CSS Code Overview

Code of Safe Practice for Cargo Stowage and Securing (CSS Code)

 

THE PURPOSE OF THE CODE IS TO PROMOTE SAFE STOWAGE AND SECURING OF CARGOES BY:

  1. MAKING SHIPOWNERS AND SHIP OPERATORS AWARE OF THE NEED TO ENSURE THAT THE SHIP IS SUITABLE FOR ITS INTENDED CARGO AND VOYAGE,
  2. PROVIDING ADVICE TO ENSURE THAT THE SHIP IS EQUIPPED WITH PROPER CARGO SECURING MEANS,
  3. PROVIDING GENERAL ADVICE ON THE PROPER STOWAGE AND SECURING OF CARGOES TO MINIMIZE RISKS TO THE SHIP AND PERSONNEL,
  4. PROVIDING SPECIFIC ADVICE ON THE STOWAGE AND SECURING OF CARGOES WHICH ARE KNOWN TO CREATE DIFFICULTIES AND HAZARDS WITH REGARD TO THEIR STOWAGE AND SECURING,
  5. ADVICE ON ACTIONS TO BE TAKEN IN HEAVY SEA CONDITION,
  6. ADVISING OF ACTIONS TO BE TAKEN TO REMEDY THE EFFECTS OF CARGO SHIFTING.

 

GENERAL PRINCIPLES OF SAFE STOWAGE AND SECURING

IMPROPER STOWAGE AND SECURING OF CARGO IS POTENTIALLY HAZARDOUS TO CARGOES AS WELL AS TO THE SHIP ITSELF.

  1. HENCE ALL CARGOES MUST BE STOWED IN SUCH A WAY THAT THE SHIP ANND PERSONS ARE NOT PUT TO RISK,
  2. PROPER PLANNING, EXECUTION AND SUPERVISION ARE REQUIRED FOR THE SAFE STOWAGE AND SECURING OF CARGOES,
  3. PERSONS RESPONSIBLE FOR PLANNING AND SUPERVISION OF CARGOES MUST HAVE SOUND PRACTICAL KNOWLEDGE AND BE FAMILIAR WITH THE CONTENTS OF THE CARGO SECURING MANUAL AND ITS APPLICATION,
  4. THE STOWAGE AND SECURING OF CARGOES MUST BE DONE TAKING INTO ACCOUNT THE MOST SEVERE WEATHER CONDITIONS EXPECTED FROM AVAILABLE DATA AND PAST EXPERIENCE ON THE VOYAGE,
  5. SHIP HANDLING DECISIONS BY THE MASTER REGARDING COURSE AND SPEED IN BAD WEATHER SHOULD TAKE INTO ACCOUNT THE TYPE AND STOWAGE POSITION OF THE CARGO AND SECURING ARRANGEMENTS.

 

GENERAL PRACTICE FOR SAFE STOWAGE AND SECURING

  1. CARGO INFORMATION: BEFORE ACCEPTING A CARGO FOR SHIPMENT, THE SHIP OWNER OR SHIP OPERATOR MUST ENSURE THAT:

     

    1. THE CARGO IS SUITABLE FOR THE SHIP,
    2. THE SHIP IS SUITABLE FOR THE CARGO,
    3. THE CARGO IS COMPATIBLE WITH OTHER CARGOES ONBOARD OR INTENDED TO BE CARRIED OR WILL BE SUITABLY SEGREGATED,
    4. THE CARGO CAN BE SAFELY STOWED AND SECURED ONBOARD UNDER ALL EXPECTED CONDITIONS DURING THE INTENDED VOYAGE
  2. DIMENSIONS AND PHYSICAL PROPERTIES OF CARGOES: A HIGH CENTRE OF GRAVITY AND A SMALL BASE WILL CAUSE THE CARGO TO TOPPLE OVER. SOME CARGOES HAVE A TENDENCY TO SETTLE IN PACKAGES, OR COMPACT AND DEFORM, CAUSING A SLACKENING OF THEIR LASHING. THE CARGO, CTU, VEHICLE OR TRAILER MUST BE IN SUITABLE CONDITION FOR TRANSPORT BY SEA AND IT MUST BE PROPERLY SECURED IN OR ON THE UNIT OR VEHICLE.
  3. FRICTION: SLIDING AND SHIFTING OF CARGO MAY RESULT DUE TO INSUFFICIENT FRICTION. OIL, GREASE ETC SHOULD NOT BE PRESENT BETWEEN THE CARGO AND DECK. FOR CARGOES WITH LOW FRICTION COEFFICIENTS, USE SHOULD BE MADE OF RUBBER MATS, DUNNAGE AND WOOD BOARDS. THE LASHING MUST LEAD DOWNWARDS TO THE BASE OF THE CARGO TO PREVENT IT FROM LIFTING WHICH WILL REDUCE THE FRICTION.
  4. SECURE EQUIPMENT AND ARRANGEMENTS: CARGO SECURING EQUIPMENT SHOULD BE

     

    1. SUFFICIENT IN QUANTITY,
    2. SUITABLE FOR THE PURPOSE AS PER THE RECOMMENDATIONS OF THE CARGO SECURING MANUAL,
    3. OF ADEQUATE STRENGTH,
    4. EASY TO USE,
    5. WELL MAINTAINED.
  5. SHIPBOARD SUPERVISION: IMPROPER STOWAGE AND SECURING CAN BE AVOIDED BY PROPER SUPERVISION AND INSPECTIONS BY SHIPBOARD PERSONNEL AT ALL STAGES OF LOADING OPERATION. CARGO AND ITS SECURING SHOULD BE REGULARLY INSPECTED AND ATTENDED DURING THE VOYAGE AND ENTRIES TO BE MADE IN THE LOGBOOK.
  6. STRUCTURAL STRENGTH, STABILITY AND SHIPHANDLING: CARGO AND ITS WEIGHT SHOULD BE SO DISTRIBUTED SO NOT TO EXCEED THE LOAD DENSITY OF THE ASSOCIATED DECK OR ADVERSELY AFFECT THE STRUCTURAL STRENGTH OF THE SHIP. STOWAGE AND SECURING SHOULD BE SUCH AS TO PREVENT DAMAGE TO HATCH COVERS OR SHIPSIDE AND CONSEQUENT LOSS OF WATERTIGHT INTEGRITY. THE GM OF THE SHOULD BE SUITABLE. SHIPHANDLING DECISIONS MUST TAKE INTO ACCOUNT THE BEHAVIOUR OF THE SHIP, ITS STABILITY, THE GEGRAPHICAL AREA OF THE VOYAGE, ITS DURATION AND WEATHER CONDITIONS.

 

ACTIONS TO BE TAKEN IN HEAVY WEATHER

THE VOYAGE MUST BE CAREFULLY PLANNED TAKING INTO ACCOUNT THE LATEST WEATHER INFORMATION SO AS TO AVOID AREAS OF SEVERE WEATHER AND SEA CONDITIONS AS FAR AS POSSIBLE AND PRACTICABLE.

EXCESSIVE ACCELERATIONS DUE TO SHIP MOTIONS MUST BE AVOIDED BY A COMBINATION OF

  1. COURSE AND/OR SPEED ALTERATIONS,
  2. HEAVING TO,
  3. EARLY AVOIDANCE OF AREAS OF BAD WEATHER AND SEA CONDITIONS,
  4. BALLASTING OR DEBALLASTING THE SHIP TO IMPROVE HER BEHAVIOUR TAKING INTO ACCOUNT THE ACTUAL STABILITY,
  5. TAKING SHELTER IN THE LEE OF LAND OR A PORT OF REFUGE.

 

ACTIONS TO TAKE IF CARGO HAS SHIFTED

THE FOLLOWING ACTIONS MAY BE CONSIDERED WHEN CARGO HAS SHIFTED:

  1. ALTERATION OF COURSE TO REDUCE ACCELERATIONS,
  2. REDUCTIONS OF SPEED TO REDUCE ACCELERATIONS AND VIBRATIONS,
  3. MONITORING THE INTEGRITY OF THE SHIP,
  4. RESTOWING OR SECURING THE CARGO,
  5. INCREASING THE FRICTION,
  6. DIVERTING THE ROUTE TO SEEK SHELTER OR TO SEEK IMPROVED WEATHER AND SEA CONDITIONS.

 

 

 

 

 

 

 

Precautions when handling REEFER cargo

REEFER

redundant-refrigerated-container-w-back-up-power-supply-model-nmr-262nmg-115

 

  1. FROZEN CARGO: MEAT, BUTTER, POULTRY AND FISH. -8OC TO -12OC.
  2. CHILLED CARGO: CHEESE, EGGS AND FRESH VEGETABLES. -2 OC TO 6OC.
  3. AIR COOLED CARGO: FRUITS. 2 OC TO 12OC.

PREPARATION OF CARGO HOLD:

  1. THE COMPARTMENT MUST BE CLEAN, DRY AND FREE OF ANY ODOUR OR TAINT,
  2. HOLD MUST BE DEODORISED WITH MILD AGENTS (LIME, OZONE),
  3. BILGES TO BE CLEANED, DRY, DEODORISED AND SUCTIONS CHECKED,
  4. THE INSULATION AND PERMANENT DUNNAGE TO BE CHECKED AND REPAIRED AS NECESSARY,
  5. SCUPPERS TO BE CLEANED,
  6. BRINE TRAPS TO BE CHECKED, TESTED AND REFILLED,
  7. THERMOMETERS TO BE IN POSITION,
  8. VENTILATOR PLUGS IN POSITION AND TIGHTLY WEDGED,
  9. BRINE PIPES TO BE TESTED TO ENSURE THEY ARE NOT CHOCKED AND THAT NO LEAKS OCCUR AT THE JOINTS.

PRECOOLING OF THE COMPARTMENT:

  1. THE COMPARTMENT SHOULD BE COOLED DOWN PRIOR TO LOADING TO A TEMPERATURE SLIGHTLY LOWER THAN THE TRANSIT TEMPERATURE,
  2. DUNNAGE LAID IN THE COMPARTMENT SHOULD ALSO BE COOLED DOWN OTHERWISE IT WILL STAIN THE CARGO,

PRECAUTIONS DURING LOADING:

  1. REEFER CARGO SHOULD BE LOADED ONBOARD ONLY UNDER THE SUPERVISION OF A RECOGNIZED SURVEYOR,
  2.  CARGO SHOULD NOT BE ALLOWED TO WAIT FOR LONG TIME ON THE QUAY,
  3. HOLD SHOULD BE PRE-COOLED TO TEMP BELOW THE CARRIAGE TEMP,
  4. DAMP, WET AND TORN PACKAGES SHOULD BE INSPECTED IF THE CARGO HAS DETERIORATED. IF THE CARGO IS FINE THEN ONLY IT SHOULD BE LOADED AFTER RE-PACKING,
  5. CONTENTS OF AT LEAST 5-10% CARTONS SHOULD BE EXAMINED FROM EACH HOLD ON A RANDOM BASIS,
  6. CARTONS WITH SOFT OR DRIPPING CONTENTS SHOULD BE REJECTED,
  7. REFRIGERATION OF HOLDS SHOULD BE TURNED ON DURING LONG BREAKS AND DURING MEAL BREAKS,
  8. ONCE LOADED, THE CARGO SHOULD BE COVERED WITH TARPAULIN,
  9. DURING OPERATIONS, THE FROST FORMED ON TOP OF THE BRIPE PIPES SHOULD BE BRUSHED CAREFULLY. IT SHOULD NOT FALL ON TOP OF THE CARGO.
  10. IN TROPICAL CLIMATES AVOID LOADING IN THE NOON. TRY TO LOAD CARGO DURING NIGHT TIME,
  11. UPON COMPLETION OF LOADING, THE REEFER CHAMBER MUST BE CLOSED AIR TIGHT AND COOLING RESUMED IMMEDIATELY.

PRECAUTIONS DURING LOADING

  1. CARGO MUST BE STOWED IN ORDER TO ALLOW FREE CIRCULATION OF AIR THROUGH AND AROUND THE STOW.
  2. LAYING OF DUNNAGE SHOULD BE SUCH THAT IT DOES NOT OBSTRUCT DESIGNED AIR FLOW PATTERN IN THE COMPARTMENT,
  3. SIDES AND BULKHEADS SHOULD BE FITTED WITH VERTICAL DUNNAGE TO KEEP CARGO AWAY FROM THE STRUCTURE,
  4. REEFER CHAMBERS MUST BE DIVIDED WITH AIR CHANNELS FOR EACH BLOCK NOT EXCEEDING 3 MTRS. CHANNEL MUST BE ATLEAST 10CMS WIDE AND ALIGNED TO FACE THE COOL AIR OUTLETS. THERE SHOULD BE AN EVEN GAP OF ATLEAST 30 CMS BETWEEN THE CARGO TOP AND THE LOWEST PART OF THE DECKHEAD.
  5. DUNNAGING SHOULD BE EFFICIENTLY CARRIED OUT SO AS TO AVOID STOW COLLAPSING INTO THE AIR CHANNELS,

EACH LOT OF CARGO TO BE LOADED ACCORDING TO THE B/Ls AND SEPARATED BY USING COLOUR TAPES OR NET. AVOID LOADING CARGO FOR MORE THAN 1 PORT IN ONE CHAMBER. CARGO ONCE LOADED SHOULD NOT BE SHIFTED. THESE MEASURES WILL HELP PREVENT TEMPERATURE FLUCTUATIONS.

 

 

 

 

Precautions when loading HEAVY LIFT by ship’s gear.

shipmates-heavy lift-own crane

 

  1. SWL: THE SWL OF THE SHIP’S GEAR SHOULD BE MORE THAN THE WEIGHT OF THE CARGO, TAKING INTO CONSIDERATION THE WEIGHT OF THE RIGGING GEAR TO BE USED.
  2. STOWAGE LOCATION: THE CARGO SHOULD PREFERABLY BE LOADED ON DECK. IF LOADED UNDER DECK THE SPACE IS LOST AS CARGO CANNOT BE LOADED ON TOP OF THE HEAVY LIFT, ALSO THE HEAVY LIFT CANNOT BE LOADED ON TOP OF ANY OTHER CARGO. ON TWEEN DECK, THERE IS A HEIGHT RESTRICTION SO IT CANNOT BE LOADED ON TWEEN DECK. SPECIAL ATTENTION SHOULD BE GIVEN FOR LOAD DENSITY WHEN THE CARGO IS LOADED ON DECK, IF REQUIRED EXTRA STRENGTHENING SHOULD BE PROVIDED FROM BELOW THE TWEEN DECK IN THE FORM OF PROPS MADE OF 4×4 OR 6×6 HARD WOOD.
  3. STABILITY: CALCULATE THE STABILITY FOR THE WORST CONDITION, i.e. WHEN THE CARGO IS JUST LIFTED FROM THE WHARF AS AT THAT TIME IT IS FURTHEST AWAY FROM CENTRE LINE. ALSO THE STBILITY SHOULD BE CALCULATED FOR THE ENTIRE OPERATION.
  4. ENGINE DEPARTMENT: THE ENGINE DEPARTMENT SHOULD BE INFORMED ABOUT THIS AS THEY WILL CHECK IF THEY WILL BE ABLE TO GIVE MAXIMUM POWER FOR THE OPERATION.
  5. PROPER DUNNAGE REQUIREMENTS
  6. PROPER SECURING MATERIAL AVAILABLE AS PER THE CARGO SECURING MANUAL.
  7. AMPLE FIXED SECURING POINT (EYEPADS) AVAILABLE ON DECK.
  8. OVERHAULING OF ALL MECHANICAL AND MOVABLE PARTS.
  9. GREASING AND LUBRICATION OF ALL MOVING PARTS AND INSPECTION OF THE WIRE ROPE/SHEAVES FOR ANY DAMAGE/WEAR N TEAR.
  10. WIRE ROPES SHOULD BE PROPERLY REEVED ON THE DRUMS.
  11. WINCH SHOULD BE ON SLOW GEAR.
  12. LIMIT SWITCHES SHOULD BE TESTED.
  13. ENTRIES IN THE CHAIN REGISTER (IF ANY SURVEYS ARE DUE OR IF THERE IS ANY C.O.C.)
  14. THE APPLIANCE SHOULD BE RIGGED AS PER THE APPROVED RIGGING PLAN.
  15. THE CARGO SHOULD BE PHYSICALLY CHECKED PRIOR TO LOADING (NUMBER OF RESTING POINT, LIFTING POINTS, ACTUAL WEIGHT OF THE CARGO, IF ONE END IS HEAVIER SO AS TO ADJUST THE LENGTH OF THE WIRE SLINGS IN ORDER TO LIFT THE CARGO HORIZONTALLY).
  16. A MEETING SHOULD BE HELD WITH THE SHIP’S CREW BRIEFING THEM ABOUT THE ENTIRE OPERATION.
  17. CREW MEMEBERS SHOULD BE STATIONED FWD AND AFT TO ATTEND TO THE MOORING LINES.
  18. GANGWAY TO BE LIFTED OFF THE WHARF TO AVOID ANY DAMAGE IN CASE OF ANY HEAVY LIST.
  19. ALL BUNKERING AND DOUBLE BANKING OPERATIONS TO BE STOPPED.
  20. THERE SHOULD BE NO BARGES/BOATS ALONGSIDE.
  21. STOP ALL OTHER CARGO OPERATIONS.
  22. SECURE ALL OTHER CARGO ONBOARD.
  23. UN-AUTHORISED PERSONS SHOULD NOT BE ALLOWED ONBOARD.
  24. WINCH OPERATOR AND SIGNALMAN TO BE EFFICIENT IN THERE JOB.
  25. ONE PERSON TO BE STANDBY TO CORRECT THE LIST.
  26. PREFERABLY THE OPERATION SHOULD BE DONE DURING DAY LIGHT BUT IF AT NIGHT, PROPER ILLUMINATION SHOULD BE IN PLACE.
  27. DISCUSS THE PLAN WITH STEVEDORS AND FOREMAN.
  28. FIX STEADYING LINES.
  29. LIFT CARGO OFF THE WHARF AND STOP TO CHECK IF EVERYTHING IS SATISFACTORY. CARRY OUT THOROUGH VISUAL INSPECTION OF THE LIFTING GEAR.
  30. IF EVERYTHING IS SATISFACTORY LIFT AND LOAD THE CARGO.

 

 

Overview of IMDG Code

shipmates-IMDG-Code

 

THE PURPOSE OF THIS CODE IS TO FACILITATE SAFE TRANSPORT OF DANGEROUS GOODS AND AT THE SAME TIME TO ALLOW FOR THEIR UNRESTRICTED MOVEMENT.

THIS CODE IS THERE TO COMPLY WITH SOLAS CH 7, PART 8 AND MARPOL ANNEX III.

 

THE CODE HAS 2 VOLUMES AND 1 SUPPLEMENT.

 

VOLUME 1: CONSISTS OF PART 1, 2, 4, 5, 6 AND 7.

PART 1 – GENERAL DEFINITIONS, PROVISIONS AND TRAINING,

PART 2 – CLASSIFICATION,

PART 4 – PACKING AND TANK PROVISIONS,

PART 5 – CONSIGNMENT PROCEDURE,

PART 6 – CONSTRUCTION AND TESTING OF PACKAGING, INTERMEDIATE BULK

CONTAINER, LARGE PACKAGINGS ETC,

PART 7 – PROVISIONS CONCERNING TRANSPORT OPERATIONS.

 

VOLUME 2: CONSISTS OF PART 3

 

3.1 – GENERAL

3.2 – DANGEROUS GOODS LIST

3.3 – SPECIAL PROVISIONS

3.4 – LIMITED QUANTITIES

 

DANGEROUS GOODS LIST CONSISTS OF 18 COLUMNS:

1. U.N. No.

2. PROPER SHIPPING NAME,

3. CLASS,

4. SUBSIDIARY RISK,

5. PACKING GROUP,

6. SPECIAL PROVISIONS,

7. LIMITED QUANTITY,

8 & 9. PACKING REQUIREMENTS

10 & 11. IBC (INTERMEDIATE BULK CONTAINER

12, 13 & 14. TANK INSTRUCTIONS,

15. EmS

16. STOWAGE AND SEGREGATION,

17. PROPERTIES AND OBSERVATIONS,

18. UN No.

 

COLUMN NUMBER 1, 2, 3, 4, 5, 6, 15, 16, 17 ARE IMPORTANT FOR US TO KNOW.

 

SUBSIDIARY RISK: MEANS ANY OTHER RISK WHICH THE CARGO MAY POSSES OTHER THAN THE ONE SPECIFIED BY ITS CLASS. IT IS A SECONDARY RISK. IF A CARGO HAS TWO RISKS INVOLVED, THEN IT SHOULD BE MARKED WITH 2 LABELS STATING BOTH THE RISKS. IF A PACKAGE HAS MORE THAN ONE CLASS OF DANGEROUS GOODS INSIDE IT, THEN IT SHOULD BE MARKED WITH BOTH THE CLASSES.

 

shipmates_imdg_code

 

 

STOWAGE CATEGORY: STATED IN VOL 1, PART 7.1.

CLASS 1 HAS 15 CATEGORIES

CLASS 2-9 HAS 5 CATEGORIES (A~E).

THIS WILL DECIDE WHERE THE CARGO HAS TO BE STOWED, ON DECK OR UNDER DECK.

 

SEGREGATION: STATED IN VOL 1, PART 7.2

THIS SECTION HAS TABLES FOR FOLLOWING:

  1. SEGREGATION FOR DANGEROUS GOODS CARRIED IN PACKAGED FORM: THIS IS GIVEN IN THE FORM OF A TABLE. STATING THE TYPE OF SEGREGATION REQUIRED BETWEEN CLASSES OF CARGO, EXCLUDING CLASS 1, WHICH HAS AN ALTOGETHER SEPARATE TABLE. THE TERMS USED FOR SEGREGATION ARE:
    1. AWAY FROM: MAY BE CARRIED IN THE SAME COMPARTMENT OR ON DECK PROVIDED A MINIMUM HORIZONTAL SEPARATION OF 3M PROJECTED VERTICALLY IS MAINTAINED.
    2. SEPARATED FROM: CAN BE CARRIED IN THE SAME COMPARTMENT IF THE INTERVENING DECK IS RESISTANT TO FIRE AND LIQUIDS OTHERWISE IN SEPARATE HOLDS. ON DECK A MINIMUM HORIZONTAL SEPARATION OF 6 METERS.
    3. SEPARATED BY A COMPLETE COMPARTMENT FROM: THERE MUST BE EITHER A VERTICAL OR LONGITUDINAL SEPARATION BY A COMPLETE COMPARTMENT OR HOLD, AND TWO BULKHEADS WHICH ARE RESISTANT TO FIRE AND LIQUIDS. FOR ON DECK, A HORIZONTAL SEPARATION OF AT LEAST 12 METRES EVEN IF THE PACKAGE IS STOWED UNDER DECK.
    4. SEPARATED LONGITUDINALLY BY A COMPLETE COMPARTMENT OR HOLD FROM: A VERTICAL SEPARATION IS NOT ALLOWED, THE PACKAGE MUST BE HORIZONTALLY SEPARATED BY A COMPLETE COMPARTMENT. ON DECK A HORIZONTAL SEPARATION OF 24 METERS IS REQUIRED. BETWEEN ON DECK AND UNDER DECK CARGO A HORIZONTAL SEPARATION OF 24 METERS + INTERVENING COMPARTMENT.
  2. FOR CONTAINERS THE TABLE IS THE SAME AS ABOVE BUT THE MEANING OF THE ABOVE SEGREGATION TERMS IS DIFFERENT.
  3. FOR HATCH COVERLESS TYPE CONTAINER VESSEL, THE TABLE IS AGAIN THE SAME BUT THE MEANINGS OF THE ABOVE SEGRETATION TERMS IS DIFFERENT.
  4. THERE IS A SEPARATE TABLE FOR RO-RO VESSEL.
  5. SEPARATE TABLE FOR SEGREGATION BETWEEN CARGO IN BULK AND CARGO IN PACKAGED FORM.
  6. SEGREGATION TABLE FOR CLASS 1 CARGO WHICH IS BY COMPATIBILITY CODES. WHICH ARE A TO L, N AND S.

 

IMDG SUPPLEMENT: CONSISTS OF

 

    1. EMERGENCY PROCEDURES (EmS)
    2. MEDICAL FIRST AID GUIDE,
    3. REPORTING PROCEDURES,
    4. PACKING CARGO TRANSPORT UNIT,
    5. USE OF PESTICIDES ON SHIP,
    6. INF CODE

AND APPENDIX

 

  1. EMERGENCY PROCEDURES (Ems): GUIDELINES TO BE FOLLOWED IN CASE OF A DANGEROUS CARGO EMERGENCY (FIRE AND SPILLAGE). IN THE D.G. LIST COLUMN 15, IT IS STATED AS FA, SA IN FRONT OF A PARTICAL DANGEROUS CARGO, WHICH MEANS IN CASE OF A FIRE TABLE NO FA HAS TO BE FOLLOWED AND IN CASE OF SPILLAGE TABLE NO SA TO BE FOLLOWED. IF IT IS UNDERLINED IT MEANS THE CARGO HAS SOME SPECIAL RISK WHICH IS STATED SEPARATELY IN THE RESPECTIVE TABLE INFRONT OF THE SPECIFIC UN No.

FOR FIRE THERE ARE 10 TABLE (FA ~ FJ)

FOR SPILL THERE ARE 26 TABLES (SA ~ SZ).

 

  1. MEDICAL FIRST AID GUIDE: THIS PART OF THE SUPPLEMENT WITH THE MEDICAL FIRST AID TO BE GIVEN TO A PERSON WHO HAS COME IN CONTACT WITH THE DANGEROUS CARGO EITHER BY INHALATION, INJESTION, SKIN CONTACT, EYE CONTACT ETC. THIS IS IN THE FORM OF A TABLE (QUESTANAIRE), ASKING VARIOUS QUESTIONS ABOUT THE MEDICAL EMERGENCY. THE RESPECTIVE TABLE IN THE FLOWCHART HAS TO BE REFFERED. IN ANY CASE THE COMPLETE FLOWCHART HAS TO BE COMPLETED FOR ANY MEDICAL EMERGENCY.
  2. REPORTING PROCEDURES: REPORTINGS SUCH AS AMVER, AUSREP, MAREP, JASREP WHICH CONTAINS ITEMS FROM A~Z. IT HAS GOT VARIOUS REPORT SUCH AS DANGEROUS GOODS REPORT, MARINE POLLUTANT REPORT ETC. WHICH STATES THE ITEMS FROM A~Z WHICH HAVE TO BE SENT.
  3. DANGEROUS CARGO MANIFEST: IT IS A MANIFEST PREPARED BY THE VESSEL OR THE OWNER’S AGENT ON BEHALF OF THE VESSEL, FOR CUSTOM PURPOSES.

 

THIS MANIFEST GIVES DETAILS LIKE:

  • NAME OF THE SHIP,
  • IMO NUMBER,
  • NATINALITY OF THE SHIP,
  • MASTER’S NAME,
  • VOYAGE NUMBER,
  • PORT OF LOADING,
  • PORT OF DISCHARGE,
  • AGENT’S NAME.
  • DETAILS OF THE DANGEROUS GOODS ONBOARD:
  •             BOOKING REFERANCE NUMBER,
  •             MARKS AND NUMBER OR CONTAINER NUMBER,
  •             NUMBER AND KIND OF PACKAGES,
  •             CLASS OF CARGO,
  •             UN NO,
  • PACKAGING GROUP,
  • SUBSIDIARY RISK,
  • FLASHPOINT,
  • MARINE POLLUTANT,
  • WEIGHT OF THE CARGO,
  • EMS,
  • STOWAGE POSITION.
  • AGENT’S SIGNATURE AND MASTER’S SIGNATURE WITH PLACE AND DATE.

A VESSEL SHOULD ALSO HAVE A SHIPPER’S DECLARATION FOR EVERY PACKAGE THAT THE CARGO HAS BEEN PACKED, MARKED, LABELLED AND PLACARDED PROPERLY WITH THE REQUIREMENTS. GENERALLY THIS CERTIFICATE IS GIVEN TO THE SHIPPER BY THE PACKING AGENCY.

 

MAGAZINE STOWAGE FOR EXPLOSIVES:

MAGAZINE IS THE NAME GIVEN TO THE ENCLOSURE DESIGNED TO PROTECT CARGO FROM DAMAGE BY ANY OTHER CARGO DURING LOADING AND UNLOADING, AGAINST ADVERSE WEATHER CONDITIONS AND TO PREVENT UNAUTHORISED ACCESS. A MAGAZINE MAY BE A FIXED STRUCTURE ON SHIP, A CLOSED FREIGHT CONTAINER, THE LOADED COMPARTMENT OF A FREIGHT CONTAINER OR A PORTABLE MAGAZINE.

 

  1. MAGAZINE A: IT IS BASICALLY FOR THOSE SUBSTANCES WHICH HAVE TO BE KEPT CLEAR OF SHIP’S STEELWORK. THIS SORT OF MAGAZINE SPECIALLY GUARDS AGAINST FRICTION BETWEEN CARGO AND STEELWORK. THE INNER SIDES AND FLOOR SHOULD BE CLOSE BOARDED WITH WOOD. THE ROOF NEED NOT BE FLATTENED BUT SHOULD BE FREE OF LOOSE RUST AND SCALES. THE CARGO MUST BE AT A MINIMUM DEPTH OF 300mm FROM THE DECKHEAD.
  2. MAGAZINE C: A CLOSED CARGO UNIT PLACED AS CLOSE AS POSSIBLE TO THE CENTRELINE OF THE SHIP. IF NOT THEN AT A DISTANCE B/8 OR 2.4 METERS, WHICHEVER IS LESS, FROM THE SHIP SIDE.
  3. SPECIAL: THE GOODS MUST BE STOWED AS FAR AS POSSIBLE AWAY FROM THE LIVING QUARTERS OF THE CREW. GENERALLY GIVEN THE TOP MOST STOWAGE.

 

PRECAUTIONS WHEN LOADING / UNLOADING DANGEROUS GOODS

  1. DOCUMENTATION IN ORDER (SHIPPER’S DECLARATION, CONTAINER PACKING CERTIFICATE, EMERGENCY INFORMATION) EMERGENCY INFORMATION),
  2.  ALL CARGO OPERATIONS SUPPORTED BY A RESPONSIBLE OFFICER WHO SHOULD BE IN POSSESION OF OPERATIONAL AND EMERGENCY INFORMATION (INCLUDING STABILITY INFORMATION),
  3. NO INTOXICATED PERSON TO BE ALLOWED CHARGE OF OPERATION,
  4. NO UNAUTHORIZED PERSON ALLOWEN IN VICINITY OF CARGO BEING HANDLED,
  5. COMPARTMENT DRY AND SUITABLE FOR CARGO,
  6. CARGO HANDLING EQUIPMENT CHECKED BEFORE USE,
  7. NO CARGO HANDLING UNDER ADVERSE WEATHER CONDITIONS,
  8. PACKAGING AND SEGREGATION AS PER IMDG CODE,
  9. ALL CARGO PROPERLY LABELLED, NO LABELS DEFACED OR REMOVED,
  10. CARGO HANDLED CAREFULLY, HANDLING KEPT TO MINIMUM,
  11. TANKS NOT OVERFILLED,
  12. PORT AUTHORITY INFORMED,
  13. FIRE WIRES RIGGED AS NECESSARY,
  14. EMERGENCY EQUIPMENT AVAILABLE FOR FIRE / SPILLAGE,
  15. SUITABLE PRECAUTIONS AGAINST FIRE AND EXPLOSION,
  16. PACKAGES TO BE STOWED AS PLANNED IN ACCORDANCE WITH THE IMDG CODE,
  17. CARGO SPACE TO BE PROPERLY VENTILATED,
  18. ‘B’ FLAG DISPLAYED,
  19. THERE IS A SAFE ACCESS TO THE PACKAGES, SO THAT IN CASE OF FIRE THEY CAN BE REMOVED,
  20. ELECTRICAL FITTING IN GOOD CONDITION.
  21. THE PACKAGE IS PROPERLY LABELLED / MARKED AND PLACARDED.
  22. IF CARGO IN DRUMS, THEY SHOULD BE STOWED VERTICALLY,
  23. THE CARGO SHOULD BE PLACED IN SUCH A MANNER THAT THERE IS SAFE AND CLEAR ACCESS TO ALL LSA / FFA,
  24. PACKAGES SHOULD BE STOWED AWAY FROM SUNLIGHT OR OTHER HEAT SOURCES,
  25. NO CARGO SHOULD BE STOWED ON TOP OF PORTABLE TANKS,
  26. DG’S WITH GIVE OF VAPOUR TO BE STOWED ON DECK OR IN MECHANICALLY VENTILATED SPACES,
  27. CARGO SECURING MANUAL TO BE COMPLIED WITH,
  28. SEGREGATION AS PER THE IMDG CODE.