DANGEROUSE GOODS

DANGEROUS, HAZARDOUS AND HARMFUL CARGOES

Transport of dangerous goods by sea is regulated in order to reasonably prevent

injury to persons or damage to ships and their cargoes. Transport of marine
pollutants is primarily regulated to prevent harm to the marine environment. The
objective of the IMDG code is to enhance the safe transport of dangerous goods
while facilitating the free unrestricted transport of such goods.

International maritime dangerous goods code; IMDG code.This is result of

international convention 1960 for the safety of life at sea. The code consist of
two volumes & it’s supplement. Before accepting any shipment of dangerous
goods the code must be referred to, so that the provisions of the code are always
adhered to.

The second publication on D.G which can be use is, the blue book. This a book
published by UK department of trade and is in harmony with IMDG code. The
difference are relating to the carriage of explosives and certain other substances
where IMDG code states that packaging or other requirements are to be in
accordance with national standards. The blue book details these standards for the
united kingdom.
The third publication is the merchant shipping (dangerous Goods) rules 1981.

CLASSIFICATION OF DANGEROUS GOODS

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Dangerous goods are grouped into the following classifications:
Class 1 Explosives.
Class 2 Gases compressed liquefied or dissolved under pressure.
2.1 Flammable gases
2.2 Non-Flammable gases, being compressed ,liquefied or dissolved, but
neither flammable nor poisonous.
2.3 Poisonous gases.
Class 3 Flammable liquids, subdivided into three categories:
3.1 low flashpoint
3.2 intermediate flashpoint
3.3 high flashpoint
Class 4.1 Flammable solids.
4.2 substances liable to spontaneous combustion.
4.3 substances which in contact with water emit flammable gases.
Class 5.1 Oxidizing substances .
5.2 Organic peroxides.
Class 6.1 Poisonous, toxic substances .
6.2 Infectious substances.
Class 7 Radioactive substances .
Class 8 Corrosives.
Class 9 Miscellaneous, i.e, substances which present a hazard not included in
the above.

At any time should it be suspected that any cargo is in the above classifications, the I. M
. D . G code, the blue book, should be consulted and also all other possible sources of
information.
When these goods are shipped, they shall be properly packed and labeled as per
IMDG and the shipper shall supply the owner and / or master with a written
declaration or a certificate to that effect. Before sailing from any port, the ship shall
be given a dangerous cargo manifest, listing all the dangerous cargo loaded in that
port. Should the vessel not have loaded any, she should still be supplied with a
manifest with the word “nil” on it.

The vessel should be given all the relevant information about the commodity. The
vessel shall also cause to be shown on the manifest, list and cargo plan, the stowage
of such cargo . The mates receipts are also normally marked. The markings or labels
shall be on any receptacle, package, container or vehicle which is taken on board a
ship. Note that when the container or vehicle, properly marked, is taken on board, the
individual packages or receptacles inside need not be marked, note also that dangerous
goods. Include any receptacle which has contained any of these goods unless it has
been properly cleaned and closed.

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Dangerous goods shall not include goods formed part of the ship’s stores or
equipment. They shall not include any goods which neither the owner of the ship, nor
his servant, nor agents, nor shipper, knew or had reasonable grounds for suspecting
that they were dangerous.

Dangerous goods transport documents :

These documents should contain the following information for each dangerous
substances, material or article offered for transport:
1- The proper shipping name.
2- The class or division if assigned for.
3- The united nation number preceded by the letter “UN”.
4- Where assigned the packing group, pg ii.
5- The number and kind of packages and total quantity of D.G Covered by the
description.
sometimes, special requirement of certain cargo requires additional information such.
As:
1- Minimum flash point if 61 c or below.
2- Subsidiary hazards not communicated in the proper shipping name.
3- For marine pollutants, the identification of the goods as “marine pollutant”.
Certificate:
The dangerous goods transport document prepared by shipper should in addition carry
or be accompanied by a certificate or declaration that the consignment offered can be
accepted for transport, goods are properly packaged, marked and labeled, in proper
condition according regulation. E.g.

“ I hereby declare that the contents of this consignment are fully and accurately
described above by the proper shipping name, and are classified, packaged, marked
and labeled / placard and are in all respects in proper condition for transport according
to applicable international and national governmental regulations.”
The declaration should be signed and dated by consignor.
Container / vehicle packing certificate:
The persons responsible for the packing of D.G in a freight container or road vehicle
shall provide a signed container packing certificate or vehicle packing declaration
stating that the cargo in the unit has been properly packed / secured and all applicable
transport requirements have been met.
Stowage plan:
A detailed stowage plan, which identifies by class and sets out the location of all
d.g. And marine pollutants should be prepared before sailing and a copy given to
shipper and port state authority.
Manifest or D.G list:
Each ship carrying D.G and marine pollutants should have a special list or
manifest setting forth, in accordance with reg-55 of SOLAS chapter vii, 1974, and
MARPOL 73/78. The list or manifest should be based on the documentation and
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certification required in the IMDG code and at least contain, UN number-name-
class, packing group-stowage location-total quantity.
A weathering certificate and exempting certificate sometimes requires for special D.G /
substance or materials.

Vessel certificates for D.G:

1- Document of compliance with the special requirements for ship carrying D.G. (DOC).
2- Certificate of fitness for the carriage of dangerous chemical in bulk.
3- If a v / l does not have doc and planned to carry D.G, she must get a certificate of
fitness for short period v / l will be inspected by special surveyor & if he find cargo
space safe in respect of construction & fire fighting appliance he will issue short term
D.G certificate.
Marking / labeling / placarding:
Marking of dangerous goods normally consist of: proper shipping name, UN number
that should be displayed on each package. In case of unpackaged articles, cradle / storage
/ launching device of D.G to be marked.
All marking shall:
a. Be readily visible and legible.
b. The markings must comply with the blue book or IMDG code.
c. Be such that information will still be identifiable on packages surviving at
least three month’s immersion in the sea.
d. If the outer material will not survive three months any inner receptacles which will
survive three months must be durably marked.
e. Should be displayed on a background of contrasting color on the external surface
of packages.
f. Should not be located with other package marking.

Marine pollutants:
Packages containing a marine pollutant should be durably marked with the marine
pollutant mark, these marking should be placed or stenciled adjacent to the D.G labels.
Labeling of packages:
Labels are in form of a square set an angle of 45º (diamond shape) with minimum
dimensions of 100 mm × 100 mm, they have a line of the same color as the symbol,
5 mm inside the edge and running parallel with it. Labels are divided into halves, the
upper half is for pictorial symbol and lower half for texts & class or division number.

Each label should:

1- Be located on the same surface of the package near the proper shipping name
marking.
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2- Be so place that is not covered or obscured by any other marking or
attachment to the package.
3- When primary and subsidiary risk labels are required, be displayed next to
each other.
Placarding of cargo transport units:
These are enlarged labels and marking which should be affixed to the exterior
surface of a cargo transport unit to provide a warning that the contents of the
unit are dangerous goods and present risks.

Explosive Class 1 Explosive Class 1.4 Flammable Gas Non-flammable

Class 1.1 Compressed Gas
Class 2.2

Toxic Gas Class Flammable Liquid Flammable Spontaneously

2.3 Class 3 Solid Class 4.1 Combustible
Class 4.2

Dangerous Oxidizing Organic Toxic substance

When Wet Class Agent Class 5.1 Peroxide Class Class 6.1
4.3 5.2

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Infectious Radioactive Class 7 Radioactive Radioactive Class 7
Substance Class Class 7
6.2

Radioactive Class Corrosive Marine Misc. Class 9

7 substance Class 8 Pollutant

Stowage & segregation:

Substances, materials and articles should be stowed as indicated in the D.G list in
accordance with one of the categories:
A,B,C,D,E and segregation table of IMDG code.
They are defined by the code as follow:
1- On deck only: these type of D.G requires,
i) Constant supervision.
ii) Accessibility is particularly required.
iii) There is substantial risk of formation of explosive gas mixtures,
development of highly toxic vapors or unobserved corrosion of the ship.

2- On deck or under deck: less risk. These type of D.G can be loaded on deck
or under deck but it is recommended to stow them under deck wherever possible.

3- Stow away from: that is separated by minimum distance of 3m between the

two consignments, but may be carried in the same hold or compartment.

4- Separated from: where the two consignments must be in separate holds or

in the same hold provided an intervening fire resistant deck intervenes. If loaded
on deck a separation by a distance of 6m horizontally.

5- Separated by a complete compartment: or hold. If loaded on deck, this

segregation means a separation by a distance of at least 12m horizontally.

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6- Separated longitudinally by an intervening complete compartment or hold
which means that vertical separation alone will not suffice. Stowage on deck
means the upper deck or main deck, and should be at least 24m longitudinally
distance.

Packaging:
Any dangerous goods which are not in bulk shall be packed so that they are able
to withstand the ordinary risks of handling and transport by sea.

The packing shall be:

1- Well made and in good condition.
2- Such that any interior surface is not dangerously affected, should the substance
carried, come into contact with it.
3- Such that if the goods are radio – active it shall provide a sufficient margin of
safety to protect all the persons on board.

Where any absorbent or cushioning materials is used in the packaging it shall be

capable of:
1- Minimizing any danger in handling and carrying liquids.
2- Preventing movement of the receptacle and ensuring that the receptacle
remains surrounded by it.
3- Being in sufficient quantity to absorb the liquid in the event of the receptacle
being broken.

Three abbreviations can be seen in packing instruction column of D.G list.

i) “pp”, is for packaging other than IBC and large packaging.
ii) “b”, is for IBC which is intermediate bulk containers.
iii) “l”, for large packaging.
For packing purposes, substances of all classes other than 1,2, 5.2 , 6.2 & 7, are
assigned to three packing groups in accordance with the degree of danger
presented by the substances.
Packing group i: substances presenting high danger.
Packing group ii: substances presenting medium danger.
Packing group iii: substances presenting low danger.

EMS, emergency procedures for ships carrying dangerous goods:

Handling and transport of D.G should be carried out by the safest means and with the greatest
care in order to prevent incidents as well as contamination of other cargoes and the pollution of
the environment it is essential that those involved in the handling and transport of D.G should
be advised before hand as to the characteristics and hazardous properties, of the goods and of
any necessary safety precautions, to be observed. They should also be provided with information
about safety rules, first aid treatment, emergency procedures to be followed and action to be
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taken in case of an incident. To provide such information the EMS has been introduced for each
groups of substances with EMS nos.
Each emergency schedule consist of:
1- Group title with EMS nos.
2- Special emergency equipment to be carried.
3- Emergency procedures .
4- Emergency action.
5- First aid treatment.

MFAG medical first aid guide:

The MFAG gives general information. The treatment recommended in this guide is specified in
the appropriate tables and more comprehensive in the appropriate sections of the appendices.
For the convenience of users, and to ensure rapid access to the recommendation in an
emergency the guide is divided into sections which are grouped to facilitate a three step
approach.
Step –1 emergency action and diagnosis.
Step-2 tables, gives brief instruction for special circumstances.
Step-3 appendices, gives comprehensive information, a list of
Medicines / drugs, and a list of chemical referred to in the tables.

Dangerous goods precautions:

Loading:
1- Ensure correct declaration and certification.
2- Check for correct packaging and labeling as per IMDG or blue book.
3- Ensure correct segregation.
4- Ensure correct stowage.
5- Fire fighting appliance to be available as appropriate.
6- Sources of ignition to be eliminated as required.
7- Loading is to be supervised by responsible officer.
8- There must be available adequate information on handling precautions and all
personnel are to wear the necessary protective gear.
9- Adequate ventilation is to be ensured and all the necessary anti-spill
precaution and measures are to be taken.
10- If shipped in bulk, the dangerous goods booking list should be consulted to
establish the identity and hazards of the cargo.
11- Rescue / resuscitation / first aid equipment should be available.
12- All relevant information and all publications should be consulted these
publications will include IMDG book, IMO code of safe working practices for
bulk cargoes, code of safe working practices for merchant seamen and all “m”
notices.

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On passage:
1- The location of all dangerous goods to be shown clearly on the cargo plan.
2- There is to be regular inspection of the cargo segregation.
3- All cargo compartments are to be monitored regularly for outbreak of fire.
4- All personnel are to be alert to the hazards of the goods, particularly if the
cargo is stowed on deck.

Discharging:
1- The discharge is to be supervised by a responsible officer.
2- The compartment is to be thoroughly ventilated before entry and all gas levels are to
be checked as necessary.
3- Check for damaged cargo and act accordingly.
4- All safety precautions observed during loading should also be observed during
the discharge.
Measures to be taken in the event of incident:
In case of any accident / incident with D.G the detailed recommendations in EMS
to be consulted, but in general followings to be considered.

Spillages:
The recommendation is to wash spillages on deck overboard with copious
quantities of water and if risk of reaction with water exist, washing to be done
from as far away as practicable.
1- Disposal of spilt D.G overboard is the master decision, bearing in mind that
the safety of the crew has priority over pollution of the sea.
2- If at all possible marine pollutant should be collected for safe disposal,
absorbent material should be used for liquids.
3- In case of spillages in the cargo hold enclosed space precaution to be observed
with great care.

Fire:
1- As water is the obvious fire fighting medium at sea, it is generally
recommended for most dangerous goods.
2- Where possible a package should be removed from the vicinity of the fire. If
not and safe keep the packages close to fire area cool by spraying water on
them.
3- In case of fire under deck, the best course of fire fighting is to batten down
the hatch, exclude all ventilation and operate the fixed fire fighting installation.
4- For certain substances which are highly reactive with water, only the use of
dry chemical fire extinguishers is recommended.

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5- The general fire fighting recommendations for a number of dangerous goods
suggest that they should be jettisoned if there is a likelihood of their involvement
in a fire.

Provisions concerning transport operation of

class –1 explosives

Definitions:
Magazine: is a closed cargo transport unit or compartment in the ship designed
to protect certain goods of class-1 from damage by other cargo during loading /
unloading, and adverse weather conditions, and to prevent unauthorized access.

Magazine stowage type-a: means that the inner side and floor of cargo transport
units and compartments on the ship should be closed-boarded with wood. The
roof or deck head should be clean / free of rust or scale. The top of stow should
be at least 300mm from the roof or deck-head. This forms of stowage guards
against friction between any spilled contents from packages and side of magazines
or the ship’s sides and bulkheads.
Magazine stowage type-c: means a closed cargo transport unit positioned as near
as practicable to the centerline of the ship, it should not be positioned closer than
1/8 of the beam or 2.4m, whichever is lesser, to the ship’s side.
Special stowage: some articles in compatibility groups which are particularly
dangerous a special stowage has been defined by the code. They are stowage
categories 01 to 15.

Precaution while handling, stowing explosive:

1- Stow them on wooden pallets or dunnage directly on the deck and not on
other cargo.
2- Maintain direct access to hatchway by not over stowing goods with goods
other than class-1.
3- Secure all goods to eliminate the possibility of significant movement..
4- Stowage should be “away from”, in a cool part of the ship away from
sources of heat.
5- Stow them as far away as possible from living quarters & machinery spaces.
6- Compartments or magazine to be locked in order to prevent unauthorized
access.

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Q- 1 )
i) List the classes of dangerous goods as given in the IMDG code?
ii) Describe the label for a class-9 commodity and give an example of such a
cargo?
iii) If a certain commodity posses more than one hazard, how should it be
labeled?
iv) What is the first requirement for loading and carriage of any D.G?
I )- classification of IMDG:
1.0 explosive
2.0 Gasses compressed, liquefied or dissolved under pressure
3.0 Flammable liquids: low flash point- intermediate flash point, high flash
point.
4.1 Flammable solids.
4.2 Substances liable to spontaneous combustion
4.3 Substances which in contact with water emit flammable gas.
5.1 Oxidizing substances.
5.2 Organic peroxides.
6.1 Poisonous (toxic) substances.
6.2 Infectious substances
7.0 Radio-active substances.
8.0 Corrosives
9.0 Miscellaneous dangerous substances which present a hazard not included in
any of the other classes.

ii- Class –9 label is a written label which states “class 9 dangerous goods”. It also gives
the name of the substance and un number. e.g formaldehyde.

iii- If a commodity posses more than one hazards it shall be labeled for each and
every hazard.
iv- Before loading and carriage of any D.G the shipper shall make a declaration.
This declaration must give the correct name of the goods, and it must not be
trade name.
This name should readily identify the class of D.G He must also give their
number. The class of D.G he must also give their number in the IMDG book that
is un number. The class of D.G also to be indicated.
Over and above the declaration he must give in writing the following items of
information:
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1- Number and type of packages.
2- Gross weight of the consignment.
3- Net weight of the explosive of class-1
4- The flash point if it is 61º c or below.

If the goods are in a container or vehicle he must produce a packing certificate

for the container or vehicle.

Q–2
i) Describe the general preparation that should be made prior to loading
dangerous goods. State where you would find the detailed guidance.
ii) Describe the precaution that should be taken during loading / un loading of
class –1 (explosive) goods?

A)all cargo holds nominated for carrying D.G should be well cleaned dried, made
ready.
1- All ships crew / officers to be informed of characteristics and hazards of the
goods and of any necessary safety precautions to be followed.

2- Cargo holds electrical equipments / cables to be isolated if they are not meeting
standard requirements for carrying d. Goods.

3- All fire fighting system to be checked and tested.

4- If any cargo lights are going to be used during cargo operation must be of an
approved type.

5- Ventilation system of nominated holds to be tested and made ready.

6- The stowage requirements of specified class of D.G to be followed.

The details information can be find in IMDG code volume-1
B)
1- Fire fighting appliances ready for use.
2- No smoking notices posted.
3- No matches or lighters to be carried by anyone involved in the operation.
4- If possible try to load / unload only during day light.
5- Raise flag – b, if at night exhibit a red light.
6- Make sure ventilators are working properly.
7- No wireless transmissions to be permitted.
8- The funnel exhaust spark to be avoided.
9- No bunkering / repair work to be done during operation.
10- Reject any damaged packages.
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11- Operation should be suspended in rain.
12- All explosives should be tallied.
13- A responsible person should be present during the operation.
14- Any magazines should be kept locked when not in use.
15- Unauthorized personnel cleared of area.

Q–3
i- Enumerate markings of packages of dangerous goods .
ii- What is the meaning of “placards” of dangerous goods packages.
iii- Draw labels for following D.G class.
1- Class –2 inflammable gas
2- Class –2.3 poison gas
3- Class –5 oxidizing agent
4- Class –7 radio active
5- Class –4 inflammable solid.

A) - correct technical name

- united nation number. (un number)
- class identification
- identification of class in form of labels
- placards
- marine pollutant mark
- port of loading / discharging
- consignee name & address
- weight / volume
- location of sling (lifting points)

B) – placards are enlarged labels and marks and signs and should be affixed to
the exterior surfaces of cargo transport unit to provide a warning that the contents
of the unit are dangerous goods and present risks unless the labels and / or marks
affixed to the packages are clearly visible from the exterior of the cargo transport
unit
Normally placards are for the primary risk of the goods contained in the cargo
transport unit, but sometimes they can be displayed for subsidiary risks also.
c )

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 International maritime dangerous goods code; ( IMDG code. )
This is result of international convention 1960 for the safety of life at sea. The
code consist of two volumes & it’s supplement. Before accepting any shipment
of dangerous goods the code must be referred to, so that the provisions of the
code are always adhered to.

Volume – 1 contents:

1- General provisions and definitions and training .

2- Classification of dangerous goods.
3- Is in vol.2.
4- Packaging & tank provision.
5- Consignment procedure.
6- Construction and testing of packaging.
7- Requirements concerning transport operations.

Volume – 2 contents:

1- dangerous goods list.

special provisions and exceptions.

Supplement contents:

- Emergency procedures guide (EMS)

- Emergency response procedures for ship carrying D.G
It contains:
1- Advise in dealing with fire and spillages.
2- MFAG for D.G

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 BULK CARGO

IMO BC CODE:
ONE OF THE IMPORTANT REFERENCE BOOKS WHICH IS
RECOMMENDED TO BE CARRIED ONBOARD BULK CARRIER IS THE
IMO CODE OF SAFE PRACTICE FOR BULK CARGOES.
THIS IS A GUIDE TO THE SAFE CARRIAGE OF SOLID BULK
CARGOES. THE AIM OF THE BC CODE IS TO PROMOTE THE SAFE
STOWAGE AND SHIPMENT OF BULK CARGOES BY HIGHLIGHTING
THE DANGERS ASSOCIATED WITH THE SHIPMENT OF CERTAIN
TYPES OF BULK CARGOES.

CONTENT OF BC CODE:
CONSIST OF 10 SECTION AND 6 APPENDIX

1- DEFINITION
2- GENERAL PRECAUTION
3- LOADING & UNLOADING PROCEDURES.
4- THE SAFETY OF PERSONNEL.
5- ASSESSMENT OF THE ACCEPTABILITY OF CARGO FOR
SHIPMENT.
6- TRIMMING PROCEDURES.
7- CARGO WHICH MAY LIQUEFY.
8- TEST PROCEDURES FOR CARGO WHICH MAY LIQUEFY.
9- METHODS OF DETERMINING THE ANGLE OF REPOSE.
10- STOWAGE FACTOR OF MOST BULK CARGOES.

DEFINITIONS:

ANGLE OF REPOSE:
IS THE ANGLE BETWEEN THE HORIZONTAL PLANE AND THE CONE
SLOPE OF THE CARGO.

CARGO WHICH MAY LIQUEFY:CARGO WHICH ARE SUBJECT TO

MOISTURE MIGRATION AND SUBSEQUENT LIQUEFACTION IF SHIPPED
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WITH A MOISTURE CONTENT IN EXCESS OF TRANSPORTABLE
MOISTURE LIMIT.

FLOW MOISTURE POINT:

IS THE PERCENTAGE OF THE MOISTURE CONTENT FOUND WHILE IN
ITS WET STATE, AT WHICH A FLOW STATE DEVELOPES, UNDER THE
PRESCRIBED METHOD OF TEST ON A REPRESENTATIVE SAMPLE OF
THE CARGO MATERIAL.

FLOW STATE:
IT OCCURS WHEN A MASS OF THE CARGO UNDER TEST IS SO
SATURATED WITH MOISTURE THAT UNDER THE INFLUENCE OF
EXTERNAL FORCES, SUCH AS VIBRATION, IMPACTION OR SHIP’S
MOTION, IT LOSES IT’S INTERNAL COHESION AND BEHAVES LIKE A
LIQUID.

TRANSPORTABLE MOISTURE LIMIT:

OF A CARGO WHICH MAY LIQUEFY IS THE MAXIMUM MOISTURE
CONTENT OF THE MATERIAL WHICH IS CONSIDERED SAFE FOR
CARRIAGE IN SHIPS WHICH ARE NOT SPECIALLY FITTED OR
CONSTRUCTED.
MOISTURE CONTENT:
IS THAT PORTION OF A REPRESENTATIVE SAMPLE CONSISTING OF
WATER, ICE OR OTHER LIQUID EXPRESSED AS A PERCENTAGE OF
THE TOTAL WET MASS OF THE SAMPLE.

MOISTURE MIGRATION:
IS THE MOVEMENT OF MOISTURE CONTAINED IN CARGOES, BY
SETTLING AND CONSOLIDATION OF THE CARGO MATERIAL DUE TO
VIBRATION AND THE SHIP’S MOTION WHICH MAY RESULT IN SOME
PORTIONS OR ALL OF IT DEVELOPING FREE SURFACE.

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 BULK CARGO MAIN HAZARDS:

1- THE STRUCTURAL DAMAGE:

THIS IS DUE TO BAD DISTRIBUTION OF LOADS WHICH MAY CAUSE
HOGGING, SAGGING, SHEAR, DEFORMATION OF DECKS AND
BULKHEAD.

GREAT CARE MUST BE TAKEN WHEN LOADING HIGH DENSITY

CARGOES (0.56 M PER TONNE OR LESS) WHICH LARGE WEIGHT WILL
OCCUPY A SMALL SPACE GIVING TOO GREAT A LOAD IN CERTAIN
AREAS OR COMPARTEMENT.

APART FROM ELECTRONIC CALCULATOR, THERE IS SUFFICIENT

INFORMATION IN THE SHIP’S STABILITY INFORMATION BOOKLET TO
ENABLE THE OFFICERS TO CALCULATE THE SHEAR FORCES & BENDING
MOMENTS IN THE SHIP FOR ANY PARTICULAR CONDITION OF LOADING.
AS A GENERAL GUIDE, THE TONNAGE IN ANY COMPARTMENT SHOULD
BE THE SAME AS FOR A HOMAGENEOUS CARGO 1.3 m3 PER TONNE.
VARIOUS FORMULAE ARE GIVEN IN THE IMO BC CODE FOR
DETERMINING THE TONNAGE IN ANY COMPARTMENT.

2- REDUCTION OR LOSS OF STABILITY DURING THE VOYAGE:

STABILITY HAZARDS CAN BE DIVIDED IN TO TWO PART.
a) HIGH GM DUE TO STOWING HIGH DENSITY CARGO IN THE
BOTTOM OF THE HOLDS.
b) SHIFT OF CARGO. DRY SHIFT OR LIQUIFACTION DUE TO
VIBRATION AND HIGH MOISTURE CONTENT.
WHEN DENS CARGO LOADED IN LOWER HOLDS THE V/L WILL HAVE
LARGE GM & SHE IS CALL STIFF. THE VIOLENT MOTION COULD
CAUSE THE CARGO TO SHIFT.
IF IT IS POSSIBLE (IN GENERAL CARGO SHIP) SOME CARGO TO BE
LOADED AT HEIGHER LEVEL.
TO AVOID / MINIMIZE SHIFTING THE SHIFTING BOARDS SHOULD BE
ERECTED.

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 WHEN THE ANGLE OF REPOSE OF THE CARGO IS LESS THAN 35º
THE SURFACE SHOULD BE TRIMMED REASONABLY LEVEL.

WHEN THE ANGLE OF REPOSE OF THE CARGO IS GREATER THAN 35º,

THE CARGO SHOULD BE TRIMMED SUFFICIENTLY TO EQUALIZE THE
WEIGHT DISTRIBUTION ON THE BOTTOM STRUCTURE.

3- CHEMICAL HAZARDS:
DUE TO THE GIVING OUT OF TOXIC, FLAMMABLE OR EXPLOSIVE
GASES. THEY ALSO INCLUDE SPONTANEOUS COMBUSTION AND
SEVERE CORROSSION.
CERTAIN CARGOES ARE LIABLE TO OXIDATION WHICH WILL RESULT
IN OXYGEN DEFICIENCY IN THE CARGO COMPARTMENT AND POSSIBLY
IN ADJACENT SPACES.
OTHER CARGOES MAY GIVE OFF TOXIC GASES IN THE CARGO
COMPARTMENT AND POSSIBLY IN ADJACENT SPACES.
IN BOTH ABOVE CASES, THE PROCEDURE FOR ENTERING ENCLOSED
SPACES SHOULD ALWAYS BE CARRIED OUT.
CARGO SPACES CONTAINING CARGO WHICH MAY GIVE OFF
FLAMMABLE GASES SHOULD BE WELL VENTILATED.
DUST LADEN ATMOSPHERE CAN BE FLAMMABLE ATMOSPHERE AND IS
HEALTH HAZARD. PROTECTIVE CLOTHING AND BARRIER CREAMS
TOGETHER WITH A CLOTHING LAUNDRY ROUTINE IF THE MATERIALS
ARE TOXIC IS ESSENTIAL. PERSONNEL EXPOSED TO DUSTY
ATMOSPHERES WHEN LOADING / DISCHARGING THE CARGO, OR
CLEANING HOLDS AFTER DISCHARGING, SHOULD MAINTAIN A HIGH
STANDARD OF PERSONAL HYGENE.

CARRIAGE OF COAL CARGOE:

THERE ARE VARIOUS CATEGORY OF COAL WHICH BEING CARRIED

BY SHIPS, BUT GENERALLY THEY HAVE FOLLOWING HAZARDS.
1- COAL MAY RELEASE METHANE AND HYDROGEN, BOTH OF
WHICH ARE FLAMMABLE GASES WHICH CAN MAKE AN
EXPLOSIVE MIXTURE WITH AIR.
2- SOME COALS ARE LIABLE TO SPONTANEOUS HEATING,
WHICH CAN CAUSE FIRE, AND MAY WHEN HEATED EMIT

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 FLAMMABLE GASES, INCLUDINS CARBON MONOXIDE, WHICH IS
ALSO TOXIC.
3- COAL IS SUBJECT TO OXIDATION WITHIN A CARGO
COMPARTMENT, THE OXYGEN WILL BE DEPLETED AND CARBON
DIOXIDE WILL INCREASE, CREATING AN ATMOSPHERE IN WHICH
BREATHING IS IMPOSSIBLE.
4- THE SULPHUR IN COAL WHEN COMBINED WITH MOISTURE
CAN PRODUCE SULPHURIC ACID, WHICH IS LIABLE TO CORRODE
THE SHIP’S STRUCTURE.
5- SOME TYPE OF COAL CAN LIQUIFY AND SHIFT WHEN THE
MOISTURE CONTENT IS ABOVE TML.

PRECAUTIONS REQUIRES WHEN LOADING / DISCHARGINGL CARRING COAL

CARGO:
1- MAKE SURE TO RECEIVE CARGO DECLARATION AND ALL
RELVANT TEST CERTIFICATE BEFORE COMMENCEMENT OF
LOADING.
2- PLAN / DISTRBUIT CARGO PROPERLY IN ADVANCE KEEP IN
MIND, COAL MUST BE SEPARATED FROM DANGEROUS CARGO
AND MUST NOT BE STOWED ADJACENT TO HOT AREAS.
3- HOLDS AND BILGES SHOULD BE THOROUGHLY CLEANED,
AND ANY CARGO BATTEN REMOVED TO PREVENT THE
FORMATION OF AIR POCKET IN THE CARGO.
4- COAL CARGOES HAVING A MOISTURE CONTENT IN EXCESS
OF THE TML MUST NEVER BE CARRIED.
5- OTHER CARGOES CONTAING LIQUIDS MUST NOT BE STOWED
WHERE THEY CAN LEAK INTO COAL. CARGO SPACES MUST BE
WATERTIGHT TO PREVENT LEAKAGE FROM THE SEA.
6- NEVER USE WATER TO COOL CARGO OF COAL AS IT MAY
CAUSE THE CARGO TO LIQUEFY.
7- ALL ELECTRICAL CIRCUITS IN HOLDS AND ADJACENT
COMPARTMENTS MUST BE ISOLATED.
8- VENTILATION TRUNKS LEADING DOWN INTO THE BODY OF
THE CARGO MUST BE SEALED, BUT VENTILATION TRUNKS
PROVIDING SURFACE VENTILATION MUST BE LEFT UNSEALED,
AND AVAILABLE TO PROVIDE SURFACE VENTILATION.
9- APPROPRIATE INSTRUMENT TO BE CARRIED ON BOARD FOR
MEASURING THE FOLLOWING WITHOUT ENTRY INTO THE CARGO
SPACE:
a) CONCENTERATION OF METHANE IN ATMOSPHERE.
b) OXYGEN CONTENT IN HOLDS.
19
c) CARBON MONOXIDE CONTENT.
d) PH VALUE OF CARGO HOLD BILGES.
e) TEMPERATURE OF THE CARGO IN THE RANGE 0-
100 AT DIFFERENT LEVEL.
10- SMOKING AND NAKED LIGHTS NEAR CARGO SPACES
SHOULD BE PROHIBITED, AND SUITABLE NOTICES POSTED.
11- BURNING, CUTTING, CHIPPING, WELDING AND OTHER
SOURCES OF IGNITION SHOULD NOT BE PERMITTED NEAR
CARGO SPACES UNLESS SUCH SPACES HAVE BEEN VENTILATED
AND TESTED FREE OF METHONE.
12- THE CARGO SHOULD BE TRIMMED REASONABLY LEVEL TO
THE BOUNDARIES OF THE CARGO SPACE TO PREVENT THE
FORMATION OF GAS POCKET AND TO MINIMISE THE MIXING OF
AIR WITH THE COAL.
13- DAILY TEST AND RECORDING OF TEMPERATURES OXYGEN,
FLAMMABLE GAS, TOXIC GAS, PH VALUE OF EACH HOLD TO BE
MAINTAINED THROUGH OUT VOYAGE
14- WHEN EXCESSIVE ACIDITY IS DETECTED THE BILGES SHOULD
BE REGULARLY PUMPED DRY TO REDUCE CORROSION OF THE
TANK TOPS AND THE BILGE SYSTEM.
15- IF THE TEMPERATURE OF THE CARGO EXCEEDS 55º C AND
THE TEMPERATURE OR THE CARBON MONOXIDE LEVEL IS
INCREASING RAPIDLY, A FIRE MAY BE DEVELOPING. THE CARGO
HOLD MUST COMPLETELY CLOSED DOWN AND ALL VENTILATION
CEASED. NO ATTEMP TO BE MADE FOR OPENING THE HATCH AS
ADMISSION OF OXYGEN COULD CAUSE A SUDDEN FIRE. THE
MASTER SHOULD SEEK EXPERT ADVICE IMMEDIATELY AND
SHOULD CONSIDER MAKING FOR THE NEARST SUITABLE PORT OF
REFUGE. WATER SHOULD ONLY TO BE USED FOR BOUNDARY
COOLING. THE USE OF CO2 OR INERT GAS, IF AVAILBLE SHOULD
BE WITH HELD UNTIL FIRE IS APPARENT.
16- LIGHTLY GREASE THE HATCH COVER TRACK WAYS BEFORE
OPENING THE HATCHES FOR THE FIRST TIME AFTER A PASSAGE AT
DISCHARGE PORT, TO PREVENT SPARK WHICH COULD CAUSE AN
EXPLOSION IF POCKETS OF GAS EXIST IN THE HOLD.

20
 CONCENTRATES:
CONCENTRATES ARE OBTAINED FROM NATURAL ORE BY A
PROCESS OF PURIFICATION WHICH REMOVES UNWANTED
CONSTITUENTS. THEY THEREFORE USUALLY CONSIST OF PURE
MINERAL PARTICLES OF A DENSE NATURE WHICH FLOW LIKE FINE
SAND.
THE MAJOR SINGLE HAZARD ASSOCIATED WITH CARRIAGE OF
BULK CONCENTRATES IS LIQUEFACTION, BUT THERE ARE OTHER
CHEMICAL HAZARDS.
Q)a- STATE THE PRECAUTION TO BE TAKEN FOR THE VESSEL
CARRIAGE OF CONCENTRATE.
1) THE CARGO SHOULD BE TRIMMED REASONABLY IN LEVEL IN
COMPLETION OF LOADING.
2) THE MOISTURE CONTENT SHOULD NOT BE IN EXCESS OF TML.
3) CARGO WITH LIQUID NATURE SHOULD NOT BE STOWED IN SAME
COMPARTMENT AS CONCENTRATE LOADED.
4) NO LIQUID SHOULD BE PERMITTED ENTERING HOLD SPACES.
5) IF NECESSARY TO COOL THE CARGO, THE CARGO SHOULD APPLY IN
THE FORM OF SPRAY.
6) SPECIAL ATTENTION SHOULD BE MADE TO INHERENT HAZARDS OF
CONCENTRATE.

THE INHERENT HAZARDS OF CONCENTRATES:

1- FIRE: SOME CONCENTRATES ARE SUBJECT TO SPONTANEOUS
COMBUSTION, OTHER WILL IGNITE IF AN EXTERNAL HEAT SOURCE IS
APPLIED TO THEM.
2- EXPLOSION: THE DUST MIXED WITH AIR CAN BE EXPLOSIVE, E.G.
SULPHUR.
3- SUFFOCATING GAS: SOME CONCENTRATES EVOLVE
SUFFOCATING GAS WHEN INVOLVED IN A FIRE. E.G SULPHUR.
4- TOXIC GAS: MANY CONCENTRATES PRODUCE TOXIC GASES IN
VARIOUS WAYS.

21
5- DUST INHALATION: THE DUST OF MOST CONCENTRATES SHOULD
BE AVOIDED AS MANY ARE TOXIC IF THE DUST IS INHALED E.G
ANTIMONY ORE.
6- SWALLOWING: PERSONNEL ARE UNLIKELY TO SWALLOW CARGO
DIRECTLY BUT DUST CAN SETTLE ON FOOD AND MANY CONCENTRATES
ARE TOXIC IF SWALLOWED. E.G BARIUM NITRATE.
7- CONTACT: DIRECT CONTACT WITH THE CARGO SHOULD BE
AVOIDED AS EVEN SEEMINGLY INNOCUOUS CARGOES CAN CAUSE
HEALTH PROBLEMS. CASTOR BEANS CAN CAUSE IRRITATION.
8- OXIDATION: THIS IS THE PROCESS OF COMBINING WITH
OXYGEN AND IT USUALLY PRODUCES A CHEMICAL REACTION.
9- WATER CONTACT: ALUMINUM DROSS MAY HEAT AND EVOLVE
FLAMMABLE AND TOXIC GASES UPON CONTACT WITH WATER.
10- CORROSION: DUE TO GALVANIC ACTION AND OTHERS CAN MIX
WITH WATER AND PRODUCE CORROSIVE ACIDS E.G SULPHUR.

INSECT INFESTATION:
ANY TRACE OF INSECT INFESTATION IN THE HOLD OR IN THE BILGES IS
UNACCEPTABLE WITH AN EDIBLE CARGO. SPRAYING WITH A SUITABLE
SPRAY MAY BE SUFFICIENT, OR THE HOLD MAY HAVE TO BE
FUMIGATED.
LOOSE SCALE IS A FAVOURITE HIDING PLACE FOR INSECTS, AND THE
INSPECTION FOR THEM SHOULD BE VERY THOROUGH BEFORE
PERISHABLE CARGOES ARE CARRIED. IF DETECTED BY THE INSPECTORS,
INSECT INFESTATION CAN RESULT IN EXPENSE, DELAY AND OFF HIRE
WHILST THE SHIP IS FUMIGATED. IF THEY ARE UNDETECTED, THERE IS A
DANGER THAT THE CARGO WILL BE DAMAGED AND MASSIVE CARGO
CLAIMS WILL BE EXPERIENCED.

A SHIP MAY BE INFESTED BY INSECTS OR BY RATS. INFESTATION BY

INSECTS MAY EXIST ABOARD SHIP OR MAY BE BROUGHT ABOARD
WITH THE CARGO. THE PURPOSE OF ITS REMOVAL MAY BE TO SATISFY
THE AGRICULTURAL AUTHORITIES IN THE DISCHARGE PORT OR TO
ENSURE THAT THE CARGO REMAINS ACCEPTABLE TO THE RECEIVER.
INFESTATION CAN CAUSE CARGO TO OVERHEAT. INFESTATION BY RATS
MUST BE ELIMINATED IN ACCORDANCE WITH INTERNATIONAL HEALTH
REGULATIONS. INFESTATION IS ASSISTED BY DIRT AND CARGO
RESIDUES HOLDS, ACCOMODATION, STOREROOMS AND MACHINERY
SPACES SHOULD BE KEPT VERY CLEAN TO REMOVE ANY OPPORTUNITY
FOR INFESTATION.
FACTOR AFFECTING FUMIGATION:

22
1) TEMPRATURE: THE REMPERATURE CONTROLS THE RELEASE RATE OF
FUMIGANT AND SPEED OF PENETERATION. AS TEMPERATURE INCREASE
THE VOLATILITY OF FUMIGANT INCREASE SO THAT IT IS RELEASE MORE
RAPIDLYAND DISPERCESS AND PENETRATEMORE QUICKLY THAN THE
LOWER TEMPERATURE . THE BEST TEMPERATURE FOR FUMIGANT IS
ABOVE 60 F DOSSAGE AND EXPOSURE TIME VARY WITH TEMPERATURE.
2) SEALING: ALMOST ALL FUMIGATION FAILURE ARE DUE TO INADEQUATE
SEALING, WOODEN STRUCTURE OR OTHERS THAT CAN NOT BE READILY
SEALED, SHOULD BE COMPLETELY ENVELOPED WITH TARPULINE,
PLASTIC IS FREQUENTLY USED OVER COMMODITY OR SEAL OFF AREA
NOT INTENDED FOR FUMIGATION ALTHOUGH THE FUMIGANT CAN
PENETRATE PLASTIC, BUT PENETRATION IS SLOW.
3) STRUCTURE: THE TYPE OF STRUCTURE, WHAT IT IS MADE OF? HOW IT IS
TIGHT? IT IS ALSO INFUENCE THE AMOUNT O F FUMIGANT NEEDED AND
WHETHER FUMIGATIONIS SUCCESSFUL . WOODEN STRUCTURE EVEN
WHEN TIGHTLY CONSTRUCTED AND WELL SEALED DO NOT RETAIN
FUMIGANT AS WELL AS STEEL OR CONCRIT. IN GENERAL THE CONCRIT
RETAIN FUMIGANT BETTER OTHER TYPE OF STRUCTURE.
4) AIR MOVEMENT: IT IS NECESSARY FOR FUMIGANT TO SPREAD EVENTLY
AND QUICKLY THROUGH OUT THE SPACE OR COMMODITY BEING
TREATED. IT MUST MOVE INTO THE STRUCTURE CRACK AND SPACES
WITH THE STORED COMMODITYTO CONTACT ALL PESTS IN CONFINE
AREA.

TREATMENT OF INFESTATION:
FOR MINOR INFESTATION CONTACT INSECTICIDES CAN BE USED.
THESE ARE APPLIED IN SPRAY OR FOG FORM AND CAN BE
PERFORMED BY SHIP’S CREW USING HAND SPRAY, PRESSURISED
KNAPSAK SPRAY OR SMOKE BOMB.

FOR MORE SEIROUS OR DEEP-SEATED INFESTATION OF CARGO

SPACE OR AN INFESTATION OF CARGO, THE FUMIGANT IS TO BE
USED. FUMIGANTS ARE ADMINISTERED AS GASES OR LIQUID
SPRAYS. THE GAS MAY BE DELIVERED IN PELLETS WHICH
DECOMPOSE DURING THE VOYAGE AND GIVE A SLOW RELASE OF
GAS. FULL RECOMMENDATION FOR THE USE OF PESTICIDES IN SHIP
(IMO) TO BE FOLLOWED.

23
 Q )
WHAT PRECAUTIONS SHOULD BE OBSERVED IN ORDER TO MINIMIZE THE
RISK OF FIRE IN COAL CARGOES?
QUOTE THE OFFICIAL REQUIREMENTS IN REGARD TO THE VENTILATION
OF A COAL CARGO FOR A LONG VOYAGE?

1- CARGO TEMPERATURE SHOULD BE MONITORED AT REGULAR

INTERVLS, DAILY MONITORING AT DIFFERENT LEVEL
RECOMMENDED.
2- SMOKING AND NAKED FLAMES NEAR CARGO SPACES
SHOULD BE PROHIBITED, AND SUITABLE NOTICE POSTED.
3- BURNING, CUTTING, SHIPPING, WELDING AND OTHER
SOURCES OF IGNITION SHOULD NOT BE PERMITTED NEAR
CARGO SPACES UNLESS SUCH SPACES HAVE BEEN VENTILATED
AND TESTED FREE FROM METHANE.
4- THE CARGO SHOULD BE TRIMMED REASONABLY LEVEL TO
THE BOUNDARIES OF THE CARGO SPACE TO PREVENT THE
FORMATION OF GAS POCKETS, AND TO MINIMISE THE MIXING OF
AIR WITH COAL.
5- IF TEMPERATURE OF CARGO EXCEEDS 55º C AND THE
TEMPERATURE OR THE CARBON MONOXIDE LEVEL IS INCREASING
RAPIDLY A FIRE MAY BE DEVELOPING. THE CARGO SPACE MUST BE
COMPLETELY SEALED, THE MASTER SHOULD SEEK ADVICE FROM
EXPERT AND CONSIDER PORT OF REFUG.
6- AT DISCHARGE PORT; LIGHTLY GREASE THE HATCH COVER
TRACKWAYS BEFORE OPENING THE HATCHES FOR THE FIRST TIME
AFTER PASSAGE, TO PREVENT SPARK.

VENTILATION REQUIREMENTS:
1- THE BC CODE RECOMMENDS SURFACE VENTILATION WHEN
THE CARGO IS EXPECTED TO EMIT METHANE OR WHEN METHANE

24
 IS DETECTED, BUT MAKES NO RECOMMENDATION REGARDING
SURFACE VENTILATION AT OTHER TIMES.
2- IF VENTILATION WAS CEASED DUE TO ADVERSE WEATHER
CONDITION, THE DANGER OF BUILD-UP OF METHANE GAS IN HOLDS TO
BE CONSIDERED.

3- GASES FROM THE CARGO SHOULD NOT BE ALLOWED TO

ACUMULATE IN ENCLOSED SPACES, SUCH AS STOREROOMS AND
WORKSHOPS, NEAR HOLDS, SUCH SPACES SHOULD BE VENTILATED
AND REGULARLY MONITORED FOR GAS.
4- SPACES SHOULD BE VENTILATED BEFORE OPENING HATCH
COVERS, AND AVOID NAKED LIGHTS, AND THE CREATION OF
SPARKS WHEN OPENING.
5- COMPARTMENTS ADJACENT TO HOLDS MUST BE VENTILATED
AND MONITORED FOR GAS, PARTICULARLY BEFORE ENTERY TO
THEM, OR BEFORE EQUIPMENT IS ENERGIZED.

Precautions, while loading / discharging bulk cargoes

1- The cargo holds to be cleaned and inspected.

2- Make sure all the bilge lines, sounding pipes, air pipes and other service
lines within cargo compartment are in order.
3- The bilge covers to be protected by burlap and cementing the edges to the tank
top.
4- All deck machinery and external navigational aids should be protected from
dust.
5- All doors and portholes should be closed the ventilation system should be shut
down or effectively screened. Air conditioning should be placed on recirculation to
prevent entry of dust.
6- A plan for loading and deballasting should be made up in advance.
7- According to angle of repose make sure proper trimming of cargo, try to fill
cargo spaces as much as possible.
8- Consider proper distribution of cargo a v/l stability in all stage of loading /
discharging.
9- Observe all safety precautions and all national / port regulations.
10- Keep (who/ IMO / ILO) medical first aid guide handy for emergency.

Information to be supplied by shipper:

25
Before loading can commence, the shipper should supply the following
information:
1- Angle of repose.
2- Transportable moisture limit.
3- Moisture content.
4- Stowage factor.
5- Statement of chemical hazards.

The shipper should give to master certificate of tests related to cargo. The
samples of every kind of cargo loaded also to be delivered to master.

Stowage and segregation requirements:

Incompatible substances should not be handled simultaneously and should be segregated
accordingly to the schedules. After loading on substance, the hatches should be closed
and decks washed before loading the second similarly for discharging.
Toxic materials should be segregated from foodstuffs, stowed so that gases do not enter
accommodation, and after discharging holds to be cleared.
There are four types of segregation designated by code numbers as follows:

No.1- away from:

Effectively separated so that incompatible materials can not interact dangerously in the
event of an accident, but may be carried in the same hold or compartment provided that
a minimum horizontal separation of three metres projected vertically is maintained.
No.2- separated from:
In different holds when stowed under decks, provided an intervening deck is resistant to
fire and liquid, they can be stowed in the same hold. If not they must be stowed in
adjacent compartments provided the vertical separation is fire resistant and watertight.

No.3- separated by a complete compartment or hold from:

Means either a vertical or a horizontal separation. If the decks are not resistant to fire and
liquid, then only a longitudinal separation i.e by an intervening complete compartment, is
acceptable.

No.4- separated longitudinally by an intervening complete compartment or hold

from:
Vertical separation alone does not satisfy this requirement.

26
The IMDG code should also be consulted for additional requirements regarding the
stowage and segregation of packaged dangerous goods.

Bulk cargoes having an angle of repose less than or equal to 35 degrees

When a bulk cargo is emptied on to a flat surface, such as the hold of a ship, it forms a
cone whose angle of repose varies according to the type of cargo. This angle is the one
formed between the horizontal plane and the cone slope.
Cargoes with a low angle of repose are particularly liable to dry-surface movement
aboard ship. To overcome this problem, the Code states that such cargoes should be
trimmed reasonably level and spaces in which they are

loaded should be filled as fully as is practicable, without resulting in excessive weight on

the supporting structure.

Special provisions should be made for stowing dry cargoes which flow very freely, in a
similar manner to grain.
Securing arrangements, such as shifting boards or bins, should be used whenever the
amount, location or properties of the cargo could cause excessive heeling through cargo
shift, taking into account the density of the cargo.

Bulk cargoes having an angle of repose greater than 35 degrees

Generally speaking, high-density cargoes, such as most iron ores, have a high angle of
repose, i.e. above 35 degrees.
The Code states that high density cargoes should be loaded entirely in the lower holds of
the ship unless this results in the ship being too "stiff" or in the cargo weight on the
bottom structure being excessive. It should be trimmed sufficiently level to cover evenly
all of the tank top, to reduce the pile peak height and equalize weight distribution.
In some circumstances the pile peak may be allowed to extend through the 'tween-deck
hatchway but the Code says that the importance of trimming as a means of reducing the
possibility of a shift of cargo can never be over-stressed. This is particularly true for
smaller ships of less than 100 metres in length.

27
Trimming also helps to cut oxidation by reducing the surface area exposed to the
atmosphere. It also helps to eliminate the "funnel" effect which in certain cargoes, such
as direct reduced iron (DRI) and concentrates, can cause spontaneous combustion. This
occurs when voids in the cargo enable hot gases to move upwards, at the same time
sucking in fresh air. This effect is obviously not desirable, since it escalates the process
of spontaneous combustion.

The Code goes on to list various considerations which should be taken into account when
cargo is loaded in the 'tween-decks to reduce "stiffness".

Safety of personnel
After listing various regulations adopted by the International Labour Organisation, which
should be taken into account during cargo handling operations, the Code gives details of
other dangers which may exist.
Some cargoes, for example, are liable to oxidation which may result in the reduction of
the oxygen supply, the emission of toxic fumes and self-heating. Others may emit toxic
fumes without oxidation or when wet. The shipper should inform the master of chemical
hazards which may exist and the Code gives details of precautions which should be
taken.
Health hazards can arise because of dust, and some cargoes can create dust or emit
flammable gases which create a danger of explosion.

Cargoes which may liquefy

These include concentrates (materials obtained from a natural ore by a process of
purification, by physical or chemical separation and removal or unwanted constituents),
some coals and other materials with similar properties.
One purpose of this section of the Code is to draw attention to the latent risk of cargo
shift and describe precautions which should be taken. Concentrates and similar finely-
particulate materials may appear to be in a relatively dry granular state when loaded and
yet may contain sufficient moisture to become fluid under the stimulus of compaction
and vibration. In the resulting semi-fluid state, the cargo may flow to one side when the
ship rolls but not completely return when the ship rolls the other way. As in the case of
cargoes liable to shift, this can result in the ship reaching a dangerous heel or eventually
capsizing.

The stability of the ship is also likely to be affected by "free surfaces" of liquids in the
cargo spaces. General cargo ships should only carry bulk cargoes which have a moisture
content below the transportable moisture limit (TML), which is 95% of the flow moisture
point (FMP) unless they are fitted with special arrangements to restrain the cargo.

Cargo ships in which internal structural boundaries are sufficient to limit cargo shift may
also carry cargoes whose moisture content exceeds the transportable moisture limit. All

28
ships which carry cargoes of this type should carry evidence of approval of the flag
State. The Code stipulates the data which should be included in submission for approval.

To prevent possible increases in the liquid content of concentrates, cargoes containing

liquids (other than canned goods or the like) should not be stowed in the same
compartment as cargoes which may liquify. Precautions should be taken to prevent water
entering holds; this is even more important where contact with seawater could lead to
serious corrosion problems for hull or machinery. In this connection masters should be
aware of the possible danger of using water to cool combustible materials such as coal at
sea, as this may well bring the moisture content to a flow state or create other hazards.
Water, if used, is most effectively applied in the form of spray or mist.

Sampling and test procedures for cargoes which may liquefy

The Code strongly recommends that, prior to loading cargoes of this type, masters should
obtain a certificate stating the flow moisture point, the transportable moisture limit of the
cargo together with its actual moisture content.
The Code gives details of the various sampling procedures and tests which should be
used before transporting concentrates and similar materials. These include the selection
of samples for laboratory tests to determine the transportable moisture content of
concentrates; and the selection of samples to determine the flow moisture point and the
moisture content at the time of loading. Procedures concerning the issuing of certificates
by Administrations are also given including a recommended test procedure to be used by
laboratories.

Appendices to the Code

A list of cargoes which may liquefy is contained in appendix A to the Code. The
stowage factor is generally low (from 0.33 to 0.57 cubic metres per ton) and it is
emphasized that the list of materials is not exhaustive. It includes concentrates derived
from copper, iron, lead, manganese, nickel, and zinc ores, various pyrites, fine-particulate
coal, coal slurry and various other substances.

Materials possessing chemical hazards

Appendix B gives an extensive list of materials of this type ranging from aluminum dross
to zinc ashes. Some of the classified materials listed also appear in the International
Maritime Dangerous Goods (IMDG) Code when carried in packaged form, but others
become hazardous only when they are carried in bulk - for example, because they might
reduce the oxygen content of a cargo space or are prone to self-heating. Examples are
woodchips, coal and DRI.
The various types listed include: flammable solids; flammable solids or substances liable
to spontaneous combustion; flammable solids or substances which, in contact with water,

29
emit flammable gases; oxidizing substances; poisonous substances; radio-active
substances; or corrosives.

Such materials should be carefully segregated from other dangerous goods carried in
packaged or unitized form. The Code describes how this should be done.
Each entry includes either the United Nations number and IMO class or the MHB
(materials hazardous in bulk) classification and a BC number; the relevant MFAG
(Medical First Aid Guide) table number; approximate angle of repose and stowage factor;
Emergency Schedule number; separation and stowage requirements; and properties,
observations and special requirements.

Hatch cover inspection , defects , maintenance

With the transport of goods by sea being an important commercial activity, it is clear that
the commercial venture can only be called successful when the goods, shipped on board
in the loading port, are discharged in good condition.
This requires that the cargo in question is loaded on board of a seaworthy and
cargoworthy vessel which, amongst other things, requires that the ship's hatch covers are
well maintained and weathertight.
Loss of weathertight integrity continues to be a constant factor leading to cargo damage
which could result in a threat to the safety of the crew, the ship and its cargoes, despite
advances in modern shipbuilding technology, construction, navigation and means of
preventing ingress of water into hold spaces.

Contributing factors to leaking covers Lack of weathertightness may be attributed

to several causes, which can be classed within two different types:
1-Those which result from the normal use of the hatch cover system, such as deformation
of the hatch coaming or hatch cover due to

impact, or the normal wear-and-tear of the cleating arrangement, which may be corrected
only through extensive repairs or overhauls.

2-Those which result from the lack of proper maintenance: corrosion of plating due to
lack of protection against corrosion, lack of adequate lubrication of moving parts, non-
replacement of old gaskets, use of cleats and gaskets which do not comply with the
standards specified by the hatch cover manufacturer and inappropriate repairs.

What can be done to reduce leakages of hatch covers?

The Classification Society Rule requirements for the construction and inspection of hatch
covers, cannot, alone, ensure that the hatch covers will be adequate at all times;
improvement in the performance of hatch covers can be achieved only through an effort
by all parties concerned, which
will involve:

30
(a)owners, masters and crew in effective maintenance
(b)feed back to the manufacturers and Classification Societies for improvement in
original design specifications .
(c)close and detailed inspections by Classification Society Surveyors.

A-The shipowners and their crews should apply a programme of maintenance to ensure
that the steel is not allowed to corrode, gaskets are periodically replaced, movable parts
are kept properly lubricated and fittings periodically overhauled.
B-The crew should also make sure, at each operation of the hatch covers, that the covers
are sufficiently clean, especially at bearing surfaces, and that the drainage holes are
clear.Since most problems occur at the peripheral and cross-joint gaskets, very strict
control of the condition of the components involved must be applied.
This will involve not only the rubber but the compression bars, the locking devices, the
cleating, load bearing surfaces, and the general condition of the coaming top plate.
C-The crew should however bear in mind that in extreme cases hatch cover protection
may have to be complemented by means of tarpaulins or adhesive tapes. This is a
decision to be made by the Master taking into account the nature of the cargo, expected
sea-conditions, uneven load-distribution on hatch covers and, above all, previous
experience in similar circumstances. The use of tarpaulins on mechanically operated
steel covers must be considered an emergency temporary measure.
D- All securing devices should be checked and tightened by the crew as appropriate
especially in case where their ships may be subjected to unusually rough seas.
E- The crew should also make sure that not only the deck cargo, but also the derricks,
etc. are properly stowed and secured so that they will not be dislodged in a seaway and
cause damage to hatch covers.
F- The appropriate manufacturer's instructions with respect to the safe operation,
inspection, maintenance and repair of the type of the hatch cover fitted on the ship should
be complied with in all respects.

AS per LL.convention 1966 Hatch cover inspection is normally carried out by the
Surveyor of the Classification Society at the same time as the Class Annual Survey, the
scope of which is not much different as far as the closing appliances are concerned.
These inspections are usually carried out in port, while the ship is in operation, and very
often working cargo; their primary purpose being to ensure that no alterations have been
made to the ship which may affect the load line, and that the fittings and appliances for
the protection of openings are maintained in an effective condition. This is only possible
if a detailed examination of the hatch covers and fittings, which necessitate the actual
operation (closing and opening) of hatch covers, is carried out by Surveyors.
Hose testing should be carried out whenever the Surveyor is in doubt as to the weather-
tightness of a hatch cover. Alternative methods of tightness may be considered.

31
Defects of hatch covers and coamings :
The purpose of this Section is to review the various types of defect found in hatch covers,
which for the most part are caused by a lack of proper maintenance or by improper
operation.
Some defects affecting the weather-tightness of hatch covers can be attributed to their
design. Such defects, are very small percentage of all defects found.
A hatch cover design may be categorised as being one of three general types:–
mechanically operated steel covers, of folding, sliding, rolling,

etc. types, fitted with gaskets and clamping devices;–steel pontoon covers with
tarpaulins and battening devices or with gaskets and cleats;–portable covers with
tarpaulins and battening devices (usually wooden covers).All types of hatch covers are
basically of robust construction; under normal conditions of care and operation they are
fully adequate for their intended purpose.

1- Damages to hatch covers;

Mechanically operated steel covers are affected by:
–corrosion, which attacks the integrity of the cover itself and which also affects the
moving parts (wheels and rails, hinges between panels, cleats and batten screws, etc.);
–deformation caused by faulty handling, shocks from cargo being handled (especially
logs and heavy loads), wear-and-tear on gaskets, and overloading with deck cargo;

–incorrect maintenance, inadequate maintenance, incorrect repair, lack of adjustment,

incorrect operation;
–incorrect and inadequate maintenance of the power system of the hatch covers i.e.
hydraulic and electric systems and safety devices.
Steel pontoons and tarpaulins are affected:
–mainly by poor handling and bad stowage.

2-Damages to hatch coamings ;

Hatch coamings are affected by the following factors and defects:
–corrosion aggravated by the presence of piping systems, utilising coamings as protection
and support, thus preventing normal access to the plating for painting;
–deformation, both of the plating and of the various supporting members and brackets,
mostly due to cargo handling and aggravated by general corrosion;
–build up of scale, rust, and cargo debris causing the blockage of drains, and the incorrect
support of the hatch covers;
–fret and wear caused by incorrect adjustment of battening devices which in turn causes
side plate failures, cracking and stay buckling.
Consequences: All such defects can be considered as due to repetitive Crew's
examination of hatch covers and coamings6.1Routine checks by the crew of hatch
covers, gaskets and hatch coamings is the responsibility of the Owner, master and crew.
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 Ballast tanks , corrosion , defects ;
The main reason of corrosion within a ballast tanks apart from presence of sea water and
oxygen is failure of coating of the tanks .

CAUSES OF COATING FAILURES :

Coatings fail for a number of reasons, but by far, the principal reasons for coating failure
are deficient surface preparation and insufficient coating thickness. Surface preparation
in ballast tanks, both for new construction and maintenance is difficult, time consuming
and expensive. It is necessary to remove all impurities and old coating,

and anything else that may interfere with adhesion and performance of the ballast tank
coating system.
Moreover, the act of cutting, welding and general construction activity provides for
contamination of the pre-construction primer with weld spatter and oily residues from
weld fluxes and fumes.
As most shipyards are close to the ocean, salt deposits on the steel and coating are almost
unavoidable. All these contaminates must be removed in order for any coating applied to
the steel, or over a pre-construction primer to attain optimum service life. To enable
coating adhesion, not only must the surface be properly cleaned, but there should be
suitable surface roughness, or anchor pattern, to enable adequate adhesion of the coating,
particularly if there will be flexing or vibration of the steel substrate.
When the coating has been properly applied to a properly prepared surface, stress in paint
films is a major factor in coating failure, usually resulting in cracking, peeling, or
disbonding. Such stress occurs as a result of:
• Shrinkage due to chemical curing and cross linking of the paint.
• Environmental impacts (mainly chemical degradation but also stress). Oxidation
and degradation of the paint film caused by reactions with air; cyclical water
uptake and drying; and hydrostatic pressures and flexing due to ballasting and
deballasting.
• Strain in the steel substrate, particularly increased flexing as a result of the use of
thinner plate sections of high yield strength steel.
• Mechanical impacts such as direct and reverse impact from use of heavy loading
equipment, or tool impacts.
• Loss of entrapped solvents that did not volatilize while the coating was drying due
to low application or curing temperatures.
Q) Describe precaution and preparation are necessary before, during and after
loading sulphur cargo. What publication do you refer in this regard?

a) Before loading
1-Sparceiling should be removed from lower holds and stowed in a suitable tween
deck locations.
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 2- all weather deck hatched should be hose tested and any leaks should be made good.
3-all hatch securing arrangement should be overhauled as necessary.
4-all sounding pipes, air pipes, ventilators and service pipes with the cargo
compartment should be inspected to ensure that they are in good order.
5-the hold must be dry and all bilge suction, pipes and pumps should be tested.
6-fit temporary straining clothes over bilge's wells to prevent cargo entering the bilge
pumping system.
7-to prevent dust entering deck machinery, cover deck machinery equipment.
8-to prevent dust entering machinery space, engine room ventilation system should be
shut off.
9-to prevent dust entering accommodation and damage navigational equipment, shut
down air condition system.
10-all appropriate fire precautions should be taken.
11-to ensure that the vessel has the proper medical facilities.
b) During loading
1-Sulphur is listed in class 4.1 of IMDG code and is also listed in IMO code of safe
working practice for solid bulk cargo and when carried in bulk has chemical hazards,
so following should be considered during loading.
i)explosion ii)suffocating gas iii)corrosion iv)dust inhalations v)spontaneous
combustion.
2-person involved with the operation to be supplied with protective clothing and
mask.
3-destribution of weight should be consider.
4-to avoid local stress the maximum weight in one space should not exceed 0.9LBD.
5-the cargo pile peak should not be excessive.
6-an excessive high GM should be avoided.
7-cargo should trimmed reasonably in level to avoid excessive pile peak.

c) After loading
1-check the flow moisture point and transportation moisture limit.
2-average moisture content of the complete cargo.
3-the angle of repose.
4-the physical properties of cargo.

The following publication may be used:

1-bulk carrier code (BC code)
2-IMDG code
3-code of safe working practice for solid bulk cargoes.
4- medical first aid guide (MFAG)
5-relevant M notices
6-shipper declaration form.

Q) define the following terms:

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a-broken stowage.
b-stowage factor.

a- Broken stowage is space lost in compartment due to size of cargo loaded into the
compartment and another factor effect to loss of space is a shape of hold, frame,
pillar which is fitted inside the cargo hold. the bulk cargo is less broken stowage
due to small size of cargo which can occupied all spaces. The broken stowage of
cargo is a percentage of stowage factor.
b- Stowage factor is the amount of space which a weight of particular cargo will
required. The stowage factor of cargo normally is M3 per ton or ft3 per ton thu s,
means the volume of one tone cargo.

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