafe. Postpone the operation if necessary.
b. Supervision of Lifting Operations
Constant Supervision: As Chief Officer, ensure that the lifting operation is under constant supervision
by competent personnel. Be physically present on deck to oversee the operation and ensure that
the cargo is lifted and placed correctly.
Clear Communication: Establish clear lines of communication between the crane operator, riggers, and
crew members. Use hand signals, radios, or other communication tools to ensure smooth
coordination during the lift.
Balanced Lifting: Ensure that the load is lifted slowly and evenly to avoid tilting, swinging, or jerking,
which can result in an unstable lift. Use spreader bars or lifting beams to distribute the load evenly
and prevent damage to the cargo.
c. Securing the Load
Use of Cradles and Supports: For heavy or irregularly shaped cargo, use cradles, chocks, or timber
supports to keep the load stable once placed on the deck. These supports should be pre-positioned
according to the stowage plan.
Lashing the Cargo: Secure the cargo using appropriate lashing gear, such as chains, steel wires, or
high-tensile straps. Ensure the lashings are tight and applied at multiple points to prevent any
movement of the cargo during the voyage.
Use tensioning devices like turnbuckles to adjust and tighten lashings as necessary.
Padding and Protection: Place rubber pads or protective materials between the heavy lift and the deck
surface to prevent metal-to-metal contact and protect both the cargo and the deck from damage.
d. Avoiding Overloading
Monitor SWL Limits: Ensure that the cranes, lifting gear, and deck structures are not overloaded during
the operation. Do not exceed the Safe Working Load (SWL) of any equipment involved in the lift,
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and verify that the deck can support the weight of the cargo.
Avoid Dynamic Loads: Avoid shock loading (sudden application of force) or dynamic loading (excessive
movement or swinging) during the lifting operation, as these can place unexpected stresses on the
lifting gear and the ship’s structure.
3. Post-Loading Precautions
a. Securing the Ship
Final Stability Check: After the heavy lift is loaded and secured, perform a final stability check to ensure
that the ship remains safe for the voyage. This includes verifying the trim, heel, and overall
stability.
Adjust the ship’s ballast tanks as needed to maintain proper balance and stability.
b. Inspection of Securing Arrangements
Regular Monitoring: Inspect the securing arrangements for the heavy cargo at regular intervals,
especially after encountering rough seas or high winds. Check that lashings remain tight and that
there is no movement or damage to the cargo.
Log the Operation: Document the entire loading operation, including the condition of the cargo, the
gear used, the personnel involved, and any issues encountered. This will be essential for future
reference and claims handling.
c. Voyage Planning
Weather Forecast: Review weather conditions along the ship's route and ensure that the heavy lift is
secured to withstand anticipated sea conditions, especially if rough seas are expected.
Route Adjustments: If necessary, adjust the route planning to avoid areas with extreme weather,
strong winds, or high seas that could affect the ship's stability or cargo securing.
4. Precautions for Personnel Safety

a. Safety Gear
Ensure that all personnel involved in the loading operation are wearing appropriate personal protective
equipment (PPE), such as hard hats, safety harnesses, high-visibility clothing, gloves, and safety
shoes.
b. Restricted Access
Restrict access to the lifting area to only essential personnel to avoid accidents. Non-essential crew
should be kept away from the danger zone.
Lashing Arrangements for Heavy Lift on Deck as per the Cargo Securing Manual:
Heavy lift cargo refers to items that are significantly heavier or larger than standard cargo units, often
requiring specialized handling and securing arrangements to ensure they remain stable and safe during
transportation. Securing a heavy lift on deck requires adherence to guidelines provided in the Cargo
Securing Manual (CSM), which is specific to each ship and approved under international regulations, such
as SOLAS and the IMO Code of Safe Practice for Cargo Stowage and Securing (CSS Code).
The lashing arrangements for heavy lift cargo are designed to prevent movement or shifting during the
voyage, ensuring the safety of the vessel, crew, and cargo. Below are the general lashing arrangements
and considerations for securing a heavy lift on deck as per the Cargo Securing Manual:
1. Lashing Materials for Heavy Lift Cargo

a. Steel Wire Ropes
Specifications: Heavy lifts typically require steel wire ropes for lashing due to their high tensile strength
and durability. These ropes must be strong enough to withstand the forces generated during transit,
including those from wind, waves, and vessel motion.
Diameter: Commonly used wire ropes range from 16 mm to 20 mm or larger, depending on
the weight of the cargo.
Breaking Strength: Wire ropes should have a high breaking load (e.g., 100 kN or more,
depending on the cargo weight).
b. Chain Lashings
Specifications: Chains are often used to lash heavy lift cargoes, especially when very high tensile
strength is required.
Breaking Strength: Chains should have a breaking strength sufficient to handle the heavy loads,
typically 60 kN to 120 kN or more.
Usage: Chain lashings are used for their robustness and resistance to wear, especially in dynamic
marine environments.
c. Turnbuckles and Tensioning Devices
Specifications: Turnbuckles are used in conjunction with wire ropes or chains to tension and adjust the
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lashing arrangement.
Breaking Strength: Should match or exceed the breaking strength of the wire ropes or chains
used.
d. Synthetic Web Lashings (High-Tensile Belts)
Specifications: For certain types of heavy cargo, high-tensile synthetic web lashings (such as polyester
straps) may be used. These are flexible and can be applied where steel or chain lashings might be
impractical.
Breaking Strength: Should have a minimum breaking load of 50 kN to 100 kN, depending on
the size and weight of the cargo.
e. Dunnage and Chocks
Material: Timber dunnage and chocks are used to support and stabilize the base of the heavy lift cargo,
preventing it from shifting on the deck.
Dimensions: Timber should be of high quality and suitable dimensions to support the weight of
the heavy lift cargo. Common dimensions are 100 mm x 100 mm or larger.
Usage: Dunnage and chocks are placed under the cargo to prevent horizontal movement and reduce
point loads on the deck.
f. Pad Eyes and Lashing Points
Reinforced Lashing Points: The vessel should have reinforced pad eyes or lashing rings on deck,
capable of withstanding the loads exerted by the lashings. These points should be designed and
placed according to the Cargo Securing Manual.
2. Lashing Arrangements for Heavy Lift Cargo

The specific arrangement of lashings depends on the size, weight, and shape of the heavy lift cargo. The
following are the common methods used for securing heavy lifts on deck:
a. Direct Lashing (Tie-Down Method)
Description: Direct lashings are applied to secure the cargo by tying it down directly to the deck. This
method uses multiple lashings to create a downward force, holding the cargo in place.
Arrangement:
Lashings are run from the pad eyes or lashing points on the deck, over the cargo, and secured
at multiple points around the cargo.
The lashings should be evenly distributed around the cargo to prevent uneven forces or gaps
in securing.
Turnbuckles should be used to tension the lashings to ensure that there is no slack.
Recommended Use: Direct lashing is typically used when the cargo has flat surfaces that can be
effectively tied down. This is common with large machinery or modular cargo.
b. Cross Lashing (X-Lashing or Diagonal Lashing)
Description: Cross lashings involve securing the cargo with lashings placed diagonally from multiple
sides to prevent movement in all directions (longitudinal, transverse, and vertical).
Arrangement:
Diagonal lashings are applied from the base of the cargo to the lashing points at opposite
corners, creating a stabilizing "X" pattern.
These lashings help prevent lateral movement as well as shifting during pitching, rolling, or
heaving motions of the vessel.
Recommended Use: Cross lashing is ideal for securing tall or irregularly shaped cargo, where additional
support is needed to prevent tipping or rolling.
c. Loop Lashing (Basket Method)
Description: Loop lashings or basket lashings are used when the cargo has round or cylindrical shapes.
The lashing forms a loop or basket around the cargo, effectively holding it in place without applying
direct force to the cargo's surface.
Arrangement:
The lashing is passed around the cargo and secured at multiple points to prevent slippage.
Chain lashings are often used in this method due to their ability to handle high loads and their
resistance to wear.
Recommended Use: This method is commonly used for securing pipes, tanks, or large cylindrical
objects.
d. Securing with Dunnage and Chocks
Description: Dunnage and chocks are used to prevent the heavy lift from sliding or shifting horizontally
during transit. The chocks act as barriers around the base of the cargo.
Arrangement:
Dunnage is placed beneath the cargo to distribute the load and raise the cargo off the deck.
Wooden chocks or steel braces are placed at both ends and along the sides of the cargo to
prevent movement.
Recommended Use: Dunnage and chocks are crucial when securing heavy lifts with flat bases or when
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additional lateral support is needed.

e. Securing with Chain Blocks and Winches
Description: Chain blocks or winches may be used for additional securing, especially in cases where
very heavy cargoes need to be precisely positioned or when extra tension is required for the
lashings.
Arrangement:
Chain blocks are attached to the lashing points and used to adjust the tension on wire ropes or
chains.
Winches can be used to maintain tension on lashings throughout the voyage.
Recommended Use: Useful for oversized or irregular-shaped cargo, where additional tension is needed
to hold the cargo securely in place.
3. Additional Considerations for Heavy Lift Securing

a. Stability Considerations
Vessel Stability: The location of the heavy lift cargo should be carefully considered to ensure that it
does not negatively affect the ship’s stability. Cargo should be loaded in a way that does not raise
the ship’s center of gravity too much, potentially compromising stability.
b. Dynamic Forces at Sea
Forces to Account For:
Transverse Forces (side-to-side movements).
Longitudinal Forces (fore and aft movements).
Vertical Forces (lifting or heaving forces).
The lashing arrangement must be designed to resist these forces, especially during rough weather
conditions.
c. Securing Plan and Cargo Securing Manual
Lashing Plan: A detailed lashing plan must be developed and approved by the ship's officers. This plan
should outline the number of lashings, types of lashings used, and their specific arrangement,
following the guidelines in the Cargo Securing Manual.
CSM Guidelines: The Cargo Securing Manual will provide ship-specific guidelines, including the
recommended lashing methods, breaking strength requirements, and approved securing points for
heavy lifts.
d. Regular Inspection
Inspection of Lashings: Lashings should be regularly inspected during the voyage, particularly after
heavy weather or when the ship changes course. Tension in the lashings should be checked and
adjusted if necessary.
REFRIGERATED CARGOES
Preparations Prior to Loading Refrigerated Cargoes

When loading refrigerated cargoes (also known as reefer cargo), such as perishable goods that need
to be kept at controlled temperatures (e.g., fruits, vegetables, meat, seafood, or pharmaceuticals), careful
planning and preparation are crucial. Proper handling ensures that the cargo maintains its quality and
avoids spoilage or damage during transportation. As a Chief Officer, your role in overseeing the loading
process includes several key steps.
Below are the preparations to be carried out before loading refrigerated cargoes:
1. Pre-Loading Cargo Hold and Equipment Preparation

a. Cargo Hold Cleanliness
Thorough Cleaning: Ensure that the cargo holds or reefer containers are thoroughly cleaned,
disinfected, and free from any residual cargo or debris from previous loads. Any remnants from
previous cargo could contaminate or affect the quality of refrigerated goods.
Odor-Free Environment: Ensure that the holds are odor-free, as any lingering smells from previous
cargo can be absorbed by perishable goods and affect their quality.
b. Inspection and Pre-Cooling of the Hold
Temperature Control Check: Inspect and verify that the refrigeration system in the cargo hold or reefer
containers is functioning correctly. This includes checking the compressors, temperature sensors,
fans, and air circulation systems to ensure uniform temperature control.
Pre-Cooling the Cargo Hold: Before loading begins, the cargo holds should be pre-cooled to the
appropriate temperature. This prevents the cargo from being exposed to fluctuating temperatures
during the loading process, which could lead to spoilage or damage.
c. Reefer Containers Check
Inspection of Reefer Containers: If using reefer containers, ensure that they are functioning correctly
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and have been properly pre-cooled. Check the data loggers, thermostats, and cooling units in each
container.
Reefer Container Power Supply: Verify that the power supply for reefer containers (either shore-based
or shipboard) is stable and sufficient to maintain the required temperature for the entire voyage.
2. Cargo Documentation and Planning

a. Verify Cargo Details
Cargo Specifications: Confirm the details of the refrigerated cargo, including the specific temperature
requirements, humidity levels, and any special handling instructions provided by the shipper.
Different types of refrigerated cargoes may have different storage requirements (e.g., frozen
seafood versus chilled fruit).
Loading Sequence: Plan the loading sequence to minimize the exposure of refrigerated cargo to
ambient temperatures. Perishable goods should be loaded last and unloaded first to reduce
temperature fluctuations.
b. Stowage Plan
Cargo Stowage Plan: Prepare a detailed stowage plan that accounts for the following:
Proper segregation of incompatible cargoes (e.g., cargo that emits strong odors should not be
stowed near odor-sensitive cargo).
Even distribution of the cargo within the hold to ensure proper air circulation and temperature
control.
Accessibility for monitoring and checking the temperature of reefer containers or spaces during
the voyage.
Stability of the ship should be maintained, ensuring the refrigerated cargo is distributed in a
way that does not compromise the ship’s trim or stability.
3. Inspection and Testing of Refrigeration Equipment

a. Pre-Operational Checks
Refrigeration System Functionality: Test the refrigeration system to ensure it is functioning at full
capacity, and check for any issues with the compressors, refrigerant levels, fans, and temperature
sensors.
Temperature and Humidity Control: Verify that the system can maintain the desired temperature and
humidity levels throughout the entire cargo hold or reefer container.
b. Backup Systems
Standby Power Supply: Ensure that the ship’s standby power supply (emergency generators) is
operational and can provide power to the refrigeration systems in the event of a power failure.
Alarm Systems: Check that alarm systems are in place to notify the crew of any malfunction or
deviation in the temperature of the refrigerated cargo hold or containers. Alarms should trigger if
the temperature exceeds or falls below acceptable limits.
4. Monitoring and Handling Procedures

a. Monitoring System
Temperature Monitoring: Ensure that temperature monitoring systems are installed and functional in
all refrigerated cargo holds and reefer containers. These systems should allow for continuous real-
time monitoring of the cargo temperature.
Data Logging: Ensure that temperature data loggers or recorders are calibrated and ready to log
temperature fluctuations during the voyage. This data can be crucial for verifying that the cargo
was stored correctly.
b. Handling Procedures
Proper Handling: Ensure that personnel involved in loading refrigerated cargo are trained in the proper
handling procedures. Delicate goods such as fruits and vegetables can be easily damaged if
mishandled, so care must be taken during loading.
Minimizing Exposure to Ambient Air: Minimize the time the cargo spends outside of the controlled
temperature environment. Whenever possible, keep reefer containers closed or minimize the time
that cargo holds are exposed to ambient temperatures during loading.
5. Coordination with Port and Shipper

a. Coordination with Port Authorities
Shore-Based Power Supply: Coordinate with the port authorities to ensure that the ship can access
shore-based power to maintain the refrigerated cargo’s temperature before departure, if necessary.
b. Communication with Shippers
Cargo Condition Reports: Obtain and review any pre-loading condition reports from the shipper,
ensuring that the cargo was in good condition before being delivered to the ship.
Special Instructions: Ensure that any special instructions from the shipper, such as temperature
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settings, humidity control, or loading sequence, are followed exactly.
6. Crew Safety and Training

a. Crew Training
Proper Training: Ensure that the crew handling the refrigerated cargo is trained in the use of
refrigeration equipment and monitoring systems. They should also be familiar with the specific
handling procedures required for different types of refrigerated cargo.
Safety Precautions: Train the crew to take necessary safety precautions, such as wearing appropriate
personal protective equipment (PPE) when handling frozen goods or working near refrigeration
systems that involve pressurized refrigerants.
b. Emergency Procedures
Emergency Response Plans: Have an emergency response plan in place to address potential
malfunctions in the refrigeration system, such as refrigerant leaks, compressor failure, or power
loss. Ensure that the crew knows how to respond in these situations to prevent cargo spoilage.
7. Ventilation and Airflow

a. Proper Airflow in the Hold
Ventilation Checks: Ensure that the airflow within the refrigerated cargo holds is sufficient to maintain
an even temperature throughout the entire space. Proper ventilation prevents the formation of hot
spots or cold spots, which could cause uneven cooling or freezing of the cargo.
Air Circulation: Ensure that the air circulation system within the reefer containers or refrigerated spaces
is functioning correctly. Fans and air ducts should be operational, and there should be no
obstructions to the air circulation.
8. Final Pre-Loading Inspection

a. Final Hold Inspection
Temperature Check: Confirm that the cargo hold or reefer container has reached the required
temperature before loading begins. This can be done using temperature probes or sensors.
Inspection of Securing Gear: Inspect the lashing points and securing gear that will be used to hold the
refrigerated cargo in place. This is especially important to prevent any movement of the cargo
during the voyage, which could cause damage or affect air circulation.
b. Communication with Crew
Loading Plan Briefing: Brief the crew on the stowage plan, the sequence of loading, and any specific
instructions related to the handling of refrigerated cargo. Ensure that all team members understand
the critical nature of temperature control for these goods.
Precautions and Procedures for the Transportation of Refrigerated Cargoes on a Reefer Vessel:
The transportation of refrigerated cargoes on a reefer vessel involves stringent precautions and procedures
to ensure that the cargo remains at the required temperature throughout the voyage. Refrigerated
cargoes, such as fruits, vegetables, meat, fish, and pharmaceuticals, are perishable and can spoil if
temperature, humidity, and ventilation are not properly controlled. Below are the key precautions and
procedures to be followed for the safe and efficient transportation of refrigerated cargo on a reefer vessel.
1. Pre-Voyage Preparation
a. Inspection and Cleaning of Cargo Holds
Thorough Cleaning: Before loading, all cargo holds must be thoroughly cleaned and sanitized to remove
any debris, contaminants, or residual odors that could affect the quality of the refrigerated cargo.
Any residue from previous cargoes, especially non-refrigerated cargo, must be completely
removed.
Odor Control: Since some cargoes (e.g., fish) can leave strong odors that may affect subsequent cargo,
odor-neutralizing agents should be used, and the holds should be well-ventilated.
Inspection of Cargo Holds: The cargo holds and refrigeration equipment must be inspected for any
damage or malfunction. Particular attention should be given to the condition of insulation, drainage
systems, and ventilation fans.
b. Pre-Cooling of Cargo Holds
Pre-Cooling to Required Temperature: The cargo holds should be pre-cooled to the required
temperature before loading begins to prevent the refrigerated cargo from being exposed to warmer
temperatures during loading. The pre-cooling process typically lasts several hours and must be
completed before the arrival of the cargo.
Hold Temperature Matching Cargo Requirements: The temperature in the hold should be adjusted
based on the type of cargo. For example:
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Frozen cargo: -18°C to -25°C for products such as meat and seafood.
Chilled cargo: 0°C to +8°C for fruits and vegetables.
2. Loading Procedure
a. Loading Plan and Sequence
Cargo Compatibility: Ensure that different types of refrigerated cargo are compatible and can be
stowed in the same hold without affecting each other’s quality. For example, certain fruits can emit
ethylene gas, which can speed up ripening in other cargoes.
Stowage Plan: A stowage plan should be created to ensure the efficient use of space while maintaining
proper air circulation. The plan should include details on the placement of cargoes based on their
temperature requirements and the available power for reefer containers.
Loading Speed: Cargo should be loaded as quickly as possible to minimize exposure to ambient
temperatures, especially for frozen cargo. Keeping cargo at dockside for extended periods in
warmer conditions can lead to spoilage.
b. Avoid Overloading
Stacking Limits: Avoid overstacking the cargo to prevent damage to the goods and ensure proper air
circulation. Air must flow freely around and between the cargo to maintain uniform temperature.
Avoiding Cargo Contact with Bulkheads: Cargo should not be stowed directly against the bulkheads,
as this can lead to temperature fluctuations due to external temperature influences.
c. Temperature Recording Devices
Placement of Temperature Sensors: Temperature sensors or data loggers should be placed in various
locations throughout the hold, particularly in areas prone to temperature variation, such as near
the ceiling, floor, and bulkheads. These sensors will continuously monitor the cargo's temperature
during the voyage.
Temperature Record Keeping: The temperature data collected by these sensors must be logged and
stored for review. This documentation is crucial in verifying that the cargo has been kept at the
proper temperature throughout the voyage.
3. Ventilation and Humidity Control

a. Proper Ventilation
Air Circulation: Proper air circulation is crucial for maintaining uniform temperatures throughout the
cargo space. The ventilation fans in the holds must be operational to circulate cold air evenly,
preventing the formation of hot or cold spots within the cargo.
Humidity Control: Some cargoes, particularly fresh fruits and vegetables, are sensitive to humidity.
For these cargoes, the ventilation system must also control humidity levels to prevent moisture
buildup, which can lead to mold growth or spoilage.
b. Ventilation for Specific Cargo Types
Ventilated Cargo: For cargoes that require ventilation (e.g., fresh produce), the ventilation system
must provide a continuous supply of fresh air to remove excess heat, moisture, and gases like
ethylene.
4. Temperature Monitoring During the Voyage

a. Continuous Monitoring
Regular Temperature Checks: The crew should continuously monitor the temperature in each cargo
hold using the installed sensors and temperature monitoring systems. The temperature should
remain within the specified range for the cargo being carried.
Alarms for Temperature Deviations: Set up temperature alarms to notify the crew if there are any
deviations from the pre-set temperature range. Any deviations should be addressed immediately
to prevent cargo spoilage.
b. Adjusting Temperature for Changing Conditions
Adjusting for Weather Changes: The crew must be prepared to adjust the temperature in the cargo
holds based on external weather conditions. For example, if the vessel passes through colder or
warmer regions, the refrigeration settings may need to be fine-tuned to maintain the correct
temperature inside the hold.
5. Power Supply and Backup Systems

a. Continuous Power Supply
Uninterrupted Power for Reefer Units: The refrigeration units onboard must have a continuous and
reliable power supply. Any power interruptions can cause temperature increases, potentially
leading to cargo spoilage.
Power Monitoring: The ship's power supply to the reefer units must be closely monitored throughout
the voyage to ensure no disruption in the operation of the refrigeration system.
b. Emergency Backup Systems
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Emergency Power Source: Reefer vessels should be equipped with an emergency power supply or
backup generators to maintain the refrigeration system's operation in case of a power failure.
Redundancy: There should be redundancy in the refrigeration equipment, so that if one system fails,
another can take over and keep the cargo temperature stable.
6. Precautions During Unloading

a. Coordinating with Port Operations
Fast Unloading: Coordinate with the port operations to ensure that the unloading process is fast and
efficient, minimizing the time the cargo is exposed to ambient temperatures.
Pre-Cooling of Storage Facilities: The destination port’s storage facilities should be pre-cooled to the
required temperature before the cargo is offloaded to avoid sudden temperature fluctuations.
b. Checking for Cargo Damage
Inspection of Cargo: Inspect the refrigerated cargo upon arrival for any signs of damage or spoilage.
Pay particular attention to the condition of the packaging, as this can indicate if there has been any
temperature deviation during the voyage.

a. Cargo Documentation
Temperature Records: Ensure that all temperature records for the entire voyage are logged and
available for inspection. These records can help resolve any disputes or claims regarding cargo
quality upon delivery.
Compliance with Regulations: Ensure compliance with the relevant international guidelines, such as
those set by the IMO, SOLAS, and the IMDG Code for any hazardous or perishable cargo being
transported.
b. Shipper and Receiver Communication
Communication with Shippers and Receivers: Keep open communication with the shipper and receiver
regarding any changes or issues encountered during the transportation of the cargo.
Precautions Before Loading, During Voyage and on Delivery of Reefer Cargoes:

Reefer cargoes (refrigerated cargoes) require special handling to maintain their temperature and quality
throughout the transportation process. Ensuring that the reefer system is functioning correctly and that
proper procedures are followed during the entire journey is critical for preserving the cargo. Here are the
key precautions at each stage:
1. Precautions Before Loading Reefer Cargoes:

a) Pre-Loading Inspection of Reefer Units:
Check the Condition of Reefer Containers or Spaces:
Inspect the reefer containers or the ship's refrigerated spaces for cleanliness, mechanical
condition, and any signs of damage. Ensure that no prior cargo residue is left that could
contaminate the reefer cargo.
Verify that the insulation and cooling systems (compressors, evaporators, etc.) are functioning
properly.
Test and Calibrate the Reefer Units:
Ensure that the refrigeration units are in working order by conducting a pre-trip inspection
(PTI). Test the refrigeration system for proper cooling, ventilation, and control functions.
Calibrate the temperature controls to the required setpoint for the specific cargo, ensuring that
it matches the recommended shipping temperature.
b) Check Temperature Setpoints:
Confirm the required temperature and humidity settings for the specific reefer cargo, as defined by
the shipper or in the carriage instructions.
Ensure that the setpoints on the reefer unit match the required settings for the type of cargo being
loaded (e.g., fruits, vegetables, fish, or frozen goods).
c) Inspect Cargo Handling Equipment:
Ensure that the ship’s loading gear (such as cranes or forklifts) is properly maintained and suitable for
handling reefer containers or pallets without damaging the cargo.
Verify that the cargo loading plan is in accordance with the ship's Cargo Securing Manual.
d) Pre-Cool the Reefer Cargo Hold or Containers:
Depending on the cargo requirements, pre-cool the reefer containers or cargo holds to the specified
temperature before loading. This prevents temperature shock to the cargo during loading.
e) Check the Packaging of the Cargo:
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Verify that the reefer cargo is properly packaged, with packaging that allows for adequate ventilation
and cooling. Ensure the packaging is suitable for maintaining the temperature requirements of the
cargo.
f) Check Documentation and Shipper’s Instructions:
Ensure that all documentation, including the bill of lading, shipper’s declaration, and reefer monitoring
instructions, are accurate and available.
Confirm specific details such as:
Required temperature and humidity range.
Duration of transport.
Special handling instructions (e.g., controlled atmosphere requirements for specific fruits).
2. Precautions During Voyage (Carriage):

a) Regular Monitoring of Temperature:
Continuously monitor the temperature inside the reefer containers or cargo holds during the voyage
using remote sensors or manual checks.
Many modern reefer systems are equipped with automated systems that provide real-time temperature
monitoring. Alerts or alarms should be set for any deviations from the set temperature range.
b) Check Humidity and Ventilation Settings:
For certain cargoes, especially fruits and vegetables, humidity and ventilation levels must be carefully
controlled to prevent spoilage.
Ensure that air circulation and humidity control systems are functioning as per the cargo’s
requirements.
c) Power Supply to Reefer Units:
Regularly check the power supply to ensure that the reefer units are continuously powered throughout
the voyage.
For containerized reefer cargo, ensure that the containers remain connected to the ship’s electrical
supply or auxiliary power units (APUs).
Have a backup power system (such as a standby generator) available in case of any main power failure.
d) Inspection and Maintenance:
Conduct routine inspections of reefer equipment and containers during the voyage to check for any
malfunctions, leaks, or signs of damage.
Ensure that the condensation drainage system is clear to prevent water buildup inside the reefer
spaces.
e) Record Keeping:
Maintain a log of temperature readings and other critical parameters (humidity, ventilation) throughout
the voyage.
Record any anomalies, corrective actions taken, and inspections conducted. This record may be
required for verification upon delivery.
f) Vessel Stability and Stowage:
Ensure that the reefer cargo is stowed properly and that the vessel maintains proper stability during
the voyage. This helps prevent any damage to the cargo due to shifting or improper stowage.
3. Precautions on Delivery of Reefer Cargoes:

a) Temperature Check on Arrival:
Upon arrival at the port or delivery location, check the temperature of the reefer containers or holds
to ensure that it remained within the prescribed range throughout the voyage.
Compare the final temperature reading with the records from the voyage to ensure there were no
significant fluctuations.
b) Inspection of Cargo:
Inspect the reefer cargo for any signs of damage, spoilage, or temperature-related issues (such as
thawing, freezing, or moisture condensation).
If any damage is found, document it thoroughly and inform relevant stakeholders (shipper, consignee,
etc.).
c) Follow Unloading Procedures:
Unload the cargo promptly, ensuring that the reefer cargo is not left exposed to warm ambient
temperatures for too long. Time-sensitive cargo must be transferred to cold storage or the
consignee's facility quickly to maintain quality.
Ensure that the proper unloading equipment is used to avoid damaging the containers or cargo.
d) Turn Off Reefer Units Only After Unloading:
Do not turn off the reefer units until the cargo is fully unloaded or removed from the container. This
ensures that the cargo remains at the correct temperature up until delivery.
e) Complete Documentation:
Ensure that all required documentation is completed and signed off, including the reefer log, which
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records temperature readings, inspection reports, and any issues or corrective actions taken during
the voyage.
f) Final Inspection by Consignee or Receiver:
Arrange for the consignee or receiver to inspect the cargo upon delivery. Any issues found, such as
damage or discrepancies in temperature control, should be jointly documented to resolve any
claims or disputes.
g) Report Any Malfunctions or Damage:
If any reefer unit malfunctioned during the voyage or if cargo damage occurred, file a report with the
shipping company, shipper, and insurance providers as needed. This will initiate an investigation
and potential claims process.
Principle & Working of Different Types of Refrigerated Containers (Reefer Containers):

Refrigerated containers, commonly known as reefer containers, are used to transport perishable goods
that require controlled temperatures. They are integral in the global supply chain for goods like fruits,
vegetables, meat, seafood, and pharmaceuticals. The main function of these containers is to maintain a
specific temperature range, ensuring that the cargo remains fresh throughout the voyage.
The principle behind reefer containers involves cooling, air circulation, and insulation to keep the internal
temperature stable, regardless of external conditions. Different types of refrigerated containers are
available to suit the varying temperature requirements of cargo.
1. Basic Principle of Refrigerated Containers:

The basic working principle of a refrigerated container is to maintain a specific temperature (set point)
inside the container by using a refrigeration unit powered by electricity. The refrigeration unit removes
heat from inside the container, cools the air, and circulates it throughout the container to keep the cargo
at the desired temperature. These containers typically operate using a closed-loop system, which consists
of:
Refrigeration Unit: Cools the air to the required temperature.
Insulation: Minimizes the exchange of heat between the inside and outside environment.
Air Circulation: Ensures uniform temperature distribution throughout the container.
Temperature Monitoring: Continuously monitors and adjusts the temperature to maintain the set point.
2. Types of Refrigerated Containers

There are different types of refrigerated containers based on the cooling methods, temperature range,
and type of cargo they are designed to carry. The main types include:
a. Closed Reefer Container (Integral Reefer Container)

Principle
A closed reefer container is the most common type of refrigerated container. It has a self-contained
refrigeration unit that cools the air inside the container. These containers are powered externally,
typically through shipboard power or shore power (when on land).
The container's insulation minimizes heat exchange, and the refrigeration unit continuously cools and
recirculates air to maintain a stable temperature inside the container.
Working Mechanism
Refrigeration Cycle: The refrigeration unit uses a vapor compression cycle similar to that used in
household refrigerators. The cycle consists of four main components:
Compressor: Compresses the refrigerant gas and increases its temperature.
Condenser: Cools and condenses the refrigerant into a liquid by removing heat.
Expansion Valve: Lowers the pressure and temperature of the liquid refrigerant, turning it into
a cold vapor.
Evaporator: The cold refrigerant vapor absorbs heat from the air inside the container, cooling
the air. The heated refrigerant returns to the compressor, and the cycle repeats.
Air Circulation: The cooled air is circulated by fans located inside the container. These fans ensure that
the cold air reaches all areas of the container, providing uniform temperature distribution.
Temperature Control: The container has a temperature control system that constantly monitors and
adjusts the temperature to maintain the pre-set point. The temperature can be set according to
the requirements of the cargo, ranging from frozen goods (e.g., -25°C) to chilled goods (e.g.,
+5°C).
Applications
Used for transporting perishable goods such as fruits, vegetables, seafood, meat, and pharmaceuticals
that require precise temperature control.
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b. Controlled Atmosphere (CA) Reefer Container

Principle
A Controlled Atmosphere (CA) reefer container not only controls the temperature but also manages
the composition of the air inside the container. This type of container regulates the oxygen (O₂),
carbon dioxide (CO₂), and nitrogen (N₂) levels to slow down the ripening process and extend the
shelf life of perishable products like fruits and vegetables.
Working Mechanism
Atmospheric Control: The container has an air modification unit that adjusts the O₂, CO₂, and N₂ levels
by injecting or removing gases as needed. For example, lowering the O₂ level and increasing the
CO₂ level slows down the metabolic processes in fruits, thus delaying ripening.
Refrigeration and Air Circulation: The container’s refrigeration system works similarly to a closed reefer
container, with a vapor compression cycle that maintains the desired temperature inside the
container. Fans circulate the air to ensure even distribution.
Monitoring and Adjustment: Sensors continuously monitor the levels of O₂, CO₂, N₂, and ethylene gas
inside the container. The system automatically adjusts the atmospheric composition to maintain
the desired levels for optimal cargo preservation.
Applications
Primarily used for transporting fresh fruits and vegetables that require extended shelf life, such as
bananas, apples, and avocados. Controlled atmosphere containers help preserve these goods for
longer periods during transport.
c. Ventilated Reefer Container

Principle
Ventilated reefer containers provide temperature control along with ventilation. These containers are
equipped with adjustable air vents that allow fresh air to enter and circulate inside the container.
The ventilation helps remove excess moisture, heat, and gases (like ethylene) produced by certain
types of cargo.
Working Mechanism
Refrigeration System: The container is fitted with a refrigeration system that maintains the
temperature within a controlled range. However, unlike closed reefers, these containers allow a
certain amount of outside air to circulate.
Ventilation: The container has ventilation ducts or adjustable air vents that allow fresh air to flow in
and remove stale air from the container. This is particularly useful for removing heat generated by
the cargo itself (e.g., fresh produce).
Humidity Control: By allowing fresh air to enter, ventilated reefers help control the humidity inside the
container, preventing the buildup of moisture that could spoil the cargo.
Applications
Used for cargo that generates heat and moisture (e.g., fresh vegetables) and requires ventilation
during transport to prevent spoilage or fermentation. Ideal for goods like onions, potatoes, and
root vegetables.
d. Cryogenic Reefer Container

Principle
A cryogenic reefer container uses liquid nitrogen (LN₂) or dry ice (solid CO₂) to cool the cargo, instead
of relying on mechanical refrigeration. This method is used for maintaining ultra-low temperatures
for goods that need to be kept at very cold temperatures, such as certain pharmaceuticals or
biological materials.
Working Mechanism
Cooling by Cryogenic Liquid: Liquid nitrogen or dry ice is placed in a designated chamber within the
container. The cold gases are released in a controlled manner to cool the interior of the container.
Passive Cooling: The cryogenic substance slowly evaporates, absorbing heat and cooling the air inside
the container. No mechanical refrigeration system is involved, and the cargo remains cold as long
as the cryogenic material lasts.
Temperature Monitoring: The temperature inside the container is continuously monitored using
sensors, and the cryogenic cooling rate is adjusted based on the required temperature.
Applications
Used for cargo that requires extremely low temperatures (e.g., below -40°C). Commonly used for
transporting pharmaceuticals, vaccines, biological samples, or ice cream.
Care, Monitoring and Record Keeping of Frozen Cargo During Sea Passage:
Transporting frozen cargo (such as frozen meat, seafood, fruits, vegetables, or pharmaceuticals) by sea
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requires meticulous care, constant monitoring, and detailed record-keeping to ensure the cargo maintains
its quality throughout the voyage. The specific temperature range for frozen cargo must be maintained,
and any deviation could result in spoilage, leading to financial losses or claims. Below are the detailed
steps for caring for, monitoring, and recording the condition of frozen cargo during a sea passage.
1. Care of Frozen Cargo During Sea Passage

a. Temperature Control
Set Point Confirmation: Ensure the refrigeration system is set to the correct temperature before the
voyage begins. Frozen cargo typically needs to be maintained at or below -18°C (0°F) for food
items, though some products, such as ice cream, may require even lower temperatures (e.g., -
25°C).
Proper Stowage: Verify that the frozen cargo is properly stowed within the refrigerated holds or reefer
containers. The cargo should be distributed evenly to ensure proper airflow and temperature
uniformity throughout the space.
Air Circulation: Ensure that the refrigerated holds or containers have adequate air circulation. This
prevents cold air from being blocked by cargo and ensures uniform cooling. Keep ventilation ducts,
evaporator fans, and air passages free from obstructions.
b. Preventing Freezer Burn
Packing and Wrapping: Ensure that the frozen cargo is properly packaged and wrapped to prevent
freezer burn, which can occur if the cargo is exposed to dry, cold air for extended periods. Proper
packaging also helps prevent dehydration of the cargo.
c. Avoiding Temperature Fluctuations
Minimizing Door Openings: During the voyage, avoid unnecessary opening of the reefer holds or
containers, as this can lead to temperature fluctuations. If entry is required for inspection, it should
be done swiftly to minimize temperature loss.
Stable Power Supply: Ensure the vessel has a stable and uninterrupted power supply to the
refrigeration system, either through the ship's main generators or backup systems, especially
during emergencies or port stays.
d. Cargo Securing
Proper Securing: Ensure the frozen cargo is properly lashed and secured to prevent shifting during the
voyage, which could cause physical damage to the cargo and disrupt airflow, leading to uneven
cooling.
2. Monitoring Frozen Cargo During Sea Passage

a. Continuous Temperature Monitoring
Temperature Sensors: Each reefer hold or reefer container must have reliable temperature sensors
installed. These sensors continuously monitor the temperature and provide real-time data to the
crew. For larger holds, multiple sensors should be used to check for temperature uniformity in
different areas.
Alarm Systems: Ensure that the refrigeration system has an alarm system in place. If the temperature
rises above or falls below the set range, the alarm will alert the crew immediately, allowing them
to take corrective action.
Remote Monitoring: Many modern reefer containers have remote temperature monitoring systems,
which allow the crew to monitor the cargo’s condition from a central control room without having
to physically enter the hold. These systems log temperature data and alert the crew to any issues.
b. Regular Physical Inspections
Periodic Inspections: Conduct regular physical inspections of the reefer holds and containers, even if
the temperature monitoring system is functioning correctly. These inspections should include
checking:
Airflow within the hold to ensure there are no blockages.
Humidity levels if required, though most frozen cargoes are not sensitive to humidity.
Power supply and the proper functioning of the refrigeration unit, including compressors, fans,
and temperature control systems.
Checking Cargo Condition: During inspections, check the cargo for any signs of thawing or frost build-
up, which could indicate a malfunction in the refrigeration system. Special care should be taken
when handling cargo during inspections to avoid disturbing the temperature balance.
c. Monitoring Power Supply and Backup Systems
Power Supply: Continuously monitor the power supply to the refrigeration system. In the event of
power failure, ensure that the backup generators are immediately engaged to prevent the cargo
from thawing.
Fuel Levels: Ensure the ship’s fuel levels are sufficient to power the refrigeration systems throughout
the voyage, especially during longer passages or in case of extended delays at sea.
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3. Record-Keeping of Frozen Cargo During Sea Passage

a. Temperature Log
Continuous Data Logging: Maintain a temperature log that records the temperature of each
refrigerated hold or container at regular intervals (e.g., every 4-6 hours or as required by company
policy). This log should include:
Time and date of the temperature reading.
Temperature inside each refrigerated hold or reefer container.
Any alarms or warnings triggered due to temperature fluctuations.
Automated Logs: Many modern reefers have automated logging systems that store temperature data.
Ensure that the data is regularly downloaded or transmitted to the shore for review.
b. Cargo Condition Report
Inspection Reports: Record findings from the regular physical inspections in a cargo condition report.
Include notes on:
The general condition of the cargo.
Any signs of thawing or frost build-up.
The functionality of the refrigeration system and airflow within the hold.
Action Taken: If any issues are discovered (e.g., rising temperature, malfunctioning refrigeration
equipment), document the corrective actions taken (e.g., resetting the refrigeration system,
adjusting airflow, securing additional power).
c. Reefer Equipment Maintenance Logs
Maintenance Records: Keep detailed logs of any maintenance or repairs carried out on the refrigeration
equipment during the voyage. This should include:
Dates of maintenance activities.
Details of any parts replaced or systems repaired.
Calibration of temperature sensors and refrigeration units.
d. Voyage Summary Report
End-of-Voyage Report: At the end of the voyage, prepare a voyage summary report detailing the
condition of the frozen cargo during transit. This should include:
Final temperature readings.
Any significant incidents or issues encountered during the voyage.
Copies of temperature logs and cargo inspection reports.
This report may be required by the cargo owner or consignee to verify that the cargo was transported
under the correct conditions.
4. Emergency Procedures for Frozen Cargo

a. Power Failure
Immediate Response: In the event of a power failure, immediately switch to the backup power source
to maintain refrigeration. If the ship’s generators fail, ensure that portable generators (if available)
or shore power (when at port) is engaged to keep the refrigeration system running.
b. Refrigeration Malfunction
Repairs: If the refrigeration unit malfunctions, have a trained engineer troubleshoot the system
immediately. If the issue cannot be resolved on board, inform the shore team for further
instructions or to arrange for repairs at the next port.
Transferring Cargo: If the malfunction cannot be quickly repaired, consider transferring the cargo to
another refrigerated hold or container (if space is available) to prevent spoilage.
General Outline of a Refrigeration System (Brine Cooling) on Reefer Ships

The Brine Cooling System on reefer ships is commonly used for maintaining the required temperatures in
cargo holds, primarily for transporting perishable goods like fruits, vegetables, meat, and other frozen
products. The brine (a solution of water and salt or glycol) is used as the secondary refrigerant to transfer
cooling from the primary refrigerant circuit to the cargo spaces.
Below is a general outline and explanation of the brine cooling system used on reefer ships:
1. Components of the Brine Cooling System

a. Primary Refrigeration Circuit
This part of the system uses a primary refrigerant, such as ammonia (NH₃) or Freon (R-22), to absorb
heat and transfer it to the brine in a heat exchanger.
Compressor: The compressor compresses the refrigerant vapor, raising its pressure and temperature.
Condenser: The high-pressure vapor is passed through the condenser, where it releases heat and
condenses into a liquid. This heat is typically rejected into the surrounding environment through
seawater or air-cooled systems.
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Expansion Valve: The liquid refrigerant passes through the expansion valve, where its pressure and
temperature are reduced, turning it into a cold, low-pressure liquid.
Evaporator (Brine Cooler): In the evaporator, the cold refrigerant absorbs heat from the brine, which
acts as the secondary refrigerant. The refrigerant evaporates into a gas and returns to the
compressor to continue the cycle.
b. Secondary Refrigeration Circuit (Brine Circuit)
The brine is used as the secondary cooling medium, circulating through the cargo spaces to absorb heat.
Brine Tank: The brine solution is stored in a brine tank, where it is cooled by the primary refrigerant
in the brine cooler (evaporator).
Brine Pump: The brine is circulated through the system by a brine pump. It is pumped from the brine
tank to the cargo holds.
Brine Pipes and Coils: The brine is circulated through pipes and coils located in the cargo spaces. The
brine absorbs heat from the air in the cargo hold and returns to the brine cooler to be cooled again.
Thermostatic Controls: Sensors and thermostats are used to monitor and control the temperature in
the cargo spaces by regulating the flow of brine and the refrigeration cycle.
2. Working Principle of Brine Cooling System

Primary Refrigerant Circuit:
The compressor compresses the refrigerant into a high-pressure gas.
The refrigerant passes through the condenser, releasing heat and turning into a liquid.
The liquid refrigerant passes through the expansion valve, reducing its pressure and temperature.
The cold refrigerant absorbs heat from the brine in the evaporator (brine cooler), turning into a
gas and returning to the compressor.
Brine Circuit:
The brine is circulated from the brine tank through the brine cooler (evaporator) by the brine pump.
The brine absorbs the cold energy from the primary refrigerant and becomes cold.
The cold brine is pumped through the coils in the cargo holds, where it absorbs heat from the air,
cooling the cargo space.
The warmed brine returns to the brine cooler to be chilled again, continuing the cycle.
Explanation of the Sketch:

Primary Refrigeration Cycle:
The compressor compresses the primary refrigerant into a high-pressure gas, which is cooled in
the condenser, turned into a high-pressure liquid, and then expanded in the expansion valve.
The cold liquid refrigerant enters the brine cooler (evaporator), where it absorbs heat from the
brine, evaporating into a gas and returning to the compressor to continue the cycle.
Secondary Brine Cooling Circuit:
The cold brine, stored in the brine tank, is pumped by the brine pump through the brine pipes and
cooling coils in the cargo hold.
The cold brine absorbs heat from the cargo hold, cools the air inside, and then returns to the brine
cooler to be cooled again.
Advantages of Brine Cooling Systems

Temperature Control: The brine system allows for precise temperature control, which is essential for
preserving perishable cargoes.
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Even Cooling Distribution: The use of brine as a secondary refrigerant ensures even temperature
distribution throughout the cargo spaces.
Reduced Refrigerant Use: By using brine as a secondary refrigerant, the amount of primary refrigerant
(e.g., ammonia) required is minimized, reducing the potential hazards associated with refrigerant
leaks.
Short Notes on Refrigerated Containers (Reefer Containers):

Refrigerated containers, commonly referred to as reefer containers, are specialized shipping containers
used for transporting temperature-sensitive cargo. These containers are equipped with a built-in
refrigeration unit to maintain a specific temperature range for perishable goods during transportation.
1. Purpose and Use of Reefer Containers

Main Function: Reefer containers are designed to maintain a consistent temperature for goods that
require cooling, freezing, or controlled temperature environments during transport. This is vital for
the global shipping of perishable items such as fruits, vegetables, meat, seafood, dairy products,
pharmaceuticals, and chemicals.
Wide Range of Applications: They are used in the maritime, road, rail, and air transport industries to
ensure that temperature-sensitive cargo reaches its destination in optimal condition.
2. Types of Refrigerated Containers

a. Integral Reefer Container (Closed Reefer)
This is the most common type of refrigerated container, equipped with a self-contained refrigeration
unit. It requires an external power source, such as the ship’s power supply or shore power when
docked.
Applications: Used for transporting frozen and chilled goods such as seafood, meat, vegetables, and
fruits, with temperatures ranging from -25°C to +25°C.
b. Controlled Atmosphere (CA) Reefer Container
A specialized reefer container that not only controls temperature but also regulates the composition of
air inside the container by adjusting levels of oxygen, carbon dioxide, and nitrogen. This helps
extend the shelf life of perishable products by slowing down the ripening process.
Applications: Commonly used for transporting fruits like bananas, apples, and avocados, which require
an extended shelf life.
c. Ventilated Reefer Container
Designed for transporting goods that generate heat and moisture (e.g., fresh vegetables). These
containers are equipped with ventilation ducts or adjustable air vents to allow fresh air circulation
while maintaining temperature control.
Applications: Ideal for goods such as onions, potatoes, and root vegetables that require ventilation
during transport.
d. Cryogenic Reefer Container
A reefer container that uses liquid nitrogen (LN₂) or dry ice (CO₂) for cooling instead of a mechanical
refrigeration system. It is used for goods that need to be transported at ultra-low temperatures.
Applications: Commonly used for transporting pharmaceuticals, biological materials, and vaccines, as
well as goods like ice cream.
3. Working Principle of Reefer Containers

Refrigeration Cycle: Reefer containers use a vapor compression refrigeration cycle to maintain the
desired temperature. This cycle involves:
Compressor: Compresses the refrigerant, raising its pressure and temperature.
Condenser: Cools the refrigerant, converting it from a gas to a liquid.
Expansion Valve: Reduces the pressure and temperature of the refrigerant, turning it into a
cold liquid.
Evaporator: The cold refrigerant absorbs heat from inside the container, cooling the air. The
refrigerant evaporates and returns to the compressor.
Air Circulation: A system of fans ensures that cold air circulates throughout the container to maintain
uniform temperature distribution and prevent hot or cold spots.
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4. Temperature Control and Monitoring

Precise Temperature Control: Reefer containers allow for precise temperature control, typically
between -25°C and +25°C, depending on the cargo’s requirements.
Monitoring Systems: Reefer containers are equipped with temperature sensors and data loggers that
continuously monitor the internal temperature. Many modern reefers also have remote monitoring
systems that allow operators to check and adjust the temperature in real-time.
5. Power Supply
External Power: Reefer containers require a stable power supply to operate. When aboard a ship, they
are typically connected to the vessel’s power supply. At the port or on land, they use shore power
or portable generators.
Backup Power: Reefer containers are equipped with alarm systems to notify operators of any power
failure or temperature deviations, and emergency backup power systems may be used if necessary.
6. Maintenance and Care

Routine Maintenance: The refrigeration unit, fans, and sensors require regular maintenance to ensure
proper functioning. Refrigerant levels must be checked and adjusted as needed, and the containers
must be inspected for physical damage or insulation wear.
Cleaning: Reefer containers must be kept clean and odor-free, especially after transporting perishable
goods, to prevent contamination and maintain hygiene.
Procedure for Preparing Cargo Space on a Reefer Ship for the Carriage of Frozen Butter:
Transporting frozen butter aboard a reefer ship requires specific preparations to ensure that the cargo
space is in optimal condition for maintaining the quality of the butter throughout the voyage. Butter, being
a sensitive dairy product, must be stored at the appropriate temperature and protected from
contamination, odors, and temperature fluctuations. Below are the steps for preparing the cargo space of
a reefer ship for the carriage of frozen butter.
1. Cleaning and Sanitization of Cargo Space

a. Cleaning the Cargo Holds
Thorough Cleaning: Start by thoroughly cleaning the cargo holds to remove any residues or debris left
from previous cargo. Use high-pressure water or steam cleaning to ensure all surfaces are cleaned,
including bulkheads, floors, ceilings, and ventilation ducts.
Odor Removal: Butter is highly sensitive to strong odors, which it can easily absorb. Ensure that any
residual odors from previous cargoes are completely eliminated by using odor-neutralizing agents
or ventilating the cargo hold for an extended period.
b. Disinfection
Disinfection: After cleaning, disinfect the cargo holds with an approved food-grade disinfectant to kill
any bacteria, mold, or other microorganisms that could contaminate the butter.
Inspection: Inspect the cargo holds after cleaning and disinfection to ensure that no residues,
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contamination, or odors remain. This is crucial to maintain the hygiene of the space for storing
frozen butter.
2. Pre-Cooling of Cargo Space

a. Pre-Cooling the Holds
Temperature Setting: The optimal temperature for transporting frozen butter is typically around -18°C
to -20°C. Set the refrigeration system to the correct temperature before loading to ensure the
cargo hold is sufficiently cold.
Pre-Cooling Procedure: Begin pre-cooling the cargo holds several hours (typically 12–24 hours) before
loading the frozen butter. This helps avoid any temperature shock or fluctuation when the frozen
butter is loaded into the cargo hold.
Temperature Uniformity: Ensure that the temperature inside the hold is uniform, without hot or cold
spots. This can be done by circulating air through the refrigeration system and monitoring
temperatures in different areas of the hold.
b. Maintaining Air Circulation
Air Circulation Fans: Check that the ventilation fans are working properly to ensure good air circulation
within the hold. Proper air circulation is necessary to maintain a uniform temperature and prevent
localized temperature variations, which could affect the quality of the butter.
Defrosting: Ensure that the evaporator coils and other refrigeration components are free of frost, as
frost build-up can reduce cooling efficiency and lead to temperature fluctuations during the voyage.
3. Inspection of Refrigeration and Ventilation Systems

a. Refrigeration System Check
System Functionality: Inspect the refrigeration system to ensure it is functioning correctly. Check the
compressors, condensers, and evaporators for any signs of wear, leakage, or malfunction.
Temperature Sensors: Ensure that the temperature sensors are calibrated and functioning properly to
accurately monitor the hold's temperature. Frozen butter requires precise temperature control, so
sensors should be placed at various points in the hold to ensure accuracy.
b. Ventilation System Check
Odor-Free Ventilation: Ensure that the ventilation ducts and fans are free from any residual odors or
contaminants. Fresh air may be required to circulate during the pre-cooling process to ensure there
are no lingering smells from previous cargoes.
Airflow Testing: Verify that the airflow is even throughout the cargo hold and that the cargo will not
block or obstruct the air circulation once loaded. This ensures that the butter remains at a
consistent temperature during transit.
4. Inspect and Prepare Cargo Handling Gear

a. Cleaning Cargo Handling Equipment
Clean Forklifts and Pallets: If using forklifts, pallets, or other cargo handling equipment, ensure they
are clean and disinfected before use. This prevents contamination of the frozen butter during
loading and unloading.
Pallet Inspection: If pallets are being used to store the butter, check them for cleanliness and structural
integrity. Wooden pallets should be free from splinters or contaminants, while plastic pallets should
be sanitized.
5. Preparing for Cargo Securing

a. Securing Materials
Lashing Gear and Dunnage: Ensure that appropriate lashing materials, such as straps, netting, or
lashing bars, are available to secure the pallets of frozen butter. Use dunnage (such as wooden
beams or protective boards) to prevent the cargo from shifting during the voyage.
Preventing Movement: Secure the cargo properly to prevent movement, which could damage the
butter packaging or affect temperature uniformity. Butter, being a solid block when frozen, must
be stowed in a way that avoids crushing or deformation.
b. Preventing Cargo Damage
Avoid Overloading: Do not overload the cargo space to ensure proper air circulation between the butter
pallets. Sufficient space should be left between the cargo and the bulkheads or ventilation ducts to
ensure cold air can flow evenly around the entire cargo.
6. Temperature Monitoring and Alarms

a. Setting Temperature Alarms
Temperature Alarms: Set temperature alarms on the reefer system to alert the crew if the temperature
rises above or falls below the required range (-18°C to -20°C). Alarms will provide real-time
monitoring and ensure any deviation is addressed immediately.
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b. Data Logging
Temperature Data Loggers: Install data loggers or temperature recording devices in the cargo hold to
continuously record the temperature during the voyage. These records are vital for verifying that
the cargo remained within the acceptable temperature range throughout the journey.
7. Cargo Loading Plan

a. Stowage Plan
Stowage Plan Development: Develop a stowage plan for the frozen butter, ensuring the cargo is loaded
in such a way that maintains the ship’s stability while also ensuring proper temperature control.
The cargo should be stowed evenly to distribute weight and to facilitate proper air circulation.
b. Loading Sequence
Loading Sequence: Plan the loading sequence to minimize exposure of the frozen butter to ambient
air. Butter should be loaded swiftly, and the holds should be closed and cooled again as soon as
possible to avoid any temperature fluctuations during the process.
8. Final Checks Before Loading

a. Final Inspection of Cargo Hold
Final Pre-Cooling Check: Before loading begins, verify that the cargo hold has reached the required
temperature and that the refrigeration system is functioning correctly. This check should be
performed several hours before loading to ensure the space is stable.
Inspect for Cleanliness: Conduct a final inspection to ensure the hold is clean, disinfected, and free of
any contaminants, odors, or foreign materials that could affect the cargo.
b. Coordinate with Loading Team
Crew Coordination: Ensure that the loading team understands the handling requirements for frozen
butter, including the need to minimize the time the cargo is exposed to ambient temperatures. The
team should be ready to load the cargo quickly and efficiently.
Preparing the Cargo Hold for Loading Meat Carcasses:

The transportation of meat carcasses requires stringent procedures to maintain the hygiene, temperature
control, and structural integrity of the cargo. Improper preparation of the cargo hold can lead to
contamination, spoilage, or damage to the meat, resulting in significant losses. Below are the detailed
steps and considerations for preparing a cargo hold for the loading of meat carcasses on a reefer ship.
1. Cleaning and Disinfection of Cargo Hold

a. Thorough Cleaning of Cargo Hold
Cleaning Procedure: Start by thoroughly cleaning the cargo holds to remove any residues, dirt, or
contamination from previous cargoes. Use high-pressure water, steam cleaning, or approved
cleaning agents to scrub the walls, deck, bulkheads, and ceiling of the cargo hold.
Odor-Free Hold: Since meat can absorb odors, ensure the hold is odor-free by using odor-neutralizing
agents if needed. Ventilate the cargo hold to clear any lingering smells from previous cargoes.
b. Disinfection
Disinfection: After cleaning, apply a food-grade disinfectant to all surfaces, including the hanging bars
or racks (if applicable). This will eliminate any bacteria, pathogens, or mold that could contaminate
the meat carcasses.
Inspection After Disinfection: After disinfecting, inspect the hold to ensure that no residues from the
cleaning or disinfectant products remain, as these could compromise the hygiene or quality of the
carcasses.
c. Drainage System Check
Drainage System: Ensure that the cargo hold’s drainage system is clear and fully operational. Meat
carcasses may release blood and fluids during transport, so it’s essential that these fluids are
effectively drained to maintain hygiene and prevent contamination.
Grating and Scuppers: Check that gratings and scuppers are properly positioned and clean to allow
fluids to drain efficiently from the cargo hold.
2. Inspection and Maintenance of Refrigeration System

a. Temperature Control System
Set Correct Temperature: Meat carcasses need to be transported at -18°C or lower to maintain their
quality and prevent spoilage. Before loading, set the refrigeration system to the correct
temperature, and ensure that it is fully operational.
Pre-Cooling the Cargo Hold: Pre-cool the cargo hold to the required temperature for at least 12 to 24
hours before loading begins. This ensures that the meat carcasses are not exposed to temperature
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fluctuations during loading.

b. Refrigeration Components Check
Refrigeration System Inspection: Inspect the compressors, condensers, and evaporators to ensure
they are functioning properly and efficiently. Any malfunction in the refrigeration system can lead
to temperature fluctuations, putting the meat at risk of spoilage.
Evaporator Coils: Ensure the evaporator coils are free from ice or frost build-up, as this can reduce
cooling efficiency. Defrost the coils if necessary before loading.
c. Air Circulation
Fans and Ventilation: Ensure that the ventilation fans in the cargo hold are working properly to circulate
cold air evenly throughout the space. Air circulation is critical for maintaining a uniform temperature
across the entire hold, preventing hot spots or cold spots.
Free Airflow: Ensure that air circulation paths are not blocked by any structural elements or improperly
arranged hanging equipment.
3. Preparation of Meat Hanging System

a. Hanging Rails and Hooks
Inspection of Hanging Rails and Hooks: Meat carcasses are typically suspended from hanging rails or
hooks to prevent damage and ensure proper airflow around each carcass. Inspect the hanging
system for structural integrity, ensuring that all rails and hooks are secure and capable of handling
the weight of the meat.
Clean and Disinfect: Clean and disinfect the hanging rails and hooks to maintain hygiene. Ensure they
are free from rust, debris, or contamination that could compromise the quality of the meat.
b. Hanging Space Arrangement
Adequate Spacing: Ensure there is sufficient space between the hanging hooks or rails to allow for
proper air circulation around each carcass. Adequate spacing is important to prevent the carcasses
from touching each other, which could lead to uneven cooling or contamination.
4. Inspection of Cargo Handling Equipment

a. Cleaning Cargo Handling Equipment
Forklifts and Slings: Clean and disinfect any cargo handling equipment that will be used during loading,
such as forklifts, slings, and trolleys. This is essential to prevent cross-contamination between the
equipment and the meat carcasses.
Pallets: If pallets are used to transport the carcasses to the hanging area, ensure that they are clean,
sanitized, and free from damage.
5. Securing the Cargo

a. Preventing Movement of Carcasses
Proper Securing of Meat: When hanging the meat carcasses, ensure that they are properly secured to
prevent swinging or movement during the voyage, which could cause physical damage or
contamination.
Avoid Overcrowding: Do not overcrowd the cargo hold or hanging system. Overcrowding can lead to
improper airflow, resulting in uneven cooling and increased risk of spoilage.
6. Temperature Monitoring and Alarms

a. Temperature Monitoring
Temperature Sensors: Install temperature sensors in various parts of the cargo hold to continuously
monitor the temperature during the voyage. Place sensors at different levels to ensure there are
no temperature variations that could affect the meat.
Data Logging: Use temperature data loggers to record the temperature throughout the voyage. These
logs will provide documentation to prove that the correct conditions were maintained, which is
crucial for claims or inspections.
b. Temperature Alarms
Alarm System: Set temperature alarms to notify the crew if the temperature rises above or falls below
the required range. Immediate notification will allow the crew to take corrective actions, such as
adjusting the refrigeration system or repairing faulty equipment.
7. Final Pre-Loading Inspections

a. Final Inspection of Cargo Hold
Pre-Cooling Confirmation: Before loading the meat carcasses, confirm that the cargo hold has been
pre-cooled to the correct temperature and that the refrigeration system is stable and functioning
as expected.
Cleanliness Check: Conduct a final inspection of the cargo hold to ensure it is clean, disinfected, odor-
free, and ready for loading. Check that all hanging rails, hooks, and ventilation systems are in good
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working order.
b. Coordination with Loading Team
Loading Plan: Ensure the loading team is briefed on the loading procedure, the importance of
minimizing exposure to ambient temperatures, and the need for quick and careful handling of the
meat carcasses.
Loading Speed: Plan the loading process to minimize the time the cargo hold is open, as exposure to
ambient temperatures can lead to temperature fluctuations inside the hold. The quicker the
carcasses are loaded, the more stable the temperature inside the hold will remain.
Various Types of Cargoes Carried at Different Temperatures:

In maritime transport, certain types of cargoes are sensitive to temperature and must be carried under
controlled environmental conditions to preserve their quality and prevent spoilage. Different types of
perishable goods, chemicals, and other temperature-sensitive cargoes require specific temperature ranges
during transportation. Below is an explanation of various types of cargoes that are carried at different
temperatures.
1. Frozen Cargoes (Typically Below -18°C)

a. Frozen Meat and Poultry (-18°C to -20°C)
Description: Frozen meat, poultry, and similar products are highly perishable and must be kept at very
low temperatures to maintain their quality and prevent bacterial growth.
Temperature: These goods are typically transported at -18°C to -20°C to ensure they remain frozen
b. Frozen Seafood (-20°C to -25°C)
Description: Seafood, such as fish, shrimp, and shellfish, is often transported in a frozen state to retain
freshness and prevent spoilage.
Temperature: These products are typically transported at -20°C to -25°C.
c. Ice Cream (-25°C or Lower)
Description: Ice cream and other frozen desserts must be transported at ultra-low temperatures to
prevent melting and maintain their texture.
Temperature: Ice cream is generally transported at -25°C or lower to maintain its consistency.
d. Frozen Vegetables and Fruits (-18°C to -20°C)
Description: Frozen fruits and vegetables are transported at temperatures that prevent spoilage and
retain their freshness after thawing.
Temperature: These are typically carried at -18°C to -20°C.
2. Chilled Cargoes (Typically Between 0°C and +8°C)

a. Fresh Meat (+0°C to +2°C)
Description: Fresh, unfrozen meat needs to be kept just above freezing to retain freshness while
avoiding freezing the product.
Temperature: Transported at +0°C to +2°C.
b. Dairy Products (+1°C to +4°C)
Description: Dairy products, such as milk, cheese, butter, and yogurt, are temperature-sensitive and
can spoil quickly if not maintained within a certain range.
Temperature: These are typically transported at +1°C to +4°C to avoid spoilage.
c. Fresh Fruits and Vegetables (+1°C to +8°C)
Description: Certain fresh fruits (e.g., apples, grapes, berries) and vegetables (e.g., lettuce, broccoli)
require low temperatures to preserve their freshness and extend shelf life.
Temperature: Transported at +1°C to +8°C, depending on the product. For example:
Apples and grapes are transported at +1°C to +2°C.
Leafy greens like lettuce are transported at +0°C to +2°C.
d. Fresh Fish (+0°C to +2°C)
Description: Fresh fish is highly perishable and needs to be transported under chilled conditions to
maintain its quality and prevent bacterial growth.
Temperature: Transported at +0°C to +2°C to retain freshness.
3. Controlled Atmosphere Cargoes (Chilled + Controlled Gases)

a. Fresh Produce (Bananas, Avocados, Apples, etc.)
Description: Some fruits and vegetables are transported using Controlled Atmosphere (CA) containers.
These containers regulate not only the temperature but also the levels of oxygen, carbon dioxide,
and nitrogen to slow down the ripening process and extend the shelf life.
Temperature: The temperature is typically set at +12°C to +14°C for fruits like bananas and avocados,
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while apples may be transported at +1°C to +2°C with controlled atmospheric gases.
4. Pharmaceuticals and Medical Supplies (Varied Temperature Ranges)

a. Vaccines and Biologics (+2°C to +8°C)
Description: Many vaccines and biological products are extremely sensitive to temperature and can
lose efficacy if exposed to heat or freezing conditions.
Temperature: Typically transported at +2°C to +8°C in refrigerated containers with precise
temperature control.
b. Temperature-Sensitive Pharmaceuticals (+15°C to +25°C)
Description: Certain pharmaceutical products, including some medicines and diagnostic materials,
require storage at controlled room temperature.
Temperature: Transported at +15°C to +25°C to maintain their stability.
c. Blood Products and Organs for Transplant (+2°C to +6°C)
Description: Blood products, such as plasma and red blood cells, and organs for transplantation must
be transported in tightly controlled temperature environments.
Temperature: Blood products are generally transported at +2°C to +6°C.
5. Chemicals and Hazardous Goods (Varied Temperature Ranges)

a. Temperature-Sensitive Chemicals
Description: Some chemicals require specific temperature ranges to avoid chemical degradation,
explosions, or reactions.
Temperature: This varies depending on the chemical, but temperature-sensitive chemicals are typically
transported at controlled temperatures between -10°C and +25°C, depending on the chemical's
properties.
b. Perishable Gases (Liquid Nitrogen, etc.)
Description: Gases such as liquid nitrogen and other perishable cryogenic gases are transported in
cryogenic tanks that maintain extremely low temperatures.
Temperature: These substances are transported at -196°C or lower.
6. Beverages (Typically +2°C to +15°C)

a. Wine and Beer (+10°C to +15°C)
Description: Wine, beer, and other alcoholic beverages can be sensitive to temperature changes. These
beverages should be stored and transported in cool but not overly cold conditions to maintain their
quality and flavor profile.
Temperature: Typically transported at +10°C to +15°C to maintain product quality.
b. Soft Drinks and Juices (+2°C to +8°C)
Description: Soft drinks and fruit juices are typically transported chilled to maintain freshness and
prevent spoilage.
Temperature: Typically transported at +2°C to +8°C.
7. Other Temperature-Sensitive Cargoes

a. Flowers and Plants (+1°C to +10°C)
Description: Fresh flowers and live plants are highly perishable and require careful temperature
management to ensure they arrive at their destination in good condition.
Temperature: Flowers are typically transported at +1°C to +2°C, while some plants require
temperatures in the range of +5°C to +10°C.
b. Chocolate (+10°C to +18°C)
Description: Chocolate is sensitive to both high and low temperatures. Excessive heat can cause
melting, while freezing temperatures can cause it to lose its texture and flavor.
Temperature: Chocolate is typically transported at +10°C to +18°C.
Precautions to Protect Cargoes Liable to Freeze During Voyage:

Certain cargoes, such as liquids, fruits, vegetables, chemicals, and other temperature-sensitive products,
can be damaged by freezing during sea transport. When carrying such cargoes, maintaining appropriate
temperatures throughout the voyage is crucial to prevent freezing and ensure the cargo's quality upon
arrival. Below are the key precautions to be taken during the voyage to protect cargoes that are susceptible
to freezing.
1. Maintain Proper Temperature Control

a. Setting Appropriate Temperatures
Cargo Hold Temperature: The temperature of the cargo hold or reefer container must be set to an
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appropriate level to prevent freezing. The required temperature depends on the nature of the cargo
but should generally be kept above freezing point (typically above 0°C to +8°C for most sensitive
cargoes).
Monitoring Set Points: Ensure that the temperature control system is calibrated and set at the correct
temperature, taking into account the external ambient temperature. For example, if sailing through
cold climates, adjust the temperature to prevent the cargo from reaching freezing levels.
b. Pre-Voyage Temperature Adjustment
Pre-Voyage Preparation: Ensure the cargo hold or reefer container is pre-cooled or pre-heated to the
desired temperature before loading cargo. If the ship is departing from a cold climate, ensure that
the hold has been properly heated or insulated.
c. Regular Monitoring
Continuous Monitoring: Continuously monitor the temperature inside the cargo holds or containers
during the voyage using temperature sensors and data loggers. Ensure that the temperature is
stable and remains within the acceptable range to prevent freezing.
Alarms for Temperature Deviations: Set up temperature alarms that will alert the crew in case of any
temperature deviations from the pre-set range. This allows for quick corrective action if the cargo
is in danger of freezing.
2. Protect Cargo from External Weather Conditions

a. Insulation of Cargo Holds
Proper Insulation: Ensure that cargo holds or containers carrying goods that are susceptible to freezing
are properly insulated to protect against extreme external temperatures. Insulation prevents cold
air from entering the hold and helps maintain the desired temperature within the cargo space.
b. Shielding Against Cold Weather
Avoiding Exposure to Freezing Conditions: When loading or unloading cargo in cold weather ports,
avoid exposing the cargo to sub-zero temperatures. This can be done by:
Keeping the cargo in covered areas during loading and unloading.
Minimizing the time the cargo holds or containers remain open to the external environment.
Limiting Deck Exposure: For cargo stowed on deck (if applicable), consider shielding it from direct
exposure to cold winds or freezing temperatures using tarpaulins, covers, or temporary shelters.
c. Air Vents and Openings
Close Unnecessary Vents: Ensure that air vents, hatches, and openings to the cargo holds are sealed
or minimized when sailing through cold climates. Cold air entering through vents can cause a rapid
drop in temperature, leading to freezing of the cargo.
Ventilation Management: For cargo that requires ventilation, ensure that ventilation is adjusted
properly to prevent cold air from entering while still maintaining airflow.
3. Adjustments Based on Route and Weather Conditions

a. Monitoring Weather Conditions
Weather Forecasting: Continuously monitor the weather forecast along the voyage route. When sailing
through cold climates or winter months, anticipate the impact of freezing temperatures on the
cargo and adjust the temperature controls accordingly.
Planning the Route: If possible, plan the voyage route to avoid areas with extreme cold or freezing
conditions, such as Arctic regions or areas with forecasted storms and snow. If these regions cannot
be avoided, increase temperature controls accordingly.
b. Ballast Water Management
Ballast Water Temperature: In extremely cold environments, the ballast tanks adjacent to the cargo
holds can become very cold, which may indirectly lead to freezing of cargoes in adjacent spaces.
Monitor the ballast water temperature and consider keeping ballast tanks at a warmer temperature
when possible.
c. Adjusting Cargo Hold Heating
Heating Systems: Some vessels are equipped with heating coils or systems for the cargo holds to
protect the cargo from freezing. These heating systems should be activated and monitored when
sailing through freezing climates.
4. Proper Stowage of Cargo

a. Adequate Air Circulation
Avoid Cold Spots: Ensure the cargo is stowed in a manner that allows for uniform air circulation
throughout the hold or container. Poor air circulation can lead to localized cold spots, where parts
of the cargo may freeze.
Proper Stowage for Temperature Control: Avoid stowing cargo that is susceptible to freezing too close
to the bulkheads or decks exposed to cold environments, as these areas may have lower
temperatures.
306 | Page
b. Grouping Cargo with Similar Temperature Sensitivity

Segregation of Cargo: Cargoes that are susceptible to freezing should be grouped together and
segregated from other types of cargo to ensure better temperature control. Mixing cargoes with
different temperature requirements can complicate temperature management.
5. Monitoring and Record Keeping

a. Record Keeping of Temperature Logs
Log Temperature Data: Keep detailed records of the cargo hold or container temperatures throughout
the voyage. This can be done using temperature data loggers or manual temperature logs. These
records are essential in proving that proper temperature conditions were maintained during the
voyage.
b. Regular Inspections
Periodic Inspections: Regularly inspect the cargo and check temperature readings to ensure that the
cargo is not showing signs of freezing. The cargo holds should also be checked for any potential
issues that could lead to temperature fluctuations.
Monitoring for Frost: Inspect the cargo holds for signs of frost formation, which could indicate that the
temperature is dropping too low. If frost is observed, adjust the temperature controls or take
corrective action immediately.
a. Backup Power Supply
Uninterrupted Power Supply: Ensure that the refrigeration systems and temperature control systems
are connected to the ship's backup power supply or emergency generators. In case of a power
failure, this will keep the system running and prevent the cargo from freezing.
b. Rapid Response to Temperature Deviations
Quick Action on Alarms: If a temperature deviation is detected, take immediate action by adjusting
the temperature controls, heating systems, or ventilation to bring the temperature back to the
desired range.
Manual Adjustments: If the automatic temperature controls fail, the crew should be prepared to make
manual adjustments to the system to ensure that the cargo is not exposed to freezing
temperatures.
7. Communication with Cargo Interests

a. Informing Shippers
Cargo Instructions: Ensure that all temperature requirements provided by the shipper or consignee
are followed precisely. These instructions will typically include the temperature range to prevent
freezing.
b. Reporting Any Issues
Issue Reporting: If any temperature deviations occur during the voyage, report them immediately to
the relevant cargo interests (e.g., shipper or consignee) and document the actions taken to rectify
the situation.
General Outline of Refrigeration Systems Onboard Reefer Ships:

Refrigeration systems onboard reefer ships are designed to transport perishable goods, such as frozen
foods, fresh fruits, vegetables, pharmaceuticals, and other temperature-sensitive cargoes. The main
purpose of the refrigeration system is to maintain a controlled temperature and ensure the safe
preservation of the cargo during transit. The refrigeration system onboard a reefer ship typically consists
of several components, all working together to provide cooling, maintain temperature, and ensure proper
air circulation.
Below is a general outline of the refrigeration system on reefer ships, covering the key components and
their working principles:
1. Key Components of the Refrigeration System

a. Compressor
Function: The compressor is responsible for compressing the refrigerant gas (such as ammonia or
Freon) and raising its temperature and pressure. This is the first step in the refrigeration cycle.
Types: Common types of compressors used in refrigeration systems include reciprocating compressors,
screw compressors, and centrifugal compressors.
b. Condenser
Function: The condenser cools and condenses the high-pressure refrigerant gas into a liquid by
removing heat. This is usually done by transferring heat to seawater or air.
307 | Page
Types of Condensers:
Water-cooled condensers: Use seawater as the cooling medium to condense the refrigerant.
Air-cooled condensers: Use ambient air to remove heat from the refrigerant.
c. Receiver
Function: The receiver is a storage tank for the liquid refrigerant. It holds the condensed refrigerant
until it is needed by the evaporator. The receiver ensures that there is always enough refrigerant
available for circulation.
d. Expansion Valve
Function: The expansion valve reduces the pressure and temperature of the refrigerant, allowing it to
enter the evaporator as a cold, low-pressure liquid. This step is essential for initiating the heat
absorption process in the evaporator.
Types: Common types of expansion valves include thermostatic expansion valves and electronic
expansion valves.
e. Evaporator (Brine Cooler or Direct Expansion System)
Function: The evaporator is where the actual cooling takes place. The cold refrigerant absorbs heat
from the air or secondary cooling medium (like brine) circulating through the cargo hold, cooling
the cargo. The refrigerant evaporates into a gas as it absorbs heat and then returns to the
compressor to repeat the cycle.
Types of Systems:
Direct Expansion (DX): In this system, the refrigerant evaporates directly in the cooling coils
located in the cargo holds or refrigerated compartments.
Brine System: In this system, the refrigerant cools brine (a mixture of water and salt or glycol),
which is then circulated through the cargo holds. The brine acts as a secondary cooling
medium, distributing cold air evenly.
f. Brine Pump (in Brine Systems)
Function: The brine pump circulates the cooled brine through the refrigeration coils located in the cargo
holds. The brine absorbs heat from the air in the cargo space and returns to the brine cooler to be
chilled again.
g. Air Circulation Fans
Function: Fans inside the refrigerated holds circulate cold air throughout the space, ensuring uniform
cooling and temperature control. Proper airflow is crucial to prevent hot spots and maintain
consistent temperatures throughout the cargo.
Placement: These fans are strategically placed to ensure that the cold air reaches all parts of the cargo
holds and that there is continuous air exchange.
h. Control and Monitoring Systems
Temperature Control: Thermostats and temperature sensors are used to regulate the temperature
within the cargo holds. The sensors monitor the temperature and automatically adjust the cooling
system to maintain the desired set point.
Alarms: Temperature alarms are triggered if the temperature deviates from the set range, alerting the
crew to potential issues with the refrigeration system.
2. Working Principle of the Refrigeration Cycle

The refrigeration cycle on a reefer ship operates using the vapor-compression cycle. The key steps in the
cycle are as follows:
Compression:
The compressor compresses the low-pressure refrigerant gas, raising its pressure and
temperature.
Condensation:
The hot, high-pressure refrigerant gas enters the condenser, where it releases heat to seawater
or air and condenses into a high-pressure liquid.
Expansion:
The liquid refrigerant passes through the expansion valve, which reduces its pressure and
temperature. This creates a cold, low-pressure liquid refrigerant.
Evaporation:
The cold refrigerant enters the evaporator, where it absorbs heat from the air or brine
circulating in the cargo holds. As it absorbs heat, the refrigerant evaporates into a gas.
Recirculation:
The gas is then returned to the compressor, and the cycle repeats.
In systems using brine, the evaporator cools the brine, which is then circulated through the holds by the
brine pump to absorb heat from the air.
3. Types of Refrigeration Systems on Reefer Ships

a. Direct Expansion (DX) System
308 | Page
Description: In a Direct Expansion (DX) system, the refrigerant evaporates directly within the cooling
coils inside the cargo holds. This allows for direct cooling of the air inside the refrigerated
compartments.
Advantages: Simple system, efficient for small-to-medium cargo spaces.
Applications: Commonly used in smaller reefer compartments or spaces where direct cooling is needed.
b. Brine Cooling System
Description: The brine cooling system uses a secondary refrigerant (brine or glycol solution) that is
chilled by the primary refrigerant in the evaporator. The chilled brine is circulated through the cargo
holds to maintain the desired temperature.
Advantages: Provides even cooling and is ideal for larger spaces. It also helps reduce the amount of
primary refrigerant needed, which can reduce environmental risk in case of leaks.
Applications: Common in large reefer ships or ships with multiple holds.
c. Controlled Atmosphere (CA) Systems
Description: Some reefer ships use Controlled Atmosphere (CA) systems to regulate not only the
temperature but also the composition of gases within the cargo hold (oxygen, carbon dioxide, and
nitrogen). This is used to slow the ripening process of fruits and vegetables and extend shelf life.
Applications: Used for transporting highly perishable items like fruits, vegetables, and flowers that
require both temperature and atmospheric control.
4. Cargo Hold Configuration

Multiple Cargo Holds: Reefer ships often have multiple refrigerated cargo holds that can be individually
controlled to carry different types of cargo at varying temperatures. Each hold has its own cooling
coils, brine piping, and temperature sensors to allow for independent control.
Insulation: The cargo holds are well-insulated to minimize heat transfer from the outside and reduce
the cooling load on the refrigeration system.
5. Backup Systems
Emergency Backup Power: Reefer ships are equipped with emergency power systems or backup
generators to ensure continuous operation of the refrigeration system in the event of a power
failure.
Redundancy: Many refrigeration systems have redundant compressors, condensers, or cooling units
to ensure that cooling can continue if one component fails.
The last cargo carried on a reefer cargo hold was freshly harvested seeds in gunny bags, next
cargo to load is shrimps. How will you get your hold ready to load this cargo?
To prepare the reefer cargo hold for loading shrimps after freshly harvested seeds in gunny bags, follow
these steps:
Discharge and cleaning:
Ensure all remnants of the previous cargo (seeds, dust, debris) are completely removed from the
hold.
Use appropriate cleaning tools to sweep the hold thoroughly.
Wash and sanitize:
Wash the hold with freshwater and a suitable cleaning agent to remove any organic residues and
dust from the seeds.
After washing, sanitize the hold using a food-grade disinfectant to kill any potential bacteria or
pests introduced by the seeds.
Dehumidify and dry:
Ensure the hold is completely dry after cleaning. Moisture in the hold could affect the condition of
the shrimps.
Use dehumidifiers if necessary to remove excess moisture and ensure a dry environment.
Inspect for odors and residues:
Seeds in gunny bags may leave odors. Inspect for any remaining smells or residues, as shrimps
are highly susceptible to taint.
Use ventilation to remove any lingering odors. In some cases, activated carbon or ozone generators
may be used to neutralize odors.
Check insulation and reefer unit:
Inspect the insulation for any damage or contamination that may have occurred from the previous
cargo.
Check the reefer machinery to ensure it is functioning correctly and capable of reaching the required
temperature for shrimp (usually between -18°C to -20°C for frozen shrimp, or around 0°C for
chilled shrimp).
309 | Page
Test temperature control:

Conduct a trial run of the refrigeration system to ensure it can maintain the required temperature
range consistently.
Calibrate the thermostats and temperature sensors, and ensure accurate temperature control is
available for the shrimp cargo.
Check and clean drains:
Ensure all drains are functioning correctly and clean them thoroughly. Blocked or dirty drains can
lead to contamination or improper drainage during the voyage, affecting the shrimp's condition.
Ventilation system check:
Inspect and clean the ventilation system to ensure there is no contamination from the seeds.
Verify that the ventilation is appropriate for maintaining a suitable atmosphere during the shrimp
shipment.
Inspect for pests or insects:
Check for any signs of pests or insects that may have been introduced by the seeds.
If necessary, fumigate the hold using a non-toxic, shrimp-safe method.
Inspect hatch covers and seals:
Check that hatch covers and their seals are intact and capable of maintaining a closed, controlled
environment during transit.
Ensure there is no possibility of water ingress or air leaks.
Cargo documentation:
Update the hold's cleanliness and readiness condition in the relevant logbooks and checklists as
part of the ship’s cargo management system.
~~~~~~~~~~~~~~~~~~~~~~~~~~~ ALL THE BEST 👍 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~
310 | Page

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1ST MATE (F.G.

) – PHASE I – MMD PAST QUESTION PAPER SOLVED – CARGO THEORY

This book has been prepared to assist in preparation for

Students are required to write their papers based on the

All efforts have been made to ensure correctness of

Please feel free to share your feedback at email id:-

1 Damage to Cargo Spaces 1

3 Hatch Covers / Pontoons 4

4 Inspection and Reporting 15

5 Inspection of Cargo gear 20

9 Liquid Chemicals Cargo 67

10 Liquefied Gas Cargoes 94

11 IMDG Cargoes 132

Bulk Cargoes (Ores, Concentrates, Sulphur, Coal, HBI-DRI)

13 Grain Regulations - Calculations on Grain Stability Compliance 216

14 Timber Deck Cargoes 230

16 Car-carrier, Ro-Ro 262

17 General Cargo 277

18 Heavy Lift 281

19 Refrigerated Cargoes 288

DAMAGE TO CARGO SPACES

Procedure for Assessing Defects and Damage

Critical and Suspect Areas to Inspect After Cargo Discharge:

HATCH COVERS / PONTOONS

Procedure of securing Hatch Pontoons:

Procedure to Secure Hatch Covers:

Procedure for Maintenances of Hatch Covers:

“Planned maintenance” System for Hatch Covers:

Procedure for Testing of Hatch Covers:

o Close Hatch Covers:

o Mark and Repair:

Effectiveness and reliability of these methods:

Carrying out Hatch Cover Inspection w.r.t. Load Line Survey:

Maintaining Weather-Tightness in Hatch Covers:

Components for Weather-Tightness:

Precautions for Securing Hatch Covers Before Proceeding to Sea:

Action to Be Taken in Case of Noticing a Deformity in the Hatch Covers:

1. Stop Cargo Operations (If In Progress):

o Checking for gaps or openings that may allow water ingress.

INSPECTION & REPORTING

Inspection of vulnerable areas in the dry cargo holds for damages:

tapes, hammers for tap testing, and ultrasonic thickness gauges.

Procedure for Inspection and Maintenances of Wire Ropes:

Test and Certification procedure for approved Loadicator:

regulatory requirements for stability and strength calculations.

Dock workers Safety, Health and Welfare Regulations 1990:

Define Lifting Appliances:

Inspection of Cargo Gear

Procedure for Examination and Load Testing:

Maintenance and Inspection of the Cargo Gears:

Use of Planned Maintenance System (PMS) for Cargo Gears:

Planned Maintenance System and how is it used on board:

How a Planned Maintenance System Works:

Usage of PMS On Board Ships:

Purpose of the Register:

Contents of the Register:

7. Marking and Identification:

Significance of the Register:

Actions Required by the Ship's Personnel:

Short notes on: Cargo Securing Manual: