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DANGEROUS GOOD IN PACKAGED FORM

DANGEROUS GOODS (IMDG)

Dangerous goods in packaged form must be handled with care
Dangerous goods in packaged form are cargoes which pose a threat to life, health or the
environment due to their properties and condition during sea transport.

The „International Maritime Dangerous Goods (IMDG) Code“ contains internationally mandatory
requirements for the handling and stowage of dangerous goods carried at sea. The IMDG code
is complemented by regulations of the International Convention for the Safety of Life at Sea
(SOLAS convention).

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
 STI Academic Center
P. Sanchez Street corner Pat Antonio
Street Sta. Mesa Manila, 1035 Metro Manila

Document of compliance for the carriage of dangerous goods in packaged form

Ships carrying dangerous goods in packaged form need according to SOLAS II-2/19 and VII a
document of compliance issued by the flag state administration. This document is issued by the
ship safety division of the BG Verkehr upon a survey by a recognized organisation (classification
society).
This is where you can find information on qualifications required when carrying dangerous goods

What is packaged form?

'Packaged form' is defined as 'the forms of containment' specified for harmful substances in the
IMDG code. Regulation 1(2) of Annex III prohibits the carriage of harmful substances except in
accordance with the provisions of Annex III.

MARPOL Annex III and Amendment 37-14 to the IMDG code

The above regulations relate to preventing and minimising the pollution of the marine environment
by harmful substances in packaged forms.
This article aims to provide guidance on the requirements of MARPOL Annex III with reference to
relevant IMDG code text and its latest amendments. It also provides information on liability and
compensation for damage in connection with the carriage of hazardous and noxious substances.

What is MARPOL Annex III?

Annex III of MARPOL, which came into force worldwide on 1 July 1992, aims to prevent or
minimise pollution of the marine environment by harmful substances in packaged forms. This
includes freight containers, portable tanks or road and rail tank wagons, or other forms of
containment specified in the schedule for harmful substances in the IMDG code.
Annex III therefore sets out requirements for the packing, marking, labelling, documentation,
stowage, quantity limitations, exceptions and notifications for preventing pollution by harmful
substances.
As defined under MARPOL Annex III Regulation 1.1, ‘harmful substances’ are those substances
that are identified as ‘marine pollutants’ in the International Maritime Dangerous Goods (IMDG)
code or that meet the criteria in the appendix of the Annex. ‘Packaged form’ is defined as ‘the
forms of containment’ specified for harmful substances in the IMDG code. Regulation 1(2) of
Annex III prohibits the carriage of harmful substances except in accordance with the provisions
of Annex III. This is also stated in the IMDG code.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
 STI Academic Center
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Street Sta. Mesa Manila, 1035 Metro Manila

Unlike Annex II (bulk chemicals), there are no pollution categories in Annex III. Such
categorisation is made in the IMDG code, which must therefore also be considered when
consulting MARPOL Annex III.
The revised MARPOL Annex III regulations entered into force on 1 January 2014 in order for
changes to the Annex to coincide with the update of the IMDG code.

What is the IMDG code?

Dangerous goods that are carried in packaged form, in solid form or in bulk are regulated by Part
A of SOLAS Chapter VII: carriage of dangerous goods, also known as the IMDG code.
The IMDG code was initially adopted in 1965 as a recommendatory instrument and got its
mandatory status under the umbrella of the SOLAS Convention (Chapter VII) from 1 January
2004. Since its introduction, the code has undergone many changes, both in format and content,
in order to keep up with the rapid expansion of the shipping industry.
‘Harmful substances’ means “those substances which are identified as marine pollutants in the
International Maritime Dangerous Goods Code (IMDG code) or which meet the criteria in the
appendix of Annex III”. ‘Packaged form’ is defined as “the forms of containment specified for
harmful substances in the IMDG code”.
The latest amendment (37-14), which is mandatory from 1 January 2016, includes revisions to
various sections of the code and to transport requirements for specific substances. It was adopted
by the IMO’s Maritime Safety Committee (MSC) at its 93rd session in May 2014.

Classification and Identification of marine pollutants & environmentally hazardous

substances (aquatic environment)
Many substances, articles and materials falling under IMDG classes 1 to 9 have the potential to
cause pollution to the marine environment, because they:
- are hazardous to aquatic life (marine flora and fauna); –
- impair the taste of seafood; or
- accumulate pollutants in aquatic organisms.
The IMDG code establishes regulations for the transportation of marine pollutants and
environmentally hazardous substances (aquatic environment) in Chapters 2.10 and 2.9.3,
respectively. Marine pollutants, based on the MARPOL convention, are noted with the letter ‘P’ in
column 4 (headed with MP) of the Dangerous Goods List. However, the absence of the letter ‘P’
or the presence of a dash in column 4 does not preclude classification of the material as a marine
pollutant when deemed necessary.
Marine pollutants should be transported under the appropriate entry according to their properties
if they fall within the criteria of any of the classes 1 to 8. If they do not fall within the criteria of any
of these classes, they should be transported under the entry: ENVIRONMENTALLY

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
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HAZARDOUS SUBSTANCE, SOLID, N.O.S., UN 3077 or ENVIRONMENTALLY HAZARDOUS

SUBSTANCE, LIQUID, N.O.S., UN 3082, as appropriate, unless there is a specific entry in class
9.
Environmentally hazardous substances (aquatic environment) criteria are based on the Globally
Harmonized System of Classification and Labelling of Chemicals (GHS) standards established
by the United Nations. These criteria are also listed in the appendix to Annex III of MARPOL and
classify the substances and mixtures based on their acute and chronic toxicity to fish,
crustaceans, and algae or other aquatic plants, bioaccumulation, and environmental degradation
data and calculations.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Marking and labelling

Marine pollutants must be specially packaged, labelled and stowed on board to prevent their
release into the marine environment. Special labelling also enables pollutants to be identified and
separated from other cargoes during salvage operations after an accident.
The marking of packages, containers and tanks is required through Regulation 3 of MARPOL
Annex III. Packages must be marked on one side, intermediate bulk containers (IBCs) on two
opposing sides, and containers and tanks on all four sides. The IMDG code 37-14 has amended
the requirement of marine pollutant marking through section 5.2.1.6.3 as follows:
Marine Pollutant Mark

“The marking must be in the form of a square set at an angle of 45° (diamondshaped). The symbol
(fish and tree) shall be black on white or suitable contrasting background. The minimum
dimensions must be 100mm x 100mm and the minimum width of line forming the diamond shall
be 2mm. If the size of the package so requires, the dimensions/line thickness may be reduced,
provided the marking remains clearly visible. Where dimensions are not specified, all features
shall be in approximate proportion to those shown.
The labelling provisions of 5.2.2 apply in addition to any requirement for packages to bear the
marine pollutant mark.
The provisions of section 5.2.1.6.3 of IMDG code (Amendment 36-12) continue to apply until 31
December 2016.”
Any packaged cargo transported at sea which poses a threat to people, other living organisms,
property or the environment should be listed on the manifest as “dangerous goods” and should
display the appropriate hazard labels. Any packaged cargo that represents a threat to the marine
environment should also display the “marine pollutant” label.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Street Sta. Mesa Manila, 1035 Metro Manila

Stowage
According to MARPOL Annex III Regulation 4, whenever a marine pollutant is offered for transport
by sea, the document must mention the words ‘marine pollutant’ after the description of dangerous
goods. This can be supplemented with the words ‘environmentally hazardous’. Also, if the cargo
is under a generic or N.O.S. (not otherwise specified) entry, then the proper shipping name shall
be supplemented with the technical name.
Every ship must have a special list, manifest or stowage plan showing the stowage location of
marine pollutants loaded at each port. This must be revised at every load and discharge port.
These two documents must be handed to the person or organisation designated by the port
authority.

Are environmentally hazardous substances (UN3077 & UN3082) always a marine

pollutant?
- If a substance meets the provisions of section 2.9.3 of the IMDG code, then it is a marine
pollutant.
- If a substance does not meet the provisions of section 2.9.3 of the IMDG code, but is
transported under UN3077 or UN3082 then it is not a marine pollutant.
- If a substance is identified as a marine pollutant by the IMDG code but no longer meets
the provisions of classification as per section 2.9.3 of the IMDG code, then it can be
transported as a non-marine pollutant with the approval of a competent authority.
- Basel waste which does not meet any criteria of the IMDG code can also be transported
under UN3077 or UN3082.
To prevent containers falling into the sea, carriers loading marine pollutant packages or
containers/ tanks containing marine pollutants normally prefer under-deck stowage, when
permitted, or will stow only on well-protected decks or inboard in sheltered areas of exposed
decks (Regulation 5 – MARPOL Annex III). The IMDG code 37-14 gives relaxation from many
requirements when marine pollutants that do not have the properties of any other classes are
packaged in single or combination packaging containing a net quantity per single or inner
packaging of 5 litres or less for liquids, or having a net mass per single or inner packaging of
5 kg or less for solids.

Hazardous and noxious substances

Noxious liquid substances (MARPOL Annex II) and harmful substances carried by sea in
packaged form (MARPOL Annex III) also fall under the definition of a ‘hazardous and noxious
substance’ (HNS). Issues related to the preparedness for and response to incidents of
chemical pollution are covered by the IMO OPRC-HNS Protocol 2000.
An HNS is defined as “any substance other than oil which, if introduced into the marine
environment, is likely to create hazards to human health, to harm living resources and marine
life, to damage amenities or to interfere with other legitimate uses of the sea”.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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P. Sanchez Street corner Pat Antonio
Street Sta. Mesa Manila, 1035 Metro Manila

HNSs could be accidentally released into the sea in a number of ways, such as containers
falling overboard during severe weather or rough seas, or due to inadequately secured cargo.
Marine pollution caused by an HNS differs from oil pollution in that it could have a range of
consequences. Even low doses of HNSs can have sublethal effects on marine organisms,
producing impairments that may be detrimental to individual organisms, species, populations
or marine communities over the longer term.
It is the physical characteristics of the HNS, once it is released into the environment, which
determines whether the substance’s flammable, reactive, toxic, explosive, corrosive
properties will have an impact. Some materials behave in a similar way to oil spills (not least
because a number are derived from petroleum products), but others react differently, such as
forming gases, evaporating into the atmosphere, dissolving into sea water, igniting, etc.
Liability and compensation for incidents involving chemical pollution are covered by the HNS
Convention 2010, which at the time of writing is yet to enter into force.
An HNS is defined as “any substance other than oil which, if introduced into the marine
environment, is likely to create hazards to human health, to harm living resources and marine
life, to damage amenities or to interfere with other legitimate uses of the sea”.
- Ships carrying dangerous goods in packaged form need, according to SOLAS II-2/19 and
VII, a document of compliance issued by the flag state administration. This document of
compliance states the dangerous goods that the ship is certified to carry.
- The pollution caused by container ships could be as a result of loss of harmful packaged
goods overboard (marine pollutants) or from hold bilges contaminated with cargo/oil
seepage.
- Hold bilges must be sounded daily to check if any oil or cargo effluent exists. If the vessel
is in port, bilges should be transferred to the bilge holding tank (where fitted). Pumping out
of bilges must only be done after checking and verifying the uncontaminated water and in
accordance with MARPOL requirements.
- If any marine pollutant (as per IMDG) leaks from a container into the hold bilges or on
deck, it must be collected, taking due precautions as per Emergency Schedule (EMS),
and disposed of ashore. Accidental loss overboard of containers must be notified to the
shore authorities, including the nature of the contents, especially if they are a marine
pollutant.
- Jettisoning of harmful substances is prohibited except when it is needed to secure the
safety of life on board vessels or for securing the safety of the vessel.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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P. Sanchez Street corner Pat Antonio
Street Sta. Mesa Manila, 1035 Metro Manila

What are dangerous goods products?

DANGEROUS GOOD IN PACKAGED FORM
Dangerous goods are substances and articles that have explosive, flammable, toxic, infectious or
corrosive properties. They pose a risk to public safety, property or the environment.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
 STI Academic Center
P. Sanchez Street corner Pat Antonio
Street Sta. Mesa Manila, 1035 Metro Manila

CLASSIFICATION OF DANGEROUS GOODS

The International Maritime Dangerous Goods (IMDG) Code was developed as a uniform international
code for the transport of dangerous goods by sea covering such matters as packing, container traffic
and stowage, with particular reference to the segregation of incompatible substances.

The Carriage of dangerous goods and marine pollutants in sea-going ships is respectively regulated in
the International Convention for the Safety of the Life at Sea (SOLAS) and the International
Convention for the Prevention of pollution from Ships (MARPOL).

Relevant parts of both SOLAS and MARPOL have been worked out in great detail and are included in
the International Maritime Dangerous Goods (IMDG) Code, thus making this Code the legal instrument
for maritime transport of dangerous goods and marine pollutants. As of 1st January 2004, the IMDG
Code has become a mandatory requirement.

For all modes of transport (sea, air, rail, road and inland waterways) the classification (grouping) of
dangerous goods, by type of risk involved, has been drawn up by the UNITED NATIONS Committee of
Experts on the Transport of Dangerous Goods (UN).

Class 1:Explosives

Subclass 1.1: Explosives with a mass explosion hazard

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

Subclass 1.2: Explosives with a severe projection hazard

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

Subclass 1.3: Explosives with a fire

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

Subclass 1.4: Minor fire or projection hazard

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

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Subclass 1.5: An insensitive substance with a mass explosion hazard

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

Subclass 1.6: Extremely insensitive articles

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

Class 2 :Gases

Subclass 2.1: Flammable Gas

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

Subclass 2.2: Non-Flammable Gases

Gases which are neither flammable nor poisonous. Includes the cryogenic gases/liquids
(temperatures of below -100°C) used for cryopreservation and rocket fuels. This division
includes compressed gas, liquefied gas, pressurized cryogenic gas, compressed gas in
solution, asphyxiant gas and oxidizing gas. A non-flammable, nonpoisonous compressed
gas means any material which exerts in the packaging an absolute pressure of 280 kPa
(40.6 psia) or greater at 20°C (68°F), and does not meet the definition of Division 2.1 or
2.3.

Subclass 2.3: Poisonous Gases

Gases liable to cause death or serious injury to human health if inhaled. Gas poisonous
by inhalation means a material which is a gas at 20°C or less and a pressure of 101.3
kPa (a material which has a boiling point of 20°C or less at 101.3kPa (14.7 psi)) which is
known to be so toxic to humans as to pose a hazard to health during transportation, or
in the absence of adequate data on human toxicity, is presumed to be toxic to humans
because when tested on laboratory animals it has an LC50 value of not more than 5000
ml/m3.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Class 3:Flammable Liquids

A flammable liquid means a liquid which may catch fire easily or any mixture having one
or more components whith any flash point. As example: acetone, diesel, gasoline,
kerosene, oil etc. Transportation is strongly recommended at or above its flash point in a
bulk packaging. There are three main groups of flammable liquid.
1. Low flash point - liquids with flash point below -18°C
2. Intermediate flash point - liquids with flash point from -18°C. up to +23°C
3. High flash point group - liquids with flash point from +23°C

Class 4:Flammable solids or substances

Subclass 4.1: Flammable solids

For the purpose of this Code, flammable solids means readily combustible solids and
solids which may causefire through friction.

Subclass 4.1: Self-reactive substances

Self-reactive substances are thermally unstable substances liable to undergo a strongly

exothermic decomposition even without participation of oxygen (air).

Subclass 4.1: Solid desensitized explosives

Solid desensitized explosives are explosive substances which are wetted with water or
alcohols or are diluted with other substances to form a homogeneous solid mixture to
suppress their explosive properties.
Subclass 4.1: Polymerizing substances and mixtures (stabilized)

Polymerizing substances are substances which, without stabilization, are liable to

undergo a strongly exothermic reaction resulting in the formation of larger molecules or
resulting in the formation of polymers under conditions normally encountered in
transport. Explosives included under class 1 however deactivated or substances specially
included under this class by the producer.

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Subclass 4.2: Substances liable to spontaneous combustion

Subclass 4.2: Comprises

1 Pyrophoric substances, which are substances, including mixtures and solutions (liquid
or solid), which, even in small quantities, ignite within 5 minutes of coming into contact
with air. These substances are the most liable to spontaneous combustion; and 2 Self-
heating substances, which are substances, other than pyrophoric substances, which, in
contact with air without energy supply, are liable to self-heating. These substances will
ignite only when in large amounts (kilograms) and after long periods of time (hours or
days).

Subclass 4.3: Substances which, in contact with water, emit flammable gases

For the purpose of this Code, the substances in this class are either liquids or solids
which, by interaction with water, are liable to become spontaneously flammable or to
give off flammable gases in dangerous quantities.

Class 5: Oxidizing substances and organic peroxides

Subclass 5.1: Oxidizing substances

Substances which, while in themselves not necessarily combustible, may, generally by

yielding oxygen,cause, or contribute to, the combustion of other material. Such
substances may be contained in an article.

Subclass 5.2: Organic peroxides

Organic substances which contain the bivalent –O–O– structure and may be considered
derivatives of hydrogen peroxide, where one or both of the hydrogen atoms have been
replaced by organic radicals. Organic peroxides are thermally unstable substances which
may undergo exothermic self-accelerating decomposition.

Subclass 6.1: Toxic substances

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

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( Dangerous Goods and Inspections)
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Subclass 6.2: Infectious substances

These are substances known or reasonably expected to contain pathogens. Pathogens

are defined as microorganisms (including bacteria, viruses, rickettsiae, parasites, fungi)
and other agents such as prions, which can cause disease in humans or animals.

Class 7:Radioactive material

Radioactive material means any material containing radionuclides where both the
activity concentration and the total activity in the consignment exceed the values
specified in 2.7.2.2.1 to 2.7.2.2.6.

Class 8:Corrosive substances

Class 8 substances (corrosive substances) means substances which, by chemical action,

will cause severe damage when in contact with living tissue or, in the case of leakage,
will materially damage, or even destroy, other goods or the means of transport.

Class 9:Miscellaneous dangerous substances and articles and environmentally hazardous

substances

substances and articles (miscellaneous dangerous substances and articles) are

substances and articles which, during transport, present a danger not covered by other
classes.
• Substances which, by inhalation as fine dust, may endanger health
• Substances evolving flammable vapour
• Lithium batteries
• Life-saving appliances
• Capacitors
• Substances and articles which, in the event of fire, may form dioxins
• Substances transported or offered for transport at elevated temperatures
• Environmentally hazardous substances
• Genetically modified microorganisms (GMMOs) and genetically modified organisms
(GMOs)Other substances or articles presenting a danger during transport, but not
meeting the definitions of another class.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Some dangerous goods fall into one of 3 packing groups depending on the degree of danger
they present to people and equipment:

Packing group I: Substances presenting high danger

Packing group II: Substances presenting medium danger
Packing group III: Substances presenting low danger.
The Australian Dangerous Goods Code provides more information about the classifications and
divisions of dangerous goods, and if they are assigned to a packing group.

Placards and UN numbers

Each dangerous goods class is represented by a placard - a distinctive and specific class label in
the shape of a diamond. For example:

An example of a dangerous goods placard

Depending on its properties, each type of dangerous goods is assigned a number known as its
UN number*; for example, petrol is UN 1203. The UN number can be found on the label, transport
document or safety data sheet. Otherwise the manufacturer or supplier of the goods can tell you
this. You can also check if the goods are listed in the Australian Dangerous Goods Code.

*The United Nations number (UN number) is a 4-digit numbering system developed by the United
Nations Committee of Experts on the Transport of Dangerous Goods for the quick identification
of dangerous goods.

What are the 3 types of ships subject to the IMDG Code?

IMDG cargoes are divided into three main groups and each has a specific plan to store, transport
and handling in case of accident or spill:
Group 1: Cargo which are extremely dangerous.
Group 2: Cargo with moderate danger.
Group 3: Cargo with less danger.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Handling IMDG Cargo

The International Maritime Dangerous Goods (IMDG) Code specifies norms and regulations for
ships carrying different types of dangerous goods. The code has been implemented to prevent
accidents of fire/explosion and ensure utmost safety/security while handling dangerous cargo. A
PFSO who is in charge of the overall safety and security of the cargo while it is being handled on
port facilities and transferred from or onto ships, must know the following to avoid any kind of
accidents or compromises that can happen when handling sensitive cargo.

1. Know the cargo groups

IMDG cargoes are divided into three main groups and each has a specific plan to store, transport
and handling in case of accident or spill:
Group 1: Cargo which are extremely dangerous
Group 2: Cargo with moderate danger
Group 3: Cargo with less danger

2. Know the classification of dangerous cargo

The dangerous cargoes are segregated into various sub-categories so as to plan the carriage as
per the requirements of the cargo. This avoids mistakes and ensures proper preventive actions
that can be taken in case of any incidence or accident.

3. Check the labels

Check that all the labels on the packages are visible and clearly indicate the type and
characteristics of cargo. Appropriate labels indicating the hazard (Flammable, toxic, Corrosive
etc.) are also pasted over the package. The label must be water resistant such that even in case
of immersion, it should be readable for at least 3 months.

4. Check the cargo documents

Ensure that before loading any IMDG cargo, the agent or shipper has handed over the Material
Safety Data Sheet, stating:
- The technical name of the cargo carried
- The declaration certificate saying cargo has been packed as per the IMDG code
5. Check the cargo for correct packaging
If the IMDG cargo is loaded in a package, ensure to check:

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- Absorbing or cushioning material is used with the package containing liquid cargo, which
must be competent of absorbing the liquid in case of leakage
- The package is kept with sufficient ullage if liquid cargo is carried
- All cylinders carrying IMDG cargo are pressure tested and certified ok for use

6. Check when handling cargo

While handling IMDG cargo, check the following things:
- Is the package stored according to the stowage plan
- No bunkering is going on or it is stopped during the time of loading or offloading
- The radar is put off (applicable for certain cargoes)
- The packaging is weather tight
- There is no damage or leakage
- Follow port regulation on IMDG cargo
7. Inspect when handling explosive cargo
If the IMDG cargo is explosive, ensure to also check that:
- The package is stored over a wooden pallet
- All the electrical fittings in that region are disconnected from the source
- All electrical wirings are sheathed properly
- The cargo is stowed away from accommodation and hot bulkhead
8. Know the Emergency Procedure
It is very important for the PFSO to prepare himself and his colleagues for any kind of accidents
while handling such dangerous cargo. The PFSO must read and understand :
- Emergency procedure for risk when handling IMDG cargo
- First Aid Guide for accidents involving IMDG cargo
- Risk associated with cargo by understanding the labels
These are some of the important points that must be considered while handling dangerous cargo.
Note that special attention also must be given to the instructions that are provided by the
manufacturers and the company.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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What are the main hazards in the carriage of solid bulk cargo?
The prime hazards associated with the shipment of solid bulk cargoes are those relating to
structural damage due to improper cargo distribution, loss or reduction of stability during a voyage
and chemical reactions of cargoes.
Therefore, the primary aim of the IMSBC Code is to facilitate the safe stowage and shipment of
solid bulk cargoes by providing information on the dangers associated with the shipment of certain
types of solid bulk cargoes and instructions on the procedures to be adopted when the shipment
of solid bulk cargoes is contemplated. Observance of the Code harmonizes the practices and
procedures to be followed and the appropriate precautions to be taken in the loading, trimming,
carriage and discharge of solid bulk cargoes when transported by sea, ensuring compliance with
the mandatory provisions of the SOLAS Convention.
The IMSBC Code was adopted on 4 December 2008, by resolution MSC.268(85), and entered
into force on 1 January 2011, from which date it was made mandatory under the provisions of the
SOLAS Convention. Since then, the Code has been amended
It is worth noting that the IMSBC Code does not cover the carriage of grain in bulk. The specific
requirements for the transport of grain are covered by the International Code for the Safe Carriage
of Grain in Bulk (InternationalGrain Code, 1991).
The Maritime Safety Committee (MSC) is authorized by the IMO's Assembly to adopt
amendments to the Code, thus enabling the IMO to respond promptly to developments in
transport.
The International Maritime Dangerous Goods (IMDG) Code specifies and lays down various
norms and regulations for ships carrying different types of dangerous goods. The code has been
implemented to prevent accidents of fire/explosion and ensure utmost safety of the ship and its
crew while handling dangerous cargo on board.
As a deck officer who is in charge of cargo loading/ discharging and the overall safety of the
cargo while it is carried on ships, he must know the following points to avoid any kind of accidents
that can cause because of such sensitive cargo.
1. Know the Classification of Dangerous Cargo: The dangerous cargoes are segregated in to
various sub-categories so as to plan the carriage as per the requirements of the cargo. This avoids
mistakes and proper preventive actions that can be taken in case of any incidence or accident.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
 STI Academic Center
P. Sanchez Street corner Pat Antonio
Street Sta. Mesa Manila, 1035 Metro Manila

IMDG cargo is usually classified into:

• Explosives
• Gases-flammable/nonflammable/poison
• Flammable liquids-low FP/medium FP/high FP
• Flammable solids
• Substances liable spontaneous combustion

Cargo that gives flammable gases with water

• Radioactive substances
• Corrosives
• Miscellaneous dangerous substances

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( Dangerous Goods and Inspections)
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2. Check the Cargo for Correct Packaging: If the IMDG cargo is loaded in a package, ensure
to check:
• Absorbing or cushioning material is used with the package containing liquid cargo, which
must be competent of absorbing the liquid in case of leakage
• The package is kept with sufficient ullage if liquid cargo is carried
• All cylinders carrying IMDG cargo are pressure tested and certified ok for use

3. Know the Cargo Groups: IMDG cargoes are divided in to three main groups and each has a
specific plan to store, transport and handling in case of accident or spill:
Group 1: Cargo which are extremely dangerous
Group 2: Cargo with moderate danger
Group 3: Cargo with less danger

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
 STI Academic Center
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Street Sta. Mesa Manila, 1035 Metro Manila

4. Check the Labels: Check that all the labels on the packages are visible and clearly indicate
the type and characteristics of cargo. Appropriate labels indicating the hazard (Flammable, toxic,
Corrosive etc.) are also pasted over the package. The label must be water resistant such that
even in case of immersion, it should be readable for at least 3 months.
5. Check the Documents of the Cargo: Ensure that before loading any IMDG cargo, the agent
or shipper has handed over:
• The technical name of the cargo carried
• The declaration certificate saying cargo has been packed as per the IMDG code
6. Check When Loading Cargo: While loading the IMDG cargo, following things must be
checked:
• Check the stowage plan and store the package as per the same
• No bunkering is going on or stopped during the time of loading
• The radar is put off, applicable for certain cargoes
• Check the packaging is weather tight
• Ensure there is no damage or leakage found during loading
• Before cargo operation, have a check on port regulation on IMDG cargo
7. Inspect Loading Explosive Cargo: If the IMDG cargo is with explosive label, ensure to check:
• The package is stored over a wooden pallet
• All the electrical fittings in that region are disconnected from the source
• All electrical wirings are sheathed properly
• The cargo is stowed away from accommodation and hot bulkhead

8. Know the Emergency Procedure: It is very important for the OOW to prepare himself for any
kind of accidents while handling such dangerous cargo. The deck officer must read and
understand :
• Emergency procedure for ships carrying IMDG cargo
• MFAG-Medical First Aid Guide for accidents involving IMDG cargo
• Risk associated with cargo by understanding the labels

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
 STI Academic Center
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Street Sta. Mesa Manila, 1035 Metro Manila

How do you ensure the documents of the cargo before loading any IMDG cargo?
Check the cargo documents
Ensure that before loading any IMDG cargo, the agent or shipper has handed over the Material
Safety Data Sheet, stating: The technical name of the cargo carried. The declaration certificate
saying cargo has been packed as per the IMDG code.

10 Important Things Deck Officers Must Check During Cargo Watch

Container vessels usually follow a tight schedule of ports of call. They presumably follow one fixed
route with certain numbers of ports, which are likely to be changed as per the interest of the
company.
During the port stay of the vessel, the deck officers are in-charge of monitoring the loading and
discharging of cargo and numerous other indispensable happenings onboard. Incidentally, this
explains why many officers onboard find the port stays more hectic than a normal day at sea.
However, with the right knowledge and plan of action, cargo watches can be a lot easier than they
seem. The notes and guidelines below on ten important things that need to be checked during
your cargo watch will help you to plan and make the best out of your watches when the ship is at
port.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
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1. Plan and Monitor Loading and Discharging of Cargo

The most important factor or the ultimate reason of the port stay is loading and discharging of
containers, hence the first priority should be the same.
Make sure the loading/discharge plans are ready in hand before u commence your watch. Like
its always done, as you go out on deck for rounds mark out on which bays the gantry cranes are
working on. It is also good to note the gantry number, as we can track the movement of gantries
during the next rounds.
If practical, suggest for an even discharging or loading of cargo as it avoids listing/heeling of the
vessel and avoid continuous running of Auto-Heeling system and heeling pumps. Give special
attention to under deck cargo operations inside the cargo hold. Ensure safe keeping and safe
removal of hatch covers without damage to ship’s superstructure.
If any cargo operation is not complying with the cargo plans, it needs to be checked with the
foreman or the planner. Any damage to the ship’s structure due to rough operation of cranes
should also be brought into their attention and a stevedore damage report should be made as
well.
2. Have Knowledge of IMDG Containers Loaded Onboard
IMO recognized International Maritime Dangerous Goods are carried in containers onboard the
vessels designated to carry them. As the name depicts, IMDG containers should be treated with
utmost significance. The paper works and documentation of IMDG cargo including IMDG Spotting
Plan is the responsibility of the deck officers, therefore a good familiarization of IMDG Code is
strongly recommended.
IMDG are normally loaded as away as practical from accommodation, as per compliance with the
IMDG Code. However, during the cargo watches duty officers need to reassure the position of
each and every DG containers loaded onboard are as per the cargo plan. Any change in the same
should be brought into the attention of Chief Officer and the planner. Furthermore, every box
containing DG cargo should be having HAZMAT and IMO Class stickers.It is recommended to
have the same on all visible sides of the containers.
Discharging DG containers with no stickers is a serious offense and the ship can be fined or
arrested for the same. Hence, confirm the presence of the IMO Class stickers during the loading
time. Any missing stickers should again be brought into the attention of Chief Officer and the
Foreman/Planner should be informed and asked to fix it.

3. Handle Reefer Containers With Care

Reefers or the Refrigerated Containers are very sensitive cargo and hence should be handled
with care. Onboard container vessels carrying reefers, there should be an electrical engineer
dedicated for handling the reefers. All loading and discharging of reefers should be with the
knowledge and supervision of the electrician. Ensure that while reefers are loaded and discharged
the electrician is informed and readily available.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Street Sta. Mesa Manila, 1035 Metro Manila

Avoid disconnecting the reefers from the power supply too early prior to discharge. It is
recommended to ask the foreman to give a notice of which all reefers are about to be discharged
and hence to unplug the same just before it goes out from the ship.
Be aware that the electrician is the responsible and qualified person for connecting and
disconnecting reefers but in practical while handling too many reefers at once it is a good practice
for officers, cadets or deck crew to help him out, however while doing so make sure you have the
basic knowledge to do the same, like switching on the reefers and confirming the given set points.
If you feel you don’t know it, never do it.
Any troubleshooting of reefers should be brought into the attention of the foreman/planner as
early as possible.

4. Check Lashings Of Out of Gauge Cargo (OOG)

OOG means cargos which are not suitably fitted inside a container. Such cargo can be heavy
machinery, spare parts, boats, yachts etc. OOG are usually loaded under deck inside the cargo
hold. It can also be loaded on-top of flat rack containers, or by using wooden dunnage.
The lashings in such cargo are different from normal container lashings. In most of the cases, the
stevedores working on lashing the OOG cargo are skilled and know what they are doing, but a
thorough check and supervision is to be done by the duty officer. Make sure you physically
checked the lashings and find them satisfactory and good enough to withstand all rough sea going
conditions.
It is good to take photographs of the cargo once it is lashed and secured. If you find any defect or
lack of quality of the lashing ask the foreman to fix the same.

5. Have Proper Visual Inspection of Ship’s Draught

It is nothing new that arrival draughts and departure draughts needs to be visually checked and
logged down. The significance of draught not only applies during arrival and departure, but also
during the whole period of time when the ship is alongside.
In certain ports, where the available depth is less, there should be a close watch on the draught
and the under-keel-clearance as it can vary when large number of boxes are to be loaded, or
large quantity of ballast water being taken. There should be a visual examination of the draught
at least once during every watch as the draught gauges can’t be accurate always. A timely check
on draught can avoid a lot of dangers while alongside.

6. Check Ship’s Ballast and List

It is normally the Chief Officer who is responsible for the ballast operations and the stability of the
vessel. At the same time duty officers are required to have comprehensive knowledge about
ballast operations and will be required to do so, as per chief officer’s advice. While doing ballast

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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operations, keep a close watch on the inclinometer to monitor the vessels list. In cases, where
ballast water is pumped into the same side where the cargo is being loaded the vessel can tend
to list. Keep in mind that more than 1 degree of list on any side needs to b corrected in no time.
Also as practical as possible, try to minimize the intake of ballast water in ports and to use internal
transfer of ballast. All ballast operations should be logged down. Make yourself familiar with
the Ballast water management plans.
While de ballasting, be aware of the restrictions of certain ports where de-ballasting is strictly
prohibited. Inform the chief officer if any doubts or uncertainties.

7. Check Lashings Thoroughly

Lashing is another vital factor which needs to be checked during cargo watches. It is the duty
officer’s responsibility to ensure every lashing is found satisfactory. A good understanding of the
vessel’s lashing plans and lashing gears is absolutely necessary.
The ‘Cargo Securing Manual’ of the ship should be read and followed. Lashings are good if they
are moderately tight. Slack on the lashing bar-turnbuckle unit is not appreciated and such slack
should be tightened up with spanners. Excessive force should not be used making the unit too
tight and hence immobile and stiff. Any lashings found unsatisfactory or any missing lashings on
certain containers should be brought into the attention of foreman. The lashings are to re-tighten
and checked during the voyage as well, but it’s normally done by the deck crew.
The lashing checks are not limited to the lashing bar-turnbuckle units but also the twist locks used
in between the containers. The type of twist lock weather its semi-automatic or fully-automatic
depends on the ships lashing plan, but a missing twist lock between any two boxes is not a part
of any plan. Therefore, any twist locks found missing should be again informed to the foreman.
Also, do not forget to lock the hatch cover cleats /pins too.
It is a good practice to check the lashings as soon as it is finished, it will save the unnecessary
rush during the cargo completion time.

8. Carry Out Change of Watch Procedure Without Missing Anything

Change of watch during port stays is as important as it is at sea. The relieving officer should be
officially handed over with all the necessary information of the progress on deck, cargo operations,
and ballast operations in detail.
It is a good practice to take a deck rounds just before the end of your watch so that the correct
updated status of the cargo operations can be known. The cargo plans should be updated as
well. Any bays completed off lashings are to be checked before handing over. Any out of ordinary
information should be exchanged. During the change of watch do not forget to log down the end
of watch along with the necessary update on cargo operations.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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9. Ensure Utmost Level of Security and Safety On board Ship

Another significant element in the port stay is the ISPS policies. Security rounds and gangway
watches are kept at all the times during the vessels port stay. As per ISPS Code, there are
different security levels and respective security measures are to be followed. Good knowledge
of the security duties and ISPS Code is strictly recommended.
The next important factor is the safety of the ship and its personnel. When the ship is alongside
and cargo operations are underway, the risks of accidents on deck are more than at sea. The
safety of the ship’s crew and shore stevedores are to be ensured and any unsafe working practice
should be noticed and stopped.

10. Carry Out Cargo Completion Without Errors

This final phase of the port stay can be a busy one. When the cargo completion comes on your
watch you have to be sure of the count of moves left.
During the last rounds, count how many more containers are to loaded on each bay and total it to
find how many moves altogether are remaining.
As prior to departure, the captain is most likely to ask how many moves left, so be ready with the
answer. Other than that check on the following points during cargo completion time:-
• Visually examine and note down the departure draught.
• Ensure that all lashings has been checked and found satisfactory and the lashing
certificate has been signed.
• Make sure that the lashing gear boxes are going to be landed back onboard and note
down the position of the same.
• Ensure that good housekeeping was maintained by the stevedores and deck crew.
• Ensure that notices to E/R and other deck crews have been given.
• Make sure the officer in charge to prepare the bridge has been informed.
• Confirm the presence of Agent and Planner of the company is onboard for final paper
works prior departure.
• Confirm whether the Pilot has been contacted.
During cargo completion time if you feel that there are too many happenings onboard at the same
time, call out for extra hands on deck for helping to check on loading , lashings , or any other
activities.
The above points should be kept in mind as cargo watches can be a busy stretch with a lot of
happenings onboard with the involvement of shore persons. But when you have the knowledge
and know what you are doing, nothing should be a problem.

SEAM 4 Cargo Handling and Stowage Dangerous Goods in Packaged Form Week No. 10-11 Handout
( Dangerous Goods and Inspections)
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Street Sta. Mesa Manila, 1035 Metro Manila

While having a busy watch during a port stay, find time for yourself to get proper rest and also to
get a chance to go ashore, as these are some of those opportunities that seafarers get. Ensure
to make the best out of the port stay and enjoy your work.

References :

• http://www.arkasline.com.tr/en/dangerous_cargo___imo_codes_and_symbols.html
• https://www.deutsche-flagge.de/en/safety-and-
security/cargo/imdg/imdg#:~:text=Dangerous%20goods%20in%20packaged%20form%2
0are%20cargoes%20which%20pose%20a,and%20condition%20during%20sea%20tran
sport.
• https://www.standard-
club.com/fileadmin/uploads/standardclub/Documents/Import/publications/standard-
safety/split-articles/2016/2023666-marpol-annex-iii-and-amendment-37-14-to-the-imdg-
code.pdf
• https://www.imo.org/en/OurWork/Safety/Pages/CargoesInBulk-
default.aspx#:~:text=The%20prime%20hazards%20associated%20with,and%20chemic
al%20reactions%20of%20cargoes.
• https://www.portsecuritycenter.eu/handling-imdg-cargo/
• https://www.business.qld.gov.au/industries/transport/dangerous-goods/defined

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