NORTHERN PHILIPPINES COLLEGE FOR MARITIME, SCIENCE AND

TECHNOLOGY

Seamanship 4
STCW Table A-II/1
NORTHERN PHILIPPINES COLLEGE FOR MARITIME, SCIENCE AND TECHNOLOGY

FUNCTION

NAVIGATION AT OPERATIONAL LEVEL

STCW Code Table A-II/1 and A-II/2

Topics
Cargo operations

- Oil tanker
- Chemical tanker
- Liquefied gas tanker
 STCW Code Table A-II/1 and A-II/2

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)
 STCW Table A-II/1
Learning Objectives

After completing this subject, the cadet will be able t

•Identify safe and unsafe working practices

• Correctly don personal protective equipment

• Explain the importance of the IMO Standard Marine Communication Phrases

and the International Code of Signals in the safe operation of the ship

•Identify the spelling of letters and numbers as used in International Code of Signals
 STCW Code Table A-II/1 and A-II/2

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

Tanker Piping and Pumping Arrangements

 SEAM 4 - Cargo Handling and
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Tanker Vessel

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

 SEAM 4 - Cargo Handling and
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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
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology

Cargo Tanks
A tank intended primarily for the carriage of liquids or gases (including appurtenances, reinforcements,
fittings, and closures).
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology

Pump-room
A room in which any pumps used for loading, discharging or transferring oil cargoes are located.
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology

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.
 SEAM 4 - Cargo Handling and
Stowage
Tanker Arrangement Terminology

Slop Tanks
A tank specifically designated for the collection of tank draining, tanks washings and other oily mixtures
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology
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.
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology
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 .
SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology

Deep tanks
A deep compartment usually extending from tank top to lower deck.
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology

Accommodation
Safe space wherein crew members stay for resting, eating and other indoor related works.
 SEAM 4 - Cargo Handling and
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Tanker Arrangement Terminology

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.
 SEAM 4 - Cargo Handling and
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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.
 SEAM 4 - Cargo Handling and
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Cargo Piping Systems
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.
 SEAM 4 - Cargo Handling and
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Cargo Piping Systems
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
 SEAM 4 - Cargo Handling and
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Cargo Piping Systems
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.
 SEAM 4 - Cargo Handling and
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Cargo Piping Systems
2. Ring main system
SEAM 4 - Cargo Handling and
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• Cargo Piping Systems
 SEAM 4 - Cargo Handling and
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Cargo Piping Systems
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
SEAM 4 - Cargo Handling and
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Cargo Piping Systems
Pump room vs. Deep well Pumps
 SEAM 4 - Cargo Handling and
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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.
 SEAM 4 - Cargo Handling and
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Safe practices when handling noxious chemical cargo -Chemical tankers procedure
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.
 SEAM 4 - Cargo Handling and
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Safe practices when handling noxious chemical cargo -Chemical tankers procedure
Before loading /unloading:

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.
 SEAM 4 - Cargo Handling and
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Safe practices when handling noxious chemical cargo -Chemical tankers procedure
Before loading /unloading:

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)
 SEAM 4 - Cargo Handling and
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Safe practices when handling noxious chemical cargo -Chemical tankers procedure
Before loading /unloading:

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.
 SEAM 4 - Cargo Handling and
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Safe practices when handling noxious chemical cargo -Chemical tankers procedure
Before loading /unloading:

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!

 SEAM 4 - Cargo Handling and
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Safe practices when handling noxious chemical cargo -Chemical tankers procedure
Before loading /unloading:

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)
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations

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.
 SEAM 4- Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
Tank Cleaning and Crude Oil Washing

• 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?
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
Tank Cleaning and Crude Oil Washing

• 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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
Tank Cleaning and Crude Oil Washing

• 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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
Tank Cleaning and Crude Oil Washing

• 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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
Tank Cleaning and Crude Oil Washing

• 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 wash water 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
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
Tank Cleaning and Crude Oil Washing

• 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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
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.
 SEAM 4 - Cargo Handling and
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Oil Tanker Operations and Related Pollution-prevention Regulations
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.
SEAM 4 - Cargo Handling and
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Chemical Tankers
 SEAM 4 - Cargo Handling and
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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.
 SEAM 4 - Cargo Handling and
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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).
 SEAM 4 - Cargo Handling and
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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
 SEAM 4 - Cargo Handling and
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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"

 SEAM 4 - Cargo Handling and
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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.
Tank gauging, level gauging – the process of measuring tank contents.
• 1. Every modern chemical tanker must have an accurate and reliable tank
gauging system. The system must be capable of measuring the tank contents
at any level of filling and must be independent of the high level and overflow
control system alarms. The Code specifies three different types of gauging
systems dependent upon the flammability and toxicity of the cargo, viz: open
gauging, restricted gauging and closed gauging.
• 2. Thickness measurements which are carried out to evaluate the corrosion
wastage of hull structure. Ultrasonic thickness (UT) measurement is applied in
the maritime industry. The gauging of a plate or member normally starts out
with two readings. If one appears to indicate a suspect condition, then more
shots are taken.
 Cargo tank environmental, temperature and pressure control system of the
tanker vessel
• 1. Ventilation System: The cargo tanks are equipped with a ventilation system
that ensures the proper exchange of fresh air, prevents the accumulation of
flammable or toxic vapors, and maintains a safe atmosphere. The system
includes fans, air inlets, and outlets, as well as dampers to control airflow.
• 2. Heating and Cooling System: Depending on the type of cargo being
transported, the cargo tanks may require heating or cooling to maintain the
appropriate temperature. Heating can be done using steam coils or electric
heaters, while cooling can be achieved through refrigeration units or direct
sea water cooling.
• 3. Insulation: Cargo tanks are typically insulated to minimize
temperature fluctuations and energy loss. Insulation materials, such
as foam or rock wool, are used to provide thermal insulation and
prevent any heat transfer between the cargo and the surrounding
environment.
• 4. Pressure Control System: To ensure the safety of the cargo tanks
and the vessel, a pressure control system is in place. This system
consists of pressure relief valves, rupture discs, and pressure gauges
that monitor and maintain the desired pressure levels within the
cargo tanks. Excessive pressure can be harmful and potentially cause
tank failures or explosions.
• 5. Monitoring and Control: The cargo tank environmental,
temperature, and pressure control system is monitored and
controlled from a central control room or the ship's control panel.
This allows the crew to adjust and regulate the system parameters as
per the cargo requirements and safety guidelines. Overall, the cargo
tank environmental, temperature, and pressure control system of a
tanker vessel plays a critical role in ensuring the safe transportation of
cargoes by maintaining optimal conditions and mitigating any
potential risks.
 Heating and cooling systems
• On ships, heating, cooling and air conditioning systems ensure the optimum
temperature for cargo, crew and passengers. Heat exchangers are used for
the heating and cooling systems. The required measurement and control
technology must meet the standards of the shipping industry. At JUMO, you
can obtain sensor and automation technology with approvals according to
Bureau Vertitas
• The cargo holds of ships are heated or cooled by heat exchangers. Heat is
transferred from one liquid or gaseous medium to another. In some cases,
heat and exhaust gases from the engines are also recovered. Temperature
and pressure sensors from JUMO control and monitor this process.
• Detecting system intrusions is the process of monitoring the events occurring in a
computer system or network and analyzing them for signs of possible incidents, which
are violations or imminent threats of violation of computer security policies, acceptable
use policies, or standard security practices. The detection of system intrusions (DSIs) is
primarily focused on identifying possible incidents, logging information about them,
attempting to stop them, and reporting them to security administrators. In addition,
organizations use the DSIs for other purposes, such as identifying problems with
security policies, documenting existing threats, and deterring individuals from violating
security policies. The DSIs have become a necessary addition to the security
infrastructure of nearly every organization. In addition, the DSIs typically record
information related to observed events, notify security administrators of important
observed events, and produce reports. .
• A fire fighting system is an activity of prevention during a fire
spread in building, home or warehouse with the use of proper fire
safety equipment like extinguisher, hose reels, fire monitors,
nozzles and hose pipes.
LO1.3 Explain the basic safety cargo operation?
• Ensure that the cargo is properly loaded on the vehicle. Carry out
loading and unloading at designated areas (e.g. loading and
unloading bay). Take necessary precautions to prevent the vehicle
from moving during loading and unloading. Not leave the loading
site without checking stowage and securing.
 Loading oil cargo
• The primary consideration for restricting the maximum rate at which
a vessel may load is to prevent the excessive build-up of pressure
within the cargo system. This is governed by several factors, including
the diameter of the smallest section of pipe in the order, material
from which pipeline is constructed, angular frequency of bends, and
the capacity of the venting system, etc. The closing loading system,
whereby vapors are exhausted through either vent risers or high-
velocity vents, must always be used. The rate of loading must be
adjusted to consider the number of tanks or holds open at any one
time.
• It is also important that the cargo being loaded is correctly distributed. It is
not permissible to load at the maximum loading rate into one tank or into
tanks served by only one section of the gas line so that all the gas being
given off by the cargo is expelled through a single outlet. One person must
be delegated to keep watch within sight of the manifold area throughout
loading. If an incident at the manifold occurs, such as a burst pipe or failure
of the manifold connection, the agreed to shut down procedure must be put
into action first, and the Emergency Alarms sounded. The gangway
watchman may perform this duty. If the person delegated to watch the
manifold area is a rating, he must be instructed in the course of action to be
taken in the event of an emergency before commencing his watch.
• Operation of oil tankers involve many complexities and careful
consideration will need to be made for all aspect of daily shipboard
jobs. Our article here is about tanker procedures - tank cleaning ,
purging & gas free check items . These procedures are only indicative,
not exhaustive in nature and one must always be guided by practices
of good seamanship.
CHECK ITEMS BEFORE START OF OPERATION

1) Has the operational risks identified and lowered to as low as

reasonably practicable (ALARP)
• 2) Has the working plan for tank cleaning/purging/gas freeing been notified to concerned crew (deck and engine
dept.)?

3) Have various precautions and start of work been notified to crew members?

4) Is crew wearing proper PPE?

5) Have all external doors and ports in accommodation been closed and accommodation entrance been designated?

6) Positive pressure is being maintained inside the accommodation, and air conditioning intakes, which may permit
the entry of cargo vapors, are closed.

7) The ships fire hoses and fire- fighting equipment are positioned and ready for immediate use.

8) Are combustible gas detector and oxygen content detector ready for use and in good working order?

9) Has reference been made to relevant recommendations in ISGOTT ?

10) Is I.G. system in good working order (including PV breaker and deck seal system)?
• 11) Is continuity of portable tank cleaning hoses in good order (if used / applicable)?

12) Is the ships pipe lines in good condition and appropriate for the service intended?

13) Scuppers on board are effectively plugged

14) Sea and overboard discharge valves, when not in use, are closed and visibly
secured.

15) Are Naked light regulations being observed and the crew been advised on the
restriction to the use of portable stoves

16) Has measures been taken to avoid funnel sparks falling on deck especially during
soot blow and discussed with E/R
• 17) Have gas checks been made 1m below deck and middle level of the tank(s) to confirm O2 level below 8%.

18) Is there an effective deck watch in attendance on board and adequate supervision of operations on the
ship?

19) Smoking rooms have been identified and smoking requirements are being observed.

20) Hand torches (flashlights) are of an approved type.

21) Portable VHF/UHF transceiver are of an approved type.

22) Electric cables to portable electrical equipment within the hazardous area are disconnected from power.

23) Are air conditioning units put on partial recirculation. (To be kept open the Top air intake)

24) Measures have been taken to ensure sufficient mechanical ventilation in the pump room.
.
•
CHECK ITEMS JUST BEFORE START OF WASHING

Has announcement been made prior starting of operation

1) Have tanks oxygen content been confirmed to be below 8% before start of washing?

2) Are all opening holes of tanks are to be washed closed?

3) Do tanks to be washed have positive pressure ?

4) Are tanks to be washed and water supplying/gathering tanks supplied Inert gas?
• CHECK ITEMS DURING TANK CLEANING

1) Is oxygen content of delivered inert gas below 5%

2) Does the cleaning tanks have positive pressure?

3) Is the cleaning line pressure proper?

4) "Is the cleaning water temperature proper with respect to last cargo properties?(in case of hot water washing)"

5) Are cleaning machines working properly?

6) Are stripping systems working properly?

7) Is the level of gathering tank proper?

8) Is pump room in good order?

9) Is surrounding sea surface in good condition?

• CHECK ITEMS FOR HC GAS PURGING OPERATION

1) Has working procedure been discussed with assigned persons?

2) Lines set for purging cargo tank?

3) Has the crew been advised to keep away from the purged gas and to carry personal gas
monitor? (esp. for H2S) Are purging tanks and pipe lines related drained?

4) Is tank oxygen content below 8% by volume?

5) Has been measured primary HC gas concentration in purging tanks?

6) Has measures been taken to avoid funnel sparks falling on deck especially during soot blow and
discussed with E/R?.
• 7) Has purge pipe cover been open for purging and the flame screen
(wire mesh) is clear from choking and the gas flowing out with full
flow?

8) Is oxygen content of delivered inert gas below 5% by volume?

9) Is full volume of Inert gas supplied to purging tanks? (Not releasing

through Excess valve?)

10) Have you confirmed there is no gas stagnation on deck?

 CHECK ITEMS FOR GAS FREE OPERATION

1) Is oxygen content of tanks to be gas freed below 8% and is HC gas content below 2% by volume?

2) Is gas free equipment such as portable fans, steam hoses, portable hoses for supplying water and etc. in
good condition?

3) Are inert gas delivery valves of tanks to be gas freed closed? (blanked if applicable)

4) Are cargo line suction valves(in case not applicable for gas free operation) closed?

5) Are exhaust holes suitably opened ?

6) Has measures been taken to avoid funnel sparks falling on deck especially during soot blow and
discussed with E/R.
• 7) Has tanks oxygen content reached 21 % and has combustible gas content reached below 1% LFL (for Entry into
tank)

CHECK ITEMS FOR ENTERING THE TANKS AFTER GAS FREE

1) Is tank oxygen content 21% by volume (measuring at fore and aft, high, middle and lower sections of the tank)?

2) Is tank HC gas content below 1% LFL (measuring at fore and aft, high, middle and lower sections of the tank)?

3) Are inert gas delivery valves securely closed by double valves, or shut by blinder or line segregation?

4) Are cargo main suction and stripping valves securely closed?

5) Is the tank ventilation being continued?

6) Companys Procedures for enclosed space entry complied with?

• Emergency Shutdown System (ESD).An automatic protection system
which will act to shut down the plant if it enters a potentially dangerous
state. In some countries this is called a Safety Instrumented System (SIS).
INFORMATION ON MATERIAL SAFETY DATA SHEET (MSDS)
• A ship has to carry different types of cargo which includes oil cargo,
chemical cargo, and cargo in gaseous form. These types of goods are
hazardous for marine environment as well as for the health of seafarer.
Apart from carrying cargo, the ship carries different types of chemicals
and solutions which are used for several marine operations. A Material
Safety Data Sheet is provided for such cargo and also for chemicals
carried onboard which are used for maintenance purpose.
 Purpose of MSDS
• MSDS is carried onboard for ensuring the safety of marine
environment and seafarers.
• MSDS provides useful and accessible information on the product
carried on board, either as a cargo or for operational purposes.
• MSDS is to be carried out for all individual hazardous material carried
on board along with proper personal protective equipments (PPE) so
that in the time of emergency, appropriate procedures and swift
response can be achieved in that situation.
• LO 1.4 Interpret the international regulation of IMDG Code?
• The International Maritime Dangerous Goods Code or IMDG Code was adopted in
1965 as per the SOLAS (International Convention For Safety Of Life at Sea)
Convention of 1960 under the IMO. Also, some of the provisions of MARPOL are
extended in the IMDG Code. IMDG Regulations are updated periodically. In 2020,
the 2018 edition came into effect. However, the 2020 codes came into effect on 1
June 2022, after a five-month delay caused by the covid-19 pandemic.
• The objective of the IMDG Code is to ensure the safe transport of dangerous goods
and prevent all types of marine pollution while allowing the free unrestricted
movement of such goods. It also focuses on the preservation of the marine
environment and the prevention of pollution. Voluntary compliance with the code
began on 1 January 2019, and mandatory compliance with the code started on 1
January 2020.
• It was developed as a uniform international code for transporting dangerous
goods by sea, including packing, container traffic, and stowage, with special
emphasis on segregating incompatible substances. It is a two-volume set, and
another one-volume supplement emphasises fires and spillage emergencies.
• The IMDG code also ensures that the goods transported through seaways are
packaged so that they can be safely transported. The dangerous goods code is
uniform. This means that the code applies to all cargo-carrying ships
worldwide.
• Dangerous goods are those materials essential for manufacturing items like
electronics, cars, batteries, and pharmaceuticals, for which there is
tremendous demand and take up a large chunk of world trade.
 WHAT IS DANGEROUS GOODS CODE?
• The dangerous goods code has been created per the recommendations of the
United Nations panel of experts on the transportation of hazardous goods along
with the IMO (International Maritime Organization). This proposal by the UN
was presented as a report in the year 1956, after which the IMO IMDG Code
was started to be drafted in the year 1961.
• Since marine transportation has undergone a lot of development and changes,
it becomes essential that the code also keeps up with the changes. This is why
there have been constant amendments to the IMDG code. The amendments
are proposed every two years, and the adoption of the amendments takes
place after two years of the proposal by the concerned authorities. The
amendments are presented in this manner:
• The countries that are members of the IMO present the required
proposal.
• The UN’s expert panel then views and decides what proposals merit
immediate attention in the upcoming amendment.
• Shipping dangerous goods is a very tricky business. This is why to
avoid complications or problems while categorising the aspect and
level of danger; there is a set of classifications for dangerous goods.
There are nine clauses in which dangerous goods are classified. The
dangerous goods labels and dangerous goods certificate for the cargo
are issued as per the nine clauses, which are explained as follows:
• Classification 1 is for explosives. The same classification has six sub-divisions for
materials which pose a high explosive risk and low explosive risk, like aerosols and
fireworks.
• Classification 2 is for gases. This clause has three sub-categories that talk about
highly flammable gases that are not inflammable and gases that are neither
flammable nor toxic.
• Classification 3 is for flammable liquids and has no sub-divisions
• Classification 4 is for volatile solids. Three sub-categories deal with highly
combustible solids, self-reactive solids and solids that, when interacting with
water, could emit toxic gases
• Classification 5 is for substances that have the chances of oxidisation, like
portable tanks
• Classification 6 is for all kinds of harmful substances, infectious substances or
ones that could cause harm
• Classification 7 is specifically for radioactive material
• Classification 8 is for materials that face the threat of corrosion and erosion
• Classification 9 is for those substances that cannot be classified under any of
the above heads, i.e. miscellaneous dangerous substances, like internal
combustion engines, dry ice etc.
Importance of IMDG Code for seafarers
• All the crew members engaged on a ship and involved directly with dangerous
cargo carried on board the vessel must undergo a dangerous goods course
based on STCW requirements and prepared as per IMO guidance.
 Several shore-based training centres offer dangerous goods training to handle the IMDG
cargo on a ship. The following are essential points that a seafarer must understand under
the IMDG code:
• Segregation of dangerous goods and identifying the proper shipping name of dangerous
goods.
• They should know how the particular IMDG cargo should be packed
• He should understand different types of markings, labels or placards used to address
various dangerous goods
• Must know the hazards associated with these goods and safe practices to load/unload
the cargo unit carrying the IMDG products.
• The seafarer should understand the transport documents used for dangerous goods
• .How to handle the dangerous goods when the ship is under voyage
• Inspector conduct a survey, if needed, to comply with applicable rules and
regulations
• To know the best procedure to contain and fight a fire involving dangerous goods
carried on a ship
• To prepare hazardous goods loading/stowage plans considering ship stability,
safety and emergency preparedness during an unfortunate incident.
• Understand the importance of correct dangerous goods declaration for port
authorities and land transit purpose
At present, the reach of the IMDG Code extends to about 150 countries worldwide,
with around 98% of ships following the code’s requirements. This figure helps us
understand the code’s effectiveness concerning shipping dangerous goods across
the oceans and the marine life forms that exist therein.
•
International Convention for the Safety of Life at Sea (SOLAS), 1974
• Adoption: 1 November 1974; Entry into force: 25 May 1980
• The SOLAS Convention in its successive forms is generally regarded as the most
important of all international treaties concerning the safety of merchant ships. The
first version was adopted in 1914, in response to the Titanic disaster, the second in
1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit
acceptance procedure - which provides that an amendment shall enter into force on
a specified date unless, before that date, objections to the amendment are received
from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous
occasions. The Convention in force today is sometimes referred to as SOLAS, 1974, as
amended.
 Technical provisions
• The main objective of the SOLAS Convention is to specify minimum standards
for the construction, equipment and operation of ships, compatible with their
safety. Flag States are responsible for ensuring that ships under their flag
comply with its requirements, and a number of certificates are prescribed in
the Convention as proof that this has been done. Control provisions also allow
Contracting Governments to inspect ships of other Contracting States if there
are clear grounds for believing that the ship and its equipment do not
substantially comply with the requirements of the Convention - this
procedure is known as port State control. The current SOLAS Convention
includes Articles setting out general obligations, amendment procedure and
so on, followed by an Annex divided into 14 Chapters.
• Chapter I - General Provisions
• Includes regulations concerning the survey of the various types of ships and the issuing of
documents signifying that the ship meets the requirements of the Convention. The Chapter
also includes provisions for the control of ships in ports of other Contracting Governments.
• Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
• The subdivision of passenger ships into watertight compartments must be such that after
assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for
watertight integrity and bilge pumping arrangements for passenger ships are also laid down
as well as stability requirements for both passenger and cargo ships.
• The degree of subdivision - measured by the maximum permissible distance between two
adjacent bulkheads - varies with ship's length and the service in which it is engaged. The
highest degree of subdivision applies to passenger ships.
• Requirements covering machinery and electrical installations are designed
to ensure that services which are essential for the safety of the ship,
passengers and crew are maintained under various emergency conditions.

• "Goal-based standards" for oil tankers and bulk carriers were adopted in
2010, requiring new ships to be designed and constructed for a specified
design life and to be safe and environmentally friendly, in intact and
specified damage conditions, throughout their life. Under the regulation,
ships should have adequate strength, integrity and stability to minimize the
risk of loss of the ship or pollution to the marine environment due to
structural failure, including collapse, resulting in flooding or loss of
watertight integrity.
• Chapter II-2 - Fire protection, fire detection and fire extinction
• Includes detailed fire safety provisions for all ships and specific measures
for passenger ships, cargo ships and tankers.
• They include the following principles: division of the ship into main and
vertical zones by thermal and structural boundaries; separation of
accommodation spaces from the remainder of the ship by thermal and
structural boundaries; restricted use of combustible materials; detection
of any fire in the zone of origin; containment and extinction of any fire in
the space of origin; protection of the means of escape or of access for
fire-fighting purposes; ready availability of fire-extinguishing appliances;
minimization of the possibility of ignition of flammable cargo vapour.
• Chapter III - Life-saving appliances and arrangements
• The Chapter includes requirements for life-saving appliances and
arrangements, including requirements for life boats, rescue boats and
life jackets according to type of ship. The International Life-Saving
Appliance (LSA) Code gives specific technical requirements for LSAs
and is mandatory under Regulation 34, which states that all life-saving
appliances and arrangements shall comply with the applicable
requirements of the LSA Code.
• Chapter IV - Radiocommunications
• The Chapter incorporates the Global Maritime Distress and Safety System
(GMDSS). All passenger ships and all cargo ships of 300 gross tonnage and
upwards on international voyages are required to carry equipment designed
to improve the chances of rescue following an accident, including satellite
emergency position indicating radio beacons (EPIRBs) and search and rescue
transponders (SARTs) for the location of the ship or survival craft.
• Regulations in Chapter IV cover undertakings by contracting governments to
provide radiocommunication services as well as ship requirements for
carriage of radiocommunications equipment. The Chapter is closely linked to
the Radio Regulations of the International Telecommunication Union.
• Chapter V - Safety of navigation
• Chapter V identifies certain navigation safety services which should be provided by
Contracting Governments and sets forth provisions of an operational nature applicable
in general to all ships on all voyages. This is in contrast to the Convention as a whole,
which only applies to certain classes of ship engaged on international voyages.
• The subjects covered include the maintenance of meteorological services for ships; the
ice patrol service; routeing of ships; and the maintenance of search and rescue
services.
• This Chapter also includes a general obligation for masters to proceed to the assistance
of those in distress and for Contracting Governments to ensure that all ships shall be
sufficiently and efficiently manned from a safety point of view.
• The chapter makes mandatory the carriage of voyage data recorders (VDRs) and
automatic ship identification systems (AIS).
• Chapter VI - Carriage of Cargoes
• The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their
particular hazards to ships or persons on board, may require special precautions". The
regulations include requirements for stowage and securing of cargo or cargo units (such as
containers). The Chapter requires cargo ships carrying grain to comply with the International
Grain Code.
• Chapter VII - Carriage of dangerous goods
• The regulations are contained in three parts:
• Part A - Carriage of dangerous goods in packaged form - includes provisions for the
classification, packing, marking, labelling and placarding, documentation and stowage of
dangerous goods. Contracting Governments are required to issue instructions at the national
level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG)
Code, developed by IMO, which is constantly updated to accommodate new dangerous
goods and to supplement or revise existing provisions.
• Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and
segregation requirements for these goods and requires reporting of incidents involving such goods.

• Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and
requires chemical tankers to comply with the International Bulk Chemical Code (IBC Code).

• Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to
comply with the requirements of the International Gas Carrier Code (IGC Code).

• Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and
high-level radioactive wastes on board ships and requires ships carrying such products to comply with the
International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes on Board Ships (INF Code).

• The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the
International Maritime Dangerous Goods Code (IMDG Code).
 Chapter VIII - Nuclear ships
• Gives basic requirements for nuclear-powered ships and is particularly
concerned with radiation hazards. It refers to detailed and
comprehensive Code of Safety for Nuclear Merchant Ships which was
adopted by the IMO Assembly in 1981.
Chapter IX - Management for the Safe Operation of Ships
• The Chapter makes mandatory the International Safety Management
(ISM) Code, which requires a safety management system to be
established by the shipowner or any person who has assumed
responsibility for the ship (the "Company").
 Chapter X - Safety measures for high-speed craft
• The Chapter makes mandatory the International Code of Safety for
High-Speed Craft (HSC Code).
Chapter XI-1 - Special measures to enhance maritime safety
• The Chapter clarifies requirements relating to authorization of
recognized organizations (responsible for carrying out surveys and
inspections on Administrations' behalves); enhanced surveys; ship
identification number scheme; and port State control on operational
requirements.
 Chapter XI-2 - Special measures to enhance maritime security
• Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities Security
Code (ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best
to comply with the mandatory requirements. Regulation XI-2/8 confirms the role of the Master
in exercising his professional judgement over decisions necessary to maintain the security of
the ship. It says he shall not be constrained by the Company, the charterer or any other person
in this respect.
• Regulation XI-2/5 requires all ships to be provided with a ship security alert system. ,Regulation
XI-2/6 covers requirements for port facilities, providing among other things for Contracting
Governments to ensure that port facility security assessments are carried out and that port
facility security plans are developed, implemented and reviewed in accordance with the ISPS
Code. Other regulations in this chapter cover the provision of information to IMO, the control
of ships in port, (including measures such as the delay, detention, restriction of operations
including movement within the port, or expulsion of a ship from port), and the specific
responsibility of Companies.
 Chapter XII - Additional safety measures for bulk carriers
• The Chapter includes structural requirements for bulk carriers over 150
metres in length.
Chapter XIII - Verification of compliance
• Makes mandatory from 1 January 2016 the IMO Member State Audit
Scheme.
Chapter XIV - Safety measures for ships operating in polar waters
• The chapter makes mandatory, from 1 January 2017, the Introduction
and part I-A of the International Code for Ships Operating in Polar
Waters (the Polar Code).
• The STCW Code
• The regulations contained in the Convention are supported by
sections in the STCW Code. Generally speaking, the Convention
contains basic requirements which are then enlarged upon and
explained in the Code.
• Part A of the Code is mandatory. The minimum standards of
competence required for seagoing personnel are given in detail in a
series of tables. Chapter II of the Code, for example, deals with
standards regarding the master and deck department.
• Part B of the Code contains recommended guidance which is intended to help Parties
implement the Convention. The measures suggested are not mandatory and the examples
given are only intended to illustrate how certain Convention requirements may be complied
with. However, the recommendations in general represent an approach that has been
harmonized by discussions within IMO and consultation with other international
organizations.
• STCW Convention chapters
• Chapter I: General provisions
• Chapter II: Master and deck department
• Chapter III: Engine department
• Chapter IV: Radiocommunication and radio operators
• Chapter V: Special training requirements for personnel on certain types of ships
• Chapter VI: Emergency, occupational safety, security, medical care and survival functions
Chapter VII: Alternative certification
• Chapter VIII: Watchkeeping
 International Convention for the Prevention of Pollution from Ships (MARPOL)
• Adoption: 1973 (Convention), 1978 (1978 Protocol), 1997 (Protocol - Annex VI); Entry
into force: 2 October 1983 (Annexes I and II).
• The International Convention for the Prevention of Pollution from Ships (MARPOL) is the
main international convention covering prevention of pollution of the marine
environment by ships from operational or accidental causes.
• The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of
1978 was adopted in response to a spate of tanker accidents in 1976-1977. As the 1973
MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol
absorbed the parent Convention. The combined instrument entered into force on 2
October 1983. In 1997, a Protocol was adopted to amend the Convention and a new
Annex VI was added which entered into force on 19 May 2005. MARPOL has been
updated by amendments through the years.
• The Convention includes regulations aimed at preventing and minimizing
pollution from ships - both accidental pollution and that from routine
operations - and currently includes six technical Annexes. Special Areas with
strict controls on operational discharges are included in most Annexes.
Annex I Regulations for the Prevention of Pollution by Oil (entered into
force 2 October 1983)
• Covers prevention of pollution by oil from operational measures as well as
from accidental discharges; the 1992 amendments to Annex I made it
mandatory for new oil tankers to have double hulls and brought in a phase-
in schedule for existing tankers to fit double hulls, which was subsequently
revised in 2001 and 2003.
 Annex II Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk (entered into force 2 October 1983, provisions took effect
from 6 April 1987)

• Details the discharge criteria and measures for the control of pollution by
noxious liquid substances carried in bulk; some 250 substances were
evaluated and included in the list appended to the Convention; the discharge
of their residues is allowed only to reception facilities until certain
concentrations and conditions (which vary with the category of substances)
are complied with.
• In any case, no discharge of residues containing noxious substances is
permitted within 12 miles of the nearest land.
 Annex III Prevention of Pollution by Harmful Substances Carried by
Sea in Packaged Form (entered into force 1 July 1992)
• Contains general requirements for the issuing of detailed standards
on packing, marking, labelling, documentation, stowage, quantity
limitations, exceptions and notifications.
• For the purpose of this Annex, “harmful substances” are those
substances which are identified as marine pollutants in the
International Maritime Dangerous Goods Code (IMDG Code) or which
meet the criteria in the Appendix of Annex III.
• Annex III Prevention of Pollution by Harmful Substances Carried by
Sea in Packaged Form (entered into force 1 July 1992)
• Contains general requirements for the issuing of detailed standards
on packing, marking, labelling, documentation, stowage, quantity
limitations, exceptions and notifications.
• For the purpose of this Annex, “harmful substances” are those
substances which are identified as marine pollutants in the
International Maritime Dangerous Goods Code (IMDG Code) or which
meet the criteria in the Appendix of Annex III.
• Annex V Prevention of Pollution by Garbage from Ships (entered into force 31
December 1988)
• Deals with different types of garbage and specifies the distances from land and the
manner in which they may be disposed of; the most important feature of the Annex is
the complete ban imposed on the disposal into the sea of all forms of plastics.
• Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)
• Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and
prohibits deliberate emissions of ozone depleting substances; designated emission
control areas set more stringent standards for SOx, NOx and particulate matter. A
chapter adopted in 2011 covers mandatory technical and operational energy efficiency
measures aimed at reducing greenhouse gas emissions from ships.
• International Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk (IBC Code)
• Carriage of chemicals in bulk is covered by regulations in SOLAS
Chapter VII - Carriage of dangerous goods and MARPOL Annex II -
Regulations for the Control of Pollution by Noxious Liquid Substances
in Bulk.
• Both Conventions require chemical tankers built after 1 July 1986 to
comply with the International Code for the Construction and
Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code).
• The IBC Code provides an international standard for the safe carriage by
sea of dangerous and noxious liquid chemicals in bulk. To minimize the
risks to ships, their crews and the environment, the Code prescribes the
design and construction standards of ships and the equipment they
should carry, with due regard to the nature of the products involved. In
December 1985, by resolution MEPC.19(22), the Code was extended to
cover marine pollution aspects and applies to ships built after 1 July 1986.
• In October 2004, IMO adopted revised MARPOL Annex II Regulations for
the control of pollution by noxious liquid substances in bulk. This
incorporates a four-category categorization system for noxious and liquid
substances and it entered into force on 1 January 2007.
• Ships subject to the Code shall be designed to one of the following standards:
• A type 1 ship is a chemical tanker intended to transport chapter 17 products with
very severe environmental and safety hazards which require maximum
preventive measures to preclude an escape of such cargo.
• A type 2 ship is a chemical tanker intended to transport chapter 17 products with
appreciably severe environmental and safety hazards which require significant
preventive measures to preclude an escape of such cargo.
• A type 3 ship is a chemical tanker intended to transport chapter 17 products with
sufficiently severe environmental and safety hazards which require a moderate
degree of containment to increase survival capability in a damaged condition.
 International Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk (IBC Code)
• Carriage of chemicals in bulk is covered by regulations in SOLAS
Chapter VII - Carriage of dangerous goods and MARPOL Annex II -
Regulations for the Control of Pollution by Noxious Liquid Substances
in Bulk.
• Both Conventions require chemical tankers built after 1 July 1986 to
comply with the International Code for the Construction and
Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code).
 Ships subject to the Code shall be designed to one of the following standards:
• A type 1 ship is a chemical tanker intended to transport chapter 17 products with
very severe environmental and safety hazards which require maximum
preventive measures to preclude an escape of such cargo.
• A type 2 ship is a chemical tanker intended to transport chapter 17 products with
appreciably severe environmental and safety hazards which require significant
preventive measures to preclude an escape of such cargo.
• A type 3 ship is a chemical tanker intended to transport chapter 17 products with
sufficiently severe environmental and safety hazards which require a moderate
degree of containment to increase survival capability in a damaged condition.
• Thus, a type 1 ship is a chemical tanker intended for the transportation of products
considered to present the greatest overall hazard and type 2 and type 3 for
products of progressively lesser hazards. Accordingly, a type 1 ship shall survive the
most severe standard of damage and its cargo tanks shall be located at the
maximum prescribed distance inboard from the shell plating.
Code for the Construction Equipment of Ships Carrying Dangerous Chemicals in
Bulk
(BCH Code)
• Under regulation 11 of MARPOL Annex II , chemical tankers constructed before 1
July 1986 must comply with the requirements of the Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) – the
predecessor of the IBC Code. The BCH Code remains as a recommendation under
the 1974 SOLAS Convention.
 Code of Safe Practice for Cargo Stowage and Securing (CSS Code)
• The accelerations acting on a ship in a seaway result from a combination of longitudinal,
vertical and predominantly transverse motions. The forces created by these accelerations
give rise to the majority of securing problems. The hazards arising from these forces should
be dealt with by taking measures both to ensure proper stowage and securing of cargoes on
board and to reduce the amplitude and frequency of ship motions.
• The purpose of the CSS Code is to provide an international standard to promote the safe
stowage and securing of cargoes by:
• drawing the attention of shipowners and ship operators to the need to ensure that the ship
is suitable for its intended purpose;
• providing advice to ensure that the ship is equipped with proper cargo securing means;
• providing general advice concerning the proper stowage and securing of cargoes to
minimize the risks to the ship and personnel.
 General Principles
• All cargoes should be stowed and secured in such a way that the ship and persons
on board are not put at risk.
• The safe stowage and securing of cargoes depend on proper planning, execution
and supervision.
• Personnel commissioned to tasks of cargo stowage and securing should be properly
qualified and experienced.
• Personnel planning and supervising the stowage and securing of cargo should have
a sound practical knowledge of the application and content of the Cargo Securing
Manual.
• In all cases, improper stowage and securing of cargo will be potentially hazardous
to the securing of other cargoes and to the ships itself.
 IGC Code
• The International Code of the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code), adopted by resolution MSC.5(48), has been
mandatory under SOLAS chapter VII since 1 July 1986. 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. The aim of the Code is to provide an international standard for the
safe carriage by sea in bulk of liquefied gases and the substances listed in chapter
19, by prescribing the design and construction standards of ships involved in such
carriage and the equipment they should carry so as to minimize the risk to the
ship, to its crew and to the environment, having regard to the nature of the
products involved.
 Code for the Construction Equipment of Ships Carrying Liquefied
Gases in Bulk (GC Code) and Code for Existing Ships Carrying Liquefied
Gases in Bulk (EGC Code)
• Gas carriers constructed before 1 July 1986 and after 31 October 1976
should comply with the requirements of the Code for the
Construction Equipment of Ships Carrying Liquefied Gases in Bulk (GC
Code), while gas carriers that had already been trading prior to the
application of the GC Code should comply with the requirements of
the Code for Existing Ships Carrying Liquefied Gases in Bulk.
International Bulk Chemical Code (IBC Code)
• The International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk. The IBC Code contains the IMO
regulations that govern the design, construction, and outfitting of
new built or converted chemical tankers. The IBC Code replaced the
Code for the Construction and Equipment of Ships Carrying
Dangerous Chemical in Bulk, which applies to chemical tankers built
or converted before 1 July 1986.
 International Maritime Solid Bulk Cargoes (IMSBC) Code
• The International Convention for the Safety of Life at Sea, 1974 (SOLAS
Convention), as amended, deals with various aspects of maritime safety and
contains, in chapter VI, the mandatory provisions governing the carriage of solid
bulk cargoes. These provisions are extended in the International Maritime Solid
Bulk Cargoes Code (IMSBC Code).

• The primary aim of the International Maritime Solid Bulk Cargoes Code (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 instructions on the procedures to be adopted when the shipment
of solid bulk cargoes is contemplated.
• The prime hazards associated with the shipment of solid bulk cargoes are
those relating to structural damage due to improper cargo distribution, loss
or reduction of stability during a voyage and chemical reactions of cargoes.
Therefore, the primary aim of the IMSBC Code is to facilitate the safe
stowage and shipment of solid bulk cargoes by providing information on
the dangers associated with the shipment of certain types of solid bulk
cargoes and instructions on the procedures to be adopted when the
shipment of solid bulk cargoes is contemplated. Observance of the Code
harmonizes the practices and procedures to be followed and the
appropriate precautions to be taken in the loading, trimming, carriage and
discharge of solid bulk cargoes when transported by sea, ensuring
compliance with the mandatory provisions of the SOLAS Convention.
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