SEAM 4 Cargo Handling Guide

SEAM 4
Cargo Handling and Stowage

STCW Code Table A-II/1 and A-II/2
Specification of minimum standard of competence for officers

in charge of a navigational watch on ships of 500 gross
tonnage or more
(ML) Specification of minimum standard of competence for

masters and chief mates in charge of a navigational watch on
ships of 500 gross tonnage or more
Function:
Cargo Handling
and Stowage
Competences:
1. Monitor the loading, stowage, securing, care during
the voyage and the unloading of cargoes
2. Plan and ensure safe loading, stowage, securing,
care during the voyage and unloading of cargoes
(ML)
3. Carriage of dangerous goods (ML)
Learning Outcomes:
The cadets must
• Have knowledge of safe handling, stowage and securing of cargoes, including
dangerous, hazardous and harmful cargoes, and their effect on the safety of
life and the ship
• Have a general knowledge of tankers and tanker operation
• Be able to explain the International regulations, standards, codes and
recommendations on the carriage of dangerous cargoes, including the
International Maritime Dangerous Goods (IMDG) Code and the International
Maritime Solid Bulk Cargoes (IMSBC) Code
• Be able to explain the carriage of dangerous, hazardous and harmful cargoes;
identify precautionary measures during loading and unloading and enumerate
the steps in caring for the cargo during the voyage
Topics
 Dangerous, Hazardous and Harmful Cargoes
 Tanker Piping and Pumping Arrangements
 Enhanced Survey Programme
 Tanker Terms and definition
 Contents and Application of the International Safety Guide for Oil Tankers and
Terminals (ISGOTT)
 Oil Tanker Operations and Related Pollution-prevention Regulations
 Chemical Tankers
Topics
 Tank Cleaning and Control of Pollution in Chemical Tankers
 Gas Tankers
 Cargo Operations in Gas Tankers
 International Regulations and Codes
 Dangerous Goods in Packages
 Solid Bulk Cargoes
 International Code for the Safe Carriage of Grain in Bulk (International Grain Code)
SEAM 4 - Cargo Handling and Stowage
Dangerous, Hazardous and Harmful Cargoes

IMDG
International Maritime Dangerous Goods Code
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 development of the IMDG Code dates back to the 1960 Safety of Life at
Sea Conference, which recommended that Governments should adopt a uniform
international code for the transport of dangerous goods by sea to supplement the
regulations contained in the 1960 International Convention for the Safety of Life at
Sea (SOLAS).
IMDG
The objective of the International Maritime Dangerous Goods (IMDG)
Code is to:
• Enhance the safe transport of dangerous goods
• Protect the marine environment
• Facilitate the free unrestricted movement of dangerous

goods
IMDG
The implementation of the Code is mandatory in conjunction with the obligations of the
members of united nation government under the International Convention for the Safety of Life at
Sea (SOLAS) and the International Convention for the Prevention of Pollution from Ships (MARPOL
73/78).
It is intended for use not only by the mariner but also by all those involved in industries and
services connected with shipping.
IMDG
To supplement the principles laid down in the SOLAS and MARPOL Conventions, the IMO developed
the International Maritime Dangerous Goods (IMDG) Code.
The IMDG code contains detailed technical specifications to enable dangerous goods to be
transported safely by sea.
The IMDG Code became mandatory for adoption by SOLAS signatory states from 1st January 2004.
The IMDG Code is based on an

internationally agreed system which:
• Groups dangerous goods together based on the hazards they present in transport (classification).
• Contains the dangerous goods in packagings/tanks which are of appropriate strength and which
will prevent the goods escaping.
• Uses hazard warning labels and other identifying marks to identify dangerous goods in transport.
The IMDG Code is based on an

internationally agreed system which:
• Requires standard documentation to be provided when dangerous goods are being transported.
• Lays down principles for ensuring that dangerous goods which will react dangerously together are
kept apart.
• Lays down principles for where to place dangerous goods on board ship to ensure safe transport.
• Provides emergency response advice for dangerous goods involved in a fire or spillage on board
ship.
Updating the IMDG Code
The IMDG Code is evolving and is updated every two years to take account of:
• New dangerous goods which have to be included.
• New technology and methods of working with or handling dangerous goods.
• Safety concerns which arise as a result of experience.

IMDG Code
The Code comprises 7 parts.
It is presented in two books; Volume 1 and

Volume 2.
It is necessary to use both books to obtain the

required information when shipping dangerous
goods by sea.
The Code also contains a Supplement.
Research:
Parts of the IMDG Code / Layout of each Volume
IMDG Code
Contents of Volume 1 (Parts 1-2 & 4-7 of the Code):
• part 1, general provisions, definitions and training
• part 2, classifications
• part 4, packing and tank provisions
• part 5, consignment procedures
• part 6, construction and testing of packagings, intermediate bulk containers (IBCs), large
packagings, portable tanks, multi-element gas containers (MEGCS) and road tank vehicles
• part 7, requirements concerning transport operations
Contents of Volume 2 (Part 3 and the Appendices of the Code):

• part 3 dangerous goods list (DGL) and limited quantities exceptions
• appendix a list of generic and n.o.s. (not otherwise specified) proper shipping names
• appendix b glossary of terms
• alphabetical index
IMDG Code
The Dangerous Goods List (DGL) is the central core of the IMDG Code and presents information on
transport requirements in a coded form
The Supplement contains the following texts related to the Code:

• Emergency response procedures for ships carrying dangerous goods
• Medical first aid guide
• Reporting procedures
• IMO/ILO/ECE guidelines for packing cargo transport units
• Safe use of pesticides in ships
• International code for the carriage of packaged irradiated nuclear fuel, plutonium and high-
level radioactive wastes on board ships
IMDG Code
The purpose of the IMDG Code‘s classification system is:
• To distinguish between goods which are considered to be dangerous for transport and those
which are not
• To identify the dangers which are presented by dangerous goods in transport
• To ensure that the correct measure are taken to enable these goods to be transported safely
without risk to persons or property (both within the port and on the ship)
IMDG Code
The IMDG Code also contains…
• Clearly defined recommendations for the training of all staff who handle or process dangerous
goods shipments for transportation by sea. The full training requirements can be found in the
IMDG Code Volume 1, Chapter 1.3
IMDG Code
Dangerous goods are classified into 9 classes
according to properties. The way in which
different classes of dangerous goods are
handled in transport will depend upon these
properties and hazards, for example:
• The type of packaging that can be used.

• What classes of dangerous goods can be
transported together in freight containers.
• Where the goods can be stored within the port
and on the ship.
IMDG Code
The 9 classes:
These 9 hazard classes have been established
Class 1 Explosives internationally by a United Nations (UN) committee to
ensure that all modes of transport (road, rail, air and sea)
Class 2 Gases classify dangerous goods in the same way.
Class 3 Flammable liquids
Class 4 Flammable solids
Class 5 Oxidizing substances and organic peroxides
Activity:
Class 6 Toxic and infectious substances Draw the different symbols of each class including
sub-classes
Class 7 Radioactive material
Class 8 Corrosive substances
Class 9 Miscellaneous dangerous substances and
articles
IMDG Code
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.
IMDG Code
Class 1:Explosives
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.
IMDG Code
Class 1:Explosives
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.
IMDG Code
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.
IMDG Code
Class 2 :Gases
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.
IMDG Code
Class 2 :Gases
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.
IMDG Code
Class 3:Flammable Liquids
A flammable liquid means a liquid which may catch fire easily or any mixture having one or more
components with any flash point. As example: acetone, diesel, gasoline, kerosene, oil etc.
There are three main groups of flammable liquid.

•Low flash point - liquids with flash point below -18°C
•Intermediate flash point - liquids with flash point from -18°C. up to +23°C
•High flash point group - liquids with flash point from +23°C
IMDG Code
Class 4:Flammable solids or substances
Subclass 4.1: Flammable solids
Solid substances that are easily ignited. Self-reactive materials, which are thermally unstable and that
can undergo a strongly exothermic decomposition even without participation of air.
Subclass 4.2: Spontaneously combustible solids
Solid substances that ignite spontaneously. Spontaneously combustible material is a pyrophoric material,
which is a liquid or solid that can ignite within five minutes after coming in contact with air or a self-
heating material that when in contact with air and without an energy supply is liable to self-heat.
IMDG Code
Class 4:Flammable solids or substances
Subclass 4.3: Dangerous when wet
Solid substances that emit a flammable gas when wet. Dangerous when wet material is a material that
when it makes contact with water is liable to become spontaneously flammable or give off flammable or
toxic gas at a rate greater than 1 L per kilogram of the material per hour.
IMDG Code
Class 5: Oxidizing substances and organic peroxides
Subclass 5.1: Oxidizing agent
Oxidizing agent means a material that may, generally by yielding oxygen, cause or enhance the
combustion of other materials.
Subclass 5.2: Organic peroxide oxidizing agent
Organic peroxide means any organic compound containing oxygen in the bivalent structure and which
may be considered a derivative of hydrogen peroxide, where one or more of the hydrogen atoms have
been replaced by organic radicals.
IMDG Code
Class 6:Toxic and infectious substances
Subclass 6.1: Poison
Toxic substances which are able to cause death or serious hazard to humans health during
transportation.
Subclass 6.2: Biohazard
Infectious Substance material is known to contain or suspected of containing a pathogen. Infectious

substances are substances which are known or are reasonably expected to contain pathogens. Pathogens
are defined as micro-organisms (including bacteria, viruses, rickettsiae, parasites, fungi) and other agents
such as prions, which can cause disease in humans or animals.
IMDG Code
Class 7:Radioactive substances
Radioactive
Radioactive substances comprise substances or a combination of substances which emit ionizing

radiation
IMDG Code
Class 8:Corrosive substances
Corrosive
Corrosive materials means a liquid or solid that causes full thickness destruction of human skin at the site
of contact within a specified period of time. A liquid that has a severe corrosion rate on steel or
aluminum is also a corrosive material.
IMDG Code
Class 9:Miscellaneous dangerous substances and articles
Miscellaneous
A material which presents a hazard during transportation but which does not meet the definition of any
other hazard class. This class includes: any material which has an anesthetic, noxious or other similar
property which could cause extreme annoyance or discomfort to a flight crew member so as to prevent
the correct performance of assigned duties or material for an elevated temperature material, a
hazardous substance, a hazardous waste, or a marine pollutant.
IMDG Code Terminology
PSN and UN Number
Within each of the 9 hazard classes dangerous goods are uniquely identified by two pieces of
information:
• A four-digit number known as the UN Number which is

preceded by the letters UN.
• The corresponding Proper Shipping Name (PSN).
For example, kerosene is identified in the IMDG Code by its UN Number UN 1223 and the PSN Kerosene.
Packing Group
Classes 3, 4, 5.1, 6.1, 8 and 9 have been divided into three Packing Groups (PG): I, II or III.
• Indicates the degree of danger within the Classes and

• Specifies the standard of packaging.
PG I - denotes high danger and therefore requires the highest standard of packaging;
PG II - denotes medium danger;
PG III - denotes low danger.
Class label
Distinctive diamond-shaped labels (a square set at an angle of 45 degrees) to identify the Class by a
combination of color, Class number (in the bottom angle) and distinctive pictograms.
Subsidiary Risk label
Label or labels denoting additional significant risks. These are identical to class labels.
Cargo Transport Unit
Either a road freight vehicle, a railway freight wagon, a freight container, a road tank vehicle, a
railway tank wagon or a portable tank.
Placards
Are large labels, minimum size of 250 x 250mm or 400 x 400mm (for bulk containers).
Recommendations on the Safe Transport, Handling and
Storage of Dangerous Substances in Port Areas
TERMINOLOGY:
1. Port authority – means any person or body of persons empowered to exercise effective control
in a port area.
2. Regulatory authority – means the national, regional or local authority empowered to make
legal requirements in respect of a port area and having powers to enforce the legal
requirements.
3. Responsible person – a person appointed by a shoreside employer or by the master of a ship
who is empowered to take all decisions relating to a specific task, having necessary current
knowledge and experience for the purpose and, where required is suitably certificated or
otherwise recognized by the regulatory authority
• A reference published by the IMO aligned with

relevant IMO Codes and the IMDG Code in
particular.
• Created to harmonize the rules within the port
area with the ship in order to ensure smooth
operations and to avoid misunderstanding
between ship and shore.
REQUIREMENTS COMMON TO ALL TRANSPORT CODES
Marking, Labeling and Placarding of dangerous goods as required by the IMDG Code
and DGs in limited quantities
The following general procedures apply to all modes of

transport:
1. Classify the goods according to criteria specified in the
relevant code or confirm the classification with the
manufacturer or importer of the goods.
2. Identify the Proper Shipping Name from the general

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

manifest (list goods) and provide a container/vehicle packing certificate.
9. Label Cargo Transport Unit with Class placards and UN number if required.
PACKAGING
Appropriate packaging is vital in safely transporting dangerous goods. The entire UN Recommendations are based
on the philosophy that securely contained dangerous goods pose little, or acceptable risk, during transport.
Sea transport Maritime Rule states packaging must comply with the IMDG requirements.
The following organizations have delegated authority for the approval, inspection and testing of all portable tanks,
tank containers and freight containers:
• American Bureau of Shipping
• Bureau Veritas
• Det Norske Veritas
• Germanischer Lloyd
• Lloyd’s Register of Shipping
MARKING AND LABELING
All codes have similar marking and labeling requirements.

Labeling - specifically refers to Class label(s) and Subsidiary Risk
labels.
Marking - refers to the UN number (preceded by the letters ‘UN’)
and corresponding Proper Shipping Name eg ‘UN 2902 PESTICIDE,
LIQUID, TOXIC, N.O.S. (contains 80% drazoxolon)’.
Marks - these include special marks such as the orientation,
marine pollutant, environmentally hazardous and elevated
temperature marks.
SEGREGATION
The physical separation of incompatible goods helps safeguard against accidents by reducing the probability of an
adverse reaction between incompatible dangerous goods if containment is lost.
Stowage and segregation requirements for the different types of ships:

－ on deck only
－ on deck or under deck
－ away from
－ separated from
－ separated by a complete compartment or hold from
－ separated longitudinally by an intervening complete compartment or hold
ACTIVITY:
Explains with the aid of diagrams, the meaning of the following stowage and segregation
SEGREGATION
Definitions of the segregation terms
Away from:
Effectively segregated so that the incompatible goods cannot interact

dangerously in the event of an accident but may be transported in the same
compartment or hold or on deck, provided a minimum horizontal separation
of 3 metres, projected vertically is obtained.
SEGREGATION
Separated from:
In different compartments or holds when stowed under deck.

Provided the intervening deck is resistant to fire and liquid, a
vertical separation, i.e. in different compartments, may be accepted
as equivalent to this segregation. For on deck stowage, this
segregation means a separation by a distance of at least 6 metres
horizontally.
SEGREGATION
Separated by a complete compartment or hold from:
Either a vertical or a horizontal separation. If the intervening decks are

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

or hold from:
Vertical separation alone does not meet this requirement.. Between a

package under deck and one on deck, a minimum distance of 24 m,
including a complete compartment, must be maintained longitudinally.
For on deck stowage, this segregation means a separation by a distance
of at least 24 metres longitudinally.
DOCUMENTATION
The following information requirement is common for all modes and should be included for each dangerous
substance, material or article:
1. UN number (preceded by the letters ‘UN’).
2. The Proper Shipping Name.
3. The goods’ Class or Division (when assigned). Substances and articles of Class 1 (explosives) should be
followed immediately by the compatibility group letter.
4. The Packing Group (if assigned).
5. Number and type of packages.
6. Total quantity of dangerous goods covered by the description (by volume, mass, or net explosive content, as
appropriate).
Things Deck Officers Must Know While Handling Packaged IMDG Cargo
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:

This avoids mistakes and proper preventive actions that can be taken in case of any incidence or accident.
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
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
RESEARCH:
1. What is an MSDS?
2. What are the information found on the MSDS?
3. Print out a sample MSDS of any Dangerous Good.
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
RESEARCH:
What is MFAG and its purpose?
These are some of the important points that must be considered while handling dangerous cargoes on board
ships.
However, special attention must also be given to the instructions that are provided
by the manufacturers and the company.
10 Important Things Deck Officers Must Check During Cargo Watch
1. Plan and Monitor Loading and Discharging of Cargo
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.
3. Handle Reefer Containers With Care

Reefers or the Refrigerated Containers are very sensitive cargo and hence should be handled with care.
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.
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.
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.
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.
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.
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.
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.
Publications and References with regards to carrying
Dangerous Substances:
• Recommendations on the Safe Transport, Handling and Storage of Dangerous
Substances in Port Areas
• The Emergency Response Procedures for Ships Carrying Dangerous Goods Guide
• Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG)
• Material Safety Data Sheet

• A reference published by the IMO aligned with

relevant IMO Codes and the IMDG Code in
particular.
• Created to harmonize the rules within the port
area with the ship in order to ensure smooth
operations and to avoid misunderstanding
between ship and shore.
TERMINOLOGY:
1. Port authority – means any person or body of persons empowered to exercise effective control in a
port area. He can refuse dangerous substances if it is considered that their presence would endanger
life or property because of:
• their condition
• the condition of their containment
• the condition of their mode of conveyance
• conditions in the port area
TERMINOLOGY:
Port authority (cont…)
• If any dangerous substance constitutes an unacceptable hazard, the port authority should be able to
order the removal of such substance or any ship, package, container, portable tank or vehicle
containing it
• The port authority will normally require notification at least 24 hours in advance of the transport or
handling of dangerous substances, including those which are not for discharge at that port
TERMINOLOGY:
2. Regulatory authority – means the national, regional or local authority empowered to make
legal requirements in respect of a port area and having powers to enforce the legal
requirements.
Regulatory authority may require signals to be shown while transporting or handling

dangerous substance:
• by day, flag ‘B‘ of the International Code of Signals
• by night, an all-round fixed red light
TERMINOLOGY:
3. Responsible person / Designated person – a person appointed by a shoreside employer or by
the master of a ship who is empowered to take all decisions relating to a specific task, having
necessary current knowledge and experience for the purpose and, where required is suitably
certificated or otherwise recognized by the regulatory authority
The Designated Port Officer should be empowered to:

• direct when and where a ship having any dangerous substances on board may anchor, moor or
berth
• direct a ship to be moved within or to leave the port area
• attach conditions appropriate to local circumstances and the quantity and nature of the
dangerous substances
The Emergency Response Procedures for Ships Carrying Dangerous Goods Guide -
Emergency Schedule (EmS)
• Contains guidance on Emergency Response Procedures for Ships Carrying Dangerous Goods including
the Emergency Schedules (EmS) to be followed in case of incidents involving dangerous substances,
materials or articles, or harmful substances (marine pollutants), regulated under the International
Maritime Dangerous Goods Code (IMDG Code).
• It provides guidance for dealing with fires and spillages (leakages) on board ships involving the
dangerous goods listed in the International Maritime Dangerous Goods Code (IMDG Code).
Medical First Aid Guide for Use in Accidents Involving
Dangerous Goods (MFAG)
• Information on medical first aid is provided in the IMO/WHO/ILO Medical First Aid Guide for use
in accidents Involving dangerous Goods (MFAG), which is the chemicals supplement to the
International Medical guide for ships (IMGS) which is published by the World Health Organization
(WHO), Geneva.
• The Guide is reproduced in the Supplement of the IMDG Code.

Medical First Aid Guide for Use in Accidents Involving
Dangerous Goods (MFAG)
A safety data sheet (SDS), material safety data sheet (MSDS), or product safety data sheet (PSDS) is an
important component of product stewardship and occupational safety and health.
It is intended to provide workers and emergency personnel with procedures for handling or working with
that substance in a safe manner, and includes information such as:
• physical data •reactivity,
(melting point, boiling point, flash point, etc.), •storage,
• toxicity, •disposal,
• health effects, •protective equipment, and
• first aid, •spill-handling procedures.
SDS formats can vary from source to source within a country depending on national requirements.
Tanker Piping and Pumping Arrangements

Tanker Vessel
A tanker is a merchant vessel designed to transport liquids or gases in bulk.

Main Types of Tanker Vessels
 Oil Tanker – tanker for the carriage of crude-oil
 Shuttle Tanker - tanker ship for the carriage of crude-oil directly from the offshore oil fields to terminals or
refineries.
 Product Tanker - tanker for the carriage of refined products derived from crude oil (gasoline, Diesel oil, jet
fuel) from the refineries.
 Chemical (Parcel Tanker) - tanker for the carriage of chemical products in bulk.
 Liquefied Gas Tanker (LPG and LNG) – tanker for the carriage of condensed gases
Tanker Arrangement Terminology
Cargo Tanks
A tank intended primarily for the carriage of liquids or gases (including appurtenances, reinforcements,
fittings, and closures).
Pump-room
A room in which any pumps used for loading, discharging or transferring oil cargoes are located.
Segregated Ballast Tanks

Ballast water tank in a tanker which is completely
separated from oil cargoes and fuel oil system and is
permanently allocated to the carriage of ballast; this
arrangement reduces the risk of pollution when
deballasting; commonly abbreviated as SBT.
Slop Tanks
A tank specifically designated for the collection of tank draining, tanks washings and other oily mixtures
Cofferdams
• A void or empty compartment is provided between
the tanks to prevent two different liquids from mixing with
each other.
• The cofferdam is provided with manholes for entry and
inspection
• It is also provided with sounding pipe to check leakage
from any of the subordinate tanks
• It is always maintained dry to detect an early leak.
Peak tanks
After peak tanks – The compartment or tank in the narrow part of the stern, aft of the last water-tight bulkhead
Fore peak tanks – The large compartment or tank, at the bow in the lower part of the ship.
Deep tanks
A deep compartment usually extending from tank top to lower deck.
Accommodation
Safe space wherein crew members stay for resting, eating and other indoor related works.
Ventilators leading to accommodation and machinery spaces

 Due to the property of petroleum cargo to give off fumes, it is vital that vents leading to accommodation and
machinery spaces are designed to prevent the volatile cargo vapours from entering these spaces.
 A tanker accommodation and machinery spaces contain equipment that is not suitable for use in flammable
atmospheres. It is therefore important that volatile cargo vapours are kept out of these spaces.
 During loading, unloading, gas freeing, tank cleaning and purging operations, all external doors, ports and
similar openings on the tanker should be closed.
 On tankers with air conditioning units, it is essential that the accommodation is kept under positive pressure
to prevent the entry of cargo vapours.
Cargo Piping Systems
There are three basic types of pipeline systems:
1. Direct system
2. Ring main system
3. Free flow system.
Each system has their uses and is designed to fulfill a need in a particular type of
vessel.
1. Direct system
For Crude Carriers where separation of oil grades is
not so important
This is the simplest type of pipeline system which
uses fewer valves than the others.
It takes oil directly from the tank to the pump and
so reduces friction. This has an affect of increasing
the rate of discharge, at the same time improving the
tank suction.
1. Direct system
 One pump is assigned to each section by a main pipeline, which in turn is connected to tanks by
tailpipes and gate valves.
 The main pipelines are interconnected through cross-over sluice valves.
 It is cheaper to install and maintain
 However, the layout is not as versatile as a ring main system and problems in the event of faulty
valves or leaking pipelines could prove more difficult to circumvent.
 Also, the washing is more difficult since there is no circular system and the washings must be
flushed into the tanks
2. Ring main system
For Product tankers where segregation of cargo is required.
 It is if circular or square layout with separate suction tail pipes tapped off to each tank and
controlled by a gate valve. By opening the appropriate gate valve, each tank in turn can be
emptied by the main pumps.
 When loading, the main pumps are bypassed and the ring pipeline becomes a gravity flow line so
that tanks can be loaded by opening the appropriate gate valve.
 This system is expensive as more valves & piping is required for its construction.
 This layout also gives much more combinations & segregation's within cargo tanks.
2. Ring main system
3. Free flow system
 Avoids the use of extensive pipelines, but has the disadvantage that the tanks can
only be emptied simultaneously or in a fixed sequence.
 Oil reaches the pump through a suction tail pipe in the after tank and from the
remaining tanks through valves in the transverse bulkheads between the tanks.
 Sometimes the free flow and the direct system are combined so that the direct
system is used for port and starboard wing tanks and free-flow for the centre
tanks.
ACTIVITY:
Draw a simple tanker piping system and label the following parts. Choose any of the 3 piping systems.
1. Deck lines
2. Drop lines
3. Stripping lines
4. Crossovers
5. Bypasses
6. Master valves
7. Tank suction valves
8. Sea suction valves
Vessels with pump room VS vessels with individual deep well pumps
with Pump Room Deep well Pumps
Requires a separate area for pumps normally Pumps designed to be mounted in the cargo tank
adjacent to the machinery space
Crude Oil Tanker Product Tanker
Large ships carrying bulk cargo Smaller ships carrying multiple cargo
Direct Piping system Ring main Piping system
Pumps are shared Designated Pumps per tank or cargo
Normally 3 to 4 large pumps Multiple small sized pumps
Requires more power (steam) Requires less power individually (hydraulic)
Centrifugal pumps need to be primed Modern deep well pumps are self priming
Requires a Stripping Pump May not require a Stripping Pump
Pump room vs. Deep well Pumps
Cargo Pumps
All common types of pumps use a source of energy to move a liquid through a confined space. Liquids that are
highly viscous or flammable need special equipment to be transferred quickly and safely.
The pumps used on board are broadly classified into two types:
1. Positive Displacement 2. Dynamic Pressure or Roto-Dynamic Pump.

• Reciprocating Pump • Centrifugal pumps
• Screw pump • Axial flow pumps
• Gear pump • Submersible pump
• Piston pump • Centrifugal-axial (mixed) pump.
• Ram type pump
• Vane pump
Cargo Pumps
Centrifugal Pump
• Initially on modern tankers the main cargo pumps were
of the centrifugal type, either geared turbine or motor
driven, and had a very high pumping capacity, those on
the large tankers being capable of discharging say 3500
m3 /hour.
Cargo Pumps
Centrifugal Pump
How it works:
• A centrifugal pump converts rotational energy, often
from a motor, to energy in a moving fluid. A portion of
the energy goes into kinetic energy of the fluid.
1. Fluid enters axially through eye of the casing (suction side)
2. Is caught up in the impeller blades, and is whirled
tangentially and radially outward until it leaves through all
circumferential parts of the impeller into the diffuser part
(volute chamber) of the pump casing.
3. The fluid gains both velocity and pressure while passing
through the impeller. The doughnut-shaped diffuser, or scroll,
section of the casing decelerates the flow and further
increases the pressure (pressure side).
Cargo Pumps
Centrifugal Pump
Priming
•Most centrifugal pumps are not self-priming (the pump
casing must be filled with liquid before the pump is
started, or the pump will not be able to function)
•To ensure that a remains primed most centrifugal pumps
are located below the level of the source from which the
pump is to take its suction.
•The same effect can be gained by supplying liquid to the
pump suction under pressure
Cargo Pumps
Centrifugal Pump
These are some difficulties faced in centrifugal
pumps:
1. Cavitations— occurs when the pump suction is under a low-
pressure/high-vacuum condition where the liquid turns into a
vapor at the eye of the pump impeller.
2. Wear of the impeller—can be worsened by suspended solids
3. Corrosion inside the pump caused by the fluid properties
4. Overheating due to low flow
5. Leakage along rotating shaft
6. Lack of prime—centrifugal pumps must be filled (with the
fluid to be pumped) in order to operate
7. Surge – sudden increase of pressure
Cargo Pumps
Positive-displacement Pumps
This class of pump differs from the centrifugal class by several important factors:
• Generally self priming
• Require the fitting of a safety valve to limit maximum pressure- this pump cannot be started
against a shut discharge valve.
• Positive displacement pumps can handle high differential pressures
• More suited to low to medium flow rates
• May operate with higher viscosity fluids then centrifugal types
Cargo Pumps
Positive-displacement Pumps - Reciprocating Pump
General Characteristics
•Move water or other liquids by a plunger or piston that
travels back and forth inside a cylinder.
•Often used for small capacities
•Can pump foaming liquids and high viscosity liquids.
•The flow rate can be easily changed by adjusting the RPM
of the driver.
•Pumps ideally will produce any head as per setting
•Self priming.
Cargo Pumps
Positive-displacement Pumps - Screw Pump
General Characteristics
• Use one or several screws to move fluids or solids along the
screw(s) axis. In its simplest form, a single screw rotates in a
cylindrical cavity, thereby moving the material along the
screw's spindle.
• As the screw(s) rotate in opposite directions, the pumped liquid
moves along the screws' spindles.
• The pumped fluid is moving axially without turbulence which
eliminates foaming that would otherwise occur in viscous fluids.
• They are also able to pump fluids of higher viscosity without
losing flow rate.
Cargo Pumps
Cargo Stripping
• The strategy employed in completing the discharge of cargo will determine, to a
large degree, the impression the charterer and the facility will have of the ship's
performance.
• A carefully planned and competently completed tank stripping (draining), operation
will ensure a minimum discharge time and maximum cargo outturn.
• A full knowledge of the characteristics of the cargo and the capabilities of the ship's
pumping systems are essential to achieve maximum outturn with minimum time in
berth.
Cargo Pumps
Stripping methods:
1. Eductor
2. Stripping Pump
3. JSS (Jet Stripping System)
4. AUS (Automatic Unloading System)
5. PRIMAVAC System (Vacuum System)
Cargo Pumps
Eductors
Usage and application
The eductor is used for recovering and stripping the washing oil
during Crude Oil Washing (COW) in addition to the stripping of
tanks, lines and pumps. Drive oil is delivered by the Cargo Oil
Pump (COP) and the eductor is operated.
Cargo Pumps
Eductors
Operating principles
• If pressurized liquid is the pump through a nozzle (Input), the
suction side of the eductor is at low pressure and draws the
liquid.
• The liquid has high velocity and low pressure at the throat, as
a result of which the suction action is further enhanced.
• In the diffuser, the velocity gradually decreases, the pressure
increases and extraction takes place.
• The eductor consists of a structure with a flared shape
assembled with a nozzle through which the liquid is injected.
Cargo Pumps
Stripping pump
1. This is a reciprocating pump (piston pump) that adequately copes with small gas
inclusions. It is the most popular pump used for stripping tanks and also for
stripping the final line.
2. The capacity of the pump is about 200 m3 /h to 300 m3 /h.
3. It is used for final discharging of oil using small-diameter pipelines to manifold.
4. It is used for stripping tanks when the ship is underway, but when a large amount
of gas is included in the suction line, recovery oil is necessary to restore the
original condition.
Safe practices when handling noxious chemical cargo -Chemical tankers procedure
Chemical tanker procedure
It is essential on chemical tankers that everyone knows his ship's safety precautions thoroughly prior
handling noxious chemical cargo.
Before loading /unloading:
1. Have cargo tanks to be loaded well ventilated and checked for any toxic vapours so that
tank inspection can commence without any danger or undue delay.
2. Portable (dry powder) fire extinguishers to be placed on deck ready for use. Take off covers
etc and make other fire fighting equipment on deck ready.
3. Check cargo hoses to see that they have not deteriorated, that flange connections are
intact, that there is an electrical bond between hose flanges and that the working
pressure for the hose is marked on it.
4. Establish communication routines with the terminal operators regarding flow rates,
emergency stops, topping up, general alarm etc.
5. Keep unauthorized people away from the cargo deck and hoses.
6. Keep hatch lids closed except when taking ullages, sampling etc.
7. See to it that everyone engaged in cargo handling is wearing the correct protective
clothing)
8. Avoid getting the blast of vapour in your face when taking ullages during loading. Do not
stand "upwind" or "downwind" of an ullage hole but stand beside it with the wind across
your face.
9. Keep pump rooms ventilated with fans running during cargo transfers.
10. Keep moderate loading rate during the first phase of cargo transfer to an empty tank.
11. Non-conductive tapes to be preferred when taking ullages.
12. Never go down into a pump room without reporting to someone on duty when leaving
and on returning.
13. Never work alone in confined spaces!

14. Have breathing apparatuses on deck ready and available when handling toxic cargoes.
15. Remember that an explosimeter only indicates the risk for explosive conditions - toxic
conditions may arise at far lower concentrations than detectable by an explosimeter
instrument. Use also a toxiometer for health readings.
16. Other safety practices as directed by the Ship’s SMS (Safety Management System)
The following reference publications provide useful information
• SOLAS (latest consolidated version)

• MARPOL 73/78 (latest consolidated version)
• International Safety Guide for Oil Tankers and Manuals (ISGOTT)
• ICS Chemical Tanker Safety Guide
• Procedure and Arrangements Manual (Approved by Class)
• Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
• Certificate of Class (re tank strength for high density cargoes)
• Ship’s “VEC System Operating Manual” (Approved by Class)
• BCH/IBC Code
• CFR 33 Parts 124 to 199
Cont…
• Guide to Port Entry

• Ship to Ship Transfer Guide (Petroleum)
• Safety in Oil Tankers
• Safety in Chemical Tankers
• IMDG Code
• Supplement to IMDG Code (Including MFAG and Ems)
• SOPEP / SMPEP
• Clean Seas Guide for Oil Tankers
• FOSFA (for Oils, Seeds and Fats)
Cont…
• Tank Coating Manufacturer’s Compatibility Lists

• Prevention of Oil Spillage through Cargo Pumproom Sea Valves
• CHRIS (Chem Hazardous Response Info Systems) Guide (USCG)
• USCG Chemical Data Guide for Bulk Shipment by Water
• MSDS for particular cargo carried
• Tank Cleaning Guide
Safe handling of Liquefied gas cargoes
Liquefied gas cargo operation and responsibility on board
Carrying and handling liquefied gas cargo onboard poses significant potential hazards including risk of
injury or death, threats to environment and each person working on a gas carrier and terminal ashore
needs to understand the risks involved, obtain the necessary training and take all the needed
precautions.
The presence of gas
There is always the possibility of the presence of gas in the atmosphere, particularly:
• during loading and discharging of liquefied gases
• when the ship is gassing-up or being gas-freed
• when a pipeline or cargo pump is opened up for maintenance
• in compressor rooms
• within ballast tanks and void spaces and double bottom tanks adjacent to cargo tanks
Dispersion of gas and vapours
• LPG vapours are heavier than air
• Ammonia (NH3) vapours are lighter than air
• LNG vapours are lighter than air when warm, heavier when cold
In windy conditions vapours rapidly disperse.
Where there is little air movement, there is a greater danger of flammable or toxic mixtures
accumulating and possibly being drawn into machinery spaces or the accommodation.
Many cargo vapours are heavier than air and will accumulate in bilges and other low areas .
Cont…
In still air conditions, flammable or toxic gases may accumulate in potentially hazardous areas.
In the event of large accumulations of gas, cargo work will be stopped immediately until the vapour has
dissipated and the hazard removed.
Under these circumstances you must:

• ensure all portholes and doors are closed
• carry out orders regarding ventilation openings and air intakes
• adhere to your ship's rules and procedures
Responsibility
(1) MASTER - Ensure that the officers and crew are properly and correctly informed of their duties, and
understand how to fulfill them.
(2) MASTER or OIC of the ship and all cargo operations - The responsible officer should be present at all
times and be satisfied that all equipments under his care is in good working condition.
(3) MASTER - Should ensure that there is proper liaison between the responsible officer on the ship and
his counterpart at the shore installation (See Ship / Shore Safety Checklist ).
Responsibility
• Details of emergency contact name, positions, telephone numbers etc. should be distributed before
cargo operations begin.
• Any special safety requirements of the shore installation should be brought to the attention of those
concerned.
Precautions during cargo operations
• Be vigilant at all times especially during cargo operations and maintenance of cargo equipment
• IF IN CONTACT WITH TOXIC VAPOUR OR LIQUID , REMOVE CONTAMINATED CLOTHING
IMMEDIATELY, WASH WITH LARGE QUANTITIES OF WATER - INFORM AN OFFICER
• do not eat, drink or smoke unless you have thoroughly washed
• always prevent hands coming into contact with your mouth
• be sure you know where decontamination showers are located
• wear a protective suit and breathing apparatus when necessary
In port watchkeeping procedures
• A Cargo Plan approved by the Master should be displayed in the CCR, the Cargo Engineer and each
watchkeeping officer should study and sign the plan.
• The Chief Officer, and/or Cargo Engineer, will be on duty at critical points during cargo operations.
• The Cargo Engineer assumes operational responsibility for the cargo during certain in-port periods.
• The handover between the Chief Officer and the Cargo Engineer should be a formal procedure to
avoid any ambiguity over who is in operational control and is to be recorded in the Deck Operations
Log.
Cont…
• The Officer of the watch is to be on duty at all times.
• Two seamen are also on cargo duty and their duties should be fully explained to them. They should
immediately report any of the following:
1. Cargo vapour or liquid leakage
2. Fire
3. Unusual phenomena
4. Mooring deficiencies
5. Indications of overside pollution or any potential source of pollution on deck
• To conform to the requirements of the ISPS Code, a third seaman is to be on security / gangway
duty at all times.
Cont…
• All scuppers should normally remain closed while the vessel is alongside the terminal.
• Where necessary careful adjustment of the moorings, and fire wires where they are rigged as per
terminal requirements, must be made throughout the discharge operation to ensure the vessel
does not move position.
• Follow procedures as per Company Safety Management System
SHIP-SHORE SAFETY CHECKLIST
Excerpt from a sample
RESEARCH:
1. What is a Ship-Shore Safety Checklist and when is it used, what is its purpose?
2. Print-out a sample
3. There are codes (A, P, R) what does it mean?
CARGO LOADING PROCEDURES
ACTIVITY:
Make a flow chart showing the Cargo Loading Procedure onboard a Tanker Vessel (choose the type of tanker)
See sample below, Make your own
Pre-transfer preparation Loading cargo Topping-up Completion
(Expound…) (Expound…) (Expound…) (Expound…)

1. Cargo Plan 1. Cargo Line-up 1. Topping up 1. Gauging
2. 2. 2. 2.
3. 3. 3. 3.
CARGO DISCHARGING PROCEDURES
ACTIVITY:
Make a flow chart showing the Cargo Discharging Procedure onboard a Tanker Vessel (choose the type of tanker)
See sample below, Make your own
Pre-transfer preparation Discharging cargo Tank Cleaning Stripping Completion
(Expound…) (Expound…) (Expound…) (Expound…) (Expound…)

1. Disch. Plan 1. Line-up 1. Line-up COW 1. Start S.P. 1. Ullaging
2. 2. 2. 2. 2.
3. 3. 3. 3. 3.
Enhanced Survey Programme

What is an Enhanced Survey Programme (ESP) ?
• Is a guideline for shipping companies and owners to prepare their ship for special surveys
to maintain the safety of the ship while at sea or at port.
• A survey programme is to be prepared by the owner and is to be submitted to the
recognized authorities like classification societies, 6 months prior to the survey.
2 Annexes (types)
Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.
Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers
Both has 9 chapters

ESP 9 Chapters
Chapter 1: General application, documentation onboard to be completed prior to the

inspection which is to be served as basis for surveys.
Chapter 2: Describes how Enhanced survey to be carried out during the periodical
surveys along with timings and conduct of enhance surveys and requirements of dry-
docking.
Chapter 3: Describes enhanced inspection carried out during annual surveys which
includes cargo holds and tank pressure testing.
ESP 9 Chapters
Chapter 4: Deals with intermediate surveys in addition to the annual survey

requirements.
Chapter 5: Discuss the needed preparation for surveys, condition and equipment for
surveys, access to the surveyed structure and conduct of survey at sea or at anchor
Chapter 6: Immediate and thorough repairs to damages and wastages.

ESP 9 Chapters
Chapter 7: Discuss the requirement of onboard documents supplied and maintained by
owner that must be available to the surveyor and requirements for survey report file,
supporting documents, review of document by surveyor.
Chapter 8: Discuss the process of reporting and evaluation of survey, acceptability and
continued structural integrity, a condition evaluation report of the survey and results to
be issued to the owner.
Chapter 9: Reporting and evaluation of surveys, acceptable and continued structural

integrity; a condition evaluation report of the survey and results to be issued to the
owner.
Enhanced Survey Program
Research:
1) What year was the Guidelines became mandatory?
2) To date, how many amendments were already done?
3) What are the corresponding MSC resolution numbers and entry into force of
such amendments?
Tankers and Tanker Operations

Terms and Definitions
Petroleum- is an oily mixture of hydrocarbons that can be extracted from layers of rock and used
to produce fuel . The name petroleum covers both naturally occurring unprocessed crude
oil and petroleum products that are made up of refined crude oil. The terms crude oil
(UK) and petroleum (USA) are sometimes used interchangeably.
Methane- a colorless, odorless flammable gas that is the main constituent of natural gas. It is the
simplest member of the alkane series of hydrocarbons. Methane emissions are primarily
associated with crude oil production, transportation and refining operations. Methane is released
as fugitive emissions, vented emissions, from operational upsets, and from fuel combustion.
Spiked Crude- is a crude oil blended with condensate or natural gas liquids. One usually is butane
(which are found on lighters)
Sour Crude Oil- Some crudes are naturally high in sulphur. If there is more than 2.5% sulfur
present, they are called 'sour' crudes.
Sweet crude- Crude oil with very little sulfur in it. Excess sulfur has to be removed from crude at
the refinery, a process that costs extra money.
Light Crude- Depending on the field, some crude oils are naturally 'runny' and light. They are easy
to refine, and are highly sought after. These are lower density oils.
Heavy Crude- Others are very thick, viscous, and heavy. Heavier oils are often found relatively
close to the surface. Any lighter more volatile components that might have been formed have
vaporized and found their way to the surface and disappeared.
Petroleum refining- begins with the separation of crude oil into different fractions through a
process called ‘distillation.’ The fractions are treated further to convert them into a mixture of
marketable products through a large list of methods and processes: reforming, polymerization,
alkylation, cracking and isomerisation. These new compound mixtures are separated afterwards,
by using solvent extraction and fractionation. Through the following later stages, sulphur and
other impurities are removed using hydro-treating and dehydration.
Gasoline- The smaller molecule hydrocarbons that are usually a liquid at ambient temperatures
are (smallest molecules to largest) pentane, hexane, heptane, octane, decane, and dodecane.
Pentane is a liquid until the temperature hits 36oC, when it volatises into a gas. Dodecane is a
liquid until temperatures hit just over 215oC. The other liquids turn into a gas at temperatures
between these ranges. When these six liquid hydrocarbons are put into a mixture together, the
mixture is called 'gasoline'. Some of the lighter liquids are chemically 'reformed' to make them
more suitable as a car fuel. A barrel of crude ultimately yields about 45% gasoline product
Naphtha- is a flammable liquid made from distilling petroleum. It looks like gasoline. Naphtha is
used to dilute heavy oil to help move it through pipelines, to make high-octane gas, to make
lighter fluid, and even to clean metal.
Kerosene- The two heaviest and least volatile components of gasoline, decane and dodecane,
when mixed together are known as 'kerosene'. A specially modified blend of kerosine (avgas) is
used in jet engines.
A barrel of crude ultimately yields about 4.5% kerosine.
Gas Oil or Diesel Oils- The liquids with the largest molecules in a crude are hexadecane and
octadecane. Heavy crudes have little else. These molecules are heated up and further split apart
(with the aid of a catalyst) to make them usable. Hexadecane (C16H34), for example, can be split
into various proportions of octane (C8H18), hexane (C6H12) and a small amount of ethylene (C2H4).
A barrel of crude ultimately yields about 36.5% fuel oil.
Lubricating Oils- The fraction of the crude that has very many carbon atoms is used as liquid
lubricant.
A barrel of crude ultimately yields about 2% lubricating oils
Grease- The fraction of the crude that has even more carbon atoms is used semi-solid grease.
High paraffin crudes are best for grease production
Paraffin wax- The heaviest molecules in the crude are solids at normal temperatures. Paraffin
wax is used for candles.
Averaged, a barrel of crude ultimately yields about 11.5% grease, paraffin wax, tars, ethylene
and other miscellaneous products.
Bitumen- a black viscous mixture of hydrocarbons obtained naturally or as a residue from

petroleum distillation. It is used for road surfacing and roofing.
Vapour Pressure- is a relative measure of the tendency to evaporate (volatility), depends on the
nature of the substance and ambient temperature, and reaches a state of equilibrium (where no
more vapors escape from the substance) in closed spaces.
At normal temperatures, substance with a high vapour pressure is often referred to as volatile.
If there is an increase of temperature, vapour pressure of any liquid also increase.

Reid Vapour Pressure- (RVP) is a common measure of the volatility of gasoline. It is defined as
the absolute vapor pressure exerted by a liquid at 100 °F (37.8 °C) as determined by the test
method ASTM (American Society for Testing and Materials) -D-323.
True vapor pressure -(TVP) is a common measure of the volatility of petroleum distillate fuels. It
is defined as the equilibrium partial pressure exerted by a volatile organic liquid as a function of
temperature as determined by the test method ASTM D 2879.
Reid Vapor Pressure was developed to simulate conditions in large storage tanks to enable
adequate design for containment and handling of vapors. True (measured) vapor pressure of
typical refinery streams will never be reached in storage tanks since even small amounts of lights
will result in high TVP, but the RVP may be much lower sine the vapor space can be essentially
infinite in the tank
Flashpoint- The flash point of a volatile material is the lowest temperature at which it
can vaporise to form an ignitable mixture in air. Measuring a flash point requires an ignition
source. At the flash point, the vapor may cease to burn when the ignition source is removed.
Flammable and combustible liquids- are liquids that can burn. They are classified, or grouped, as
either flammable or combustible by their flashpoints.
Generally speaking, flammable liquids will ignite (catch on fire) and burn easily at normal working
temperatures. Flammable liquids have a flashpoint below 37.8°C (100°F).
Combustible liquids have the ability to burn at temperatures that are usually above working
temperatures. They have a flashpoint at or above 37.8°C (100°F) and below 93.3°C (200°F).
The Flammability Diagram
Flammable Range
Upper Flammable Limit- UFL/UEL (Upper Explosive Limit)-
Highest concentration (percentage) of a gas or a vapor in
air capable of producing a flash of fire in presence of an
ignition source (arc, flame, heat). Concentrations higher
than UFL or UEL are "too rich" to burn.
Lower Flammable Limit- LFL/LEL (Lower Explosive Limit)-

The lowest concentration (percentage) of a gas or a vapor
in air capable of producing a flash of fire in presence of an
ignition source (arc, flame, heat). At a concentration in air
lower than the LEL, gas mixtures are "too lean" to burn.
"Lower Explosive or "Upper Explosive or "Lower Explosive or "Upper Explosive or
Flammable Limit" Flammable Limit" Flammable Limit" Flammable Limit"
Fuel Gas
Fuel Gas (LEL/LFL) (UEL/UFL)
(LEL/LFL) (UEL/UFL)
(% by volume of air) (% by volume of air)
(% by volume of air) (% by volume of air)
Acetylene 2.5 81 Ethyl Alcohol, Ethanol 3.3 19
Ammonia 15 28 Gasoline 1.4 7.6
1.35 6.65 Glycerol 3 19
Benzene
Heptane 1 6.7
1,3-Butadiene 2 12
Hexane 1.1 7.5
iso-Butane 1.8 8.44 Hydrogen 4 75
Carbon Disulfide 1.3 50 Hydrogen sulfide 4.3 46
Carbon Monoxide 12 75 Isobutane 1.8 9.6
Diethyl Ether 1.9 36 Kerosene Jet A-1 0.7 5
Methane 5 15
Diesel fuel 0.6 7.5
Propylene 2 11.1
Ethane 3 12.4
Styrene 1.1 6.1
Ethylene 2.75 28.6
Toluene 1.27 6.75
Fire point- The fire point of a fuel is the temperature at which the vapour produced by that given
fuel will continue to burn for at least 5 seconds after ignition by an open flame.
Auto-Ignition Temperature- or kindling point of a substance is the lowest temperature at which

it will spontaneously ignite in normal atmosphere without an external source of ignition, such as
a flame or spark. This temperature is required to supply the activation energy needed for
combustion.
Viscosity- is the fluid’s Internal resistance to flow. Low viscosity refers to substances that are
thin, such as water, while high viscosity substances are thick. An example of a high viscosity liquid
is heavy fuel oil.
As the temperature decreases, the liquid’s molecules slows down, drawing the particles closer
together, hence greater bond between them and thus increasing the internal resistance,
increasing its viscosity.
Pour Point- The pour point of a liquid is the temperature at which it becomes semi solid and loses
its flow characteristics. In crude oil, pour point must be kept in mind specially when handling and
storing liquid cargoes. Carrying temperatures of the cargo must be maintained substantially
higher than the pour point in order for smooth cargo operation.
R.O.B (Remain On Board)- the amount of residues (liquid or dry) left from previous cargo
operation and is determined by tank inspection prior the loading operation or tank inspection
after the discharging operation. Otherwise called as the un-pumpable. This must be accounted in
order to calculate the actual amount cargo that has been loaded or discharged.
When at the time of Inspection, the vessel is on even keel, and it is evident that similar readings
were taken on each available sounding pipe, ROB can be calculated using the available Tank
Soundings and Ullage tables.
The ship usually ends up discharge operation with trim by the stern, hence remaining cargo is in
the aft region, and it can be measured by the tape.
In situations where this ullage point is in the center or away from the aft of the tank, another
point, called dipping point is used to measure the remaining cargo. This dipping point is very
close to the aft bulkhead of the tank. Usually another table of volumes corresponding to the
ullage at this location is also provided in the calibration table. In situations where it is not
provided, the operators can calculate the remaining cargo (wedge) using the wedge formula.
Limitations of Wedge Formula:
• The vessel has huge trim, but there is no trim correction value available on the tank table
• The length of the wedge should be less than the tank length. (surface of ROB should not touch
the forward bulkhead)
• Assumption that the cargo tank is “box-shaped” with no internal ‘deadwood’ or pipeline
systems, heating coils, etc.
• Assumption that any ‘liquid’ found in the cargo tank is in the form of a regular wedge shape
with its base at the aft bulkhead of the cargo tank.
Contents and Application of the ISGOTT

International Safety Guide for Oil Tankers and Terminals
• This guide makes recommendations for tanker and terminal personnel on the safe carriage and
handling of crude oil and petroleum products on tankers and at terminals.
• The purpose of the guide is to provide operational advice to assist personnel directly involved
in tanker and terminal operations.
• It does provide guidance and examples of how certain aspects of tanker and terminal
operations may be managed. Effective management of risk demands processes and controls
that can quickly adapt to change.
• The guidance given is, in many cases, intentionally non prescriptive and alternative procedures
may be adopted by some operators in the management of their operations. These alternative
procedures may exceed the recommendations contained in this guide. Where an operator has
adopted alternative procedures, they should follow a risk based management process that
must incorporate systems for identifying and assessing the risks and for demonstrating how
they are managed. For shipboard operations, this course of action must satisfy the
requirements of the ISM Code.
• It should be borne in mind that, in all cases, the advice in the guide is subject to any local or
national terminal regulations that may be applicable, and those concerned should ensure that
they are aware of any such requirements.
The Guide is divided into four sections:
• General Information
• Tanker Information
• Terminal Information
• Operations Controlled under Ship/Shore Interface Management
This 5th and Latest Edition has 26 chapters with updated and useful list of definitions.
General Precautions on Tanker:
SMOKING- is prohibited on the tank deck or any other place where petroleum gas may be
encountered. Smoking should be permitted only at times and in places specified by the master.
The designated smoking places on a tanker or on shore should be agreed in writing between the
responsible officer and the terminal representative before operations start.
MATCHES- Safety matches should be provided only in approved smoking locations and should
not be taken outside nor should be carried on deck and on terminals.
The use of all mechanical lighters and portable lighters with electrical ignition sources are
prohibited onboard tankers.
General Precautions on Tanker cont…
NAKED LIGHTS- must be prohibited on the tank deck and in any other place where there is a risk
that petroleum gas may be present.
GALLEY- The use of galley stoves and other cooking appliances that employ naked flames should
be prohibited while a tanker is at petroleum berth.
It is essential that galley personnel are instructed in the safe operation of galley equipment.
Unauthorized and inexperienced persons should not be allowed to use such facilities.
The use of portable stoves and cooking appliances onboard ship should be controlled and, when
in port, their use should be prohibited.
General Precautions on Tanker: cont..
ELECTRICAL EQUIPMENT- All portable electrical equipment, including lamps, should be approved
by a competent authority and must be carefully examined for possible defects before being used.
Any other electrical or electronic equipment of non-approved type, whether mains or battery
powered, must not be active, switched on or used within hazardous areas. This includes, but
should not be limited to, radios, calculators, photographic equipment, laptop computers,
handheld computers and any other portable equipment that is electrically powered but not
approved for operation in hazardous areas
General Precautions on Tanker cont...
USE OF TOOLS- The use of hand tools such as chipping hammers and scrapers for steel
preparation and maintenance may be permitted without a Hot Work Permit. Their use must be
restricted to the actual deck areas and fittings not connected to the cargo system.
ENCLOSED SPACE ENTRY

• Risk assessment should be carried out
• The Enclosed Space Entry Permit, or other enabling document, should
be sighted and completed by the person entering the space, prior to
entry.
• Atmosphere tests prior to entry into the space
• Effective ventilation will be maintained continuously while the enclosed
space is occupied.
• PPEs and Safety Equipment effective and functional
• Lines of communication clearly established.
• Emergency rescue equipment and procedures on standby.
PUMPROOM
•A pumproom contains the largest concentration of cargo pipelines
of any space within the ship and leakage of a volatile product from
any part of this system could lead to the rapid generation of a
flammable or toxic atmosphere. The pumproom may also contain a
number of potential ignition sources unless formal, structured
maintenance, inspection and monitoring procedures are strictly
followed.
Information Exchanged Between the Ship and Terminal Prior Arrival:
Tanker to Terminal (at least 24 hours in advance)

• Name and call sign of vessel.
• Country of registration.
• Overall length and beam of vessel and draught on arrival.
• Estimated time of arrival at designated arrival point, for example, pilot station or fairway buoy.
• Ship’s displacement on arrival. If loaded, type of cargo and disposition.
• Maximum draught expected during and upon completion of cargo handling.
• If fitted with an inert gas system, confirmation that the ship’s tanks are in an inert condition and
that the system is fully operational.
Tanker to Terminal (cont…)

• Any requirement for tank cleaning and/or gas freeing.
• Any defects that could adversely affect safe operations or delay commencement of cargo
handling.
• Whether crude oil washing is to be employed and, if so, confirmation that the prearrival checklist
has been satisfactorily completed
• Ship’s manifold details, including type, size, number, distance between centres of connections to
be presented.
• Also products to be handled at each manifold, numbered from forward.
Tanker to Terminal (cont…)

• Advance information on proposed cargo handling operations, including grades, sequence,
quantities and any rate restrictions.
• Information, as required, on quantity and nature of slops and dirty ballast and of any
contamination by chemical additives. Such information must include identification of any toxic
components, such as H2S.
• Quantities and specifications of bunkers required, if applicable.
• Security Information.
Terminal to Tanker
• Depth of water at chart datum and range of salinity that can be expected at the berth.
• Maximum draft and maximum air draft.
• Availability of tugs and mooring craft together with any terminal requirements on their usage.
• Details of any shore moorings that will be provided.
• Which side to be moored alongside.
• Number and size of hose connections/manifolds.
• Whether Vapour Emission Control System is in use.
Terminal to Tanker (cont…)

• Inert gas requirements for cargo measurement.
• Closed loading requirements.
• For jetty berths, arrangement of gangway landing space or availability of terminal access
equipment.
• Advance information on proposed cargo specification, handling operations or changes in existing
plans for cargo operations.
• Any restriction on crude oil washing procedures, tank cleaning and gas freeing, if applicable.
• Advice on environmental and displacement restrictions applicable to the berth.
• Facilities for the reception of slops, oily ballast residues and garbage.
• Security levels in effect within the port
Safety Procedures Agreed Between the Tanker and the Terminal:

• Must Include the agreed ship/shore communication system and is should be operative
• Both the ship’s and terminal’s fire fighting equipment is positioned and ready for immediate use
• Emergency procedures in case of fire and other emergencies
• Emergency evacuation.
• The ship must be ready to move under its own power on short notice in case of emergencies.
• An agreement should come in writing if any necessary works and repairs that the vessel should
undergo while alongside that would immobilize her.
• The prepared loading/discharging plan were agreed by both sides.
Safety Procedures Agreed Between the Tanker and the Terminal:

• The safety measures against pollution and actions to be taken in case of accidents.
• Before Starting the Cargo Transfer, the responsible officer and the terminal representative must
formally agree that they are ready to do so safely
Inert Gas
• Whilst at port, tanks should be maintained in an inert condition throughout all operations except
when entry to tanks for inspection or repair is necessary; operations such as:
 Inerting empty cargo tanks
 Supplying inert gas during cargo discharging, deballasting, crude oil washing and tank
cleaning
 Purging tanks prior to gas-freeing
 Topping-up the pressure when necessary during a voyage
Inert Gas
• Inert gas supply should have an oxygen content not exceeding 5% by volume
• and the oxygen content of cargo tanks should not exceed 8% by volume
• In the event of a failure of the inert gas system, discharge of cargo or ballast or tank cleaning
should be stopped, to prevent air being drawn into the tanks, and operations should only be
resumed when a supply of inert gas has been restored
Hold and Tank Arrangements of Combination Carriers
• On OBO (Oil/Bulk/Ore), holds are usually arranged to extend the full breadth of the ship, with
upper and lower hopper tanks and double bottom tanks.
• In some cases, holds may have wing tanks.
• Oil or dry bulk cargo is carried in the holds. In addition, oil may be carried in one or more sets of
upper hopper tanks, and where there are wing tanks, they may also be used.
• Normally wing tanks for oily slops are fitted aft of the cargo holds. Permanent ballast may be
carried in top and bottom hopper tanks and in double bottom tanks.
..cont..
• Because of the broad beam and size of the holds, the very large free surface in slack holds, i.e.
holds not filled to within the coaming, permits substantial movement of liquid, which can result in
both loss of stability and ‘sloshing’.
• Particular care should be taken when loading or discharging liquid cargo on combination carriers,
and when handling ballast on such ships, to ensure that the total free surface effect of cargo and
ballast tanks is kept within safe limits, otherwise a sudden, and possibly violent, change of list
could occur.
Cargo Changeover Checklist (From Oil to Dry Bulk Cargo)
• Wash cargo holds and tanks, including access trunks.

• Flush all main suctions into cargo holds and tanks and strip dry.
• Gas free all cargo holds and tanks.
• Hose off, blow through, disconnect and stow portable heating coils as required. Plug securing
sockets as necessary.
• Ensure fixed heating coils are free of oil before blanking ends.
• Complete hand hosing and digging of holds and sumps to the requirements of the next cargo.
• Drain cargo holds and suction wells.
.. cont…
• Blank off main suctions to holds as necessary. Ensure the stripping discharge line to after hold is
securely blanked.
• Ensure sounding pipes to bilge wells are open and clear of obstructions.
• Fit main and stripping suction recess doors as necessary. Also fit heating coil connecting pipe recess
doors.
• Wash cargo pipeline system thoroughly, including pumps, deck lines, bottom lines and pumproom.
• Ensure gauging system, where fitted, is stowed or blanked as necessary to manufacturer’s
recommendations.
• Drain, vent and prove gas free all gas lines and risers.
..cont…
• Blank off gas lines to holds as necessary.
• Set venting system to the requirements of the next cargo.
• Check hatch cover sealing arrangements and closing devices.
• Check ballast tanks, void spaces, cofferdams and pumprooms for flammable gas. Ventilate as
necessary and prove gas free.
• If slops are retained, ensure designated pipeline segregations are fitted, slop tanks are fully
inerted and the relevant venting system adopted, as necessary.
Cargo Changeover Checklist (From Dry Bulk Cargo to Oil)
 Sweep holds clean and lift cargo remains out of hold for disposal.
 Wash cargo remains off bulkheads with a high pressure water jet, stripping slowly to remove
water, leaving solid residues.
 Remove solid residues from the tank top and sumps, and prove that the stripping suction is clear.
 Remove suction doors and attach securely to stowage positions.
 Close off sounding pipes to sumps as required.
 Remove blanks from main cargo suctions and stripping discharges to after hold.
…cont…
 Lower and secure heating coils in place, connect and prove tight, as necessary.
 Remove requisite blanks from gauging system and render fully operational.
 Wash all stripping lines thoroughly to remove solid residues. As far as possible, test stripping
valves for tightness to ensure valve seats are not damaged by solid residues.
 Open, clean and check all strainers in cargo systems.
 Check and clean hatch cover sealing arrangements, trackways, etc.
…cont…
 Close hatches and check sealing and bolting down arrangements.
 Remove blanks from gas lines, as necessary.
 Set venting system for next cargo.
 Prove all valves and non-return valves in cargo system operational.
 Inert holds prior to loading. During inerting, prove tightness of hatch covers, tank cleaning covers,
access hatches and all openings into cargo spaces.
Oil Tanker Operations and Related Pollution-Prevention

Regulation
Oil Tanker Operations and Related Pollution-prevention Regulations
Ballast Water and Ballast Tanks
• Ballast Water- is the sea water taken into the ballast tanks of the ship to maintain ship's stability
• Segregated ballast- The ballast water introduced into a tank which is completely separated from
the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or
cargoes other than oil or noxious liquid substances.
Ballast Water and Ballast Tanks
• Clean ballast- The ballast water carried in a tank which has, since it was last used to carry oil,
been thoroughly cleaned and the residues resulting from the cleaning have been discharged and
the tank emptied. (Should be discharged if passed thru oil discharge monitoring and control
system
• Dirty Ballast- The seawater used for ballast when it is contaminated with the remnants or residue
left in cargo tanks that previously carried crude persistent refined oils.
Ballasting and Ballast Water Management
• Ballasting is done to ensure the vessel’s trim, stability and structural integrity. Ballast tanks are
constructed in ships with piping system and high capacity ballast pumps to carry out the
operation.
• Off center tanks may be flooded to reduce list upon damage (counter flooding)
• To suppress free surface effects.
• Ballast tanks is intended to provide sufficient weight, to provide a satisfactory trim and to ensure
full immersion of the propeller for normal conditions of sea passages
• Ballast should be taken to meet air draft requirements on the berth, particularly when hard cargo
arms are connected.
• Before ballasting or deballasting in port, the operation should be discussed and agreed in writing
between the responsible officer and the terminal representative.
• On rare occasions and weather conditions, loading Cargo tank with ballast is possible as long as
all safety checks and precautions applicable to the loading of volatile petroleum must be
observed.
• On crude oil tankers, any tank to be ballasted must be crude oil washed beforehand.
• Before commencing deballasting, the surface of the ballast should be inspected to check that it is
clean. In some ports ballast may be sampled and tested for contaminants before deballasting can
commence.
• On commencement of deballasting, a visual watch should be established to observe the ballast as
it discharges into the sea. The operation should be stopped immediately in the event of
contamination being observed.
• When segregated ballast is being discharged, it is prudent to monitor the ballast being discharged
overboard by means of a ballast water monitor. This may give the earliest warning of any inter-
tank leakage between cargo and ballast tanks that may have been undetected, or even have been
undetectable, prior to commencement of the ballast operation.
• Ballast Water Exchange- is a process involving the replacement of water in a ballast tank using
either the sequential, flow-through, dilution or other exchange methodologies recommended or
required by IMO.
 Conduct ballast water exchange at least 200 nautical miles from the nearest land and in
water of at least 200 meters in depth.
 If a vessel cannot conduct ballast water exchange in accordance with 2-1/3i), the exchange is
to be conducted as far from the nearest land as possible, but at least 50 nautical miles from
the nearest land and in water depth of at least 200 meters
• Before loading clean ballast, cargo pumps and lines to be used are flushed with clean water into a
dirty ballast or slop tank
• Dirty ballast, caused by ballasting into a cargo tank before the tank is cleaned, should be treated
as slops, and must be disposed of in accordance with MARPOL:
1. The tanker is not within a special area
2. The tanker is more than 50 nautical miles from the nearest land
3. The tanker is proceeding enroute
4. The instantaneous rate of discharge oil content does not exceed 30L/ Nm
5. The total quantity of oil discharged into the sea does not exceed 1/30,000 if the total
quantity of the particular cargo of which the residue formed a part
6. The tanker has in operation an oil discharge monitoring and control system and a slop tank
arrangement as required by regulations
All discharges of clean ballast and segregated ballast must be through an above waterline discharge
point except that:
1. A vessel may discharge clean ballast and segregated ballast below the waterline when in
port or at an offshore terminal.
2. A vessel may discharge clean ballast and segregated ballast at sea by gravity below the
waterline.
3. An existing vessel that does not have above waterline discharge points for dedicated clean
ballast tanks may discharge clean ballast from those tanks below the waterline at sea.
4. An existing vessel that does not have above waterline discharge points for segregated
ballast tanks may discharge segregated ballast below the waterline at sea.
Tank Cleaning and Crude Oil Washing
• All tank cleaning procedures are a logical sequence of

events that will ultimately lead to the objective of loading
the next nominated cargo.
• The key to any successful cleaning operation is very simply

knowing how far to clean and determining whether each
step of the cleaning has been effective.
• In practice most tank cleaning procedures are very similar, because there are not that many
different variables available to the vessels:
i. Fixed tank cleaning machines or portables (or both)
ii. Water or solvent for the pre-wash?
iii. Reaction of the previous cargo(s) with the cargo tank coating
iv. Cold water or hot water?
v. Tank cleaning chemicals or not?
• Fixed & portable tank washing machines onboard tankers: Before any operations begin, the
responsible officer should confirm that adequate checks are made to establish that all equipment
to be used during tank cleaning operations is in good working order.
• Fixed tank washing machines - The installation of fixed tank washing machines within a cargo
tank allows an inert atmosphere to be maintained during the washing operation, and thus permits
cleaning in a closed mode in compliance with port regulations prohibiting release of noxious
vapours. Their installation and use also reduces crew exposure to cargo vapours and inert gas.
• Portable tank washing machines and hoses- Hoses should be indelibly marked to allow
identification. Bonding wires should be incorporated within all water hoses. Couplings should be
secured to the hose in such a way that effective electrical bonding is assured from end to end of
the hose. Hoses should be tested for electrical continuity in a dry condition prior to use and in no
case should the resistance exceed 6 ohms per metre length. Such testing should not involve high
voltages. A record should be kept showing the date and result of electrical continuity testing.
• Crude oil washing (COW) is a system whereby oil tanks on a tanker are cleaned out between
voyages not with water, but with crude oil - the cargo itself. The solvent action of the crude oil
makes the cleaning process far more effective than when water is used. (There is usually a final
water rinse but the amount of water involved is very low.) The system helps prevent pollution of
the seas from operational measures.
• Crude oil washing was made mandatory for new tankers by the 1978 Protocol to the MARPOL
Convention. Regulation 33 of MARPOL Annex I requires every new crude oil tanker of 20,000 tons
deadweight and above to be fitted with a cargo tank cleaning system using crude oil washing.
• Only fixed tank washing machines may be used for crude oil washing.
• During Crude Oil Washing, the oxygen content of the tank must not exceed 8% by volume, thus
the operational use of Inert Gas System is needed.
• Slop Tank - means a tank specifically designated for the collection of tank drains, tank washings
and other oily mixtures.
• The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to
retain the slop generated by tank washings, oil residues and dirty ballast residues. The total
capacity of the slop tank or tanks shall not be less than 3 per cent of the oil-carrying capacity of
the ship.
• During normal operations of a crude oil tanker, the main need to dispose of oil residues, slops or
water contaminated with cargo will arise during or immediately after tank cleaning. Final disposal
of slops or washwater should be in accordance with the ship's SMS.
• States that the oil residues in the slop tank resulting from tank cleaning and disposal of dirty
ballast may be:
pumped ashore at the loading terminal
retained on board and segregated from the next cargo
retained on board and the new cargo loaded on top of them
• Decanting of Slop Tanks- After tank cleaning, crude oil washing, or changing ballast, the slop tank
is allowed to settle until the water at the bottom is within acceptable discharge limits. This will
normally take twelve to fourteen hours. The depth of the oil/water interface is measured using an
approved oil/water interface detector.
• The slop tank is then decanted through the ODM, by gravity or by pumping. Slow decanting
continues until the water layer has been reduced to the minimum, or until the permitted
discharge limit are reached, whichever occurs first.
• If the slop tank decanting procedures have been followed, the slop tank will contain an amount of
oil on top of an emulsion layer whose lower limit is 100 ppm of oil. If the next cargo is compatible
with the slops generated from the last cargo, it is possible, with Charterer's approval, to load the
next cargo on top of the slops. Load-on-top (LOT), procedures must be conducted in compliance
with the requirements of MARPOL regulation 15 ('Retention of oil on board').
• The LOT regulations and recommendations require that the oil residues from all tank washings be
collected in one or two tanks, which are then topped off with the next cargo.
It should be made clear by the charterer's or owner's loading orders if the vessel is to LOT of the
previous slops.
Oil Record Book
• All details of cargo operations, ballasting and deballasting, tank cleaning,
discharge of water from slop tanks and disposal of residues are entered in the
ship‘s Oil Record Book, (Part II)
• Each oil tanker of 150 gross tons and above, ship of 400 gross tons and above
other than an oil tanker, and manned fixed or floating drilling rig or other
platform shall maintain an Oil Record Book Part I (Machinery Space Operations).
• An oil tanker of 150 gross tons and above or a non oil tanker that carries 200
meters or more of oil in bulk, shall also maintain an Oil Record Book II
(Cargo/Ballast Operation).
Inert Gas System
• Inert gas system is the most important integrated system for oil tankers for safe operation of
the ship.
• Inert gas is the gas which contains insufficient oxygen (normally less then 8 %) to suppress
combustion of flammable hydrocarbon gases.
• Inert gas system spreads the inert gas over the oil cargo hydrocarbon mixture which increases
the lower explosion limit LEL (lower concentration at which the vapors can be ignited),
simultaneously decreasing the Higher explosion limit HEL (Higher concentration at which vapor
explodes).
• When the concentration reaches around 10 %, an atmosphere is created inside tank in which
hydrocarbon vapors cannot burn.
• The concentration of inert gas is kept around 5% as a safety limit.
Cargo Tank Purging
• Hydrocarbon vapors remain inside a cargo tank after discharge
• Prior to Gas-freeing, concentration of such hydrocarbons should
be brought to utmost minimum level in order to avoid passing
through the flammable range.
• Purging usually refers to the short-term addition of an inert gas to
a tank, process vessel, or other piece of process equipment that
contains flammable vapors or gases to render the space non-
ignitable for a specific time period.
Gas-Freeing
• Gas-Freeing is the replacement of hydrocarbon vapors or inert
gas by air
• Cargo Tank entry shall not be permitted unless the Oxygen
Content is 21% and the hydrocarbon vapor content is less than
1% of the Lower Flammable Level (LFL).
• Gas-freeing is usually done by mechanical means
• The IGS may be used for gas-freeing
• Care must be taken that the tank atmosphere does not come
within flammable range during gas-freeing operations.
Gas-Freeing
• Atmosphere checks should be maintained and monitored using
combustible-gas indicators, oxygen meters and toxic-gas
detectors.
• Must ensure that blowers are taking in air, and that supply of
inert gas has been shut off.
• A gas free certificate is needed from a qualified chemist before
contractor’s work can be carried out
• When work is necessary on the tanks after gas freeing, ventilation
must be kept running all throughout the work and frequent
atmosphere checks to be done.
Cargo Calculations
• The volume of cargo on board can be determined by means of soundings or ullage measurements
and calibration tables (tank tables)
• The purpose of the cargo calculations is to convert the observed volume into weight.
• Weight is the force with which a body is attracted to the earth
• All commodities are sold by weight and this means weight in air.
Cargo Calculations
• The term “weight” in general practice has been accepted as being the value secured when an object
is weighed in air
• This weight or “weight in air” is often converted to “weight in vacuum” by the application of an air
buoyancy correction (vacuum factor)
Cargo Calculations
• The relationship between the volume and the mass/weight can be expressed by:
 Density
 Specific gravity
 API gravity
• Density and volume change in function of the temperature
• The weight of a cargo is of course independent of the temperature but the weight in air
(apparent weight) is not equal to the weight in vacuum (true weight)
Cargo Calculations
• Density is defined as “mass per unit volume”, expressed in direct terms of mass and volume
(kg/m3, kg/liters). In simple language, density is the weight of a unit volume of the substance,
weighed in the absence of air
• Density varies as temperature changes and is therefore expressed at a specific temperature

(15°C/ 60°F)
Cargo Calculations
• Volume and density correction

• Weight = volume x density (Only true if volume and density are known at the same temperature)
• 3 solutions:
1. Correct the volume to the temperature of the density
VCF = Volume correction factor
Volume correction to 60°F or 15°C
2. Correct density to the temperature of the volume
DCC = Density correction per degree centigrade
3. Correct both to the same reference temperature, 60°F or 15 °C
Cargo Calculations
•Both factors are based on the same physical phenomenon:

 Fluids or solids expand when heated but the mass or weight remains unchanged whilst
the density decreases
 Relation between change in temperature and change in volume is expressed by the
coefficient of volume expansion
Cargo Calculations
• Volume Correction Factor

• The VCF factor (VCF) converts a volume or a density of a fluid at ambient temperature to a
reference or standard temperature (15°C or 60°F)
• VCF factors are published in special tables – ASTM-tables
(ASTM = American Standards on Technical Measurements)
ASTM TABLES
ASTM TABLES
ASTM TABLES
Chemical Tankers
Chemical Tankers
• A chemical tanker is a type of tanker ship designed to transport chemicals in bulk.
• As defined in MARPOL Annex I, chemical tanker means a ship constructed or

adapted for carrying in bulk any liquid product listed in chapter 17 of
the International Bulk Chemical Code.
• Chemical tankers have evolved from oil product tankers to take account of special
carriage requirements and associated hazards.
Regulations for the carriage of chemicals by ship

Regulations governing the carriage of chemicals by ship are contained in the:
• International Convention for the Safety of Life at Sea (SOLAS) and the
• International Convention for the Prevention of Marine Pollution from Ships, as modified by the
Protocol of 1978 relating thereto MARPOL 73/78 (IMO, 2002)
Relevant codes concerning liquid bulk transportations are the:

• International Code for the Construction of Equipment of Ships Carrying Dangerous Chemicals in
Bulk (IBC Code) and the
• International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
(IGC Code).
Chemical Tankers
Chemical tanker engages in two ways:
1. Dedicated service - usually means that the tanker is designed for the carriage of
a particular type of chemical and transports the same type of cargo on each
voyage
2. Parcel trade - moves a variety of relatively small lots of chemicals between a
number of ports
Chemical Tankers
Three types of chemical tankers according to type of cargo carried:
1. ‘Type 1’ - intended to transport Chapter 17 of the IBC Code products with very severe
environmental and safety hazards which require maximum preventive measures to preclude an
escape of such cargo.
2. ‘Type 2’ - appreciably severe environmental and safety hazards which require significant
preventive measures to preclude an escape of such cargo.
3. ‘Type 3’ –sufficiently severe environmental and safety hazards which require a moderate
degree of containment to increase survival capability in a damaged condition.
The division into ship types is based on the ship‘s capability to survive specified damage caused by
collision or stranding and the location of the cargo tanks in relation to such damage.
Chemical Tankers
Cargo Tank Location - Cargo tanks shall be located at the following distances inboard:
Type 1 ships: from the side shell plating, not less than the transverse extent of damage specified in MARPOL,
(B/5 or 11.5m whichever is less), and from the moulded line of the bottom shell plating at centreline, not less
than the vertical extent of damage specified in MARPOL, (B/15 or 6 m whichever is less), and nowhere less than
760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising from tank
washing.
Type 2 ships: from the moulded line of the bottom shell plating at centreline, not less than the vertical extent of
damage specified in MARPOL, (B/15 or 6 m which ever is less), and nowhere less than 760 mm from the shell
plating. This requirement does not apply to the tanks for diluted slops arising from tank washing.
Type 3 ships: no requirement"

RESEARCH ACTIVITY:
Differentiate different types of Chemical Tankers by illustrating the location of tanks in each type of
ship.
Chemical Tankers – Tank Configuration
Types of Tanks
Independent Tank – not contagious, typically taking the form of
deck tanks
Integral tanks - most common type of tank used on chemical

tankers, the sub dividing of the hull in the cargo area creates
the individual integral tanks
Gravity tanks - designed for a maximum pressure of 0.7 bar

gauge at the top of the tank and may be of the integral or
independent type
Pressure tanks - designed for pressure greater than 0.7 bar

gauge and are not typically used in chemical tankers.
Construction
Regardless of size, chemical tankers built on or after 01 July
1986 are required to comply with the IBC Code.
Such ships built or converted before that date shall comply with
the BCH Code.
Construction
All materials used for tank construction and associated piping, valves
and pumps must be resistant to the cargo carried.
Mild-steel tanks are normally coated, to protect cargoes from

contamination by steel and to make cleaning, gas-freeing and
inspection easier.
Some ships have stainless-steel tanks for the carriage of cargoes which
cannot be contained in mild steel.
No single coating is suitable for all cargoes and that the coating
manufacturers compatibility data must be used when planning a
cargo.
COLUMN DATA
a Product name
c Pollution category under MARPOL Annex II
X, Y, Z, OS How are Chemicals carried
d Hazards in Tankers classified
S(Safety), P(Pollution), S/P(Safety and Pollution)
(Chapter 17 IBC code)
e Ship type
1, 2, 3
f Tank type
1 (Independent), 2(Integral), G(Gravity), P(Pressure)
g Tank vents
Cont (Controlled), Open
h Tank environmental control
Inert, Pad (liquid or gas padding), Dry, Vent, No
COLUMN DATA
i Electrical equipment
i’, i’’, i’’’
How are Chemicals carried
j Gauging
O (Open), R (Restricted), C (Closed) in Tankers classified
k Vapour Detection (Chapter 17 IBC code)
F (Flammable), T (Toxic), No
l Fire Protection
A (alcohol-resistant foam), B (regular foam), C
(water spray), D (Dry chem), No
n Emergency equipment
Yes, No
o Specific and operational requirements
How are Chemicals carried in Tankers classified

(Chapter 17 IBC code)
Chemical Tanker Cargo Segregation and Compatibility
Why segregation?
•In the case of two or more liquid chemical cargoes which react with one another in a hazardous
manner, segregation must be done.
•The product data sheets (MSDS), together with the BCH/IBC Codes are to be studied carefully to
determine the compatibility restrictions when carrying different groups of cargoes.
•Cofferdams and other void spaces may be included in the cargo- tank area to provide segregation of
groups of tanks.
Compatibility with Water / Stowage of Heated Cargoes
•Some chemical cargoes are not compatible and may even be reactive with water therefore, due
consideration is necessary to avoid stowage of such cargoes adjacent to the water ballast tanks.
•It is also a requirement that the heating coils are to be blown through, cleaned and blanked off, or
thermal oil used as a heating medium.
•It is recommended that a cargo to be heated is not stowed adjacent to cargoes which have a low
boiling point because the excess evaporation will result in consequent cargo loss and possible vapour
hazards.
•As a safe margin, the maximum temperature of the heated cargo must be 10°C below the boiling point
of the unheated cargo.
Compatibility with the Coatings of the Cargo Tanks

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

•Toxic chemicals, as defined in the BCH/IBC Code, must not be carried as the last cargo immediately
prior to edible oils or stowed in adjacent tanks sharing common bulkheads with tanks containing edible
oils.
•Likewise, lengths of pipeline serving tanks containing such toxic products must never run through tanks
containing edible oils and vice versa.
•For details, refer to FOSFA International (Federation of Oils, Seeds and Fats Association) published lists
and procedures.
Crew Safety at Sea on Chemical Tankers
•On chemical tankers all should be proactive on matters concerning safety.
• Chief officer is the company appointed Safety Officer on dangerous parcel chemical tankers.
• During operations (Loading, Discharging, Tank cleaning, etc…) crew members should take responsibility
of his/her own safety as well as his fellow crewmates, the environment and the ship.
• Risk Assessment - a systematic process of evaluating the potential risks that may be involved during
any kind of work. It is the very first step in identifying potential hazards that may threaten safety during
work.
• PPE – Personal protective Equipment is the last barrier in maintaining personal safety. Anything used
or worn by a person to minimize a risk to the person's health or safety.
Personal Protective Equipment
Includes:
1. Protective Clothing
2. Helmet
3. Safety Shoes
4. Safety Hand Gloves
5. Goggles
6. Ear Muff
7. Safety Harness
8. Face Mask
9. Chemical Suit
10. Face shield
11. etc…
Dangerous Atmosphere
Dangerous atmospheres have killed those working in confined spaces

as well as those attempting rescue. Know the hazards!
Dangerous types of atmospheres are:

• flammable and explosive
• toxic
• oxygen-deficient
• oxygen-enriched
Dangerous Atmosphere
• You must check for atmospheric hazards before
entering any confined space.
• Properly calibrated gas detection equipment should
be used. Many dangerous atmospheres cannot be
detected by smell or taste.
• If tests indicate a dangerous atmosphere, you must
NOT enter the space until it is thoroughly ventilated
and subsequent tests indicate the air is safe to
breathe.
• Ventilation and testing must be continued as long as
you are in the space.
Dangerous Atmosphere/Gas Detectors
1. Combustible Gas Sensors
• Catalytic Combustible Gas Sensors - These sensors look for explosive atmospheres. They
detect combustible gases by causing an actual combustion of gases within the sensor
chamber.
• Metallic Oxide Semiconductor (MOS) Combustible Gas Sensor MOS or “Solid State”
Combustible Gas Sensors. This sensor has a long operation life (3 to 5 years), is very rugged
and will recover better from high concentrations of a gas that could damage other types of
sensors.
• Infra-Red Combustible Sensors - They work well in low oxygen levels or acetylene
atmospheres; however, they are quite expensive. These sensors work by reflecting light off a
mirror and measuring the amount of light adsorbed during refraction.
2. Toxic Sensors
• Electrochemical (Wet Chem) Toxic Sensors - These sensors react to a specific chemical (substance).
Chemically specific sensors are available for up to 30 different gases including chlorine, ammonia,
carbon monoxide, carbon dioxide, nitrogen dioxide, nitric oxide, hydrogen cyanide, hydrogen sulfide
and sulfur dioxide.
• Metallic Oxide Semiconductor (MOS) Toxic Broad Range Gas Sensors - Its make-up and operation is
similar to the one used for the detection of combustible gases. However, the MOS broad range toxic
sensor is capable of reacting to low PPM levels of wide range of toxic gases. MOS sensors cannot
detect carbon dioxide or sulfur dioxide. The sensor is incapable of telling you what gas you have
encountered or the concentration, only that the atmosphere may be hazardous to your health.
• Photo Ionization Detectors (PID’s) Life expectancy of these sensors is 1-3 years and costs range
between $300 and $1400 for lamp replacement. They are usually too costly to use in a multi-sensor
instrument.
3. Oxygen Sensors Oxygen
• The only true chemically-specific sensors.
• They are similar to the electrochemical (Wet Chem) sensors.
• They are also susceptible to freezing, are sometimes affected by altitude and have a nominal
operational life of one to two years.
• Never use an oxygen sensor to detect toxic gases. It is true that a toxic gas will displace the
oxygen in a confined space. However, it takes 60,000 PPM of any gas to lower the oxygen from
20.9% (normal) to 19.5% (alarm point). More importantly, 60,000 PPM of any toxic gas will kill
you.
The Threshold Limit Value (TLV)
Level to which it is believed a worker can be exposed of the chemical substances or gases day after day for
a working lifetime without adverse health effects.
Three types of TLVs for chemical substances are defined:
1. Threshold limit value - Time weighted average (TLV-TWA): average exposure on the basis of a 8h/day,
40h/week work schedule
2. Threshold limit value - Short-term exposure limit (TLV-STEL): spot exposure for a duration of 15
minutes, that cannot be repeated more than 4 times per day with at least 60 minutes between
exposure periods
3. Threshold limit value - Ceiling limit (TLV-C): absolute exposure limit that should not be exceeded at
any time
The Threshold Limit Value (TLV)
Odour Detection Threshold

• Lowest concentration of a chemical in air that is detectable by smell.
• Should only be regarded as an estimate. This is because odour thresholds are commonly
determined under controlled laboratory conditions using people trained in odour
recognition.
• As well, in the workplace, the ability to detect the odour of a chemical varies from person to
person and depends on conditions such as the presence of other odorous materials.
• Odour cannot be used as a warning of unsafe conditions since workers may become used to
the smell (adaptation), or the chemical may numb the sense of smell, a process called
olfactory fatigue.
• However, if the odour threshold for a chemical is well below its exposure limit, odour can be
used to warn of a problem with your respirator.
Odour Detection Threshold

Chemical Tanker - CARGO OPERATIONS
Preparation for Preparation for

Loading Deballasting Transport Discharge Inerting Ballasting Tank cleaning Tank inspection
Loading Discharge
Preparation for Loading
• Consult cargo data sheet (MSDS) and other information given by the charterer or by the loading
terminal
• Confirm if vessel can carry the type and amount of cargo safely by checking vessel’s cargo capacity
and tank/segregation requirements
• Consult the cargo trim and stability book. There may be restrictions with regard to cargo
distribution and stability in hypothetical damaged condition.
• The cargo tanks are normally inspected and approved prior to loading. This does not necessarily
relieve the vessel of responsibility for contaminations. The master/ owner carries the responsibility
in taking due care of the cargo. To protect ones own interest the vessel's own inspections should be
recorded in the deck log.
Preparation for Loading (cont…)
• It should be borne in mind that individual ship has got own characteristics and limitations may
involved handling various chemical cargoes . The master and all personnel in all cases must be
aware of cargo/ship information that has been given and comply with relevant safety
procedures.
• Master must ensure that the precautions required by the company Safety Management System
and relevant checklists are fully observed.
Loading Operation
Immediately prior to commencing the loading the valve setting and the lines on all tanks have to be
checked once more. The responsible officer must be satisfied that the cargo system is, in all respects,
ready and all the information of the cargo has been received. The following precautions must be
observed:
1. The quantity and grade of the cargo to be loaded has been agreed to
2. The loading rate has been agreed to shore or ship stop has been agreed to
3. Ships personnel are ready
4. Ship/Shore checklist completed
5. High and Hi/Hi level alarms MUST be operational and switched on
6. Loading must start at a low rate. In this stage the cargo line, manifold, connections, drain points
etc. must be checked for leakages.
Loading Operation (cont…)
The full loading rate should not commence before both ship and shore are satisfied that there is no
leaks in the system and the filling pipe in the tank is covered. When system is satisfactory shore can be
informed to increase the loading rate to the agreed level.
7. During the loading at least one deck officer must be on duty and available at all times. At least one
crewmember must be on deck/manifold throughout the cargo operation. The officer on duty is
obliged to carry out the loading in accordance with the instructions received from the Chief-
Officer, which should at least encompass the agreements made with the Loading Master as well as
the Surveyor.
8. Some cargoes loaded in hot climates are chilled and cause bulkheads to sweat on loading.
Consideration must therefore be given to sequences of loading. (e.g. Styrene Monomers)
Loading Operation (cont…)
9. During the whole loading a detailed cargo log has to be kept.
10. Sufficient ullage space should be maintained after loading to allow for heating cargo as required by
the Shipper.
11. Loading one product in more than one tank simultaneously may increase the risk of an overflow,
and the responsible officer must ensure that tanks that are “topped off” are properly isolated from
tank(s) still being loaded.
12. When nearing completion of loading the shore should be notified and the loading rate reduced
13. Clearing cargo hoses
14. Blowing lines
15. Pigging
16. Completion of loading & final measurements
17. Disconnection of cargo hoses
18. Preparation for sea voyage
Transport (during transit at sea)
• Cargoes carried by a chemical tanker differ widely in characteristics and mode of handling,
and thus in the care they require during transit. During the voyage, attention must be paid
to these special needs of cargoes.
• Inert gas capacity should be sufficient for the entire voyage. If stored nitrogen is relied
upon, it must be confirmed prior to sailing that the ship has sufficient nitrogen on board to
be able to comply with the inerting requirements.
• Regular checks on tank contents should be made to detect an unexpected change in liquid
level.
Transport (cont…)
Precaution/attention necessary for chemical cargoes:
Cargo heating - Cargoes that require heating must be monitored at least once daily and a
temperature log must be kept. Ensure that correct heating medium is used, and that heating
coils in tanks that do not require heating are blown dry and blanked.
Cargo cooling - In specialized cases, is required to prevent products from giving-off toxic and
flammable vapours.
Tank Atmosphere - monitoring and recording of the ullage space of pressure and/or oxygen should
be carried out at regular intervals (daily) to ensure that the correct environment is being
maintained.
Transport (cont…)
Precaution/attention necessary for chemical cargoes:
Temperature Control - Cargoes that may self-react must be monitored on a daily basis for any increase
temperature that deviates from the ambient climatic conditions.
Nitrogen cover - Prior sailing the vessel must have sufficient Nitrogen of the correct quality on board to
comply with the padding requirements.
Agitation/ Circulation - Some chemicals, e.g. Phosphoric Acid, require agitation to prevent sediment
separation and different temperature/density layers from forming. Re-circulating through a
diffuser is one method of agitating the cargo
Discharging Operation
The following measures have to be taken prior to discharging operations commencing, with particular
attention being paid when the cargo is highly toxic, flammable or both:
1. Ensure Cargo Temperature(s) correct (High Viscosity and solidifying substances)

Continue/reduce/close tank heating on relevant tanks
2. Switch on High – Level alarms and test
3. Prepare the Level gauging system
4. Check if P/V valves are working and PV line clear.
5. Prepare the vapour return line-if required.
6. Prepare manifold, drip tray and cargo line system.
7. Manifold - reducer-ASA/Din
8. Prepare ballasting system
9. Prepare / check jumper hoses or fixed connections.
Discharging Operation (cont…)
10. Check Nitrogen system
11. Check if all is ready for closed discharging
12. Set Decontamination shower and eye-wash in operational position
13. Check if relevant instruments are ready for use.
14. Prepare / post cargo description
15. Prepare discharge plan
16. It is essential that the accommodation is kept under positive pressure to prevent the entry of
Hydrocarbon Vapours – the Operation of sanitary and galley extraction fans will cause a vacuum
and therefore the air conditioning system intakes must not be kept fully closed. The
accommodation air conditioning system should be maintained on partial recirculation during cargo
operation.
Discharging Operation (cont…)
17. Ensure that all gas detection equipment (both fixed and portable) is in operation and calibrated
with the required gases. It may, in some circumstances when loading / discharging toxic /
flammable cargoes, be necessary to organize gas checks of some deck areas at regular intervals
with portable gas detection equipment. Check that sufficient Toxic gas detectors are on board
18. Key cargo instrumentation, such as temperature, pressure gauges and portable gauging equipment
in use, are calibrated as applicable.
19. Ensure that cargo tank vent systems are drained and empty
20. Ensure that cargo line systems are free from blockage and cargo
21. Check for any solidification / sedimentation in cargo tanks (especially with Veg Oil and animal oils.
22. Test cargo pumps and purge cofferdams of submerged cargo Pumps
23. PPE & Antidotes ready
24. Squeezing gears & lights for vegetable oil ready
25. Tank cleaning equipment & gear ready
Tank Cleaning and Control of Pollution in Chemical Tankers

Tank Cleaning in Chemical Tankers
All tank cleaning procedures are essentially a logical sequence of events that will ultimately allow any
vessel to change from one grade of cargo to another.
The precise nature of the cleaning process is specifically determined by the:

• chemical and physical properties of the cargo being cleaned from,
• the type of lining inside the cargo tanks,
• the size and dimension of the cargo tanks and the pre-loading specifications of the next
nominated cargo.
Most tank cleaning can be done with hot or cold seawater or fresh water, or by ventilation alone,
although a few cargoes require special solvents.
Fixed or Portable tank-washing machines are used.

Main Wash
Pre-cleaning Main wash with Tank Cleaning Rinsing with sea
with sea water. sea water Chemical wash water .
Tank Cleaning in Chemical

Fresh water rinse Tankers
Flushing with fresh Steaming tank and
Draining tank sump
water pipelines
Gas-freeing Phases in a tank-cleaning operation

Make sure tank is gas-free with 21%
Prepare tank for inspection
Oxygen
Drying
Drying tank with ventilation Drying by mopping west surfaces
Inspection and Testing

Loading cannot commence if tanks
Tanks inspected by cargo surveyor
are not acceptable
Disposal of tank washings ,slops and dirty ballast
• During normal operations of a chemical carrier, the main need to dispose of chemical residues, slops
or water contaminated with cargo will arise during or immediately after tank cleaning.
• Final disposal of slops or washwater should be in accordance with the ship's P&A Manual (Procedure
and Arrangement Manual).
• Tank washings and slops may be retained on board in a slop tank, or discharged ashore or into
barges.
ACTIVITY:
Explain with the aid of a simple drawing, the cycle of a tank-washing system from the
seawater inlet to the slop tank
Annex II of the MARPOL 73/78 Convention
• Contains regulations for the control of pollution by noxious liquid cargoes carried in bulk or tank
washings from such cargoes
• As per the amendments of Annex II of MARPOL, which entered into force on 1 January 2007, a
revised annex a new four-category pollution category system for noxious liquid substances; the
previous A, B, C and D category system has become X,Y Z and OS.
Basic principles of MARPOL annex II are:

• Safe containment of the noxious liquid substances,
• dilution of discharges and
• limitation of discharges into the sea.
P & A Manual
• Every chemical tanker is required to have a Certificate of Fitness (CoF) indicating that it is certified to
carry certain products. The issuance of a CoF will also require a revised Procedures and
Arrangements (P&A) Manual.
• Each ship which is certified for the carriage of noxious liquid substances in bulk must be provided
with a Procedures and Arrangements (P and A) Manual that has been approved by the
Administration and a Cargo Record Book
• The master must ensure that no discharges into the sea of cargo residues or residue/water mixtures
containing substances of Category X, Y, Z or OS take place unless they are made in full compliance
with the P and A Manual
• Carrying out operations in accordance with the ship‘s P and A Manual ensures that the pollution
regulations are complied with.
Pollution Prevention
Pollution-prevention procedures during cargo transfer, ballasting and tank cleaning should include
keeping a watch on:
• levels in cargo, slop or ballast tanks
• hoses or loading arms
• pumps, valves, gaskets, connections and hatches
• spill pans and scuppers
• alarms and instrumentation
• co-ordination of operational signals
• water around vessel
Personnel on watch should be present at all times during operations and regularly carry out the
inspections mentioned in the above
Cargo Record Book
Entries should be made in the Cargo Record Book, on a tank-to-tank basis, of:
• Loading
• Internal transfer of cargo
• Unloading
• Mandatory prewash in accordance with P and A Manual
• Cleaning of cargo tanks
• Discharge into the sea of tank washings
• Ballasting of cargo tanks
• Discharge of ballast water from cargo tanks
• Accidental or other exceptional discharge control by authorized
surveyors
Gas Tankers
Gas Tankers
• A gas carrier (or gas tanker) is a ship designed to transport LPG, LNG or liquefied chemical
gases in bulk.
• Liquefied gas is the liquid form of a substance that at normal atmospheric temperatures and
pressures would be a gas
• The transport by sea of liquid gases in bulk is internationally regulated with regard to safety,
through standards laid down by IMO
• Chapter VII of the IMO International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, makes the provisions of the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) mandatory
• Liquefied gas products transported by gas tankers are listed in Chapter 19 of the IGC Code
Gas Tankers
Substances that are covered by the IBC Code divides gas cargoes into four groups as:
• Liquefied natural gas (LNG) - natural gas from which impurities have been removed, and
consists mainly of methane.
• Liquefied petroleum gas (LPG) - common name for petroleum gases consisting mainly of
butane and propane
• Liquefied ethylene gas (LEG)
• Chemical gases - ammonia and vinyl chloride monomer as examples of chemical gases
Types of Gas carrier (tanker)
Fully pressurized gas carrier Semi-pressurized ships Ethylene and gas/chemical carriers
Fully refrigerated ships Liquefied natural gas LNG carrier

Types of Gas carrier (tanker)
IGC divides ships into four types according to the ship‘s capability to survive specified damage
caused by collision or stranding and the location of the cargo tanks in relation to such damage
These types are:

1. 1G
Type 1G ship is intended for the transportation of products
2. 2G
considered to present the greatest overall hazard and Types
3. 2PG 2G/2PG and 3G for products of progressively lesser hazards
4. 3G
International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code)
• Gas carriers built after June 1986 shall comply with the IGC Code
• Applies to ships regardless of their size, including those of less than 500 gross tonnage,
engaged in carriage of liquefied gases having a vapour pressure exceeding 2.8 bar absolute
at a temperature of 37.8°C, and certain other substances listed in chapter 19 of the Code
• As proof that a ship complies with the Code, an International Certificate of Fitness (CoF) for
the Carriage of Liquefied Gases in Bulk should be on board.
Terminology in the IGC Code
ACTIVITY:
Define the following terms found in the IGC Code:
1. boiling point 9. MAR VS

2. cargo area 10. A primary barrier
3. cargo containment system 11. Secondary barrier
4. gas carrier 12. integral tank
5. gas-dangerous space or zone 13. membrane tank
6. gas-safe space 14. semi-membrane tank
7. hold space 15. independent tank
8. interbarrier space 16. internally insulated tank
Cargo containment systems
A cargo containment system is the total arrangement for containing cargo including, where fitted:
• A primary barrier - the cargo tank

• Secondary barrier - if fitted,
• Associated thermal insulation
• Any intervening spaces and
• Adjacent structure, if necessary, for the support of these elements
Cargo containment systems
The basic cargo tank types utilized on board gas carriers are:
1. Integral tank
2. Membrane tank
3. Semi-membrane tank
4. Independent tank
 Type A, generally a self-supporting prismatic tank
 Type B, generally a self-supporting spherical tank
 Type C, generally a self-supporting cylindrical pressure tank
5. Internally insulated tank
 Type 1
 Type 2
Safety Features and Equipment in Gas tankers
1. ESD – Emergency Shutdown Device
• shut off valves located as close to the tank as possible for all liquid and vapour
connections except for safety relief valves
• remotely operated emergency shutdown valves in the cargo piping system
• operation of the ESD system also stops pumps and compressors
2. Pressure-relief system - all equipment and piping which can be isolated when full of liquid
must be provided with a pressure-relief system.
3. Thermal insulation must be fitted to refrigerated cargo tanks for the following reasons:
 To minimise heat flow into cargo tanks, thus reducing boil-off.
 To protect the tanker structure around the cargo tanks from the effects of low
temperature.
4. Cargo pumps are usually centrifugal, either deepwell pumps or submerged electric pumps,
in the tanks with deck-mounted booster pumps, if required
5. Cargo heaters and Vaporizers – means of controlling the pressure in tanks
• insulation of tanks, to reduce heat transfer
• leading cargo boil-off to the ship‘s boilers or main engine as fuel (ONLY with LNG)
• leading cargo boil-off to the ship‘s reliquefaction plant, where vapour is liquefied and
returned to the tank
• cooling the liquid in a heat exchanger (indirect system - only used for those products
which cannot be compressed for safety reasons)
6. Inert-gas generator - inert hold spaces and inter barrier spaces and to purge tanks
7. Fixed gas-detection system - gives audible and visual alarms of the accumulation of gas in
enclosed spaces such as cargo pump-rooms, compressor rooms, hold spaces and inter-
barrier spaces
8. Water-spray system - for fire fighting on deck in the cargo area the for ships carrying
flammable or toxic products
9. Float gauges measures the liquid level in cargo tanks,
10. High-level alarm and Automatic shutoff valves is fitted in each cargo tank to prevent
overflow
11. Temperature and Pressure indicator is fitted in each cargo tank for monitoring the cargo
12. Pressure alarms and gas monitoring points for detection equipment must also be provided
in inter barrier spaces.
13. Detection equipment (Gas, Liquid) is also required in void spaces, cargo pump rooms and
control rooms.
14. And more…
RESEARCH ACTIVITY:
1. Explain the effect of transfer of heat to the cargo on cargo temperature and
tank pressure
2. Describes the single-stage direct liquefaction cycle
Cargo Operation in Gas Tankers

Preparation
for cargo
transfer
Inerting
Gas freeing
and Purging
Cycle of Cargo
Changing
cargoes Operations Cooldown
Discharge Loading
Cargo
Conditioning
ACTIVITY:
Describe briefly the following terminologies concerning cargo operation onboard
Chemical Tankers
1. Drying 6. Cargo conditioning on passage
2. Inerting 7. Discharging
3. Purging 8. Changing cargoes
4. Cooling down 9. Gas-freeing
5. Loading 10. Preparing for tank inspection
Cargo Loading Operation on Gas Carriers
Information needed before loading includes:
1. A full description of the physical and chemical properties that are necessary for the safe
containment of the cargo (cargo data sheets contained in safety guides or obtained from
the shipper)
2. Action to be taken in the event of spills or leaks
3. Counter-measures against accidental personal contact
4. Fire-fighting procedures and fire-fighting media
5. Procedures for cargo transfer, gas-freeing, ballasting, tank cleaning and changing cargoes
6. Special equipment for particular cargoes
7. Minimum temperatures of the inner hull steel
8. Emergency procedures
Cargo Loading Operation on Gas Carriers
Safety guidelines to remember:
• Products that react when mixed should only be loaded if the complete cargo systems are
separated
• Personnel should be made aware of the hazards and be required to use the appropriate
protective equipment provided
• The Master should ensure proper liaison between the ship and the terminal before and
throughout cargo-transfer operations
• All operations involving cargo, ballast and bunkers should be carried out in accordance with
the applicable international and local pollution regulations
Gas cargoes subject to the regulations of Annex II of MARPOL 73/78
• A gas tanker requires an International Pollution Prevention Certificate for

the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) to carry
the Gas products under MARPOL Annex II.
• Such cargoes must be handled in accordance with the Procedures and
Arrangements (P & A) Manual
Solid Bulk Cargoes

International Maritime Solid Bulk Cargoes (IMSBC) Code
Carrying solid bulk cargoes involves serious risks, which must be managed carefully to safeguard
the crew and the ship.
These risks include
• reduced ship stability,
• and even capsizing, due to cargo liquefaction;
• fire or explosion due to chemical hazards;
• and damage to ship structures due to poor loading procedures.
The main legislation governing safe carriage of solid bulk cargoes is the IMSBC.
International Maritime Solid Bulk Cargoes (IMSBC) Code
The primary aim of the IMSBC Code, which replaces the Code of Safe Practice for Solid Bulk Cargoes
(BC 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
• INSTRUCTION on the procedures to be adopted when the shipment of solid bulk cargoes is
contemplated.
Contents of the IMSBC
• General requirements for carrying solid bulk cargoes
 Accepting cargoes for shipment Loading
• The Code’s three cargo groups
Group A cargoes – cargoes which may liquefy
Group B cargoes – cargoes with chemical hazards
Group C cargoes – cargoes which are neither liable to liquefy nor possess chemical hazards
• Other hazards associated with carrying solid bulk cargoes
• Checklist and flowchart for accepting and loading solid bulk cargoes
SOLAS Chapter XII
Additional Safety Measures for Bulk Carriers
SOLAS chapter XII Additional Safety Measures for Bulk Carriers was adopted by Conference held in
November 1997 and it entered into force on 1 July 1999.
Relates to additional safety measures for bulk carriers.
Chapter XII attempts to address what many have seen as a major cause of incidents - the entry of sea
water into the foremost hold and the subsequent collapse of the watertight bulkhead between the
two foremost holds, creating a domino effect throughout the vessel, causing her to founder.
BLU Code, 1998 Edition
CODE OF PRACTICE FOR THE SAFE LOADING AND UNLOADING OF
BULK CARRIERS (BLU CODE), 1998 Edition
The Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC) at its first session
(February 1996) developed a draft code of practice for the safe loading and unloading of bulk carriers,
with the aim of preventing accidents:
• Continued loss of ships carrying solid bulk cargoes, sometimes without a trace,
• And the heavy loss of life incurred, and
• Recognizing that a number of accidents have occurred as a result of improper loading and
unloading of bulk carriers.
BLU Code, 1998 Edition
CODE OF PRACTICE FOR THE SAFE LOADING AND UNLOADING OF
BULK CARRIERS (BLU CODE), 1998 Edition
The BLU Code, which provides guidance to masters of bulk carriers,

terminal operators and other parties concerned with the safe handling,
loading and unloading of solid bulk cargoes, is also linked to regulation
VI/7 of the 1974 SOLAS Convention, as amended.
IMO supplements of the IMSBC code:
• MSC/Circ. 908 - Uniform Method of Measurement of the Density of Bulk
Cargoes
• MSC/Circ. 1146 - Lists of Solid Bulk Cargoes for which a Fixed Gas Fire-
extinguishing System may be exempted or for which a Fixed Gas Fire-
extinguishing System is Ineffective
• Res. A.1050(27) - Recommendations for Entering Enclosed Spaces Aboard Ships
• MSC.1/Circ.1264 - Recommendations on the Safe Use of Pesticides in Ships
Applicable to the Fumigation of Cargo Holds
• BC.1/Circ.66 - Contact Names and Addresses of the Offices of Designated
National Competent Authorities Responsible for the Safe Carriage of Grain and
Solid Bulk Cargoes
RESEARCH and DISCUSSION:

Explain the content and use of the documents listed above.
What are Bulk Carrier Ships?
As of 1999, the International Convention for the Safety

of Life at Sea defines a bulk carrier as "a ship
constructed with a single deck, top side tanks and
hopper side tanks in cargo spaces and intended to
primarily carry dry cargo in bulk; an ore carrier; or a
combination carrier.“
However, most classification societies use a broader

definition where a bulker is any ship that carries dry
unpackaged goods.
Bulk Carrier
A bulk carrier's crew participates in the loading and unloading of cargo, navigating the ship, and
keeping its machinery and equipment properly maintained. Loading and unloading the cargo is
difficult, dangerous, and can take up to 120 hours on larger ships.
Bulk cargo can be very dense, corrosive, or abrasive. This can present safety problems: cargo shifting,
spontaneous combustion, and cargo saturation can threaten a ship.
Bulk Carrier Terminology
Dry bulk carrier - used to distinguish bulkers from bulk liquid carriers such as oil, chemical,
or liquefied petroleum gas carriers.
Combination carrier - means a tanker designed to carry oil or alternatively solid bulk cargo.
OBO - describes a bulker which carries a combination of ore, bulk, and oil, and
O/O - used for combination oil and ore carriers.
VLOC / VLBC - very large ore and bulk carriers
ULOC / ULBC - ultra large ore and bulk carriers

Bulk Carrier Terminology
Grain - includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds, and processed forms
thereof whose behaviour is similar to that of grain in its natural state
Required cargo information - means the cargo information required by regulation 4(1)(b)(ii) of the
Merchant Shipping (Carriage of Cargoes) Regulations 1999 (S.I. 1999/336)
Solid bulk cargo density declaration - means the information on the density of the cargo to be
provided in compliance with regulation 11 of the Merchant Shipping (Additional Safety Measures for
Bulk Carriers) Regulations 1999 (S.I. 1999/1644).
Form for Required Cargo

Information (Recommended
layout)
Information needed prior Loading
• A certificate stating the relevant characteristics of the material should be provided to the master
at the loading point.
• The certificate stating transportable moisture limits should be accompanied by a statement that
the moisture content is the average moisture content at the time of presenting the certificate.
• The loading instrument, loading information and the ship‘s stability information book and
calculator should be used to check the suitability of a proposed stow for stresses and stability
• Safety precautions and any appropriate national regulations should be complied with during the
handling and carriage of bulk materials
•Explains that such cargoes may look relatively dry when loaded but liquefy as a result of compaction and vibration during the passage

• A copy of the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods should be
on board
• Cargoes which may liquefy should not be carried with a moisture content above that of the
transportable moisture limit. Such cargoes may look relatively dry when loaded but liquefy as a
result of compaction and vibration during the passage.
• Specially fined or constructed cargo ships may carry materials with a moisture content above the
transportable moisture limit if approved by their Administrations.
• Some materials transported in bulk present hazards because of their chemical properties.
•Explains that such cargoes may look relatively dry when loaded but liquefy as a result of compaction and vibration during the passage

• Some materials are classified as dangerous goods in the IMDG code while others are Materials
Hazardous only in Bulk‘ (MHB)
• The IMDG code should also be consulted for additional requirements regarding the stowage and
segregation of packaged dangerous goods
• Particular care should be taken with the segregation of toxic substances and foodstuffs.
Bulk Cargo
The IMSBC Code categorizes cargoes into three groups:
• Group A consist of the cargoes which may liquefy if shipped with moisture content in excess of their
transportable moisture limit.
• Group B consists of cargoes which possess a chemical hazard which could give rise to a dangerous situation
on a ship.
• Group C consists of cargoes which are not liable to liquefy (Group A) and do not possess chemical hazards
(Group B)
Cargo distribution along Ship’s length
Common adopted cargo distributions:
1. Homogeneous hold loading condition

2. Alternate hold loading condition
3. Block hold loading condition
4. Part hold loading condition
Homogeneous Hold Loading Condition (fully loaded)

• Carriage of cargo, evenly distributed in all cargo holds.
• This loaded distribution, in general, is permitted for all bulk carriers and is usually adopted for
the carriage of light (low density) cargoes, such as coal and grain.
• However, heavy (high density) cargoes such as iron ore may be carried homogeneously.
Alternate Hold Loading Conditions (fully loaded)
• Heavy cargo, such as iron ore, is often carried in alternate cargo holds on bulk carriers.
• Common for large bulk carriers to stow high density cargo in odd numbered holds with the
remaining holds empty.
• This type of cargo distribution will raise the ship’s center of gravity, which eases the ship’s
rolling motion.
• Ships not approved for the carriage of heavy cargoes in alternate holds by their classification
society must not adopt this cargo load distribution.
Block Hold Loading and Part Loaded Conditions
• Refers to the stowage of cargo in block of two or more adjoining cargo holds adjacent to the
block of loaded cargo holds empty.
• This is adopted when the ship is partly loaded.
• When adopting this type of distribution, to avoid over-stressing of the hull structure, careful
consideration needs to be given to the amount of cargo carried in each cargo hold and the
anticipated sailing draught.
Loading Distributions are described in the ship’s loading manual.
The ship is provided with a set of approval local loading criteria which define
the maximum cargo weight limit as a function of ship’s mean draught for
each cargo hold and block of cargo hold(s).
Special precautions or requirements to be observed during
loading, carriage and discharge
• Before the start of loading the chief mate will normally undertake a
draught survey.
• It is the chief mate who normally prepares the ship’s
loading/deballasting plan, and who is answerable to the Master for its
implementation.
• The chief mate will have supervised the cleaning and preparation of the
holds and will normally take personal charge of any of the more critical
steps in the loading programme.
• Comply Ship / Shore safety checklist prior to the commencement of
Cargo Operation
• Operation can only start once Certificate of Readiness issued by the
respective authorities
• The officer in charge has responsibility for the monitoring of the
stevedoring operation.
• The officer in charge should closely monitor the ship’s condition during
cargo operation, any deviation from the agreed plan detected, all cargo
and ballast operation must STOP.
• Many bulk cargoes require special attention. The lashing of steel cargoes
and of timber deck cargoes, the separation of small parcels of bulk cargo,
and the protection of chemical fertilizers from condensation require
particular supervision,
• All damages should be reported to the ship’s Master.
• High loading rated may cause significant overloading within a very short
space of time.
• It is a statutory requirement that the ship is not to be loaded beyond the
limits specified in the Load Line Certificate.
• The chief mate will superintend the securing of the ship for sea,
rechecking for himself where necessary the work of the crew as
supervised by the officers of the watch. In some trades, hatch covers and
accesses must be sealed by an official, who issues an appropriate.
• Some grain cargoes are fumigated on completion of loading
• Sailing with partially filled ballast holds is prohibited unless the approved
manual approves such practice.
• Terminal operators should be aware of the damage that their cargo

handling equipment can inflict on the ship's structure.
• The cargo holds and deck areas are to inspected by the ship’s deck
officer upon completion of cargo operation
International Code for the Safe Carriage of Grain in Bulk

(International Grain Code)
International Grain Code
• Has been mandatory under SOLAS chapter VI since 1 January 1994.
• Applies to ships regardless of size, including those of less than 500 gross tonnage,
engaged in the carriage of grain in bulk and to which part C of SOLAS chapter VI applies.
• The purpose of the Code is to provide an international standard for the safe carriage of
grain in bulk.
• Based on the recognition that grain like cargoes have a propensity to shift and that even
fully loaded cargo spaces may contain voids that allow dangerous cargo shifts.
International Grain Code - terminology
• Grain - covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed
forms thereof, whose behaviour is similar to that of grain in its natural state
• Filled compartment, trimmed – refers to any cargo space in which after loading and
trimming as required, the bulk grain is at its highest possible level.
• Filled compartment, untrimmed – refers to a cargo space which is filled to the maximum
extent possible in way of the hatch opening but which has not been trimmed outside the
periphery of the hatch opening.
• Partly filled compartment – refers to any cargo space wherein the bulk grain is not
loaded in the manner prescribed in “filled compartment”
International Grain Code - terminology
• Angle of flooding (θ1 ) means the angle of heel at which openings in the hull,
superstructure or deckhouses, which cannot be closed weathertight, immerse. In
applying this definition, small openings through which progressive flooding cannot take
place need not be considered open.
• Stowage factor – means the volume per unit weight of the cargo as attested by the
loading facility
• Specially suitable compartment – refer to a cargo space which is constructed with at

least two vertical or sloping, longitudinal, grain-tight divisions which are coincident with
the hatch side girders or as so positioned to limit transverse shift of grain. If sloping, the
divisions shall have an inclination of not less than 30° to the horizontal.
Angle of Repose
• The angle of repose or the critical angle of repose,
of a granular material is the steepest angle of
descent or dip relative to the horizontal plane to
which a material can be piled without slumping. At
this angle, the material on the slope face is on the
verge of sliding.
• The angle of repose can range from 0° to 90°.
Dangers in the Carriage of Bulk Grain

• A compartment may be full when the cargo is loaded but, due to ship's vibration and
other movements, the grain settles leaving space at the top of the cargo. This space
allows cargo to move from side to side in conjunction with the rolling and pitching of
the vessel.
• Most grains have an angle of repose (slip angle) of about 20° from the horizontal, which
means that if the ship rolls more than 20° the cargo will shift. Then this happens the
ship will develop a large list, lying on her side and still rolling will obviously cause a
greater shift of cargo which in turn will capsize the vessel
.
Document of Authorization
• Issued for every ship loaded in accordance of the regulation of this Code either by the
Administrations or an organization recognized by it or by a Contracting Government on behalf of
the Administration.
• It shall be accepted as evidence that the ship is capable of complying with the requirement of
these regulation.
• The document shall accompany or integrated into the Grain Loading Manual.
• A ship without such document shall not load grain until the master demonstrated to the
satisfaction of the Administration, that, in its loaded condition for the intended voyage complies
with requirements of International Grain Code.
Grain Loading Stability Booklet / Grain Loading Manual
• Must be provided to enable the master to ensure that the ship complies with the Code
when carrying grain in bulk on an international voyage
• Contain all of the information necessary to check that a proposed loading plan complies
with the stability requirements of the Regulations at all stages of the voyage.
• The bulk carriers' grain loading manual contains Volumetric Heeling Moments (VHM),
which are values based on an assumed surface grain shift of 15° (for a full compartment)
and 25° (for a partially full compartment).
Certificate of Loading
A certificate of loading (bulk grain only)is issued in the USA by the National
Cargo bureau to certify that a cargo of bulk grain has been loaded as per
USCG regulations. The document is similar to the Canadian certificate of
fitness to proceed to sea.
Hold of a Bulk Carrier that is grain clean and ready to load

Stability Requirements
1. The intact stability characteristics of any ship carrying bulk grain shall be shown to
meet, throughout the voyage.
.1 The angle of heel due to the shift of grain shall not be greater than 12°
.2 In the statitcal stability diagram, the net or residual area between the heeling arm
curve and the righting arm curve up to the angle of heel of maximum difference
between the ordinates of the two curves, or 40° or the angle of flooding
(θ1),whichever is the least shall in all conditions of loading be not less than 0.075
meter-radians.
.3 The initial metacentric height, after correction for the free surface effect of liquid in
tanks, shall be not less than 0.30m
Stability Requirements
2. Before loading bulk grain the master shall, if so required by the Contracting
Government of the country of the port of loading, demonstrate the ability of the ship
at all stages of any voyage to comply with the stability criteria required.
3. After loading, the master shall ensure that the ship is upright before proceeding to
sea.
* It is recommended that loading conditions be provided for three representative stowage

factors (1.25, 1.50 and 1.75 cubic meters per ton
Stowage of Bulk Grain
• All necessary and reasonable trimming shall be performed to level all free grain surfaces
and to minimize the effect of grain shifting.
• In any filled compartment, trimmed, the bulk grain shall be trimmed so as to fill all
spaces under the decks and hatch covers to the maximum extent possible.
• In any filled compartment, untrimmed, the bulk grain shall be filled to the maximum
extent possible in way of the hatch opening but may be at its natural angle of repose
outside the periphery of the hatch openings.
• If there is no bulk grain or other cargo above a lower cargo space containing grain, the
hatch covers shall be secured in an approved manner having regard to the mass and
permanent arrangements provided for securing such covers.

• When bulk grain is stowed on top of closed ‘tween-deck hatch covers which are not
grain-tight, such covers shall be made grain-tight by taping the joints, covering the
entire hatchway with tarpaulins or separation cloths, or other suitable means.
• After loading, all free grain surface in partly filled compartments shall be level.
• Unless account is taken of the adverse heeling effect due to the grain, the surface of the
bulk grain in any partly filled compartment shall be secured so as to prevent a grain
shift by overstowing. Alternatively, in partly filled compartments, the bulk grain surface
may be secured by strapping or lashing.
• Lower cargo spaces and ‘tween-deck spaces in way thereof may be loaded as one
compartment provided that, in calculating transverse heeling moments, proper account
is taken of the flow of grain into the lower spaces.
• In filled compartments, trimmed; filled compartments, untrimmed; and partly filled

compartments, longitudinal division may be installed as a device to reduce the adverse
heeling effect of grain shift provided that:
.1 the division is grain-tight

.2 meets the requirements stated in the Code
.3 in ‘tween-decks the division extends from deck to deck and in other cargo spaces the
divisions extend downwards from the underside of the deck or hatch covers.
FIN

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SEAM 4

Cargo Handling and Stowage

Specification of minimum standard of competence for officers

(ML) Specification of minimum standard of competence for

Dangerous, Hazardous and Harmful Cargoes

• Enhance the safe transport of dangerous goods

• Protect the marine environment

• Facilitate the free unrestricted movement of dangerous

The IMDG Code is based on an

The IMDG Code is based on an

• New dangerous goods which have to be included.

• New technology and methods of working with or handling dangerous goods.

• Safety concerns which arise as a result of experience.

It is presented in two books; Volume 1 and

It is necessary to use both books to obtain the

The Code also contains a Supplement.

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

The Supplement contains the following texts related to the Code:

• The type of packaging that can be used.

Subclass 1.2: Explosives with a severe projection hazard

Subclass 1.4: Minor fire or projection hazard

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

There are three main groups of flammable liquid.

Subclass 4.2: Spontaneously combustible solids

Subclass 5.2: Organic peroxide oxidizing agent

Subclass 6.2: Biohazard

Infectious Substance material is known to contain or suspected of containing a pathogen. Infectious

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

PSN and UN Number

• A four-digit number known as the UN Number which is

• The corresponding Proper Shipping Name (PSN).

• Indicates the degree of danger within the Classes and

Subsidiary Risk label

Cargo Transport Unit

• A reference published by the IMO aligned with

The following general procedures apply to all modes of

2. Identify the Proper Shipping Name from the general

8. Pack cargo transport units according to segregation requirements. Document container/vehicle eg

All codes have similar marking and labeling requirements.

Stowage and segregation requirements for the different types of ships:

Effectively segregated so that the incompatible goods cannot interact

In different compartments or holds when stowed under deck.

Separated by a complete compartment or hold from:

Either a vertical or a horizontal separation. If the intervening decks are

Separated longitudinally by an intervening complete compartment

Vertical separation alone does not meet this requirement.. Between a

1. Know the Classification of Dangerous Cargo:

2. Check the Cargo for Correct Packaging

If the IMDG cargo is loaded in a package, ensure to check:

3. Know the Cargo Groups

4. Check the Labels

5. Check the Documents of the Cargo

6. Check When Loading Cargo

While loading the IMDG cargo, following things must be checked:

7. Inspect Loading Explosive Cargo

If the IMDG cargo is with explosive label, ensure to check:

8. Know the Emergency Procedure

1. Plan and Monitor Loading and Discharging of Cargo

2. Have Knowledge of IMDG Containers Loaded Onboard

3. Handle Reefer Containers With Care

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

5. Have Proper Visual Inspection of Ship’s Draught

6. Check Ship’s Ballast and List