1 Bulk Carrier Manual Issue 9 March 2017 PDF

INTERORIENT
Bulk Carrier Manual

Table of Contents
1 INTRODUCTION & DEFINITIONS

1.1 GENERAL 1
1.2 REFERENCES, PUBLICATIONS AND MANUALS 1
1.3 DEFINITION OF A BULK CARRIER AND ORE CARRIER AS PER SOLAS CHAPTER IX/1.6 1
1.4 SHIP BUSINESS 3
1.5 PROTESTS 8
1.6 CARGO DOCUMENTS 9
1.7 COMMON ABBREVIATIONS & EXPRESSIONS 10-11
2 CARGO HOLD ACCESS REQUIREMENTS
2.1 GENERAL 1
2.2 ENTRY INTO A CARGO HOLD 1
2.3 KEY REQUIREMENTS 2
2.4 TRAINING RECORDS 3
3 OPERATION OF BULK CARRIERS
3.1 GATHERING INFORMATION PRIOR TO LOADING 2
3.2 CONSUMPTION OF BUNKER AND FRESHWATER AND MINIMUM ROB’S 4
3.3 CHECKS ON PORT CONDITIONS AT LOADING AND DISCHARGING PORTS 4
3.4 ESTIMATION AND DETERMINATION OF MAXIMUM CARGO QUANTITY 5
3.5 DETERMINATION OF ARRIVAL DRAFT AT LOADING PORT AND BALLASTING OPERATION 5
3.6 LOADING PLAN FOR SHIP PERSONNEL 6
3.7 PRACTICAL MATTERS IN LOADING OPERATIONS 6
3.8 HOLD INSPECTION 15
3.9 PRE-LOADING BRIEFINGS / AGREEMENTS SHIP / SHORE 15
3.10 LOADING SEQUENCE AND LOADING RATES 16
3.11 SHIP STABILITY AND STRENGTH 21
3.12 PRECAUTIONS DURING CARGO, BUNKER AND BALLAST OPERATIONS 22
3.13 PRECAUTIONS AGAINST CAPSIZING 23
3.14 WEATHER PRECAUTIONS 24
3.15 ICING CONSIDERATIONS 24
3.16 SHIP’S TRIM 25
3.17 RAIN WATER 25
3.18 CARRIAGE OF SPECIFIC CARGOES 25-30
4 OBSERVATION OF BULK CARGOES DURING SEA PASSAGE
4.1 SOURCES PROVIDING THE NECESSARY PRECAUTIONS, INSTRUCTIONS AND 1
RECOMMENDATIONS RELATED TO CARRIAGE OF CARGO
4.2 MONITORING OF CARGO 1
4.3 MONITORING AND INSPECTION OF HULL DURING SEA PASSAGE 6
4.4 SAFE ARRANGEMENT TO ACCESS CARGO HOLDS DURING SEA PASSAGE 7
5 DISCHARGING OPERATIONS AND MONITORING
5.1 DISCHARGING OPERATIONS 1
5.2 NOTICE OF READINESS (NOR) 2
5.3 INITIAL DRAFT SURVEY AND HATCH SURVEY 2
5.4 DISCHARGING IN MULTI-PORTS OR FOR MULTI-RECEIVERS 2
5.5 COMPLETION OF DISCHARGE 2
5.6 BALLAST WATER MANAGEMENT 3
5.7 ENVIRONMENTAL PROTECTION 4
5.8 CREW TRAINING AND FAMILIARIZATION 5
6 RECORDING OF OPERATIONS – PORT / CARGO LOG 1-2
Issue No. 9, March 2017

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Table of Contents
7 OPERATION OF HATCH COVERS AND CARGO GEAR

7.1 OPERATION OF HATCH COVERS 1
7.2 HATCH COVERS 2
7.3 ACCESS HATCH INSPECTION AND MAINTENANCE 3
7.4 FORECASTLE HATCH SECURING SCREWS 4
7.5 HYDRAULIC SYSTEMS 4
7.6 BEST MANAGEMENT PRACTICES 4
7.7 PONTOON HATCH COVERS 5
7.8 EMERGENCY OPERATION OF HATCH COVERS 5
7.9 PREPARATIONS FOR SEA PASSAGE 5
8 CARGO HOLD CLEANING
8.1 DEFINITION OF GRADES OF CLEANLINESS OF CARGO HOLDS 1
8.2 CARGO HOLD CLEANING EQUIPMENT 2
8.3 PREPARATIONS BEFORE ARRIVAL LOADING PORT 5
8.4 CLEANING GUIDELINES 6
8.5 EXAMPLES OF CLEANING PATTERNS 7
8.6 HOLD CLEANING MATRIX 11
8.7 CARGO RESIDUES AND POLLUTION PREVENTION 14
8.8 CHEMICALS APPLICATION FOR SPECIAL CARGOES 15
8.9 RE-INSPECTION OF CARGO HOLDS IN THE PASSAGE 16
8.10 INSECT INFESTATION (FOR GRAIN LOADING) 16
8.11 LEAKAGE FROM BALLAST TANKS OR OTHER SOURCES 17
8.12 CARGO HOLD INSPECTION FAILURE 17
ATTACHMENTS: -
ANNEX I – CARGO HOLD CLEANING EQUIPMENT FOR 115 K DWT BULK CARRIERS -
ANNEX II – CARGO HOLD CLEANING EQUIPMENT FOR 33 K DWT BULK CARRIERS -
ANNEX III – CARGO HOLD CLEANING EQUIPMENT FOR 37 K DWT BULK CARRIERS -
ANNEX IV – SUGGESTED CLEANING CHEMICALS -
ANNEX V – HOLD CLEANING CHEMICAL SOLUTIONS -
9 STRUCTURAL INSPECTIONS AND SURVEYS
9.1 PURPOSE/SCOPE AND RESPONSIBILITIES 1
9.2 DESCRIPTION OF FINDINGS AT PERIODICAL INSPECTIONS 1
9.3 CARGO HOLDS 2
9.4 SIDE SHELL 3
9.5 BULK HEADS 4
9.6 TOPSIDE WATER BALLAST TANKS 9
9.7 DOUBLE BOTTOM BALLAST TANKS AND LOWER SIDE HOPPERS 10
9.8 FORE AND AFT PEAK STRUCTURE 12
9.9 DECK STRUCTURE AND HATCH COAMINGS 13
9.10 HATCH COVER 15
9.11 CARGO HATCHWAY COAMINGS 16
9.12 CRITERIA TO BE OBSERVED BEFORE REPORTING TO CLASS OR IMMEDIATE 16
REPAIRS
9.13 RECORDS 17
9.14 REFERENCE 17
10 FUMIGATION
10.1 WHAT IS A FUMIGANT? 1
10.2 METHODS OF FUMIGANT APPLICATION 1
10.3 AVAILABLE GUIDELINES / REGULATIONS 1
10.4 PROBLEMS FOR MASTER OF THE VESSEL 3
10.5 RECORDS 4
11 STEVEDORE DAMAGES
11.1 STEVEDORE DAMAGE REPAIRS 2

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Table of Contents
12 CHECKLISTS AND ANNEXES

APPENDIX 1 BCM 01 “LOADING / UNLOADING PLAN” -
APPENDIX 2 BCM 02 “SHIP / SHORE SAFETY CHECKLIST” -
APPENDIX 3 BCM 03 “COAL CARGO TEMPERATURE / GAS MONITORING RECORD” -
APPENDIX 4 BCM 04 “CARGO HOLD BILGE RECORD” -
APPENDIX 5 BCM 05 “MASTER’S CHECKLIST” -
APPENDIX 6 BCM 06 “DEADWEIGHT REPORT” -
APPENDIX 7 BCM 07 “REFERENCE TO BULK CARGO OPERATIONS” -
APPENDIX 8 BCM 08 “EMPTY CARGO HOLDS CERTIFICATE” -
APPENDIX 9 BCM 09 “BULK CARGO PROCESSING RECORD” -
APPENDIX 10 BCM 10 “HYGROSCOPIC CARGO CHECKLIST” -
APPENDIX 11 BCM 11 “VENTILATION RECORD” -
APPENDIX 12 BCM 12 “SHIP-SHORE CHECKLIST FOR CARGO HOLD ENTRY” -
APPENDIX 13 BCM 13 “NAABSA PREPARATIONS AND CHECKS” -
APPENDIX 14 BCM 14 “GAS AND TEMPERATURE RECORD OTHER THAN COAL” -
APPENDIX 15 BCM 15 “FUMIGATION SHIP-SHORE CHECKLIST” -
APPENDIX 16 BCM 16 “DEPTH VERIFICATION CHART” -
APPENDIX 17 BCM 17 “DRAFT SURVEY FORM” (BLANK & EXAMPLE) -
APPENDIX 18 BCM 18 “CARGO HOLD INSPECTION FAILURE REPORT” -
APPENDIX 19 BCM 19 “CARGO HOLD CLEANING LOG” -
APPENDIX 20 BCM 20 “RECORD OF BALLAST OPERATIONS DURING LOADING / -
DISCHARGING”
ANNEX 1 – NOTICE OF READINESS -
ANNEX 2 – RETENDERING NOTICE OF READINESS -
ANNEX 3 – NOTE OF PROTEST SHIP / SHORE FIGURES -
ANNEX 4 – NOTE OF PROTEST SHORT LOADING / DEADFREIGHT -
ANNEX 5 – EXAMPLE “SHIPPER’S DECLARATION” -
ANNEX 6 – CARGO VENTILATION AND PRECAUTIONS TO MINIMISE SWEAT -
ANNEX 7 – CARGO HOLD PREPARATION AND CLEANING -
ANNEX 8 – FUMIGATION - WORLDWIDE -
ANNEX 9 – AGRICULTURAL PRODUCE – INSECT INFESTATION AND FUMIGATION -
ANNEX 10 – FUMIGATION OF CARGO ON BOARD SHIPS: THE INVINSIBLE KILLER -
ANNEX 11 – MEASUREMENT OF BULK CARGOES DRAUGHT SURVEYS -
ANNEX 12 – IMO MSC.1/CIRC. 1264 RECOMMENDATIONS ON THE SAFE USE OF -
PESTICIDES IN SHIPS – APPLICABLE TO THE FUMIGATION OF CARGO HOLDS
ANNEX 13 – THE TABLE OF MINIMUM REQUIREMENTS OF CARRIAGE FOR -
DANGEROUS GOODS IN SOLID FORM IN BULK
ANNEX 14 – IMO MSC/CIRC.919 GUIDELINES FOR DAMAGE CONTROL PLANS -
ANNEX 15 – IMO MSC/CIRC.1014 GUIDANCE ON FATIGUE MITIGATION AND -
MANAGEMENT
ANNEX 16 – IMO MSC/CIRC.1143 GUIDELINES ON EARLY ASSESSMENT OF HULL -
DAMAGE AND POSSIBLE NEED FOR ABANDONMENT OF BULK CARRIERS
ANNEX 17 – CARRYING SOLID BULK CARGOES SAFELY (LR / UK P&I CLUB / -
INTERCARGO)

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LIST OF REVISIONS
BULK CARRIER MANUAL
ISSUE NO. 9, MARCH 2017
Chapter Page Paragraph Title

1 1 1.2 References, Publications and Manuals
3 2 3.1.1 Cargo Specification
3 16 3.10.3 Draft check
6 1-2 6.1.3 Records / logs description
8 14 8.7 Cargo Residues and Pollution Prevention
11 1-2 All Stevedore Damages
12 1 - Checklists and Annexes
- - - Annex 17: Carrying Solid Bulk Cargoes Safely
- - - BCM09 Bulk Cargo Processing Record
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1 INTRODUCTION & DEFINITIONS
1.1 GENERAL
This procedure and instruction manual is to be considered as an addendum to the Safety
Management System Manuals (SMS) on board a Bulk Carrier, to enable the Company to
address specific procedures and instructions for this ship type.
1.2 REFERENCES, PUBLICATIONS AND MANUALS

This manual is covering the requirements of SOLAS 74, MARPOL 73/78, STCW'95 and all
other international or flag Administration regulations issued for Bulk Carriers.
All publications required to be maintained on this specific ship type vessels can be found in
the “Vessels Publication List” attached to the SMS Section 1 Chapter 14.
Additionally, the following IMO Circulars are required to be available on board and at
Master’s disposal:
- MSC/Circ. 919 Guidelines for Damage Control Plans – Annex 14 Chapter 12

- MSC/Circ. 1014 Guidance on Fatigue Mitigation and Management – Annex 15 Chapter 12
- MSC/Circ. 1143 Guidelines on Early Assessment of Hull Damage and Possible Need for
Abandonment of Bulk Carriers – Annex 16 Chapter 12.
1.3 DEFINITION OF A BULK CARRIER AND ORE CARRIER AS PER SOLAS

CHAPTER IX/1.6
“Bulk carriers” are ships constructed with single deck, topside tanks and hopper side tanks in
cargo spaces and intended primarily to carry dry cargo in bulk;
“Ore carriers” are ships with single deck, having two longitudinal bulkheads and a double
bottom throughout the cargo region and intended for the carriage of ore cargoes in the centre
holds only;
1.3.1 Identification of main aspects regarding the operation of Bulk Carriers
The company identifies 3 major aspects in the operation of Bulk Carriers in comparison to
other dry cargo ships:
A. The strict observation and management of loading and discharging operations of bulk
cargoes to avoid hull and other damages;
B. The strict observation of bulk cargoes during sea passages including crew training in
the awareness of dangerous cargo properties;
C. The extensive programs and systems of structural inspections and surveys to detect
any deficiency and take soonest corrective action.
The appointed Cargo Officer is the Chief Officer who is assisted by the other deck officers.
Bulk cargoes must be carried in accordance with the IMSBC Code.

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Types:
1.3.2 Bulker Post Panamax type (Cape-Size)
a. Bulkers of 120,000 DWT or more are also called Cape-size bulkers. Generally charter
contracts are fixed for those vessels at the time of construction. Because of their sizes they
are usually restricted in loading and discharging ports, and in many cases they are engaged
in regular trades to carry large amount of cargoes. Vessels specialised in the carriage of
raw materials for steel production represent this type of bulkers.
b. Type of Cargo
iron ore, iron ore pellets, coal.
1.3.3 Mini Cape Size
a. They are also called the Handy Cape. They are considered as a newly developed size that
was originally built to meet the new dimensions of Panama Canal. They are bulkers with
DWT range 115,000 - 119,000.
b. This type can carry cargoes that were previously limited to Panamax
e.g.; grain etc.
1.3.4 Gearless bulker about the size of Panamax type
a. Bulkers of 55,000 to 84,000 DWT with a width of about 32.31 meters or less and length
of about 200 meters are also called Panamax Type bulkers. The operating company
usually has several contracts which extend over a relatively long period to carry large
amount of cargoes. Bulkers of this type are used for such contracts in combination with
spot cargo carriage.
b. Type of Cargo
Coal, bauxite, borax, cement, grain, tapioca, copra, pellets, lime stone.
1.3.5 Bulkers Less Than 49,900 DWT Equipped With Cargo Handling Gears
a. Bulkers of this type are also called Handy Size bulk carriers. They are small and
equipped with cargo handling gears and are less likely to be restricted by port conditions
and facilities. They are useful for any type cargo and are operated to load a relatively
small lot on the spot basis every voyage. They are also used to carry steel products which
cannot be containerised. As a result of the reduction in number of general cargo ships
which were once in the mainstream of shipping owing to the rise of container ships,
bulkers of this type are sometimes put into a liner service.
b. In this group of bulkers are found those which were constructed as log carriers and
equipped with facilities to load logs, including cargo gears (cranes, Thomson derricks,
etc.) and collapsible deck stanchions.

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Bulk Carrier Manual
1.4 SHIP BUSINESS
1.4.1 Signing documents
The Master is the representative of the Company, and any document, invoice or notice signed
by him obligates the Company for expenses or liabilities incurred. This applies as well for his
role as the Charterers' representative within the framework of the Charter Party. The
signatures of the Chief Engineer, the Chief Officer and the others Officers may obligate the
Company or the Charterer as well. Therefore the Master and every Senior Officer shall
carefully read each document presented for signature and before affixing his signature he
shall be quite certain that he has understood the exact content of the document. Junior
Officers shall not sign documents presented to them except where they have been authorised
explicitly by the Master or their department heads.
Such documents include bills of lading, statements of fact, timesheets, notices, receipts,
delivery notes, service reports, and invoices. If there are any discrepancies in the document it
shall be either:
- Corrected by the person presenting the document, and the correction initialled by him; or
- Replaced by a new document, and the original destroyed; or
- endorsed (by the Master or Officer) to reflect the true position.
An important rule is: 'Do not sign unless the document is correct; when in doubt, consult
the Company or the Charterer.' (sometimes a quick telephone call can resolve many
uncertainties)
It is important to understand that a clear distinction must be made between expense items,
which are for Charterers’ account, and items, which are for Owners' account. If this is not
done by those responsible on board it can lead to much additional administrative work and
communication expenses in trying to sort out who is to pay.
If an off-hire or laytime or dead freight statement is presented to the Master for signature he
shall make the following notation on the statement: 'For receipt only'.
In case of dispute over the loaded quantity, the Master MUST consult Chapter 3
Par. 3.10.7 before signing Mate’s Receipts and/or B/L.
1.4.2 Time Charter
This section describes guidelines for vessels trading under a time charter agreement.
In a time charter the owners hire the ship to the charterers for a set period of time, usually
with restrictions on trading limits and cargoes. As a rule, the owners are paid a hire rate per
day whilst the vessel is on charter. While the vessel is on hire the charterers usually provide
and pay e.g. for all fuel, water for boilers, port charges, pilotage, launch hire, lights, tug
assistance, consular charges, canal, dock and other dues and charges, agencies and
commissions incurred on charterers' business, costs concerning all cargo operations, costs for
security or other watchmen required by order or request of any government, overtime paid to
officers and crew, and cleaning of holds.

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Bulk Carrier Manual
The Master is the representative of both the Owners and the time charterers depending on the
charter party. In general the Master acts as representative of the time charterers regarding the
commercial employment of the ship and as representative of the Owner regarding safety,
navigation and management of the ship.
The Master shall read the time charter agreement provided by the Company and he shall be
aware about his contractual obligations and responsibilities. The Master shall contact the
company if he is uncertain about the meaning of any of the charter party terms. A copy of the
present time charter party should be available on board. After the conclusion of a time charter
party the Commercial Department is obliged to submit the t/c copy to the ship. The Company
may black very confidential areas of the charter party, such as the parts containing rates. The
Master shall ensure that his vessel and crew comply with the time charter party entirely.
The Commercial Department is obliged to instruct in detail the Master in writing about his
contractual obligations if it should be impossible to submit a charter party copy on board
before the commencement of the charter period.
1.4.3 On-hire and off-hire surveys
During any on-hire survey at the beginning or off-hire survey at the end of a time charter
period the surveyor of the time charterers shall be accompanied by the Master or by another
representative of the owners/ship managers, at all times.
It is the principle that the damages which are identified and recorded during the on-hire
survey will not be compensated by the charterers to the owners at the end of the time charter
period because the time charterer is, subject to relevant clauses in the charter party,
responsible for the damages which are caused during this period only, i.e. the vessel should
be in the same condition at the end of the time charter as at the start (fair wear and tear
accepted).
In case of any doubts re bunker ROB figures or in case of un pump able, office to be
contacted before making any declaration in the on/off hire survey reports. “Pocket bunker
practice” MUST be avoided.
1.4.4 Certificate of delivery/ redelivery
When going on-hire, the Master shall prepare a Certificate of Delivery, showing bunker
quantities on board (HFO/MDO), date, time and place the ship was delivered to the
Charterers. Similarly, when going off-hire, the Master shall prepare a Certificate of
Redelivery.
1.4.5 Performance
During the time charter period the ship's performance (speed, consumption, cargo handling
rates etc.) shall comply with the performance requirements of the charter party, as far as the
circumstances permit. Accurate records shall be kept of adverse weather, including weather
reports and forecasts (including weather charts). If the vessel is unable for any reason (other
than weather/sea conditions) to maintain the performance requirements the Company is to be
informed.

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In case the vessel has been sub-chartered, NO confirmation on vessel’s speed and/or
consumption is to be given to any third party (i.e. sub-charterers) without the manager’s
consent.
In case of any delays, please refer to SMS Section 1 Chapter 13 Par. 13.3 and to Form Ship
Delay/Deviation Report ST14.
1.4.6 Bunkers
The consumption of bunkers shall be accurately reported to the Charterers so that, at the end
of the charter period, the calculated quantity agrees with the quantity actually remaining on
board. Bunker quantities and qualities shall be required from the Charterers who orders
bunkers and pays for them. The fuel quality agreed between Owner and charterer is expressed
in the charter party.
1.4.7 Crew working in time charterers' interest
Attention is drawn to the ship's charter party, which specifies what work is to be carried out
by ship's crew, in time charterers' interest. Ship’s crew shall not carry out work other than
those specified, except with the Company approval. The Master shall ask for the Company
assistance if he has doubts whether requested work is, or is not, within the terms of the
charter party.
The above-mentioned consultation/approval is in particular necessary, in cases where the

time charterers (or their agents) offer to make direct payment to the ship's crew. It should be
clearly understood that crewmembers are under contract to provide their labour/expertise to
the ship's Owners/Managers for the benefit of the ship's maintenance and operation.
Crewmembers are not at liberty to engage in other work without the shipmanagers' approval.
1.4.8 Cargo Claims
Some charter parties contain terms, which direct the responsibilities regarding cargo
operations back to the Owners. As a result Owners may have to pay a greater portion of cargo
claims and stevedore damages if cargo operations are not being carefully supervised (see
charter party).
1.4.9 Voyage Charter
This section describes instructions and guidelines for vessels trading under a voyage charter
agreement.
In a voyage charter the ship is chartered to carry a particular cargo (or mixture of cargoes)
between specified places, usually either at a freight rate per ton of cargo carried or for lump
sum freight to the owner. Voyage charters are common for bulk cargoes (dry and liquid). The
charter party expressly provides which costs (particularly as far as cargo operations are
concerned) are borne by the owner and which by the charterer.

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After the conclusion of a voyage charter party agreement the Commercial Department is
obliged to submit the voyage charter copy to the ship. The Company may black very
confidential areas of the charter party, such as the parts containing rates. The Master shall
ensure that his vessel and crew comply with the voyage charter party entirely. The Master
shall contact the company if clauses of the charter party are unclear or not understandable.
The Commercial Department is obliged to instruct the Master in writing about his contractual
obligations if it should be impossible to submit a charter party copy on board before the
commencement of the charter.
1.4.10 Laycan
Laycan is an abbreviation for the 'Laydays and Cancelling Date' clause in a charter party.
This clause defining the time window in which the charterers are obliged to accept the vessel
in the loading port. Should the vessel arrive before the first date agreed, the vessel has
probably to wait. Should the vessel arrive too late the charterers are entitled to not accept the
vessel (cancelling date).
1.4.11 Notice of Readiness
Refer to procedure Chapter 1.6.1 Cargo Documents.

Refer to appendices under Chapter 12
1.4.12 Laytime
Laytime is the calculated period of time as from commencement of time counting until end of
the allowed time for cargo operations according to the charter party. It is important to record
all events/occurrences, which may have a bearing on the calculation of laytime. In addition to
the individual records (e.g. logbooks) a Statement of Facts should be prepared (before
departure) summarising the events/occurrences.
1.4.13 Charter Party
The Master is obliged to read the charter party carefully in respect of cargo operations. Some
charter parties may contain terms, which transfer the responsibilities regarding cargo
operations to the ship owners. Accordingly, the Master must carefully act in administration
and execution of cargo operations in order to minimise the risk for the ship owners in respect
of cargo claims, injuries to stevedore personnel, etc.
Vessels under T/C

It is of utmost importance that the Master observes the list of excluded cargoes
mentioned in the C/P.
1.4.14 Mates Receipt
The Mates Receipt is issued by the shippers stating cargo quantity loaded, and cargo
distribution on board.

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The Mates Receipt must be thoroughly checked and verified by the Chief Officer/Master
before the document is accepted, as this document usually is the basis for the Bill of Lading
figures.
The Chief Officer is responsible to determine the actual amount of cargo onboard at various
stages of the loading/discharging through frequent draft checks.
The same information shall be entered in the Deck Log Book.
Refer to Par. 1.4.1 “Signing Documents” & Par. 3.10.7 for procedures.
1.4.15 Bill of Lading (B/L)
1. The Bill of Lading is the legal document of title to the cargo loaded. In general, three
originals are issued and in general the original B/L is a negotiable document, thus
great care must be observed when dealing with this document.
2. When loading is completed a Bill of Lading will be issued stating what kind of cargo
has been loaded, quantity and condition. Further, the Bill of Lading will contain
information as name of Shippers, name of Consignee or to order, name of load port
and destination and notification address.
3. Upon completion of loading the Master must make sure that the Bill of Lading
quantity is issued in accordance with the Mates Receipt.
4. If the Master has any doubts regarding clausing and/or releasing of a Bill of Lading,
the Master must immediately contact the Commercial Department.
5. The Master is NEVER to accept a LETTER OF INDEMNITY against accepting a
clean Bill of Lading.
6. If vessels agents are authorized to sign Bill of Lading, the Master must stipulate that
the Bill of Lading is issued in accordance with the Mates Receipt.
7. If the Bill of Lading is stamped ‘Freight Prepaid’, the Bill of Lading must never be
released without acceptance from the Owners/Owners Agents.
8. If the original Bill of Lading is not presented at the port of discharge, cargo shall not
be released without acceptance from the Commercial Department.
9. The Master must ascertain that the Bill of Lading is present at the discharging port at
the earliest possible time.
Every Company vessel is supplied with the publication "Bills of Lading - A Guide to Good
Practice". This publication provides information on the role of a B/L, signing B/L's, delivery
of cargo etc.
Where the Master has any doubts relating to B/L's he should consult the above publication
and/or the Company.
Refer to Par. 1.4.1 “Signing Documents” & Par. 3.10.7 “Final Survey”.

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1.4.16 Short-loading
If for any reason the vessel receives less cargo than maximum capacity as per charter party or
voyage instructions or approved stowage plan, the Master must contact the Charterers
immediately in order to have the proper dead-freight claim completed prior to sailing. See
BCM06 Deadweight Report to be used for calculating dead-freight. In case a short loading is
determined, then a Note of Protest is to be issued as per Annex 4 of Chapter 12.
1.5 PROTESTS
1.5.1 Note of Protest
A 'note of protest' is - as a rule - a declaration of the Master, which is endorsed by a country's

authority of the flag state or port state (e.g. court, notary public, flag state consulate or
embassy) concerning an occurrence, which may incur legal and/or financial consequences.
The note of protest serves as an evidence for an incident or accident, which did occur in port
or on the previous sea passage. The legal status of a 'note of protest' may differ from country
to country and depends on the legal system of a country.
It is the obligation of the Master to initiate a note of protest whenever this may be a help to
protect the vessel against claims or to claim against third parties in relation to an occurrence.
This should be done in liaison with his ship manager. The Master prepares the declaration
and collects and prepares the evidence, which is attached to the note of protest. A 'note of
protest' may be required as well from the Master by other sides, e.g. crew member, shippers,
receivers.
A 'note of protest' should be made after an occurrence without delay. It should give a brief
summary of the facts concerning the circumstances, which did lead to the occurrence and
about the occurrence. The Master is required not to prejudice his company by restricting the
extent of damages to crew, environment or ship in his declaration. The seaworthiness of the
ship before the incident should not be questioned and no allegations and assumptions should
be made: The course of events, which lead to occurrence and the occurrence itself.
When describing occurrences this should be done not limiting the damage but to refer to
future investigations and surveys. The Master shall reserve his right to extend his protest at a
later date and place convenient ('extension of protest').
A typical reason for issuing of a ‘note of protest’ is cargo and/or ship damages caused by
heavy weather. In these cases the note of protest is required to protect the vessel against
claims for damaged cargo and build up the basis for claims against the cargo side and other
third parties.
Refer to Par. 1.4.1 “Signing of Documents”, Par. 3.10.7 “Final Survey” & Appendices
under Chapter 12.
1.5.2 Protests resulting from failure to meet contractual obligations
It happens quite frequently that the Master is reserving the right of the Company to claim
damages resulting from deviations from contractual obligations of parties. This refers to:
- Difference protest (B/L and ship figures);

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- Temperature protest e.g. heated cargoes;
- Cargo claims;
- Discharging rate protest.
The protest should be done in writing against the party concerned. It should be kept as
general as possible. In most cases, a protest is serving as a first notice only to comply with
formal requirements in respect of a claim, which may follow later.
1.6 CARGO DOCUMENTS
This chapter describes the importance and the method of tendering a Notice of Readiness and
actions in case of dispute. It also describes the action the Master must take in the event of an
inaccuracy in the Statement of Facts and it describes the documentation of cargo work delays.
The Master is responsible for the Charter and Cargo work documentation, in particular the
issue of the Notice of readiness, and for the updating of the Statement of Facts, and for
keeping careful records of stoppages.
Upon vessel’s departure from load/discharge port Master should provide the Commercial
Department with the following documents:
1. NoR
2. Mate’s Receipt
3. B/L
4. Draft Surveys and Statement of Facts.
1.6.1 Notice of Readiness (NOR)
"Notice of Readiness" is the official confirmation that the vessel is in every respect ready to
load or discharge. It is commercially important for proper lay-time and demurrage
calculations that the Master tenders NOR at the earliest possible time, if some fixed time is
not specified, in accordance with the charter party. The stated time of NOR should be the
time of arrival at the normal pilot boarding place or outside anchorage. If the vessel has to
wait outside the Master shall immediately tender NOR by fax and shall present the printed
form after berthing. NOR shall be tendered at all loading ports and at all discharging ports.
The NOR shall be addressed to the Shippers in the loading port and to the Receivers in the
discharging port. The Agent will either convey the NOR to the Shippers/Receivers for
signature, or he will sign on their behalf. If Shippers/Receivers/Agents unduly delay signing
the NOR the Master shall protest in writing, either in the NOR document or separately.
If, for any reason, the original NOR validity is disputed, the Master shall immediately
RETENDER NOR containing the remark "without prejudice to original NOR dated....".
If the NOR is tendered and rejected due to vessel not being in all respects ready to commence
cargo operation, NOR must be re-tendered when vessel is ready for loading/discharging.
Refer to Appendices under Chapter 12.

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1.6.2 Statement of Facts
Statements of Facts are normally prepared by Agents and presented to the Master for his
approval and signature. If particulars are inaccurate the Master shall always correct them
according to ship's logbook data. If the Agent will not allow erasures the Master shall place
his own statement/figures alongside the incorrect one(s) and shall initial the insertions.
If the Agent fails to prepare a Statement of Facts the Master shall do so, based on data
recorded in ship's logbook, cargo-book and reefer logbook. Care shall be taken to include any
lost or idle time for which reimbursement to Owners might be possible. Details and reasons
shall also be included for delays by vessel. The Statement of Facts is also the basic document
for calculation of demurrage/despatch.
1.6.3 Documenting Cargo work Delays

Any delay in cargo operation caused by the ship will result in loss to the Owners (deduction
from charter hire). The Duty Mate shall keep careful note of all stoppages. The Master shall
carefully examine Statements of Facts before signing (see earlier section on Statements of
Facts). Note that it is commercially advantageous for stevedores to blame their idle time on
the vessel - particularly when they are paid by tonnage/hours.
1.6.4 Documentation required on board ships carrying dangerous goods

Each ship carrying dangerous goods in solid form in bulk shall have a special list or manifest
setting forth the dangerous goods on board and the location thereof, in accordance with
SOLAS regulation VII/7.2.2. A detailed stowage plan, which identifies by class and sets out
the location of all dangerous goods on board, may be used in place of such a special list or
manifest.
When dangerous goods in solid form in bulk are carried, appropriate instructions on
emergency response to incidents involving the cargoes shall be on board.
In line with SOLAS regulation II-2/19.4 all bulk carriers shall have a document of
compliance when carrying dangerous goods in solid form in bulk, except class 6.2 and class
7.
1.7 COMMON ABBREVIATIONS & EXPRESSIONS

Below are listed the meanings of some special expressions and abbreviations which may be
found in charter parties:
B/N : booking note

B/L or B/L's or Blading : bill(s) of lading
Liner terms or berth terms or full liner
(berth) terms : the vessel bears most of the cargo handling costs (with local
variations)
FIO (free in and out) : free loading and discharge to the vessel means that the Charterers pay
the cargo handling costs
FIOS (free in, out and stowed) : same as above. Furthermore, it is specified that costs for stowing and
trimming be at Charterers account
FIS (free in and stowed) : loading, stowing and trimming are free for the vessel, but the
discharging costs are for the vessel's account
CQD (customary quick dispatch) : there is no agreement about any fixed laytime; loading and
discharging operations are performed as fast as is normal in port

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FAC (fast as can) : no fixed laytime, but the cargo to be as loaded/discharged as fast as
the vessel can receive/deliver
WP (weather permitting) and WWD
(weather working days): terms used in determining how time shall be counted when fixed
laytime is agreed upon
SHEX : sundays & holidays excluded
SHEX UU : sundays & holidays excluded, unless used
SHINC : sundays & holidays included
Laytime : time allowed for Charterers to load &/or discharge. Demurrage runs at
rate agreed upon, on expiration of laytime
1st Layday : first day that time can be counted (note that notice of readiness can be
tendered before 1st layday, as soon as the ship has arrived)
FHEX : fridays & holidays excluded (Arab countries)
FHINC : fridays & holidays included (Arab countries)
Demurrage : starts on expiration of laydays at the agreed rate
Dispatch Money : time saved on laydays allowed
Time Sheet : calculation of time (laydays, demurrage, etc) based on statement of
facts
C&F : cost and freight
CIF : cost, insurance and freight
FOB : free on board
FILO : free in - liner out
Gencon : code name of form generally used for voyage charter parties" (see
enclosed copy)
Baltime : code name of form generally used for time charter parties (see
enclosed copy)
Produce : code name of the New York Produce Exchange form generally used
in U.S.A. for time charters
NAABSA not always afloat but safely aground

Congenbill : code name for bill of lading (see enclosed copy) to be used with
charter parties
Conlinebill : code name for bill of lading used for carriage of goods on liner terms
(see enclosed copy)
Laydays : period of laytime (e.g. "laydays June 5-12" means first layday June 5,
cancelling date June 12)
Laycan : laydays/cancelling date
Cancelling Date : if vessel cannot be presented at certain date, Charterers have the
option to cancel the venture
WWD : Weather Working Days
NOR : notice of readiness
One SP/SB : one Safe Port, Safe Berth
WTS : Working Time Saved
Records
a) Records of Weather Conditions
b) Notice of Readiness
c) Statement of Facts including stoppages
d) Certificate of Delivery
e) Certificate of Redelivery
f) Voyage Report
g) Charter Party
h) Bills of Lading
Reference
Cargo Documentation

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2 CARGO HOLD ACCESS REQUIREMENTS
2.1 GENERAL
Various incidents have been reported around the world of crew entering in a cargo hold
whilst the vessel was at berth. These entries were without the terminal having knowledge that
there would be crew in a cargo hold.
Obviously, if the loading terminal is not aware that there are personnel in the cargo hold there
are many hazards/risks and subsequent consequences from loading operations.
 The ship-loader when moving between hatches has to move over the top of other
hatches and the crew could be unaware of the risk of pieces of cargo that are stuck in
the chute dislodging and falling into a hold.
 If the ship-loader operator is unaware that that crew are in a cargo hold and that hold
is planned to have cargo poured in it this could potentially result in cargo being
poured into the hold if the operator had not identified people in the hold. At the start
of pours at many terminals, the rate can peak at nearly 3 tons per second giving little
chance for escape.
Several of the incidents reported were near misses, with ship-loader positioned over holds to
start pouring while crew were inside. Some authorities decided that serious action had to be
taken to prevent a death from occurring as this would have a devastating impact not only on
the family of the crew member, but also his workmates, the ship-loader operator, other
emergency personnel etc.
Number one priority is safety of all involved, therefore a major safety review was
undertaken, with many different options investigated. As it is necessary for many vessels to
have people entering a cargo hold whilst at berth it was decided that the best course of action
was to manage the entries with the vessel – however, our opinion is that entry into any cargo
hold during cargo operations should be prohibited unless there are specific work
requirements or in an emergency.
2.2 ENTRY INTO A CARGO HOLD
Cargo hold entry can be for many reasons, for example;
 The cargo hold may have been used to carry water ballast and this may require the
covering of the valves, etc. prior to cargo loading in the hold.
 It may have been discovered that tools were left in the cargo hold at the previous port.
 Surveys may be required of the hold.
 Or in unplanned cases something has fallen into the hold during maintenance.

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Some local authorities have started to implement the changes in late 2009 with the 1st
January 2010 becoming the mandatory date for all vessels to have cargo hold entry training,
documents and training in place.
Shortly after, this was rolled out and the requirement for having written agreement was
added. This is to ensure that there is no misunderstanding about when and where the entry
will occur but also to document that the agreement was reached. This will also enable the
vessel to show that the entry was approved should any dispute arise.
Since the introduction of these requirements there have been no reported incidents
relating to Cargo Hold Entry.
2.3 KEY REQUIREMENTS
In order to have a successful entry/exit without incidents the following must be considered:
 The risk associated with falling cargo has been assessed,
 There is some form of written agreement between the vessel and the terminal before
an entry occurs.
 The crew has been trained and is aware of the requirements.
Hundreds of documents have been reviewed. They varied from just being just suitable to very
good documents that are well thought. Such documents have assessed all the risks and put
multiple strategies in place.
The components of what one would class as being a good document to be used for entry
should include the following:
1. A simple procedure that states that whilst at berth no one is to enter a cargo hold without
the written agreement of both the Master and the Terminal Representative and also
covers some of the following points;
a. Cargo Hold Entry points should be locked and signage in place indicating that
entry into the Cargo Hold is prohibited without the written agreement of both the
Vessel and the Terminal.
b. Risks associated with falling cargo from ship-loader passing overhead or
positioned in the hold should be assessed.
c. An officer should be stationed on deck near the cargo hold to communicate with
both the ship-loader operator and the crew in the hold and ensure that the ship-
loader is not positioned overhead.
d. All pre planned entries should be listed on the load plan submitted to the Terminal
and discussed at sign up of the vessel.
e. All other relevant documents must be filled out including Confined Space Entry
Permit etc. if a hold is closed.
2. Written agreement between the Vessel and the Terminal Representative. The most
common form of this is a checklist with a place for the Vessel and terminal
Representatives to sign. The best ones include the following points.

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a. Location of the entry
b. Reason for the entry
c. Planned entry time
d. Planned duration
e. A checklist utilizing all of the requirements from Section 1
f. A place for the Vessel Representative and Terminal Representative to sign
showing that they have agreed to the Cargo Hold Entry.
2.4 TRAINING RECORDS
In order for the crew to be in line with these requirements and to understand the risks
associated with hold entry, proper training MUST be carried out and the respective training
records (Form SC19) to be maintained onboard.
The Ship / Shore Checklist (BCM 12) for vessels crew entering hold during cargo
operations must be completed before entry.

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3 OPERATION OF BULK CARRIERS
The voyage is normally divided into four stages which should be well studied & planned:
Stage 1 Gathering Information Prior To Loading:
 Gathering information related to cargo specification, port restrictions, voyage

instructions and charterer’s requirements.
 Calculation of max. cargo intake bearing in mind:
a. Different cargoes / parcels for different receivers (priority / sequence of
discharging)
b. Depth on loading berth
c. Max vessel draft
d. Vessel’s stability parameters
e. Stowage Factor
f. Loading / unloading sequence
Stage 2 Loading port / Loading Operation:
 Verification of all information provided prior loading related to cargo and loading
terminal, depth, water density, etc.
 Ship/shore checklist, exchange of information, discussing the loading sequence with
terminal foreman.
 Draft survey, commencement of loading operation, monitoring vessel
stability/stresses, and performing de-ballasting operation.
 Monitoring loading operations and verifying cargo quality as far as practicable.
 Final cargo documentation, verifying cargo quantity, signing of cargo documents.
Stage 3 Sea Passage: (Refer to Chapter 4)
 Care & monitoring cargo parameters
Stage 4 Discharging Operation: (Refer to Chapter 5)
 Receiving of original Bs/L from agent or discharging against LOI

 Ship/shore checklist, information exchange, discussing the discharging sequence
 Draft survey, commencement of discharging operation, monitoring vessel’s
stability/stresses.
 Ballasting operation, collecting cargo residues as far as practicable to facilitate
cleaning of cargo holds
 Final documentation.
This chapter will list all procedures required for both 1st stage prior loading & 2nd stage at
loading port.

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3.1 Gathering Information Prior To Loading (Stage 1)
Lack of information normally leads to inadequate practices, undesirable fines and losses.
It is the MASTER’s responsibility to seek all information from all parties in order to executes
the vessel’s loading operations in a safe manner without violating any of the
international/local requirements in place.
3.1.1 Cargo specification

As per SOLAS / MARPOL / IMDG Code & IMSBC code requirements, charterers/shippers
or charterer agents are obliged to furnish the master with all necessary information about
intended cargo sufficiently in advance of loading, following cargo information are required:
REFER TO IMSBC CODE Section 4 (Provision of Information) which identifies all the
required documents to be provided to the Master.
In addition, the code provides individual schedules for each cargo containing description,
characteristics (Angle of repose, SF, Size, Group etc.), hazards, stowage & segregation, hold
cleanliness level required, weather precautions, loading, discharge, precautions, carriage,
ventilation and emergency procedures.
Group A: Cargoes which may liquefy
Group B: Cargoes which possess chemical hazards
Group C: Cargoes which are neither liable to liquefy nor to possess chemical hazards.
See also Annex 17 “Carrying Solid Bulk Cargoes Safely” Section 2.
 IMSBC Group A Cargoes which may liquefy
Such cargoes appear to be in a relatively dry granular state when loaded, yet may contain
sufficient moisture in excess to their transportable moisture content which causes them to
liquefy under the effect of compaction, rolling and vibration which occurs during the voyage.
This semi-fluid state could cause excessive and dangerous angles of heel or even capsizing if
not handled properly.
Some cargoes which may liquefy may also heat spontaneously.
Cargoes liable to liquefy mainly include concentrates (materials obtained from a natural ore
by a process of purification, by physical or chemical separation and removal or unwanted
constituents), some coals and other materials with similar properties.
For Sampling and test procedures, TML certificate and certificate of moisture content.
Special attention to be paid to IMSBC Code 4.3.2, 4.3.3, 4.5.1, 4.5.2 where it is clearly
stated that:
- The TML cert should be issued within the past 6 months prior to the date of loading,
and if for any reason the characteristics of the cargo have been changed, a new test to
determine the cargo TML to be conducted.
- Sampling and testing of the moisture content should be done as near as practicable to
the time of loading. However, time between sampling/testing and loading shall never
exceed 7 days.

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 IMSBC Group B Materials Possessing Chemical Hazards
The Code gives an extensive list of materials of this type ranging from aluminium dross to
zinc ashes. Some of the classified materials listed also appear in the International Maritime
Dangerous Goods (IMDG) Code when carried in packaged form, but others become
hazardous only when they are carried in bulk because they might reduce the oxygen content
of a cargo space or are prone to self-heating.
Examples: woodchips, coal and DRI.

Group B includes: flammable solids; flammable solids or substances liable to spontaneous
combustion; flammable solids or substances which, in contact with water, emit flammable
gases; oxidizing substances; poisonous substances; radio-active substances; or corrosives.
Such materials should be carefully segregated from other dangerous goods carried in
packaged or unitized form. The Code describes how this should be done.
Each entry includes either the United Nations number and IMO class or the MHB (materials
hazardous in bulk) classification. It also contains the relevant MFAG (Medical First Aid
Guide) table number, approximate angle of repose and stowage factor, Emergency Schedule
number, separation and stowage requirements, properties, observations and special
requirements.
 IMSBC Group C Bulk Cargoes Which Are Neither Liable to Liquefy nor Possess
Chemical Hazard
These cargoes do not normally have special hazards. The list ranges from alumina to zircon
sand as well as many of the more commonly-carried bulk cargoes such as clay, cement, iron
ore, pig iron, sand and sugar. The list includes the angle of repose of each material, its
approximate stowage factor, and the properties and special requirements connected with each
one.
Cargo specifications provided by the shipper should be accompanied by a cargo declaration.

The IMSBC Section 4 provides an example to such declaration.
In order to aid the vessels in getting the appropriate information prior to loading, the
form BCMC09 (Bulk Cargo Processing Record) MUST be completed and sent to the
Marine Department once the vessel receives new voyage /loading instructions.
The BCM09 will be reviewed; follow up on specific items will be carried out until it is
ascertained that the Master has been furnished with all required information.
It is important to note that No Cargo operation is allowed to start without the
authorization of the Marine Department.
Annex 13 “The table of minimum requirements of carriage for dangerous goods in

solid form in bulk” can be found under Chapter 12. This table mainly addresses the
requirements of fitness for carriage of Group B cargoes possessing chemical hazards
and the special carriage requirements of Group A and Group C cargoes in the IMSBC
Code (if any), it also includes the requirements of dangerous goods in solid form in
bulk in SOLAS Reg. II-2/19. This table must be consulted prior to approving any
dangerous cargo for loading.

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3.2 CONSUMPTION OF BUNKER AND FRESHWATER AND MINIMUM
ROB’S
The Master is required to provide the Charterers with estimates of the duration of a voyage
on the basis of the distance between the loading and discharging ports, the necessary quantity
and consumption of bunkers and freshwater to determine the quantity of cargoes to be loaded.
When the Max intake is being submitted to the charterers, they often revert with question
regarding bunker and fresh water. It is a common practice to exercise some pressure on the
vessel to reduce fresh water amount and or bunker for sake of loading more cargo with a
promise to replenish the vessel in an intermediate port during the voyage.
For reserve bunkers to be maintained on board refer to SMS Section 4, Technical Support &
Maintenance Chapter 6.1 Reserve Bunkers Guidelines. However, if the Charterers will have a
different view of bunker reserve the Master must contact the Company immediately.
Consumption & heating of bunker tanks should be planned & monitored specially for
tanks adjacent to cargo compartments, several cargo damages were reported due to
overheating of bunker tanks especially for food stuff & grain cargo.
3.3 CHECKS ON PORT CONDITIONS AT LOADING AND DISCHARGING

PORTS (including way ports) (Stage 2)
It is Master’s responsibility to seek all available information that would support him during
his port call/stay. Masters are requested to make use of their ship’s libraries, agents at their
designated ports of call, seek advices from the charterers/managers to answer any enquiry
that they might have in order to execute their voyage safely.
Masters are also responsible for familiarizing themselves and their crew (where applicable)
about the port of call and what to expect.
Practical experience has shown that some charterers are often providing vessels with
incomplete information concerning max. allowable draft, depth alongside, dock water
density, loader/un-loader height and/or stowage factor in order to have max. cargo intake.
Such practice could reach a high level of negligence such as failure to declare NAABSA port,
which results in cases of dispute, fines or even damages to vessel and cargo.
Therefore, Masters MUST implement routine procedure to verify information correctness

either provided by charterer or port agents. If the Master has any doubt regarding any of the
furnished information, the office MUST be informed immediately.
Following MUST be studied and physically verified with proper log entries
 Sounding of terminal water depth in respect to prevailing tide

 Dock water density, several measurements at several depths on different intervals
from different locations around the vessel
 Verification as far as practicable of cargo stowage factor
 Verification of moisture content by can test or any other possible available mean.

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 Cargo marking especially in case of several shippers/parcels/receivers/discharging
ports
 Maximum allowable draft
 Maximum allowable air draft
In case the port is declared as NAABSA, the NAABSA Checklist is to be completed and
sent to the Technical Department.
Refer to NAABSA Checklist BCM13.
3.4 ESTIMATION AND DETERMINATION OF MAXIMUM CARGO QUANTITY
The draft corresponding to the severest condition after consumption of bunkers and
freshwater should be taken into consideration.
The following draft restrictions should be set as the basis for the maximum draft, and the
maximum cargo quantity to be loaded:
a. Load line corresponding to each navigation area between the loading and discharging
ports.
b. MSD (maximum sailing draft).
c. MAD (maximum arrival draft). - In case the vessel passes through such areas as Panama
Canal, Suez Canal, or the Mississippi River SW Pass, the maximum allowable draft for
such areas should be used as a basis for calculating the maximum loadable quantity. The
maximum drafts for Panama/Suez Canal and the Mississippi River SW Pass are however
subject to seasonal changes. The master is therefore required to check on these changes
on every occasion by obtaining information from Charterer or the ship's agent.
d. Maximum draft determined according to contract. In this case, due regards should be
given to the conditions in the Charter Party so that arrangements may be made for the
vessel to arrive on an even keel at a place where the severest condition applies, as well as
to minimize her hogging or sagging state.
3.5 DETERMINATION OF ARRIVAL DRAFT AT LOADING PORT AND

BALLASTING OPERATION
Adjustments should be made to minimize the quantity of ballast on board. However, prior to
deballasting the following factors, as a minimum, should be taken into account:
a. Restrictions of port facilities
b. Restrictions owing to the depth of the turning basin in such ports: as Gladstone, Port
Headland, etc.
c. Required minimum arrival draft set by pilot for the safe handling of vessel through
fairways or for entry into the loading ports such as: Richards Bay, Seven Island, Sepetiba,
etc.

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d. Maximum height of Pilot Ladder from the waterline to the point of access in accordance
with IMO requirements.
e. Restrictions on the air draft required by the clearance of power cables and bridges during
the passage of fairways and rivers (San Francisco Bay area, Mississippi River, Columbia
River, Genoa).
f. Restrictions by the clear height of the loader.
3.6 LOADING PLAN FOR SHIP PERSONNEL
The Master has the overall responsibility for the loading and discharging of his vessel.
However, he may delegate tasks and duties to his officers, for example to the cargo officer
for the preparation of loading/discharging plans and general supervision of cargo operations.
A loading plan must be formulated preferably prior arrival and distributed to all deck officers
who are involved in watch keeping during the cargo operations.
A copy of the loading plan must be provided to the engine control room as well as to the
Company.
Please refer to Appendix 1 of Chapter 12 BCM01 “Bulk Carriers – Loading / Unloading

Plan”. Also refer to IMSBC Code for loading bulk cargoes, procedures in the carriage of Coal
Cargo and the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU
Code).
3.6.1 Determination of displacement
Prior to each departure the cargo officer shall determine the ship's actual displacement
according to the observed drafts and shall compare the results with the computed
displacement. He shall report differences of significance to the Master. For ships carrying
bulk cargoes (deadweight cargoes) cargo deadweight surveys may be required.
3.7 PRACTICAL MATTERS IN LOADING OPERATIONS
3.7.1 Notice of Readiness (NOR)
The NOR should be tendered without delay to all concern in accordance with the voyage
instruction. The ship's agent should be consulted beforehand for the necessity of opening
hatch covers by crew before arriving port. Such preparations should be made with due
consideration to the weather condition. Refer to the standard NOR (Appendices Chapter 12).
3.7.2 Initial Survey
Initial draft survey is usually carried out to determine the vessel’s “constant”, and as a basis
for calculating the total loaded quantity.

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In case of grain loading, very strict cargo hold inspections will be conducted by a surveyor to
judge whether the holds are suited for the carriage of grain or not. The pre-stowage plan and
its corresponding stability calculations will also be inspected to ensure compliance with the
grain loading rules. In case of other cargoes, inspection is conducted mainly to determine the
condition of the holds.
As it is convenient to have empty or full ballast tanks to obtain an accurate result in the
survey, where vessel is preparing for survey in full ballast condition, it is better to fill the
ballast tanks up to the air pipes (pressing-up) before arrival at the loading port. Care should
be taken when pressing-up tanks as improper use of ballast pumps can sometimes lead to
structural damage.
The cargo officer must measure the specific gravity of seawater by hydrometers with samples
of seawater taken from different locations around the vessel. It should be borne in mind that
Hydrometers may have errors. Thus, it is always better to prepare at least 3 hydrometer
readings and use the mean value.
When taking seawater samples, it is necessary to dip the bucket from different depths below
the surface as the specific gravity of seawater near the surface usually differs from those
taken from below the surface. Especially in ports located in or near the mouth of the river. In
addition, the specific gravity in these ports changes from time to time is depending on the
tide. These sometimes dictate the estimation of the specific gravity at the time of sailing (e.g.,
at Hampton Roads) on the basis of the knowledge of the relationship between the specific
gravity and the tide.
3.7.3 Prevention of over stressing of the ship's structure
When loading a high density bulk cargo having a stowage factor of about 0.56 m3/t or lower,
the loaded conditions are different from those found normally and it is important to pay
particular attention to the distribution of weights so as to avoid excessive stresses. In general,
masters should be guided by the loading information provided in the ship's Stability
Booklet/Loading Manual and by the results obtained from the ship’s Loading Computer/
Loadicator duly approved by Class.
Should any further information or clarification be required, the Charterers or the Company
must be contacted.
3.7.4 Verification of longitudinal strength
Stress values, as bending moments and shear forces, shall never exceed the permitted limits.
This includes:
- keeping the bending moments and shear forces within the limits permitted for
still water conditions during loading and discharging operations at all times;
- keeping the bending moments and shear forces within the limits permitted for
sea conditions for voyages outside a port area, even if they are very short and/
or coastal.

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3.7.5 Loading manual precautions to avoid excessive longitudinal stress
Some vessels (e.g. tankers and bulk carriers) are provided with an approved 'Loading Manual'
containing information that enables the responsible officer to perform operations as:
- loading and unloading,

- ballasting and de-ballasting,
- transfer of cargo,
- transfer of ballast, and
- bunkering.
Within the given stress limits. The format of the loading manual and the information
contained may vary according to the ship's type and her shipbuilding yard. The loading
manual may be included in the trim and stability booklet. A type approved cargo/stability
computer and an approved software may be used for stress calculations.
3.7.6 Ship's Transverse Strength
Transverse stress is caused by torsion of the ship's hull. In order to avoid excessive transverse
stress care should be taken that the stowage of cargo, ballast, and consumables is such to
avoid diagonal distribution of weights. Sensitive to torsion may be 'open' vessels e.g. large
container ships, bulk carriers with large hatches, ro-ro vessels with numerous and large hull
ramps.
Ships with transverse strength risk may be provided with approved means, which allow the
calculation/assessment of torsion moments. Given limits must be observed at all times.
3.7.7 Strength of Tank-tops, Tween decks, Hatch covers and Weather decks
When preparing cargo loading plans, it is important that the ship should be loaded as close as
possible to its maximum deadweight or capacity, but it is equally important to consider the
implications of loading any high density cargo. In the early stages of planning, it is essential
that not only should the physical dimensions of the cargo be established but also the
maximum permissible weight which can be loaded into any compartment. The Committee
believes that there is a common failure fully to understand the strength limits of tank-tops,
tween decks, hatch covers and even weather decks and that the knowledge of many ship
masters in this matter is often superficial.
The strength limits which are to be applied to tank-tops are calculated and approved by the
Classification Societies. The maximum limits are expressed in tonnes per square metre and
are included in the ship’s technical manuals and capacity plans. To calculate the number of
tonnes which can be loaded on the tank-top without exceeding the limit, the area of the tank-
top in square metres is simply multiplied by the permissible number of tonnes per square
metre. To ensure that the limits are not exceeded the cargo must be spread evenly over the
area of the tank-top. The volume of this space above the lower hopper tanks should also then
be calculated and the figure obtained included in the total quantity to be loaded. A typical
calculation might be as follows:

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Maximum tonnage to be loaded:
Example:
(L)ength x (B)readth x (PL) (permissible load)
= 27 x 21 x 12 tonnes/m2 = 6804 tonnes.
[Where L & B represent the dimensions of the tank top excluding the hopper tanks]
Maximum volume to load:
6804 tonnes @ 3 tonnes/cubic metre = 2268 cubic metres.
Height of stow:
2268/567 = 4.0 metres. (n.b. 567 = 27 x 21)
When discrete items are to be loaded such as billets, steel coils, slabs and the like, the
committee recommends that the load should not exceed 6804 tonnes as shown above. When
other homogeneous cargoes are loaded, which may safety be stowed over the hopper tanks,
then additional weight may be carried but always with the proviso that the overall height of
stow should never exceed the original figure as arrived at above.
In such cases, the amount of weight which can be safely added to the 6804 tonnes can be
calculated by using formula:
0.5 (l x b x PL) tonnes, where

l = the length of hopper tanks and
b = the horizontal width of tank and
PL = permissible load.
Thus if l = 27m and b = 4m then 0.5 (27 x 4 x 12) = 648 tonnes at each side. At 3 tonnes/m 3
648 tonnes would occupy 216 m3. Over a base area of 108 m2 (27 x 4) this would take the
height to 2 metres (216/108) or, allowing for the wedge of a 45 degree hopper tank, to 4
metres height. Thus the final result of the calculation would be that the total weight of cargo
to load would be 8,100 tonnes at an overall height of 4 metres.
In any case the committee recommends that, when making these calculations, masters should
consult the Code of Safe Practice for Bulk Carriers, section 2.1: Cargo Distribution.
When bulk cargo is poured into a ship’s hold, it tends to form a heap, thereby increasing the
load on the tank-top towards the centre of the hold. The result is a tendency for the double
bottom to sag and for the ship’s sides to be drawn in as indicated in diagram A.
Such stresses can seriously weaken the ship’s structure. It is possible that the effects of such
stowage procedures over a number of years may have contributed to the losses of loaded bulk
carriers. During loading, the aim should be to maintain an even distribution of weight both
transversely and longitudinally so that the specified tank-top limits are not exceeded.

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The procedures outlined above are simple, but more complicated situations may arise if
break-bulk cargoes are to be loaded where large, heavy pieces of cargo may be offered for
shipment. Take for instance, a 200 tonne transformer with base dimensions of 5m x 3m (15
square metres) to be loaded into the hold illustrated in Diagram A. The spot load on the tank-
top would be 200/15 = 13.3 tonnes per square metre. This load would be excessive if the
limit were 12 tonnes per square metre. To spread the load and reduce the pressure to within
the specified limits, it is customary build a grid-like timber frame on the tank-top. The timber
selected should have its grain running the length of the timber, and be of uniform quality.
The area over which to apply the timber can be calculated by dividing the weight of the
transformer by the tank-top limitation: i.e., 200 tonnes/12 tonnes per square metre = 16.7
square metres. This would be the minimum area to be covered by the frame. 2 x 2 and 3
x 3 timber is common used with the loading of many cargoes, especially steel. Square
timber of greater cross section is extensively used for supporting heavy lifts.
Ideally, a complete floor should be constructed with baulks of timber placed next to the steel
surface of the tank-top having no spaces between the timbers. In practice this would be costly
and uneconomical. Whatever procedure is finally adopted is likely to involve compromise,
but it is in any case recommended that, with heavy lifts, the baulks used should be of
substantial sized timber with cross sectional dimensions of not less than 9 inches (23 cm)
square. It should be appreciated that there is a possibility that the timber may compress under
the applied weight. As an alternative, a steel frame may be used. Before deciding the exact
stowage position for a heavy lift it is advisable to check the nature of the hull construction. A
heavy lift should be placed with reference to the longitudinal reinforced structure
(longitudinal girders). The placement of timber baulks should be considered with reference to
the internal double bottom structure, always bearing in mind that an important function of
dunnage is to spread the load to the primary structure of the hull.

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Where steel cargoes are to be loaded, other complications are likely to arise. When loading
steel coils it is usual to load not more than three tiers high with individual coils weighing up
to 10 tonnes. If the unit weight is more than 10 tonnes, only two tiers are loaded and if more
than 15 tonnes then only one tier is loaded. Usually two lines of double dunnage measuring
6 x 1 are laid athwartships between the coil and the tank-top. Applying the formula above,
the pressure exerted over the small bearing surface of the lowest coil is about 30 tonnes.
Without due care, the customary dunnage may not be sufficient effectively to spread this
weight and there is a risk that the tank-top will be overloaded beneath each unit. Every
possible precaution should be taken to ensure that the spot load does not exceed the limit,
bearing in mind that the load spread is improved if the pitch of dunnage is reduced and that
the dunnage must be laid across primary structure and must not terminate in between
members (i.e., between double bottom longitudinal girders).
The stowage of steel slabs poses similar problems. A typical slab may measure 6 metres x
1.25m x 0.25m and weigh 14.75 tonnes. The area of such a slab is 7.5 m and when stacked 7
high, there would be 103 tonnes bearing down on the tank-top. Assuming the slabs were
stowed flat, this would indicate a load of 13.74 tonnes per square metre - 14.5% in excess of
a 12 tonne permissible limit. However, the lowest slab is likely to be supported by three or
four baulks of timber in order to facilitate handling by forklift truck. This means that the
entire stack is supported on a maximum of four points, resulting in a tremendous
concentration of weight on a small area. Unless larger dunnage is utilized, thereby spreading
the load to within satisfactory limits, the tank-top is likely to be overloaded when such cargo
is loaded in the manner described. Bearing in mind the manner in which steel billets and
slabs are usually dunnaged and stowed, it should be realized that little or no weight of that
stowage will be distributed to the sloping tank sides unless special dunnaging arrangements
are constructed to do so. It is more likely that the flat tank top area alone, will be supporting
the entire cargo weight, even though billet/slab ends/sides may be touching the plating of the
sloping tanks. Masters are again encouraged to consult the Code of Safe Practice for Bulk
Carriers with particular reference to Section 2.1.2.1 which commences as follows:
“When loading a high density bulk cargo having a stowage factor of about 0.56 m3/t or
lower, the loaded conditions are different from those found normally and it is particularly
important to pay attention to the distribution of weights so as to avoid excessive stresses. A
general cargo ship is normally constructed to carry materials of about 1.39 to 1.67 m3/t when
loaded to full bale weight and deadweight capacity. Because of the high density of some
materials, it is possible by improper distribution of loading to stress very highly either the
structure locally under the load or the entire hull”.
Within the data provided in that section of the Code the very densest iron ore has a stowage
factor of 0.29 m3/tonne which is considerable lower than the guiding upper limit of 0.56 m 3/t.
Using reported dimensions for billets, their stowage factor may not be greater than 0.25 m 3/t
(allowing for dunnage, margin plate areas, interstitial spacing, etc.) and on the basis that a
mild steel billet will have an inherent density of 7.86 tonnes/ m3. If it were possible to stow
billets without any interstitial spaces, the stowage factor would be 0.127 m3/tonne: thus it can
be seen that billets constitute a very heavy cargo which stows denser than the densest iron
ore.

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In purpose built container ships the tank tops and double bottoms’ structures are specially
strengthened where container corner castings are to be positioned. Here, the guiding principle
is the stack weight, where 4, 6 or even 10 units per stack are involved. When containers are
carried in the holds of non-purpose built vessels, such as general cargo ships and bulk
carriers, great care must be taken to use adequate dunnage to spread the point loading at the
corner castings, generated by the stack load. For instance, a single stack of 2 x 20 ft x 20
tonne units will exert a down loading of 40 tonnes. Beneath each corner casting, the point
loading will be about 345 tonnes/m2.
Failure to appreciate the magnitude of such stresses has sometimes resulted in tank tops
becoming pierced, followed by flooding of the hold by fuel oil or ballast water.
3.7.8 Weather Decks and Hatch Covers
Similar caution should be exercised when loading heavy cargo and containers on weather
decks and hatch covers.
Unless the weather deck has been specially strengthened, it is unlikely to have a loading limit
in excess of 3 tonnes per square metre. Similarly, unless hatch covers have been specially
strengthened, it is unlikely that they would have a limit greater than 1.8 tonnes per square
metre; maybe half that value in vessels less than 100 m in length. Hence, it is of great
importance to consult and confirm the relevant data from the ship’s documentation. When
exceptionally heavy cargoes are to be carried, it may be necessary to shore up the weather
deck from below, but in such cases care should be taken to ensure that the load on the tween
deck plating is properly spread. it is always prudent not to load up to the maximum
permissible limit on weather decks but to err on the safe side, given that heavy seas may be
shipped in these areas. It is good practice to add 5% to the weight to be loaded before
calculating the dunnage area.
In line with earlier advice given elsewhere, the Committee is of the general view that
containers should be stowed on deck two or more highs only on those ships which have
securing arrangements specially provided. At no time should the deck-loaded containers
overstress the hatch cover or the hatchway structure. In cases of doubt, details of stress
limitations should be obtained from the Classification Society. As mentioned above where
bulk carriers or dry cargo ships are being used for the carriage of containers on the weather
deck and/or the hatch covers, it should be borne in mind that it is the stack weight and the
resultant point loading beneath the corner castings which must be taken into considerations.
This criterion addresses not only structural capability but also the ability of the lower tiers of
containers to support the super incumbent weight.
Where containers are to be stacked two or more tiers high, on the hatch covers or weather
deck, the base tier should be provided with permanent foot locks for the lower corner
castings. The containers should be secured one above the other by means of twist-locks
and/or lockable inter-layer stackers and the upper corner castings of a block of units should
be locked into each other transversely by means of screw-bridge fittings and/or tension
clamps. Containers so carried must be treated as deck cargo and secured in accordance with
the deck cargo rules and recommendations. In other words, the total holding power of the
lashing arrangements properly disposed and attached to appropriate terminal points, should
be not less than three times the static gross weight of the containers and contents.

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If circumstances demand a twin tier stack in the absence of foot locks or welded restraints,
then properly rigged foot lashings should be used. The units must be twist locked together
and lashed as indicated above. In such instances, the correct use of dunnage, both as to size
and application, beneath the base corner castings, is of paramount importance, as illustrated
in Diagram B for instance.
3.7.9 Ship's Freeboard
a. In brackish water with a specific gravity other than 1.000, the difference of freeboards in
seawater and freshwater is multiplied by the rate to 0.025 of the difference of the actual
specific gravity minus 1.000. This value is then added to the freshwater freeboard and the
load line corresponding to such freeboard shall be applicable.
b. Freshwater Freeboard
The summer freshwater freeboard and tropical freshwater freeboard shall be the values
obtained by deducting, from the summer freeboard and tropical freeboard respectively,
such values as calculated from the following formula:
D / 40 TPC
D : the displacement of seawater at the summer load line.

TPC : the tons per centimetre of seawater at the summer load line.
The rule is satisfied if the draft after correction of the specific gravity falls below the load
line.

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3.7.9.1 Entry to & departure from a port standing on the boundary line of two
different load line zones
A vessel which enters the port is regarded to be in the load line zone through which she has
sailed until arrival at the port. Likewise, a vessel which leaves from the port is regarded to be
in the load line zone through which she is to sail after departure from the port.
3.7.9.2 When the applicable load line is expected to change in zones and areas on the
expected sailing route after departure
When the applicable load line changes in zones and areas on the expected route, departure
draft should be adjusted so as not to exceed the load line applicable in the zone, area or
season when and where the vessel sails. Special consideration should be given to prevent
over draft when draft is most severely restricted as in the case when the load line changes
from summer to winter and tropical to summer. Even in such a case, however, it is the usual
practice that the number of days necessary to reach such a boundary line is estimated and that
an additional cargo is loaded commensurate to the consumption of bunkers and freshwater for
that period. Suppose a case where a vessel loads at a port located in the tropical zone and she
enters a summer zone en route to a discharge port. The sailing draft from the loading port can
be calculated by the following formula:
MSD(m) = Summer draft(m) + Bunker/FW consumption to boundary line (mt)

TPC x 100
3.7.10 Temperature measuring pipes and ventilators for loading coal in bulk
Bulkers may frequently have chances to load coal and charter parties for bulkers always
stipulate that it is mandatory to take temperatures of cargo in holds during its shipment. The
temperatures shall be taken at least once a day from specific location (pipes) on deck to cargo
hold. A government surveyor may come on board the vessel to check the equipment to
measure hold temperatures, previous temperature records, opening/closing of ventilators and
fire arresters. Loading of coal is started only after he gives approval by judging that the vessel
is suitable for that purpose. It is also necessary to pay attention to the opening/closing of
dampers, the care and maintenance of fire arresters.
In Australia it is required for bulk carriers to have a provision in the hatch coamings for a
monitoring hole where measuring instruments required for Coal carriage can monitor the
required readings. Fabrication of these holes is subject to Class approval.
3.7.11 Hold ladder (Australian Ladder)
The rules for Australia ladders requires that the vertical ladder inside a cargo hold shall be 20
feet or less and be equipped with a horizontal platform when it is necessary for stevedores to
enter holds to carry out loading or discharging operations. The duty officer should be
specifically instructed to watch for any damage to these ladders so stevedore’s damage report
can be made and claimed to Charterers. It is also a good idea to brief the crew during hold
cleaning to report any damage to these ladders so repair can be arranged before stevedores
refuse to work in the holds.

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Excerpts of Port Regulation concerning Australian Hold Ladders:
The following requirements apply to a vertical ladder:
a. The ladder shall be substantially vertical, that is, the angle to the horizontal shall
exceed 70°, except that, in way of sloping ends of holds in a bulk carrier, the ladder
may be at a lesser angle to the horizontal for a length of ladder not exceeding 6
meters.
b. the treads or rungs shall:
provide a firm foothold of a depth (including any space behind the ladder) of not
less than 115 mm for a width of not more than 300 mm; and be spaced at equal
intervals of not more than 350 mm and not less than 250 mm;
c. the ladder shall provide a secure handhold; and
d. the plane through the longitudinal centreline of the ladder shall be perpendicular
with respect to the landing surface.
3.8 HOLD INSPECTION
Refer to IACS Publication Bulk Carriers Guidelines for Surveys, Assessment and Repair of
Hull Structure, and Chapter 9 of this Manual.
3.8.1 Responsibility for Hold Inspection
The cargo officer is responsible for ensuring that the holds are ready for cargo. He should
carry out hold inspection with the Bosun and crew with the aim to familiarize and train them
with the safety factors involved (See Chapter 9.3). The amount of supervision by cargo
officer for the whole process of cleaning will depend upon the experience of the crew.
Crewmembers should be trained to look for damage and defects and to report it to the cargo
officer immediately.
3.8.2 Re-inspection of Hold before arrival Loading port
During the ballast passage, loose scale may form in a cleaned hold, leakage into the hold
from a ballast tank may occur or undetected cargo residues may fall from high location in the
hold. Cargo officer is required to re-inspect the holds; some hours before the vessel reach the
loading port, to allow time for correction of any new problems, which may have developed
during the passage.
3.9 PRE – LOADING BRIEFINGS / AGREEMENTS SHIP / SHORE
The cargo officer is responsible to ensure that the ship and shore personnel in charge are
aware of the loading plan and what contingency plans are to be activated in case an
emergency situation arises on the ship or ashore.
Ship and shore personnel (stevedore foreman / shipper's representative) must be familiar with
the ship / shore related procedures, communication systems and the contingency plan.
Please refer to Appendix 2 of Chapter 12 BCM02 “Bulk Carriers – Ship/Shore Safety

Checklist”.

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3.10 LOADING SEQUENCE AND LOADING RATES
Lack of attention and planning from ship’s personnel about proper loading sequence and excessive
loading rates from terminal have caused many accidents to large bulkers. Hence, cargo-handling
sequence, loadable quantity should be discussed with the stevedores or terminal on the basis of
complying with the pre-loading plan prepared beforehand by the vessel. The master should discuss
the necessity for changing the loading sequence by checking cargo readiness and the operational
condition of loaders. He should also check the cargo-loading rate for any amendment necessary to the
deballasting plan.
The name of the responsible person in charge of terminal, means of communication in emergencies,
method for giving instructions to the loader operator should be identified, established and known to
the watch personnel.
3.10.1 Cargo Remaining on the Conveyor Belt

In some terminals the cargo quantity remaining in the conveyor belt is still a few hundred metric tons
and usually the terminal will not stop the loading even if the cargo officer orders them to do so until
the conveyor belt is empty. To avoid overloading any individual hold or the whole vessel, the cargo
officer should get the information from the terminal before loading commences to control the loadable
quantity on each hold particularly when loading the trimming weights. See also Par. 3.10.4.
3.10.2 Measurement of depth alongside berth

Sounding is of vital importance especially in river ports where a large tidal height difference or
fluctuation in water depth is expected. Soundings are also necessary in ports where only a small
margin of depth is available.
When the loading operation is already in progress and the de-ballasting operation is on its steady
pace, the duty officer should take the opportunity of checking depths alongside the berth and the
bottom clearance by electronic means or sounding lead.
3.10.3 Draft check

Upon completion of each loading sequence, the watch officer is required to check the draft and report
to the cargo officer to determine whether the loading and deballasting operations progresses according
to plan.
From the draft readings, the loaded cargo should be calculated, compare result with shore scale
reading (usually reported by the terminal if requested by the ship) and log accordingly.
When loading at anchor or where jetty / terminal access is restricted making taking of visual drafts
difficult, the vessel must agree with the loading terminal alternate arrangements for observing the
vessels draft.
In addition, the following actions are to be taken as applicable by ship’s staff:
1. Measure the freeboard from the deck level

2. Rig a ladder over the stern to read aft drafts
3. Use pilot ladder overboard for midship drafts
4. You should be able to read fwd drafts more easily by looking over the side of the vessel
5. Use a boat – ask permission if needed
6. Use binoculars if the draft is difficult to read
7. Do not ever rely on draft gauges and remote readings – these must ALWAYS be calibrated
against actual draft readings.

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3.10.4 Trimming Weight
Expected quantity of cargo or so-called trimming weight should be discussed by the cargo
officer with the terminal for adjustment of trim relative to completion of loading.
The expected time of departure in case using the effect of high tide, should be also discussed
for any additional cargo quantity to load by taking advantage of the tidal level.
When the loading operation has reached the final stage where trim needs to be adjusted,
suspend the loading operation temporarily and check draft precisely.
On the basis of the result:
 Determine the additional cargo quantity to make the specified sailing draft, taking into
account the hogging or sagging state as revealed by the draft check.
 Distribute the whole of the additional cargo into holds to attain the planned trim.
Usually, it will not be recommended to use more than two (2) holds.
 When the additional cargo quantity is determined, inform the terminal immediately and
resume loading.
It is the usual arrangement in which the second and third deck officers are stationed on both
sides of the load line mark at the midship section, or in the vicinity of the fore and aft draft
marks, to read drafts and relay same to the cargo officer by transceivers so that the latter,
usually stationed in the vicinity of the hold(s) to be filled -up, can, on the basis of such
information, instruct the loader operator where to load the remaining cargoes so the vessel
maybe loaded up to her planned trim and draft marks.
3.10.5 Cargo Watch
The cargo officer should brief the watch officer about the agreed pre-loading plan, which
amongst others the following should be considered:
a. The de-ballasting operation shall start on commencement of cargo operation. Once

completed, de-ballasted tanks should be checked (sounded) and recorded on every
occasion to avoid inadvertently leaving ballast water in the tanks. They are to be stripped
completely by pumping out repeatedly a few times, at appropriate intervals with trim
taken into consideration.
b. In the case of cargo with a large stowage factor, dead space in holds, if created, would
directly lead to a reduction in cargo quantity. It follows that the deck officer should keep
a watch to eliminate dead space when loading cargo in hold corners, by keeping close
communication with loader operators.
c. The watch officer is also required to check for stevedore damage, and if such damage
occurs to obtain a statement of facts signed by the representative of the terminal.
Whenever possible, any damage must be repaired by stevedores before the vessel
departure, from the discharging port (if damage was inside cargo hold) or from either
loading or discharging ports (if the damage affects the sea worthiness of the vessel).

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3.10.6 Cargo Sampling
Cargoes listed in the IMSBC Code must be carefully inspected and sampled before loading.
In most cases approved authorities have performed this and a respective certificate is
produced to confirm the specification of the cargo to be in acceptable limits regarding
moisture contents and angle of repose. However, the Master and the cargo officer should use
their own judgement and available equipment to verify the condition of cargoes listed in the
codes.
Any findings resulting from cargo sampling made by ship's personnel must be reported to the
shippers and recorded in the deck logbook.
3.10.7 Final Draft Survey
After completion of loading, the surveyor comes on board the vessel again to conduct a final
draft survey. On the basis of the data obtained from the Initial survey, the final loaded
quantity is determined.
When the contract to purchase a cargo is made under the condition of FOB (free on board),
its settlement between the seller and buyer is made on the basis of the cargo quantity
determined at the loading port. Thus, attention should be given when conducting a draft
survey, particularly in calculating the total loaded quantity, so that a fairly accurate figure
close to the actual loaded quantity may be obtained. Refer to Code of Practice for Draught
Surveys.
If the quantity on the bill of lading is determined by shore scale, there are instances where
draft survey is omitted. Even in such a case, the cargo officer should check the draft,
calculate the loaded cargo quantity, and record the result accordingly.
Upon completion of loading, if a discrepancy in excess of 0.15% is noticed between the

ship’s figures and shippers/shore figures, the following steps should be taken in relation
to issuing the relevant documentation:
1. Notify the shippers/charterers/owners/operators of the discrepancy and request that

additional cargo is loaded to cover the difference.
2. Attempt to enter the ships figures in the Mates Receipts and Bills of Lading.
3. If ships figures are not accepted, then shore/shippers AND ships figures should both
be entered into the documentation.
4. If charterers/shippers refuse to allow you to enter any remarks in the documentation
and they are applying pressure for the Bill of Lading to be signed, call Commercial
Department and Norden immediately for advice. When the vessel has sailed, a Note of
Protest (as per Chapter 12 appendix) should be issued and sent to all the relevant
parties, as advised by Norden.

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3.10.8 Draft Survey Guidance
1. Read the draft (6 readings) forward, aft, middle p/stbd.

2. Take a dock water sample from the mid ship sea side (SAMPLE TO BE FROM THE
MIDDLE BETWEEN THE WATER LINE AND THE BOTTOM) in order to check the
density.
3. Calculate the mean draft forward/aft/mid.
Fwd Draft P. Mid. Draft P. Aft Draft P.

Fwd Draft Stbd. Mid. Draft Stbd. Aft Draft Stbd.
_____________ ______________ _____________
M. Fwd Draft M. Mid Draft M. Aft Draft
4. From step 3 calculate the trim (this trim we can name T1)
M. Fwd Draft
M. Aft Draft
____________
T1
5. From the stability booklet find L1 and L2 (IT IS THE DISTANCE FROM THE DRAFT
MARK TO FWD AND AFT). Also Check for L3 (Midship)
6. Calculate the draft corrections as follows:
Fwd Draft Corr. = L1/LBP-(L1+L2)XT1

Mid Draft Corr. = L3/LBP-(L1+L2)XT1
Aft Draft Corr. = L2/LBP-(L1+L2)XT1
NOTE:
IF THE Vessel trimmed by aft : Fwd&Mid Draft Corr. (-), Aft Draft Corr. (+)
IF THE Vessel trimmed by Fwd : Fwd&Mid Draft Corr. (+), Aft Draft Corr. (-)
7. Correct the Fwd&Mid and Aft Draft
M. Fwd Draft M. Mid Draft M. Aft Draft

Fwd Draft Crrection Mid Draft Correction Aft Draft Correction
__________________ __________________ __________________
Corrected Fwd Draft Corrected Mid Draft Corrected Aft Draft
8. From Step 7 calculate the Trim (this trim we can name T2)
9. Calculate the Mean Draft using Corrected Fwd Draft and Corrected Aft Draft
Corrected Fwd Draft

Corrected Aft Draft
__________________
Mean Draft

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10. Calculate the Mean of Mean Using The Mean Draft (From Step 9) and M. Mid Draft
(From Step 3)
Mean Draft
Corrected Mid Draft
__________________
M. of M.
11. Calculate the double Mean of Mean using the M. of M. (From Step 10) and M. Mid Draft
(From Step 3)
M. of M.
Corrected Mid Draft
__________________
DMM
12. By DMM Draft we can go through the Ship’s Stability Booklet and find the following:
Displacement
TPC
LCF
Note:
we must find 2 reading of MCTC (in the lines of DMM Draft +50cm and DMM Draft -50cm)
we must calculate the difference between MCTC1 and MCTC2 (we can name the difference
DMZ)
13. Calculate the Displacement Corrections as follows: (We always use T2)
1st Correction = LCFxTPCxTrimx100/LBP (Will be (-) or (+) as per LCF)

2nd Correction = (Trim)2xDMZx50/LBP (Always +)
14. Calculate the Corrected Displacement as follows:
Displacement
1st Correction
2nd Correction
___________________
Corrected Displacement
15. Calculate the Final Displacement Using the Dock Density (From Step2) and Corrected
Displacement (From Step 15)
Final Displacement = Dock Density/1025xCorrected Displacement

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16. Calculate the Deduction
L/Ship
FO
DO
LO
FW
BW
Constant
______________
Total Deductions
17. Calculate Cargo on Board
Cargo on Board = Final Displacement – Total Deductions
References
Appendix 17 – BCM 17 “Draft Survey Form” (Blank & Example)

Annex 11 – Measurement of Bulk Cargoes Draft Surveys
3.11 SHIP STABILITY AND STRENGTH

This paragraph describes the measures for ensuring the safe operation of the ship in relation
to:
- ship's stability (intact and damage),
- trim,
- longitudinal strength,
- transverse strength.
The Master is responsible for ensuring that his ship meets stability, trim, longitudinal strength
and transverse strength requirements. He is to be supported by the cargo officer who is
responsible for all related calculations and the filing of their records for every voyage.
Every ship is provided with suitable documentation (e.g. trim and stability booklet, loading
manual) that assists in stability, trim, longitudinal strength, and transverse strength
calculations. The documentation must be approved by the flag state of the vessel. The
documentation may be supplemented by approved computer software.
3.11.1 Stability Calculations

The officers in charge should always bear in mind that stability calculations are normally
based on assumed values. Accordingly, the actual stability situation may differ from the
calculated one. As a rule the officer dealing with the stability of the vessel shall consider the
following uncertainties:

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- wrong weight values of cargo;

- wrong weight values of consumables;
- wrong weight values of ballast water;
- unintended generation of free surfaces;
- unknown leaks in tanks;
- others.
Masters are required to exercise prudence and good seamanship having in mind the above
uncertainties, the climate risks (e.g. winter north Atlantic, tropical cyclones, ice probability)
for the coming voyage, weather forecasts, international load line zones and should take the
appropriate action before the commencement of a voyage and once underway.
All calculations must be approved and signed by the Master.
3.11.2 Verification of Stability

Cargo, consumables, ballast water etc. shall be stowed ensuring that the stability
requirements are met at all times of a voyage. This is valid for all voyages - including short
distance trips beyond the harbour boundaries. The stability must be verified for every voyage.
Accordingly, the required calculations must be made and the results must be recorded.
Damage stability calculations must also be made and found to be within acceptable limits for
each load condition.
It has to be noted that rolling period method is an indication only and does not represent the
actual ship’s static stability represented by “GM”.
3.12 PRECAUTIONS DURING CARGO, BUNKER AND BALLAST OPERATIONS
Care shall be taken during loading, discharging, cargo transfer, ballasting, de-ballasting or
bunkering operations to ensure that the ship remains stable within the permissible stress
limits. This refers to in particular to large bulkers, which may be exposed to the risk of
temporarily overstressing during high-speed cargo operations. Compliance to the 'Loading
Plans' or 'Discharging Plans' in respect of ballasting, de-ballasting, loading and discharging
rates shall eliminate these risks.
To ensure that the vessel stresses and bending moments are monitored effectively, the cargo
officer and watch officers are required to update the loading computer with the weights of
cargo and ballast loaded/discharged, and ensure that limits are not exceeded.
3.12.1 To aid stability
Having regard to regulation II-1/22.1 of SOLAS Convention, a stability information booklet

shall be provided aboard all ships subject to the Convention. The Master shall be able to
calculate the stability for the anticipated worst conditions during the voyage as well as that on
departure and demonstrate that the stability is adequate.
Shifting divisions and bins, of adequate strength, shall be erected whenever solid bulk
cargoes, which are suspected of readily shifting, are carried in tween-deck cargo spaces or in
only partially filled cargo spaces.

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As far as practicable, high-density cargoes shall be loaded in the lower hold cargo spaces in
preference to tween-deck cargo spaces.
When it is necessary to carry high-density cargoes in tween-decks or higher cargo spaces, due
consideration shall be paid to ensure that the deck area is not overstressed and that the ship’s
stability is not reduced below the minimum acceptable level specified in the ship’s stability
data. Refer to IMSBC Code Section 2.
3.12.2 Ballasting to Remove an Angle of Loll
Ships which become slightly unstable will list to an angle of loll. An angle of loll is most
often associated with ships carrying deck cargoes such as logs or sawn timber. Whenever an
angle of loll develops, either while loading or unloading or during the sea passage, great
caution must be exercised when measures are taken to correct the loll. No corrective
measures should be implemented before it is established beyond reasonable doubt what
causes the loll. As a minimum the following factors must be checked.
(a) Stability calculation with respect to minimum G.M.

(b) Increase in free surface
(c) Unwanted ingress of seawater
(d) Bunker consumption
(e) Increased weight of deck cargo due to ice or water absorption.
The developed list may also stem from imbalance between sections of the cargo itself, or
imbalance between cargo and or bunkers.
If ballast is used to correct the angle of loll, it is a general rule that ballast should first be
filled to the side where the angle of loll has developed i.e. the lower side. This does not mean
that other measures might be more proper under the given circumstances. Prudent
seamanship is always to be observed.
3.13 PRECAUTIONS AGAINST CAPSIZING
Before the commencement of a voyage, care should be taken to ensure that cargo and
equipment is properly stowed and lashed in order to eliminate the risk of longitudinal and/or
lateral shifting when at sea. This applies in particular for deck cargo because the forces
generated by rolling and pitching are added with those resulting from seas on deck and wind
conditions.
Free surfaces reduce the metacentric height. As a rule: free surfaces resulting from partially
filled tanks (cargo, ballast water, bunkers, and other liquid consumables) should be avoided.
This applies in particular to conditions with a low metacentric height. On the other hand
excessive high metacentric height values might lead to acceleration forces, which could harm
the ship, her cargo, her equipment, or her crew. In cases of very stiff ships the reduction of
the metacentric height by generation of free surfaces can be appropriate.

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3.14 WEATHER PRECAUTIONS
All doorways and other openings, which could generate water penetration of the hull, the
superstructure, or the forecastle, etc., should be properly closed when at sea. This refers in
particular to bad weather conditions. The ship's speed and/or course shall be adapted to the
circumstances in heavy weather. An indication for speed reduction can be excessive rolling,
propeller emerging, shipping of water on deck, or heavy slamming.
Weather-tight and watertight hatches, tank covers, doors, etc., shall be kept closed during
navigation, except when opened for work to be carried out and they shall always be ready for
immediate closure. They should be clearly marked to indicate that these fittings are to be kept
closed except for access.
Special attention should be paid when a ship is sailing in following or quartering seas because
dangerous phenomena such as parametric resonance (causing unstable and large amplitude
roll motion when the wave speed is near to that of the vessel), broaching to, reduction of
stability on the wave crest, and excessive rolling may occur singularly, in sequence or
simultaneously in a multiple combination, creating a threat of capsize.
Particularly dangerous is the situation when the wavelength is of the order of 1.0 - 1.5 ship's
length. The ship's speed and/or course should be altered appropriately to avoid the above-
mentioned phenomena.
In this situation the vessel could suffer a reduction of intact stability and severe rolling
motions, which may lead to a capsizing situation. This phenomenon is known as "Parametric
Resonance".
This can also occur in head and bow seas where the wave period is equal to half of the
vessels natural roll period.
When in such conditions the Master must manoeuvre the vessel to prevent a synchronous
rolling motion. One of the ways to do this is to reduce speed bearing in mind the minimum
speed required for maintaining course control in the sea and weather conditions.
Water trapping in deck wells should be avoided. If freeing ports are not sufficient to drain the
wells, the speed of the ship should be reduced or course changed, or both. Freeing ports
provided with closing appliances should always be capable of functioning and are not to be
locked.
3.15 ICING CONSIDERATIONS
Icing of the superstructure/hull or absorption of water by deck cargo will reduce the stability
of the ship. For ships operating in areas where icing of the ship's hull and/or her
superstructures is likely to occur, icing allowances shall be made when assessing the ship's
stability. The same is valid for deck cargo likely to absorb water. The Master should establish
or verify the stability of his ship for the worst service condition, in regard to the increased
weight of deck cargo due to water absorption or icing.

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3.16 SHIP’S TRIM
Before proceeding to sea, the ship shall be adequately trimmed in accordance with her design
and the expected conditions of the forthcoming voyage. If possible, the ship's propeller and
bow thruster should be submerged. Before departing each port the cargo officer shall verify
the trim by calculation/computer against the actual drafts forward, amidships and aft.
Significant differences between calculation and observation shall be reported to the Master.
Hogging and sagging values must be kept within the limits allowed and where possible kept
to minimum values.
Further to the above, requirements with respect to trim the Master and Chief Engineer should
operate the vessel at its optimum trim for reasons of economy. Such a trim may be
determined by experimentation and based on experience gained.
Refer to IMSBC Code Section 5 (Trimming Procedures).
3.17 RAIN WATER
Some cargos are water sensitive; some might chemically react to water, while some other
cargo’s moisture content will be very much affected by heavy rain. Therefore, the Master
shall inform the Charterers immediately when heavy rain is detected and if necessary, should
stop the loading and close hatches to avoid undesirable consequences.
3.18 CARRIAGE OF SPECIFIC CARGOES
NOTE:
If a cargo not listed in the Code of Safe Practice for Solid Bulk Cargoes is offered for bulk
carriage, the master should consult the appropriate competent authority or the company for
further information.
General
1. For Group A Cargo may liquefy: Actual moisture content MC, transportable moisture
limit TML, flow moisture point FMP if required (Refer to IMSBC 4.3.2, 4.3.3, 4.5.1
and 4.5.2)
2. For Coal: Statement for self-heating process, emitting levels of methane MH4 &
carbon monoxide. An index in the IMSBC Code is listing all the materials and
indicating the appropriate appendix in which further information will be required.
3. For rice & food stuff: level of moisture content (Refer to Hygroscopic Cargo
Checklist BCM10)
4. For fertilisers & materials containing nitrates the self-sustaining exothermic
decomposition test.
3.18.1 Carriage of Timber / Lumber
 Various cargo forms such as logs in bundles or in loose condition, cants, ragged end
packages, square (or flush) both ends, etc.
 Carriage of timber normally include a full deck cargo which attributed to several
requirements for vessel construction, fittings, load line & stability

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 Lashing equipment for the log trade must be certified & regularly maintained &
ready to use to avoid delays, dangerous occurrence & risking of cargo & vessel
 Prior loading all officers & deck crew should be briefed about loading schemes,
lashing & securing patterns.
 It is a requirement that Catwalks are installed to ensure safe access for the crew on top
of the deck cargo.
 Chief mate with assistance of deck crew are responsible to supervise & control
loading & lashing operation.
 When loading timber cargo, C/O should be aware that the rain and water showers are
increasing the cargo weight and affecting stability. Experience shown that with timber
cargo the max actual intake should be at least 30% less than the max calculated intake
on the same draft to compensate rain and sea water spray effect.
Following should be considered
 Type of vessel – timber load line or not.
 Strength, pitch and tending of lashings.
 Height of cargo and stability considerations.
 Measures to deliberately jettison cargo.
 Keeping clear all sounding and air pipes necessary for the working of the ship,
ensuring means of safe access to all parts of the ship, keeping cargo hold ventilators
clear for operation.
 ‘Under-deck’ and ‘on-deck’ bills of lading.
 Hatch covers and other openings below decks should be securely closed and battened
down.
 Hatches and decks, and the cargo itself, should be kept free of any accumulations of
ice and snow.
 Readiness of lashing materials & positioning of the steel stations (uprights) prior
loading
 The cargo must not interfere in any way with the navigation or necessary access &
operation of safety equipment
Collapsible
steel
stanchions
For vessels
specialized
In timber
transport

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Reference
Code of Safe Practice for Ships Carrying Timber Deck Cargoes
3.18.2 The Carriage of Grain
Grain covers raw and processed forms of: - Wheat, Maize (Corn), Oats, Rye, Barley, Rice,
Pulses, Seeds etc.
Grain in bulk is considered a specific cargo due to tendency to shift within cargo
compartment which negatively affect vessel stability. Therefore, IMO included some
requirements for carriage grain in SOLAS Chapter VI, Part C & issued the International Code
for the Safe Carriage of Grain in Bulk.
Compliance with the requirements is being considered during early stages of the vessels
designing/building. In order to carry Grain in bulk, the vessel must carry DOC for carriage of
grain in bulk.
In addition, grain stability conditions must be included in vessel stability booklet.
Grain calculations are often verified and approved by authorities prior to loading to ensure
full compliance with regards to the minimum GM, maximum angle of heel and the residual
area under GZ curve during the whole voyage. The main idea is to minimize the resultant
grain heeling moment and avoid slack cargo holds. The verification process is being done by
port state control officers, coast guard or port warden.
Different calculation forms could be encountered depending on the Loading country.
Examples:
NCB US form “National Cargo Bureau”, Australian form AMSA, SAMSA form.
3.18.3 General Cargoes
General cargoes, even if not classed as dangerous, can pose dangers to ships or those on
board, if certain precautions are not observed. If the cargo is to be discharged in generally the
same condition as when loaded, further common sense considerations apply. In order to plan
stowage, the responsible officer should have information on the nature, mass and stowage
factor of the individual cargo. Where large items of cargoes are concerned, information on
the dimensions of the cargo is required. Such information will then be used to distribute the
cargo in such a way as to ensure adequate stability and workable trim at all stages of the
voyage and to have the cargo gear rigged so as to ensure that heavy items can be lifted
without the possibility of a stow collapsing and endangering the ship; of items of machinery
or steel shafts falling and penetrating the ship’s shell-plating; or of shifting deck-cargoes
causing fractured deck piping and ventilation trunks.

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In addition to those safety matters, the cargo officer must take into account commercial
considerations and separate tainting from taintable cargoes or sweating cargoes from those
that may be damaged by moisture and that heavy items are not placed on frail packages or
packaged liquids on bagged cargoes. For some cargoes ventilation must be encouraged or
sometimes it must be restricted but the different climatological conditions in which a ship is
expected to operate must always be taken into account. In all cases, the drainage of liquids to
the hold bilges or wells should be facilitated.
The securing of break-bulk cargoes is most conveniently done by planning stows to occupy
the spaces from side to side, incorporating, where appropriate, built-in anchors of dunnage or
using locked stows. Heavy items are individually lashed and for some cargoes, known to
have given rise to difficulties in the past, IMO has published a Code of Safe Practice for
Cargo Stowage and Securing (resolution A.714(17)). For the securing of freight containers a
wide variety of standardized fittings are available. On open-top container ships, the need to
secure cargoes is greatly diminished as all containers are placed within cells. The securing of
containers on general cargo ships can cause problems unless special fittings have been
provided.
Barge carrying ships have specialized arrangements to secure the barges and if problems
arise, they stem from the cargoes within the barges. Ro-Ro ships have fittings to secure
lorries, although these are not always used.
3.18.4 Bulk cargoes having an angle of repose less than or equal to 35 degrees (Non-
Cohesive cargo)
When a bulk cargo is emptied on to a flat surface, such as the hold of a ship, it forms a cone
whose angle of repose varies according to the type of cargo. This angle is the one formed
between the horizontal plane and the cone slope.
Cargoes with a low angle of repose are particularly liable to dry-surface movement aboard
ship. To overcome this problem, the Code states that such cargoes should be trimmed
reasonably level and spaces in which they are loaded should be filled as fully as is
practicable, without resulting in excessive weight on the supporting structure.

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Special provisions should be made for stowing dry cargoes which flow very freely, in a
similar manner to grain.
Securing arrangements, such as shifting boards or bins, should be used whenever the amount,
location or properties of the cargo could cause excessive heeling through cargo shift, taking
into account the density of the cargo.
None-cohesive cargoes could be divided as follows:
1. Non-cohesive bulk cargoes having an angle of repose less than or equal to 30º
These cargoes, which flow freely like grain, shall be carried according to the provisions
applicable to the stowage of grain cargoes*. The bulk density of the cargo shall be taken into
account when determining:
1. The scantlings and securing arrangements of divisions and bin bulkheads; and
2. The stability effect of free cargo surfaces.
2. Non-cohesive bulk cargoes having an angle of repose greater than 30° to 35° inclusive
These cargoes shall be trimmed according to the following criteria:
1. The unevenness of the cargo surface measured as the vertical distance (Δh) between
the highest and lowest levels of the cargo surface shall not exceed B/10, where B is
the beam of the ship in meters, with a maximum allowable (Δh)= 1.5 m;
or
2. Loading is carried out using trimming equipment approved by the competent

authority.
3. Non-cohesive bulk cargoes having an angle of repose greater than 35°
Generally speaking, high-density cargoes, such as most iron ores, have a high angle of
repose, i.e. above 35 degrees.
The Code states that high density cargoes should be loaded entirely in the lower holds of the
ship unless this results in the ship being too “stiff”141 or in the cargo weight on the bottom
structure being excessive, It should be trimmed sufficiently level to cover evenly all of the
tank top, to reduce the pile peak height and equalize weight distribution. In some
circumstances the pile peak may be allowed to extend through the ‘tween-deck hatchway but
the Code says that the importance of trimming as a means of reducing the possibility of a
shift of cargo can never be over-stressed. This is particularly true for smaller ships of less
than 100 metres in length.

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Trimming also helps to cut oxidation by reducing the surface area exposed to the atmosphere.
It also helps to eliminate the “funnel” effect which in certain cargoes, such as direct reduced
iron (DRI) and concentrates, can cause spontaneous combustion. This occurs when voids in
the cargo enable hot gases to move upwards, at the same time sucking in fresh air. This effect
is obviously not desirable, since it escalates the process of spontaneous combustion.
The Code goes on to list various considerations which should be taken into account when
cargo is loaded in the ‘tween-decks to reduce “stiffness’.
These cargoes shall be trimmed according to the following criteria:
1. The unevenness of the cargo surface measured as the vertical distance (Δh) between
the highest and lowest levels of the cargo surface shall not exceed B/10, where B is
the beam of the ship in meters, with a maximum allowable (Δh)= 2 m;
Or
2. Loading is carried out using trimming equipment approved by the competent
authority.
Records
a) Trim and stability calculation records (e.g. by an approved stability software and type
approved computer)
b) Stress calculation records (e.g. by an approved stability software and type approved
computer)
c) Approved Loading Manual covering Structural Strength Requirements (may be
contained in the stability booklet)
d) Loading plan
e) Discharging plan
f) Deck log book
g) Minutes of Pre-Loading briefing
h) Draft Surveys
i) BCM01
j) BCM02
k) BCM03
l) BCM04
m) BCM06
n) BCM07
o) BCM09
p) BCM12
q) BCM13
r) Note of Protest
s) Example Shipper’s Declaration
Reference documents
a) Cargo Specification certificates
b) IMSBC Code
c) Load Line Convention
d) Annex 13 “The table of minimum requirements of carriage for dangerous goods in solid
form in bulk”.

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4 OBSERVATION OF BULK CARGOES DURING SEA PASSAGE
STAGE 3
Cargo officer is responsible:
1. To observe & monitor the cargo condition during sea passage & take all possible
precautions to ensure that the cargo will be delivered with the minimum possible
contamination, damage and/or shortage.
2. To raise crew’s awareness & implement a proper training to familiarize the crew
with cargo on board, it’s dangerous criteria and actions to be taken in different
emergency cases.
4.1 SOURCES PROVIDING THE NECESSARY PRECAUTIONS,

INSTRUCTIONS AND RECOMMENDATIONS RELATED TO CARRIAGE
OF CARGO
1- Codes implemented by the IMO such as:

IMSBC code, IMDG code, code for carriage timber deck cargo, Grain code, code of
safe Practice for cargo stowage & securing.
2- Charter party & Charterer’s Voyage Instructions

They usually provide additional information related to the shipment such as loading
pattern, insulation/separation materials, recording procedures of cargo parameters “if
any”, Owner’s/Charterer’s obligations/responsibilities, etc.
Such instructions should be strictly followed & recording procedure to be
performed precisely as both are considered essential and supporting legal
documents in case of dispute.
3- Related Notices, Circulars & Publications:

It is often beneficial to make use of all related information & recommendation
shared by flag states, classification societies, P&I clubs, Marine Insurance
Organization’s through their circulars. In addition to the above, publications such as
Bulk Carrier Practice and the BLU Code are found to be a good source of
information.
4.2 MONITORING OF CARGO
The following criteria should be strictly Monitored, Controlled and officially recorded
as required. Failure to observe these criteria will definitely put all shipping elements
(crew, vessel, environment and cargo in a potential risk)
A. Securing & Lashing
Lashing/Securing of cargo carried out at loading port should comply with ship’s cargo
securing manual without violating any of the international & local requirements & should be
strictly supervised by ship’s crew.

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During sea passage chief mate with the assistance of his deck crew should:
 Regularly check the lashing to avoid cargo shifting.
 Additional lashing might be considered in case the vessel receives heavy weather pre
warnings.
Failure to comply with subject procedure might result in cargo shifting, damages and/or
cargo loss overboard, In addition to the undesirable effects on vessel’s stability &
construction.
B. Water Tightness Integrity
Condition of water tightness integrity must be verified to detect any water ingress to cargo
spaces or any of the vessel’s compartments through hatch covers, manholes, bilges and/or
water ingress to cargo holds thorough ballast tanks.
Water ingress is being detected by regular sounding of all cargo spaces, voids, cofferdams
and tunnels and/or bilge high level alarms.
Water tightness is normally achieved by proper maintenance, regular tests and inspections.
Appropriate entries to be made in the Deck / Cargo Log Book.
All defects which might affect Water Tightness Integrity must be rectified prior
loading
Failure to comply with subject procedure might have serious consequences such as cargo
damage & deterioration of vessel’s stability.
*** It should be noted that water ingress alarms are fitted but crew should be aware that
these are placed 0.5m and 2.0 metres above the deck for the purposes of flooding NOT
cargo protection.
C. Cargo Temperature:
Some cargoes have the tendency to heat up during carriage which is considered
fire/explosion hazard. Temperature of the loaded cargo should be verified prior, during
loading, strictly observed and monitored during sea passage.
Example: Carriage of copra, turning scrap and most importantly COAL as per IMO
recommendation in case cargo temperature reaches or exceeds 55° C, the master should
seek expert’s advice immediately and should consider making options for the nearest
suitable port of refuge which means the master should inform Charterer and Company
immediately.
When carrying cargo that is susceptible to be affected by heat, a meeting is to be conveyed
between all senior staff and a plan for heating to be utilised and agreed upon in writing. A
copy of this plan is to be then sent to Marine and Technical Department.
In case an abnormal or sudden increase of temperature is noted, then a second temperature

verification using a different thermometer is to be carried out by another officer.

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In case of cargo heating or when the temperature has shown trends of sharp increase it is
recommended to shut off ventilation or air supply to prevent further oxidation and
temperature increase, perform boundary cooling as practicable, prepare fire fighting equip.
including CO2 System (same should be checked before loading).
Refer to Chapter 12, Appendix 3 – BCM03 Cargo Temperature/Gas Monitoring

Record.
It is also beneficial to consider the use infra-red temperature guns if available on-board or
any other mean available and not to rely on the temperature sounding pipes.
D. Emission of Toxic & Flammable Gases
Some cargoes have the ability to emit toxic or flammable gases, such gases exert potential
hazards for ship’s personnel, might cause fire or even explosion. Levels of emission should
be continuously monitored and records to be maintained. “Fumigation gases are not to be
excluded”.
The measured values have to be analysed carefully to assess the situation. Critical values
must be reported to the office once identified.
Prior to loading, Master must ensure that certified/calibrated gas testing equipment is
available on board and that the person in charge is fully familiar with how to carry out
monitoring process.
The IMSBC code is providing detailed guidance with instructions and information related to
safety measures, documentation, gas monitoring process, critical range for gas emission, list
of equipment to be carried on board and emergency cases.
The code should be carefully studied prior to loading & crew should be briefed with regards
to all associated hazards.
The Master shall ensure that enclosed working spaces such as storerooms, carpenter’s shop,
passageways, tunnels, etc. are regularly monitored for the presence of methane, oxygen and
carbon monoxide. Such spaces shall be adequately ventilated.
Example: Coal IMSBC Group B which is liable to emit Methane MH4 & Carbon
monoxide CO.
Refer to IMSBC code guidelines for monitoring of gases emission level.
E. Ventilation Process (Ref. Annex 6 – Cargo Ventilation and Precautions to Minimise Sweat)
Demand for ventilation process depends on several factors such as:

Cargo type & sensitivity, weather condition, means of ventilation (whether natural or
mechanic), relative humidity, dew point, temperature, method of ventilation required
(whether surface or thorough), etc.

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Note: Normally thorough ventilation is only effective when ventilation channels are
established “Mostly Bagged Cargoes”. The reason behind that is that the air does not
penetrate the cargo surface. If it does, it will only penetrate the top 10-20 cm of the surface
which is still considered as surface ventilation.
The IMSBC Code specifies the ventilation process required for each cargo. In addition,
charterer’s voyage instructions often provide useful information regarding the requirements
of cargo ventilation.
Record for cargo ventilation process associated with weather condition, dew point & timing
MUST be maintained & usually required to be presented at discharging port (Refer to
BCM11 Ventilation Record).
Several cargoes require special ventilation process due to their sensitivity. These cargoes
tend to rapidly react to wrong ventilation giving undesirable results associated with very
large claims. Such cargoes might include (but not limited to) steel products & food stuff.
Example: Bagged rice requires ventilation channels which must be constructed during
loading. Sufficient ventilation is required to deliver the cargo in sound condition (bearing in
mind humidity and dew point).
Failure to perform ventilation instructions will result in:

 Cargo damage due to excessive moisture content (mouldy cargo).
 Change of cargo atmosphere to potential flammable atmosphere especially for self-
heating cargos & cargo that is liable to emit toxic & flammable gases.
 Insects growing in the cargo, which subsequently results cargo damage/rejection by
receivers.
 Raising moisture content above TML which might lead to cargo liquefaction and
subsequently stability failure.
Refer to BCM11 Ventilation Record & BCM14 Gas and Temp Record other than Coal
F. Disposal of Bilge Water
The water contained in the cargo usually drains into the bilge well during the passage. The
standard practice during sea passage is for the crewmembers to take and record soundings of
bilge wells every day.
Following MARPOL Annex V latest amendments it is not allowed to pump out hold bilges
or wash water which has resulted from contact with cargo or is wash water from cargo
identified as harmful to the marine environment (HME). Then it should be collected in the
bilge holding tank.
Only when it has been confirmed that the cargo is a NON-HME then it is allowed to
discharge overboard bearing in mind precautions and procedures stated at MARPOL
ANNEX V (distance from shore, vessel en-route, etc.).

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It should be noted that the amount (or weight) of water discharged from the bilge may
lessen the cargo weight resulting in a potential dispute with the consignee owing to short
landing. For this reason, if excessive bilge water is generated, Charterers and Company
MUST be notified. Only upon confirmation of Charterer the vessel shall discharge the bilge
water.
It is necessary to keep a record of all bilge soundings and quantity of water discharged to
prepare for possible claims at a later date & same will be required during draft survey at
discharging port.
The chief mate should prepare the record including:
- Dimensions of each bilge well

- Number of bilge wells located inside each cargo hold
- Simple formula to calculate corresponding volume to each sounding
- Date /Time of sounding
- Disposal process through bilge line / portable pump
- Total quantity disposed
Refer to Chapter 12 - Appendix 4 – BCM04 Cargo Hold Bilge Record.
Pumping of bilge water
In case of coal cargo, it should be remembered that hull and bilge line system can suffer
corrosion owing to acidity as a result of the chemical reaction between the water and
sulphide content of the cargo. To minimize this reaction, IMSBC Code requires the
measurement of the acidity and pH value of bilge water. This is done by using prescribed
litmus paper or the appropriate testing kit every three or four days at sea. It is important to
note that the bilge water should be neutralized with lime or wash the bilge system with fresh
water depending on the pH value.
In addition, bilges shall be frequently pumped out during the voyage in order to avoid
possible accumulation of acids on tank tops and in the bilge system (Amount of bilge water
retained onboard in the bilge holding tank should also be neutralized).
Refer to IMSBC code guidelines for monitoring pH value of Coal Cargo bilge water.
G. Care of Cargo Under Fumigation
Fumigation aims to create an atmosphere which contains an effective concentration of

fumigant gas at a given temperature for a sufficient period of time to kill any live
infestations.
Fumigation carried out upon completion of loading & then cargo compartments are sealed
for a period of time to ensure effective process.

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Master & chief mate are responsible to ensure that fumigation process is carried out
properly; all documents and safety equipment related to subject process are available on
board, all safety signs in position. In addition, crew must be briefed on all associated
hazards, possible symptoms following any exposure to fumigant material/gases, first aid and
medical treatment instructions.
Fumigant gases are LETHAL, fumigated cargo holds atmosphere is considered health/life
hazard. Adjacent void space can easily be contaminated with fumigation gases and should
be treated in the same manner as the cargo holds. Therefore, TRA should be completed,
entry into enclosed spaces permits to be issued, related safety procedures and precaution for
entry into enclosed spaces MUST be applied in full volume prior to entry.
Refer to the Recommendations on the safe use of pesticides in ships applicable to the
fumigation of cargo holds (MSC.1/Circ.1264 – Annex 12).
Refer to Chapter 10 Fumigation
Refer to BCM15 Fumigation Ship-Shore Checklist in Chapter 12.
H. Avoiding Excessive Heating of Bunker Tanks
Several cases of cargo claims were stating that the excessive heating of bunker tanks located
adjacent or underneath the cargo compartments was the main cause for cargo damage/burn.
Prudent planning is required for bunker storage/consumption to avoid the excessive heating
and cargo damages respectively.
4.3 MONITORING & INSPECTION OF HULL DURING SEA PASSAGE
If circumstances allow, an inspection of the upper areas of the holds and hatch coamings
must be inspected by competent personnel and recorded in the respective form.
The main suspect areas will normally be:
- Main side frames with end connections

- Mid - span of transverse bulkhead
- Connection between stool tank and inner bottom
- Connection between the transverse bulkhead and stool top
- Connections of the transverse bulkhead to top wing tank
- Connection between the hopper tank and inner bottom
- Intersection of sloping hopper and stool sides
- Hatch corner plates
It should be considered to attempt cleaning and scraping of corroding material from frames /
stiffeners and ledges if contamination of the cargo can be avoided.
Please refer to the IMSBC Code and to the IACS Bulk Carriers Guidelines for Surveys,
Assessment and Repair of Hull Structure.

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4.4 SAFE ARRANGEMENT TO ACCESS CARGO HOLDS DURING SEA
PASSAGE
Before entering any cargo hold for monitoring or inspection, all precautions must be taken
for “entry into enclosed spaces” and the respective permit checklist must be used (Refer to
Chapter 2). Full compliance with SMS Section 2 Chapter 4 is required.
Records
a) Deck log book entries

b) Hull Inspection forms
c) Entry into enclosed space Checklist
d) BCM03 Coal Cargo Temperature / Gas Monitoring Record
e) BCM04 Cargo Hold Bilge Record
f) BCM10 Hygroscopic Cargo Checklist
g) BCM11 Ventilation Record
Reference
a) IMSBC code
b) IACS Bulk Carriers Guidelines for Surveys, Assessment and Repair of Hull Structure
c) Stability Booklet and Loading Manual
d) Loadicator (Loading Computer Manual)
e) Bulk carrier safe practice
f) P&I club safety memos

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5 DISCHARGING OPERATIONS AND MONITORING
STAGE 4
5.1 DISCHARGING OPERATIONS
5.1.1 Scope and Responsibility
To ensure maximum cargo is transferred to the shore in a safe and efficient manner.
The Cargo Officer is in overall charge but if relieved, the Deck Officer in charge must be
made aware of the cargo discharge plan and his duties in event of an emergency.
5.1.2 Discharging Operations, Preparation and Planning
The Cargo Officer is responsible for the vessel's readiness to discharge the cargo and to
prepare the ship and the designated crewmembers for the operation.
All personnel involved in the cargo discharging operation should be made aware of any
hazards, ensuring they know what to do in the event of skin contact with the substance and
other emergency situations.
5.1.3 Discharging Plan for ship personnel
A discharging plan must be formulated preferably prior arrival and distributed to all deck
officers who are involved in watch keeping during the cargo operations.
A copy of the plan must be provided to the engine control room.
The information in the discharging plan must at least contain:
a. Initial holds for discharging and the sequential holds
b. any ballasting operations during or between discharging periods.
5.1.4 Pre - Discharging Briefings / Agreements Ship / Shore
The Cargo Officer is responsible to ensure that the ship and shore personnel in charge are
aware of the discharging plan and what contingency plans are to be activated in case an
emergency situation arises on the ship or ashore.
Ship and shore personnel (stevedore foreman / shipper's representative) must be familiar with
the ship / shore related procedures, communication systems and the contingency plan.
Please refer to BCM02 “Ship/Shore Safety Checklist” Appendix 2 in Chapter 12.

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5.1.5 Drawing up discharging plan
When entering a discharge port, the ship's draft is sometimes adjusted by ballasting so that it
may fall within the permissible draft of the port. A cargo-discharging plan (Form BCM01),
which includes these ballasting adjustments before entering port and ballasting operations in
accordance with the progress of cargo discharge, should be drawn up so that the vessel
satisfies both clear height of the unloader and permissible draft at the discharging berth.
A discussion should be held with terminal personnel involved in the cargo discharge on the
basis of such a plan and impressed upon the crewmembers concerned with cargo handling
operations. It is also necessary to check the hull strength on every stage of discharging
similar to the procedure for loading.
5.2 NOTICE OF READINESS (NOR)
With regards to the tendering of NOR and opening of hatch covers beforehand, the same
procedures are applicable as in the case of loading. See Chapter 1.6.1 and chapter 3.7.1 of
this Manual.
5.3 INITIAL DRAFT SURVEY AND HATCH SURVEY
The initial survey to check the cargo quantity to be discharged is made in the same manner as
in the case of loading. See Chapter 3.7.2 of this Manual.
If a vessel encountered rough weather during the voyage, there are cases where a surveyor is
arranged by the charterer to inspect the watertighness of hatches and to check whether the
care of cargo during the voyage had been appropriate. In this case, if there a fear of damage
to cargo due to bad weather, the master shall immediately advise the Company, so that P & I
surveyor may be arranged from the discharging port to protect the vessel and company from
any claim.
See also Chapter 1.5.1 of this Manual.
5.4 DISCHARGING IN MULTI-PORTS OR FOR MULTI-RECEIVERS
It happens very often that cargo is required to be discharged in several ports to either meet
draft restrictions or to satisfy receiver’s requirements. Subject operation requires very precise
calculation, monitoring during all the stages of discharge.
The Master and Chief Mate should plan carefully their discharging plan. Special attention
should be paid to draft surveys calculation at each of the discharging ports. Strict control is to
be exercised on the landed quantity at each port to avoid short landing claims at the last
discharging port.
5.5 COMPLETION OF DISCHARGE
Upon completion of discharge an empty hold certificate is to be obtained. In the absence of

such any Charterers’ / Receivers’ form, the Company form BCM08 “Empty Cargo Holds
Certificate” is to be used.

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5.6 BALLAST WATER MANAGEMENT
This Chapter should be read in conjunction with SMS Section 2, Chapter 5 Par.5.23.
Vessels provided with ship specific approved Ballast Water Management Plans (BWMP) are
to comply with the requirements of the BWMP in lieu of this procedure.
5.6.1 Responsibility
Ballasting / de-ballasting operations are very important and strict controls are essential for
maintaining the safe operation of the vessel and the protection and preservation of the marine
environment.
The Master is required to check other guidelines available on board about Ballasting / Re-
Ballasting Procedures.
The following personnel are responsible for implementing safe ballast operations on board:
I. Master
1. To familiarise himself with all applicable rules and regulations relating to the
management of ships ballast water.
2. Ensure that ballast/de-ballast operations are carried out in accordance with normal
safe practice as per approved ballast/de-ballast arrangements.
3. Ensure that all staff involved are fully familiar with on board ballasting procedures.
4. Ensure that records by way of a Ballast Log are completed and signed by responsible
personnel.
5. To retain the Ballast Log onboard for a minimum of 2 years, and ensure this log is
kept for audit and perusal by Quarantine officials when required.
6. To verify and sign any Ballast Water Exchange Plans.
7. Coordinate with agents if any requirements have been issued by National/Port
Authorities and or Quarantine Offices regarding ballast operations in port. Any such
information should be advised to the Cargo Officer and Chief Engineer and concerned
crew.
II. Cargo Officer

1. Under the direction of the Master to carry out ballast/de-ballast operations.
2. To prepare Ballast Water Exchange Plans.
3. Monitors ballast/de-ballast operations when carried out by other personnel.
4. Advise promptly the Master in cases where excess sediment is taken on board during
ballasting operation which will likely lead to the discharge of undue quantities of
sediment during de-ballasting.
5. Take sample of ballast sediment as may be required by concerned authorities (see
Chapter 5.7 Environmental Protection).
6. Keep records of relevant data in Ballast Log.
III. The Chief Engineer

1. Supervise the collection of sediment sample in the machinery spaces.
2. Maintain ballast pump / line.

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5.7 ENVIRONMENTAL PROTECTION
Reference to SMS Section 2 Chapter 5
In due course this section will be updated in accordance with the IMO Ballast Water
Convention requirements.
Some vessels may be equipped with approved ballast water treatment equipment in
which case ballast water exchange requirements may not be necessary.
5.7.1 Clean Ballast Water
To protect the marine environment, many countries are now requesting to discharge only
clean ballast water in their ports or in territorial waters under their jurisdiction.
Clean ballast water means:
a. no visible solids in suspension.

b. no floating solids.
c. no oil sheen.
d. no other visible residues.
e. free from aquatic species.
f. free from toxins.
If in doubt as to whether or not the ballast water is clean it should be changed. This change
should be done on the high seas following the ship specific BWMP or SMS Section 2,
Chapter 5 guidelines.
5.7.2 Ballast Records
For control purposes, the Cargo Officer shall record the necessary data in the ship’s Ballast
Operations Log and Ballast Water Exchange Plans.
In order to properly deal with loading, discharge and ballast operations it is to be seen as a
basic principle to have adequate ballast water records in form of a ballast operations log
(example as per below), not to say that good seamanship requires having proper records for
all cargo operations.
This is to be seen as critical whenever it comes to discrepancies in cargo quantities, as there

is no control in way of determination of correct ballast water quantities remaining in the tanks
after de-ballasting, in particular during Intermediate Draft Surveys, when all operations are
still ongoing, not having all ‘empty’ ballast tanks fully stripped to minimize the ballast
quantities in the tanks.
Records detailing all ballast operations are to be kept on board to provide evidence in case of
cargo claims arising at later stage. These records can be kept in electronic format. The
Checklist BCM20 Record of Ballast Operations During Loading / Discharging shall be used
to record the operations.

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Having this record on hand, applying the appropriate trim correction, gives a good chance to
have the correct ballast water quantities on hand for any draft survey, as any change in trim
afterwards will have an impact on the ballast water ROB for each tank, giving an incorrect
figure when applying the trim corrections at a later stage.
Once you check your ballast tank tables and apply the various corrections for trim we trust
that you will find the differences being quite obvious, possibly resulting in significant
differences in regard to loaded cargo quantities.
5.7.3 Ballast Sampling

When the vessel sails for ports where sampling of ballast water is required, such as
Australian ports, the Company will supply to the vessel sampling equipment like opaque
sterile bottles which should be kept on board to take and retain ballast samples. Sampling
may be carried out for company’s purposes or as required by concerned port authorities. The
vessel should maintain adequate stocks of such sampling equipment and request as necessary.
When samples are required by authorities, advice will generally be provided beforehand,
however, occasionally they will require samples without notice and may they take, or directly
supervise the taking of samples.
Retained samples are to be stored in the dark at around 3ºC - 4ºC. The Cargo Officer is
responsible for sampling and correct retention of samples pending hand-over to authorities.
5.8 CREW TRAINING AND FAMILIARIZATION
Ship’s officers and ratings engaged in ballast water exchange at sea should be trained in and
familiarized with the following:
a. the ship’s pumping plan, which should show ballast pumping arrangements, with
positions of associated air and sounding pipes, positions of all compartment and tank
suctions and pipelines connecting them to ship’s ballast pumps and, in the case of use of
the flow through method of ballast water exchange, the openings used for release of water
from the top of the tank together with overboard discharge arrangements;
b. the method of ensuring that sounding pipes are clear, and that air pipes and their non-
return devices are in good order;
c. the different times required to undertake the various ballast water exchange operations;
d. the methods in use for ballast water exchange at sea if applicable with particular reference
to required safety precautions; and
e. the method of on-board ballast water record keeping, reporting and recording of routine
soundings.
Records
a) BCM01 Loading / Unloading Plan
b) BCM04 Cargo Hold Bilge Record
c) BCM03 Coal Cargo Temperature/Gas Monitoring Record
d) Ballast Log
e) Stability Calculations from Loadicator (Loading Computer)
Reference
Ballast Water Management Plan.

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6 RECORDING OF OPERATIONS - PORT / CARGO LOG
6.1.1 Scope
In General, any preformed operation during the voyage should be properly documented and
recorded. These records are considered Legal Source of Evidence Related to Any Claim
Case or During Accident Investigation
The scope of this chapter is to ensure that accurate records are maintained for port
arrival/departure and cargo operation stage in respect to the recording requirement specified
by International Regulations, Local Laws, Flag State legislations, etc.
6.1.2 Responsibility
The Master and the Cargo Officer are responsible for ensuring that logs are kept neatly and
accurately.
6.1.3 Records / logs description
In addition to the requirements described in the SMS, records must be kept either in the cargo
log book or in a controlled checklist to cover all operations, example for required logs as
follows:
1. Port operation log:
Record for all operations performed during port stay, chief mate & duty officer are
responsible to maintain subject log which is considered the main source for any
statement of facts.
The log should include but not limited to the following:
o Pilot on board, 1st line ashore, all fast & pilot off
o BROB on arrival alongside (HFO, MDO, LO, FW, Ballast)
o Arrival drafts (visual readings) – actual water depth alongside (manual soundings)
o Gangway landed / vessel access ready
o Time Free pratique granted
o Time authorities on board & inward clearance granted
o Initial draft survey commencement & completion times
o Hold inspection commencement & completion times
o Opening & closing of hatch covers and reason
o Commencement/resuming of operation, number of gangs
o Timing for all stoppages including reason i.e. meal breaks, change gangs,
breakdown of Cargo Gear (Cranes, Grabs, Hatch covers etc.), no cargo available,
installing insulation material, shifting between holds, shifting tools & machinery for
stowing or trimming, rain, bad weather, vessel shifting, etc.
o Remarks for ballasting / de-ballasting operation
o Removal of cargo residues, washing water etc.
o Name and number of barges alongside, time of making fast and cast off
o Number & names for barges loaded if applicable & recording of custom port note
figure

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o Lashing / unlashing, trimming commencement & completion times
o Final draft survey commencement & completion times
o Fumigation process commencement & completion times
o Shore tally figures
o Vessel search commencement & completion times
o Departure clearance time
o Times for any supply or bunker operation
o Weather condition
o Information for handover the watch such as actual (visual observation) draft, required
trim, ballast, standing orders
o Record for PSC inspection if any
o Any useful information or remarks as sounding of terminal depth, tide.
Note: Key cargo operations must be recorded in the Deck log book from the cargo log book.
2. Records of Cargo Monitoring during Sea Passage
Record for all operations performed during sea passage related to cargo in deck log book
A. Cargo ventilation log BCM11

B. Cargo temperature log BCM03
C. Monitoring log for cargo gasses emission levels ex. Methane & carbon
monoxide
D. Cargo hold bilge sounding log
E. Cargo bilge water disposal log
F. Cargo fumigation log
3. Records for Inspection & Monitoring of Vessel’s Construction
Record the following items in the appropriate log – deck, cargo, PMS.
A. Cargo holds inspection log
B. Regular hose test inspection for hatch covers
C. Regular function test for cranes including limit switches & emergency stop
D. Tanks & void spaces inspection plan
E. Hull structure inspection log as planned by ESP
F. Regular inspection & air blow test for CO2 system
G. Regular test of water ingress system
H. Regular test of bilge alarms system of cargo holds, void spaces, pipe tunnels
etc. where applicable.
6.1.4 Records
Deck / Engine Log entries
Port/cargo log
Inspection forms
PMS
6.1.5 References
Flag Administration requirements
The Mariner's Role in Collecting Evidence

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7 OPERATION OF HATCH COVERS AND CARGO GEAR
Bulk Carriers may be equipped with hatch covers of special design and unusual operation
techniques which may not be known to new crew members.
Also cargo cranes or special cargo handling/hoisting systems may be installed on a bulk
carrier which needs specific knowledge and training for operation. See also Par. 9.10 of
Chapter 9.
7.1 OPERATION OF HATCH COVERS
The Chief Officer and the Bosun are responsible to assign senior ratings for the operation of
hatch covers and provide the required training in the operation of the hatch covers in
accordance with the manufacturer's manual.
No untrained personnel must be allowed to operate hatch cover systems under any
circumstances.
Suitable copies of brief hatch cover operation instructions should be exhibited in areas
continuously accessible to trained personnel.
7.1.1 Open Hatch Covers during Sea Passage for Ventilation
Hatches may be opened and secured in open position during sea passages either during
ballast voyage for enhancing ventilation after washing the cargo holds, Or to perform the
required cargo ventilation.
In all cases proper and efficient securing of hatch covers should be in exercised.
Such operation must be approved by the Master and supervised by the Chief Officer and
under consideration of all safety aspects regarding safe navigation. The Chief Officer and the
Officer on watch are responsible for observing weather and traffic conditions and closing the
hatches whenever necessary.
This operation must be logged accurately.
7.1.2 Operation of Cargo Gear
The Chief Officer and the Bosun are responsible to assign and train deck crew for the safe
operation of the cargo hoisting equipment and systems on board for shipboard use (Ref. SMS
Section 2 Par. 3.8.14.4 Safe Operation of Deck Cranes and Lifting Appliances).
Suitable copies of brief hoisting gear operation instructions should be exhibited in the driver's
cabin or control stand.
The Chief Officer is responsible to ensure that shore based crane or hoisting gear operators
are familiar with the operation instructions.

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7.1.3 Stevedore damages
Reference must be made to Chapter 11 whenever damages are caused to the ship's hull,
structure or equipment by stevedores and / or their machinery.
7.2 HATCH COVERS
This chapter contains the Company instructions and precautions for the proper inspection,
maintenance and operation of hatch covers and if fitted their hydraulic systems.
The Chief Officer is responsible for paying particular attention to the maintenance of cargo
hatch covers so as to avoid water leakage into the holds. He is to ensure that all securing
cleats of cargo hatch covers are locked closed while the ship is at sea & to check that deck
hydraulic systems are correctly working with hydraulic fluids at the correct level.
7.2.1 Preventing Water Ingress
♦ Cargo Hatch Cover, Ballast Tanks Inspection and Maintenance
The Chief Officer shall pay particular attention to the maintenance of cargo hatch covers so
as to avoid water leakage into the holds. This maintenance requires a proper understanding of
hatch cover operation, and an appreciation of how wear-and-tear can affect each type of hatch
cover's ability to remain watertight.
Before declaring to charterers that the vessel is ready to receive cargo, Checks must include
the visual checking of all rubber gaskets on the hatch covers and the sealing face on the hatch
coaming. Access doors and openings to the holds are to be included in these checks.
Sealing rubbers are considered critical item, and it is essential to check that they are in good,
elastic condition, free from distortion, cracking, and over-compression, without gaps at joints
in the rubber sections, without rust and/or paint flakes stuck on.
Chief Officers are to ensure that they have adequate spare gaskets to replace any damaged
areas that are found in the hatch sealing rubber. These spares at minimum should include at
least 4 corner pieces and 20metres of straight gasket. Due to the various different types of
construction of the hatch covers additional spares of any unusual or non-standard
construction should be retained onboard as agreed by the company.
All rollers, linkages, hatch pins and wear pads should be greased where appropriate to ensure
correct and trouble free operation.
At first opening after arrival in port the Chief Officer should inspect the hatches and attend to
any observed leakages or defects.
Hatch cover areas shall be kept clean and free of loose paint and rust flakes and cargo residue
to ensure that there is no distortion of the sealing rubbers when the hatch covers are closed.

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Hatch covers are to be tested for their watertight integrity before every loading and not less
than once every six months and more frequently if there is any doubt as to such watertight
integrity. Additionally a watertight test is to be carried out after any maintenance to the hatch
cover water sealing system.
Watertight testing may take the form of a hose test or by other equipment such as ultrasonic
testing which is normally supplied to vessels. A record of the hatch cover testing is to be
made in the vessel’s Deck Log Book and maintenance records.
Record as per:
SMS Manual Section 1 Chapter 11.3
Bulk Carrier Manual Chapter 4.2(B)
After the periodical inspection of any ballast tank, the tank should be tested to ensure that all
manhole door seals are water tight. AVECS is being updated to include the pressure test in
the inspections of the tanks job description.
Close attention must be paid to the manholes to ensure that previous cargo operations by
grabs and bulldozers have not damaged any studs or nuts of the subject doors. If any damages
are found then the manhole is to be checked, damages repaired and checked for water
tightness.
Ballast tanks are normally being emptied during the loading process and refilled when
discharging. For water sensitive cargoes the ballast tanks should be 100% filled and
manholes in holds and lower stools, etc. checked for any leakage. Latest time possible is prior
to loading.
In case and for any reason, when filling tanks, surrounded adjacent to cargo holds filled with
water sensitive cargo always ensure tanks are not over filled nor pressurized.
The stool areas and void spaces should be sounded daily when sounding cargo Hold bilge
wells and recorded by adding these spaces to the BCM04 Cargo Hold Bilge Well.
♦ Hatch Cover Securing Cleats
The Chief Officer is to ensure that securing cleats of cargo hatch covers are locked closed
while the ship is at sea. Care shall be taken that securing cleats are well greased, and not
distorted.
7.3 ACCESS HATCH INSPECTION AND MAINTENANCE
The Chief Officer shall also pay attention to the maintenance of watertight access hatches and
doors, ventilators, sounding caps to tanks and bilges, and hatch drain channels and coaming
drain non-return valves and pipes.

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7.4 FORECASTLE HATCH SECURING SCREWS
Except for brief access during fair weather, all access hatches, doors and ventilators on the
forecastle shall be closed, and all their securing screws fastened, while the ship is at sea.
7.5 HYDRAULIC SYSTEMS
The Chief Officer is to ensure that deck hydraulic systems are working correctly, with
hydraulic fluids at the correct level. Care shall be taken to clean up any leaked hydraulic fluid
and to rectify such leak as soon as possible (both from the personnel safety viewpoint and the
anti-pollution viewpoint).
7.5.1 Hydraulic Hatch covers
Hatch covers should be opened and closed under the supervision of the duty Officer or the
Bosun. Hydraulic controls shall only be operated by a person who has been given training on
the correct procedure for operating the controls. Hydraulic controls shall only be operated by
a person who is able to see the hatches which he is opening, or who is in radio contact with a
person who can see the hatches.
Before opening or closing hatch covers, the supervisor shall ensure that there is nothing
obstructing the hatch track ways and that there is no loose equipment that can be knocked
over or allowed to fall down into the hold.
Care shall be taken that cargo is loaded in such a way that it will not obstruct the hatch cover
above.
Where hydraulic cylinders have save-alls for oil catchment drain plugs should always be
removed after hydraulics have been shut down and vessel prepared for sea passage. These
should be refitted before restarting hydraulic system.
7.6 BEST MANAGEMENT PRACTICES
The following practices shall be observed:
a) Handling of hatch cover shall only be carried out by a responsible officer;

b) the deck watchman shall stand by on other side to the operator & in sight of
one another, or in communication by means of portable radio transceiver;
c) all cleats and hatch locking pins (ballast holds) shall be released before attempt
ting to move the hatch covers;
d) operator & deck watch should ensure no obstruction exists, either on track way
or from shore gear loading spouts etc.;
e) Instruction signs at control positions (showing correct operation of levers)
shall be maintained in legible condition at all times. (Note that this is
particularly important in the case of twin-panel hatch covers with crocodile
arm operation);
f) The hatch cover operator shall not rely upon the operation of the limit switches
to stop the hatch covers in the maximum open position;

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g) The maker's instructions should be carefully read concerning gantry tracking
and hatch cover anti collision system.
h) In cases where ship's trim can affect the safe handling of hatch covers, the trim
shall be adjusted accordingly
i) Care shall be taken that safety by-pass valve controls (if any) are maintained in
good order.
7.7 PONTOON HATCH COVERS
The duty Officer shall take care that any pontoons temporarily lifted ashore (during cargo
operations) are properly supported over their whole length. When pontoons are stacked,
dunnage shall be placed between the sections or stacked as marked by manufacturers. Care
should be taken to ensure that there are no twist locks between the covers.
When such pontoons are subsequently brought aboard, the duty mate shall carefully check
each one as it is put back in place, to ensure that it has not been damaged.
7.8 EMERGENCY OPERATION OF HATCH COVERS
The chief engineer & chief mate are responsible to implement proper training for deck,
engine officers and all deck crew to familiarize them with the emergency operation procedure
and how to carry out emergency closing/opening of hatch covers in case of failure of main
system.
Emergency operation system should be studied carefully & well maintained & ready for
immediate use, Subject operation is very critical & could result in massive losses and huge
claims if not known.
7.9 PREPARATIONS FOR SEA PASSAGE
All openings on the forecastle and the weather deck shall be properly closed and secured at
the commencement of the sea passage. This applies particularly to forecastle-head ventilators,
hatches and doors. Similarly, all derricks/cranes and other cargo handling gear shall be
lowered and secured, all cargo gear stowed away, and all mooring ropes removed from the
fore and aft deck and stowed below (unless the Master otherwise directs). Both anchors shall
be properly secured. All save all drain plugs and scupper plugs should be removed to
facilitate proper drainage.
The Chief Officer shall ensure that all measures to prepare the ship for the sea passage are
carried out and that the watertight integrity is maintained while the ship is at sea.

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8 CARGO HOLD CLEANING
Environmental Statement: It is our general policy to use environmentally friendly

cleaning material/chemicals whenever possible/available.
Before loading cargo holds must be clean as specified in the new charter party, or the
requirements of the shippers of the next cargo.
The Master is responsible for obtaining the relevant information and agreement regarding the
grade of cleanliness of the cargo holds required for the next cargo.
8.1 DEFINITION OF CLEANLINESS GRADES OF CARGO HOLDS
The company identifies four grades of cleanliness of cargo hold for bulk carriers:
I. HOSPITAL CLEAN / STRINGENT CLEANLINESS

It is the most stringent, requiring the holds to have 100% intact paint coatings on all
surfaces, including the tank top, all ladder rungs and undersides of hatches. It is a
requirement for certain cargoes, for example kaolin/china clay, mineral sands including
zircon, barytes, rutile sand, ilmenite, fluorspar, chrome ore, soda ash, rice in bulk, and
high grades of wood pulp.
II. GRAIN CARGOES

All types of grain or similar commodities for human consumption.
The cargo holds including the undersides of the hatch covers are completely washed
down with sea water and/or pressure washed and rinsed with freshwater. All loose rust,
paint and dirt residues are being pressure washed or chipped off and all rusty areas are
covered with adequate cargo hold paint. Bilges are empty, clean, dry and covered with
burlap or similar material. The holds are completely dry before loading, opening
hatches during passage before loading.
III. SENSITIVE CARGOES

Animal food and commodities, which are sensitive to contamination.
The cargo holds are completely washed down with seawater and all particles of
previous cargo is removed from frames, stiffeners and under the hatch covers. The
cargo holds are entirely dry by opening hatches during passage before loading.
IV. COMPATIBLE OR SIMILAR CARGOES

Commodities which are not sensitive to contamination with water or small particles of
the previous cargo (to be confirmed by shippers of next cargo) or cargoes, which are
very similar to the previous cargo, shipped. The cargo holds are washed down with
seawater and holds are ventilated and stripped dry.
V. SAME CARGO
Commodities of the same category and type. The cargo holds are swept clean best
possible without washing.
In all cases the bilges have to be opened, cleaned and covered with the strainer and if required
finer material to avoid ingress of cargo residues.

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8.2 CARGO HOLD CLEANING EQUIPMENT
Cleaning equipment are provided on-board all vessels. The Chief Officer in coordination with
the chief engineer is responsible for keeping this equipment always in working condition.
Some bulkers are equipped with piping arrangements to retain dirty ballast in topside tanks
after hold cleaning, from the viewpoint of preventing marine pollution. These topside tanks are
to be pumped out only at sea (as per MARPOL ANNEX V regulations) and properly washed
after pumping.
It is our requirement that every vessel MUST create a ship specific cargo hold cleaning
manual.
Such manual MUST:

 Identify the equipment storage location
 Include an on-board washing equipment inventory.
 Air compressor’s location and operational instructions
 Piping arrangements (air and water)
 Identify Slop/Retention tank and its capacity
 Identify Washing tank and its capacity
 Quick closing couplings and their location
 Flexible hoses (number, length, available connections)
 Mucking winches and its mounting manholes locations
 Portable lights, number and storage location
 Protective clothing and PPE for chemical handling
 Chemical inventory and respective MSDS
 Paint inventory and MSDS
 Paint applicator’s manuals
 Nearest eye washing station
 Available spare parts
The manual must also include all supporting pipe lines and valves as extracts from ship’s
drawings.
For an easy reference:
All 115 K DWT (New Century) vessels are requested to refer to ANNEX I.
All 33 K DWT (Samjin) vessels are requested to refer to ANNEX II.
All 37 K DWT (HMD) vessels are requested to refer to ANNEX III.
8.2.1 EXAMPLES OF DIFFERENT CLEANING EQUIPMENT
Air water cleaning nozzles

The high speed of the water is obtained by introducing compressed air into the water stream. A
combination of large amounts of water and compressed air makes the air/water washing
equipment very effective when cleaning large areas in the shortest possible time. This
equipment can reach/cover the entire hold from different positions on the tank top.
However, there is a limit to the pressure (because of the large amounts of water) in order to
keep the recoil/handling characteristics within manageable limits for the crew. Different sizes
of air/water cleaning nozzles are available with different solutions to meet the recoil.

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8.2.1.1 Mini-Gun air water cleaning
nozzles
The Mini Gun is a small, lightweight,

labour saving appliance especially designed
for shipboard cleaning, fresh water flushing
and chemical application. Supplied with air
valve, water valve and quick or claw
couplings, simply connect up, turn on water
and adjust the air valve for maximum
power. With no moving parts, the only
maintenance required is periodic greasing
of threads to prevent seizure. Mini-Gun &
Spray Jet Systems for chemicals.
The Spray Jet System is a standard recommendation for any bulk-carrier.

It is a most labor- and cost-saving aid when it comes to all difficult cargoes, and it is suitable
for a wide range of cleaning operations: foam cleaning and degreasing, lime washing,
application of penetrating oils / hold paints, etc.
The Spray-Jet System consists of the smallest air/water nozzle (Mini-Gun) with extension and
a special pressure tank for mixing chemicals. A special foam nozzle is included for applying
chemicals as wet foam. In this way, the chemicals will be more effective.
TECHNICAL DATA PRESSURE TANK

Recommended air pressure 7 kg/cm² Weight 80 kgs.
Estimated air supply 0.5 - 1m³ Capacity 50 l/min.
Recommended operating water pressure 7 kg/cm² Air supply 50 l/min.
Minimum operating pressure 5 kg/cm² Air pressure 6 - 7 kg/cm²
Estimated water consumption 3 - 6 m³/hr. Test pressure 10 kg/cm²
Effective working height 1 - 17 mtr.
Total weight spray foam system 140 kgs.
Mini-Gun weight 1. kgs.
8.2.1.2 Combi-Gun air/water cleaning nozzles
The medium sized air/water cleaning recoil a separate tripod with platform is
nozzle (Combi-Gun) is primarily intended normally needed.
for wash-down of holds, tall
superstructures, removal of cargo residues Connected to a portable, air driven pump
such as coal and iron ore left over on the placed in one of the bilges, the Combi-Gun
tank top and the main deck, etc. Hot water can also be used for spraying chemicals. If
can be used for the removal of greasy so, the pump should be equipped with some
deposits. This size of nozzle is sufficiently kind of an air regulator to adjust the
powerful to flush away deposits at a height pressure and the flow of chemicals to the
of 25 meters, but due to the water flow and heights of the holds.

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TECHNICAL DATA
Recommended air pressure 7 kg/cm²
Minimum air supply m³/min.
Estimated water 18 - 0
consumption m³/hr.
Minimum water pressure 5 kg/cm²
Recommended water
pressure 7 kg/cm²
Effective washing height 5 mtr.
Air hose ¾”
Water hose ”
Complete set total weight 48 kgs.
8.2.1.3 Maxi-Gun air/water cleaning nozzles
The biggest and most powerful air/water

cleaning nozzle available (Maxi-Gun) is
suitable for most bulk-carriers and OBO
type vessels. It gives the highest and
strongest solid water jet possible, and is
designed for special cargoes such as
cement, the removal of stains of pet coke
and rust-scales at the upper parts of the
holds, etc.
TECHNICAL DATA
Recommended air pressure 6 - 8 kg/cm²
Minimum air supply 3 - 5 m³/min.
0 - 100
Estimated water consumption m³/hr.
Minimum water pressure 4 kg/cm²
Recommended water pressure 7 - 1 kg/cm²
Effective washing height 40 - 50 mtr.
Air hose Mi i u 1”
Water hose Mi i u ½”
The pressure and volume of the water and compressed air supply on-board the vessels are of
paramount importance when choosing between the different sizes of air/water cleaning
nozzles. Of course, the biggest ones are much more efficient than the smaller ones, provided
the water/air supply is adequate. However, the efficiency is considerably reduced if the
water/air supply is inadequate. If so, the investment in a separate service air compressor and a
special pump to boost the water pressure will save a lot of time on-board and money for the
ship’s owner in cleaning and maintenance costs.

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8.2.1.4 High pressure cleaning pumps
The high pressure is obtained by combining small capacity fresh water pumps and small
diameter water nozzles. The pressure is increased over the manifold (e.g. to 350 or 1000 bar),
whilst maintaining the recoil/handling characteristics within manageable limits for the crew
(because of the small amounts of water). High pressure pumps of 750 bar or more are recom-
mended for use by cleaning contractors only.
The disadvantage of high pressure cleaning equipment is that the high pressure nozzles need to
be close to the surfaces being washed, as the pressure decreases rapidly with distance. Man-
lifts or working platforms are needed to maintain a short distance from the surfaces being
washed. Even though high pressure cleaning equipment is much more effective at close range,
compared with air/water cleaning nozzles, it is considerably slower in operation and therefore
less efficient, considering the large areas which normally have to be covered.
8.3 PREPARATIONS BEFORE ARRIVAL LOADING PORT
8.3.1 Nominated Cargo and Other Necessary items
Usually voyage and loading instructions are advised to the vessel before sailing from the
discharge port. The master is required to check the following items in advance and inform
crewmembers on board, as necessary:
 Loading and discharging ports and their rotation.

 Kind of cargo and contracted quantity.
 Loading and unloading terms, loading efficiency in particular.
 Items concerning maximum sailing draft (MSD) and maximum arrival draft.
 Restriction of draft by seasonal zone.
 Cargo handling hazards.
 Requirement of hold cleaning.
 Cargo hold cleaning standard.
 Bunkering schedule.
Other items concerning the operation of the vessel
8.3.2 Holds Condition
The required hold condition is always determined by the next cargo that the vessel will load.
Hold cleaning is required when loading is switched over to a different type of cargo for the
next voyage. While cleaning should be done in accordance with the guide table shown in this
chapter, cleaning should also comply with the requirements of Voyage Instructions. It should
be remembered that the degree of hold cleaning depends on the intention of the shipper /
consignee or is sometimes controlled by terminal regulations. Usually, crewmembers do the
hold cleaning, but there are cases where this is carried out by shore labours as required by port
regulations.
If hold cleaning is not specifically mentioned in the voyage instructions, contact the Charterer
and the Company to discuss the matter thoroughly.

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8.4 CLEANING GUIDELINES
Nothing in these guidelines or its associated procedures shall interfere with or cause
any violation to MARPOL. Ships are strongly urged to comply with the requirem ents of
the revised MARPOL ANNEX V.
During the cleaning process, there will be a lot of scenarios to deal with. Switching cargoes
from the likes of pet coke and coal to grain, sugar and fertilizers, the preparation of the holds
prior to loading corrosive cargoes such as salt, and the cleaning after a cargo such as cement
are some of these.
It can cost the owner a great deal of money, if proper planning is not done and problems that
can be taken into consideration at an early stage are not foreseen.
Parallel with the increasing size and heights of the holds, the time available for preparing the
holds for the next cargo has been reduced. Ships always have a busy schedule to meet.
When cleaning the cargo holds under time pressure, a proper plan must be implemented to
utilise both time and manpower.
Remember, some dry cargoes can develop poisonous gases. Others may become explosive, if
proper cleaning procedures are not applied.
Generally the cleaning is done in two patterns:
1. Long term. Cleaning to keep a certain maintenance standard, which is set by the trade
(example: bulk-carriers frequently carrying cargoes such as pulp cannot allow rust and
cargo residues to accumulate and require the best possible cleaning equipment
available), and
2. Short term. Which is more common. Cleaning and preparation of the holds to be
accepted for the next cargo (example: from coal to grain, pencil pitch to pulp, coal to
salt, sulphur to cement to grain, etc.).
8.4.1 COMMON CLEANING PROCEDURES
General:
Cargo holds shall be maintained clean and free of taint, infestation, rust scales, paint flaking
and salt. Progressive hold maintenance should be carried out whenever it is necessary and/or
possible.
Cargo Hold Condition Reporting:

Reporting of the condition of the holds should be as correct as possible, and reflect the actual
condition as anticipated at the loading port. Reports giving an impression of a better condition
than in actual, may result in the vessel being rejected by the inspectors, as the vessel then is
likely to be fixed for cargoes the holds are not actually suitable for.
When planning the cleaning of holds of bulk-carriers, suitable crew working practices can be
described as follows:

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Hold sweeping:
The crew should start sweeping at the same time as the stevedores finalize the trimming out
operations. All holds are normally not completed at the same time, and ideally only sweeping
of the last hold should remain when the vessel is sailing. If allowed, the crew should try to
enter the holds whilst the stevedores are completing their operations. Obviously, when
cooperating with the stevedores and removing the cargo residues by the shore crane, a lot of
man-hours can be saved later.
Remember, after cargoes such as bulk sulphur, sweeping should be avoided due to possible
dust explosion.
Water washing:
Cleaning of the holds with water (normally sea water) should commence whilst still
discharging, in which case the water normally needs to be contained within one/more cargo
holds. If relevant equipment is onboard, it is quite possible to wash hidden areas behind
frames, on top of the beams, etc. from the bottom of the holds. Before and after some cargoes,
chemicals are needed.
Remember, after cleaning with salt water, the holds should always be flushed down with
fresh water.
Draining and drying:

Draining of holds, bilge cleaning and mopping/drying represent the final work in preparing the
holds for the next cargo. Draining of the first hold to be washed should commence at the same
time as the washing.
Different draining systems could be used on-board, the standard bilge system and a separate
ejector system, which disposes of the washing water directly overboard (not via a line system
through the engine room). Portable diaphragm pumps are used as well. A direct overboard line
(portable or fixed) is recommended for disposal of washing water, which contains residues
such as cement.
A practical advice:
1. Take every opportunity in the early stages of discharge, to put men in the holds when
safe to do so, to sweep cargo residues from ledgers and other surfaces high in the hold
2. Put men in the hold again just before completion of discharge, to ensure that all
residues are landed as far as possible.
3. Sweep empty holds and lift remaining residues, to be stored on deck until such time
they can be properly dumped or landed.
8.5 EXAMPLES OF CLEANING PATTERNS
8.5.1 FROM DIRTY TO FINE “CLEAN/GRAIN” CARGO
Note:
When cargo is switched from dirty to fine cargo, i.e. coal to grain, sugar, etc., Notice of
Readiness (NOR) cannot be tendered unless the vessel passes a hold inspection by a surveyor
at the loading port. In this case careful sweeping and hold washing is required to avoid
remaining residues of previous cargo. Scaling and touching up with paint may also be
necessary depending on the hold condition.

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Owners may suffer considerable losses both in time and revenues if vessel fails a hold
inspection following the Surveyor’s discovery of a small amount of residues from previous
cargo. The vessel may subsequently be required to shift off port and forced to hire shore
labours for hold cleaning.
Failure to pass an inspection may also result even in the case of loading to same type of cargo,
i.e. loading from grain to another type of grain, if there is a fear that the remaining cargo
residues found might give rise to weevil damage and decay.
Careful checks should therefore be given to blind spots of frames and stringers for previous
cargo residues.
Coal comes in many forms and varies widely in its hydrocarbon oil and carbon content. Most
commonly carried are bituminous (45-86% carbon content) and anthracite (86-98% carbon
content). Bituminous coals are the most common and are a softer and more problematic cargo
in terms of hold cleaning than anthracite coal.
Type of coal may vary widely. Some have a high oil content and leave oily stains, which are
difficult to remove, whilst others are fairly dry and leaving holds easily washable following
discharging.
Before a vessel can load grain, the vessel has to pass an inspection to ensure that the condition
of holds and hatches meets the requirements for grain transport. No residues shall remain from
the previous cargo; the holds shall be free from insects, rodent infestation and strong odors
after use of cleaning chemicals etc. Sides and bottom as well as underside of hatch covers and
inside hatch coamings, shall be rust free.
If the vessel is not meeting these requirements, it will easily be turned down for cargoes such
as grain, resulting in off-hire and heavy cleaning costs.
As always, good performance depends on the planning, that has to start at a very early stage.
Common issues with the hold inspection can be summarized as follows:
- Previous cargo
- Cargo stains
- Rust and paint scale
- Unsanitary conditions
- Dryness
- Odor
- Infestation
If time for cleaning is limited, it is essential that cleaning and preparation of the holds start as
soon as cargo holds are empty.

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EXAMPLE NO. 1 PETCOKE & COAL TO GRAIN ACTION PLAN
1. Conduct a Standard Dry-Cleaning / Sweeping / Scraping as necessary.

2. Wash holds (Only if necessary. Otherwise if you will use chemicals skip to no. 3).
3. Stain Cleaning with Sodium Hypochlorite “BLEACH” a/o AQUACLEAN).
4. Depending on the nature and extend of the stains, the chemicals can either be
applied prior to hold washing or after an initial hold washing.
However, it is important to note that the best result with the chemicals is when the
chemicals are applied on a relatively dry surface, hence if the holds are washed
prior chemical application, minimum 1 hour drying time is recommended.
5. Chemicals Usage:
A) For Bleach: Apply pure 100% Bleach chemicals on Dry Surface only. Pay
special attention to areas with hard spots/stains. The chemicals must remain on
the surface for 20-30 minutes before washing down. DO NOT WASH FIRST.
BLEACH works well when handling regular coal/coke cargoes & even Better
when dealing with "older stubborn stains" when e.g. AquaClean or AquaTuff
cannot get it off.
B) For AQUACLEAN: Apply the AquaClean directly on the dry-cleaned surface at
the recommended mixing ratios. DO NOT WASH FIRST.
AQUACLEAN works well when handling fresh coal/coke cleanings.
Eventually follow-up with Bleach if available, when facing “stubborn stains”
C) For AQUACLEAN + BLEACH Combination: Due to the short life-span of
“Bleach” we recommend to apply first BLEACH and evaluate the result after
rinsing. Then apply AQUACLEAN on areas which needs special attention.
Wait for surface to dry before applying the chemicals.
D) For AQUATUFF: Normally recommend the mixing ration being 1/3 meaning 1
x chemical & 3 times water, which usually gives the best result.
Do NOT apply the AQUACLEAN or AQUATUFF without water mixing the

recommended mixing ratios. Of course all depending on cleaning result and
stubbornness some slight modifications are allowed. With severe stubbornness, a
smaller mixing ratio can be evaluated case by case.
6. It is highly recommended to use manual rubbing and brushing during the cleaning
operations of all reachable areas to ensure that all touchable areas are free from any
contaminating / remaining stains.
7. Wash holds thoroughly.
8. Repeat chemical application if necessary
9. Holds must be free of rust and or lose paint scales. (It must be noted that in case
painting will take place, enough time to be granted for drying and ventilation).
Otherwise, cargo holds might be declined due to the presence of paint odor.
10. Check the cargo holds for unsanitary conditions such as animal or birds filth.
11. All holds must be dry. If the holds contain water or leaking water, the vessel will be
declared unfit. Bilges must also be clean, dry, smell free.
12. Holds will be declared unfit if 3 or more alive or dead insects are found in one hold.
The holds will also be unfit if larvae’s, un-hatched eggs etc. are found. Infected
holds might need to be fumigated prior to be accepted, which can be a costly and
time-consuming operation. Special attention has to be given to exposed areas as
under hatch covers, hatch comings, access-ways, and bottom areas of
bulkheads/slopes/tank-top.

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Notes on the Aquaclean:
- Applied as wet foam using the spray foam equipment.

- Aquaclean HD sticks to the bulkheads and have a longer working time before drying.
The longer the working time the better the cleaning effect. However, do not let it dry.
- Aquaclaen HD is free from hydrocarbon solvents, non-flammable, biodegradable, water
based, heavy duty alkaline cleaner containing synthetic detergents. The product is used
for cargo hold cleaning to remove stains and discoloration after the discharge of
cargoes such as pet coke, coal, and other oily cargoes.
- Mixing ratio with fresh water 1:5 up to 1:50
- Sometimes it might be necessary to use neat chemical.
- Unlike Bleach (which has 4 weeks life span from manufacturing date) Aquaclean has
no expiration date.
- Required stock on board 100~250 ltr per cargo hold; depending on cargo hold size,
mixing rate and application method.
- Recommended for handy bulker carriers to have 500 ltr. in stock
- Recommended for post panamax to have 1750 ltr. In stock.
- The cleaning mix is to be applied as wet foam, using Mini-Gun and lance kit, on dry
bulkheads, starting at the bottom and working upwards.
- NOTE: Sea water cleaning prior to applying the cleaning foam will reduce the effect of
the chemicals and should only be done if there are heavy cargo deposits.
- Remember to remove the cleaning foam, from below and upwards, before it dries!
- This is easiest done from tank top level, using Maxi-Gun or Combi-Gun, or close up by
the Mari-Clean high pressure cleaners.
- Always finish the cleaning operation flushing with fresh water from top and
downwards using Mini-Gun, to remove salt residue.
EXAMPLE NO. 2 CEMENT CLEANING ACTION PLAN USING MURIATIC ACID

(Hydrochloric Acid)
The following few practices must be observed in order to assist the crew in the cleaning
operation after discharging cement cargos:
1. Before loading
a. Cargo holds must be completely dry. No traces of water.
b. The air inside cargo holds should be as dry as possible (try to ventilate based on the
dew point rule in order to have dry air/holds.
c. Avoid cold ballast water in the adjacent ballast tanks.
d. Bilges and other openings to be completely sealed before loading.
2. After Loading
a. Deck, Coamings and covers to be swept and blown by air
b. After 100% dry cleaning, chemicals and water may be used.

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3. After Discharging
It is important to note that the best result with the chemicals is when the chemicals are applied
on a relatively dry surface, hence if the holds are washed prior to the chemical application,
minimum 1 hour drying time is recommended.
a. Conduct a thorough dry-cleaning in order to remove most remaining cement

residues.
b. Apply chemicals. (for best results Muriatic acid is recommended) Pay special
attention to areas with hard spots/stains.
c. The chemicals must remain on the surface for 20-30 minutes before washing.
d. Wash holds thoroughly using High Pressure water jets.
e. Repeat chemical application if necessary.
8.6 HOLD CLEANING MATRIX
Note: This table is to be used for reference only and the vessel shall follow charterer’s
instructions, which might be different from the requirements on this table.
Hold Cleaning Matrix for Change of Cargo (Always check with cargo interests/charterers for
confirmation and with IMSBC Code).
The list is not exhaustive – check with the IMSBC Code.

A. Hospital clean or stringent cleanliness
B. Grain clean or high cleanliness
C. Normal clean
D. Shovel clean
E. Load on top

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KEY Y: Required N: Not required
Hold cleaning Remarks

Last cargo Next cargo
Washing Sweeping Cleanliness level: A, B,C,D,E
Coal Coal N N C/D Check with charterers
Iron ore N Y/N C. Check with cargo interests. Depends on amount of remaining cargo
Bauxite Y Y C. Check with charterers
Petcoke N Y Check with cargo interests. Depends on amount of remaining cargo
and the future use of the pet coke
Alumina Y Y A. Clean to the highest standards
Mineral
sands Mineral A/B. Clean to a high standard If after different cargo - A. (Clean to a
Ore/Coal/ Y Y
sands high standard)
Coke
Alumina Alumina Y/N Y C. Check with cargo interests
Iron ore Iron ore N Y/N D. Check with cargo interests
Coal Y/N Y/N C. Check with cargo interests. Depends on charterers' requirement
Bauxite Y Y Check with cargo interests
Petcoke N Y Check with cargo interests
Alumina Y Y Requires careful sweep, A. Hospital clean
Bauxite Bauxite Y Y Check with cargo interests
Iron ore Y Y Needs to be carefully swept
Coal N Y Check with cargo interests
Petcoke Y Y Check with cargo interests. Depends upon charterers' requirements
Alumina Y Y Check with cargo interests, A. Hospital clean
Petcoke Petcoke N Y/N Check with cargo interests
Iron ore Y/N Y D. Shovel clean. Check with charterers
Coal Y/N Y
Alumina Y Y A. Hospital clean, check with cargo interests
Iron ore Grain Y Y B. Grain clean
Coal Y Y Charterers' requirements are important. Clean to grain clean.
Bauxite Y Y Charterers' requirements are important. Clean to grain clean.
Petcoke Y Y Charterers' requirements are important. Clean to grain clean.
Grain Grain Y Y Check with cargo interests
Coal Y/N Y B. Check with cargo interests as sweeping and washing maybe required
Potash Y Y
Phosphate Y Y
Sugar Y Y Check with cargo interests Check with charterers. NB. When loading at
Richards Bay, regardless of previous cargo, washing is needed because
of strict hold survey
Pet coke Y Y
Coal Y Y Check with cargo interests
Cement Y/N Y/N C. Check with cargo interests
Iron ore Y/N Y/N C. Check with cargo interests
Coal Y/N Y/N C. Check with cargo interests
Pet coke Y/N Y/N C. Check with cargo interests
Salt Y/N Y Clean lime-wash. Check with cargo interests
Cement Sugar Y Y B/C. Check with cargo interests
Fertilizer Y Y B/C. Check with cargo interests
Sugar Cement Y Y A. Check with cargo interests

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Hold wash cleaning matrix – non-grain bulk cargoes
KEY X: Required (X): Recommended, but not 100 % required
CLEANING Coal Coke Ore Corrosive Other

OPERATION
Pitch coke (pencil pitch)

Green delayed pet coke
Calcined pet coke
Manganese
Bituminous
Anthracite
Met coke
Clinkers
Cement
Sulphur
Bauxite
Lime
Salt
CHEMICALS
Alkaline cleaners X X X X X X X X X
Acid cleaners X X X
Bleaching chemicals X X
Paint protectors X X X X X X X X X
EQUIPMENT
Chemical applicator X X X X X X X X X X X X
X X X
Water jets/Combi X X X X X X X X X X X X X
Powerful water jets or
(X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X)
maxi-jet
High-pressure cleaning X (X) X (X) (X) X (X) (X) X X X X
Diaphragm pump X X X X X X X X X X X X X
Protective equipment X X X X X X X X X X X X X
Service air compressor X X X X X X X X X X X X X

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8.7 CARGO RESIDUES AND POLLUTION PREVENTION
Before attempting to wash down cargo holds the Master and the Chief Officer must establish whether and were
the cargo residues can be discharged into the sea.
Following the latest amendments to MARPOL Annex V which came into force on January 1 st 2013, cargo
residues are to be treated as Category “G” garbage which is defined as ‘Cargo residues and can only be disposed
as follows:
Discharge to Sea outside Special Areas (only when ship is en route): 12nm from the nearest land for
cargo residues that cannot be recovered using commonly available methods for unloading. These cargo residues
shall not contain any substances classified as harmful to the marine environment, taking into account guidelines
developed by the Organization. See also Annex 17 “Carrying Solid Bulk Cargoes Safely” Section 4.
Discharge to Sea inside Special Areas (only when ship is en route): Discharge of cargo residues that
cannot be recovered using commonly available methods for unloading, where all the following conditions are
satisfied:
- Cargo residues, cleaning agents or additives, contained in hold washing water do not include any
substances classified as harmful to the marine environment, taking into account the guidelines developed
by the Organization;
- Both the port of departure and the next port of destination are within the Special Area and the ship will
not transit outside the Special Area between those ports;
- No adequate reception facilities are available at those ports taking into account guidelines developed by
the Organization; and
- Where the conditions of the above have been fulfilled, discharge of cargo hold washing water containing
residues shall be made as far as practicable from the nearest land or the nearest ice shelf, and not less than
12nm from the nearest land or the nearest ice shelf
When garbage is mixed with other harmful substances having different disposal or discharge requirements the
more stringent requirements shall apply.
In case of doubt the Company must be contacted prior discharging.
8.7.1 CLEANING HOLD AFTER BALLASTING IN PORT
There are cases where large bulkers, owing to the ship's insufficient air draft or the clear height of the
loader / unloader at loading or discharge port, have ballast in holds in addition to normal ballast tanks in
order to keep the ship's air draft within certain limits. Hold cleaning is required for removing residues of
previous cargo before taking ballast water, and for preventing contamination of the next cargo after
discharging ballast, as well as from the viewpoint of prevention of marine pollution.
Hold cleaning on board large-sized vessels requires a large amount of labour and time. To minimise loss
of time and alleviate labour chief officers are required to prepare a hold cleaning plan, for an effective
use of cleaning equipment and de-ballasting procedures.
To avoid problems of maintenance of the ballast pump and lines, particularly in the loading of dirty
ballast at discharging ports and subsequent change to clean ballast, the chief officer (in coordination
with the Chief Engineer) is required to inspect the filters of these pumps in a regular basis, and more
frequently when necessary.
The Chief Officer should log the above operations in the Ballast log of the vessel.

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8.7.2 HOLD WASHING
Ref. SMS Section 2 Chapter 5 Par. 5.11.3
Washing water containing cleaning agents or additives as a result of hold, deck or external surfaces
washing/cleaning is considered as Category “F” which may be discharged into the sea, but these substances
MUST NOT be harmful to the marine environment, taking into account guidelines developed by the
Organization (applies for both inside and outside Special Areas)
8.8 CHEMICALS APPLICATION FOR SPECIAL CARGOES
It has to be noted that some cargoes are corrosive in nature, and could cause very quick deterioration of cargo
holds steel condition if not protected or treated before loading. This protection is being achieved by applying a
surface block on the paint to act as a barrier between the cargo to be loaded and the cargo holds paint/steel.
A barrier solution must be applied before loading corrosive and messy cargoes such as:
a. Sulphur
b. Salt
c. HBI (Hot Briquetted-Red Iron)
d. Pet coke
If the hold steelwork is not protected, contact with cargoes such as wet sulphur can turn the yellow sulphur into a
black jelly-like substance, called ferrous sulphide. If this is exposed to air, usually on discharge, it oxidises and
can create sufficient exothermal heat to start a fire. Therefore, the hold paint coating needs to be in a good
condition. It is usual to limewash the holds to protect the steel structures. There are also proprietary products, such
as hold block, designed for preparing holds for carrying sulphur.
Studies have also concluded that 100% paint protection is a good deterrent against the corrosive effects of salt
cargoes.
At the same token, bilges have to also be protected against acidic water resulting from the loaded cargo. This
protection is achieved by applying an Alkaline solution to the bilge lines and wells to act as a neutralizing agent
Finally after discharging such cargoes, holds should be washed with a different type of chemical to remove the
previously applied protection.
Below is a list of the most common chemicals that are being widely used with favourable results:
1. Lime wash
2. RBM HoldBlock
3. RBM BilgeCoat
4. RBM Hold Wash HD
Ordering procedures vary between products depending on the coverage area (Square meter/Ltr). However below
can work as guidance.
a.) HoldBlock

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b.) HoldWash Depends on the Dilution rate and the purpose of use:
b.1.) Heavy-Duty Cleaner 1:1.5
4 Pails / Drum (80 ltrs:120 ltrs water) for Coal, Petcoke, Concentrates, etc.
b.2.) Barrier Remover 1:2
3 Pails / Drum (60 ltrs:140 ltrs water) for Removal of RBM HoldBlock
b.3.) General Cleaning 1:4
2 Pails / Drum (40 ltrs:160 ltrs water) for Hold Maintenance, Engine Room, etc.
c.) BilgeBlock
One jug of RBM BilgeCoat concentrate, when mixed with water, makes 100 liters of BilgeCoat solution.
Approx. 15 liters of BilgeCoat solution is poured down each sounding pipe, in each hold, prior to loading
sulphur and after each flushing of the bilges during the voyage. RBM recommends 1 Box per hold, per week.
8.9 RE-INSPECTION OF CARGO HOLDS IN THE PASSAGE
The chief officer should pay attention for hold cleanliness. When he has been instructed or has read, or
knows that the next cargo requires a particularly clean hold, he should inspect whether or not any cargo
residues are remaining in:
a. The flat surfaces high in the hold, such as the flanges of beams visible from the hold ladder.
b. The beneath manhole cover plates and behind pipe casings.
c. The bilge wells.
d. The bulkhead, hopper sides and tank top must be clean to the touch.
If it is necessary, the further washing or local cleaning should be carried out to remove any residues.
Rusty steel work within holds is not a reason for rejecting a ship in normal bulk trades, but loose (rust)
scale is not acceptable as it is likely to mix with the cargo and contaminate it. Loose scale should be
removed by scraping and/or high-pressure washing.
8.10 INSECT INFESTATION (FOR GRAIN LOADING)
Any trace of insect infestation in the hold or in the bilge’s is unacceptable with an edible cargo. The
Master should take best way of eliminating without making the hold unusable for the next cargo. The
Company should be consulted as soon as possible for advice countermeasure if it necessary.
Loose scale is a favourite hiding space for insects, and the Chief Officer’s inspection for them should be
very thorough before perishable cargoes are carried.
If detected by the inspectors, insect infestation can result in expense, delay and off hire whilst the ship is
fumigated. If they are undetected, there is a danger that the cargo will be damaged and serious cargo
claims may take place later.
8.10.1 USDA / NCB GRAIN CLEANLINESS GUIDELINES:
- no residue/remnant of previous cargo

- no contaminating stain from previous cargoes (cement, coal, iron ore, bauxite etc.)
- no loose rust/paint scales
- no odor from new/fresh paint
- all bilge wells must be clean and dry
- all track-ways on top of hatch coaming’ must be clean and dry

INTERORIENT
Bulk Carrier Manual

- all hatch corner drains must be clean and clear
- all hatch rubber seals must be intact and in good condition
- It is particularly essential that the surfaces on the following areas are completely clean and free
of any residue, stain, salt and rust scale:
- Hopper Tank Sloping Plating
- Bulkhead Lower Stool
- Entry ladders and surrounding areas
- The above areas are physical reachable for the USDA/NCB inspectors and potentially due for
“white glove inspection”.
8.11 LEAKAGE FROM BALLAST TANKS OR OTHER SOURCES
Hold inspection and cleaning is the most favourable time to detect leakage from ballast tanks since such
tanks will be full. The Chief Officer is required to inspect leakage of ballast tanks every ballast passage.
When leaks are found, their position should be noted, repair plan (if can be done on board) to be
reported to the Company and repairs to be carried out before arrival loading port.
The same attention should be paid for gasket of manhole, hatch cover. When defect are found, the crew
should replace it with spare on board and test for watertighness. If the spare is not available,
countermeasures should be taken and the Company to be informed immediately.
8.12 CARGO HOLD INSPECTION FAILURE

As a normal procedure, cargo holds have to be inspected prior to acceptance for loading. Should the
vessel fails such inspection, as an addition to the inspection report issued by the inspector, a detailed
report must be sent immediately to the office (Commercial Department - TSI and Marine) using the
Form BCM18 Cargo Hold Inspection Failure Report. The form must be completed by answering all
questions giving as much details as possible.
To support us understand the extent of the deficiency(ies) that have led to such failure, Masters are
requested to support their reports with all relevant photos indicating the defected areas.
Records
Ballast Log
Official Logbook
BCM18 Cargo Hold Inspection Failure Report
BCM19 Cargo Hold Cleaning Log
Reference
Garbage Management Plan
Ballast Management Plan
Annex 7 Bulk Cargoes Hold Preparation and Cleaning (STANDARD CLUB) – Chapter 12
Chapter 8 - ANNEX I Cargo Hold Cleaning Equipment for 115 K DWT Bulk Carriers
Chapter 8 - ANNEX II Cargo Hold Cleaning Equipment for 33 K DWT Bulk Carriers
Chapter 8 – ANNEX III Cargo Hold Cleaning Equipment for 37 K DWT Bulk Carriers
Chapter 8 - ANNEX IV Suggested Cleaning Chemicals
Chapter 8 - ANNEX V Hold Cleaning Chemical Solutions

INTERORIENT
Bulk Carrier Manual

CHAPTER 8 - ANNEX I CARGO HOLD CLEANING EQUIPMENT for 115 K DWT BULK CARRIERS
Ships are fitted with all necessary equipment for effective and efficient cargo hold washing as
follows;
1. Washing water tank (No.7 T.W.B.TK.P (W.W.TK) 490.7 m³.
2. Slop tank (No.7 T.W.B.TK.S (SLOP) 490.7 m³.
3. Air compressors of sufficient capacity (2 x 215 m³/hr) are provided so there is no problem
to run two cleaning guns concurrently.
4. Solid water washing line
5. Air-line are provided on upper deck
6. Quick closing couplings are fitted on respective stop valve
7. Mucking winch of 200 kg capacity has been provided and it is manhole mounted type
8. Portable lighting and protective clothing for use during chemical washing.
 Portable equipment has been included in initial stores and is supplied by EMS as market
leaders. The order contains one washing gun and one lance for chemical application
with all other fittings and accessories.
 Bulk carrier cargo holds cleaning and paint protection starts before loading cargo by
applying protective chemicals that are available in two forms:
- releasing agents and
- barrier chemicals; these must be applied on cleaned surface
For cargo holds paint scheme, please refer to your ship specific paint scheme or ask
technical department for assistance. It is to note that paint application should be done
using the supplied lance.

 The cleaning process continues with chemical cleaning that is done by surface
prewashing with sea water and then applying cleaning foam; cleaning foam should
react with the dirt for at least 20 minutes before it is washed down by sea water.
Collected washing water can be pumped by provided portable air driven diaphragm
pump in a cargo hold bilge and from there with ship pump removed from the cargo
hold.
 Remember to remove the cleaning foam, from below and upwards, before it dries!
 Last step of the cleaning is fresh water rinse. The ship is provided with water washing
tank, slop tank and water washing line alongside hatch coaming on starboard side; fire
line is on port side together with compressed air line.
 No.7 T.W.B.TK.P (W.W.TK) 490.7 m³ is water washing tank and as such it has been
connected with Fresh Water Generator System, see drawing SC4471(NT1)-474-01,
revision S, via filling valve FGV11. On the other end the tank is connected with ballast
system main via valve BWV151.
Page 1 of 3
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Bulk Carrier Manual

 No.7 T.W.B.TK.S (SLOP) 490.7 m³ is slop tank and it is connected with ballast main
system via valve BW156; the tank is filled up or pumped out via BILGE PUMP FOR
CARGO HOLD, capacity 120 m³/hr 0.4 MPa. the pump can pump the tank directly over
board (BGV30) or to the shore connections on upper deck port and starboard (BGV33
and GBV34).
 All chemicals are biological degradable, non-flammable and safe to use on most metal
surfaces, painted surfaces, and coatings.
REMEMBER: THE KIT CONTAINS NOZZLE GUN, BALLAST TANKS, CONNECTION, SOLID PIPE
PICESE TO PREVENT PRESSURE DROP OVER HATCH COAMING, AIR AND WATER HOSES.
Page 2 of 3
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Bulk Carrier Manual
For ER Water Supply System: Please refer to SC4471 (NT1)-531-01 ER WATER SUPPLY SYSTEM
Page 3 of 3
INTERORIENT
Bulk Carrier Manual

CHAPTER 8 - ANNEX II CARGO HOLD CLEANING EQUIPMENT for Samjin 33 K DWT BULK
CARRIERS
follows;
1. Washing water tank: For washing water storage, after peak tank can be utilized; once
drinking water tank(S) 142.8 m³, S/T Cooling water and Fresh water Tank (P) 142.8 m³
are filled up, a blind flange to be removed and valve FW07V can be opened up in order
to fill up the APTK with fresh water. (SEE PAGE 62-2 OF 80 AT PIPING & INSTRUMENT
DIAGRAM IN E/R, drawing no. DA600M200. Also the tank can be utilized as storage
tank for cargo hold washing water pumped out from bilges. For this purpose, a
connection has been provided on each vent head on upper deck aft at port side as
shown in Figure No. 1 below. APTK Capacity is 353 m³
Figure No. (1)
2. Air compressors of sufficient capacity (297m3/h) are provided so there is no problem

to run two cleaning guns concurrently.
3. Solid water washing line installed in the lower stool
4. Air-line are provided in the lower stool
5. Two (2) mucking winches are on board stowed at forecastle store, these are of
manhole mounted type.
6. Portable lighting
7. Protective clothing
8. from hull H 1003 ships are equip with magnetic listing lug for easy and safe handing
stool manholes; compressed air line and fire line are traced alongside port hatch
coamings and terminated with proper fittings at lower stools while the wash water line
leads bilge water from respective cargo hold bilge via flexible hose and pump to lower
stool where a connection with valve is provided; the manifold is terminated in the C/H
9. Washing water holding tk (S) of 120.8 m³ capacity. The tank content can be dropped
down in double bottom tank via BA58V valve or overboard via CH12V and CH11V;
Page 1 of 4
INTERORIENT
Bulk Carrier Manual

10. Cargo holds cleaning and coating protection starts before loading cargo by applying
protective chemicals that are available in two forms:
 Portable equipment has been included in initial stores and is supplied by EMS as market
leaders. The order contains one washing gun and one lance for chemical application
with all other fittings and accessories.
 Bulk carrier cargo holds cleaning and paint protection starts before loading cargo by
applying protective chemicals that are available in two forms:
- releasing agents and
- barrier chemicals; these must be applied on cleaned surface
technical department for assistance. It is to note that paint application should be done
using the supplied lance.

hold.
tank, slop tank and water washing line alongside hatch coaming on starboard side; fire
line is on port side together with compressed air line.
Page 2 of 4
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Page 3 of 4
INTERORIENT
Bulk Carrier Manual
CARGO HOLD WASHING SYSTEM DRAWING
Page 4 of 4
INTERORIENT
Bulk Carrier Manual

CHAPTER 8 - ANNEX III CARGO HOLD CLEANING EQUIPMENT for HMD 37 K DWT BULK
CARRIERS
follows;
1. Washing Lines: vessel are provided with 4 lines on main deck as follows:
a) High pressure fresh water main line
b) Fire main line
c) Compressed air line
d) Dirty water line.
2. Dirty water retention tank with capacity of 254m3 (No. 3 Dirty water Tk P/S)
3. Fresh water tank that is connected to the fresh water line on main deck supported with booster
pump (3.6M3/H. 7 BAR) with the possibility to drain fresh water tanks into after peak so
that it can be utilized for rinsing cargo holds using general service, fire and bilge pump.
4. Arrangements were made in each cargo hold lower stool to transfer dirty water from the cargo
hole to the retention tank as follows:
a) Portable diaphragm pump supplied with two flexible hoses and one air hose
b) Portable pump seat (built by the yard and compatible with standard Wilhelmsen pump )
c) Pump to be connected to compressed air line via valve 10K-25A using the air hose
d) Flexible hose (suction line) to the bilge
e) Flexible hose (discharge line) to be connected to dirty washing line through using valve no.
10K-40 (for etter expla atio , please see elow drawi g extra ted fro ship’s fi al drawi g
no. 1A000T001).
Figure No. (1)
Page 1 of 4
INTERORIENT
Bulk Carrier Manual
5. 2 Air compressors type GA37-150-60HZ of sufficient capacity (297m3/hr) each, making

the total capacity 540m3/h are provided in order to meet stromme requirement so
there is no problem to run two cleaning guns concurrently. The compressors have the
capacity to provide stated delivery capacity with pressure of 10 bars. Deck service air
reservoir capacity is 2m3.
6. Two (2) mucking winches are on board stowed at forecastle store, these are mounted
type (SWL 200KG)
7. Portable lighting
8. Protective clothing
9. Cargo holds cleaning and coating protection starts before loading cargo depending on
the loading/voyage instructions and type of cargo in case requiring chemical coating
prior to loading by applying protective chemicals that are available in two forms:
 releasing agents and
 barrier chemicals; these must be applied on cleaned surface
10. Portable equipment has been included in initial stores
A. NB-CARGO HOLD CLEANING EQUIPMENT,

B. NB-CARGO HOLD CHEMICAL CLEANING KIT,
C. NB-AIR PUMP FOR LOWER HOPPER,
 The order contains one washing gun and one lance for chemical application with all
other fittings and accessories.
technical department for assistance.

hold.
tank, slop tank and water washing line.
Page 2 of 4
INTERORIENT
Bulk Carrier Manual
Figure (2)
(Example of sealer coat applicator)
Page 3 of 4
INTERORIENT
Bulk Carrier Manual
Figure (3)
Washing equipment sea water from fire line and compressed air 7 bar
Page 4 of 4
Chemicals recommendations
The table below describes the types of cargo and cleaning agent in combination with
Epoxy coatings. For other coating types such as Zinc Silicate please contact your
local Wilhelmsen Ships Service representative.
PURE CHEMICALS Synonyms Cleaning agent

AMMONIUM SULPHATE Diammonium sulfate; Sulfuric acid, diammonium salt water
AMMONIUM NITRATE Nitric acid ammonium salt water
BARIUM NITRATE Barium dinitrate water
Diammonium hydrogen phosphate, DAP, Phosphoric
DIAMMONIUM PHOSPHATE acid diammoniumsalt water
Ammonium dihydrogen phosphate, ADP, Ammonium
MONO AMMONIUM PHOSPHATE phosphate & biphosphate water
Potassium chloride, potash muriate, Potassium
MURIATE OF POTASH monochloride, Sylvite water
POTASH Potassium carbonate, Carbonate of potash, Pearl ash water
SALT Sodium chloride, Rock salt, Saline water
SODA ASH Sodium carbonate, Soda, Disodiumcarbonate water
SULPHUR Sulfur, Brimstone, Flowers of sulfur, Flour sulfur Aquatuff High Foamn
TRIPLE SUPERPHOSHATE Superphosphates, concentrated water
UREA Carbamide, Carbonyldiamine water
ORES AND MINERALS Synonyms Cleaning agent
ANTHRACITE Hard Coal Aquatuff High Foamn
BAUXITE N/A Aquatuff High Foamn
BENTONITE Sodium montmorillonite Aquatuff High Foamn
CHROME ORE N/A Aquatuff High Foamn
CLAY Kaolin, China Clay Aquatuff High Foamn
Calcium magnesium carbonate, Dolostone, Dolomitic
DOLOMITE limestone Aquatuff High Foamn
FLUORSPAR Calcium fluoride, Fluorite Aquabreak PX
GYPSUM Calcium sulfate dihydrate, Gypsum stone, Mineral white Metalbrite HD

IRON ORE PELLETS N/A Metalbrite HD
IRON ORE N/A Metalbrite HD
LIMESAND N/A Metalbrite HD
LIMESTONE Calcium carbonate Metalbrite HD
MAGNESITE Magnesium Carbonate Metalbrite HD
MAGNETITE Iron Black Aquatuff High Foamn
MAGANESE ORE Manganese Ore A Aquatuff High Foamn
ZINC N/A Aquatuff High Foamn
LEAD N/A Aquatuff High Foamn
COPPER N/A Aquatuff High Foamn
PYRITE Iron disulfide, Iron pyrite, Pyrox Aquatuff High Foamn
PHOSHATE ROCK N/A Aquatuff High Foamn
QUARTZITE Silicone dioxide, Crushed stone, Aquatuff High Foamn
TALC Kerolite, Magnesium talc., Soapstone Aquatuff High Foamn
VANADIUM ORE N/A Aquatuff High Foamn
Revision date: 04/2008 Page 8 of 36

METAL, ALLOYS ETC. Synonyms Cleaning agent
ALUMINUM DROSS N/A Aquabreak PX
FERRO ALLOYS N/A Metalbrite HD
GRANULATED SLAG N/A Metalbrite HD
HOT BRIQUETTED IRON HBI Metalbrite HD
MAGNESITE (DEADBURNED) Magnesium oxide Metalbrite HD
MILLSCALE-IRON ORE N/A Metalbrite HD
PIG IRON N/A Metalbrite HD
ZINC ASHES N/A Aquabreak PX
ZINC DROSS N/A Aquabreak PX
ZINC RESIDUES N/A Aquabreak PX
COAL, PETCOKE AND PENCIL PITCH Synonyms Cleaning agent
BROWN COAL BRIQUETTES Lignite brown coal briquettes Aquatuff High Foamn
CALCINED PETROLEUM COKE N/A Aquatuff High Foamn
COAL N/A Aquatuff High Foamn
COKE N/A Aquatuff High Foamn
PENCIL PITCH Coal tat pitch Aquatuff High Foamn
PETROLEUM COKE Petcoke Aquatuff High Foamn
MISCELLANEOUS FEEDSTOCK Synonyms Cleaning agent
CASTOR BEANS N/A Aquatuff High Foamn
COPRA DRY N/A Aquatuff High Foamn
FISH MEAL N/A Aquatuff High Foamn
PEAT MOSS N/A Aquatuff High Foamn
SEED CAKE (SOLVENT EXTRACTED) N/A Aquatuff High Foamn
SOYA BEANS N/A Aquatuff High Foamn
SUNFLOWER SEED N/A Aquatuff High Foamn
WHEAT N/A Aquatuff High Foamn
CEMENT AND FLY ASH Synonyms Cleaning agent
CEMENT N/A Metal Brite HD or Descaling Liquid o
CEMENT CLINKERS N/A Metal Brite HD or Descaling Liquid o
FLY ASH N/A Aquatuff High Foamn
For non-foaming chemicals such as Aquabreak PX we strongly recommend the

use of Foam Agent as a foaming additive.
n- Aquatuff High Foam can be replaced with regular Aquatuff and the Foam Agent if
needed.
o- for Cement and Cement Clinkers choose Metal Brite HD or Descaling Liquid
depending on how solidified the cargo residues are. When working with acids always
use personal protective equipment i.e. Chemical resistant suite and a Filter mask.
Ordering information
25 Litre pail 210 Litre drum
Aquatuff High Foam 736991 737007
Aquatuff 607826 607827
Aquabreak PX 575613 575606
Metalbrite HD 571679 655506
Descaling Liquid 571653 Not available
Foam agent 3x 5 Litre Plastic container 614537
Revision date: 04/2008 Page 9 of 36

RX Marine International
Hold Chemical Manual

Website:-www.rxmarine.com
105 A-Wing BSEL Tech Park Opp. Vashi Railway Station,

Navi Mumbai pin- 400703 Contact:-022-65119999-5555-3333
INDEX
Hold solution By RX Marine International
Title Page No
Aqua Clean HD 02
Bilge Coat 03
Cement Remover RX Hold 04
COLA REMOVER rx hold 06
Deodorizer 07
Hold Wash Concentrate Rx 08
Muriatic Acid 09
Oxalic Acid PWD 11
RX tuff Cleaner 13
RX tuff High Foam 14
RX SOL pcs (Coal / lime Remover) 17
Slip Coat RXSOL HOLD BLock 19
Sodium Hypo Chlorite 21

2
High pressure Machineries With asscsries 25
For more information about the product mail us at :- [email protected] 1

Aqua Clean HD Category > Hold solution
Part/Order no: Packing
RXSOL-20-3018-210 210.00 Ltr

RXSOL-20-3018-025 25.00 Ltr
INTRODUCTION Recommendation
stock on board
RXSOL-20-3018 Mixture of Emulsifier,
new technology surfactants ( With high
100 to 250 litres per cargo hold, all
solvency and emulsification effect ) ,
depending on size of the hold, the dilution
Corrosion inhibitors, Rust preventive.due
with fresh water and the application
to free from caustic and Hydrocarbon very
m e t h o d . Te c h n i c a l S p e c i f i c a t i o n s
gentle on hands & ideal for cleaning Walls
Wood works,Metals and all areas .Acts as
superior quality cleaner /degreaser .
Specially formulated for cargo hold cleaning
operations after discharge of oily cargoes
carried as dry bulk. Also The product has
been developed for cargo hold cleaning
to remove stains and discolouring after
discharge of cargoes such as pet coke,
coal, and other oily cargoes.
Application
Recomendation DOSAGE RATES

1 to5 up to 1 to 50 ( ratio mixed with Fresh
Water ) all depending on type of soil to be
removed.
in some cases it may be necessary to apply
the RXSOL-20-3018 even undiluted. A
typical example is when trying to remove
black colour pigments (pitch) of Green
Delayed Pet coke from painted hold surface.
Note
This product is very useful when any barrier
or release agents were not applied prior to
loading.

Bilge Coat Category > Hold solution
RXSOL-22-2209-210 210.Ltr
RXSOL-22-2209-025 25.00 Ltr
Bilge Coat (Sulphur Acid Neutralizer) Technical Specifications
Rxsol Bilge Coat is highly effective OCCURS OR SYMPTOMS PERSIST

chemicals and an alkaline Solution for
the Bilge Line and well during the carry of INTENDED USE DILUTION RATE BOXES PER HOLD
(Concentrate :
cargo as like Sulphur.This Product act as a Fresh Water)
neutrilizer for the collection of Acidic Bilge
Water. Bilge coat is more safer and Bilge Water 1 : 23 (4 ltrs 1 : 23 (4 ltrs
effective in use compare than other (Acidic Water) : 92 ltrs water) : 92 ltrs water)
alkaline Materials. Neutralizer
Dose and Using Procedure D HANDYMAX PANAMAX

(per week) (per week)
• Use a clean Drum or any plastic tank. Fill

the water up to 92 Ltrs and add the Bilge 100 Ltrs 125 Ltrs
coat 4 Ltrs. Stirr well and now it is ready
to use.
• Pour 15 to 20 litres of Bilge Coat Solution
directly into each hold sounding pipe from
on deck. Replenish each time after the
bilge water is pumped out.
Benifit
>Bilge Protection against Acidic Water.

>Enviroment Friendly.
>Low quantity is sufficiant Due to High
Concentration and easy ro transport.
>Can be Easly Use and make the solution
by Ship Crew on board.
>Due to liquid easy to handle and safe
compare than other solid alkaline materials.

Cement Remover RX Hold Category > Hold solution
Part/Order no: Packing WHY RXSOL-22-2202 is better ?
RXSOL-22-2202-210 210.00 Ltr Biodegradable & non flammable ,

RXSOL-22-2202-025 25.00 Ltr Economical very cost effective
Non-hazardous
Cement Remover RX Hold Non-fuming
Safe for paint, chrome, aluminum,
It is highly concentrated and powerful glass, rubber, plastic, brass & stainless
penetrating agents materials which is Dissolves cured cement, concrete,
effectively react with cement to loosen the mortar, grout, stucco
bonding strength . Best results can obtain Cleans aluminum
on dry surface of cement. RXSOL'S R & D Also comes with a foaming spray nozzle
has developed this molecular cement Will not remove rubberized cement
dissolver as an alternative to using Suitable for the removal of cement
hazardous acids for concrete removal. deposits and dry stains.
Back-Set is a one-of-a-kind formula. It Due to its higher concentration its
uses an active ingredient found in sugar chemical reaction is very fast.
cane syrup, and is completely
biodegradable. It's chemical combination meet the
requirements of paragraph 1.8.2 of the
RXSOL-22-2202 turned this vulnerability P&A Standards.
into an opportunity. "Back-Set" safely
removes hardened concrete from a
variety of difficult to clean surfaces. It
break down the ionic bond in portland
cement, releasing the cement from any
surface to which it has adhered
Application
This liquid mixture specifically designed to
deal with hard cases of cement cargo The hardened concrete is saturated with
deposits or dry cement stains. Its proven Back-Set, either with a brush or by
advantage is the provision of immediate spraying. After 15-20 minutes, the area
penetration and complete dissolution of is again saturated with the chemical.
cement, the result being a thorough The concrete typically begins to soften
cleaning. in 20-30 minutes, and can be rinsed off
with water.
Chemically Back-Set converts the positive
ions in the hardened matrix into negative
ions, which dissolves the cement into mud
that can be rinsed away. Because it works
chemically, rather than mechanically,
Back-Set may be used to remove cured
concrete, mortar, grout, and stucco from
virtually any surface without harm
ACTIVE MATTER : 98-100 %

Cement Remover RX Hold Category > Hold solution
Dose Diluted
Excellent , concentrated and very In cases of light deposition, on large

effective cement remover with powerfull surface areas, a solution between
dissolving properties used on cement and 10–40% may be used.
bulk carriers.
B. Cleaning Procedure
The hardened concrete is saturated with
Back-Set, either with a brush or by Undiluted/Diluted: In parts such as
spraying. After 15-20 minutes, the area is corner cavities, tank skeleton inlets,
again saturated with the chemical. The etc, Apply RXSOL-22-2202 through
concrete typically begins to soften in 20- hard brush, mop, sponge or any other
30 minutes,and can be rinsed off with manual method. Let it soak for 15
water.The amount required for dosage minutes. Afterwards, wash thoroughly
can be obtained BY knowing the by applying high–pressure water
deposition composition as well as nature source. In case of deposit persistence,
of cement to be removed.5 to 20 % repeat the cleaning procedure.
recommended .These are recommended
values based on experience. For optimum
results dose RXSOL-22-2202directly to
the surface
The amount required for dosage can be

obtained BY knowing the deposition
composition as well as nature of CEMENT
to be removed . 5 to 20 % recommended
.These are recommended values based on
experience.
For optimum results dose RXSOL-22-

2202 directly to the surface
Undiluted
In cases where we deal with heavy deposit

build–up, CEMENT REMOVER must be
applied undiluted.

COLA REMOVER rx hold Category > Hold solution
Soak Method:-
It may be used concentrated or diluted
Part/Order no: Packing with water, depending on the degree of
contamination, the surface area to be
RXSOL-22-2201-025 25.00 Ltr treated, the desired degree of cleaning
and the available downtime.Actually, the
user is the best one capable to regulate
COAL REMOVER rx hold the quantity and concentration to be used
for the situation at hand.In any case,
A powerful penetrating mixed chemical when the accumulation is not heavy, a
products to remove heavy coal deposits. 50% solution with water must be used.
Additionally, it may also be used to remove Otherwise,RXSOL-22-2201. can be used
mineral deposits and eliminate bad odors in undiluted especially when deposition is
tanks and other closed systems. heavy and hard spots persist.
It is free from hydrocarbon solvents, non Cleaning Procedure

flammable and biodegradable.
Biodegradable / Non-Toxic / Non-Pollutant. Conventional cleaning methods such as a
VERY Cost effective. brush,hard sponge, thick and hard broom
and /or a mop can be used on heavy duty
Recommended to use spray equipment. and hard stain deposits.Note that for
The use of hot water will greatly enhance heavy accumulations the cleaning
the effectiveness of the cleaning and should procedure might be necessary to be
be utilized whenever possible repeated until the results are
satisfactory. Furthermore, is important to
keep in mind that 1 litre of RXSOL-22-
Application 2201 is sufficient to cover a surface area
of 8–10 square meters.
• Use cold - no heating required.
• Easily dissolves deposits containing Note
carbon ,polymer resin etc.
• Economical to use. • Cleaning time will vary depending on
• Scraping not required. the extract nature and thickness of
• Non- flammable. deposit to be removal.
• Helpful for burner tips, fuel injectors • Stubborn deposits should be scrubbed
and all components fouled by carbon, to assist the cleaning operation.
resin or varnishes. Your local Rx CLEANSERS representative
• Cleans oil side of fuel heaters, oil will work with you to design the optimum
coolers, etc. concentration & procedure for your
system.
• Can be used for cleaning of : -Fuel
RXSOL-22-2201 should be mixed with
Oil Filters -Pistons - Piston rings -
fresh water to form a solution of 10-30%,
Valve cage depending on the extent of scaling. After
using RXSOL-22-2201 it is essential to
thoroughly rinse all metal surfaces at
Dose least once with a 0.5% solution of
Alkalinity Control in fresh water. This
solution should be circulated for 2-4
Directions for Use and Dose Rates
hours or until an acceptable pH value is
obtained. This will neutralize any

Deodorizer Category > Hold solution
RXSOL-22-2206-025 25.00 Ltr

RXSOL-22-2206-210 210.00 Ltr
Deodorizer
This is very effective products to control

and mask of BAD ODOURS from
CARGOES like fish oils, animal oils,
and/or hides, sour grain, etc
Private Labeling
Application
Private labeling services offer you the
For absorbing disagreeable odors in the opportunity of having our high quality,
refrigerator or other places that require manufactured products branded as
deodorizing. Made from quality activator your own. All RX-SOL products can be
carbon. Furnished in small and large re-branded with your company name,
sizes. logo, contact details, and more included
on each consignment and, if required
delivered direct to a site of your choice
with your own delivery paperwork.
Private labeling is a great way to build

brand loyalty with your customers. RX
MARINE offers full-color private labeling
on a wide variety of products to all our
customers… and with no minimum
quantity. Whether you need 1 or 100,
we will place your company name, logo
and contact information on the finished
product.
We offer several styles and sizes of

labels and packaging. From standard
labels with one color to glossy,
waterproof labels with full-color
printing. We will work with you in
choosing the proper label depending on
the product and your specific needs.
for more information :- www. Rxmarine.com

Hold Wash Concentrate RX Category > Hold solution
RXSOL-22-2204-210 210.00 Ltr.

RXSOL-22-2204-025 25.00 Ltr.
Hold Wash Concentrate RX Technical Specifications

RXSOL HOLDWASH is a versatile all-
Rxsol has the wide range of chemicals
purpose marine cleaning solution. It can
for cleaning chemicals for any type of
be used as a powerful stand-alone
vessel Including those carrying coal
cleaner for oily stains and residues, or in
petcock & related to get the cargo hold
combination with RXSOL HOLDWASH as a
clean for the next cargo choice of
barrier remover.Rxsol hold wash is a
suitable cleaning chemical is essential &
versatile all purpose marine cleaning
very important when applied the
solution it can be used as a powerful\
chemical resident type apply as
stand alone cleaner for oily stains and
important role as a surface active agent
reduces or in combination with Rxsol hold
need time to penetrate & to take
wash as a barrier remover.
outside particular from the hold
surface.
Application
FEATURES & BENEFITS :------------------

$ Heavy duty Hydrocarbon remover
$ Can be diluted to suit cleaning needs
$ Environmentally friendly
$ Safe to use in occupied / covered areas
$ Reduces turnaround times
$ Can be easily applied by ship's crew
$ using an RXSOL Application Set.
Features & Benefit:-

Heavy duty hydrocarbon remover.
Can be diluted to suit cleaning needs.
Environmentally friendly.
Safe to use onto the occupied areas/
covered areas.
Reduces the turnaround times.
Cam be easily applied by ship’s crew.

Muriatic Acid Category > Hold solution
RXSOL-22-2205-210 210.Ltr.
RXSOL-22-2205-025 25.00 Ltr.
Product Description Product Properties
RXSOL-22-2205 R & D Chemical Appearance Yellowish

Company developed this molecular Density In g/ml at 15°C:
cement dissolver, Lime celaner and 1.1
general as an alternative to using Compatibility
hazardous acids for concrete removal. Metal Avoid aluminium,
Back-Set is a one-of-a-kind formula. It zinc galvanised
uses an active ingredient found in sugar steel.
cane syrup, and is completely Rubber No known effect
biodegradable It is a liquid blend of
organic compounds, scale and corrosion
inhibitors,oxygen scavengers and sludge Features, Benefits
conditioners with valuable surfactants. It and Applications
is a highly soluble, product used for the
reduction of hardness Of cement. It will
precipitate calcium hardness as a non-
adherent sludge. Colourless liquid sludge - Dispersant action suspends cement
conditioner designed to prevent deposits. sludge ands ediment particles for
efficient blowdown.
- Highly active phosphate based
compound, economical in use.
Dosing Methods & - Easily dissolved in water for dosing.
- Scale problems due to calcium are
Using Procedure
eliminated.
- Maintains sludge in a non-adherent
The hardened concrete is saturated with state for ease of blow down.
Back-Set, either with a brush or by - Simple test to determine level of
spraying. After 15-20 minutes, the area is treatment.
again saturated with the chemical. The - Can be used for all pressures.
concrete typically begins to soften in 20- - Liquid product, easy to feed.
30 minutes,and can be rinsed off with - Keeps sludge dispersed for efficient
water.The amount required for dosage removal by blowdown.
can be obtained BY knowing the
deposition composition as well as nature
of cement to be removed.5 to 20 %
recommended .These are recommended
values based on experience. For optimum
results dose RXSOL-22-2205 directly to
the surface .

Muriatic Acid Category > Hold solution
Characteristic
Biodegradable
Non-fuming
Safe for paint, chrome, aluminum,
glass, rubber, plastic, brass &
Stainless
Dissolves cured cement, concrete,
mortar, grout, stucco
Cleans aluminum
Also comes with a foaming spray
nozzle
Membership Plan
Note Thank you for your interest in joining

our Membership Plan. Our main goal is
will not remove rubberized cement. to provide the best services to our
Additional Information.This product is valued customers. Our services are
formulated for use in conjunction with sea built around providing you with best
water /Good water. quality products at very low cost. We
belive that this will help you to
mazimize the benefits.
Membership Plan Benefits ..
Get High Quality Product in to Low

Price.
All ammount paid for the membe
rsh-ip plan to be refundable.
Same price in India ,UAE,Singapore,
Bahrain.
Members are Offered to supply the
RXSOL Brand on behalf of Rx Marine
International.
Members are offered the benfit of
private Labeling also to establish his
Own Brand/Logo through us.

Oxalic Acid PWD Category > Hold solution
RXSOL-19-1303-050 50.00 Kg.
Oxalic Acid PWD Using Application
Oxalic acid is an organic compound with Oxalic Acid is used extensively for boat
the formula H2C2O4. This colorless cleaning, it can be used on timber, GRP
crystalline solid is a dicarboxylic acid. In and steel craft for the removal of rust
terms of acid strength, it is about 3,000 and waterline stains and also to clean
times stronger than acetic acid. Oxalic timber decks. For vertical applications
acid is a reducing agent and its conjugate oxalic can be mixed with wallpaper
base, known as oxalate (C2O42-), is a paste to make a thick solution, this mix
chelating agent for metal cations. will cling to any vertical surface and can
Typically oxalic acid occurs as the be washed off with water.
dihydrate with the formula
H2C2O4·2H2O.
Dose
Application
Solubility in water 14.3 g/100ml (25 °C)
Transparant, colourless crystals. Hazard: Solubility 23.7 g/100ml (15 °C) in
Toxic by inhalation and ingestion, strong ethanol
irritant.
Uses: general metal and equipment 1.4 g/100ml (15 °C) in diethyl ether
cleaning, purifying agent and
intermediate for many compounds.
Oxalic acid's main applications include Acidity (pKa) 1.25, 4.14
cleaning or bleaching, especially for the
removal of rust (iron complexing agent), Density 1.90 g cm-3 (anhydrous)
e.g. Bar Keepers Friend is an example of a or 1.653g cm-3 (dihydrate)
household cleaner containing oxalic acid.
About 25% of produced oxalic acid is used
as a mordant in dyeing processes.
It is used in bleaches, especially for
pulpwood.
It is also used in baking powder.

Oxalic Acid PWD Category > Hold solution
Note
OXALIC ACID CAN ALSO BE USED FOR: REMOVAL OF BLACK WATER AND
Wood bleach, Rust removal, General stain TANNIN STAIN
cleaner, Brick stains, A common form of staining on wood
Furniture restoration, Boat cleaning surfaces results from contamination
(GRP), Bee keeping. with iron. A portion of the extractives in
wood includes a group of chemicals
REMOVAL OF IRON STAINS collectively called tannins. The amount
Iron stains can be removed by scrubbing of tannins depends on species; oak,
the stained area with an aqueous solution redwood, and cedar are rich in tannins.
of oxalic acid in water. Dissolve 1kg oxalic Tannins react with iron to form a blue-
acid to 6Lt of warm water. Scrub stained black stain on wood. Common causes of
area using a stiff-bristle brush. iron stain include use of un-galvanized
Thoroughly rinse with water after or poorly galvanized fasteners; OXALIC
treatment. When completely dry, lightly ACID brushed into the stains makes
sand the surface. Surface must be clean removal easy. Finishing wood with a
and completely dry (not just surface dry) WATER REPELLANT WITHA
before refinishing. Incomplete drying and PRESERVATIVE AND/ORWOOD POLISH
retained subsurface moisture can cause OR OIL greatly minimizes further iron
finish adhesion failure. stain and enhances the finish of the
wood.. Wood must be clean; free of
Many of Construction Chemicals paint, waxes, oils and dirt. Use wood
customers are involved with building cleaners to remove any grease oils or
renovation and in particular Oak frames, grime. Use paint strippers to remove
oak windows and beams as well as any finish, paint or coating.
flooring. Our product range ensures that
whenever timber is being used we have
the products to bond, fill, preserve, sand,
stain and paint. Our Customers will be
aware of the problems of oak stains
especially with green oak. This can look
unsightly and spoil good looking beams or
floors. OXALIC ACID CLEANS MOST
STAINS FROM TIMBER.

RX Tuff Cleaner Category > Hold solution
RXSOL-20-3002-210 210.00 Ltr.

RXSOL-20-3002-025 25.00 Ltr.
RX Tuff Cleaner Dose
Very effective concentrated cleaner for Refer to technical datasheet. and the
use in hold cleaning and general Material Safety Data Sheet before use.
digressing. its heavy molecular A l wa y s r e fe r t o a ny wa r n i n g ,
surfactants rapidly reacts with water and instructions and labels supplied with the
produce effective cleaning solution .May products.
be applied by brush, hand spray and by
high and low pressure washing machines.
Note
Applicationr Not suitable for use with soft metal like

aluminium, magnesium and zinc
silicate coatings.
All chemical products should be handled
For degreasing and removal of residues of
with care. Protective clothing and
mimerals oil , coal stain and soot from
respiratory equipment should be used
surface.
where necessary.
Safety Phrases
S-2 Keep out of the reach of children.
S-26 In case of contact with eyes, rinse

immediately with plenty of water and
seek medical advice.
S-36/37/39 Wear suitable protective

clothing, gloves and eye/face protection.
S-45 In case of accident or if you feel

unwell, seek medical advice immediately
(show the label where possible).

RX Tuff High Foam Category > Hold solution
Part/Order no: Packing After the RxTuff has been sprayed on

the surface and before the wash down
RXSOL-22-3002-HF 25.00 Ltr. begins, the chemicals penetrates &
thoroughly moistens dirt & other grime.
RX Tuff High Foam During wash down, the RxTuff
thoroughly dissolves the particles of
dirt, even oil and fat, in the water spray
and thus achieves optimal cleaning
Very effective water - based cleaner for
results.In addition to being more
use in hold cleaning and general
effective, the use of RxTuff substantially
digressing. its heavy molecular
reduces the time required for the Cle -
surfactants rapidly reacts with water and
aning operation, as well as preventing
produce effective cleaning solution .May
dirt from reforming on the surface. The
be applied by brush, hand spray and by
use of RxTuff in correct dosages is half
high and low pressure washing machines.
the job done.
It is a heavy duty non corrosive
concentrated cleaning compound soluble
in fresh and salt water , also suitable with
high presure cleanig machines. Ideal for
difficult cleaning problems faced in 3 Pieces of Good Advice
industrial and other plants, Very effective
degreaser which removes dirt, oil and
grease from the equipment, parts, Apply RxTuffon dry surface where
components, engines, floors and walls possible! A dry surface will absorb far
etc. better than a wet surface. When
applying RxTuff on vertical surfaces:
Start application from the bottom and
RXTUFF HIGH FOAM LIQUID - HD work upwards! If beginning from the
top and going downwards, the RxTuff
(RXSOL-22-3002-HF) may produce "channels" down the
surface, thereby running too fast off the
surface. During high pressure cleaning:
The Importance of Rx Tuff by High- It is important that the rinsing water
Pressure Cleaning does not run over non-cleaned
surfaces! The rinsing water can draw
The job of high pressure cleaning can be soap from the surface if running over
done easier & quicker by simply using non-cleaned surfaces. High pressure
RxTuffin correct dosages. Using a high together with optimum concentration of
pressure cleaner alone, without any RxTuff will give the best effect .
CLEANER, will not achieve optimal
cleaning results High-pressure cleaning
primarily refers to cleaning of Hard
surfaces, such as Decks, Tanks, Engine-
rooms, etc. and in the majority of cases
the cleaning is done according to the so-
called two-step method:

Product Description
later stage. If allowed to cool, the de-

RxTuff is a superior & powerful alkaline
gassing procedure must be repeated.
cleaner containing corrosion inhibitors to
Depending on degree of contamination
prevents the corrosion of metals . It is
RxTuff should be mixed with warm
low toxic product with an exceptional
water at a rate of 50-200 ml per 10
solvency power on soil & oily matter &
litres. i.e. 1 cup of RxTuff to a bucket of
having good foaming qualities. It is free
water. RxTuff solution can be applied
from Hydrocarbon solvents ,
simply by mops, brushes or rags, or by
Biodegradable and minimizes the
dipping the soiled articles into the
extreme hazards to personnel in handling
RxTuff solution. After cleaning, rinse off
materials .
with cold or warm water. Due to high
foaming properties, RxTuff is not
recommended for washing machines
Applications
Tank Cleaning:-
Cargo tank cleaning to remove residues
of Mineral, Animal, Vegetable or Fish oil,
RxTuff Suitable for cleaning engine
Waxes & Soot from inert gas systems.
components like fuel and Lube oil filters,
Injection nozzles, pump components,
Method of Application and Dose
inlet and exhaust valves & primarily
Rates:-
refers to cleaning of hard surfaces, such
Direct injection method for tank
as Decks, Tanks, Engine-rooms, etc. can
washing machines. Dose rate 1-5
be used for all types of cleaning and
litres per ton wash water (0.1-
degreasing and may be applied by brush,
0.5%)
handspray, high and low pressure
washing machines etc.
Recirculation method. Dose rate 1-7
litres per ton wash water (0.1-
Directions for Use 0.7%).
and Dose Rates Spot hcleaning. Hand spray neat or
diluted with up to 5 parts water and
General Cleaning:- leave for several minutes before
- RxTuff can be used for all types of rinsing off with clean water.
cleaning & degreasing & may be applied
by Brush, Hand spray, high and low
pressure washing machines etc. Time
necessary for cleaning depends on the
nature and thickness of the deposits. 20-
30 min. will suffice for most applications.
Hardened, carbonised or aged deposits
may require up to 4 hours.
If the cleaning solution is not heavily
contaminated, it may be re-used at a

Cleaning of Cargo Tanks to Remove

Soot from Inert Gas Systems:-
Spray RxTuff on with a high pressure
cleaning machine and use 1:6 with
water. If used with hand sprayer,spray
the product neat onto the surface,
allowing 1 lit. For every 12 m2. Use a
5-8% solution in a tank washing
machine.
Leave for about 30-45 minutes. The

surface should be kept wet.
Wash down with hot water (80°C) and

check the cargo tank. Stain Removal Tips
Repeat the procedure if necessary.

Unknown
If a stain cannot be identified, treat with

Note cool water first, then sponge with a
good quality laundry liquid solution.
Rinse well and if stain persists try equal
Whenever possible, the cleaning solution quantities of methylated spirits (wood
should be heated to 60-80°C.If this alcohol) and ammonia, testing first to
method is not possible, other note effect on colour and fabric. If
conventional methods such as separate colour is affected, omit ammonia. As a
rate direct injection, recirulation or hand last resort, try a mild bleach, e.g. A
spraying provide acceptable options.For diaper wash/sanitiser container sodium
boiler fire side cleaning, a 10-20 % hot percarbonate.
solution, (temp. above 40°C), should be
sprayed on to the surfaces to be cleaned. Tips for removal of RED WINE
Allow to penetrate for 20 minutes and Stains from :
flush off. For deposits which are very hard
to remove, increase the concentration to Quickly Remove as much of the excess
50% and repeat if necessary. red wine from the material by blotting
the spot with any absorbent material.
Paper or cotton towels work best. Place
a piece of the towel on the front and
back of the material and press down &
Hold for two to three minutes to absorb
the wine. Remove and replace the
towels and then repeat the process.

RXSOL PCS (Coal / lime Remover) Category > Hold solution

Application
RXSOL-22-2208-025 25.00 Ltr.
• Effectively removes, Coal Carbon,
RXSOL-22-2208-210 210.00 Ltr.
Pet coke and mineral & lime
depositsfrom cargo holds and tanks.
• Can also be efficiently used as a
RXSOL PCS (Coal / lime Remover) general purpose cleaner to eliminate
bad odors in tanks and other closed
systems.
Rxsol PCS (Coal / Lime Remover) is an • Acts quickly and thoroughly.
innovative, concentrated liquid product • Can safely be used on all metals
specifically engineered to attack, and metal alloys (even if painted/
penetrate and remove Coal Carbon, pet Varnished).
coke, lime deposition accumulations from • Non–flammable, non–toxic, non–con
cargo and storage tanks, AlsoDeveloped ductive & non–volatile.
for cargo hold cleaning to remove stains • Soluble in seawater and fresh water.
and discoloring after discharge of cargoes • No known effect on rubber or plastic
such as pet coke, coal, lime and other oily compounds.
type cargoes.. Additionally, it may also be • May be combined with a specific
used to remove mineral deposits and range of other products.
eliminate bad odors in tanks and other • Cost effective, easy to apply and
closed systems. Use.
It is free from hydrocarbon solvents, non

flammable and biodegradable. Dose
Biodegradable / Non-Toxic / Non-

Pollutant. Rxsol PCS (Coal / lime Remover) may be
VERY Cost effective used concentrated or diluted with water,
depending on the degree of
It is special blend of synthetic detergents contamination, the surface area to be
and holding agents to increase its treated, the desired degree of cleaning
effectiveness on vertical surface. and the available downtime.Actually,
the user is the best one capable to
Recommended to use spray equipment. regulate the quantity and concentration
The use of hot water will greatly enhance to be used for the situation at hand.In
the effectiveness of the cleaning and any case, when the accumulation is not
should be utilized whenever possible. heavy, a 50% solution with water must
be used. Otherwise,Rxsol PCS (Coal
Remover). can be used undiluted
especially when deposition is heavy and
hard spots persist.

RXSOL PCS (Coal / lime Remover) Category > Hold solution
Cleaning Procedure
Conventional cleaning methods such as a

brush,hard sponge, thick and hard broom
and /or a mop can be used on heavy duty
and hard stain deposits.Note that for
heavy accumulations the cleaning
procedure might be necessary to be
repeated until the results are satisfactory.
Furthermore, is important to keep in mind
that 1 litre of Rxsol PCS (Coal / lime
Remover) is sufficient to cover a surface
area of 8–10 square meters.
NOTE ::: -- Let this product soak into the

surface for 30-45 minutes. Then using a
high-powered spray washer blast the
surfaces until the stains and discoloration
is gone.
Note
A water based heavy duty alkaline cleaner

for removal of oily stains as pet coke and Private Labeling
coal. Also contains a specialized blend of
synthetic surfactants which allow for
more cling time to cargo hold surfaces.
Private labeling services offer you the
The cleaning should take place as
opportunity of having our high quality,
soon as discharge is complete to
manufactured products branded as
maximize effectiveness.
your own. All RX-SOL products can be
Also effective on dried oil films. When
re-branded with your company name,
cleaning from black oils to white oils and
logo, contact details, and more included
from black oils to cargo grain
on each consignment and, if required
delivered direct to a site of your choice
Barrier chemicals can sometimes be
with your own delivery paperwork.
effective when applied prior to loading,
but should never be used unless time
allows them to dry completely.

Slip Coat RXSOL HOLD BLOCK Category > Hold solution

Recommendation Dose for
RXSOL-22-2210-025 25.00 Ltr.
smooth surface
RXSOL-22-2210-210 210.00 Ltr.
Recommendation Dose for smooth
Slip Coat RXSOL HOLD BLOCK surface :
for Sulphur, Salt, etc 100 Ltrs/Hold for
HANDYMAX & 150 Ltrs/Hold for
EMULSION BASED non reactive coating PANAMAX
materials which makes thin film barrier & for Petcoke, Coal, etc 200 Ltrs/Hold
on surface after dry. Due to formation of for HANDYMAX & 250 Ltrs/Hold for
RXSOL THIN barrier film on surface, PANAMAX
the cleaning operation after unloading
becomes quicker and easier with This materials can be use directly with
optimum results. low pressure machine or manually by
garden spray pump. in general practice
Slip Coat RXSOL HOLD BLOCK is a Heavy on smooth & clean surface each drums
Duty protective Solution for hold of of 210 ltrs covers 2000 to 2500 sq
vessels which carrying corrosive and / or meter while on rough and rusted
messy cargos such as Sulphur, Salt, surface require more quantities of
Petcoke, coal and concentrates. It can be materials.
easily removed after discharging of cargo
. Dose
FEATURES AND BENEFITS:.............
$ Protects metal against corrosive for HANDYMAX (5 Holds) : In general
cargo. 500 Ltr to 1000 Ltr RXSOL-22-
$ Safe on all coatings, and to the 2210require to cover area up to 12 mtrs
personnel handling it. , i.e approx 1/2 drum to 1 drum of
$ Protects paint against cargo material is sufficient for each hold ,
penetration. while
$ Environmentally friendly. for PANAMAX (7 Holds) : In general
$ Safe to use in occupied / covered 1000 Ltr to 2000 Ltrs RXSOL-22-2210
areas. require to cover full area. , i.e approx
$ Reduces turn around times . 3/4 drum to 1.25 drums of material is
$ Easy to Direct Spray. sufficient for each hold.
Application Note
Rxsol hold block is a heavy duty cleaning

This Emulsion is safe to use , But as a
solution to clean the hold of the vessels
precaution goggles & Protective gloves
which carrying corrosive and / or messy
with mask require before use of this
cargos such as sulphur salt petcock coal
materials.
and concentrates. It can be easily
removed with it

Slip Coat RXSOL HOLD BLOCK Category > Hold solution
Precaution
1> Deposition of previous cargo / Lime

wash should be removed
2>Newly Painted surface should be
fully cured.
Technical Specifications
Product metal against corrosive cargo

Products paint against cargo
Penetration
Environmentally friendly
Safe to use in occupied / covered
areas
Reduces turn around times
Easy to direct spray
If hold cleaning is to be performed
from tank top level only powerful
equipment designed for cargo hold
cleaning will do the job in a minimum
of time.
Stain Removal Tips
Effective cleaning chemicals that
Can dissolve stains and remove
discoloring are required the crew Unknown
needs to have effective equipment
to apply these chemicals from If a stain cannot be identified, treat with
tank top level personal proactive cool water first, then sponge with a
equipment is required depending on good quality laundry liquid solution.
type and condition of hold paint Rinse well and if stain persists try equal
chemical that protect the paint may quantities of methylated spirits (wood
also be needed. alcohol) and ammonia, testing first to
And don’t forget procedures have to note effect on colour and fabric. If
be drown up and your colour is affected, omit ammonia. As a
Crew trained for the job Standardiza- last resort, try a mild bleach, e.g. A
ation of equipment and chemical diaper wash/sanitiser container sodium
onboard you ship will make life easier percarbonate.
for your seaman and save your time

Sodium Hypo Chlorite
Category > Hold solution

HANDLING AND STORAGE
RXSOL-31-3025-025 25.00 Ltr. PRECAUTIONS
RXSOL-31-3025-210 210.00 Ltr.
Do not store adjacent to chemicals that
Sodium Hypo Chlorite may react if spillage occurs. Comply
with Oman regulations, when shipped.
If closed containers become heated,
A 12% solution is widely used in
vent to release decomposition products
waterworks for the chlorination of water
( m a i n l y o x yg e n u n d e r n o r m a l
and a 15% solution is more commonly
decomposition). Do not mix or
used for disinfection of waste water in
contaminate with ammonia,
treatment plants. High-test hypochlorite
hydrocarbons, acids, alcohol or ethers.
(HTH) is sold for chlorination of swimming
pools and contains approximately 30%
calcium hypochlorite. The crystalline salt
is also sold for the same use; this salt
DO NOT REUSE CONTAINERS
usually contains less than 50% of calcium
hypochlorite. However, the level of active
chlorine may be much higher. Product residues may remain in
containers. All labeled precautions
MUST be observed. Dispose of
Application container in a manner meeting
government regulations.
Also used as a disinfectant and
germicide,especially in the sterilizati-
on of water.
It is also used for making wool
unshrinkable and in the manufactire PRODUCT DISPOSAL
of chloroform.
For the purpose of disinfection and
bleaching , a weak soln. ( 1.2 % ) is Product should be completely removed
used. For purifying water 0.02 to 0 .2 from containers. Material that cannot
% volumetric is sufficient Potable be used or chemically reprocessed
Water Treatment Aquatics and Pools. should be disposed of, in a manner
Odor Control/Corrosion Control. meeting government regulations.
Food & Beverage Processing.
Wastewater Treatment.
Cooling Towers, Inland Power.
Stations & Industry.
Irrigation Systems.
Agriculture/Farming.

Precaution
A weak soln. ( 1.2 % ) is used. For How much 6.00% Hypochlorite would
purifying water you need to add ?
0.02 to 0 .2 % volumetric is sufficient for
Potable Water Treatment (5,000 gal x 100 ppm) / (1,000,000
x 06) = 8.33 gallons
SODIUM HYPOCHLORITE How much 12% Hypochlorite solution

would you need ?
ACTIVE INGREDIENT:
(5,000 gal x 100 ppm) / (1,000,000
x 12) = 4.17 gallons
Sodium Hypochlorite as Chlorine : 15%
If you use calcium hypochlorite (the
Sodium Hydroxide : 1%
white, powder version of chlorine, like
HTH pool cleaner), the equation
INERT INGREDIENTS : 84%
becomes:
Total 100%
General formulation to calculate how Wgt. of Calcium Hypo (lbs)= req'd residual in PPM
Gal of water x 8.33 lb / gal m x( ---------------------------------)
much bleach is needed to add to a tank or 1,000,000 x hypo %
a pipeline to disinfect it to a given chlorine

residual using a given disinfectant.
This is simply the previous equation
Usually someone wants to know how to
multiplied by the conversion factor of
meet an AWWA Standard (like C651-92,
8.33 pounds per gallon of water.
Disinfection of Water Mains). The
equation below should be used to
Let's assume that we still need to
estimate the amount of sodium / Calcium
disinfect 5,000 gallons at 100 ppm.
hypochlorite (Chlorine Water is 6.00%
How many pounds of 65% calcium
sodium hypochlorite) needed to disinfect
hypochlorite (HTH pool cleaner) are
a given quantity of water to a desired
needed?
chlorine concentration.
(8.33 lbs/ gal. x 5,000 gal x 100 ppm) /
(1,000,000 x .65) = 6.4 pounds
req'd residual in ppm
Valume of hypo= volume of water x( ---------------------------------)
1,000,000 x hypo %
For example , say you had installed a new

5,000 gallon tank and wanted to make
sure that you had at least a 100 ppm
solution of chlorine in it.

Note EMERGENCY AND FIRST AID

PROCEDURES
Store in cool place
UN No : 1791 EYE:
IMDG CLASS : 8 OBJECT IS TO FLUSH MATERIAL OUR
IMMEDIATELY AND THEN SEEK
PACKING GROUP : III MEDICAL ATTENTION IMMEDIATELY
flush eyes with a directed stream of
ODOUR : IRRITATING , PUNGENT water at least 15 minutes while forcibly
ODOUR holding eye lids apart to ensure
complete irrigation of all eye and lid
R31: Contact with acids liberates toxic tissue. Washing eyes within one (1)
gases minute is essential to achieve
maximum effectiveness. SEEK
R34: Causes burns MEDICAL ATTENTION IMMEDIATELY.
S-PHRASES SKIN:
S E E K M E D I C A L ATT E N T I O N
S1/2: Keep locked up and out of the IMMEDIAELY. Flush thoroughly with
reach of children. cold water under shower while
removing contaminated clothing and
S28: After contact with skin, wash shoes. CONTINUE TO FLUSH UNTIL
immediately with plenty of water MEDICAL ATTENTION ARRIVES.
Discard non-rubber shoes. Wash
S45: In case of accident or if you feel clothing before reuse.
unwell, seek medical advice (show the
label where possible) INIIALATION:
Remove to fresh air. If breathing is
S50: Do not mix with acids d i f f i c u l t , h a ve t ra i n e d p e r s o n
administer oxygen. If respiration stops,
S50: Do not mix with reducing agents give mouth-to-mouth resuscitation.
GET MEDICAL ATTENTION
X2: Restricted to professional IMMEDIATELY.
users.Warning! Avoid exposure - obtain
special instructions before use.

INGESTION:
NEVER GIVE ANYTHING BY MOUTH TO AN
UNCONSCIOUS PERSON. If swallowed,
DO NOT INDUCE VOMITING. Give large
quantities of milk or gelatin solution. If
these are not available give large
quantities of water. If vomiting occurs
spontaneously, keep airway clear and
give more milk, gelatin solution or water,
GET MEDICAL ATTENTION IMMEDIATELY.
Avoid vomiting, lavages or acidic
antidotes.
NOTE TO PHYSICIAN: Sodium

Hypochlorite is an alkaline corrosive. For Stain Removal Tips
exposure by ingestion do not use emesis,
lavages or acidic antidotes. Dilute
immediately by giving milk, melted ice Unknown
cream, beaten egg white, starch paste or
antacids such as milk magnesia. If a stain cannot be identified, treat with
Aluminum hydroxide gel or magnesium cool water first, then sponge with a
trisilicate gel. Avoid sodium bicarbonate good quality laundry liquid solution.
because of carbon di-oxide release. Rinse well and if stain persists try equal
Sodium thiosulphate solution may prove quantities of methylated spirits (wood
beneficial by reducing unreacted alcohol) and ammonia, testing first to
material. note effect on colour and fabric. If
colour is affected, omit ammonia. As a
last resort, try a mild bleach, e.g. A
diaper wash/sanitiser container sodium
percarbonate.
Tips for removal of RED WINE

Stains from :
Quickly Remove as much of the excess

red wine from the material by blotting
the spot with any absorbent material.
Paper or cotton towels work best. Place
a piece of the towel on the front and
back of the material and press down &
Hold for two to three minutes to absorb
the wine. Remove and replace the
towels and then repeat the process.

High pressure Machineries With asscsries 26
The problem
Bulk carriers are busy and time

needs to be saved
• Shorter port stays and ballast trips
• Less deck hands available
• Stains and residues allowed to
accumulate
• Holds required to be grain or hospital
clean
• Frequent cosmetic repainting
• Removal of thick and cracked paint is
expensive
Operators of bulk carriers are becoming

more and more efficient and ballast trips
are becoming shorter and shorter. Due to
security rules, safety inspections by class
and port authorities etc, the number of
available deckhands for cleaning
operations during vessels’ stays in port
has been reduced. To save time, more and
more hold cleaning has to be performed
from tank top level with closed hatches
during sea-voyages.
This leaves you with a problem simply

because most bulk carriers do not have
access to the upper parts of the holds.
Most bulk carriers are of old-fashioned
design and were not designed for
cleaning, nor adequately equipped by the
shipyard.
To be accepted for some dry bulk

cargoes the holds need to be
hospital-clean.
We all know that some cargoes will cause

problems.Cargo rotation between
cement, coal/petcoke and grain /pulp can
easily result in costly cleaning by
contractors at ports or at anchorage and
many days off-hire.

High pressure Machineries With asscsries
In busy trade, ship owners are frequently Technical data:

painting the holds for cosmetic reasons. Estimated water flow: 80-120m³/h Max air flow:
5 m³/min
Thick layers of paint will sooner or later Recommeded water pressure: 7-10 bar Recommended air press:
have to be removed and that is a costly

and time consuming process.
Equipment and chemicals
Powerful cleaning equipment is required Technical data:

for costeffective removal of oil stains, Estimated water flow:
2,5m³/min
12-18 m³/h Max air flow:
hardened cement, lime etc. The Maxi-Jet

will increase the cleaning effect by 10-15
times compared with normal water
nozzles.It is the most powerful hold-
cleaning equipment for use from tank top
level. This has been made possible by an
accurate venturi system, the use of
compressed air and maximum amounts of
water. Even rust scales are loosened and
flushed away by the Maxi-Jet.
“We have used the Maxi-Jet for cleaning of

the holds.I will say it is an excellent
machine. It is very easy to use.Very safe.
Just two men can clean the complete hold
to high levels. Really time saver”

It is equipped with a tripod and a platform to

deal with the recoil, unlike small hand held
nozzles and nozzles with tripod only. Needless
to say, the less recoil the
less cleaning power. After unloading cargoes
such as coal and iron-ore, cleaning times for
main deck areas can also be drastically
reduced.
Pump 50MB for slop removal
Powerful cleaning equipment is required for

costeffective removal of oil stains, hardened
cement, lime etc. The Maxi-Jet will increase the
cleaning effect by 10-15 times compared with
normal water nozzles.It is the most powerful
hold-cleaning equipment for use from tank top
level. This has been made possible by an We all know that hold cleaning from
accurate venturi system, the use of tank top level may not always be
compressed air and maximum amounts of sufficient to be accepted for the next
water. Even rust scales are loosened and cargo. If close-up cleaning is needed,
flushed away by the Maxi-Jet.Portable and EMS Ship Supply has a range of Mari-
reliable pumps are vital during hold cleaning
operations due to stricter Marpol and state Clean high pressure
control requirements. The air driven diaphragm cleaners especially designed for the
pumps are manufactured to the highest quality marine industry, portable as well as
standards and delivered with the necessary stationary systems.
accessories. Strainers on
the suction side will restrict the size of particals
and avoid blockage in the pumps, lubricators
will increase the lifetime, and high quality hoses
and hatch protectors will ensure maximum
performance
Capacity: 27 m³/h at 18 mtrs Air connection: 1/2” NPT

Suction lift: 6,4 mtrs Fluid inlet: 2” NPT
Air supply: 2,55 m³/min Fluid outlet: 2” NPT
Air pressure: max 7 bar

The Mini-Jet is supplied with an air valve,

water valve and quick or law couplings -
simply connect it, turn on the water and
adjust the air valve for maximum power.
With no moving parts, the only
maintenance required is periodic greasing
of threads to prevent seizure.
A time and cost-saving aid when it comes

to all kinds of cargoes. It is suitable for a
wide range of operation. Foam cleaning
and degreasing after
carrying cargoes such as petcoke or coal,
lime-washing prior to a cargo of salt or
sulphur, applying penetrating oils and, of
course, fresh water flushing after cleaning
with salt water. The Spray Foam
Equipment does not have any moving
parts and consists of a mixing tank and a
Mini-Jet with an extension kit only.
“The Spray Foam Equipment supplied by

Baumarine (maker Stromme) is a really
good tool for chemical application
and very simple in use.”
Technical data:
Estimated water flow: 30-40 l/min Max air flow:
1 m³/min

The solution
Bulk carriers need to have adequate

cleaning equipment and a sea stock
of chemicals onboard. Procedures
have to be drawn up, and the crew
has to be trained for the job.
If hold cleaning is to be performed

from tank top level, only powerful
equipment designed for cargo hold
cleaning will do the job in a minimum
of time
Effective cleaning chemicals that

Can dissolvestains and remove
discolouring are required.The crew
needs to have effective equipment to
apply these chemicals from tank top
level. Personal protective equipment
is required. Depending on the type
and condition of the hold paint,
chemicals that protect the paint may
also be needed
Procedures have to be drawn up and

your crew trained for the job
Standardisation of equipment and

chemicals onboard your ships will
make life easier for your seamen and
save you time
“The Spray Foam Equipment and the

Aquaclean HD were major contributory
factors to the success of the entire hold
cleaning operation. The Spray Foam
Equipment greatly helped to deliver the
chemical onto the bulkheads with the
desired force, ease and extended reach
without which the removal of the
stubborn petcoke stains would have been
a frustrating task.”

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9 STRUCTURAL INSPECTIONS AND SURVEYS
This chapter is to be read in conjunction with the IACS Bulk Carriers Guidelines for Surveys,
Assessment and Repair of Hull Structure, company procedures and related PMS
requirements.
9.1 PURPOSE/SCOPE AND RESPONSIBILITIES
The Chief Engineer and the Chief Officer are responsible to observe and perform the
extensive programs and systems of structural inspections and surveys to detect any deficiency
and take soonest corrective action.
9.2 DESCRIPTION OF FINDINGS AT PERIODICAL INSPECTIONS
The Vessel classification society issues the ESP (Enhanced Survey Program) in consideration
of the structure and technical details of the ship.
The Chief Engineer and the Chief Officer follow the inspection plan and use the required
forms to report all findings to the company.
As a first task is locating of the finding which should be described with reference to the
actual hold or space. The hold/space normally consists of six boundaries such as the tank top,
the sides, the transverse bulkheads and the deck.
The finding is to be linked to the relevant boundary. Further, the finding is to be identified
with height (from some known reference), location in the longitudinal direction (frame
numbers) as well as in the transverse direction (distance from the port or starboard ship side).
As a second task the location of the finding should always be confirmed on relevant structural
drawings.
The type of finding is then to be described, whether it is a:
 crack (length)
 indent (depth, shape and extent)
 buckle (depth, width, shape and between which elements)
 pitting (depth, shape and distribution)
 grooving corrosion (depth)
 general corrosion (reduction)
 coating break down (percentage for whole tank or part of tank).
 missing element ( type, no, such as anodes or joints )
 deformation
 malfunction (loss of function such as malfunction valves)
Sketches and/or pictures taken of the finding are important and should be made if ever
possible.

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9.3 CARGO HOLDS
9.3.1 General
During cargo loading and discharge operations, a vigilant deck watch is to be maintained.
Any structural damage sustained by the vessel is to be reported immediately to the Chief
Officer who will complete the form ST-13 “NOTICE OF DAMAGE BY STEVEDORE TO
SHIP / CARGO” and present this to the Stevedoring Company's representative for his
signature of acceptance of liability and the method of repair and agreed action to be taken.
At completion of discharge and hold cleaning: A careful examination of the holds internal
structures, frames, brackets, air pipes, sounding pipes and pipe guards, the bilge pumping
system including bilge wells, extended spindles, pumps and level alarms, where fitted is to be
carried out by a senior deck officer and any damages, distortions, etc. are to be noted,
recorded and the Managers advised. Particular care is to be given to the alternate cargo/heavy
ballast condition holds.
Areas of particular concern are as follows:-
a. Shell frames heavily twisted or distorted and welding attachment failures

b. Upper and lower shell frame brackets twisted or distorted and welding connections to
hopper tanks broken
c. Tank top and lower hopper side plating sharp/heavy indents with cracking
d. Bulkhead buckling and fractures
e. Air pipes or sounding pipes broken/holed
f. The connection of the stiffeners to the plate.
In loaded condition, whenever the nature of the cargo allows safe free access to the holds
above the cargo height, this advantage is to be taken to closely examine the upper areas of the
hold that are not normally easily accessible when the hold is empty. Any damages/distortions
are to be noted, recorded and the Managers advised.
Areas of particular concern are as follows:-
a. Shell frame weld seams to the shell plate, grooving corrosion along the weld seams
does occur, this results in the weld seam cracking and the frame becoming detached
from the shell place.
b. Upper shell frame to hopper plate brackets thinning / wastage and welded seam
failures.
c. Underdeck frames/stiffeners/ledges. Corrosion from retained residues of aggressive

cargoes. Residues to be swept/scraped off without contaminating the present cargo.

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9.3.2 Class condition surveys
Approximately 3 months prior to class renewal, intermediate or docking surveys, the

Superintendent is to attend the vessel when the condition allows for all cargo holds to be
closely inspected and a detailed repair specification compiled.
The hold paint coating is to be maintained to give adequate protection against corrosion to the
steel and to meet with the requirements laid down by the various cargo interests.
Particular attention should be taken for coating (Epoxy or otherwise) of any holds used for
ballast purposes.
9.4 SIDE SHELL
9.4.1 Corrosion
Damages caused by corrosion may be categorised as follows:
a) Accelerated wastage and possible grooving of all or part of the framing together with
associated end brackets and shell plating. The loss in thickness is normally greater
close to the side shell rather than near the face plate. The lower part of the frame is
frequently, but not always, more corroded than the upper part. Indeed, some ships
having had a replacement of the lower part of the frames only, were found later on to
be heavily corroded at the top of the frames.
b) Fractures in the webs of the frames and/or associated end brackets resulting from
corrosion.
c) Buckling of the side shell frames.
d) Detachment of frames from the side shell and/or end brackets from the ballast wing
tank structure.
e) Corrosion of butt welds. When sacrificial anodes are consumed certain welds may
become anodic to the rest of the hull and corrode at an accelerate rate. The maximum
allowed depth of corrosion of butt welds is 2mm after which time the welds must be
built up by welding.
9.4.2 Fatigue fractures
These are more evident at the toes of the upper and lower bracket(s) or at the ends of other
structural systems. In most cases it is attributed to stress variations created, in the main, by
loadings from the seaways and the stress concentrations which should be attributed to detail
design or workmanship, e.g. welding and associated sequence/procedure. Localised fatigue
fracturing, perhaps in association with localised corrosion, may be difficult to detect and it is
again stressed that the areas in question should receive close attention during structural
inspections.

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 Deformations
It is normally expected that the lower region of the frames will receive some level of damage
during operational procedures, e.g. when unloading the ship with the aid of grabs and
bulldozers etc. This can range from damage of the frame end bracket face plates to large
physical deformations of a number of frames and in some cases this can initiate fractures.
These individual pieces of structure, if rendered ineffective will place additional load on the
adjacent frames and failure by the “domino effect” can in many cases extend over the side
shell of a complete hold. In this respect, a table with typical limits of plate deformation is
enclosed (see figure 1).
9.5 BULK HEADS
The following are examples for the more common damages/defects that may occur.
9.5.1 Fractures
Fractures at the boundaries of corrugations and bulkhead stools particularly in way of shelf
plates, shedder plates, deck, inner bottom etc.
9.5.2 Buckling
Buckling of the plating/corrugations leading to the failure and collapse of the bulkhead under
water pressure in an emergency situation.
Figure 1
LIMITS OF PLATE DEFORMATIONS BETWEEN SECONDARY

STIFFENERS (MM)
This table applies when panel stiffeners are unaffected. When
stiffeners are tripped, buckled, fractured, etc. repairs are required.
Longitudinal
Transverse Frames
Frames
1. Newbuilding tolerances Cargo ships 12 15
(approximate) Passenger ships 10 10

2. Slamming/pounding
Location: Forward bottom plating
Form : Regular waves
50 50
Record extent when limit reached a recommendation is to be made for re-
examination at next dock survey. Finally plating to renew and reinforce.
3. Deformations from excessive Hull bending
Location: Amidships bottom and deck
Form : Fold in plating across full breadth.
Waves in plating between floors. 12 + e

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Internal inspection necessary. Record extent and make recommendations

as appropriate. Finally, plating to renew in thicker plate or reinforce as
appropriate.
4. Grounding damage
Location: Bottom and bilges
Form : irregular
15 + 1.5e 20 + 2e
deferring of repairs depends on extent and position of damage on hull
girder. When internals are affected repair must be immediate.
5. Side damage High stress areas
Form: Local impact damage sheer strake / 10 + e
stringer, but < 20 15
bilges within 0.5 L amidships
Damages in critical areas of Hull
girder to be treated with caution, Remainder side plating
particularly ships L> 200 m. within 0.5 L amidships 12 + 1.5e 20 + 2e
Other areas slight damages not so
serious when smooth in nature Bow, stern sides outside
and internals not affected. 0.5 L amidships. 5e 5e
6. Tank top buckling
Form: usually irregular indents
15 + 1.5e 20 + 2e
*Note: Damages or fold in plating across full breadth constitute a
weakness in the hull girder. The integrity of centre and side girders must
be checked. Proceed as in 3 above.
Limit of hogging or sagging = 1mm/M length for ships whose length <200m
9.5.3 Excessive wastage/corrosion
Excessive wastage/corrosion, in particular at the midheight and at the bottom of the

bulkheads which may look in deceptively good condition. This is created by the corrosive
effect of cargo and environment, in particular, when the structure is not coated.
In this respect special attention should be given to the following areas (see figure 2):
a) Bulkhead plating adjacent to the shell plating.
b) Bullkhead trunks which form part of the venting, filling and discharging arrangements
between the topside tanks and the hopper tanks.
c) Bulkhead plating and weld connections to the lower/upper stool shelf plates.
d) Weld connections of stool plating to the lower/upper stool shelf plates and inner
bottom.
e) In way of weld connections to topside tanks and hopper tanks.
f) Any areas where coatings have broken down and there is evidence of corrosion or
wastage. It is recommended that random thickness determination be taken to establish
the level of diminution.

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g) Other structures, e.g. diaphragms inside the stools, particularly at their upper and
lower weld connections.
9.5.4 Thickness and Measurements
Where the terms and requirements of the periodical survey dictate thickness measurements, it
is important that the extent of the gauging be sufficient to determine the general condition of
the structure. Gauging at the following locations should allow an accurate evaluation of any
diminution in scantlings that may have occurred (see figure 3).
The bulkhead is divided into zones 1 and 2 over the breadth. For each zone, the gauging is to
be carried out at four levels as described below. To adequately represent the nature and extent
of any corrosion and/or wastage of the respective structure, not less than 50% of the locations
have to be gauged.
Level (a) Immediately above the double bottom (inner bottom) and within 3mm from it.
Level (b) Immediately above and below the lower stool shelf plating (for those ships
fitted with lower stools), and immediately above the line of the shedder plates.
Level (c) About mid-height of the bulkhead.
Level (d) At the upper part of the bulkhead adjacent to the upper deck or immediately
below the upper stool shelf plate (for those ships fitted with upper stools).

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9.6 TOPSIDE WATER BALLAST TANKS
The topside water ballast tanks are easily accessible from the main deck and available for
inspection in most conditions, weather permitting.
9.6.1 Inspection
This is to be carried out every twelve months with a systematic programme and reported to
the Managers.
Particular attention is to be paid to the following areas:-
a) Tank coating breakdown along welded seams and around lightening holes. Any
Coating breakdown to be scaled, primed and re-coated according to coating
manufacturers' recommendations. Any untreated breakdown of coatings allows
accelerated corrosion from concentrated electrolysis.
b) Areas adjacent to the engine room bulkhead where the increased temperatures cause
aggressive corrosion conditions.
c) Pipe lines, supports and clips broken/loose.
9.6.2 General
Combined or in isolation, the following features will weaken the structural members,
generate fractures and in some cases buckling of longitudinal and/or transverse web
structures and their connection to stiffeners and tripping brackets. If left unattended these
damages will easily spread to such an extent that the hull structural integrity and capability
may be rendered ineffective.
Particular attention should also be given to the watertight division during structural
inspections on account of possible accelerated wastage because of the environmental
conditions.
9.6.3 Breakdown of the coatings
Breakdown of the coatings resulting in local and global corrosion of all structural elements
within the tanks. This can result in the pitting and wastage of the sloped plating, and bottom
plate, and wastage at the edges of the openings in transverses or diaphragms.
9.6.4 Fractures and/or localised corrosion/grooving
Fractures and/or localised corrosion/grooving in way of connections of longitudinals to web

frames, i.e. at cut-outs of transverse web stiffeners, and at discontinuities on the stiffeners of
the transverse web.

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9.6.5 Fractures at the connections
Fractures at the connections in line with hold transverse bulkhead corrugations and transverse
stools. Similarly connections in line with the side shell transverse framing, and end brackets,
particulars at the bracket toes.
9.7 DOUBLE BOTTOM BALLAST TANKS AND LOWER SIDE HOPPERS
9.7.1 Inspection
This is to be carried out annually with a systematic programme and conditions found reported
to the Managers.
Particular attention is to be paid to the following areas:-
a) Tank coatings breakdown along welded seams and around lighting holes.
b) Areas adjacent to fuel oil double bottom tanks and the engine room bulkhead where
increased temperatures cause aggressive corrosion conditions.
d) Area below suction bell mouth for cavitation.
e) Sounding pipe striking plates.
9.7.2 Fractures at the transition between double bottom and hopper tank
Fractures may occur in way of the welded or radiused knuckle between the inner bottom and
hopper tank sloping plating of the side girder in the double bottom is not in line with the
knuckle and also when the floors below have a large spacing, or when corner scallops are
created for ease of fabrication. The local stress variations due to the loading and subsequent
deflection may lead to the development of fatigue fractures which can be categorised as
follows:
a) Parallel to the knuckle weld for those knuckles which are welded and not radiused.
b) In the inner bottom and hopper plating and initiated at the centre of radiused knuckle.
c) Extending in the hopper web plating and floor weld connections starting at the corners
of scallops, where such exist, in the underlying hopper web and floor.
d) Extending in the web plate as in (c) above but initiated at the edge of a scallop.

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9.7.3 Fractures in the double bottom in way of transverse bulkhead stool
These fractures may be caused by the cyclic deflection of the inner bottom induced by
repeated loading from the sea or due to poor "through-thickness" properties of the inner
bottom plating. Scallops in the underlying girders can create stress concentrations which
further increase the risk of fractures. These can be categorised as follows:
a) In way of the intersection between inner bottom and stool. These fractures often
generate along the edge of the welded joint above the centre line girder, side girders
and sometimes along the duct keel sides.
b) Fractures in the inner bottom longitudinal and the bottom longitudinal in way of the
intersection with the watertight floors below the transverse bulkhead stools in way of
the ballast hold, especially in way of suction wells.
c) Fractures at the connection between the longitudinal and the vertical stiffeners or
brackets on the floors, as well as at the corners of the duct keel.
d) Lamellar tearing of the inner bottom plate below the weld connection with the stool in
the ballast hold caused by large bending stresses in the connection when in heavy
ballast condition. The size of steel and lack of full penetration welds could also be a
contributory factor. In addition poor "through-thickness" properties of the tank top
plating.
9.7.4 Corrosion in ballast tanks close to heated fuel oil tanks
The rate of corrosion depends on several factors such as:
a) Temperature and heat input to the ballast tank
b) Condition of original coating and its maintenance
c) Ballasting frequency and operations
d) Age of ship and associated stress levels as corrosion reduces the dimensions of the
structural elements and can result in fracturing and buckling.
9.7.5 Wear of shell plating below the suction heads
The shell plate localised wear is caused by erosion and cavitation of the fluid flowing through
the suction head. In addition, the suction head will be positioned in the lowest part of the tank
and water/mud will cover the area even when the tank is empty.
The condition of the shell plate may be established by feeling with a hand beneath the suction
head. When in doubt, the lower part of the suction head should be removed and thickness
measurements taken. If the vessel is docked, the thickness can be measured from below.
If the distance between the suction head and the underlying shell plate is too small to permit
access, the suction head should be dismantled.

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9.8 FORE AND AFT PEAK STRUCTURE
9.8.1 Inspection
The Fore and Aft Peak water ballast tanks are easily accessible and available for inspection in
most conditions, weather permitting.
Inspection of Fore and Aft Peak water ballast tanks is to be carried out every 12 months with
a systematic programme and condition found report to the Managers.
Particular attention is to be paid to the following areas:
a) Tank coating breakdown along welded seams and around lightening holes. Any
coating breakdown to be scaled, primed and recoated according to coating
manufacturers' recommendations. Any untreated breakdown of coating allows
accelerated corrosion from concentrated electrolysis.
b) Areas adjacent to the engine room bulkhead where increased temperatures cause
aggressive corrosion conditions.
d) Sounding pipe striking plates.
e) Damage/distortions from panting or contacts.
In view of the environmental conditions, corrosion and wastage of the internal structure of
the fore and aft peak tanks can be a major problem for many, and in particular, ageing bulk
carriers. The corrosion/wastage is found to be accelerated in the cases of uncoated tanks or
where the coating has not been maintained, and cal lead to fractures of the internal structure,
and the tank boundaries.
The fractures will normally be found by close-up inspection or by pressure testing of the
tanks. In the case of corrosion, a representative selection of thickness measurements should
be taken with particular attention being given to locations such as bunker tank boundaries,
spaces adjacent to heated engine room and ullage spaces.
Deformation can be caused by contacts and this can result in damage to the internal structure
and lead to fractures in the shell plating.
Fractures to the internal structure in the aft peak tank and space can also result from propeller
excited vibration.
9.8.2 Corrosion and fractures in fore and aft peak tanks
The locations where indications of corrosion/wastage and subsequent fractures are more
likely to shown initially are indicated in Figure 3. A close-up inspection should be carried
out.

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9.8.3 Deformation caused by contacts
Contact damage can result in large deformations and fractures of the internal structure.
Depending on the condition of the structure and the location of the contact the watertight
integrity of the tank boundaries and collision bulkhead can be affected. A close-up
examination of the damaged area should be carried out.
9.8.4 Propeller excited vibration damage
A close-up inspection should be carried out in the aft peak tank and rudder trunk space. The
welding of the floors may be detached from the shell plating and/or fractures in floors may
occur.
9.9 DECK STRUCTURE AND HATCH COAMINGS
The following are examples of the more common damages/defects that may occur.
9.9.1 Fractures and grooving
Fractures and grooving corrosion at the transition between the thicker deck plating outside
line of cargo hatchways and the cross deck plating.
Fractures and grooving corrosion may occur at the welded seam between the deck plating
outside the line of hatchways and the thinner cross deck plate, especially when the difference
in plate thickness is large. This change in plate thickness creates stress concentrations at the
interface which in turn can generate fractures.
In addition, water tends to gather in this area causing a further corrosive ambience which may
subsequently lead to grooving.
9.9.2 Pitting corrosion throughout the cross deck strip plating
The combination of the accumulated water with the scattered residue of certain cargoes
creating a corrosive reaction and the bending/flexing of the plating could be a possible cause.
9.9.3 Corrosion/wastage of underdeck stiffeners/structure
As mentioned previously the combination of the effects from the marine environment and the
local atmosphere will give rise to high corrosion levels and accelerate rate.
9.9.4 Fractures in the connection of transverse bulkhead to the cross deck structure
The accelerated corrosion rate below the cross deck can also lead to a reduction in area of the
connection between the transverse bulkhead and the deck structure. Subsequently, the high
transverse loads that the cross deck structure is subjected to may result in fracturing of the
connection. The connections between the topside tank, transverse bulkhead and deck plating
will be particularly vulnerable because of the difference in stiffness of these structures.

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9.9.5 Fractures and/or buckling of hatchway end deep transverse beams
The hatchway end beams should be examined for fractures, buckling and corrosion. The
fractures may be found in the weld connections of the beams to the topside tank plating or in
way of lightening holes in the web.
9.9.6 Buckling of cross deck structure
If the cross deck is stiffened longitudinally, the resistance to transverse loads will be over and
this can be further accelerated by corrosion and wastage of the plating. This may lead to
buckling of the deck plating when subjected to high in-plane transverse compressive loads,
and torsional loads.
On larger bulk carriers, some cases of buckling of the cross deck plating and the bulkhead
upper stool plating have occurred in situations in which two adjoining holds were fully
loaded and the adjacent holds empty. This is due to sag in the transverse bulkhead and
excessive transverse compressive loading. The term "block loading" is applied to this type of
loading and any damage suspected to have been sustained by this should be immediately
referred to the Managers.
9.9.7 Fractures of hatchway corners
Fractures are the most common damages that occur at hatchway corners and these can be
categorised as follows:
Isolated fractures resulting/originating from:
a) Welded attachments and shedder plates close to or on the free edge of the hatchway
corner plating.
b) Grooving caused by grab cables.
c) Wasted plating.
d) The geometry of the corners of the hatchway openings.
Fractures can also be attributable to the local structural arrangements and design such as:
a) Hatch corners where the difference between the thickness of the deck plating inside
and outside the line of the main cargo hatchways exceeds 12mm and a transitional
plate of intermediate thickness is not fitted.
b) Junctions where horizontal knuckle of a transverse bulkhead stool aligns with, or is in

the vicinity of the topside tank knuckle line, and normally in such cases in way of the
deck hatchway corner plating.
c) Structural arrangements of the cross deck and transverse bulkhead top stool on large
bulk carriers on account of the increased transverse and torsional loading.

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Ships having one or more of the following characteristics have a probability of being more
susceptible to this damage:
B>40m
B/W >2.2
a/w <0.2 where L>200m
Where:
L=Rule length of ship, in meters.
B=Moulded breadth of ship, in meters.
a=Width at deck of bulkhead top stool, in meters.
b=Breadth of hatchway opening, in meters.
w=Width of cross deck strip, in meters.
d) A structural arrangement where the hatch side coaming and deck opening are
arranged inboard of the topside tank.
9.10 HATCH COVER
Bulk carriers are, in general, fitted with mechanically or hydraulically operated steel covers
of the folding or rolling type and arranged with gaskets and clamping devices. Under normal
conditions of care and operation they are fully adequate for their intended purpose.
The steel covers are affected by:
9.10.1 Wastage/corrosion
Wastage/corrosion which attacks the integrity of the cover, itself, and which also affects the
ancillary moving parts e.g. cleats, pot-lifts, roller wheels etc.
9.10.2 Deformation and fractures
Deformation and fractures caused by miss-handling, and overloading with deck cargo. These
deformations in turn affect the weather tight joints and gaskets. The deformation can also
result from wrongly positioned locators.

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9.10.3 Overloading
Overloading of the covers can arise from the creation of over pressure or under pressure
within ballast holds as a consequence of high capacity ballast pumps in association with
inadequate venting arrangements.
9.10.4 Incorrect maintenance
Incorrect maintenance, inadequate maintenance, incorrect repair, lack of adjustment,

incorrect operations.
9.11 CARGO HATCHWAY COAMINGS
9.11.1 Fractures
Fractures can occur in the coaming and deck at the following locations as a result of the local
detail design and discontinuity and could propagate in severe weather conditions, and low
temperatures, leading to more serious fractures which could impair the structural and
watertight integrity of the hull.
Fractures which occur at the top of the coaming and/or coaming top bar at the mid-length of
hatchway. The occurrence of this type of damage is more common on way of cut-outs and
notices for securing devices, and operating mechanisms for opening/closing hatch covers.
a) Fractures which occur in the fillet weld connection of the coamings to the deck,
particularly at a radiused coaming plate at the corner junction of the longitudinal and
transverse hatchway coamings.
b) Fractures which occur at the termination of the side coaming extension brackets and
these can be categorised as follows:
i) Fractures starting at the end of the face bar and extending into the web of the
brackets.
ii) Fractures starting at the toe of the bracket web and extending into the fillet
weld connecting the web to the deck.
iii) Fractures starting at the toe of the bracket web and extending into the deck
plating.
9.12 CRITERIA TO BE OBSERVED BEFORE REPORTING TO CLASS OR

IMMEDIATE REPAIRS
According to the rules of the classification society, the Master has an obligation to report to
the class any damage to the vessel which he assumes may lead to a Condition of Class. Any
finding as a result of an inspection on board is therefore also to be judged against this
obligation, and the superintendent in charge of the vessel or his substitute has to be consulted
in cases of doubt.

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The company has established acceptance criteria in co-operation with the respective
classification society with respect of the following groups of findings:
Cracks
Buckles
Indents
Corrosion (as pitting-grooving or general)
Coating break down.
9.13 RECORDS
Hull Inspection Report for Bulk Carriers

Ultrasonic steel thickness record sheet
Log Book entries
9.14 REFERENCE
SOLAS
Class requirements
Safety Management System Manuals (SMS)

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10 FUMIGATION
10.1 What is a Fumigant?

Fumigants are pesticides, or mixtures of pesticides, that produce a gas that is toxic to most
pests. Aluminum phosphide, the most common in-transit fumigant, is a solid that reacts with
moisture in the air to liberate phosphine. The efficacy of using phosphine as a fumigant
depends on the ambient temperature, its concentration and exposure time.
10.2 Methods of Fumigant Application

There are three main systems to fumigate bulk cargoes in transit, the first two of which are
largely similar:
Surface Application and Trench-in Application

Aluminum phosphide is usually applied using belts, ropes, blankets, strips or sleeves, which
are readily retrievable once fumigation is complete and leave little physical residue. In surface
application, the metal phosphide packages are placed on top of the stow and the produced
phosphine, which is slightly heavier than air, gradually permeates through the stow. Trench-in
application is practically the same, the only difference being that the fumigant packages are
buried approximately 30 cm beneath the surface of the stow. The advantages of using surface
or trench-in methods are ease of application and lower costs. Surface and trench-in
applications are commonly encountered on ships.
J-System/ Recirculation Application

The principal drawback of the first two methods is the slow phosphine permeation through
the stow. This becomes a limiting factor in deep stows and using a recirculation system, can
increase the rate of permeation and decrease the fumigation time. The fumigant packages are
placed on the surface of the stow or trenched-in and, using electric fans and pipework, the
phosphine is piped from the headspace to the tank top and released beneath the stow. This
allows the phosphine to circulate through the stow and halves the minimum fumigation time.
10.3 Available Guidelines / Regulations

With the exception of the instructions provided by the fumigant manufacturers and the US
Department of Agriculture’s (USDA) Fumigation Handbook, there are few other guidelines
dealing with in-transit fumigation. The International Maritime Solid Bulk Cargoes Code
(IMSBC) provides recommendations on fumigation of cargo holds, including in-transit, but
offers no specific details of fumigation periods or concentrations.
Manufacturers’ Guidelines
Fumigant manufacturers provide details of the minimum application time, which is dependent
on the ambient temperature. However, often these guidelines do not apply to bulk shipments
as they assume the fumigant can be uniformly applied. The rate of phosphine gas generation
slows in cooler conditions, leading to longer minimum fumigation periods.

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Table 1 - A typical manufacturers’ fumigation time guidelines, assuming uniform application.
Ambient Temperature Fumigation Period
5°C Do not fumigate
5-12°C 10 days (240 hours)
12-15°C 5 days (120 hours)
16-20°C 4 days (96 hours)
> 20°C 3 days (72 hours)
USDA Handbook
The most comprehensive and specific guide on in-transit fumigation of soybeans is the
USDA’s Fumigation Handbook. This provides recommended minimum fumigant exposure
times according to the depth of stow and the method of fumigation.
Table 2 - Minimum fumigation time by commodity depth (reproduced from USDA
Fumigation Handbook), 18 days being a frequently specified application period for
Handymax and Panamax size ships.
Other Guidelines
No official guidelines appear to exist for Brazil. Brazilian fumigators often stipulate in-transit
fumigation periods of 10 days at aluminium phosphide concentrations of 28.5 grams per
1,000 cubic feet - significantly lower than the 45 grams per 1,000 cubic feet recommended by
the USDA. It is not clear if these shorter periods or lower doses relate to different pest profiles
or previous fumigation of the cargo whilst on shore.

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10.4 Problems for Master of the Vessel
Fumigation requirements can pose problems for the Master, not just for safety reasons, but
also because it may prevent him from ventilating the cargo during the voyage. If the Master
does not ventilate the cargo he is open to criticism if the surface is degraded on arrival.
Further, the Chinese courts in particular have previously found owners liable for cargo
damages, which they believe are could have been prevented by ventilation, particularly when
ventilation was not carried out or there was a failure to keep a proper ventilation record.
Recently, many US and South American fumigators have stipulated that holds must remain
under fumigation for the duration of the voyage. Further, the USDA Handbook recommends
that fumigated holds remain sealed throughout.
This places the Master in a dilemma with no easy immediate answer, as he seemingly has a
choice between compromising the effectiveness of the fumigation or risk damage to the cargo
by not ventilating (assuming weather conditions permit).
Even though ventilation - or damage caused by a lack of ventilation - may at times be
confined to the top layer of a cargo, Port Customs & Inspections Departments have a
tendency to focus in on vessels where there is significant surface deterioration on arrival as
compared to vessels where the cargo - on visual inspection - appears to be free of significant
defects. In particular as some surface damage may encourage a Receiver to make a claim or a
more substantial claim than would otherwise be the case.
Advice
 On most Handymax and Panamax vessels, the fumigant is possibly of limited effect if
only applied to the surface of the stow, and would be far more effective if “trenched-
in”. For ships with holds deeper than 20 m, typically cape-size vessels, the use of a
recirculation system needs to be considered.
 Using a recirculation system can reduce the fumigation period on typical Handymax
and Panamax ships from 18 to 9 days or less.
 Paragraph 3.5 of the 2009 IMSBC Code, which was mandatory from January 2011,
addresses (broadly) ventilation during the voyage with 3.6 briefly addressing
fumigation - which is explored in greater detail in a supplement to the Code: MSC.1
Circ. 1264. At Paragraph 3.3.2.1 of that supplement it is stated that in-transit
fumigation should only be carried out at the discretion of the master. This again places
a burden on the Master in making a decision that should preferably be addressed ahead
of time in the charter party and contract of carriage (as embodied in the Bills of
Lading).
 Keeping accurate records of when the cargo was under fumigation and when it was
ventilated is very important. As is the record of any days when ventilation was not
possible, either because fumigation has not been completed and / or conditions at sea
do not permit ventilation to take place.
 If the planned fumigation time allows few or no chances to ventilate on the passage,
the Owners should inform all interested parties prior to the voyage commencing. At
least the Master may need to issue a protest in case ventilation had been envisaged for
the cargo on the voyage at hand.

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 Charter party clauses should be used that specifically tackle the questions of
fumigation and ventilation; and that if fumigation is to take place for a certain period
of time - at the order of Charterers / Shippers or their Agents - then it should be agreed
that ventilation may not take place during such time with the vessel not being
responsible for possible damage to the cargo that may result.
 Mate’s Receipts and Bills of Lading should reflect and clearly state if a cargo may not
be ventilated for a certain period of time due requirements for fumigation.
 At times there has been a temptation to reduce costs, by using less fumigant but for a
longer period of time, according to advices received by the Association there is no
readily available evidence to suggest that arbitrarily extending exposure times, to
compensate for significantly lower fumigant dosages, is effective.
10.5 Records
BCM15 Fumigation Checklist
Applicable for “In transit” fumigation where either the treatment was intentionally continued
in a sealed space during the voyage with no aeration at all or some aeration has been carried
out before sailing but was considered as not enough. On the latter case, there was no clearance
certificate given to the vessel.
Annex 8: P&I Circular on Fumigation (Bulletin 683 - 03/10 - Fumigation – Worldwide)

Annex 9: P&I Circular on Fumigation (Agricultural produce – insect infestation and
fumigation)
Annex 10: P&I Circular on Fumigation (Fumigation of cargo on board ships: the invisible
killer)
Annex 12: IMO MSC.1/Circ. 1264 Recommendations on the Safe use of Pesticides in Ships –
Applicable to the Fumigation of Cargo Holds

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11 STEVEDORE DAMAGES
This procedure details the Company requirements for the handling of stevedore damages.
In the event of a vessel or its cargo suffering stevedore damages the Master is obliged to
strictly comply with the Stevedore Damage Clause(s) contained in the vessels Charter Party.
If the Master fails to comply with the Stevedore Damage Clause(s) the Charterers may be
entitled to reject a claim for stevedore damage and the costs of same will then be for the
Owner's account.
Subject to the specific provisions contained in the vessels Charter Party the general procedure
for handling of Stevedore Damages is as follows:
1> For each occasion of stevedore damage the Master has to issue a Stevedore Damage
Report using the Company form ST13. This has to be presented to the Stevedoring
company for signature and with a demand for immediate repair if the damage incurred
is affecting the seaworthiness, the cargoworthiness or the safety of the crew of the
vessel. The Master is to secure evidence of the damage, take photographs etc. and if
necessary call in a surveyor.
2> The Master is to inform the Charterers of the stevedore damage as soon as possible but
always within the time limit provided for in the relevant Charter party, either directly
by fax or telex or via the Charterers Agents if this is so permitted according to the
Charter Party. In the event of a major damage the Charterers should be requested to
appoint their own surveyor.
3> A copy of the Stevedore Damage Report with any supporting documents is to be sent
to the Technical Department. In the event of major stevedore damages the Technical
Department and the Commercial Department are to be informed immediately.
4> Any stevedore damage affecting the vessels seaworthiness, cargoworthiness or the
safety of the crew is to be repaired immediately by the stevedores who caused the
damage or by the Charterers. If neither the stevedores nor the Charterers are prepared
to arrange for such repair the Master is to inform the Technical Department and
Commercial Department immediately. The Company will then arrange for the
necessary repairs to be effected.
5> In the case of a minor stevedore damage not affecting the vessels seaworthiness,
cargoworthiness or the safety of the crew, and unless the same has not been repaired
immediately by the stevedores, then the Commercial Department has to negotiate and
agree with the Charterers when, where and by whom such damage will be repaired.
This may be either by the Charterers prior to completion of the voyage or prior to
redelivery of the vessel or by the Company against the Charterers reimbursing the
Company as mutually agreed.
6> The Technical Department and Commercial Department are to submit to the Accounts
Department all necessary information, documents and vouchers relative to the
stevedore damages for proper accounting purposes.

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11.1 Stevedore Damage Repairs
Stevedore damages repaired by local repair companies on stevedores or charterers’ behalf are
not always acceptable to Classification or Flag State requirements. This may be due to various
factors.
When the repaired damages were re-examined at a later date or during a Statutory or
Classification survey additional or modified repairs have sometimes been required and it is
often the case that Charterers have refused to pay for these additional repairs as they have
already received confirmation from the vessel that the repair was already completed at an
earlier date.
To try to avoid such a situation we are supplying to the vessels a stamp to be used when
accepting completed stevedore damage claim repairs. These should be used when accepting
repairs carried out by local workshops if no classification surveyor or company
Superintendent attends to confirm acceptance of the works. The report should be stamped
accordingly and maintained by the vessel in file 7.10.
If this is found not to be acceptable to charterers they should be informed that the matter will
require to be clarified with owners and this may involve the requirement for a classification
surveyor to attend with the associated delays and costs to charterers account.
Stamp wording as follows:-
“The work has been inspected by ships staff however it cannot be confirmed that the materials
used and the quality of workmanship will be approved by vessel’s class society or flag state
and owners reserve their rights with respect to any further repairs or work which may be
necessary”.
Records
Stevedore Damage Reports (ST13) with supporting evidence.

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12 CHECKLISTS AND ANNEXES
The following Appendices are included under this chapter:
- Appendix 1 – BCM01 “Loading / Unloading Plan”
- Appendix 2 – BCM02 “Ship / Shore Safety Checklist”
- Appendix 3 – BCM03 “Coal Cargo Temperature / Gas Monitoring Record”
- Appendix 4 – BCM04 “Cargo Hold Bilge Record”
- Appendix 5 – BCM05 “Master’s Checklist”
- Appendix 6 – BCM06 “Deadweight Report”
- Appendix 7 – BCM07 “Reference to Bulk Cargo Operations”
- Appendix 8 – BCM08 “Empty Cargo Holds Certificate”
- Appendix 9 – BCM09 “Bulk Cargo Processing Record”
- Appendix 10 – BCM10 “Hygroscopic Cargo Checklist”
- Appendix 11 – BCM11 “Ventilation Record”
- Appendix 12 – BCM12 “Ship-Shore Checklist for Cargo Hold Entry”
- Appendix 13 – BCM13 “NAABSA Preparations and Checks”
- Appendix 14 – BCM14 “Gas and Temp Record other than Coal”
- Appendix 15 – BCM15 “Fumigation Ship-Shore Checklist”
- Appendix 16 – BCM16 “Depth Verification Chart”
- Appendix 17 – BCM17 “Draft Survey Form” (Blank & Example)
- Appendix 18 – BCM18 “Cargo Hold Inspection Failure Report”
- Appendix 19 – BCM19 “Cargo Hold Cleaning Log”
- Appendix 20 – BCM20 “Record of Ballast Operations During Loading /
Discharging”
Vessels should prepare their own records/checklists/plans specific to their own vessel
subject to meeting the company requirements.
Annexes:
- Annex 1 – Notice of Readiness
- Annex 2 – Retendering Notice of Readiness
- Annex 3 – Note of Protest Ship / Shore Figures
- Annex 4 – Note of Protest Short Loading / Deadfreight
- Annex 5 – Example “Shippers Declaration”
- Annex 6 – Cargo Ventilation and Precautions to Minimise Sweat
- Annex 7 – Cargo Hold Preparation and Cleaning
- Annex 8 – Fumigation - worldwide
- Annex 9 – Agricultural produce – insect infestation and fumigation
- Annex 10 – Fumigation of cargo on board Ships: the invisible killer
- Annex 11 – Measurement of Bulk Cargoes Draught Surveys
- Annex 12 – IMO MSC.1/Circ. 1264 Recommendations on the Safe Use of Pesticides in
Ships - Applicable to the Fumigation of Cargo Holds
- Annex 13 - The table of minimum requirements of carriage for dangerous goods in
solid form in bulk
- Annex 14 – IMO MSC/Circ. 919 Guidelines for Damage Control Plans
- Annex 15 – IMO MSC/Circ. 1014 Guidance on Fatigue Mitigation and Management
- Annex 16 – IMO MSC/Circ. 1143 Guidelines on Early Assessment of Hull Damage
and Possible Need for Abandonment of Bulk Carriers
- Annex 17 “Carrying Solid Bulk Cargoes Safely” (LR/UK P&I Club/Intercargo)

BULK CARRIERS – LOADING / UNLOADING PLAN BCM01
Loading or Unloading Plan (delete as applicable) Date: Vessel: Version Voyage No.
Load/Unload Port: Cargo: Assumed SF of cargo Ballast Pumping Dock Water Max. draught available (HW): Max Air draught in berth:
Rate: Density:
Last Port: Last Cargo: No. of Loaders Load / Discharge Min Draught Available (LW): Max sailing/arrival draught:
Dischargers: Rate:
M/Tons 11 10 9 8 7 6 5 4 3 2 1
Grade
Total Grade 1: 0.000M/tons Grade 2: Grade 3: Total= 0.000M/tons
Time Calculated Values Observed Values Observed Values

Pour Cargo Required Draught Maximum Air Draught
No. CH No M/Tons Ballast Operations (hours) Comments Fwd Aft BM/Frame SF/Frame draught mid Trim Fwd Aft Mid
0.00 0.00
I hrs 0.00 0.00
II hrs 0.00 0.00
III hrs 0.00 0.00
IV hrs 0.00 0.00
V min 0.00 0.00
VI 0.00 0.00
VII 0.00 0.00
VIII 0.00 0.00
Total 0.000 0.00

NO DEVIATION FROM THE ABOVE PLAN WITHOUT PRIOR APPROVAL OF Signed *Bending moments (BM) & Shear Forces (SF) are to be expressed as a % of maximum permitted in-port values
C/OFFICER. Terminal : for intermediate stages, and of maximum permitted at-sea values for the final stage.
Pours to be numbered 1A, 1B, 2A, 2B, etc. when using 2 loaders Every step in the loading/unloading plan must remain within allowable limits for hull girder shear forces, bending
Abbreviations: PI=Pump In GI=Gravitate In F=Full , PO=Pump Out , GO=Gravitate Out moments and tonnage per hold where applicable.
MT=Empty Signed Ship : Loading/unloading operations may have to be paused to allow for ballasting/deballasting in order to keep actual
All entries within the box must be completed as far as possible. The entries outside the box are optional. values within limits.
Note:
1. Use extra page in case of additional pours.
2. To e-mail this form to the Marine Department together with final stow plan, deadweight report and other cargo documents
3. This form may be amended to suit vessel’s and/or charterers requirements.
Prepared by: Verified by:

Cargo Officer Master
Page 1 of 2 Rev. June 2014

Work and Rest Hours Planning
RANK 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
First 24 hrs
C/O
2/O
3/O
Other Officer
Master
Second 24 hrs
C/O
2/O
3/O
Other Officer
Master
Add additional rows if required

Check the above plan complies with the work and rest hour regulations
Remarks
The above plan complies with the Work and Rest Hours as stated in MLC 2006 (ILO 180) – Rest Hours
Chief Officer
Master(Name
(Name/ /Signature)
Signature)………………………………….
………………………………..
Date ……………………………
Page 2 of 2 Rev. June 2014

BCM02
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BULK CARRIERS
Ship / Shore
Safety
Checklist
Rev. October 2013

GUIDELINES FOR COMPLETING THE
BULK CARRIERS - SHIP/SHORE SAFETY CHECKLIST
The purpose of the Ship/Shore Safety Checklist is to improve working relationship between ship and terminal
and thereby to improve the safety of operations. Misunderstandings occur and mistakes can be made when
ships' officers do not understand the intentions of the terminal personnel, and the same applies when terminal
personnel do not understand what the ship can and cannot safely do.
Completing the checklist together is intended to help ship and terminal personnel to recognize potential
problems, and to be better prepared for them.
1. Is the depth of water at the berth, and the air draught*, adequate for the cargo operations to be
completed?
The depth of water should be determined over the entire area the ship will occupy, and the terminal should be
aware of the ship's maximum air draught and water draught requirements during operations. Where the loaded
draught means a small underkeel clearance at departure, the Master should consult and confirm that the
proposed departure draught is safe and suitable.
The ship should be provided with all available information about density and contaminants of the water at the
berth.
*The term air draught should be construed carefully. If the ship is in a river or an estuary it usually refers
to maximum mast height for passing under bridges, while on the berth it usually refers to the height
available or required under the loader or unloaders.
2. Are mooring arrangements adequate for all local effects of tide, current, weather, traffic and craft
alongside?
Due regard should be given to the need for adequate fendering arrangements. Ships should remain well secured
in their moorings. Alongside piers or quays, ranging of the ship should be prevented by keeping mooring lines
taut; attention should be given to the movement of the ship caused by tides, currents or passing ships and by the
operation in progress.
Wire ropes and fibre ropes should not be used together in the same direction because of difference in their
elastic properties.
3. In emergency, is the ship able to leave the berth at any time?
The ship should normally be able to move under its own power at short notice, unless agreement to immobilise
the ship has been reached with the terminal representative, and the port authority where applicable.
In an emergency a ship may be prevented from leaving the berth at short notice by a number of factors. These
include low tide, excessive trim or draught, lack of tugs, no navigation possible at night, main engine
immobilised, etc. Both the ship and terminal should be aware if any of these factors apply, so that extra
precautions can be taken if need be. If emergency towing off wires are required, agreement should be reached
on their position and method of securing.
4. Is there safe access between the ship and the wharf?
The means of access between the ship and the wharf must be safe and legal, and may be provided by either ship
or terminal. It should consist of an appropriate gangway or accommodation ladder with a properly fastened
safety net underneath it. Access equipment must be tended, since it can be damaged as a result of changing
heights and draughts; persons responsible for tending it must be agreed between the ship and terminal, and
recorded in the checklist.
The gangway should be positioned so that it is not underneath the path of cargo being loaded or unloaded. It
should be well illuminated during darkness. A lifebuoy with a heaving line should be available onboard the ship
near the gangway or accommodation ladder.
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Rev. October 2013
5. Is the agreed ship/terminal communications system operative?
Communication should be maintained in the most efficient way between the responsible officer on duty on the
ship and the responsible person ashore. The selected system of communication and the language to be used,
together with the necessary telephone numbers and/or radio channels, should be recorded in the checklist.
6. Are the liaison contact persons during operations positively identified?
The controlling personnel on ship and terminal must maintain an effective communication with each other and
their respective supervisors. Their names, and if appropriate where they can be contacted, should be recorded in
the checklist.
The aim should be to prevent development of hazardous situations, but if such situation does arise, good
communication and knowing who has proper authority can be instrumental in dealing with it.
7. Are adequate crew onboard, and adequate staff in the terminal, for emergency?
It is not possible or desirable to specify all conditions, but it is important that a sufficient number of personnel
should be onboard the ship, and in the terminal throughout the ship's stay, to deal with an emergency.
The signals to be used in the event of an emergency arising ashore or onboard should be clearly understood by
all personnel involved in cargo operations.
8. Have any bunkering operations been advised and agreed?
The person onboard in charge of bunkering must be identified, together with the time, method of delivery (hose
from shore, bunker barge, etc.) and the location of the bunker point onboard. Loading of bunkers should be
coordinated with the cargo operation. The terminal should confirm agreement to the procedure.
9. Have any intended repairs to wharf or ship whilst alongside been advised and agreed?
Hot work, involving welding, burning or use of naked flame, whether on the ship or the wharf may require a hot
work permit. Work on deck, which could interfere with cargo work, will need to be coordinated.
In the case of combination carrier a gas free certificate (including for pipelines and pumps) will be necessary,
issued by a shore chemist approved by the terminal or port authority.
10. Has a procedure for reporting and recording damage from cargo operations been agreed?
Operational damage can be expected in a harsh trade. To avoid conflict, a procedure must be agreed, before
cargo operations commence, to record such damage. An accumulation of small items of damage to steel work
can cause significant loss of strength for the ship, so it is essential that damage is noted, to allow prompt repair.
11. Has the ship been provided with copies of port and terminal regulations, including safety and
pollution requirements and details of emergency services?
Although much information will normally be provided by a ship's agent, a fact sheet containing this information
should be passed to the ship on arrival, and should include any local regulations controlling the discharge of
ballast water and hold washings.
12. Has the shipper provided the master with the properties of the cargo in accordance with the
requirements of chapter VI of SOLAS?
The shipper should pass to the master, for example, the grade of cargo, particle size, quantity to be loaded,
stowage factor, and cargo moisture content. The IMO BC-Code gives guidance on this.
2
Rev. October 2013
The ship should be advised of any material, which may contaminate or react with the planned cargo, and the
ship should ensure that the holds are free of such material.
13. Is the atmosphere safe in holds and enclosed spaces to which access may be required, have fumigated
cargoes been identified, and has the need for monitoring of atmosphere been agreed by ship and
terminal?
Rusting of steelwork or the characteristics of a cargo may cause a hazardous atmosphere to develop.
Consideration should be given to: oxygen depletion in holds; the effect of fumigation either of cargo to be
discharged, or of cargo in a silo before loading from where gas can be swept on board along with the cargo with
no warning to the ship; and leakage of gases, whether poisonous or explosive, from adjacent holds or other
spaces.
14. Have the cargo handling capacity and any limits of travel for each loader/unloader been passed to the
ship/terminal?
The number of loaders or unloaders to be used should be agreed, and their capabilities understood by both
parties. The agreed maximum transfer rate for each loader/unloader should be recorded in the checklist.
Limits of travel of loading or unloading equipment should be indicated. This is essential information when
planning cargo operations in berths where a ship must be shifted from one position to another due to loading.
Gear should always be checked for faults and that it is clear of contaminants from previous cargoes. The
accuracy of weighing devices should be ascertained frequently.
15. Has a cargo loading/unloading plan been calculated for all stages of loading/deballasting or
unloading/ballasting?
Where possible the ship should prepare the plan before arrival. To permit her to do so the terminal should
provide whatever information the ship requests for planning purposes. On ships, which require longitudinal
strength calculations, the plan should take account of any permissible maximal for bending moments and shear
forces.
The plan should be agreed with the terminal and a copy passed over for use by terminal staff. All watch officers
on board and terminal supervisors should have access to a copy. No deviation from the plan should be allowed
without agreement of the master.
According to SOLAS regulation VI/7, it is required to lodge a copy of the plan with the appropriate authority of
the port state. The person receiving the plan should be recorded in the checklist.
16. Have the holds to be worked been clearly identified in the loading or unloading plan, showing the
sequence of work, and the grade and tonnage of cargo to be transferred each time the hold is
worked?
The necessary information should be provided in the form as set out in the loading/unloading plan.
17. Has the need for trimming of cargo in the holds been discussed, and the method and extent been
agreed?
A well known method is spout trimming, and this can usually achieve a satisfactory result. Other methods use
bulldozers, front-end loaders, deflector blades, trimming machines or even manual trimming. The extent of
trimming will depend upon the nature of the cargo, and must be in accordance with the BC-Code.
18. Do both ship and terminal understand and accept that if the ballast programme becomes out of step
with the cargo operations, it will be necessary to suspend cargo operations until the ballast operation
has caught up?
All parties will prefer to load or discharge the cargo without stops if possible. However, if the cargo or ballast
programmes are out of step a stop to cargo handling must be ordered by the master and accepted by the terminal
to avoid the possibility of inadvertently overstressing the ship's structure.
3
Rev. October 2013
A cargo operations plan will often indicate cargo check points, when conditions will also allow confirmation
that the cargo and ballast handling operations are in alignment.
If the maximum rate at which the ship can safely accept the cargo is less than the cargo handling capacity of the
terminal, it may be necessary to negotiate pauses in the cargo transfer programme or for the terminal to operate
equipment at less than the maximum capacity.
In areas where extremely cold weather is likely, the potential for frozen ballast or ballast lines should be
recognized.
19. Have the intended procedures for removing cargo residues lodged in the holds while unloading been
explained to the ship and accepted?
The use of bulldozers, front-end loaders or pneumatic/hydraulic hammers to shake material loose should be
undertaken with care, as wrong procedures can damage or distort ships' steel works. Prior agreement to the need
and method intended, together with adequate supervision of operators, will avoid subsequent claims or
weakening of the ship's structure.
20. Have the procedures to adjust the final trim of the loading ship been decided and agreed?
Any tonnages proposed at the commencement of loading for adjusting the trim of the ship can only be
provisional, and too much importance should not be attached to them. The significance lies in ensuring that the
requirement is not overlooked or ignored. The actual quantities and positions to be used to achieve final ship's
trim will depend upon the draft readings taken immediately beforehand. The ship should be informed of the
tonnage on the conveyor system since that quantity may be large and must still be loaded when the order "stop
loading" is given. This figure should be recorded in the checklist.
21. Has the terminal been advised of the time required for the ship to prepare for sea, on completion of
cargo work?
The procedure of securing for sea remains as important as it ever was, and should not be skimped. Hatches
should be progressively secured on completion so that only one or two remain to be closed after cargo work is
finished.
Modern deep water terminals for large ships may have very short passages before the open sea is encountered.
The time needed to secure, therefore, may vary between day or night, summer or winter, fine weather or foul
weather.
Early advice must be given to the terminal if any extension of time is necessary.
Note: 1. Upkeep of this booklet is under the charge of the C/O.
2. The copy for the terminal may be removed from this binder and handed over to the
terminal's representative.
3. All entries on this booklet are to be handwritten by ship's officers and terminal's
representatives.
4. This booklet is an audit subject and will be filed for a period of 3 years onboard.
4
Rev. October 2013
BULK CARRIERS - SHIP/SHORE SAFETY CHECKLIST
(Loading or Unloading - delete as applicable)
Ship's Name: Date:

Port: Terminal/Quay
Available depth of Water Minimum air
in Berth draught*
Arrival draught (read / Air draught
calculated)
Calculated departure Air draught
draught
The Master and terminal manager, or their representatives, should complete the checklist jointly.
Advice on points to be considered is given in the accompanying guidelines. The safety of operations
requires that all questions should be answered affirmatively and the boxes ticked. If this is not
possible, the reason should be given, and agreement reached upon precautions to be taken between
ship and terminal. If a question is considered to be not applicable write "N/A", explaining why if
appropriate.
No. Question Ship Terminal Code Remarks
1 Is the depth of water at the berth and the air R
draught adequate for the cargo operation?
2 Are mooring arrangements adequate for all R
local effects of tide, current, weather, traffic
and craft alongside?
3 In emergency, is the ship able to leave the
berth at any time?
4 Is there safe access between the ship and the R
wharf?
Tended by Ship/Terminal (cross out as
appropriate)
5 Is the agreed ship/terminal communications A
system operative?
Communication method
Language ______
Radio channels/phone numbers ___
6 Are the liaison contact persons during A
operations positively identified?
Ship contact persons
Shore contact person(s)
Location
7 Are adequate crew onboard, and adequate
staff in the terminal, for emergency?
8 Have any bunkering operations been advised A
and agreed?
9 Have any intended repairs to wharf or ship P
whilst alongside been advised and agreed?
10 Has a procedure for reporting and recording
damage from cargo operations been agreed?
11 Has the ship been provided with copies of
port and terminal regulations, including
safety and pollution requirements and details
of emergency services?
12 Has the shipper provided the Master with
the properties of the cargo in accordance
with the requirements of SOLAS Chapter VI
Part A Reg.2?
13 Has the shipper provided the Master with all
information about Dangerous Goods according
to SOLAS Chapter VII Part A-1 Reg. 7.2?
*The term air draught should be construed carefully, if the ship is in a river or an estuary, it usually refers to maximum mast height for
passing under bridges, while on the berth it usually refers to the height available or required under the loader or unloader.
1
Rev. October 2013
No. Question Ship Terminal Code Remarks
14 Is the atmosphere safe in holds and enclosed
spaces to which access may be required,
have fumigated cargoes been identified, and
has the need for monitoring of atmosphere
been agreed by ship and terminal?
15 Have the cargo handling capacity and any A
limits of travel for each loader/unloader
been passed to the ship/terminal?
Loader
Loader
Loader
16 Has the cargo loading or unloading plan A
been calculated for all stages of loading /
deballasting or unloading/ballasting?
Copy lodged with
17 Have the holds to be worked been clearly
identified in the loading or unloading plan,
showing the sequence of work, and the
grade and tonnage of cargo to be transferred
each time the hold is worked?
18 Has the need for trimming of cargo in the
holds been discussed, and the method and
extent been agreed?
19 Do both ship and terminal understand and
accept that if the ballast programme
becomes out of step with the cargo
operation, it will be necessary to suspend
cargo operation until the ballast operation
has caught up?
20 Have the intended procedures for removing P
cargo residues lodged in the holds while
unloading, been explained to the ship and
accepted?
21 Have the procedures to adjust the final trim A
of the loading ship been decided and
agreed? Tonnage held by the terminal
conveyor system
22 Has the terminal been advised of the time
required for the ship to prepare for sea, on
completion of cargo work?
23 Termination of cargo operations at wind A
speed ________________
24 Unberthing at wind speed ______________ A
Coding of Items
The presence of the letters ‘A’, ‘P’ or ‘R’ in the column entitled ‘Code’ indicates the following:
A (‘Agreement’). This indicates an agreement or procedure that should be identified in the ‘Remarks’
column of the Checklist or communicated in some other mutually acceptable form.
P (‘Permission’). In the case of a negative answer to the statements coded ‘P’, operations should not be
conducted without the written permission from the appropriate authority.
R (‘Re-check’). This indicates items to be re-checked at appropriate intervals, as agreed between both
parties, at periods stated in the declaration.
The joint declaration should not be signed until both parties have checked and accepted their assigned
responsibilities and accountabilities.
2
Rev. October 2013
DECLARATION
We, the undersigned, have checked the above items in Parts A and B, and where appropriate Part C or
D, in accordance with the instructions, and have satisfied ourselves that the entries we have made are
correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those
items with code `R' in the Check-List should be re-checked at intervals not exceeding _____ hours.
If to our knowledge the status of any item changes, we will immediately inform the other party.
For Ship For Shore
Name Name
Rank Position or Title
Signature Signature
Date Date
Time Time
Record of repetitive checks:
Date:
Time:
Initials for Ship:
Initials for Shore:
Date:
Time:
Initials for Ship:
Initials for Shore:
Date:
Time:
Initials for Ship:
Initials for Shore:
3
Rev. October 2013
BCM03
BULK CARRIERS - COAL CARGO TEMPERATURE / GAS MONITORING RECORD
Vessel: ___ Load port:
Voy No.: Disch. Port:
Date: Outside Temp:
Time: Sea Water Temp:
Hold Temperature Observation Hold Gas Observation Cargo Bilge Observer

Water
Cargo Temp Temp Temp Oxygen Comb. Hydrogen Carbon pH Signature
Hold Bottom Middle Top (O2) Gas Sulphide Monoxide Value (Remarks)
C C C (LEL) (H2S) (CO)
CH#1
CH#2
CH#3
CH#4
CH#5
CH#6
CH#7
CH#8
CH#9
Date: Outside Temp:

Water
Cargo Temp Temp Temp Oxygen Comb. Hydrogen Carbon PH Signature
C C C (LEL) (H2S) CO
CH#1
CH#2
CH#3
CH#4
CH#5
CH#6
CH#7
CH#8
CH#9
Date : Outside Temp:

Water
Cargo Temp Temp Temp Oxygen Comb. Hydrogen Carbon pH Signature
C C C (LEL) (H2S) CO
CH#1
CH#2
CH#3
CH#4
CH#5
CH#6
CH#7
CH#8
CH#9
Note: Copy of Cargo Declaration to be attached to this record for reference. The company and the charterers should be immediately notified in
case of the following:
 Increasing trend of cargo hold temperature.
 Steady rise of carbon monoxide reading over 3 consecutive days and or reaches 50ppm on any day.
 Increasing trend of combustible gas reading.
Prepared by: Cargo Officer Verified by: Master
Rev. July 2008

BULK CARRIERS - CARGO HOLD BILGE RECORD BCM04
VESSEL
Load Port
Disch. Port
CARGO
Tonnage (CBM)
HOLD 1 2 3 4 5 6 7 8 9
Bilge Well P S P S P S P S P S P S P S P S P S
Capacity (m)
Bilge Well
Height (CBM)
Sounding Sounding Sounding Sounding Sounding Sounding Sounding Sounding Sounding TOTAL
Date P S M³ P S M³ P S M³ P S M³ P S M³ P S M³ P S M³ P S M³ P S M³ M³
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
Note: This form may be amended to suit vessel’s and/or charterers requirements.
Prepared by: ________________________________________________________ Verified by: _____________________________________________________________________
Chief Officer: _________________________________________________________ Master: _____________________________________________________________________
Rev. July 2008

BULK CARRIERS - MASTER'S CHECKLIST
BCM05
Ship's N……...………………….. IMO No.: …………….....……….
Ship's Ty
(Cape Size/Panamax/Handy Size) Class. Society:...……….…………..
Flag: …………………………….. Gross Tonnage: ……………………..
……………………………………
Arrival P Date of Build: …………...…………..
Date: …………………..
THIS IS A GENERAL LIST OF ITEMS THAT PORT STATE CONTROL INSPECTORS CHECK.
THIS CHECK LIST MAY BE USED PRIOR TO ARRIVAL IN PORT.
Code Item Check with respect to 1)
0100 Ship certificates/logbooks Validity, stamps, signatures, (endorsements & entries)
0200 Crew Cert. of competence, number/composition, medical certificates
0300 Accommodation Cleanliness, vent./heating, sanitary, lighting, medical equipment
0400 Food and catering Galley/handling spaces, provisions, F.W. pipes & tanks
0500 Working spaces Ventilation, heating, lighting
0600 Lifesaving appliances Safety Equipment Certificate
0610 Lifeboats Condition of lifeboats hull and attachments and records of test/inspection
0611 Lifeboat inventory Inventory list/last CEC survey
0620/5 Life rafts Number, auto-release, condition, last service date
0630/5 Launching arrangement Condition for launching and brakes
0640 Distress signals/pyrotechnics Number and expiry date
0650 Life buoys Number and condition, marking, retro-reflective tape, quick release, smoke
signals expiry date, self-igniting lights, lifeline
0660/6 Life jackets/thermal aids Number and condition, lights, whistles, retro-reflective tape
0673 2-way radiotelephone/survival craft Operating condition
0690 Line throwing appliances Number and expiry date
0695 Training/instructions manual Availability on board
0700 Fire fighting appliances Safety Equipment Certificate
0715 Detection, sensors Alarm, checks, records
0720 Fire fighting equipment Portable fire extinguishers, number position, last service
0725 Fixed fire extinguishing installation Firemain
0726 Fixed fire extinguishing installation Service of CO2/liquid foam installations
0730 Equipment/gen. appliances Number and condition of hoses, nozzles, etc.
0735 Personal equipment Number, condition and position of fireman outfit and BA bottles
0740 Pumps Operating condition of main & emergency fire pumps & fire line pressure
and condition no leaking
0745 Fire dampers Operating condition, seized/corroded
0746 Quick closing valves Operating condition, seized
0800 Accident prevention Personal equipment, protection machines/parts, pipes/wire insulation
0900 Safety in general Safety Construction Certificate
0910 Hydraulic & other closing devices/ Tightness: packing, dogs/clamps, hinges
watertight doors Strength: corrosion, cracks
0915 Signs & indicators Provided as required
0920 Safety plans Provided as required, including fire & damage control
0930 Stability and strength Approved loading manual on board
0935 Construction, decks Excessive corrosion/pitting, cracks, buckling and other damage
0935 Construction, bulkheads Excessive corrosion/pitting, cracks, buckling and other damage
0935 Construction, stiffeners, piping Excessive corrosion/pitting, cracks, buckling and other damage
0945 Emergency lighting, batteries Operating condition, including emergency generator, where fitted
0950 Electrical equipment in general Insulation, earthing and cleanliness/dryness
0955/6 Pilot/accommodation ladder Condition of safe access (including gangways)
0960 Means of escape Marking (arrow signs), condition and obstructions
1000 Alarm signals Testing of general alarm, fire alarm, etc., crew's awareness
1100 Cargo Loading and unloading equipment, dangerous goods, tanks, etc.
1200 Load lines International Load Line Certificate
1220 Freeboard marks Marking and position, painted/readable
1230 Railings/cat walks Corrosion, cracks, buckling, missing parts, etc.
1240 Cargo and other hatchways Corrosion, cracks, buckling to coaming, stays, etc.
1250 Hatch covers Corrosion, tightness, packing, handles/clamps, access ladder
Rev. July 2008

Page 1 of 3
Bulk Carriers - Master's Checklist
1270 Doors Corrosion, tightness, packing, handles/clamps
1275 Ventilators/air pipes, casings Corrosion, tightness/operating condition
1284 Cargo ports, etc. Tightness, strength and monitoring
1285 Gas sampling points Check hole and ensure officers' familiarity
1300 Mooring arrangements Condition of ropes/wires, anchoring devices, winches/capstans
1400 Propulsion/auxiliary m/c
1410/30 Main & auxiliary engines Leakage, instrumentation, etc.
1420 Cleanliness of engine room Oil traces in bilge and other parts in the engine room
1440 Bilge pumping arrangement Bilge pump and bilge high level alarm
1460 Guards/fencing around dangerous Damaged or missing parts
machinery parts
1500 Navigation Safety Equipment Certificate
1510/20 Equipment include, shipborne Provided as required and acceptable operation condition
1530 Radar Operating condition
1540/1 Gyro and magnetic compass Operating condition and last calibration
1550 Lights, shapes, sound-signals Operating condition of navigation and day lights
1560/70 Nautical charts & publications Availability on board and validity up-to-date, NTM checklist
Chart correcting log
1600 Radio Safety Radio Certificate
1620/1 Main, reserve installations/GMDSS Operating condition, Master/officers familiar with operation
1671 Float-free satellite EPIRB Validity of battery and hydrostatic release, crew awareness
1675 Ship's radar transponder Battery expiry date, crew awareness
1677 Emergency source of energy Specific gravity of battery acid more than 1.24 g/cm3, also see 0945
1700 Marine Pollution - Annex I IOPP Certificate
1710 Oil record book Availability on board and correct entries up-to-date, master's signature
1721 Retention of oil on board Sludge tanks capacity & arrangement / delivery to shore facilities
1730 Oily water sep./filtering equipment Approved drawings and operating condition (alarm & function test)
1740 Oil discharge monitoring & control Operating condition and function test
1745 15 PPM alarm arrangements Operating condition and auto-stop (Harbour mode)
1770 SBT & COW, ODM, CBT, SOPEP Arrangement and approved manuals
2000 SOLAS Operational Control
2010 Muster List Properly posted and entries up-to-date
2015 Communication facilities Communication between bridge, engine room and steering gear room
2020 Fire drills Regularly held and recorded
2025 Abandon ship drills Regularly held and recorded
2026 Other drills Oil spill, black out test/back up batteries, collision/flooding, stranding
man overboard, rescue on enclosed space, main engine failure, emergency
steering, emergency shut off system for deck and machinery, emergency
helicopter operation.
2027 Other test/inspection as per various procedures & forms
2030 Damage control plan Posted in approved form as required
2035 Fire control plan Posted in approved form as required
2040 Bridge operation Bridge/engine control system and navigational instruments
2045 Cargo operation Manual/remote control and gauging/alarm system
2046 Loading/unloading sequence Loading manual documented/endorsed by Class
2050 Operation of machinery Manual/remote operation, alarm and trip functions
2055 Manuals, instructions, etc. Loading/stability manual and valid instructions
2060 Dangerous goods or harmful Storage, ventilation, monitoring of explosive/toxic gases and electrical
substances in packaged form equipment/cables in cargo spaces, warning signs
2099 Test for oxy meters Calibration, test record, crew awareness
2100 MARPOL Operational Control
2101 Ballast Control Management Plan Compliance to ballast exchange requirements (AQIS, others)
2110 Oil and oily mixtures from machinery Proper entries in the Oil Record Book
spaces
2120 Garbage Handling, storage and disposal procedures and arrangements
according to Garbage Management Plan
2199 Other
2200 Marine Pollution - Annex III
2210 Packaging Adequacy to minimise hazard to marine environment
2220 Marking and labelling Correct technical name and a distinctive label 'Harmful Contents'
Rev. July 2008

Page 2 of 3
Bulk Carriers - Master's Checklist

2230 Documentation Correct tech. name, cert. of proper packing, stowage plan, etc.
2240 Stowage Proper, safe and secure stowage
2300 Special National Requirements Additional national requirements for the relevant Port State
(e.g. OPA 90 for USA)
1): X = In order N = Not checked R = Deficient NA = Not applicable
Verified by Stamp: Date .................................... Signature: ..........................................
Place .................................... Name : ..........................................
Note: 1. For ship's use only - retain on board.

2. To be filled in prior to arrival.
3. File for 3 years
Rev. July 2008

Page 3 of 3
BULK CARRIERS - DEADWEIGHT REPORT BCM06
M.V. Voy. No. Load line Calculation:
Port: DATE: Governing Load Line Zone:
Voyage From: Berth Name: Applicable Dwt:
Cargo: To: Est Days to Zone:
Load/Disch Port Sailing Draft: Stowage Factor: Daily Consumption:
Port Arrival Draft: Allowance to reach zone:
Others: Allowed Dwt:
(Delete as appropriate)
Measurement Units must be stated as below:

Available Deadweight Observed Drafts
Limiting draft DWT Sea Condition
Cons. to Limit Water Density
Avail. DWT Fwd.P. Fwd.S. Fwd. M.
Total deductions Aft. P. Aft. S. Aft. M.
Avail. Cargo DWT Mid. P. Mid. S. Mid M.
Corresp. mean draft Trim Heel
Consumption to Limiting Draft Corrected mean draft (QM)

H.O. Days @ Density Allowance
D.O. - - S.W. mean draft
F.W. - -
Other - - Deadweight Loaded:
Total cons. to Limit Disp. At S.W. mean draft
Trim corr.
Deductions from avail. Deadweight Actual displacement
H.O. Lightweight
D.O. Deadweight
L.O. Total deductions *
F.W.
Constant (Unpumpables/stores) Cargo DWT Loaded
Ballast Cargo DWT avail.
Other Difference
Total deductions *
Was a DWT survey carried out by a
cargo surveyor?
If yes give surveyor's name and company
plus cargo by DWT survey in Remarks.
Additonal Data (Complete as appropriate)

GMo or Max. Stability Criteria/Permis. Stability Criteria
Max. Heel Mom./Permis. Heel Mom.
Max. Bending Mom./Permis. Bending Mom.
Max. Sheer Stress/Permis. Sheer Stress
Anticipated draft on arrival at discharge port. Fwd.: Aft.:
Remarks:
Note: 1. This form may be amended to suit vessel's and/or charterers requirements.
2. To e-mail this form to the Marine Department together ith Loading/Unloading Plan, final stow plan and other cargo documents
Master: Cargo Officer:
Rev. July 2008

BCM08
(FILE NO. 5)
INTERORIENT
EMPTY CARGO HOLDS CERTIFICATE
VESSEL’S NAME: ________________________________________________________
DATE: __________________________________________________________________
PORT: __________________________________________________________________
We, the undersigned, confirm that after completion of discharge
________________________________________ (date & time)
all cargo holds are empty and free of cargo.
Inspector: ………………………………………….. (or Representative of Receivers)
Master: ……………………………………………..
Rev. July 2008

BCM 09
BULK CARGO PROCESSING RECORD
Note: To be completed when new instructions are received for the next cargo to be loaded.
Vessel Name: Date:
Last Cargo (es) Next Cargo(es)
Previous Cargo / hold cleaning requirements

Are any chemical cleaning agents to be used? YES* NO*
Are the cleaning agents Marpol approved? YES* NO*
Is the vessel in a Special Area (Marpol)? YES* NO*
**How are cleaning residues to be disposed of?
Checks are necessary to confirm next port has reception facilities should disposal ashore be necessary as per Annex V
SECTION A
IMSBC LISTED CARGOES: Proper cargo declaration clearly identifying - BCSN and YES* NO*
UN /Group/Stowage factor/ Other items as required by IMSBC section 4 and as listed
in IMSBC cargo declaration example in page (26) – identify IMSBC page number
applicable for the cargo.
**Is the vessel permitted to carry next cargo? (confirm in SOC and Exemption
YES* NO*
Certificates)
What precautions are necessary during loading, carriage, discharging. (Identify
hazards from IMSBC)
** Is the vessel supplied with equipment required to carry the cargo e.g. cup YES* NO*
thermometers, gas detection, ph measurement etc. (Annex 12 Pages 4-9 Column “O”)
**Adequate amount/type of toxic gas tubes for intended cargoes/voyages are available
YES* NO*
on board if hazards require this - (If NO – please order)
**Has the shipper provided the Master with information on the cargo prior to loading
YES* NO*
(this information must include all items as specified in IMSBC Section 4.2.2) (1)
** Has the shipper provided a signed Cargo Declaration as required by IMSBC Section
YES* NO*
4.2.3(1)
** Has the shipper declared the cargo as ‘Harmful to the Marine Environment’
YES* NO*
(HME) as per ISMBC(1)
**Has the shipper provided the Master a Test Certificate as required by IMSBC
YES* NO*
Section 4.3(1)
SECTION B
** GRAIN CARGO (Barley, canola, rice, Maize (corn), flaxseed, mixed grain, oats,
rye, sorghum, soybeans (seeds), sunflower seed, triticale, pulses, wheat and
YES* NO*
processed forms thereof whose behaviour is similar to that of grain.as defined by
SOLAS VI Part C and CFR 810.101).
Has the following information been submitted to the master in advance of loading:
Name of cargo, Angle of Repose, Stowage Factor, Trimming, Ventilation instructions YES* NO*
and Fumigation instructions (if any)? As required by SOLAS VI, Blue code 3.1.4.1. In
case of Fumigation, has the vessel received fumigant MSDS?
IF THE ANSWER IS “NO” TO THE ABOVE QUESTIONS in RED/BLUE font, THE MASTER MUST NOT LOAD THE CARGO –
contact the Commercial Department
SECTION C
If the ship visits the load and discharge ports especially for the first time – YES N/A
have soundings of depth been made?
If above is answered as “YES” do soundings correspond to charted YES NO
depths? If not please make a note of the actual ones in this form and
inform the Marine Department.
Actual depths:
Note: At any voyage completion the form with this section completed is to be sent to the Marine Department
Page 1 of 2 Rev. March 2017

BCM 09
Name of the Charterer
**Charterers instructions – quantities, cleaning, ventilating
etc. (attach copy if possible).
Load Port / ETA Discharge Port
Is a TML required for this cargo YES* NO*
Are pesticides going to be used YES* NO*
Is there any in- transit/port fumigation planned YES* NO*
Master (Name): Date:
FOR OFFICE USE ONLY
Are sections ** acceptable YES* NO*
If “NO” – what additional instructions have been given to the
vessel (Add email ref. sent to the vessel)
Reviewed in the office by:
(1) Does not apply to grain cargoes – refer to SOLAS Chapter VI A and Part C and the Int. Grain Code
Ship’s File: 5.5 / The completed form is to be e-mailed to: [email protected] & [email protected]
Page 2 of 2 Rev. March 2017

BCM10
Hygroscopic Cargo – Checklist
Prior to loading
Ensure holds are clean, dry and free from odour □
Ensure bilges are clean, free from odour and tested □
Test bilge non-return valves and high level alarms (where fitted) □
Protect bilge covers with burlap and secure in place (bulk cargoes) □
Flush sounding and thermometer pipes with water □
Check holds for signs of infestation □
Ensure ventilation arrangements (e.g. fans, trunkings, dampers, seals) are working correctly □
Verify that hatch covers and hold access doors are weathertight □
Test smoke detection and smothering systems (where fitted) □
Ensure tank top manhole gaskets are sound and that covers are tight □
Ensure ballast suction cover plates are secure (ballast holds only) □
Record details of pre-loading measures in the deck logbook □
Loading
Discuss dunnaging plan with stevedores □
Ensure only sound cargo is loaded 1
□
Measure and record cargo temperatures regularly during loading □
Reject any cargo with abnormally excessive temperatures □
Monitor weather conditions carefully and close hatches at the first sign of rain □
Ensure equipment for measuring hold dew point temperature is available and working □
Additionally for bagged cargo
Cover tank top with double dunnage or bamboo2 □
Position dunnage or bamboo crosswise against frames, interwoven to provide a barrier □
Cover dunnage/bamboo and all exposed steelwork with fibre matting or Kraft liner □
Prevent use of cargo handling hooks by stevedores □
Ensure bags are not loaded in the spaces between frames □
Follow requirements of shippers/charterers regarding construction of ventilation channels3 □
On passage
Record hold dewpoints, external air dewpoint and sea temperature once per watch4 □
Continue, stop or resume ventilation in accordance with Dewpoint or Three Degree Rule □
Record times when ventilation was commenced, stopped or resumed □
Record details of necessary halting of ventilation due to heavy weather or precipitation □
Record soundings of cargo hold bilges at least daily □
Inspect in-hold steelwork for condensation (following SMS enclosed space procedures) □
Record details if signs of cargo deterioration are observed □
Ensure ventilation and bilge sounding records are retained in case of cargo claims □
Notify club correspondent at discharge port prior to arrival if cargo deterioration occurs □
1 Reject bags which are torn, stained, damp or in otherwise suspect condition
2 Lay first layer in direction of the bilges, not more than 20 cm apart. Lay second layer at right angles to the first
3 For certain bagged cargoes, ventilation channels may be required by the IMDG Code, (e.g. some types of seed cake, fishmeal)
4 Dewpoint Rule only. If following the Three Degree Rule, record external air temperature and sea temperature once per watch
Date: __________________________________________ Name / Signature: ____________________________________________

Issued October 2013
Temperature and Ventilation Log BCM11
Outside Air Hold No. Hold No. Hold No. Hold No. Hold No. General Remarks
Venting Sea (if not possible to
— Wet Dry Dew — — Wet Dry Dew — — Wet Dry Dew — — Wet Dry Dew — — Wet Dry Dew — — Wet Dry Dew — (Yes or No) Temp ventilate, state
Date Time
Bulb Bulb Point Bulb Bulb Point Bulb Bulb Point Bulb Bulb Point Bulb Bulb Point Bulb Bulb Point reasons)
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
0000
0400
0800
1200
1600
2000
Average cargo temperature at loading:_____°C
Master
Chief Officer
Issued October 2013

BCM12
SHIP/SHORE CHECK LIST FOR

VESSEL CREW ENTERING HOLD DURING CARGO OPERATION
MV _____________________________________
Date: ____________________ Port: _____________________________
Ship Shore
1. Is the access to cargo hold necessary during cargo operations? □ □
2. Are all potential hazards identified –Task Risk Assessment completed? □ □
3. Are appropriate permit-to-work forms WP02, WP02a issued by responsible Officer? □ □
4. Has the Terminal been made aware? □ □
5. Number of the cargo hold to be entered □ □
6. Estimated time from________________ to ___________________ □ □
7. The loader / un-loader to be stopped and moved out of the hold □ □
8. A crew member to be stationed on deck to ensure that the persons in the hold are □ □
made aware if the loader is passing overhead (a minimum of 2 person to enter the hold)
9. Communication: Language: English VHF CH_____ □ □
10. Person in charge: Ship: Chief Officer Shore: ________________ □ □
11. All persons entering the cargo hold to wear the appropriate PPE □ □
12. All personnel involved to be fully briefed before entry □ □
13. Responsible officer to be stationed on deck to monitor the personnel □ □
SHIP: _________________________________ SHORE: __________________________________

(Position, name & signature) (Position, name & signature)
TIME: ___________________
Issued October 2013

BCM13
NAABSA PREPARATIONS AND CHECKS
PRIOR TO ARRIVAL
1 REFER TO SAFE NAVIGATION MANUAL SECTION 1.8.2 Master
NOT ALWAYS AFLOAT BUT SAFELY AGROUND
2 Inform Crew and Officers of the intention that the vessel Master
will be NAABSA and ensure they understand the
implications and their duties.
3 Manually sound ALL tanks and bilges, including sump Chief Officer / Chief Engineer
tanks and cofferdams and record the results.
4 Take a set of Main Engine deflections or ensure that there Chief Engineer
is a recent set on board that are no more than 2 months
old.
5 Record Stern Tube and Shaft Bearing temperatures and oil Chief Engineer
levels
6 Make sure sea water filters are clean and change over to Chief Engineer
High Sea Water suction (if fitted).
WHILST ALONGSIDE AFTER FIRST TIDE
1 Keep all records i.e. times and depth of tides, time vessel Master
sat aground etc.
2 Keep constant check on mooring lines and winches. Chief Officer
3 When vessel floats again instruct crew and officers to Master

arry out the sa e he ks as i 2 a ove a d re ord the
results.
4 Carry out a set of Main Engine deflections if time permits Chief Engineer
5 Test steering gear when vessel afloat, check motor amps Chief Engineer
and listen for any abnormal sounds
Issued October 2013

Page 1 of 2
BCM13
BEFORE DEPARTURE
1 Chartering department to be informed if vessel touched Master

bottom or not and that all is OK or not.
2 Full set of checks as in 2 and 3 above. Master/ All
3 Set of Main Engine deflections if vessel NAABSA for more Chief Engineer
than 4 tides
4 Ensure than engine room has one main sea chest filter and Chief Engineer
one LT cooler clean and ready for use.
5 Normal pre-departure checks to be carried out. Master
AFTER DEPARTURE
1 Record Stern Tube and Shaft Bearing temperatures and oil Chief Engineer
levels and compare against pre-arrival figures
2 Check engine room for any abnormal sounds or vibration Chief Engineer
through all ranges of speed up to full power
2 Steering Gear to monitor Chief Engineer
3 Clean all Sea Chest filters and LT coolers if necessary Chief Engineer
ANY ABNORMALITIES FOUND AT ANY STAGE WHEN THE

VESSEL IS NAABSA MUST BE REPORTED IMMEDIATELY TO
VESSEL SUPERINTENDENT.
Issued October 2013

Page 2 of 2
BCM14
Gas and Temp Log "Cargo Other Than Coal"
Hold No. 1 Hold No. 2 Hold No. 3 Hold No. 4 Hold No. 5 Hold No. 6 Hold No. 7 TANK TEMP AT 06:00 Weather conditions
HUMIDITY
1 SB(LS)
3C
1 PS
2 PS
2 SB
Date Time DRY WET TEMP O2 CO TEMP O2 CO TEMP O2 CO TEMP O2 CO TEMP O2 CO TEMP O2 CO TEMP O2 CO
PPM PPM PPM PPM PPM PPM PPM
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
0600
1800
Date: Name / Signature:
Issued October 2013

BCM15
FUMIGATION SHIP-SHORE CHECKLIST
FOR IN-TRANSIT FUMIGATION
(acc.to MSC.1/Circ.1264 dd.27.05.2008 “Recommendation on the safe use of pesticides in ships applicable to the
fumigation of the cargo holds”. The references below refer to section 3.3.2 “Fumigation continued in transit” of the
Recommendation).
_______________________________________________________________________________
Date: . . . . . . . . . . . .
Port: . . . . . . . . . . . ………………... Terminal/Quay: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ship’s name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type of fumigant: . . . . . . . . . . . . . . . Method of application: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Date & time fumigation commenced: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Name of fumigator/company: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
________________________________________________________________________________
The master and fumigator-in-charge, or their representatives, should complete the checklist jointly. The purpose of this
checklist is to ensure that the responsibilities and requirements of 3.3.2.11, and 3.3.2.12 are carried out fully for in-
transit fumigation under section 3.3.2.9. Safety of operations requires that all questions should be answered
affirmatively by ticking the appropriate boxes. If this is not possible, the reason should be given and agreement reached
upon precautions to be taken between ship and fumigator-in-charge. If a question is considered to be not applicable
write “n/a”, explaining why, if appropriate.
PART A: BEFORE FUMIGATION

SHIP FUMIGATOR-
IN-CHARGE
1 The inspection required before loading has been performed (3.3.2.4) [] []
2 All the cargo holds to be fumigated are satisfactory for fumigation [] []
3 Spaces, where found not to be satisfactory, have been sealed [] []
4 The master or his trained representatives have been made aware of the
specific areas to be checked for gas concentrations throughout the
fumigation period [] []
5 The master or his trained representatives have been made familiar with
the fumigant label, detection methods, safety procedures and emergency
procedures (refer to 3.3.2.6) [] []
6 The fumigator-in-charge has ensured that gas-detection and respiratory

protection equipment carried on the ship is in good order, and that
adequate fresh supplies of consumable items for this equipment are
available to allow sampling as required by 3.3.2.13. [] []
7 The master has been notified in writing of:

(a) the spaces containing cargo to be fumigated [] []
(b) any other spaces that are considered unsafe to enter during the
fumigation [] []
Page 1 of 2 Issued October 2013

BCM15
PART B: AFTER FUMIGATION
The following procedure should be carried out after application of fumigant and closing and sealing of
cargo holds.
SHIP FUMIGATOR-
IN-CHARGE
8 Presence of gas has been confirmed inside each hold under fumigation [] []
9 Each hold has been checked for leakage and sealed properly [] []
10 Spaces adjacent to the treated cargo holds have been checked and found
gas-free [] []
11 The responsible crew members have been shown how to take gas readings properly when gas is present
and they are fully conversant with the use of
gas-detection equipment provided [] []
12 Methods of application:
(a) Surface application method
Initial rapid build-up of the gas in the upper regions of hold airspace with subsequent penetration downward
of the gas over a longer period [] []
or
(b) Deep probing
More rapid dispersion of gas than in (a) with lower concentrations in upper
regions of airspace in the hold [] []
or
(c) Recirculation
Rapid dispersion of gas throughout hold but at lower initial gas levels with subsequent build-up of gas le
vels which, however, may be lower due to even distribution [] []
or
(d) Other [] []
13 The master or trained representatives have been briefed fully on the

method of application and the spread of the gas throughout the hold [] []
14 The master or trained representatives have been made:

(a) aware that even though the initial check may not indicate any leaks, it is essential that monitoring is to be
continued in the accommodation, engine-room, etc. because gas concentrations may
reach their highest levels after several days [] []
(b) aware of the possibility of the spreading of gas throughout the duct
keel and/or ballast tanks [] []
15 The fumigator-in-charge has supplied a signed statement to the master

conforming to the requirements of 3.3.2.12 for his retention [] []
The above has been agreed:
Time: . . . . . . . . . . . . . . . . . . . . Date: . . . . . . . . . . . . . .
For Ship: . . . . . . . . . . . . . . . . . Fumigator-in-charge: . . . . . . . . . . . . . . . . . . .

Rank. . . . . . . . . . . . . . . . . . . . .

BCM16
BULK CARRIERS - DEPTH VERIFICATION CHART
To be used before and during the loading operation repetitively
Chief Officer: _________________________________________________________ Master: _____________________________________________________________________
Issued October 2013

BCM17
DRAFT SURVEY FORM
Fwd D.p Mid D.p Aft D.p
Fwd D.s Mid D.s Aft D.s
________________________________________________________________
____________________________
M.F.D M.M.D M.A.D
T1
Fwd Draft Correction = L1/LBP-(L1+L2)XT1

Mid Draft Correction = L3/LBP-(L1+L2)XT1
Aft Draft Correction = L2/LBP-(L1+L2)XT1
M.F.D M.M.D M.A.D

Fwd Corr. Mid Corr. Aft Corr.
__________________ __________________ __________________
Corr. F.D Corr. M.D Corr. A.D
T2
Corr. F.D
Corr. A.D
__________________
Mean D.
Corr. M.D
__________________
M. OF M.
Corr. M.D
__________________
DMM Displacement
LCF
TPC
MCTC1
MCTC2
__________________
DMZ
1st Trim Corr. = LCFxTPCxT2x100/LBP

2nd Trim Corr. = DMZx(T2)2x50/LBP
Displacement
1st Trim Corr.
2nd Trim Corr.
___________________________
Corrected Displ.
Final Displ. = Dock Denisty/1025xCorrected Displ.
Deductions:
L/SHIP
FO
DO
LO
FW
BW
Constant
__________________
Total Deductions
Final Displ.
T.Deductions Date:
___________________________
Cargo On Board Signature:

BCM17
DRAFT SURVEY FORM
(EXAMPLE)
Fwd D.p 4.61 Mid D.p 4.93 Aft D.p 5.58
Fwd D.s 4.65 Mid D.s 5.1 Aft D.s 5.6
________________________________________________________________
____________________________
M.F.D 4.63 m. M.M.D 5.015 m. M.A.D 5.59 m.
T1 0.96 m.
Fwd Draft Correction = L1/LBP-(L1+L2)XT1 = -2.94/181.8-(2.94+7.3)X0.96 = -0.0165

Mid Draft Correction = L3/LBP-(L1+L2)XT1 = -1.44/181.8-(2.94+7.3)X0.96 = -0.0081
Aft Draft Correction = L2/LBP-(L1+L2)XT1 = 7.3/181.8-(2.94+7.3)X0.96 = 0.0408
M.F.D 4.63 M.M.D 5.015 M.A.D 5.59

Fwd Corr. -0.0165 Mid Corr. -0.0081 Aft Corr. 0.0408
__________________ __________________ __________________
Corr. F.D 4.6135 m. Corr. M.D 5.0069 m. Corr. A.D 5.6308 m.
T2 1.0173 m.
Corr. F.D 4.6135 m.

Corr. A.D 5.6308 m.
__________________
Mean D. 5.1222 m.
Corr. M.D 5.0069 m.
__________________
M. OF M. 5.0645 m.
Corr. M.D 5.0069 m.
__________________
DMM 5.0357 m. Displacement 19894.37
LCF -4.331
TPC 42.338
MCTC1 445.89
MCTC2 435.26
__________________
DMZ 10.63
1st Trim Corr. = LCFxTPCxT2x100/LBP = -4.331X42.338X1.0173X100/181.8 = -102.61 Tons

2nd Trim Corr. = DMZx(T2)2x50/LBP = 10.63X(1.0173)2 X50/181.8 = 3.03 Tons
Displacement 19894.37 Tons

1st Trim Corr. -102.61 Tons
2nd Trim Corr. 3.03 Tons
___________________________
Corrected Displ. 19794.79 Tons
Final Displ. = Dock Denisty/1025xCorrected Displ. = 1.0185/1.025X19794.79 = 19669.26 Tons
Deductions:
L/SHIP 9554.3 Tons
FO 661.4 Tons
DO 62.6 Tons
LO 38.7 Tons
FW 198 Tons
BW 125 Tons
Constant 100 Tons
__________________
Total Deductions 10740 Tons
Final Displ. 19669.26 Tons

T.Deductions 10740 Tons
___________________________
Cargo On Board 8929.26 Tons

BCM18
Cargo Hold Inspection Failure Report
Vessel Place of Survey
Port Date
Name of Inspection Body:

Charterer:
Sub Charterer "if any"
Nominated Cargo for Loading:
Please answer all the following questions and provide as much details as possible
1. State the last 3 cargoes in order of carriage (last cargo first)
2. Next Cargo
3a. Did the vessel receive cleaning instructions from shippers/charterers/pool? If yes, please advise who, give details and/or extracts from voyage instructions.
3b. Please also indicate whether a water tightness test has been carried out, how it was done, what were the results.
4. Reasons for inspection failure: Give all details, including any verbal observations received during the inspection. Please also provide photos for rejected/refused areas
and a copy of any report.
5. Time since the vessel received voyage instructions until the actual inspection? State how many days
6. Has the vessel used any chemicals for cleaning? Indicate what type, quantity and who authorized the usage?
7. Did the crew use any equipment for cleaning? If yes, please indicate
8. Was the essel pro ided ith clea i g i stallatio s such as ashi g li e, air co pressor, rete tio ta k etc… please i dicate
9. Recommendation issued by inspectors to be rectified before reinspection. Indicate for each cargo hold
Page 1 of 1
Copy: Dry Chartering
Tech./Marine Superintendent Issued April 2014
BCM18
Add comments as necessary
BCM19
CARGO HOLD CLEANING LOG
M.V.
Last Cargo:
Next Cargo: Date:
Discharging Port/Loading Port
Approximate time given for cleaning
Location of vessel during hold cleaning:
Condtion of hold coatings (G), (F), (P):
Manhours used for: Hold 1 Hold 2 Hold 3 Hold 4 Hold 5 Hold 6 Hold 7 Total Remarks:
De-mucking of cargo residues
Sweeping
Washing down the cargo residues / dust with Maxi- /
Combi-Gun
Application of chemicals to stained areas
Washing doen the stains (with chemicals)
Freshwater rinsing (normally not required)
Cleaning / preparing bilge boxes
Painting (If any)
De-rusting & scraping of loose paint
Holds stained (H)eavily, (M)oderate, (S)light
Cleaning results (G)ood, (M)oderate, (P)oor
Type of Chemical used

Quantities of Chemicals used
Any other aditives used (foam agent)
Quantities of additives used
ROB of foaming agent after cleaning
ROB of hold cleaning chemicals after cleaning
Chemicals requested for stock up ltrs

Foaming agent requested for stock up ltrs
Other remarks: (comparison with other products)
Rev. August 2015

BCM20
RECORD OF BALLAST OPERATIONS DURING LOADING / DISCHARGING
Vessel: Port: Date:
Cargo: Operation (Loading / Discharging):
Initial Draft Time Start Time Stop Final Draft

Draft Aft Quantity Quantity Draft Aft Quantity Quantity
Tank Sounding Forward Trim [m] Ballast Ballast Sounding Forward Trim [m]
[m] Initial [m³] Initial [mt] [m] Final [m³] Final [mt]
[m] [m] Ops Ops [m] [m]
Name / Signature Chief Officer

Page 1 of 1 Issued August 2015
NOTICE OF READINESS
Port: Date:
M/V To:
Dear Sirs,
I, the Master of m/v , hereby inform you that our vessel arrived at on
at LT/ UTC, and in all respect ready to
load/discharge her nominated cargo of , mt in according to the
present Charter Party.
Time to commence is in accordance with the terms and conditions of the Governing
Charter Party. Please consider the present as a n Official Notice of Readiness and
notify Parties Concerned accordingly.
Please acknowledge receipt of this Notice Of Readiness by signing and returning

duplicate copies herewith.
Yours faithfully,
Notice of Readiness tendered at hrs. L T , on the
Notice of Readiness accepted by:
Time: Signature :
NOTICE OF READINESS
Re-Tendering
Port: Date:
M/V To:
Dear Sirs,
With reference to my Original “Notice Of Readiness” dated at
LT/ UTC at the following Location:
Without prejudice to my original tendered “Notice of Readiness” and in accordance

with the instructions received from operators of the vessel, I hereby Retender my Notice
of readiness and hereby inform you that our vessel is in all respect ready to
load/discharge her nominated cargo of , mt in
according to the present Charter Party.
Time to commence is in accordance with the terms and conditions of the Governing
Charter Party. Please consider the present as an Official Notice of Readiness and notify
Parties Concerned accordingly.
Please acknowledge receipt of this Notice of Readiness by signing and returning

duplicate copies herewith.
Yours faithfully,
Notice of Readiness tendered at hrs. L T , on the
Notice of Readiness accepted by:
Time: Signature :
NOTE OF PROTEST
O /of………………………………………….
Date:……………………….
To:…………………………………………………..
Fro :………………………………………………O ers of M/V………………………..
Voyage:……………………………………………
Cargo:……………………………………………..
Loadport:…………………………………………
Subject: Discrepancy between shore/shippers figures and ships

figures at load port
This is to inform you that upon completion of loading operations, a discrepancy was noted
between ship figures and the figures entered in the bill of lading which was presented to
me. In particular according to the draught sur ey ship figures sho ………. t hereas
shore/shippers’ figures sho ……
In compliance with company procedures, I requested more cargo to be loaded and/or ships
figures entered in the relevant documentation.
Despite my objections and/or my requests to rectify this discrepancy, those were not
approved and pressure was placed on me to sign the Bill of Lading.
Therefore, I reserve my rights and those of the shipowner and we shall bear no
responsibility for any claims which may arise at the discharge port.
____________________
Master of …………………
NOTE OF PROTEST FOR SHORT LOADING / DEADFREIGHT
Date:……………………….
To:…………………………………………………..
From:………………………………………………
Voyage:……………………………………………
Cargo:……………………………………………..
Loadport:…………………………………………
The vessel loaded in …………………….. with ……………. MT ……………… in

bulk on board.
The loading was stopped on …………………., the cargo quantity ordered

is ………………………. MT, after completion of loading the short loaded
cargo is of …………………………… MT.
Shippers / Terminal are requested to provide the demanded quantity.
On behalf of the Charterers of the vessel M/V ………………………………,

you are held responsible for the Deadfreight Claim of ……………….……….
MT of cargo.
____________________
Master of …………………
WITHOUT PREJUDICE AND WITHOUT
ADMISSION OF LIABILITY BASIS
ACCEPTED BY: ………………………………………..
TIME: ……………………………………………………..
SIGNATURE: …………………………………………..
Example to Shipper’s declaration
Note: This form is not applicable if the cargo to be loaded requires a declaration under the requirements of SOLAS
1974, Chapter VII/R4, MARPOL 73/78 Annex III/R4, and the IMDG Code Chapter 5.4 (Documentation).
This form meets the requirements of SOLAS 1974, Chapter VI, Reg 2 (for general cargo, cargo in cargo units, cargo
carried in solid bulk) and the IMSBC Code, section 4.2.
General Information
Shipper Transport document number
Consignee Carrier
Name/means of transport Instructions or other matters
Port/place of departure
Port/place of destination
Cargo Information
General description of the cargo (For solid bulk cargo
– type of material/particle size)
Gross mass (kg/tonnes) Relevant special properties of the cargo

General cargo: (e.g. highly soluble in water. For solid bulk cargo, see
Cargo unit(s): Section 4 of the IMSBC Code)
Bulk cargo:
Solid Bulk Cargo Information

BCSN
Specification of bulk cargo (if applicable) Group of the cargo

Stowage factor: Group A and B*
Angle of repose: Group A*
Trimming procedures: Group B
If potential hazard - chemical properties*: Group C
*e.g.: Class, UN number or MHB * For cargoes which may liquefy
(Group A and Group A and B cargoes)
Additional certificate(s) (if required)
 Certificate of moisture content and
transportable moisture limit
Transportable moisture limit Moisture content at shipment
 Weathering certificate
 Exemption certificate
 Other (specify):
EHS/HME (see Chapters 2.10 and 2.9.3 of the IMDG Code and MARPOL Annex V)
Cargo residues must be disposed of in accordance with MARPOL Annex V
EHS/Marine Pollutant Yes No
Human Health Criteria Met Yes No Not available
Rubber/Plastic Yes No
Note: Human Health Criteria data may not be available only until 31 December
2014. From 1 January 2015 Human Health Criteria data must be available.
Declaration
I hereby declare that the consignment is fully and accurately described and that the given test results and other
specifications are correct to the best of my knowledge and belief and can be considered as representative for
the cargo to be loaded.
Name/status, company/organisation of Place and date Signature on behalf of shipper
signatory
LPB 005
Cargo Ventilation and Precautions to Minimise Sweat
"Moisture damage" is the source biologically unstable. Such details General

of a significant number of cargo may not be known to the ship, and
claims, often involving bagged or prudent ventilation measures may Dry cargo vessels are fitted with
bulk agricultural products. be insufficient to prevent the cargo either natural or mechanical
Claimants typically allege that from deteriorating on passage. ventilation systems. In addition to
failure by the ship to ventilate Nevertheless, claimants may still minimising the onset and degree
correctly resulted in the maintain that the ship was at fault. of sweat, ventilation may also
development of condensation serve to remove taint and disperse
(commonly known as "sweat"), To defend cargo deterioration any gases which some cargoes
causing the cargo to deteriorate. claims it is necessary for the may emit.
vessel to produce records
However, it is important to showing that customary ventilation The process requires close
recognise that some commodities routines were followed. Should the monitoring throughout the voyage
may have inherent moisture levels necessary evidence be missing or as the moisture content of the
which exceed acceptable limits at incomplete, it is often difficult for cargo coupled with variations in air
the time of loading, making them the Club to refute such assertions. temperature, cargo temperature
The Formation of Ship Sweat

The Formation of Cargo Sweat

and sea temperature can retain, absorb or release water condensation which may form on
dramatically influence the vapour, and excessive amounts of exposed surfaces of the stow as a
amounts of water vapour retained inherent moisture may lead to consequence of large amounts of
by and released into the air inside significant self-heating and warm, moist air being persistently
a hold. "moisture migration" within the introduced into a hold containing
cargo resulting in caking, mildew substantially colder cargo.
Penetration of ventilating air into a or rot. Examples of hygroscopic
bulk stow on a ship is minimal, products include grain, rice, flour, Ship sweat
and so it is only ever possible at sugar, cotton, tobacco, cocoa, Ship sweat refers to condensation
best to provide through-surface coffee and tea. which forms directly on a vessel’s
ventilation. However, ship stability structure when the air within a
requirements usually dictate that Non-hygroscopic products hold, made warm and moist by the
at least the majority of the holds of Non-hygroscopic products have cargo, comes into contact with
any bulk carrier carrying bulk no water content. However, cold surfaces as the vessel moves
cargoes such as grain are loaded certain commodities (e.g. steel) into cooler climates. Cargo may
fully into the hatch coamings. For may be damaged if stowed in a be damaged by overhead drips,
a hold so loaded it is unlikely that moist environment, and others by contact with sweat which has
any significant through-surface air may be harmed if packaged using formed on the ship’s sides or by
flow will be obtained. a hygroscopic material (e.g. wood, condensed water which may
paper). accumulate at the bottom of the
Whilst bagged cargo stows hold.
inevitably have some gaps in By way of illustration a vessel
them, penetration of ventilating air loaded a parcel of glass packed Influencing factors
beneath the uppermost layers of with layers of paper between each
bags in the stow is minimal. sheet. At the discharge port it was Saturation
Bagged cargoes should always be found that the paper had absorbed The amount of water vapour that
stowed in such a way that moisture from the air during the air may contain is highly
ventilating air can pass freely over voyage, making it impossible for dependent on its temperature. A
the surface of the stow. the glass sheets to be separated. given volume of air is said to be
The cargo was rejected by the saturated when no more water
Cargoes at risk receiver. can be absorbed. If the air
temperature then falls,
Hygroscopic products Types of Sweat condensation will occur.
Hygroscopic products have a
natural moisture content and are Cargo sweat As air rises in temperature so
mainly of plant origin. They may Cargo sweat refers to does its saturation moisture
content; its capacity to retain amount of water vapour in the air Dewpoint temperature may be
water climbs by ever-increasing at the same temperature and measured by a variety of methods.
amounts. Thus when air is cooled, pressure. The figure is usually Ships generally use a traditional
its potential for releasing water in expressed as a percentage, with wet and dry bulb arrangement
the form of condensation is far saturated air having a relative consisting of two identical mercury
greater when it is cooling from humidity of 100%. thermometers, one of which has a
higher temperatures than when damp muslin wick covering the
cooling from lower temperatures. At main deck level, ambient sea bulb. These are normally housed
air over the open oceans will in a protective marine screen on
Apart from periods of fog or rain, normally have a relative humidity each bridge wing.
ambient air is rarely saturated. in excess of 80%.
Moreover, it will never be totally The dewpoint temperature may
dry. Within these two extremes the Dewpoint temperature then be determined by a
amount of water retained by the When an isolated volume of air "Dewpoint Table" to compare the
air will vary according to the cools, relative humidity increases wet and dry bulb temperatures.
prevailing conditions. as the temperature falls. Once the This figure is important when
temperature has descended to the considering cargo ventilation
Relative humidity level at which saturation occurs, requirements.
Relative humidity is the actual water begins to condense. This
amount of water vapour in the air temperature is known as the Wet and dry bulb thermometers
compared with the saturation "dewpoint". When using traditional wet and dry
bulb thermometers, the accuracy
of the dew point temperature will
depend on the condition of the
equipment. The muslin covering
the wet bulb should be clean, the
water in the reservoir should be
distilled and the bulb itself should
be wet.
In order to ensure that the

readings are correct, the device
should always be positioned away
from any exhaust vents, other
draughts and all sources of heat.
(Photo: 3D Marine USA Inc.)
The readings should always be

taken on the windward side of the
vessel.
Dewpoint measurement
Theoretically, all decisions

regarding cargo ventilation should
be based on dewpoint
temperatures, comparing the
dewpoint of the ambient air with
the dewpoint of the air inside the
hold.
Given that most ships are

customarily equipped with wet and
dry bulb thermometers located
close to the bridge, determining
the dewpoint temperature of the
(Photo: 3D Marine USA Inc.)
ambient air is usually

straightforward.
However, ascertaining the

dewpoint temperature inside a
cargo space is more problematic.
Steel Pipes Corroded as a result of Cargo Sweat One of the simplest methods is to
use a "whirling psychrometer", a
handheld device containing wet
and dry bulb thermometers and a
water reservoir, swinging the
instrument inside the hold until the
wet bulb temperature has stopped
falling and remains steady. The
dewpoint temperature is again
calculated using the Dewpoint
Table.
All readings should be taken well
(Photo: ATIC / Africa P&I Services)

away from any air inlets, ensuring
that only hold air is tested.
Enclosed space entry procedures
should always be observed.
If access to the holds is

impossible or undesirable, and
provided there is no significant air
flow, wet and dry bulb
thermometers may be placed in
the trunking of an exhaust
ventilator or similar pipework
leading from the compartment,
allowing the device to be drawn
out and read from above deck.
Ventilation
Once the above information has
(Photo: ATIC / Africa P&I Services)

been obtained, the rules are
simple;
Dewpoint Rule
VENTILATE if the dewpoint of the
air inside the hold is higher than
the dewpoint of the air outside the Bagged Rice Damaged as a result of Ship Sweat when
hold. in contact with Shell Plating in a Cargo Hold
DO NOT VENTILATE if the
dewpoint of the air inside the hold loading. suspending ventilation until
is lower than the dewpoint of the DO NOT VENTILATE if the dry conditions improve. If so, the
air outside the hold. bulb temperature of the outside air circumstances should be logged.
is less than 3°C cooler than the
Three Degree Rule average cargo temperature at the It is important to appreciate that
In many instances it is time of loading, or warmer. ventilation should also be carried
impracticable to measure hold out during the night if the readings
dewpoint temperatures accurately, In order to apply the Three Degree indicate that ventilation is
or at all. In such cases ventilation Rule, it will be necessary for the appropriate. Ambient
requirements may be estimated by ship’s staff to take a number of temperatures are usually lower
comparing the average cargo cargo temperature readings during therefore the risk of ship sweat
temperature at the time of loading loading. Hand-held infrared developing is more likely during
with the outside air temperature thermometers are ideal for this the hours of darkness.
several times a day. Ventilation task and are relatively
may then be carried out on the inexpensive. In addition to ventilating the holds
following basis; according to the above regimes, it
Further observations is important that regular
VENTILATE if the dry bulb During periods of heavy weather, inspections of each compartment
temperature of the outside air is at steps should be taken to prevent are carried out where possible.
least 3°C cooler than the average rain and spray from entering the This need not involve entry into
cargo temperature at the time of cargo spaces. This may mean the cargo space itself - for
example, ship sweat may be seen routines being followed. As far as For hygroscopic cargoes a
forming on the underside of hold possible, hygroscopic and non- checklist detailing the steps and
access covers. In such instances, hygroscopic cargoes should not measures to be taken prior to and
and especially at night, the cargo be stowed together. during loading, and whilst on
should be ventilated irrespective passage, may be used.
of the Dewpoint Rule or the Three Stowage
Degree Rule, weather permitting. Bunker tanks
Given the sensitive nature of
What to expect many hygroscopic products and Hygroscopic products may be
the possibility of sweat, efforts damaged by localised sources of
In broad terms it is often possible should be made to ensure that heat. Incidents have occurred
to estimate ventilation such cargoes do not come into where parts of parcels of grain
requirements in advance by contact with hold steelwork. This have been scorched or have
considering the climatic changes is particularly important in the become discoloured when lying
likely to be encountered during the case of bagged agricultural against hot bunker tanks. As far
voyage. The following examples produce intended for human as possible, the bunkers used
indicate what may be expected on consumption such as rice, sugar, during the voyage should be
passage, but do not obviate the beans and flour. drawn from tanks situated well
need for detailed monitoring and away from holds containing
recording; For bagged cargo, rows of hygroscopic products. If
dunnage or bamboo poles should impracticable, bunker tanks
Hygroscopic cargo - cold to be laid in the direction of the adjoining cargo spaces should be
warm climate bilges to aid drainage, not more heated only when required,
If a stable cold cargo is carried to than 20 centimetres apart. A ensuring that the temperature
a warm climate, ventilation will second layer should be placed on does not rise above normal
always be unnecessary. Indeed, in top at right angles to the first operational levels.
some circumstances ventilation before covering the whole area
may lead to cargo damage. with matting. Records
Hygroscopic cargo - warm to If the cargo space is not fully fitted Ventilation records are crucial. In
cold climate with cargo battens, bamboo poles the event of moisture damage,
Vigorous surface ventilation of the or dunnage should be positioned evidence showing that the vessel
cargo spaces will almost certainly crosswise against the frames to ventilated correctly may be
be required due to the likelihood ofkeep the bags away from the instrumental in defending any
ship sweat developing. sides of the ship. Ideally, they ensuing claims.
should also be lashed together at
Non-hygroscopic cargo - cold the intersections to prevent them If the Dewpoint Rule has been
to warm climate from becoming disturbed during followed, wet and dry bulb
Ventilation is never required. loading. As an extra but not temperatures and dewpoints
Cargo sweat is liable to occur if essential precaution, mats may be should be logged once per watch,
warm moist air comes into contact placed against this arrangement bearing in mind that these may
with cold cargo. Therefore holds and the top surface of the stow change considerably over a short
should usually remain sealed to may be covered with thick paper. period. For the same reason, the
allow the cargo and internal air to sea temperature should also be
warm gradually during the voyage. Expert opinion today is that noted. This information should be
biologically stable bagged recorded for each hold together
Non-hygroscopic cargo - warm hygroscopic cargoes do not with the times of commencing,
to cold climate require ventilation channels, ceasing or resuming ventilation,
Ventilation is largely irrelevant. unless specifically demanded by and the reasons for doing so.
The development of significant the IMDG Code (e.g. some types
ship sweat is very unlikely. of seed cake and fishmeal). If the Three Degree Rule has
Nevertheless, for certain been followed, a record should be
Combined cargoes commodities many charterers still kept of the ambient air
Problems may arise if hygroscopic require ventilation channels to be temperature and the sea
and non-hygroscopic cargoes with built into the stow. If so, the temperature once per watch
different inherent temperatures charterers should be asked for together with the average
are loaded into the same written instructions regarding the temperature of the cargo at the
compartment. Their ventilation number and position of such time of loading. Again, ventilation
requirements may differ, resulting channels, and these should be details should be documented for
in damage to one or other of the followed accordingly. each hold.
products in spite of normal
STANDARD CARGO
SETTING THE STANDARD FOR SERVICE AND SECURITY
March 2011
BULK CARGOES –
HOLD PREPARATION
Chris Spencer: Director of Loss Prevention
AND CLEANING
Telephone: +44 20 3320 8807
E-mail: [email protected] INTRODUCTION
As part of the Loss Prevention programme, the Standard
Club publishes Standard Cargo series as a means of focusing on
best practices in the carriage of cargo.
This publication is aimed at helping masters, ships’ cargo officers,

shore superintendents and chartering managers understand the
requirements of hold preparation before loading bulk cargoes. Such
awareness will assist in preventing claims for cargo loss, cargo
contamination, additional survey costs, delay to ships, and in
preventing disputes over offhire and charterparty issues.
Preparation of a cargo hold is not just a question of sweeping, cleaning

or washing down the hold. There are a number of matters to consider,
and failing to adhere to good practice can result in substantial claims.
A lack of knowledge, often originating in chartering or commercial
departments, can also be the underlying cause of major claims.
The first reference source for the carriage of bulk cargo should be the
^ Coal loading International Maritime Solid Bulk Cargoes Code (IMSBC), issued by
IMO. It was revised and reissued in 2009. It is a requirement that a
copy of the Code should be onboard a bulk carrier, and the revised
Code is mandatory under SOLAS from 1 January 2011. Nothing in
this Standard Cargo guide is intended to differ from the advice given
in the Code, and the advice given in the Code should always be the
first point of reference. It has not been possible to include preparation
advice here for all bulk cargo, and the IMSBC should therefore be
consulted whenever any question arises.
^ Coal discharge
^ Washing down a cargo hold

IN THIS ISSUE 20 Various cargoes – hold cleaning requirements
3 Safety management system/operational guidance • Coke – general
3 Bulk carrier construction • Green delayed petcoke
• Hold structure • Met coke
3 Master’s duties • Bulk cement and clinker
• Anthracite coal
4 Deck officer of the watch/cargo officer duties
• Bituminous coal
5 Maintenance of holds • Bauxite
6 Safety • Manganese ore
6 Hold cleaning • Salt
a. Cargo contamination problems • Soda ash
b. Problems stemming from previous cargo • Sulphur
c. Cargo stain • Fertiliser
d. Rust, rust scale and paint flaking • Woodchips
e. Unsanitary conditions • After loading
f. Wetness • Before arrival
g. Odours
CASE STUDIES
h. Infestation
4 A – Cleaning holds – allow sufficient time or it will be costly
8 Surveyors’ inspection requirements
5 B – Keep a vigilant cargo watch – this cannot be overemphasised
9 Hold cleaning in bulk carriers – grain
6 C – Good inspection and maintenance at dry docking is
• Hospital clean
cost-effective
• Grain clean
• Normal clean 8 D – Remove all loose paint and rust scale
• Shovel clean 17 E – Grain cargo, wet and heat damaged
• Load on top 18 F – Grain cargo – the cost of failing an inspection
11 Hold washing-down 20 G – Petcoke clean – using shore cleaners. Know what’s going on
12 Use of chemicals 23 H – Loading cement – make sure you clean up after loading
• Prewash chemicals
• Cleaning chemicals APPENDICES
• Limewashing 27 1 – Hold cleaning: Cleanliness guide – changing from one cargo

• Freshwater rinse to another
• Disposal of bulk cargo – wash down residues 28 2 – Hold wash cleaning matrix – non-grain bulk cargoes
• Washings containing hold cleaning chemicals 29 3 – Hold preparation checklist
15 Drying holds 30 4 – Australian stowage requirements for vessels loading grain
15 Bilge wells
15 Bilge line testing
16 Internal water ingress
16 Paint systems
17 Fumigation
19 Hold inspection
19 Chief officer inspection
19 Reasons for failing hold inspections
20 Hold cleaning equipment
2
SAFETY MANAGEMENT SYSTEM/
OPERATIONAL GUIDANCE
All bulk carrier officers should have clear guidance and
instructions available onboard their ship. There should be guidance on:
• preparation of holds
• carriage requirements of bulk cargo
• safety aspects of bulk cargo carriage etc (liquefaction, heating,
hazardous gases, oxygen depletion, entry into enclosed spaces)
The commercial and chartering departments are critical in getting the

hold cleaning process right. If the problems that the master and ship
face are not fully understood and the ship is asked to do the
impossible, accidents and claims will result. The operational
guidance given in the safety management system should address
this issue. ^ Hold ladders should be in good condition ^ Hold ladders should be in good condition
The latest revision of the International Maritime Solid Bulk Cargoes

Code, issued by IMO (2009) must be onboard.
BULK CARRIER CONSTRUCTION

Bulk carriers come in all sizes, from the smallest ships of only
a few hundred tons deadweight to the largest of over 360,000 tons,
340 metres or more in length, 63 metres in beam and with draughts
of 23 metres. Many of the problems relating to hold preparation are
common to all bulk carriers. However, the size of holds in capesize,
panamax and handysize bulk carriers do present problems when
changing cargoes.
There are cargoes that stain; for example, petroleum coke (petcoke)
requires the holds to be cleaned very well after carriage. Some
cargoes require the holds to be ‘grain clean’ or ‘hospital clean’ (for
example, silver sand which is used for making glass), and some
cargoes require all traces of the previous cargo to be removed. ^ Hold ladders should be in good condition
Hold structure MASTER’S DUTIES

The conventional bulk carrier has a box construction with large frames, The master will be given voyage orders as part of the
usually smooth hopper sides fore, aft, port and starboard. The charterparty agreement. He will be advised to present his ship at a
underdeck and coaming frames are situated high up and are often port within a laycan that may require the ship’s holds to be cleaned
impossible to get to physically, as are the high ship side frames. to a certain standard. That standard in the voyage instructions or
These frames can retain traces of old cargo: corrosion, scale and charterparty should be clear and unambiguous. Those instructions
residues of previous cargo can collect and fall, and contaminate the should also be within the capabilities of the ship and resources
next cargo. onboard. If the instructions cannot be carried out because of, for
example, voyage limitations in time or weather, then the master should
Some bulk carriers, including many smaller coastal-type ships, inform the owners and charterers so that alternative arrangements
are built with box holds. This means that the hold sides are ‘boxed’ can be made. The master has an obligation to deliver the cargo in
in with smooth steel sides, making discharge and cleaning much the same apparent condition as loaded.
easier as there are no frames. These box holds, however, often have
adjacent ballast tanks that may be prone to water leakage through The master should not succumb to taking risks to comply with the
grab damage. charterparty instructions if the safety of the ship or personnel is put
at risk.
The ship structure, including ladder rails, stanchions, rungs and pipe
protection fittings, can become damaged during discharge. Any such Where there is a requirement to load to a stringent or high standard
damage should be noted and repaired on a continuing basis so that of cleanliness, masters of ships with generally poor to moderate
steel fittings torn from the ship’s structure by grabs or bulldozers do condition of holds should be particularly alert to report the nature of
not contribute to cargo contamination. This can also result in damage the hold condition to owners. To upgrade a hold from poor condition
claims to shoreside discharging and conveyor machinery and to one clean enough to receive a grain cargo requires considerable
equipment. The sheer size of the holds is a factor that often prevents time and resources. The task should not be underestimated.
a good hold-cleaning operation from being performed. Otherwise, holds can be failed, cargo contamination claims can
arise and charterparty terms can be violated.
In addition, the following can cause contamination of the next cargo:
The master should:
• grab damage to steel fittings and protection brackets
• loose bulkhead or tank top rust scale increased by damage from • clarify instructions if necessary
grabs or cargo • make sure that he is aware of the extent of the required
• grab damage to hold ladders or hold fittings hold cleaning
• tank top and ballast side tank integrity jeopardised by grab damage • ensure that correct equipment and materials are available onboard
• tank top, double bottom and side tank access lids damaged by • advise charterers of the hold cleaning schedule and progress
bulldozers and grabs • keep records of hold cleaning progress (weather and work logs)
• consider sending photographs of the cleaned holds to the
charterers and owners on completion or where difficulties arise,
as this can be helpful
3
CASE STUDY A – CLEANING HOLDS – ALLOW SUFFICIENT TIME OR IT WILL BE COSTLY
A 24-year-old panamax bulk carrier was chartered out for a did not use high-pressure wash-down guns; and used only cold
single voyage time charter to load barley in a Black Sea port in the water without chemicals.
Ukraine. The voyage orders from the head charterers gave the
following instructions to the master based on the charterparty terms. The charterers decided to send the ship to another port for another
cargo, and a day later, the grain surveyor again found the holds unfit
“On arrival at the load port, vessel to be clean, swept/washed, dried to carry cargo. Another set of shore cleaning gangs came aboard to
and ready in every respect and in all compartments to receive clean the holds and three days later, the holds were finally passed as
charterer’s cargo to local surveyors’ and/or competent authorities’ clean and dry, and ready to load. It is worth noting that even on the
satisfaction – failing which the ship to be offhire and owners to take survey which the ship passed, there was evidence of petcoke
immediate steps to expedite cleaning as fast as possible including staining on the hold bulkheads.
the use of shore labour. If ship fails inspection the bunkers consumed
and extra directly related costs to be for owner’s account until ship The claim from the charterers was that the ship was not ready to load
has been passed in all loading holds.” under the terms of the charterparty and that there was a loss
because the first cargo of grain could not be loaded. The claim
The ship left the last port having discharged a cargo of petcoke. The amounted to some $400,000.
voyage to the next loading port was four days. Poor weather
hampered the hold cleaning by the crew. It is evident that for a ballast A benchmark for considering a ship grain clean is given by the US
voyage of this short duration, taking account of the age, size of ship Department of Agriculture: “To be considered fit the holds must be
and the last four cargoes, four days to carry out hold cleaning ready clean, dry, free of odour and infestation, and otherwise suitable to
for grain was not going to be sufficient. The master advised the receive and store grain insofar as the suitability may affect the quality,
owners of this fact. The sequence of the previous four cargoes had quantity or condition of the grain.” (This definition is similar to that of
been petcoke, coal, coal, bauxite. As a guide, with a normal crew the National Cargo Bureau.)
complement who are experienced, organised and have the correct
equipment, it will take one day to clean a hold of a panamax bulk LESSONS:
carrier, although drying the holds will obviously take longer and will • owners’ chartering departments should have a good
normally require the hatch lids to be opened to air. Holds with understanding about what can practically be achieved in hold
previous cargoes such as petcoke or bauxite may take longer to cleaning and having the ship ready to load
achieve a grain clean condition. The cleaning time will also be longer • owners’ operations departments should be consulted by their
if the vessel encounters heavy weather, if access to the deck is chartering departments as to the condition of the ship and the
restricted, if hatch covers cannot be opened or if the use of crane or time required to get the holds cleaned
davit winches to lift out cargo residue is restricted. • owners’ operations departments should have a good
understanding of what is required in terms of personnel and
An inspection took place on arrival at the load port and all seven equipment to carry out an efficient hold cleaning operation
holds were rejected because of the presence of residue and dust • owners’ management should train personnel and institute
from previous cargoes, and remaining water in the holds and bilges. guidelines for chartering departments about hold
cleaning procedures
The following day, shore cleaning gangs attended the ship and six • masters must take a robust stand when asked to carry out hold
days later, the ship was again presented to the surveyor. Again, the cleaning operations that are patently unrealistic. Masters should
ship failed for similar reasons plus the fact that loose rust scale was not be forced into taking undue risks over hold cleaning in trying
present on the tank top. It was found that the cleaning gangs did not to comply with unrealistic laycan dates
have sufficient personnel or equipment (15 persons for a 24-hour • masters should ensure that good records, with photographs,
operation, when 30 people would have been more appropriate); they are maintained for hold cleaning operations, particularly for
sensitive cargoes
DECK OFFICER OF THE WATCH/CARGO OFFICER • monitor the discharge to ensure that the grabs and bulldozers are
DUTIES not causing damage to the holds, tank tops and frames. Rough
During the cargo watch, as well as the normal duties or bad grab or ‘dozer’ handling should be reported to the terminal
expected of an officer of the watch (OOW), the cargo officer should: authority and stopped
• OOW should remain especially vigilant where cargoes are
• monitor the ballasting operations sensitive to water damage
^ Finishing the discharge of an iron ore cargo ^ Cargo of urea contaminated by paint and rust scale flakes from hatch cover underside
4
CASE STUDY B – KEEP A VIGILANT CARGO WATCH • hopper sides and indents paint coating: damaged areas to
– THIS CANNOT BE OVEREMPHASISED be repaired
A ship loaded a full cargo of aluminium hydroxide in Australia • attention to tank top damage and indents
for discharge in the USA. The ship was equipped with box holds, • tank top double bottom or side tank access lid damage. If double
which allowed for easier cleaning and inspection before loading. bottom lids are removed to inspect the tanks, they must be
properly refitted. The condition and the fitting of the gaskets
At the discharge port, at the same time as the ship was being must be checked by a competent person, and nuts should be
unloaded, seawater ballast was being taken onboard. It was later screwed down securely and pressure-tested before the next
found during the discharge that 500 tonnes of the cargo was water cargo is loaded
damaged by the ballast, which was confirmed to come from a hole • hold ladders, platforms and hand rails should be in a sound and
measuring 100mm x 20mm in the hold/ballast tank steel plating. safe condition
The hole was most likely to have been caused by stevedore grab • checks on hold piping, air vent and water ballast sounding lines,
damage in the discharge port. and piping protection brackets
• bilge wells, including bilge covers, strum boxes, and bilge well
The cost of damage to the cargo was put at around $150,000. valves, including non-return valves should be in a clear and sound
condition. Bilge systems are an increasing cause of wet damage
LESSONS: cargo claims. Non-return valves must be checked to ensure they
• cargo watch on deck should monitor stevedore grab handling are fully operational. They should be included in the planned
and damage. Crane drivers should be advised to take care not maintenance system and formally checked every three to four
to damage ship structure months, operations permitting. Bilge lines should be blown back
• cargo watch on deck should monitor ballast operations to confirm the effectiveness of the valves
• cargo watch on deck when the ship is carrying water-sensitive • bilge high-level alarms should be checked
cargoes should identify the potential for water to leak from a • lights and light fittings should be checked as operational. There
crack or damage in the hold plating following grab damage have been claims, including some of high value, where the ship
• consider gravitating ballast, to reduce pressure on ballast and the cargo have been in jeopardy after the hold lights were left
tank structures on and/or the lighting wiring was in poor condition, leading to fires
• a rigorous sounding regime should be maintained in port in the cargo hold or the ladder trunking. All hold lighting circuits
should be disarmed prior to loading.
MAINTENANCE OF HOLDS
Hold maintenance should be included in the ship’s planned
maintenance as part of a formal inspection and defect reporting
system. In addition, after every discharge and after each cleaning,
holds should be formally inspected by a competent person. This
inspection should be recorded, with photographs. This record of the
hold status is useful for providing a specification for repair and for
dry-dock periods.
Planned maintenance system and hold inspection regime

to include:
• holds framing – damaged and ‘tripped’ brackets
• hold bulkhead coatings – to be in an acceptable condition as
required by owners and by the particular trade
• condition of hatch covers, trackways, compression bars, channel ^ Hold lights left on can cause fires in bulk cargo
drainage, hatch rubbers, cross and side cleats. Hatch drain valves
should be operational After each cargo hold is cleaned and prepared a formal
• hatch and hold vents and watertight lids, including access hatch inspection should be undertaken as detailed above.
lids, to be in a sound condition, with undamaged rubber packing
and closing cleats and dogs to be operating freely Fire fighting systems – if fitted
• fixed hold fire extinguishing systems, such as CO2 lines, should
be blown through with compressed air and checked to ensure
they are free of dust and debris
Defects should be repaired promptly. All tank or hold damage that

affects the hold integrity must be repaired. This includes side and
double bottom fuel and ballast tanks.
^ Maintenance of hatch cover vents is essential
^ Check the tank top indents after discharge and after cleaning
5
CASE STUDY C – GOOD INSPECTION AND SAFETY
MAINTENANCE AT DRY DOCKING IS COST-EFFECTIVE Hold cleaning, and operating high-pressure water wash guns
In 2008, a 20-year-old panamax bulk carrier loaded a cargo at sea in a moving ship, is a hazardous operation. All personnel must
of cement in Taiwan for the USA. The ship was not loaded to her be trained and clearly advised as to their tasks. A permit to work
marks and for some reason, the master considered it necessary system should be operating and a ‘tool box’ talk should take place
to take additional water ballast for the voyage across the Pacific. before work begins.
During the voyage, it was decided to carry out a ballast water
exchange as provided for in the ballast management plan. These safety concerns should be addressed:
This ship’s double bottom ballast tanks were connected with the • hold cleaning operations to be authorised by master and chief
upper wing tanks by a ballast trunking. Therefore, the upper wings officer. Bridge to be contacted and kept informed
had to be filled through the double bottoms, pumping ballast water • work permit system in place
up the ballast trunking into the upper wing tanks. • master should carry out risk assessments in poor weather
(enclosed space precautions to be taken in closed hatches)
During the ballast water exchange, water seeped into one of the • all personnel to wear correct personal protective equipment (PPE)
holds containing a full cargo of cement, through a corrosion hole • all personnel to be aware of the dangers and of their duties
in the trunking between the double bottom and the upper wings. • only experienced and trained crew to use high-pressure wash guns
It was found the next day after filling the upper wing tanks that one • airlines and hoses should be in good condition
ballast wing tank was not full – so more ballast was pumped in. • if chemicals are used, safety data sheets must be consulted and
There was no consideration given as to why the upper wing tank precautions taken
had become slack. • all equipment to be checked before use and confirmed to be in
good condition
On arrival at the discharge port, the draft survey appeared to show • all ladders and accesses to be in sound condition
that there was more than 1,000 tonnes of ‘cargo’ onboard than • all portable ladders to be properly secured
loaded. Of course, this was not the case and that extra weight was • proper lighting to be used
seawater ballast in the cargo hold. The 1,000 tonnes of seawater • proper communications to be available between those in the hold,
and 11,000 tonnes of cement combined to make a substantial on deck and on the bridge
‘cement box’. This cement lump in the hold took over six weeks to • lifting equipment must be in good condition
dig out and the claim amounted to more than $2m, excluding offhire
and ongoing ship operation costs. HOLD CLEANING
Before loading a bulk cargo, the master has usually to declare
It was found that there were no: that the ship is ready to load as per the charterparty requirements
and charterer’s and owner’s instructions. Copies of the charterparty
• proper ballast tank inspections undertaken under the planned should be placed onboard so that the master is able to see exactly
maintenance system what are the ship’s obligations. The master can have this declaration
• proper checks during the voyage of the ship’s watertight accepted only when the holds have been inspected and accepted.
integrity. Daily tank and bilge soundings must be maintained For this to happen, the master needs to know how clean the holds
• understanding of the risks associated with pumping seawater have to be to meet the charterer’s requirements. This will depend on
ballast under pressure when carrying a water-sensitive cargo the previous cargo, the next cargo, local regulations and specific
• proper instructions and guidance to the masters and cargo interest requirements.
officers about cargo carriage – neither in the ISM nor
operational procedures
LESSONS:
• proper, diligent and recorded ballast tank inspections must
be carried out and form a part of the ship’s planned
maintenance system
• ballast tank inspections should form the basis of a dry-docking
defect list
• a proper system of inspections and checks must be carried out
to assess the integrity of ballast tanks after hold cleaning and
during the ballast voyage
• bulk carrier inspections should include all parts and areas where
water ballast can get into cargo holds: bilge systems, manhole
covers, and tank top and bulkhead welds
• proper guidance should be given to masters and officers with
^ Hold with bauxite stains
respect to cargo carriage and ballast water management
• advice and training should be given that pumping ballast can
cause extreme pressures on the tank structures and fittings
such as manhole lids, even when tanks are fitted with class-
approved air vents. Consider only gravitating water ballast so as
to reduce pressure on the tanks and manhole lids
• ship’s procedures should always include rigorous checks on the
ship’s watertight integrity, including daily tank and bilge
soundings, bilge alarm tests, checks on sounding pipe caps and
inspections of spaces not often visited, including cofferdams and
void spaces
^ Hold cleaning using a maxi-jet wash-down hose
6
^ Hold cleaning with maxi-jet hold cleaning equipment ^ Residue of previous ore cargo caught in the frames
c. Cargo stain
Cargo stains are not acceptable if they rub off and risk contaminating
the next cargo.
Surveyors give coal and petcoke stains particular attention because

these can blister and peel the paint work if the hold starts to sweat.
Action: Coal and petcoke stains can be removed by using spray jet
systems for applying chemicals from the tank top. The choice of
chemicals must be carefully considered, as odour and caustic effects
will affect the next cargo. High-pressure cleaning can be used to
access small areas in the lower parts of the holds.
^ Reaching into the corners to clean residue cargo in the upper frames
a. Cargo contamination problems

Whatever the previous cargo, all holds should be swept clean, and
loose scale and rust removed. When reloading the same cargo
commodity, there is a tendency to leave the holds unswept. In
general terms, this is not good practice since the residual cargo can
hide damage to the hold or tank top. Traces of previous cargoes,
such as sulphur, sulphur traces in coal cargoes and some fertiliser
cargoes may corrode bare steel plate.
It is recommended that holds are swept clean after every cargo and
the residues removed or, if reloading the same cargo type, placed to
one side so that a tank top and hold inspection can be carried out. ^ Paper pulp with petcoke staining
Large amounts of cargo remaining onboard may not only cause
outturn problems, but hide damage to the tank top plate. d. Rust, rust scale and paint flaking
All areas affected by rust and flaking paint will be checked by the
The level of cleanliness of the hold required will vary from port to port, surveyor. The holds will be declared unfit if loose rust or paint flaking
and shipper to shipper. As a general rule, if nothing specific is stated, is found.
a double sweep, with a saltwater wash followed by freshwater wash,
is a sensible option. Action: Loose rust and paint flakes should be removed using
high-pressure air or water cleaning equipment. The areas are then
In order to avoid delays or offhire of the ship, hold cleaning requires to be cleaned and scraped.
proper planning.
b. Problems stemming from previous cargo

The holds will be declared unfit for loading if any residue of the
previous cargo, other debris or substances, dunnage residue
or a need for repair or hot work is found.
Action: Sweeping and removing all residues, followed by a thorough

wash-down using high-pressure air or water cleaning equipment.
7
e. Unsanitary conditions
If a hold is found to contain animal filth, bird droppings, faeces or
sewage, it will be rejected.
There must be no evidence of rats or rat droppings. If this is

suspected, specialist assistance and probably fumigation will be
required by the local authorities who should be notified accordingly.
Action: Holds must be thoroughly checked and any unsanitary

conditions treated appropriately. If any sewage is found, it must be
identified and the source found. It should be stored onboard properly
before being discharged ashore.
f. Wetness
All holds must be dry. If the holds contain water or leaking water, the
vessel will be declared unfit. Bilges and bilge wells must be dry.
^ Surveyor scraping off loose paint

Action: If water remains in the hold after a wash-down, it must be
mopped up or air-dried. If water is leaking into the hold, steps must
be taken to repair the leak.
CASE STUDY D – REMOVE ALL LOOSE PAINT AND
RUST SCALE
g. Odours
In 2009, a two-year-old bulk carrier with boxed holds loaded
All grain storage areas must be odour-free. This includes odour from
a cargo of granular urea in bulk from the Caribbean for discharge in
paint and cleaning chemicals.
a European port. At the load port, the holds were initially failed for
cleanliness because of excessive paint and rust scaling on the tank
Action: Hatches must be left open, weather permitting, so fresh air
tops, and residues and staining from the previous clinker cement
can circulate, or ventilation can be used if fitted, in the affected area.
cargo. The holds required additional cleaning and after 24 hours,
Time has to be allowed to remove odours.
they were passed as clean.
h. Infestation
At the discharge port, the cargo was discharged and when
Holds will be declared unfit to load grain if three or more insects,
inspected in the warehouse, it was found to be contaminated by a
dead or alive, are found in one hold. The holds will also be declared
considerable quantity of small pieces of paint and rust scale. Some
unfit if larvae or unhatched insect eggs are found. Under the
of the rust scale was as large as 2cm square and was clearly
Australian Quarantine Inspection Service rules, there must be no
identified as coming from the ship’s holds. A dispute therefore arose
bugs: any found will result in the hold failing the cleanliness survey.
between the shippers and receivers of the cargo.
Action: Holds may need to be fumigated prior to being accepted.
LESSONS:
This can be a costly and time-consuming operation. Special attention
• proper resources (time, personnel and equipment) must be
must be given to exposed areas such as under hatch covers, hatch
placed onboard to carry out cleaning and maintenance, and
coamings, access ways and bottom areas of the bulkheads, slopes
prevent claims. Proper planning and support by management
and tank tops.
chartering and operational departments to allow time for
cleaning holds will prevent claims
All adjacent spaces to the holds, (for example, mast houses and
• proper instruction and guidance from the company on the level
storage spaces) should be inspected to ensure that they are also
of cleaning necessary will prevent holds being rejected because
infestation-free.
of poor cleanliness
• regular maintenance of holds is necessary to ensure that rust
scale is removed and coatings remain in good condition. This will
prevent delays and avoid holds being rejected as unfit SURVEYOR’S INSPECTION AND REQUIREMENTS
• proper inspection and management from ashore will reduce Prior to loading grain, all ships are usually subject to a survey
these problems by an approved independent surveyor. The surveyor will require
the ship’s particulars, and details of at least the last three cargoes
carried. He will then inspect the holds for cleanliness and infestation,
and the presence of any material that could lead to infestation
or contamination.
When the surveyor is satisfied, he will issue the ship with a certificate
to confirm that the holds are clean. However this is not a guarantee
that the holds are perfectly clean and that no cargo claim will result.
^ Loose rust scale will result in the hold failing the cleanliness survey
8
HOLD CLEANING IN BULK CARRIERS – GRAIN Grain clean
In the dry bulk trades, there are essentially five grades of The most common cleanliness requirement for bulk carriers is that of
hold cleanliness: grain clean.
1. hospital clean, or ‘stringent’ cleanliness The usual instructions a master of a tramping conventional bulk carrier
2. grain clean, or high cleanliness will receive, particularly if his ship is unfixed for next employment, is
3. normal clean Clean to grain clean on completion of discharge. This guideline
4. shovel clean is aimed at the majority of bulk carriers engaged in the carriage of
5. load on top ‘usual’ bulk cargoes in conventional ships, which are cleaned to a
grain clean standard. As noted above, there are certain cargoes,
Hospital clean is the most stringent, requiring the holds to have such as kaolin, which require the higher standard of cleanliness
100% intact paint coatings on all surfaces, including the tank top, or hospital clean.
all ladder rungs and undersides of hatches.
The standard of hospital clean is a requirement for certain cargoes, The industry accepted definition of grain clean is provided by the
for example kaolin/china clay, mineral sands including zircon, barytes, National Cargo Bureau (NCB).
rutile sand, ilmenite, fluorspar, chrome ore, soda ash, rice in bulk,
and high grades of wood pulp. Generally, these high standards of “Compartments are to be completely clean, dry, odour-free, and
cleanliness will only be met by vessels trading exclusively with such gas-free. All loose scale is to be removed.”
cargoes. It will rarely be required in the tramp trades.
The definition is clear:
1. all past cargo residues and any lashing materials are to be

removed from the hold
2. any loose paint or rust scale must be removed
3. if it is necessary to wash the hold, as it generally will be, the
holds must be dried after washing
4. the hold must be well ventilated to ensure that it is odour-free
and gas-free
What is ‘loose scale’? It is important to differentiate such scale from

oxidation rust (i.e. light atmospheric rusting). Loose scale will break
away when struck with a fist or when light pressure is applied with a
knife blade or scraper under the edge of the scale. Oxidation rust will
typically form on bare metal surfaces but will not flake off when
struck or when light pressure from a knife is applied.
^ To be accepted for some dry bulk cargoes, the holds need to be hospital clean Generally, the presence of hard-adhering scale within a hold is
acceptable in a grain clean hold. The scale should not fall during the
voyage or during normal cargo operations.
Grain clean is the most common requirement. A ship will be required
to be grain clean for the majority of bulk and break bulk cargoes,
Countries apply different standards to what constitutes an acceptable
such as all grains, soya meal and soya products, alumina, sulphur,
amount of loose scale or loose paint. While in some countries, no
bulk cement, bauxite, concentrates, and bulk fertilisers. Some ports
such material is permitted, the United States Department of Agriculture
and shippers may allow a different standard of cleanliness.
permits a single area of loose paint or loose scale of 2.32 sq m, or
several patches that in total do not exceed 9.26 sq m, before a hold
Normal clean means that the holds are swept clean, with no residues
is deemed to be unfit. In practice, the hold should be free of loose
of the previous cargo, and washed down (or not, depending on
scale as each surveyor’s interpretation of the required ‘standard’
charterer’s requirements), that is, cleaned sufficiently for taking
may vary.
cargoes similar to or compatible with the previous shipment.
Shovel clean means that all previous cargo that can be removed with
a ‘Bobcat’ or a rough sweep and clean with shovels by the stevedores
or crew. The master should clarify what standard is expected.
Load on top means exactly what it says – the cargo is loaded on

top of existing cargo residues. Usually, this means ‘grab cleaned’.
This standard will commonly be required where a ship is trading
continuously with the same commodity and grade of that commodity.
This will typically occur when a ship is employed under a Contract of
Affreightment to carry, for example, a single grade of coal over a
period. With such a trade, there is no commercial need for holds to be
cleaned between successive cargoes, and each cargo is simply
loaded on top of any remaining residues from the previous cargo.
With load on top, guidance may be necessary for the master on
any cleaning requirements, including the use of bulldozers and
cleaning gangs. ^ Flaking paintwork under the hatch coaming can result in a hold failing the grain survey
9
^ These holds are unlikely to pass a grain survey, as they are heavily pitted with rust scale ^ Residue of previous cargo will result in the hold failing the inspection to load grain
and embedded with coal staining
^ Loading grain ^ Hold of a bulk carrier that is grain clean and ready to load
^ A full cargo of grain ^ Hold of a bulk carrier that is grain clean and ready to load
10
Swept clean or shovel clean
The quantity of cargo residues remaining in a hold at the completion
of discharge may vary considerably, for a variety of reasons. The
master may have control over some of these; for example, after
discharging a steel cargo, it may be possible to persuade the
stevedores to remove lashing materials, which will greatly assist the
crew in their hold cleaning. Often a charterparty will specify that the
ship is to be redelivered ‘swept clean’ or ‘shovel clean’. If it is ‘swept
clean’, the stevedores at the discharge port should sweep the holds
before completion of discharge in order to minimise the remaining
residues; if it is ‘shovel clean’, the stevedores need do no more than
discharge cargo that can be easily accessed with a mechanical
shovel or a Bobcat.
^ Stromme Maxi-Gun wash-down gun with 7-10 bar of air pressure giving approximately
100 tonnes of water an hour. This is suitable for cargoes such as cement and petcoke
If a ship is redelivered with holds that are shovel clean, several tonnes
of cargo, might remain in each hold. This must all be swept up by the
crew and brought on deck for disposal as permitted. Hold cleaning Depending on the nature of the previous cargo, this wash-down may
and cargo removal might take weeks, depending on the amount be sufficient. With certain cargoes, residues or staining may remain
remaining onboard and available resources. even after a thorough wash-down. To remove these, it is necessary
to use targeted chemicals.
During the sweeping operation, care should be taken to ensure that:
For cargoes such as coal and petcoke, which leave staining, it is
1. any residues that may be trapped in places such as accessible often necessary to use heavy-duty alkaline detergents, which are
pipe guards, access ladder trunkings, behind frames and frame applied as an emulsion, need time to take effect and are rinsed away
knees, are removed with seawater. More than one application will be needed to remove
2. hatch cover undersides, if not boxed in, are swept to remove any stubborn stains. If using chemicals for cleaning, reference should
residues that have accumulated under the covers be made to the safety data sheet concerning safety precautions
3. hatch coamings, hatch trackways, hatch access ladders and and handling.
internal ladder spaces are cleaned
4. during this sweeping process, the hold bilge wells should be A common test in countries including the USA and Australia is for the
opened and cleaned to remove any residues that may have fallen surveyor, wearing light-coloured gloves, to run his hand across the
into them hold bulkheads. If there is any discolouration of the gloves, the hold
fails the cleanliness survey.
The parts of the hold that crew can access for cleaning may be
limited, particularly in the larger handymax, panamax and capesize For cargoes such as cement and cement clinker, which often leave a
ships, because of the dimensions of the holds. Some high-level sheen of residue on surfaces such as the sloping plates of the upper
access may be possible only with scaffold towers, if these can be hopper tanks, it is necessary to use diluted acids to remove those
safely rigged. Even with such equipment, there will still be areas that residues. The most common acid is hydrochloric acid, which is also
are inaccessible. known as muriatic acid. The diluted acid is applied directly to the
residue, given time to take effect and then rinsed away. Where
HOLD WASHING-DOWN residues are tenacious, many applications of acid may be required or
Once sweeping and removal of the residues has been the residue may have to be physically scraped away.
completed, the next task with most bulk cargoes is to wash down
the holds and hatch covers with seawater. When scale and rust has been removed by a high-pressure water
wash, it is prudent to check the holds a few days later, since water
This seawater may be delivered from hoses at the pressure supplied caught behind paint and scale can later dislodge rust scale. The
by the deck fire main, or from enhanced delivery systems such as holds in any event should always be checked again before arrival at
the Stromme Combi-Jet or Maxi-Gun. The Combi-Jet is capable of the load port to ensure that no previous cargo residue has been
delivering a water jet over a distance of 30m to 40m, while the dislodged by the ship’s movements and vibrations.
Maxi-Gun delivers to a range of 60m to 80m.
Steel-plate manhole covers should be removed to allow access to
When washing down, the crew should take care to ensure that the the lid recess below, and container fittings on the tank tops, ladder
upper reaches of the holds are washed thoroughly to dislodge any recesses and platforms must be thoroughly cleaned.
residues that may be trapped in the upper structure, behind pipe
guards, on cross deck structures, etc. This is particularly important
in parts of the hold that are physically inaccessible. During the
wash-down, loose paint or rust scale will be dislodged, particularly
where the water is delivered by an enhanced delivery system such
as a Combi-Jet or Maxi-Gun.
^ Cleaning under the coaming ^ Cleaning under the coaming
11
^ The Stromme Maxi-Gun provides powerful cleaning from tank top level ^ Applying the prewash
^ Hold cleaning after carriage of a petcoke cargo ^ Applying the prewash
USE OF CHEMICALS
Any discolouration of the hold coating can easily become
permanent if not properly cleaned after each, or every second, cargo.
The use of chemicals is becoming more common. Studies have

indicated success in protecting the paintwork (and thereby allowing
easier cleaning of cargo residue), breaking down the cargo residue,
or cleaning and degreasing after cargoes such as petcoke or coal,
ahead of a full seawater wash down. The chemicals should be
washed off before they can dry.
Prewash chemicals
The use of a prewash can protect the paint coating of the holds and
allow for a much easier cleaning after cargoes which are liable to
stain. The prewash coating is applied in the same way as the
cleaning chemicals (see below) and dries off as a clear protective
film. This is then washed off after discharge. Such prewash
chemicals are also known as ‘fat cargo slip’.
The prewash prevents the cargo adhering to the hold surfaces.

Prewash is less effective on rough, uncoated surfaces such as the
hold tank top. Application in a handymax ship takes about three
hours per hold. Prewash protects the paintwork and can reduce
time required for painting in preparation for the next cargo.
12
^ Applying the prewash ^ Applying the chemical after discharge and before full wash-down. Using a spray wet
foam allows the chemicals longer to dry and so has a better cleaning effect
^ High-pressure water cleaning of a small bulk carrier hold with a height of 8m, ^ Loose rust and scale must be removed
after a cargo of road salt
Cleaning chemicals
There are a number of products available and the manufacturer’s
instructions for mixing proportions and the safety precautions should
always be followed. If the recommendation is to use only freshwater
to apply the chemical, this should be followed, otherwise the
application may be ineffective. Equally, without use of the proper
equipment, the application may not work.
The chemicals are usually applied using special equipment including:
• chemical tank
• mini-jet with air pressure of about 7 bar
• lance with foam nozzles and extensions
• personal protective equipment (PPE)
After leaving the applied chemical on the bulkhead for a prescribed ^ Using the chemical cleaning lance
time, the chemicals are washed off using a full seawater wash.
The operation should always be finished with a freshwater wash.
Always check the manufacturer’s guidance on compatibility with

paint systems. Always check with the charterer and/or shippers
regarding compatibility with the next cargo.
13
Lime application: The mixture is to be applied with a roller or a
spray to a height as calculated by the stowage factor. A thicker coat
Aluminium foam lance
for alkaline cleaning is then applied to those parts of the hold lacking good paint covering,
such as the tank top. Special attention paid to areas behind frames
and to inaccessible places. No bare metal should be visible.
Sometimes a second coat may be applied if, during drying, rusting is
visible through the limewash, as this may stain certain cargoes.
Stainless lance for
acid cleaning
Lime coating removal: Use high-pressure water washing and
possibly caustic or citric acid cleaning chemicals.
Hold block: The supplier should be consulted for the application

rates, which depend on the hold condition. The hold block is easily
removed using the manufacturer’s hold wash.
Freshwater rinse
Once the wash-down is judged successful and all residues have
Pump
been removed, the holds and hatch covers should be rinsed with
freshwater to remove any dried salts that have become deposited
From ship’s in the hold structure as the seawater previously used has dried.
air supply
The degree of a freshwater rinse or wash depends on the nature of

the next cargo to be loaded.
Limewashing
Hold structures must be protected against aggressively corrosive Some shippers. surveyors, or terminals, for example, when loading
cargoes, for example salt and sulphur. Limewashing is used as a fluorspar, will carry out a silver nitrate test to ensure that the hold is
protective coating before loading such cargoes. Limewashing is a free of all salt deposits.
physical barrier application – so the thicker it is, the better the
protection, but the more difficult it is to remove. If the following cargo is to be steel, it is important to remove all
chlorides in the hold as any sweating may produce saltwater, which
Effective barriers against corrosive cargoes are: could affect the steel.
• paintwork in good condition Disposal of bulk cargo – wash down residues

• limewashing Care should be taken when disposing of both cargo residues and
• hold block wash down water to ensure that the requirements of MARPOL 73/78
Annex V are strictly followed.
The more intact the paintwork, the less limewash or hold block
is required. MARPOL 73/78 Annex V requires that all ships of 400gt and above
have an approved Garbage Management Plan and a Garbage
A typical voyage instruction for loading sulphur, for example, will be: Record Book. An amendment that came into force in August 2005
stipulates that cargo residues are treated as garbage. Cargo residues
“The ship to be presented for loading with holds clean/swept/dry/ that remain onboard after discharge are thus included in the definition
limewashed and free from residues of previous cargoes, suitable in of garbage, and need to be disposed of outside Special Areas (as set
all respects to receive bulk sulphur to the satisfaction of shippers out in MARPOL 73/78), and as far away from the nearest land as
and charterers. Hatch covers to be in a satisfactory condition to mandated by the MARPOL regulations. (“if it floats – outside of 25
ensure watertightness.” miles; if it sinks – outside of 12 miles”).
Lime (or calcium hydroxide) is manufactured from crushed and The Garbage Management Plan should include minimisation of cargo
powdered limestone. The problem with limewash is that it is difficult residue wash-down water and its discharge. Any cargo residues and
to remove, posing a similar problem to a light cement residue. An wash-down water disposals or discharges should be recorded as
alternative is ‘hold block’, which is a transparent and environmentally Garbage Category 4 in the Garbage Record Book, and the entries
friendly product. should include start and stop positions.
Lime mixture: prepare 200 litre empty drums with about 50/75kg of MARPOL 73/78 permits exemptions from these regulations where
lime plus 2.5kg of sugar. Fill the drum with hot or warm freshwater safety may be compromised.
and mix thoroughly. A handymax bulk carrier will use about 1,200kg
to 1,500kg of lime. For a ship without paintwork intact, 600kg of lime MARPOL ANNEX I – Regulations for the Prevention of Pollution by Oil.
can be used in a 10,000 cubic metre hold. The mixing quantities will
vary according to the condition of the paintwork and other factors. Annex V Reg. 1(1) of the Marpol Convention confirms that if a
The master should always ensure that he has sufficient lime onboard. substance is defined or listed in other Annexes then Annex V does
not apply. For a cargo such as petcoke which has a high
hydrocarbon content (you can see the oil sheen when washing down
this cargo), the hold washings would fall under the requirements of
Annex I and can only be discharged in compliance with it.
14
Annex I Reg 1(1) defines oil as “petroleum in any form including crude BILGE WELLS
oil, fuel oil, sludge, oil refuse and refined products…” It is customary to cover bilge well cover strainer plates with
Annex I Reg. 1(2) refers to oily mixture as “a mixture with any burlap and cement around the perimeter, or there may be a bolt
oil content”. down system. Some cargoes, such as zircon, andalusite, titanium
Annex I Reg. 2(1) states “Unless expressly provided otherwise, slag or chrome ore are contaminated by cement or cement dust. In
the provisions of this annex shall apply to all ships.” these cases, the burlap should be positioned using marine tape.
Therefore Annex I applies to all ships and hold washings containing Kraft paper can be considered for certain cargoes to prevent dust
petroleum products should be disposed of accordingly. and silt.
Unfortunately, the Annex is not completely clear and was not written
with petcoke or other hold washings in mind.
Annex I Reg. 9(1) “Control of Discharge of Oil” sets out that “any
discharge into the sea of oil or oily mixtures from ships to which this
Annex applies shall be prohibited except when the following
conditions for dry cargo ships are satisfied;
From a ship of 400 tons gross tonnage and above other than an oil
tanker and from machinery space bilges excluding cargo pump-room
bilges of an oil tanker unless mixed with cargo residue:
• the ship is not within a special area (see Annex I Reg. 10)
• the ship is proceeding en route
• the oil content of the effluent without dilution does not exceed
15ppm; and
• the ship has in operation equipment as required by Reg 16 of this
Annex”. This refers to 15ppm oily water filtering equipment which
is not fitted to dry cargo ships for use with cargo washings ^ Bilge plates covered with burlap and ready to load grain
Because of the large quantities of water used in hold washing and BILGE LINE TESTING
relatively low amounts of petroleum content the washings are unlikely One of the most important tasks in hold preparation is to
to exceed 15ppm; but it would be prudent to take a sample of ensure that the bilge wells, lines and valves are in a clean and
effluent and ensure that the content is less than the 15ppm, and then operational condition.
dispose of the washings in compliance with MARPOL – outside of 25
miles and not within a Special Area. The bilge lines must be tested by a competent person (under the
supervision of the cargo officer) to ensure that the non-return valves
Washings containing hold cleaning chemicals are functioning correctly and not allowing any flow back of water into
Such chemicals could in themselves be pollutants. If a substance the holds. The bilge high-level alarms must also be tested and
falls within Annex 1 (Oil) or Annex II (Noxious Liquid Substance), then confirmed as operational.
the washings will have to be disposed of according to the Annex
requirements. Check with the suppliers if in doubt.
Cleaning holds within, or close to, port limits may also require local
regulations to be followed with respect to the disposal of hold
washings. Always check with local agents. It may be necessary to
retain the washings onboard or dispose of them ashore using road
tankers or to approved facilities. Only approved companies should be
used for the disposal of hold washings, and the correct paper work
and receipts should always be retained for a minimum of two years.
DRYING HOLDS
When the wash-down is completed, the crew should mop up
any pools of water that may have collected in tank top indentations
and other areas. If the ship is fitted with mechanical ventilation, this
should be run to aid the drying process for the rest of the hold. Bilge
wells must be dry before being shown to a surveyor.
Almost inevitably, some ship sweat will form on the internal structure
^ Get to know your bilge and ballast system.
of the hold in the interval between completion of cleaning and the
hold inspection. Ship sweat should not in itself be a reason for holds
to fail an inspection. The inspector may require any excessive
quantities to be wiped dry during the inspection, but having satisfied
himself that the source of the moisture is ship sweat and not water
ingress, the surveyor should accept the hold as clean.
15
INTERNAL WATER INGRESS
Water ingress into the holds when carrying cargo is a
common cause of cargo damage. This can be the result of poor
hatch cover integrity, or water ingress back though the bilge and
ballast system.
• check the bilge and ballast/eductor system non-return valves

• check that high-level alarms are operational
• consider blanking off bilge and ballast lines if washing-down
empty holds when remaining holds contain water-sensitive
cargoes
• check the integrity of ballast and fuel oil tank manhole lids
• ships with holds that are also used for seawater ballast must have
the ballast lines blanked off and tank top manhole lids securely
fitted with gaskets in good condition
^ Check that bilge wells are clean and dry, and that strainers and strum boxes are
cleaned
^ Water ingress via a faulty bilge valve will cause cargo damage
PAINT SYSTEMS
The more glossy the paint, the easier it is to clean. Epoxy
^ Check that the bilge suction is operational coatings appear to be the most common paint used for holds.
If the holds need painting, sufficient time should be allowed to cure

and dry the paint. Unless advised otherwise by manufacturers, seven
days should be adequate in a well ventilated hold. Some cargoes
such as processed grains are susceptible to taint from uncured paint.
Stains from petcoke are difficult to remove from some types of

paints. The coke appears to be ‘burnt’ into the paint and a second
high-pressure cleaning with brushing is often required.
What you can do:
• reduce the impact pressure of the cargo on the sides of the hold
when loading, if possible
• use high-pressure washing with chemicals
• use cherry-pickers to give crew direct or closer access to the hold
sides (in port only)
• protect the hold paint before loading, with a prewash or barrier
^ Pneumatic non-return valve chemical. Check that such chemical is compatible with any food
stuff cargoes
16
FUMIGATION LESSONS:
Charterers and shippers may require the cargo to be Bilge and ballast systems
fumigated. If this is to be done during the voyage or before or after • ship officers should be aware of the way in which the bilge and
loading, full and clear instructions should be received from the ballast systems of their ship function. Many incidents are caused
charterers and shippers. These instructions should refer to product by a lack of knowledge of how the bilge and ballast and eductor
data sheets and the correct procedures and safety advice, application systems operate or where the bilge and ballast systems
dangers, method of handling, and requirements for personal protective are common
equipment and monitoring equipment. Refer to IMO Recommendations • bilge and ballast systems with remotely actuated valves should
on the Safe Use of Pesticides on Ships. Always carry out a be routinely checked to ensure that they are operating correctly.
risk assessment. Often, mimic boards indicate that valves are closed when they
are in fact open or partially open, and vice versa
A qualified fumigator should be engaged by the charterers when • test before each loading that high-level bilge alarms are
fumigation is to be done in port. fully operational
• it is recommended that hold bilge high-level alarms are fitted
All spaces should be padlocked and sealed to prevent anyone even if this is not mandatory
from entering the space. No-one should enter a space that has • regular, daily bilge and ballast sounding is good practice.
been fumigated until after it has been thoroughly ventilated. It is Always check the watertight integrity of the ship
recommended that an expert chemist declares whether the space is • bilge and ballast systems, including the effectiveness of bilge
safe to enter. If the cargo requires ventilation after fumigation, advice non-return valves, must be checked. These items should be
should be sought from fumigation experts in respect to crew safety. included in the ship’s planned maintenance system
• when water is found in the holds, systematic investigations must
be carried out immediately to identify where it is coming from,
CASE STUDY E – GRAIN CARGO, and support and advice should be given by shore management
WET AND HEAT DAMAGED • technical managers should be familiar with the systems onboard
A four-year-old bulk carrier loaded a part soya bean meal/ • Management of Change procedures on taking over a new ship
grain cargo at a South American port before proceeding to a second should include checking of the bilge and ballast systems
port to complete loading, for discharge in the Mediterranean.
Fuel oil tanks
After leaving the first load port, water was found in two of the cargo • masters and officers must be aware of the location of the heated
hold bilges. The ship was not carrying any ballast water. These fuel oil tanks
bilges were pumped out and the following day a similar quantity of • masters and officers should monitor the tank top temperature
water was found in the hold sounding pipes. This continued for a above the fuel oil tanks as this can affect the integrity of certain
few more days until the bilge lines were blanked off. cargoes – particularly grain cargoes
• fuel oil temperatures can be monitored on the fuel oil
At the discharge port, a surveyor investigated the cause of water transfer pumps
ingress into the cargo holds and concluded: • masters and chief engineers should manage the fuel oil onboard
to reduce heat damage to cargoes loaded in holds above heated
• a butterfly valve on the bilge and ballast pump line was faulty fuel oil tanks
and leaking • heat only fuel oil tanks in use
• all the pressure gauges on the eductor system were defective
• one of the non-return bilge suction hold valves could not close
properly because a rag was blocking the valve
• butterfly valves on the bilge line did not seat or close properly
• no non-return valve was fitted to one of the hold suction lines –
a defect that presumably stemmed from the time the vessel
was built
• there were no bilge high-level alarms fitted
On arrival at the discharge port, a significant amount of cargo was

found to be damaged. Not only was the cargo wet damaged, but it
was affected by heat. It was then established that in addition to the
damaged wet cargo, three of the cargo holds were located above
double-bottom heavy fuel oil tanks. The heavy fuel oil was being
heated via steam lines in the bunker tanks as is normal, but it was
found at the time of the survey that the steel tank top in these holds
was at a temperature above 50ºC, which was more than enough to
cause damage and even in danger of making the grains self-combust,
especially if damp or wet. It was also concluded that some of the
^ Soya bean meal damaged by wetness and heat
steam lines in the fuel oil double bottoms were defective.
The total cost of the claim for the damaged cargo amounted to
more than $300,000.
17
CASE STUDY F – GRAIN CARGO – THE COST OF
FAILING AN INSPECTION
A time-chartered, handysize bulk carrier was fixed to load
a full cargo of bulk grain. The previous cargoes had been cement
clinker, logs, concentrates, wheat, petcoke and sulphate. The hold
condition on arrival at load port was required to be:
“clean, swept, washed down by fresh water and free from insects,
odour, residue of previous cargo (incl. coal petcoke, clinker.)/loose
rust scale/paint flakes etc. dried up and ready to receive charterers’
intended cargo subject to shippers’/relevant surveyors’ inspection.
If the ship fails hold inspection by shipper/relevant surveyor, the ship
to be placed off hire until accepted in all holds, and any extra costs/
expenses/time included stevedores’ stand-by and/or cancelling
charges, therefrom to be for owners’ account”.
The grain was to be back-loaded at the same port as the clinker

^ Soya bean meal – discharge near completion with bulldozers in the hold
was discharged. On completion of the clinker discharge, the vessel
went to an anchorage for the holds to be cleaned. After some days,
the master sent a message to the voyage charterers advising that
the holds were clean and ready for loading. The charterers accepted
the notice, took delivery of the ship and hire commenced. After a
two-week delay, the ship was brought to the load berth and failed
the pre-loading grain inspection. The charterers advised that their
grain surveyor had identified loose rust, paint and previous cargo
residues in all holds and hatch covers, scale on the tank tops and
loose limewash on the bulkheads.
The vessel was placed offhire by the charterers, and the owners
were required to arrange hold cleaning. This required the use of
shore labour over several days. Equipment used included five
cherry-pickers and four water-blasting machines, requiring 18 men.
Cleaning costs were in the region of US$120,000.
There was a dispute between the charterers and owners over the
failure to inspect the ship while it was waiting for the berth and over
^ Soya bean meal – discharge near completion with bulldozers in the hold
a requirement that the tank tops needed machine scaling to remove
all rust scale, including hard scale.
LESSONS:
• management must take a close interest in hold cleaning
• take photographs
• officers must fully understand what level of cleanliness is
required for various cargoes
• an independent survey can be useful to confirm if the ship
is ready to load – particularly if there is a long waiting time
before loading
^ Loose scale must be removed from the tank top before grain loading
18
Chief Officer: notes and hints on surveyors’ inspection
1. non-government surveyors are usually paid for each job, not for
the time taken to do a job. Anything that speeds up a survey is
appreciated. So be prepared
2. the chief officer, boatswain and a crewman with a hand brush, hand
scraper and bucket should accompany the surveyor, so that any
spot cleaning can be carried out while the surveyor is in the hold
3. hatch covers should be at least halfway open if the weather looks
like rain; otherwise they should be fully open. The surveyor will
probably ask for cover sections to be ‘tented’ so that undersides
can be inspected. The inside of the hatch coaming will also be
inspected from the deck
4. ensure that the access hatches at each end of every hold are
open. The surveyor may go down the vertical ladder and walk
up the sloping ladder
5. bilge wells must be open for inspection
^ Using cherry-pickers to clean the undersides of the holds
HOLD INSPECTION
Time should be available after completing the hold cleaning
to repair any damage to the hold fittings and coatings, and for paint to
cure hard and for paint odours to dissipate after any touch-up repairs.
When holds are inspected, the master or chief officer should

accompany the inspector with two or three crew members bringing
brushes, shovels, rags and a bucket so that any minor problems that
the inspector finds can be immediately remedied while he completes
his inspection of that hold.
CHIEF OFFICER INSPECTION

On completion of hold cleaning, the chief officer should carry
out a ‘surveyor’s inspection’ in this way:
1. go down the vertical ladder, stopping to inspect the underside of ^ Residue of previous cargo falling into hold after hatches have been opened a few times
the upper deck and the hatch end coaming as soon as they
become visible. Look all round, using a strong torch if necessary, REASONS FOR FAILING HOLD INSPECTIONS
to check that all horizontal surfaces are clean. Proceed down the Most ships fail hold inspections as a consequence of cargo
ladder, inspecting the bulkhead on each side and the adjacent residues, loose paint or rust scale being found in the upper, less
parts of the ship’s sides accessible parts of the holds, or as a result of previous cargo debris
2. from the tank top, climb accessible pipe guards and inspect falling from the hatch covers during the ballast voyage. In order to
surfaces for residues and rust scale. Check behind frames, pipes avoid such failures, officers are advised to take every opportunity
and pipe guards. Walk around the sides and ends of the tank top, to clean the upper parts of holds and frames with suitable access
inspecting the bulkheads and ship’s sides. Walk over the tank top, equipment such as cherry-pickers. Alternatively, if it is safe to do so
listening for indications of loose rust scale grain, fertilisers and similar cargoes can be swept off the underdeck
3. climb the sloping ladder slowly, inspecting all visible surfaces. beams before the start of discharge.
Stop at the top, inside the hold, to inspect the underside of the
upper deck and the hatch end coaming This is of particular importance when trading to countries such as
4. check the insides of any deck houses for grain and insects. Australia, where the Australian Quarantine Inspection Service operates
Be aware that some crews have been known to collect grain a zero tolerance policy, under which detection of a single particle of
residues in sacks to sell at subsequent port calls. Storage of certain previous cargoes or other contaminants will fail a ship, and
that sort will almost certainly attract insects the consequences of that failure may be significant. The possible
5. If insects are found in grain residues in a hold, clean the residues sanction for a loaded cargo is that it will be quarantined, and
as thoroughly as possible. Spraying the area with a good-quality discharge in Australia will not be permitted. Examples of
insecticide may solve the infestation but do not try to ‘bomb’ a hold contaminants that may incur such sanctions are the presence of a
with Lindane (now banned in some countries) or similar preparations. single grain of substances such as cereal, peas, beans, stock feed,
It is rarely effective and if surveyors such as representatives of the rice, animal-based contaminants such as faeces and feathers, soil
Australian Quarantine and Inspection Service notice the ‘bomb’ and sand.
residues on the tank top, they will be suspicious
6. be aware that washing a hold will tend to lift hard scale, the effect If a grain ship fails the survey and the load berth is not required for
not being noticeable until the water has dried. Rust scale should another ship, then the ship may be allowed to stay alongside. This is
not require chipping to remove, before a hold is accepted for grain more likely in small ports that have restricted wharf grain storage,
7. open and close hatch covers several times before starting to because only enough cargo for the current ship is held at the wharf.
clean, to shake off residues and loose rust as much as possible Ports with larger storage will hold cargo for several ships, and if the
8. pay particular attention to hold number one. This is often the most next ship in line is available, then the failed ship has to leave the
difficult to clean because of its shape and additional structural berth. Some ports have general purpose or layby berths that can be
members. Most surveyors will start a grain survey in that hold, and used for cleaning holds. Shore labour does not usually have to be
if it passes, less attention may be given to the remaining holds used to clean a grain ship that is alongside; there are exceptions, for
9. check bilge wells are dry example, in Melbourne. If the ship is a handysize, handymax or
panamax, cherry-pickers will be required. There are local ship
cleaning companies in most ports.
19
HOLD CLEANING EQUIPMENT
Hold cleaning is time-consuming. To minimise time spent on
the task, it is essential that the ship is suitably equipped. Equipment
should include good-quality brushes and brooms, suitable scrapers,
‘manhelps’, receptacles for removal of residues from the holds,
heavy-duty hoses and nozzles, enhanced delivery systems such as
the Stromme Combi-Jet or Maxi-Gun, spray foam equipment, paint,
protective and cleaning chemicals, and where appropriate, high-level
access equipment such as a scaffold tower or cherry-pickers.
This requires a minimum pressure flow from the general service

pumps and the air compressor, with the dimensions of the deck
pipes affecting the process. Pressure drops should be calculated
and simple and cost-effective improvements such as increasing the
diameter of water and compressed air couplings should be evaluated.
High-pressure cleaners of 350 to 500 bar should be part of the

^ Discoloured hold after carriage of petcoke
standard equipment onboard any bulk carrier. These are useful
if not essential to clean the holds properly.
CASE STUDY G – PETCOKE CLEAN – USING SHORE
Hot-water cleaners although not commonly used are reported to
CLEANERS. KNOW WHAT’S GOING ON
make the wash-down operation more effective and may obviate
A claim arose over which party was responsible for carrying
the need to use chemicals.
out the hold cleaning of a panamax bulk carrier following a cargo
of petcoke. The charterers had engaged a shore cleaning company
VARIOUS CARGOES – HOLD CLEANING REQUIREMENTS
to carry out hold cleaning. The main issue was to decide who was
Coke – general
responsible for ensuring that the holds were ‘swept clean’ after
There are various grades of coke. Some of these are not difficult to
discharge and who was responsible for ensuring that the bilges
clean, while others can result in significant discolouring of the hold
were cleaned out after the wash-down. The charterers maintained
paint which may mean a failed hold inspection.
that the crew should have ensured that the holds were swept clean
before the wash-down began so that minimal debris was washed
Coke is a solid carbonaceous residue derived from low-ash,
into the bilges; the owners maintained that the cleaning and
low-sulphur bituminous coal, from which the volatile constituents
washing of the holds, including the sweep-down and cleaning of
are removed by baking in an oven without oxygen at high temperature.
the bilges, was the duty of the charterers’ agents, in other words
Coal-derived pitch coke (pencil pitch) is a high-purity carbon residue
the cleaning company. The crew neglected to carry out proper
manufactured by the distillation (coking) of coal tar pitch from
monitoring of the cleaning process, with the result that the hold
bituminous coal, and can produce staining on the hold bulkheads.
bilges were full of residue cargo. The problem resulted in delays
and offhire, the ship missing the laycan for the next charter, and
Calcined coke is a hard, brittle substance, shiny and oily in appearance,
additional cleaning costs.
and rich in carbon with very low ash content.
The charterers gave the cleaning contract for nine holds to a shore
See section on disposal of wash-down residues.
cleaning company. The nine holds were cleaned with high-pressure
(800 –1,000 bar) water cannons. The holds each had a surface area
Green delayed petcoke
of about 2,000 sq m. The cleaning was carried out in port and the
Green delayed petroleum coke, commonly known as petcoke, is a
oily and dirty wash-down waters, required disposal ashore – to be
carbonaceous solid derived from the refining process of crude oil.
collected by barge or road truck using a certified waste collector.
This type of coke is high in carbon content and produces persistent
staining of cargo holds. It is sometimes called green coke or raw coke.
The equipment and cleaning gang included:
Calcined petcoke is heated up to 2,000ºC, which removes almost all
• one high-pressure water wash unit (800 –1,000 bar) with hoses
residual hydrocarbon and moisture.
• two certified operators
• one cherry-picker
Cleaning after cargoes such as coke and calcined petcoke is less of
• one supervisor
a problem than pitch coke, which has some characteristics similar
• two people assisting mobilisation
to those of green delayed petcoke. If loading petcoke that stains,
• submersible pump with hoses, deck portable generator and
the loading stevedores should be advised not to aim the coke via
electric power cables
the loading chute directly at the hold bulkheads. This will reduce the
impact on the bulkheads and the amount of cleaning required.
The cleaning company specified that the cleaning would take
place subject to the following: washing waters (petcoke/water),
Onboard cleaning equipment, including chemicals, can usually remove
no chemicals, sediments max 1%, no solvents, no emulsions,
all the staining; however, the staining on the tank top may be more
no detergents, no PCBs, flashpoint > 60°C, SG lower than 1,
difficult to remove. Additional high-pressure cleaning with chemicals
no toxic components.
and brushing may be required.
The ship was to provide:
It should be remembered that in many ports, even petcoke inspections
can be stringent. Specifications often require that the holds are clean,
• access to the ship for personnel and material
dried, and free of scale, loose rust and any other foreign materials or
• cleaning of the surfaces that need to be treated
residue of previous cargo, whether on tank tops, bulkheads, hatch
• prior cleaning of areas unreachable by high-pressure lance
coamings or underside of hatch lids. Painting of the holds is typically
and sweeping the holds before wash-down cleaning started
not required, but surveyors will look for cleanliness, paint and rust
• cranes to load the cherry-pickers on and off
blistering, cargo residues and potentially loose paintwork.
• electricity 220 volts AC
20
During the process between three and four teams were used, Clinker is the main ingredient in cement production. Clinker loading
cleaning took four days and costs reached $220,000. Wash-down and hold cleaning is similar to cement, except that clinker does not
water disposal costs were $20,000. contain a binding agent and thus does not harden to the same
degree that cement does.
If shore cleaning gangs are used, the ship must collaborate with the
shoreside workers. Ensuring that the holds are at least shovel clean, Cement
and ensuring that the bilge well suctions keep out most of the Cement may have a temperature of 110ºC when leaving the production
wash-down silt, is important. site and can sometimes be loaded at up to 80ºC. Temperatures as
high as 100ºC have been recorded and this can lead to problems
LESSONS with the hold coatings, and potential dangers with the fuel oil
• the charterparty should clearly state who is responsible for what double-bottom tanks. Cement is often exported from regions with
in respect of cleaning. It may specify or exclude various cargoes. low sea temperatures and discharged in warmer areas with high air
A copy of the charterparty should be onboard humidity. After being loaded, the powder volume of cement can
• the master’s voyage instructions should be clear and specific, contract by as much as 10% once it has settled. In these conditions,
and give guidance as to: water vapour can condense, and solidify the cement, particularly on
– what communications are needed and whom he should the surface, not only under the main deck areas but in other parts of
contact about hold cleaning the cargo holds.
– what his crew’s responsibilities are
– the cleaning gang’s responsibilities Often when loading cement, a ship will be fully ballasted when first
• officers should always monitor the shore cleaning gang’s alongside, and the top side ballast tanks are dropped as loading
progress and adherence to good practice progresses. This can produce sweating on the top hopper side
plating, which allows the cement dust to adhere, and become
difficult to remove.
The point at which water vapour condenses in the atmosphere is

called the dew point. When the incoming air or the steel has a lower
temperature than the cargo in the holds, this allows the surrounding
air to cool and produce vapour which condenses. As the wet cement
dust dries on the hold frames, it hardens and poses a major cleaning
problem. This is often only overcome with determined manpower,
efficient wash-down equipment and chemicals. Ballasting of cold
water adjacent to (warm) cargo holds can have the same result.
The problem can be reduced in some cases by good ventilation,

weather permitting.
Cement cargo in bulk can:

• solidify when wet
• retain heat for a considerable period when loaded warm
• easily stick to non-smooth surfaces
^ Ready for survey
• be affected or contaminated by residues of previous cargoes.
These may reduce the cement’s binding capacity
Met coke • produce considerable dust – causing problems in the upper parts
Metallurgical coke, or met coke, is manufactured from blends of of the holds
bituminous coal in a heated distillation process resulting in a
non-melting carbon used mainly in the manufacture of steel. Cement cargo hold preparation and cleaning before loading:
• the holds (sides and tank top) and bilges must be completely dry
Before loading • cargo holds should be clean and odour-free. Residues from
Remove all solid residues, sweep clean and flush with seawater. previous cargoes such as sugar and fertilisers may cause
Paint protection is not usually required. problems and result in a failed hold inspection. A small amount of
sugar can seriously degrade a cement cargo – ensure that the
After discharge hold is completely free of previous sugar cargo residue
• remove all solid residues, sweep clean; the application of • the hold air should be dry ahead of loading; use dehumidifiers if
chemicals diluted with on board for several days before loading
• freshwater may be required to dry bulkheads • condensation during the voyage should be avoided
• seawater cleaning before the application of chemicals may reduce • cold water ballast should be avoided if possible in tanks adjacent
the effect of the chemicals and should only be done if heavy cargo to holds being loaded
deposits are present • all holes and indents on the tank top and bulkheads and all
• cleaning is completed by flushing with freshwater, working from scupper holes should be dry and clean. Consider covering
the top down manholes and recesses with plastic sheets and masking tape
• if the climate is warm and humid, the hatches should be closed
Bulk cement and clinker once discharging has been completed, so that a dry atmosphere
This guide is relevant to cement carried in conventional bulk carriers, can be maintained inside the holds
rather than in pressurised and specialised cement carriers. • the bilge, bilge wells and tank tops should be cleaned thoroughly
and dried before loading. Cement getting into damp bilges and
The transport of cement and clinker accounts for some 5% of the dry bilge wells can build up trouble. Clogged bilge lines with hardened
bulk trade. It can require heavy cleaning after carriage. The usual cement can be a major problem
problem with conventional ships is that the areas high above the tank • bilge well strainers and bilge well lids must have clear drain holes,
top, which are difficult to reach and clean, get covered with cement and be clean and free of debris
dust and cargo residue.
21
• non-return valves in the drain and bilge system must be checked After discharge:
and confirmed as operational. Claims have arisen where the • cement dust should be dry-cleaned using brushes, removing
non-return valves have allowed water to flow into the holds via the the majority of cargo residues from the tank top and bulkheads
bilge line system. When this occurs with a cement cargo, the • crew or stevedores should follow up in the cargo holds when
result can be extremely expensive and time-consuming. It could the discharge is almost completed. Cargo residues should be
be necessary in such cases for the bilge lines to be replaced collected and filled into the grabs for landing. ‘Shovel clean’
• the bilge wells must be protected using good-quality hessian that means that the stevedores discharge only what they are able
is firmly in place so as to allow water to be drained in an emergency to get into the grabs without sweeping
• good cleaning equipment must be available • bilge wells should be dry and free of cement dust
• chemicals to dissolve hardened cement may be required • cargo hold bulkheads, hatch cover undersides and hatch comings
• crew should be equipped with personal protective equipment should be cleaned by compressed air and covers should be swept
• remove all solid residues, sweep clean and flush with seawater,
Remember: after carrying a sugar cargo, the hold must be cleaned to using high-pressure hoses. After dry-cleaning, the holds must be
a very high standard. Sugar residue will contaminate a cement cargo. cleaned by high-pressure air/water. Chemicals and high-pressure
cleaning pumps can be used when necessary
Paint protection • if hard residues are not removed by conventional high-pressure
• Use of paint protective chemicals such as prewash products can hoses using seawater, it may be necessary to call in a professional
assist the cleaning after discharge cleaning company, which can use acids to remove the persistent
hardened cement. Hard cement residues, if not removed during
the high-pressure wash, can be removed by high-pressure
cleaning machines or acid cleaners. Hydrochloric (muriatic) acids
must be handled with care and advice should be sought from the
hold paint manufacturers. The acids are harmful to the human
body, and may eat into hold paint. The recommended dilution
with freshwater is 1:5. Stronger dilutions may be necessary, but
this may result in pitting the hold steel. Again, always check with
manufacturer’s recommendations
The chemical mix should be applied using only a stainless steel lance
kit connected to a pressurised mixing tank or an air-driven pump,
either made from stainless steel or polypropylene, both with wetted
parts made of Teflon. The chemical mix must be removed before it
dries, working from the bottom up. This is most easily done from tank
top level with Maxi-Gun or Combi-Jet. The cleaning operation is
always completed by flushing with freshwater to remove salt residues,
working from the top down.
^ Enclosed loading of cement produces dust throughout the hold
The volume of chemicals used must be monitored and guidance
General precautions against dust: sought from the manufacturers. Chemical splash suits, chemical
• all accommodation, mast houses/store rooms and vents should gloves, boots, helmets with visor and breathing mask must be worn.
be shut Material Safety Data Sheets should always be consulted.
• wire drums and electrical boxes on deck should be covered and
closed off
• pilot ladders should be covered
• air conditioning should be on recirculation
• deck scuppers should be blocked
During loading:
• the atmosphere in the cargo holds should be kept as dry as
possible; hatch cover lids should be closed when the holds are
not being loaded or discharged – particularly if there is a
possibility of rain
• the main deck, hatch covers and any exposed piping should be
cleaned with compressed air, this may be forbidden in certain
ports by anti-pollution regulations
After loading – before departure:

• if possible, main deck, hatch coamings and covers should be
swept and cleaned by compressed air, and given a good sweep
before washing down
• hatch coaming trackways, drainage channels and drain holes
should be cleaned and free of cement if possible weather
permitting. Blocked drain holes and channel bars will become
clogged with hard cement in heavy weather or rain
22
After cleaning: CASE STUDY H – LOADING CEMENT – MAKE SURE
• all areas should be flushed with freshwater YOU CLEAN UP AFTER LOADING
• to avoid blocking the bilge system, portable diaphragm pumps A handysized bulk carrier loaded a full cargo of cement in
may be used to remove the washings the Far East during the northern winter, using an enclosed loading
• the bilges and tank tops should be cleaned thoroughly before system. This meant that the hatch covers were closed and a loading
washing the holds. The bilges should be flushed for a minimum chute was fed through a manhole in the closed hatch top, with the
of 30 minutes before drying the tank top to ensure that they are cargo pumped under pressure into the hold.
not clogged by cement. Clogged bilge lines with hardened
cement can be a major problem En route to the loading port, after the holds had been cleaned, the
• all valves in the drain/bilge system must be checked hatches were watertight-tested using ship’s fire hoses and found
to have no leaks.
Only the most powerful cleaning equipment will remove hard layers
of cement. Normal ship’s cleaning equipment might look adequate The master noted that the length of the loading chute only just fitted
but often fails, particularly in terms of completing the work in a timely into the hold by 60 cms. This meant that the cement cargo was
manner. Practical experience with chemicals has been mixed and being fed in from the top of the hold, producing a considerable
there is a danger that they can adversely affect paint systems and amount of cement dust onto the top frames, hatch trackways and
ancillary equipment such as bilge pumps. hatch coaming drain holes.
Recently, some ships have begun the practice of applying special The hatch cover drain holes were not taped over before the start of
barrier chemicals in the holds before loading. These protect the steel loading. It should be the practice – weather permitting – to clean
and paint from the cargo and make the cleaning process easier. They the trackways and hatch cover coamings after loading, using
need to be applied in a controlled way and always according to the compressed air if port regulations allow. This clears the drain holes
manufacturer’s recommendations. Some chemicals are reported and water channels of dirt and cement dust.
to be difficult to remove and may cause problems when cargo holds
are repainted. During the Pacific voyage, this ship was weather routed, heavy
weather (over Beaufort 9) was encountered and seawater entered
the hatch trackways. The water mixed with the cement and all the
drainage channels to the forward two hatch coamings were blocked
with hardened cement. As a result, water entered the holds and
damaged the cargo. Sealing tape was ineffective in such heavy
seas. Sealing tape should not be considered as a primary barrier
to water ingress.
The claim submitted, including the cargo damage, disposal of the

cargo and associated costs, was over $650,000.
^ Crew digging out cement from the hold frames
^ Heavy weather and seas on the foredeck
^ Loading cement using a closed loading system
23
LESSONS Bituminous coal
• masters should confirm that weather routing advice takes Bituminous coal, also known as soft coal, is usually black, although
account of the water-sensitive nature of the cargo carried. dark brown grades are found. It exhibits a relatively high level of
Masters should let it be known when they have reservations plasticity, volatility and low ash content, making it ideal for coking.
• stevedores and charterers should be approached when
incorrect loading equipment is used The hold cleaning procedure is similar to that for anthracite coal except
• before loading cement or other dusty cargoes, the coaming that cargo residues should not be allowed to accumulate, and
drain holes should be taped over to prevent the entry of dust. high-pressure hose cleaning is recommended after every second
Tape should be removed before blowing down consecutive cargo, unless the ship is on a long-term charter.
• after a closed loading operation, the trackways should be Bituminous coal cargoes can result in hold staining.
cleaned if possible and cleared to free the drain holes, (if the
weather allows). Masters should advise their owners and The holds may require additional cleaning, even with light chemicals,
charterers of this requirement when some cargoes are to be loaded after bituminous coal, such as
grains and fertilisers. The use of a prewash to protect the paintwork
in the hold could be considered if the subsequent cargo to be loaded
is of a sensitive nature, such as grain or fertilisers.
Chemical splash suits, chemical gloves, boots, helmet with visor and
safety goggles must be worn when cleaning.
Check the Material Safety Data Sheet as issued by the producer.
Bauxite
Bauxite is one of the world’s most abundant minerals and is strip-mined
in many places. Nearly all is processed into alumina for aluminium
production. Bauxite contains iron-bearing clay or red mud, which
often leaves stains on the hold paint that can prove difficult to remove.
Before loading
Remove all solid residues, sweep clean, and high-pressure wash with
seawater. Depending on the previous cargo and the condition of the
paint coating in the holds, chemical cleaning may be required.
^ Hardened cement in the hatch coaming trackways
After discharge
Anthracite coal Remove all solid residues and sweep clean; the application of
Anthracite coal is also known as hard or stone coal. It has a low ash chemicals diluted with freshwater may be needed to dry bulkheads.
content with low volatility and a high BTU (British Thermal Unit) content. Seawater cleaning before the application of chemicals may reduce
the effect of the chemicals and should only be done if heavy cargo
Before loading deposits are present. Cleaning is completed by flushing with
Remove all solid residues in the hold, sweep clean and flush with freshwater, working from the top down.
seawater. Cargo residues should not be allowed to accumulate,
otherwise hold bulkhead staining may result. If the same cargo is Manganese ore
carried continually, consideration should be given to hold cleaning Manganese ore is mined on all continents except North America
after every fifth consecutive cargo. and is often found in combination with iron. Manganese is mainly
used in the production of steel, to prevent corrosion. It is also
• bilge well strainers and bilge well lids must have clear drain holes, used in various states of oxidation as pigments and may cause
be clean and free of debris discolouration of the hold paint coating and the paintwork on the
• all valves in the drain/bilge system must be checked and confirmed maindeck and superstructure.
as operational. There have been claims where the valves have
allowed water to flow into the holds via the bilge line system. Before loading
Coal residues can prevent the valves from operating fully Remove all solid residues, sweep clean and flush with high-pressure
• the bilge wells must be protected using good-quality hessian seawater wash. The use of a prewash to protect the paintwork from
firmly in place so as to allow water to drain staining can be considered.
After discharge After discharge

• remove all solid residues and sweep clean Remove all solid residues and sweep clean; the application of
• coal dust should be dry-cleaned using brushes, removing the chemicals diluted with freshwater may need to be applied to dry
majority of cargo residues from the tank top and bulkheads bulkheads. Seawater cleaning before the application of chemicals
• the crew or stevedores should follow up in the cargo holds when may reduce the effect of the chemicals and should only be done if
the discharge is almost completed. Cargo residues should be heavy cargo deposits are present. Cleaning is completed by flushing
collected and put into the grabs for landing with freshwater, working from the top down.
• cargo hold bulkheads, hatch cover undersides and hatch
coamings should be cleaned by compressed air, and covers Salt
should be swept Salt is an aggressive product on steel and paint. It contains about 3%
• after removing all solid residues, sweep clean and flush with moisture and is very hygroscopic.
seawater using high-pressure hoses
24
Before loading It is unacceptable to have:
To protect the hold steel paint or limewash, the holds can be washed • loose and flaking paint with cargo residues visible
with proprietary products such as hold block. Studies have concluded • paintwork not adhering firmly to the steel bulkheads
that 100% paint protection is a good deterrent against the corrosive • loose flaking paint, paint covering bubble rust
effects of a salt cargo. • paintwork stained
• rust scale
After loading • rust spots/surface rust
On completion of loading and during carriage, the hatches should • residual cargo
be sealed, and excessive condensation avoided. A major ingress of
water into the holds can cause a loss of stability. Salt is water-soluble It is important for ships to have maintained their cargo holds in
and in the event of water ingress into the hold, there is a risk of loss good condition before loading soda ash as the requirements of
of ship stability as the salt dissolves and causes the cargo to shift. hold preparation are of a high standard.
Do not ventilate. Precautions. This cargo is very dusty, and machinery, equipment
and accommodation spaces should be protected from the dust.
After discharge Personnel should wear personal protective equipment on deck,
If the holds have been limewashed, the dried limewash can be including goggles and dust filter masks.
difficult to remove. Acid-based cleaners and muric acids or caustic
soda are reported to be useful to remove limewash.
Limewash (calcium hydroxide) is powdered limestone, predominantly

calcite. It is difficult to remove when dry and therefore a thinner dilution
of limewash is preferable – subject to it protecting the steel or
paintwork. 40kg of calcium hydroxide to every 200 litres (drums)
of hot or warm water will produce an adequate wash. 2.5kg of
granulated sugar can be added to the mix to make it easier to remove.
The mix can be applied with brushes or paint spraying equipment.
After cleaning the limewash with saltwater hoses, it should be hosed

down with freshwater.
Soda ash
Soda ash is a dry, powdery white, dusty bulk cargo used in several
industries, the main one being glass manufacture. It is commonly
known as sodium carbonate. The cargo must remain dry at all times.
^ Loading soda ash. Note good condition of the hold paintwork
A hold inspection before a ship is to carry soda ash is stringent,
exceeding that required for the carriage of grain. The hold should
be hospital clean; it should be watertight, dried, clean in all respects,
and free of scale, loose rust and all foreign materials or residue of
previous cargo, on tank tops, bulkheads, hatch coamings and
undersides of hatch covers. Painting of holds is typically not required,
but the paintwork needs to be in good condition. Surveyors will
look for cleanliness, paint and rust blistering, cargo residues and
potentially loose paint edges. Physical contamination is a primary
area of concern. Soda ash is ruined if it comes into contact with oil.
The following is a typical instruction sent to a ship about to load a

cargo of soda ash:
“Contamination is a problem when carrying soda ash.

The ship should not have carried chrome or chrome products,
such as ferrochrome, chrome ore, bagged chrome and chrome
manganese within the past six months to a year.
No previous cargo residues or staining on any surfaces of the holds ^ Soda ash being loaded through hold access in the deck during adverse weather
to include tank tops, bulkheads, ladders, side pockets, container
sockets of the under sides of hatch covers if applicable. No loose
or flaking paint on any surfaces of the hold.
No bubble rust, loose rust or painted rust that maybe chipped or
scraped on any surfaces of the hold. Ventilation ports/fan spaces
if applicable must be checked for possible loose rust or paint chips
that might fall onto the cargo.
Hold may not be chemically washed due to potential contamination
and should only be cleaned with fresh water (high pressure).”
25
Sulphur
Bulk sulphur (whether formed solid, crushed lump or coarse grained)
can be highly corrosive when in contact with water, and so the hold
paint coating needs to be in a good condition. It is usual to limewash
the holds to protect the steel structures. There are proprietary
products, such as hold block, designed for preparing holds for
carrying sulphur.
If the hold steelwork is not protected, contact with wet sulphur can
turn the yellow sulphur into a black jelly-like substance, called ferrous
sulphide. If this is exposed to air, usually on discharge, it oxidises and
can create sufficient exothermal heat to start a fire.
The holds should not be washed with seawater, but should be

thoroughly cleaned and washed with freshwater. The hold tank top
should be rust-free. The holds are usually required to be cleaned to a
grain standard, with no previous cargo residues, and no rust scale or
^ Finishing off a sulphur cargo – note the indents in the tank top
flaking paint.
The sulphur is often loaded with a light water spray, which helps Although surveyors may check and inspect the holds before loading
to bind the cargo into bigger lumps, or it can be loaded from shore and comment on the limewash or hold block, it is the master’s
stockpiles, which can be wet from rain, so the bilges need to be responsibility to ensure that the ship’s structure is adequately protected.
monitored during the voyage and pumped out. The bilges need
to be protected by being covered with burlap to allow drainage. Fertilisers
Some experts suggest a light limewash or hold block of the bilge Granular fertiliser cargoes have been rejected – particularly in
lines. Hold block the bilge wells with a thicker coat than the tank top. Australia and New Zealand – when even a few remnants of a previous
Caustic soda (alkaline solution), to neutralise the acid drain water, grain cargo have been found on top of the bulk stow.
can be placed in the bilge well. Use only the eductor for pumping
out the bilges and run to sea at least 15 minutes after pumping is Woodchips
completed. During the voyage, monitor the ph value of the bilge Woodchips are susceptible to contamination from excessive scale,
well water. cellulose material and carbon cargoes, such as coke and coal.
Cleaning after carriage is important, since residues can create After loading
corrosive mixtures (sulphuric acid) and damage the steel structure Certain cargoes, including fine mineral ores, silver sand and
in the holds. andalusite should be covered with plastic sheeting to protect them
from any deposits that may not have been removed from the upper
Some sulphur is prilled before being shipped: that is, it is coated to hold frames.
block its corrosive effects; however, when the commodity is loaded,
the prilling breaks down, exposing the raw sulphur. Prilling reduces Before arrival
the risk of corrosion but does not remove it. Weather and other conditions permitting, it is prudent to inspect the
cargo before arrival at the discharge port. Small amounts of residue
Note the safety precautions associated with the carriage of sulphur from the previous cargo can be dislodged from the upper frames.
as set out in the IMBSC Code, including personal protective equipment
and the extinguishing of lighting inside holds. A strict ‘no smoking
policy’ should be in force on deck during carriage.
^ Sulphur cargo
26
APPENDIX 1 Note: This is only a guide and masters and owners should check the
Hold cleaning: Cleanliness guide – changing from one cargo charterers’ and shippers’ requirements. The end use of the product
to another may require a higher state of cleanliness than normally expected.
The list is not exhaustive – check with the IMSBC Code.
Hold Cleaning Matrix for Change of Cargo
(Always check with cargo interests/charterers for confirmation. A. Hospital clean, or stringent cleanliness
and with IMBSC Code). B. Grain clean, or high cleanliness
C. Normal clean
D. Shovel clean
KEY Y: Required N: Not required E. Load on top
Hold cleaning Remarks

Last cargo Next cargo Washing Sweeping Cleanliness level: A, B,C,D,E
Coal Coal N N C/D Check with charterers

Iron ore N Y/N C. Check with cargo interests. Depends on amount of remaining cargo
Bauxite Y Y C. Check with charterers
Petcoke N Y Check with cargo interests. Depends on amount of remaining cargo and
the future use of the petcoke
Alumina Y Y A. Clean to the highest standards
Mineral sands Mineral sands Y Y A/B. Clean to a high standard
Ore/Coal/Coke If after different cargo – A. (Clean to a high standard)
Alumina Alumina Y/N Y C. Check with cargo interests
Iron ore Iron ore N Y/N D. Check with cargo interests
Coal Y/N Y/N C. Check with cargo interests. Depends on charterers’ requirement
Petcoke N Y Check with cargo interests
Alumina Y Y Requires careful sweep, A. Hospital clean
Bauxite Bauxite Y Y Check with cargo interests
Iron ore Y Y Needs to be carefully swept
Coal N Y Check with cargo interests
Petcoke Y Y Check with cargo interests. Depends upon charterers’ requirements
Alumina Y Y Check with cargo interests, A. Hospital clean
Petcoke Petcoke N Y/N Check with cargo interests
Iron ore Y/N Y D. Shovel clean. Check with charterers
Coal Y/N Y
Alumina Y Y A. Hospital clean, check with cargo interests
Iron ore Grain Y Y B. Grain clean
Coal Y Y Charterers’ requirements are important. Clean to grain clean.
Bauxite Y Y Charterers’ requirements are important. Clean to grain clean.
Petcoke Y Y Charterers’ requirements are important. Clean to grain clean.
Grain Grain Y Y Check with cargo interests
Coal Y/N Y B. Check with cargo interests as sweeping and washing may
be required
Potash Y Y
Phosphate Y Y
Sugar Y Y Check with cargo interests Check with charterers.
NB. When loading at Richards Bay, regardless of previous
cargo, washing is needed because of strict hold survey
Petcoke Y Y
Coal Y Y Check with cargo interests
Cement Y/N Y/N C. Check with cargo interests
Iron ore Y/N Y/N C. Check with cargo interests
Coal Y/N Y/N C. Check with cargo interests
Petcoke Y/N Y/N C. Check with cargo interests
Salt Y/N Y Clean limewash. Check with cargo interests
Cement Sugar Y Y B/C. Check with cargo interests
Fertiliser Y Y B/C. Check with cargo interests
Sugar Cement Y Y A. Check with cargo interests
NOTE: The above table is only a guideline. Masters should always check with cargo interests as there may be commercial reasons why
additional cleaning is required.
27
APPENDIX 2
Hold wash cleaning matrix – non-grain bulk cargoes
KEY X: Required (X): Recommended, but not 100 % required
CLEANING OPERATION Coal Coke Ore Corrosive Other
Pitch coke (pencil pitch)

Green delayed petcoke
Calcined petcoke
Manganese
Bituminous
Anthracite
Met coke
Cement
Clinkers
Sulphur
Bauxite
Lime
Salt
CHEMICALS
Alkaline cleaners X X X X X X X X X
Acid cleaners X X X
Bleaching chemicals X X
Paint protectors X X X X X X X X X
EQUIPMENT
Chemical applicator X X X X X X X X X X X X
X X X
Water jets/Combi X X X X X X X X X X X X X
Powerful water jets or (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X)
maxi-jet
High-pressure cleaning X (X) X (X) (X) X (X) (X) X X X X
Diaphragm pump X X X X X X X X X X X X X
Protective equipment X X X X X X X X X X X X X
Service air compressor X X X X X X X X X X X X X
^ Maintaining the paint work reduces claims ^ Cleaning the holds requires resources
28
APPENDIX 3 Cleanliness/preparation – specific cargo may require
1. Hold preparation checklist additional measures
General • remove all previous cargo residues, loose rust and scale. Ensure
• hold bilge pumping and line arrangements understood that loose rust on under-side of hatch covers is removed
• standard and extent of hold cleanliness and preparation for the • after salt water washing, final rinse should be with freshwater.
next cargo is known from charterers, shippers, owners, Wash holds with freshwater alone if required by the charterparty
charterparty, IMSBC Code or for the type of cargo
• instructions from charterers are clearly understood • check for hairline cracks on internals and plating after the holds
• ensure ship has sufficient water for a freshwater wash-down; are washed and cleaned
additional freshwater can be taken in the fore or aft peak tanks. • ensure that holds are ventilated and dried. The hold should be
(A panamax bulk carrier requires about 20/25 tonnes of inspected very closely for infestation, especially when grain and
freshwater per hold for freshwater wash-down) grain products are to be loaded
• carry out a hose test of hatch covers and access hatch covers
Pre-washing and vents before loading
• holds swept thoroughly after discharge of previous cargo and • check ventilation systems and their closing arrangements
residues removed. Residues left on deck are kept covered to • on completion, the chief officer should inspect the hold to ensure
reduce dust and pollution risk its condition is satisfactory in all respects for loading
• holds and internal structures checked for damages • the master should inspect the holds for confirmation of cleanliness
• bilge wells/strum boxes are cleared of cargo spillage. Bilge cover prior to presenting the holds for survey
plate fitted in good order • hold bilges should be sounded daily at sea, weather permitting –
• hold bilge sounding pipes and temperature pipes are free of debris the responsible officer should monitor this
• do not wash holds where adjacent holds are not free of cargo, or • bilges must be pumped out dry as required
if the bulkhead in the adjacent hold is not clear of cargo (as there • bilge sounding/temperature pipes must be closed watertight
is a potential risk of water damage/ingress)
• the bilge line to be blanked off from the engine room for holds Prior to loading
with cargo during washing • confirm that everything meets the requirements of charterers
• bilges of holds with cargo to be sounded frequently during washing and shippers
• before pumping out bilge water, ensure MARPOL and local
regulations are not violated After loading
• fixed fire extinguishing lines should be flushed out with air to • avoid carrying ballast in double bottom and top-side tank
remove dust and residues in way of holds with cargo, unless unavoidable, for example,
for stability reasons
Post-washing • ventilate the cargo hold as necessary. Compare the dew point
• the non-return valves in the bilge well are to be checked of the hold and of the outside air to avoid damage from ventilation
and operational • fuel in tanks in way of cargo holds to be managed. Fuel oil heating
• bilge wells should be dry. Strum box and bilge cover plate in tanks in way of cargo holds should not exceed 5ºC above the
should be clear and secured required transfer temperature
• bilge cover plate should be covered with burlap and secured • monitor and record the fuel oil temperature
• open and inspect the valve/seat of each hold bilge valve in engine
room and ensure it is free of cargo residues and debris
• open and inspect main bilge line valve in engine room and ensure
it is free of cargo residues and debris
• ensure all valves on the hold bilge line are effectively shut to prevent
water ingress into holds from fire and general service pump, ballast
and eductor pump, etc. Valves should be closed, with measures
in place to ensure that they stay closed (visible signs)
• ensure that all manhole lids on the hold tank top and ballast line
blanks in ballast hold are watertight and oil-tight
• ensure that ballast well manhole and ballast line blanks are tight
• ensure that high-level bilge alarms are operational
• ensure that the stool spaces are drained of water. (Stool spaces
may contain water in ballast hold through cracks in stool bulkhead).
Ensure that stool manhole lids are closed tight
• ensure that connection pipe and ballast trunking from top-side
tank to double bottom are not leaking into hold
• ensure that the gland packing of extended spindles for double
bottom tank valve passing from top-side tank through cargo hold ^ A clean hold – hospital clean
into double bottom are free of leaks
29
APPENDIX 4 Deep Tanks. Wing/Feeder Tanks
Australian stowage requirements for vessels loading grain 5.1 When grain is to be loaded into liquid cargo tanks, one suction
A Certificate of Fitness to Load Grain will be issued by a marine pipe in each cargo tank must be effectively sealed with hessian
surveyor, approved by the shipper and ship owner or operator, or other similar porous cloth, so that it is grain tight but not
before a ship begins loading, subject to the following requirements watertight. Where not already fitted a sounding pipe must
being observed. A Certificate of Stowage may be issued on be provided
completion of loading at each port. 5.2 Other pipes leading into the tank are to be blanked off, if
necessary, to the Surveyor’s satisfaction, to ensure that the
Definitions cargo tank cannot be accidently flooded during the intended
1.1 ‘Grain’ means seed or grain of any of the following kinds: barley, voyage and a certificate to blanking off must be provided by
canola, chickpeas, dried field peas, faba beans, lentils, lupins, the Master or Chief Engineer, upon request by the Surveyor
oats, sorghum, soybeans, split vetch, whole vetch, wheat
1.2 ‘Marine Surveyor’ under these requirements means a person Hatch Covers
with the following minimum qualifications and experience: 6.1 Pontoon hatch covers are required to be in good condition and
(a) Certificate of Competency as Master Class 1 sound tarpaulins must be available for weather deck hatches
(Unrestricted) or its equivalent, and 6.2 Patent hatch covers and hold access hatches must be in good
(b) (i) Inspected at least 10 vessels for suitability to load condition with closing appliances and sealing arrangements in
prescribed grain or prescribed goods for consumption good order
over a maximum period of two years while in the 6.3 The Surveyor must be satisfied following a visual inspection that
company of a marine surveyor having the qualifications the hatch covers and access hatches may reasonably be
referred to in paragraph (a); and considered as watertight. If not so satisfied the Surveyor shall
(b) (ii) in the three years prior to the proposed survey, he or she withhold issue of the Certificate until any deficiencies are
must have surveyed at least 10 ships for suitability to rectified to his satisfaction
carry prescribed grain or prescribed goods for consumption
(Note: compliance with (b) (i) is taken as compliance with (b) (ii), Tankers and OBO Vessels
if applicable) 7.1 Tankers (not having bilge wells) must be provided with boxes
constructed around stripping suctions in accordance with
Cleanliness and dryness Australian Maritime Safety Authority requirements. Such boxes
All spaces to be loaded with grain must be thoroughly clean and shall be grain tight but not watertight. Limbers or openings,
dry, free of odour, gas or fumes and in every respect fit to receive properly covered with hessian or similar porous cloth, must
grain cargo. be provided to permit entry of water. The total area of such
openings must be at least six times the cross sectional area
In particular: of the stripping line pipe
7.2 All pipelines to cargo spaces must be thoroughly cleaned
2.1 The holds and compartments must, if necessary, be swept, or blown out
washed or otherwise cleaned and dried. If loose rust scale is 7.3 All pipelines, except stripping lines, must be blanked off
present this must be removed to the Surveyor’s satisfaction 7.4 All cargo carrying spaces must be completely clean, dry,
2.2 The vessel must be free of infestation by insect pests of stored odour and gas free
products or grain. If necessary, spraying or fumigation of the 7.5 All loose scale must be removed to the satisfaction of
cargo spaces shall be carried out to eliminate the infestation the Surveyor
2.3 The holds and compartments, including the hatch covers,
coaming ledges, deck beams, frame knees, brackets, horizontal Bagged grain
surfaces, pipe casings and wood sheathing shall be free of all A vessel loading bagged grain shall comply with the requirements
residues of previous cargoes which could contaminate the grain for bulk grain. In addition, if considered necessary by the surveyor,
2.4 Wood structures such as tank top or fuel tank sheathing shall bitumenised paper (or equivalent) and/or dunnage shall be used to
be completely dry protect the cargo.
Bilge spaces and bilge wells The above stowage requirements were adopted by Australian
3.1 Bilge spaces and bilge wells shall be clean, dry and free of odour licensed grain shippers, the principal shipping agents and Australian
3.2 Bilge space and bilge well suctions are to be tested to the marine surveyors after consultations in 2009.
surveyor’s satisfaction. Where this is not possible the Master
must supply a certificate stating that the cargo hold bilge pumps REFERENCES
and non-return valves are operating satisfactorily 1. IMSBC Code (International Maritime Solid Bulk Cargoes Code),
issued by the IMO, 2009 Edition
Grain Tightness 2. MARPOL 73/78, Annex 1 & V
4.1 All tank-top and fuel tank sheathing must be grain tight. Where 3. www.amsa.gov.au/Shipping Safety/Marine Notices/2008/1508.pdf
the condition of the sheathing renders this impracticable, the 4. www.amsa.gov.au/Publications/PDFs/Drybulk.pdf
sheathing must be covered with hessian, polyethylene, paper 5. www.daff.gov.au
or other suitable material to prevent the ingress of grain 6. www.aqis.gov.au/icon/
4.2 Bilge spaces and bilge wells must be covered with hessian or 7. www.usda.gov
similar porous material after inspection, in such a manner as to 8. www.natcargo.org
prevent the entry of grain into the bilge space or well, but to 9. Bulk Carrier Practice – A Practical Guide. The Nautical Institute
permit the entry of water
4.3 ‘Tween deck and other scuppers must be covered with hessian
or similar porous material in such a manner as to prevent the
entry of grain into the scupper opening but to permit the entry
of drainage water
30
ACKNOWLEDGEMENTS
Note about the authors:
Captain Chris Spencer – Director of Loss Prevention, Standard P&I

Club – sailed as master and chief officer on capesize, panamax and
small coastal bulk carriers. He has also operated bulk carriers as
chartering and operations manager.
Captain Nic Paines – Marine & Cargo Surveyor

[email protected]
Master Mariner (Foreign Going) Class 1. Sailed as master and chief

officer in bulk carriers and forest product carriers. Managing director
of a ship management company. Associate Fellow of Nautical
Institute; Member of Honourable Company of Master Mariners;
Fellow of Society of Consulting Marine Engineers and Ship
Surveyors; Member of Royal Institute of Navigation; Member of
British Institute of Cargo Surveyors; Member of ICHCA International
Safety Panel
Newman, Giles & Company Limited

Consulting Marine Engineers and Ship Surveyors
Rennie House
57–60 Aldgate High Street
London EC3N 1AL, UK.
[email protected]
Jahn Stryken – Product Sales Manager – Cleaning
EMS Ship Supply (Norway) AS

ISO 9001:2008 & ISO 14001:2004
+47 67 52 60 60 main line
+47 67 81 82 54 direct line
[email protected]
www.ems-shipsupply.com
Nesveien 15,
P.O. Box 31,
N1305 Haslum
EMS Ship Supply is a global supplier of hold cleaning equipment

and materials
Amit Bhargava [email protected]

Chellaram Shipping (Hong Kong) ltd.
www.chellship.com
Chelleram Shipping are bulk carrier owners
Captain John Kehagias – CEO – White Sea Navigation S.A.

White Sea Navigation are bulk carrier owners
Mike Bozier, Marine Surveyor in Australia for 33 years. Past

President and Fellow of AIMS. Fellow of the Nautical Institute
AIMS
P.O.Box 53, Berowra
N.S.W. 2081
Australia
Tel: +612 9456 0291
Fax: +612 9456 0625
Australasian Institute of Marine Surveyors is a professional institute

that represents approximately two-thirds of the commercial marine
surveyors in Australia as well as a number of overseas members.
It was founded in 1986, is a founder member of the Association of
Marine Surveying Organisations and the Australian Maritime and
Transport Arbitration Commission; a member of the National Bulk
Commodities Group and liaises with the National Marine Safety
Committee, Australian Maritime Safety Authority and Australian
Quarantine & Inspection Service. www.aimsurveyors.com.au.
31
THE SAFETY & LOSS PREVENTION TEAM
London Singapore
Director of Loss Prevention Chief Surveyor Marine Surveyor
Chris Spencer Eric Murdoch Yves Vandenborn

Tel: +44 20 3320 8807 Tel: +44 20 3320 8836 Tel: +65 6506 2852
Mob: +44 7827 352 690 Mob: +44 7932 113 579 Mob: +65 9879 8606
[email protected] [email protected] [email protected]
Senior Surveyor Senior Surveyor
Mark Ford Julian Hines

Tel: +44 20 3320 2316 Tel: +44 20 3320 8812
Mob: +44 7818 515 371 Mob: +44 7920 135 078
[email protected] [email protected]
Safety & Loss Preventation Administrator

Executive
David Tilsley
Tel: +44 20 3320 2311 Christine Mills
Mob: +44 7818 513 648 Tel: +44 20 3320 8868
[email protected] [email protected]
Standard Cargo is published by the The information and commentary herein are not intended to amount to legal or
managers’ London agents: technical advice to any person in general or about a specific case. Every effort
is made to make them accurate and up to date. However, no responsibility is
assumed for their accuracy nor for the views or opinions expressed, nor for
Charles Taylor & Co. Limited any consequence of or reliance on them. You are advised to seek specific
legal or technical advice from your usual advisers about any specific matter.
Standard House, 12/13 Essex Street,
London, WC2R 3AA, England Charles Taylor Consulting is a leading global provider
of management and consultancy services to insurers
Telephone: +44 20 3320 8888 and insureds across a wide spectrum of industries
Fax: +44 20 3320 8800
Emergency and activities.
mobile: +44 7932 113573
E-mail: p&[email protected]
Please send any comments to the editor –

Chris Spencer
E-mail: [email protected]
Telephone: +44 20 3320 8807
Website: www.standard-club.com
32
Friday 12th March 2010
Bulletin 683 - 03/10 - Fumigation - Worldwide

The Association would like to remind Members of the hazards associated with fumigation
following a recent incident.
Fumigation is a procedure that is used worldwide to eradicate pests that infest cargoes,
warehouses, ships and other spaces. The idea behind fumigation is that an environment is
created that will kill off any live infestation.
A recent incident occurred onboard a vessel entered with the Club where a crew member died
following the fumigation of a cargo of barley with aluminium phosphine. The cargo was fumigated
by a recognised company, but the fumigant migrated into the accommodation and several of the
crew reported symptoms of nausea and vomiting. Sadly, one of them died later the same day.
It is important that owners, operators and those onboard the vessel are aware of the hazards
associated with fumigation as well as the procedures that should be followed to ensure it is
conducted safely.
The Clubs Carefully to Carry committee has produced a detailed article on fumigation which can
be found below.
Source of information: Loss Prevention Dept

[email protected]
UK CLUB SERVICE
Carefully to Carry Advisory Committee

“The carrier shall properly and carefully load, handle, stow,
carry, keep, care for and discharge the goods carried.”
Hague Rules, Articles iii, Rule 2
This report was produced by the Carefully to Carry Committee – the UK P&I Club’s advisory
committee on cargo matters. The aim of the Carefully to Carry Committee is to reduce
claims through contemporaneous advice to the Club’s Members through the most efficient
means available.
The committee was established in 1961 and have produced

many articles on cargoes that cause claims, and other cargo
related issues such as hold washing, cargo securing, and
ventilation.
The quality of advice given has established Carefully to Carry as a

key source of guidance for shipowners and ships’ officers. In
addition, the articles have frequently been the source of
expertise in negotiations over the settlement of claims and have
also been relied on in court hearings.
In 2002 all articles were revised and published in a volume as well as on disk. All articles are also available to
Members on the Club website. Visit the Carefully to Carry section in the Loss Prevention area of the Club
website www.ukpandi.com for more information, or contact the Loss Prevention Department.
For further information: Loss Prevention Department, Thomas Miller P&I Ltd. Tel: +44 20 7204 2307. Fax +44 20 7283 6517.
Email: [email protected] Website: www.ukpandi.com
Fumigation of ships and their cargoes
Introduction
Fumigation is a procedure that is used throughout the world to eradicate pests that infest all
types of goods, commodities, warehouses, processing factories and transport vehicles including
ships and their cargoes.
1 What are fumigants and how do they work?
Fumigants are gases, which are toxic to the target infestation. They can be applied as gas, liquid
or in solid formulations, but after vaporisation from liquids or reaction products from solids,
always act in the gaseous phase. They act either as respiratory poisons, or as suffocants in the
case of controlled or modified atmospheres. On release, they mix with air at a molecular level.
They are capable of rapidly diffusing from one area to another and through commodities and
buildings.
Fumigants should not be confused with smokes, which are solid particles in air, or with mists,
aerosols or fogs, which are liquid droplets, of various sizes, in air. Smokes, mists, aerosols or
fogs are not fumigants as they are unable to diffuse (i.e. they do not mix with air at a molecular
level) and do not reach deep-seated infestations in commodities or structures.
The fumigant gases used to carry out the fumigation process are numerous, but the most
commonly used currently for the treatment of ships cargoes are phosphine and methyl bromide.
Others used are carbon dioxide and more recently sulfuryl fluoride, which is starting to replace
the use of methyl bromide.
1.1 How does a fumigant gas work effectively?
The critical parameters, which need to be considered for fumigants to be effective are:
• Nature of infestation (type of pest, e.g. rodent, insect or beetle, and stage of its life
cycle).
• Type of fumigant applied.
• Concentration and distribution of gas.
• Temperature.
• Length of time fumigant must be applied.
• Method by which fumigant is administered.
• Containment of fumigant.Nature of commodity.
• Nature of commodity packaging.
• Monitoring system.
• Ventilation system.
1.2 Aim of fumigation
Fumigation aims to create an environment, which will contain an effective concentration of

fumigant gas at a given temperature, for a sufficient period of time to kill any live infestations.
Both the time measured (hours or days) of exposure and concentration of gas is critical to
fumigation efficiency. Dosages applied are usually expressed as grams per cubic metre,
concentrations measured during the fumigation are usually expressed in parts per million (PPM)
or grams per cubic metre, and total concentrations actually achieved, as concentration-time-
products (CTPs). The fumigation process is not completed until ventilation has been effectively
Carefully to Carry Advisory Committee Report www.ukpandi.com

carried out, and removal of any residues is completed.
2 When can ships' cargoes be fumigated?
The ship's cargo can be fumigated and ventilated:
• In warehouse or storage silos before loading.

• In freight containers before loading.
• In the hold of the ship with fumigation and ventilation completed before sailing.
or
• In the hold prior to sailing with fumigation continued during the voyage (intransit).
• In freight containers before loading with fumigation continuing during the voyage
(intransit).
In these situations the fumigation continues during the voyage and is not finished until the
ventilation and removal of residues is completed, which is normally at the first discharge port.
3 Rules, regulations and guidelines that affect the fumigation process
3.1 The United Nations International Maritime Organisation (IMO) Safety of Life at Sea (SOLAS)
Convention places an obligation on all governments to ensure all shipping activities are carried
out safely.
3.2 The Recommendations on the Safe Use of Pesticides in Ships (IMO Recommendations)
published by the IMO (revised 2002) are intended as a guide to all those involved in the use of
pesticides and fumigants on ships and are recommended to governments in respect of their
legal obligations under the SOLAS Convention.
These recommendations are referred to throughout this document as within the IMO
Recommendations.
3.3 Individual countries (e.g. US and Canadian Coastguard) have their own requirements, but
some governments have chosen to make the IMO Recommendations mandatory on all vessels in
their territorial waters (e.g. UK).
3.4 The IMO International Maritime Dangerous Goods (IMDG) Code, which is mandatory in
many parts of the world under SOLAS, specifically relates to the fumigation of packaged goods
only and will be referred to under section 8 on freight container fumigation.
The fumigation of packaged goods and freight container recommendations, are referred to
throughout this document as within the IMDG Code.
3.5 The International Maritime Fumigation Organisation (IMFO) Code of Practice (COP) provides
clear guidance to fumigators and ships' masters in respect of bagged and bulk cargoes, in
addition to packaged goods.
IMFO is an organisation of independent maritime fumigation servicing companies with members

in many countries. See Annex 2.
4 Fumigants that can be used for intransit fumigation of bulk and bagged cargoes in
ships' holds
4.1 The most widely used fumigant for intransit fumigation is phosphine (PH3). The gas is

normally generated from aluminium phosphide or sometimes magnesium phosphide, but can
also be applied direct from cylinders.
4.2 Methyl bromide should never be used for fumigation intransit (IMO Recommendations,
Annex 1D).
4.3 Insecticides such as dichlorvos, pirimiphos-methyl, malathion, permethrin and others may
be sprayed on to the grain during loading. These are not fumigants and should be allowed
provided data is provided to the master as set out in IMO Recommendations 6.2 and 6.4 and
Annex 1A.
5 Intransit fumigation of bulk and bagged cargoes with phosphine gas
5.1 Phosphine is only fully effective if a lethal concentration is maintained for a period of time
that can be as little as 3 days or as much as 3 weeks.
The actual time needed will vary according to the cargo temperatures, insect species that may
be present, and the system of fumigation (refer to Annex 1 of this article for brief details of the
types of system).
This is the reason why fumigation with phosphine is almost always carried out during the
voyage (intransit) so that the voyage time can be used to ensure a fully effective treatment.
Probing aluminium phosphide in retrievable sleeves into a bulk cargo
5.2 When the owners/charterers/master agree to fumigation being carried out intransit with
phosphine, the master should ensure he is familiar with the requirements of IMO
Recommendations 3.4.3.1. - 3.4.3.20. This will enable the master to be clear what the
obligations of both fumigator and master are.
A checklist of these obligations is as follows:
5.2.1 Fumigator
To provide written documentation in respect of the following:
• Pre-fumigation inspection certificate.

• Standard safety recommendations for vessels with fumigated grain cargoes.
• Gas tightness statement.
• Statement of vessel suitability for fumigation and fumigant application compliance.
• Manufacturers information or safety data sheet.
• First aid and medical treatment instructions.
• Fumigation certificate.

• Fumigation plan.
• Instructions for the use of the phosphine gas detecting equipment.
• Precautions and procedures during voyage.
• Instructions for aeration and ventilation.
• Precautions and procedures during discharge.
• Also to provide sufficient additional respiratory protective equipment (RPE) where
necessary to the vessel, to ensure the requirements of IMO in respect of RPE are
available for the duration of the voyage. (Note; the RPE may consist of SCBA or canister
respirators or a combination of both but the minimum requirement is for 4 sets of RPE).
Refer also to IMO Recommendations Annex 4.
5.2.2 Master
• Appoint a competent crewmember to accompany the fumigator during the

inspections/testing of empty holds prior to loading to determine whether they are gas
tight, or can be made gas tight and, if necessary, what work is to be carried out to
ensure they are gas tight.
• Ensure the crew is briefed on the fumigation process before fumigation takes place.
• Ensure the crew search the vessel thoroughly to ensure there are no stowaways or
other unauthorised personnel onboard before fumigation takes place.
• Appoint at least two members of the crew to be trained by the fumigator to act as
representatives of the master during the voyage to ensure safe conditions, in respect of
the fumigations, are maintained onboard the ship during the voyage.
• After the fumigant has been applied and appropriate tests have been completed, the
master should provide his representative to accompany the fumigator, to make a check
that all working spaces are free of harmful concentration of gas (IMO Recommendations
3.4.3.11).
• When the fumigator has discharged his responsibilities, the fumigator should formally
hand over in writing responsibility to the master for maintaining safe conditions in all
occupied areas, which the master should accept (IMO Recommendations 3.4.3.12).
• It must be clearly understood by the master that, even if no leakage of fumigant is
detectable at the time of sailing, this does not mean that leakage will not occur at some
time during the voyage due to the movement of the ship or other factors. This is why it is
essential the master ensures regular checks are carried out during the voyage.
• During the voyage, the master should ensure that regular checks for gas leakage
should be made throughout all occupied areas and the findings recorded in the ships log
(IMO Recommendations 3.4.3.13). If any leakage is detected appropriate precautions to
avoid any crew being exposed to harmful concentrations must be taken. If requested to
do so by the fumigator, the master may, prior to arrival at the first discharge port, start
the ventilation of the cargo spaces.
• Prior to arrival at the first discharge port the master should inform the authorities at the
port that the cargo has been fumigated intransit. (IMO Recommendations 3.4.3.16).
• On arrival at the discharge port the master should not allow discharge of the cargo to
commence until he is satisfied that the cargo has been correctly ventilated and
aluminium phosphide residues that can be removed have been removed, and that any
other requirements of the discharge port have been met (IMO Recommendations
3.4.3.17). Refer also to IMO Recommendations, Annex 4.

6 Fumigation of bulk and bagged cargo with ventilation in port
This procedure can be used either after loading and prior to sailing (6.1) or on arrival at the
discharge port prior to discharging (6.2).
6.1 After loading and prior to sailing
Phosphine fumigation is the only fumigant that should be accepted for this procedure, as methyl
bromide (though frequently used) is not recommended (IMO Recommendations, Annex 1D).
Phosphine fumigation and ventilation in port, prior to sailing, will normally take from 1-2 weeks
to complete and therefore is only occasionally specified. All procedures as for intransit
fumigation should be followed to ensure a safe and effective fumigation.
6.2 At discharge port prior to discharge
Methyl bromide is the most common fumigant used for this purpose as it is normally possible to
achieve an effective fumigation of the cargo in 24-48 hours. The crew should be landed and
remain ashore until the ship is certified 'gas free' in writing by the fumigator in charge. The
fumigator is responsible for the safety and efficiency of the fumigation, though crewmembers
may remain in attendance to ensure the safety of the ship provided they adhere to safety
instructions issued by the fumigator in charge.
The ventilation of methyl bromide from cargoes can be a very slow process if sufficient powered
ventilation is not available and the master (or his representative) should ensure that the
fumigator has ensured that residues of gas are below the TLV (IMO Recommendations, Annex
2) throughout all parts of the cargo and holds. Phosphine fumigation and ventilation in port,
prior to discharge, will normally take from 1-2 weeks to complete and therefore is only
occasionally specified. All procedures as for intransit fumigation should be followed to ensure a
safe and effective fumigation.
7 Fumigation of empty cargo holds and/or accommodation to eradicate rodent or

insect infestation
7.1 Methyl bromide is the most common fumigant used for this purpose (although hydrogen
cyanide (HCN) or sulfuryl fluoride may be used in some countries) as it is normally possible to
achieve an effective fumigation of the empty spaces in 12-24 hours.
7.2 The crew should be landed and remain ashore until the ship is certified 'gas free' in writing
by the fumigator in charge as for 6.2 above.
8 The intransit fumigation of freight containers
8.1 The reason for the fumigation of containers is normally to try to ensure that when the goods
arrive at the discharge port they are free of live pests/ insects.
8.2 Containers are normally fumigated and subsequently ventilated prior to being loaded
onboard the ship.
Containers that have been fumigated and subsequently ventilated and where a 'certificate of
freedom from harmful concentration of gas' has been issued, can be loaded onboard ships as if
they had not been fumigated (IMO Recommendations 3.5.2.1).
8.3 Frequently containers are fumigated but not ventilated prior to loading and these containers
are therefore fumigated intransit, as the ventilation process will not take place until after they
have been discharged from the ship. The carriage of containers intransit under fumigation is
covered by the IMDG Code whereby these containers are classified in Section 3.2 Dangerous
Goods List as 'Fumigated unit Class 9 UN 3359'. Also refer to the IMDG Code Supplement
Section 3.5.1 and 3.5.2 of chapter called 'Safe use of pesticides in ships'.
WARNING - Containers are still sometimes shipped

under fumigation with no warning notices attached
and no accompanying documentation stating they
have been fumigated. This process is in direct
contravention of the IMDG Code. There may be
dangerous levels of fumigant gas inside the container
when it arrives at its destination which is both illegal
and dangerous.
8.3.1 Obligations on the fumigator
• The fumigator must ensure that, as far as is

practicable, the container is made gas tight before the fumigant is applied.
• The fumigator must ensure that the containers are clearly marked with appropriate
warning signs stating the type of fumigant used and the date applied and all other details
as required by the IMDG Code and IMO Recommendations Annex 3.
• The fumigator must ensure the agreed formulation of fumigant is used at the correct
dosage to comply with the contractual requirements.
8.3.2 Obligations on the exporter
• The exporter must ensure that the containers are

clearly marked by the fumigator with appropriate
warning signs stating the type of fumigant used and

the date applied and all other details as required by the IMDG Code and IMO
Recommendations Annex 3.
• The exporter must ensure that the master is informed prior to the loading of the
containers.
• The exporter must ensure that shipping documents show the date of fumigation and the
type of fumigant and the amount used all as required in the IMDG Code, volume 1, page
35 and specifically section 9.9.
8.3.3 Obligations on the master
• The master must ensure that he knows where containers under fumigation are stowed.
• The master must ensure he has suitable gas detection equipment onboard for the types
of fumigant present, and that he has received instructions for the use of the equipment.
• Prior to arrival of the vessel at the discharge port the master should inform the
authorities at the discharge point that he is carrying containers under fumigation.
• If the master (or his representative) suspects that unmarked containers may have been
fumigated and loaded onboard they should take suitable precautions and report their
suspicions to the authorities prior to arrival at the discharge port.
8.3.4 Obligations on the receivers
• The receiver (or his agent) must ensure that any fumigant residues are removed, and
the container checked and certificated as being free from harmful concentrations of
fumigant by a suitably qualified person before the cargo in the container is removed.
For further information: International Maritime Organisation, 4 Albert Embankment, London,

SE1 7SR
Tel: 0207 735 7611. Fax: 0207 587 3210 Website: http://www.imo.org
International Maritime Fumigation Organisation, Friars Courtyard, 30 Princes Street, Ipswich,

Suffolk, IP1 1RJ or any member worldwide. See - http://www.imfo.com.
Annex 1
A summary of the various methods of phosphine application methodology that can be

considered for intransit fumigation of bulk or bagged cargoes in ships' holds.
1 Application of tablets or pellets to cargo surface (or into the top half metre).
High concentrations of gas build up in the head space, potentially resulting in a lot of leakage
through the hatchcovers unless they are very well sealed. Very little penetration down into the
cargo. Powdery residues cannot be removed. Good kill of insects in top part of cargo but
negligible effect on eggs or juvenile or even adults in lower part of cargo.
2 Application of tablets or pellets by probing into the cargo a few metres.
Less loss of gas through hatchcovers than in 1. Better penetration of gas than when applied on
surface only but unlikely to be fully effective unless holds are relatively shallow and voyage time
relatively long. Powdery residues cannot be removed.
3 Application of tablets or pellets by deep probing into the full depth of the cargo.
This is difficult to achieve and currently practically impossible if the cargo is more than 10

metres deep. Ensures effective fumigation provided voyage time is relatively long to allow gas
to distribute. Powdery residues cannot be removed.
4 Application of aluminium phosphide in blankets, sachets or sleeves, placed on the

surface of the cargo (or into the top half metre).
All points the same as 1, except that with this method powdery residues can be removed prior
to discharge.
5 Application of tablets or pellets by probing into the cargo a few metres in retrievable
sleeves.
All points as for 2, except that with this method powdery residues can be removed prior to
discharge.
6 Fitting of an enclosed powered re-circulation system to the hold and application of

aluminium phosphide tablets or pellets to the surface.
This will ensure the gas is distributed throughout the cargo evenly and rapidly making maximum
use of the fumigant in the shortest possible time. Powdery residues cannot be removed.
7 Fitting of an enclosed powered re-circulation system to the hold and application of

aluminium phosphide in blankets, sachets or sleeves on the surface or probed into the
top one or two metres.
As for 6, except that with this method, powdery residues can be removed. Also gaseous
residues can be removed more easily than with other methods, as once the powdery residues
have been removed the re-circulation system can be used to assist this to happen rapidly.
8 Deep probing into the full depth of the cargo (however deep) with tablets or pellets
(in retrievable sleeves when required).
This is being developed in Canada but is not yet available. Also deep probing using pre-inserted
pipes.
Will enable good distribution of gas to be achieved without the requirement for a powered re-
circulation system, provided the voyage is long enough.
9 Use of powered re-circulation system with phosphine from cylinders.
This is not yet available but could be in the future and will enable phosphine fumigation to be
carried out without using aluminium phosphide. This will mean no powdery residues to deal with
and therefore residue and safety problems at the discharge port will be minimised. A powered
re-circulation system will be needed to enable this system to work with maximum efficacy.
Annex 2
References
International Maritime Organisation Recommendations on the Safe Use of Pesticides in Ships

revised 2002. Published by IMO, 4 Albert Embankment, London, SE1 76R
International Maritime Organisation The International Maritime Dangerous Goods Code (IMDG
Code) Volumes 1, 2 and Supplement (which includes the Recommendations on the Safe Use of
Pesticides in Ships referred to above). Published by IMO London as above. Refer to Dangerous
Goods List under entry UN 3359.
The International Maritime Fumigation Organisation (IMFO) Code of Practice (COP) Obtainable

from the IMFO website http://www.imfo.com

UK P&I CLUB
Carefully to Carry SEPTEMBER 2006
Agricultural produce – insect infestation

and fumigation
“The carrier
shall properly
Fumigant gases are poisonous to humans and should only be and carefully
load, handle,
used by specialists, not by the ships crew stow, carry,
keep, care for
and discharge
Insects and mites of plant products may be found within cargo spaces as: the goods
carried.”
● Introduced infestation (carried onboard with the produce). Hague Rules,

Articles iii, Rule 2
● Cross infestation (moved across from one product parcel to another).
● Residual infestation (remaining onboard from a prior infested cargo to Carefully to Carry
attack subsequent cargo(es). Advisory Committee
This report was produced by the Carefully
Leaving aside localised spraying with contact insecticides in liquid or to Carry Committee – the UK P&I Club’s
powder form the principal method of treating cargo spaces or their contents advisory committee on cargo matters.
The aim of the Carefully to Carry
for the control of insects is by fumigation, which is the application of an Committee is to reduce claims through
insecticidal chemical in its gas phase. contemporaneous advice to the Club’s
Members through the most efficient
means available.
The fumigants in common use are:
The committee was established in 1961
● Methyl bromide (CH3 Br ). and has produced many articles on
cargoes that cause claims and other cargo
related issues such as hold washing,
● Phosphine (PH3) generated from solid phosphide preparations. cargo securing, and ventilation.
Both chemicals are extremely toxic and hazardous to humans. The quality of advice given has
established Carefully to Carry as a key
source of guidance for shipowners and
The effective and safe use of fumigants requires the space being treated to ships’ officers. In addition, the articles
be rendered gas-tight for the period of exposure, which may vary from a few have frequently been the source of
expertise in negotiations over the
hours to several days, depending on the type of fumigant and
settlement of claims and have also been
concentration used, the pests, the commodities treated and the ambient relied on in court hearings.
temperature.
In 2002 all articles were revised and
published in book form as well as on disk.
Fumigant gases are poisonous to humans and require special equipment All articles are also available to Members
and skill in application. They should only be used by specialists, not by the on the Club website. Visit the Carefully to
ship’s crew. Carry section in the Loss Prevention area
of the Club website www.ukpandi.com for
more information, or contact the Loss
Evacuation of the space under gas treatment is essential and in some Prevention Department.
cases it will be necessary for the whole ship to be evacuated.
The master should require written instructions to be them. This may involve considerable risk and is
provided by the fumigator-in-charge on the type of contrary to good practice.
fumigant used, the hazards involved, the threshold limit
values (TLV) and the precautions to be taken. ● A basic requirement of the fumigation process
(reasonably gas-tight holds) is, during the exposure
Methyl bromide is supplied as a liquefied gas in metal time of the fumigant gas, incompatible with the need
containers. The holds into which it is to be applied to be able to ventilate the cargo as may be required
should be reasonably gas tight. Delivery is made into by prevailing climatic conditions. The inability to
the holds via a flexible pipe attached to the cylinder. As ventilate the cargo during this time (usually between
the valve of the cylinder is opened the liquefied gas five to seven days) will exacerbate ship’s sweat if
begins to evaporate and enter and disperse within the the prevailing conditions are conducive to its
hold and the cargo therein. formation during this period. This can lead to an
adverse effect upon the cargo.
It should be noted that methyl bromide deposits a small
residue of inorganic bromide in the cargo each time a Experience indicates that many masters and officers
fumigation is carried out. Many countries have legal are unaware of the IMO publication Recommendations
restrictions on the maximum tolerable level of inorganic on the Safe Use of Pesticides in Ships. This forms a
bromide in imported produce and there is therefore a part of the supplement to the IMDG Code; the section
limit to the number of fumigations that can safely be last amended in 1996 is now contained in the more
carried out on particular goods before the levels of recent 2010 edition of the Code. The relevant section
inorganic bromide exceed the maximum tolerable of this booklet should be studied very carefully by
values. It is an advantage of fumigation with phosphine masters but a few points derived from the booklet are
that no measurable residues are deposited on the mentioned below:
goods even after repeated fumigation.
● In transit fumigation should only be carried out at the
The fumigation of cargoes with phosphine gas is discretion of the master.
effected using tablets, pellets or solid preparations in
other physical forms which are supplied by the ● In transit fumigation with methyl bromide should not
manufacturers in hermetically sealed containers. The be carried out. Fumigation with this gas is only
active ingredient of these preparations is either permitted when the ship is in the confines of a port
aluminium phosphide or magnesium phosphide. These (either at anchorage or alongside) once crew
substances are highly reactive with water, and as the members have disembarked.
preparations are removed from their sealed containers
the active ingredient comes into contact with The IMO recommendations only specifically forbid in-
atmospheric water vapour and yields phosphine gas transit fumigation with methyl bromide; they admit a
into the cargo space under fumigation. The same ‘crew discretionary usage of phosphine in transit. It is
evacuation’ procedure that applies to methyl bromide possible that this has led to a common misconception
fumigation ought equally to apply to phosphine that phosphine gas is less toxic to humans than methyl
fumigation because phosphine has a similar level of bromide and that consequently non-specialists such as
potentially severe human toxicity as methyl bromide. ships’ crew may distribute phosphine-releasing
However, shippers or charterers frequently supply preparations prior to or during a sea voyage. It should
phosphine releasing preparations onboard and request be clear from the points noted above that such a
the master to arrange for the fumigant to be applied to misunderstanding is incorrect and potentially
the cargo by the ship’s crew during the course (often dangerous. Therefore masters should never agree to
towards the end) of the voyage. Such requests requests for the ship’s crew to apply phosphine-
flagrantly contradict IMO recommendations. releasing preparations in cargo spaces at any time,
whether or not at sea.
As well as noting this serious contradiction (applying
apparently different procedural standards to the Fumigation continued in transit
fumigation of goods according to which fumigant is
If it is contemplated that a fumigation begun in port
employed) two further important points ought to be
should be continued in transit, it is strongly
made in relation to requests to apply fumigant to goods
recommended that the master should possess and
whilst on passage:
familiarise himself with all the relevant passages in the
IMDG supplement Recommendations on the Safe Use
● In order to fulfill such a request it would be
of Pesticides in Ships. This will enable him to make
necessary to open the weather-deck hatchcovers
suitably informed decisions whether or not to allow
whilst at sea in order to apply the phosphine
fumigation to be continued in transit and, if such
releasing preparation and then to release and secure
fumigation is allowed, to be aware of and to implement shipment but infestation is clearly apparent to the
the appropriate safety precautions that ought to be master at that time he is bound to conclude that the
taken before the ship leaves port and during the course goods are not in apparent good order and condition. If
of the voyage. clearly infested goods are loaded onboard, even
though there is an intention to fumigate the goods upon
When specialists apply phosphine in port, with a view completion of loading, it is advisable to clause the
to the fumigation being continued in transit, they relevant mate’s receipts and bills of lading in terms
usually install flexible pipework in stows in order to similar to the following:
circulate the phosphine gas better throughout the
stow. “Some live insects detected at the time of shipment
onboard; cargo to be fumigated by shippers/charterers
This provides more effective fumigation of deep stows at their risk and expense upon completion of loading”
than would be achieved by the fumigant being applied
only to the surface of the stow with reliance being If the charterer intends to have the goods fumigated
placed upon diffusion alone to deliver the gas reaching onboard it is also advisable to make a suitable provision
to lower regions of the stow. in the charterparty in terms similar to the following:
Compatibility between fumigant “Charterers shall indemnify the owners in respect of

and cargo any and all claims of whatsoever nature howsoever
arising as a consequence of any infestation of the
It should be borne in mind that compatibility between cargo at the time of shipment onboard the vessel
the fumigant and the particular cargo being carried and/or the presence of dead insects in the cargo
needs to be determined. Decisions on this point should following the fumigation thereof.”
be left to specialists; however, it should be noted that
whilst both fumigants are suitable for many different Regulations applying in some countries will only allow
cargoes, they each separately bear notable exceptions the presence of limited numbers of dead insects in
to this general suitability. imported goods. In such circumstances sale contracts
will be drafted to reflect these limitations. However, the
Charterparties fumigation of goods onboard clearly anticipates a
Charterparties, on occasions, provide the charterer residue of dead insects remaining within the cargo
with an option to fumigate cargoes (usually cereal following the fumigation and it is therefore doubtful
grains and oil seeds or similar agricultural produce) whether the issuance of clean bills of lading in such
onboard ship after loading has been completed. Whilst circumstances can be justified.
it is convenient for the charterer or the shipper to
fumigate cargoes onboard instead of ashore, problems Clean bills of lading
may well be experienced as a result of this practice. A shipper usually requires clean bills of lading and
Before considering the most significant problems charterers usually arrange for their charterparties to
encountered it is worth remembering that although the reflect this requirement. But when insects (whether
goods may have been fumigated prior to loading, this alive or dead and whatever their stage of development)
will not mean they are therefore free of all live insects. are seen to be present in bulk cargoes or on the
Insects in one or other of their metamorphic stages of packing of bagged cargoes at the time of loading, it is
development may still be present in the products questionable whether clean bills of lading can
because there is no permanence in any treatment justifiably be issued. This reservation applies
against insects. regardless of whether or not the cargo will be
fumigated subsequently onboard.
A standard sale contract (e.g. GAFTA 120) usually
requires cargoes such as cereal grains to be free from The master may be told by a representative of the
‘live infestation’ at the time of shipment. However, shipper or charterer that the presence of live insects in
rarely, if ever, will such a cargo be absolutely free from agricultural produce is quite normal, and that any
insects. insects present will be killed during the fumigation
process onboard after the completion of loading. This
Although the terms of the contract of sale may only is usually the basis of the request for clean bills of
affect the relationship between the buyer and the lading notwithstanding the visible presence of insects
seller, it makes little sense to expect a master to adopt at the time of shipment. It is therefore important to
a standard which is at odds with the standards consider this point further.
anticipated in standard forms of contract. If the
expectation of the standard contract of sale is that the
goods should be ‘free’ of live infestation at the time of
Recommendations on the safe should not be permitted to leave port until gas-free
use of pesticides in ships certification has been received from the fumigator-in-
charge.”
The IMO has issued a booklet entitled
Recommendations on the Safe Use of Pesticides in 3.4.2.2
Ships and also include this information in the IMDG
Code Supplement 2000 Edition. This is a very helpful “Prior to the application of fumigants to cargo spaces,
and comprehensive publication which it is the crew should be landed and remain ashore until
recommended is carried on all dry cargo ships.The the ship is certified ‘gas-free’, in writing, by the
publication covers the use of insecticide sprays, fumigator-in-charge or other authorised person. During
smokes and gaseous fumigants. The former two can be this period a watchman should be posted to prevent
used effectively on clean empty holds. However, the unauthorised boarding or entry, and warning notices
eradication of either insect infestation or rodents in should be prominently displayed at gangways and at
loaded holds can only be effected with fumigant gas entrances to accommodation.”
treatment.
3.4.2.3
Owners’ and masters’ attention is drawn specifically to “The fumigator-in-charge should be retained throughout
the following entries: the fumigation period and until such time as the ship is
declared gas-free.”
3.1.1.2
“The success of chemical treatments does not tie 3.4.2.5
wholly in the pesticidal activity of the agents used. In “The fumigator-in-charge should notify the master in
addition, an appreciation of the requirements and writing of any spaces determined to be safe for
limitations of the different available methods is reoccupancy by essential crew members prior to the
required. Crew members can carry out small-scale or aeration of the ship.”
‘spot’ treatments if they adhere to the manufacturer’s
instructions and take care to cover the whole area of The Committee would draw the attention of owners
infestation. However, extensive or hazardous and masters to 3.4.2.2 on the previous page. It is
treatments including fumigation and spraying near common practice these days to fumigate ships, both
human and animal food should be placed in the hands empty and loaded, with crew still onboard. In some
of professional operators, who should inform the instances this requirement is incorporated in charter
master of the identity of the active ingredients used, parties. Conversely in some ports the authorities will
the hazards involved and the precautions to be taken.” not allow fumigation with the crew onboard. Whilst it is
the Committee’s view that evacuation of the crew
When a cargo or empty vessel is to be treated with provides the safest option, if a master is prepared or
gaseous fumigation the following requirement must be required to allow fumigation with the crew onboard it is
observed : imperative that he is satisfied that the fumigator-in-
charge is equipped with proper gas detection and
3.1.3.4 measuring equipment for the fumigant gas being
“A ‘fumigator-in-charge’ should be designated by the employed. When Draeger tubes are used the master
fumigation company, government agency or should ensure that adequate tubes are available
appropriate authority. The master should be provided bearing in mind that each measurement requires the
with written instructions by the fumigator-in-charge on use of a separate tube. The master should also insist
the type of fumigant used, the hazards involved, the that the fumigator-in-charge remains onboard
threshold unit values (TLV) and the precautions to be throughout the whole operation, i.e. from initial closing
taken, and in view of the highly toxic nature of all to completion of ventilation and the issue of a gas-free
commonly used fumigants these should be followed certificate. The master should also be satisfied that the
carefully. Such instructions should be written in a fumigator-in-charge regularly checks for gas leakages
language readily understood by the master or his in areas where the crew may be working or resting.
representative.”
Section 3.4.3. covers in-transit fumigation which is
Fumigation in port is covered in Section 3.4.2. now a fairly common practice, especially for bulk
Especially important sections are: cargoes of agricultural products. With this type of
operation the master is responsible for the safety of all
3.4.2.1 onboard his ship.
“Fumigation and aeration (ventilation) of empty cargo The Committee wishes to draw attention to the
spaces should always be carried out in port. Ships following paragraphs:
3.4.3 2 the trained representatives of the master should brief
Fumigation continued in transit the crew before a fumigation takes place and satisfy
the fumigator-in-charge that this has been done.”
3.4.3.1
3.4.3.4
“Fumigation in transit should only be carried out at the
discretion of the master. This should be clearly “Empty cargo spaces are to be inspected and/or tested
understood by owners, charterers, and all other parties for leakage with instruments so that proper sealing can
involved when considering the transport of be done before or after loading. The fumigator-in
cargoes that may be infested. Due consideration charge, accompanied by a trained representative of the
should be taken of this when assessing the options of master or a competent person, should determine
fumigation. The master should be aware of the whether the cargo spaces to be treated are or can be
regulations of the flag State Administration with regard made sufficiently gastight to prevent leakage of the
to in-transit fumigation. The application of the process fumigant to the accommodation, engine-rooms and
should be with the agreement of the port State other working spaces in the ship. Special attention
Administration. should be paid to potential problem areas such as bilge
and cargo line systems. On completion of such
The process may be considered under two headings: inspection and/or test, the fumigator-in-charge should
supply to the master for his retention a signed
1 fumigation in which treatment is intentionally statement that the inspection and/or test has been
continued in a sealed space during a voyage and in performed, what provisions have been made and that
which no aeration has taken place before sailing; the cargo spaces are or can be made satisfactory for
and fumigation. Whenever a cargo space is found not to be
sufficiently gastight, the fumigator-in-charge should
2 in-port cargo fumigation where some aeration is issue a signed statement to the master and the other
carried out before sailing, but where a clearance parties involved.”
certificate for the cargo space(s) cannotbe issued
because of residual gas and the cargo space(s) has 3.4.3.5
been re-sealed before sailing.”
“Accommodation, engine-rooms, areas designated for
use in navigation of the ship, frequently visited working
3.4.3.2
areas and stores, such as the forecastle head spaces
“Before a decision on sailing with a fumigated cargo is adjacent to cargo spaces being subject to fumigation
made it should be taken into account that, due to in transit should be treated in accordance with the
operational conditions, the circumstances outlined in provisions 3.4.3.13. Special attention should be paid to
3.4.3.1.2 may arise unintentionally, e.g. a ship may gas concentration safety checks in problem areas
be required to sail at a time earlier than anticipated referred to in 3.4.3.4.”
when the fumigation was started. In such
circumstances the potential hazards may be as great 3.4.3.6
as with a planned in-transit fumigation and all the
“The trained representatives of the master designated
precautions in the following paragraphs should be
in 3.4.3.3 should be provided and be familiar with:
observed.”
1 the information in the relevant Material Safety Data
3.4.3.3
Sheet, if available; and
“Before a decision is made as to whether a fumigation
treatment planned to be commenced in port and 2 the instructions on the fumigant label or package
continued at sea should be carried out, special itself, such as the recommendations of the fumigant
precautions are necessary. These include the manufacturer concerning methods of detection of
following: the fumigant in air, its behaviour and hazardous
properties, symptoms of poisoning, relevant first aid
1 at least two members of the crew (including one and special medical treatment and emergency
officer) who have received appropriate training (see procedures.”
3.4.3.6) should be designated as the trained
representatives of the master responsible for 3.4.3.7
ensuring that safe conditions in accommodation,
“The ship should carry:
engine-room and other working spaces are
maintained after the fumigator-in-charge has handed
1 gas detection equipment and adequate fresh
over that responsibility to the master (see 3.4.3.12);
supplies of service items for the fumigant(s)
and
concerned as required by 3.4.3.13 together with It is of course possible for masters to have sufficient
instructions for its use and the threshold limit values expertise to be able to decide whether a proposed
for safe working conditions; fumigation operation should prove satisfactory.
Although it is possible for the Association to obtain
2 instructions on disposal of residual fumigant expert advice on this matter, it is difficult for any experts
material; to advise other than in general terms when they have
not seen either the ship or the cargo. It is the
3 at least four sets of adequate protective equipment fumigators’ duty to perform a proper fumigation and if
appropriate for the fumigant used; they are employed by shippers or charterers it is the
latters’ duty to ensure that fumigators are competent.
4 the necessary medicines and medical equipment; However, to safeguard the shipowners’ position the
and master must insist on receiving a certificate of
fumigation from the fumigators which states:
5 a copy of the latest version of the Medical First Aid
Guide for Use in Accidents Involving Dangerous ● The fumigant used
Goods (MFAG). Particular attention is drawn to
table 550.” ● The dose level in terms of weight of fumigant per
volume of hold e.g. lb/1000ft3.
3.4.3.12
● The dates and times when fumigation commenced
“Upon discharging his agreed responsibilities, the
and ceased (i.e. when either ventilation fans were
fumigator-in-charge should formally hand over to the
turned on or hatches were opened, whichever was
master in writing responsibility for maintaining safe
the earlier)
conditions in all occupied spaces. The fumigator-in-
charge should ensure that gas detection and
If insects are observed in or on any cargo it could be
respiratory protection equipment carried on the ship is
helpful if specimens are taken and placed in a small
in good order, and that adequate fresh supplies of
bottle with a secure closure, such as an aspirin bottle
consumable items are available to allow sampling as
and placed in a refrigerator. These can be supplied to
required in 3.4.3.13.”
experts at a later date if there are complaints at the
time of discharge.
3.4.3.13
“Gas concentration safety checks at all appropriate If heavy infestation is observed surveyors should be
locations, which should at least include the spaces instructed to draw substantial samples of affected
as indicated in 3.4.3.5, should be continued cargo (1kg lots) which should be sealed and kept
throughout the voyage, at least at eight-hour intervals refrigerated pending expert examination to determine
or more frequently if so advised by the fumigator-in- the level and nature of the infestation.
charge. These readings should be recorded in the
ship’s log-book.” Shipowners are particularly warned that receivers in
certain countries, especially in the Middle East, may
Conclusion reject cargo, with the backing of their government
authorities, if minimal live infestation is detected or
It has been noted in recent years that some fumigations
even if the cargo is contaminated with a very small
have been unsatisfactory due basically to three
quantity of dead insect residues. It follows that if a
causes:
master detects any insect infestation when cargoes are
being loaded for Syria, Egypt and some other eastern
● Excessively heavy infestation or infestation with
Mediterranean countries, shipowners should be
fumigant resistant strains of various insect species
informed immediately and they should seek advice from
the Club.
● Inadequate initial dosing
● Insufficient time allowed for total penetration of the

fumigant gas
UK P&I CLUB For further information please contact:

IS MANAGED Loss Prevention Department, Thomas Miller P&I Ltd
BY THOMAS Tel: +44 20 7204 2307. Fax +44 20 7283 6517
MILLER Email: [email protected]
Fumigation of cargo on board ships:
the invisible killer
Following the tragedy of a seaman’s death in his cabin on a vessel with a fumigated cargo on board,
Gard News presents an analysis of similar cases.
Plastic tubes used for aluminium phosphide tablets, pulled out after discharge of the
cargo holds.
It is extremely important to raise awareness of the dangers of in-transit fumigation of cargo. Fumigation of cargo by hydrogen
phosphine gas is excellent for killing insects, but it also endangers the lives of crew members and shore-based personnel if not
handled correctly.1
Fumigation in general
A fumigant is a chemical which under certain conditions will enter a gaseous state and in sufficient concentration will be lethal
to pest organisms. One important and useful property of fumigants is that in gas form they diffuse as separate molecules, thus
enabling penetration into the material being fumigated and diffuse away afterwards. Aerosols and pesticides sprayed onto
plants, etc., are not fumigants.
In the old days, the traditional shipboard fumigants against insects in cargo used to be hydrocyanide acid and mixtures of
ethylene dichloride and carbon tetrachloride, but from the 1960s-70s these have been replaced by methyl bromide and
hydrogen phosphide. Both are very dangerous if inhaled by humans. Methyl bromide depletes the ozone layer and has been
banned in the western world since 2005. Hydrogen phosphide (PH3) is commonly called “phosphine” and is now the most
popular fumigant in use for disinfestation of dry plant products loaded in bulk. Successful use demands longer exposure
periods than with methyl bromide – periods from four to five days to a fortnight or more – but that is not a problem due to
1
The article “In-transit fumigation of bulk cargoes“, which appeared in Gard News issue No. 173, cautions shipowners about the risks associated with in-transit
fumigation and provides practical advice on how to minimise these risks and otherwise protect their legal position. It also includes a template LOI which represents a fair
starting point for negotiations with charterers and, with appropriate amendments, may be used when a charterparty entitles charterers to request in-transit fumigation
and also when the charterparty is silent but owners agree to the request nonetheless.
the long haul nature of maritime transportation. Phosphine is easy to handle by the fumigators, as it is manufactured in a solid
formulation of either magnesium or aluminium phosphide. These solids, which often are in the shape of tablets, will react and
break down in contact with water or in an atmosphere containing moisture. They will then release hydrogen phosphide, a gas
efficient in the killing of insects in bulk cargo, like for instance grain. The most favourable conditions for complete release of
phosphine from the tablets are in tropical and subtropical climates, where four to five days are sufficient. In temperatures
below 15°C, or in a very dry atmosphere, much more time would be needed. If the tablets are only spread on top of the cargo,
it will also take time for the gas to spread through the full depth of the cargo, although the gas is heavier than air. Tablets may
therefore be placed in tubes penetrating the cargo depth and the gas spread by a fan or pushed into the cargo by probes, etc.,
to speed up the process.
Pure phosphine gas is odourless. The odour, often compared to the smell of garlic, carbide or decaying fish, is due to a
contaminant, offering the advantage of serving as a warning to people. But it is important to know that the lack of odour does
not guarantee that there is no dangerous gas. Odour may not be detected under all circumstances and the gassing may last
much longer than the emission of the smell.
Most recent Gard case

Gard’s most recent case of fumigation causing the death of a seaman happened on board a 30-year-old general cargo ship of
4,000 GT. The vessel loaded a full cargo of wheat in all three holds in Liepaja, Latvia, bound for Antwerp, at the end of 2010. In
order to carry out fumigation of the cargo, six pieces of 10 mm diameter plastic tubes were hung from the hatch coamings to
the tanktops of each hold before starting the loading. The tubes were of a type with small perforations, used in agriculture for
draining wet fields. When the cargo had been loaded, aluminium phosphide tablets were spread on top and dropped into the
tubes. Hatchcovers and ventilators to the cargo holds were closed, and plastic bags were placed around the coaming drains. In
the accommodation, the main ventilation system was closed down, but people were allowed to use the extraction fans from
their bathroom/WC. Outside doors were closed and people forbidden to go out on deck if not necessary for the operation of
the vessel. Two gas masks with eight filters and one gas detection kit with 50 detection tubes were delivered to the vessel by
the fumigators who advised that the cargo holds could be opened again after five days.
During passage of the Kiel Canal, the bosun needed to go to the forecastle and did so wearing a gas mask. He smelled a
strange smell, and the captain ordered the space to be ventilated and then tested for phosphine gas using the detection kit
supplied by the fumigators. Having passed the Kiel Canal, the test was negative. The crew members were not very familiar
with the use of the kit, and the date limit of the detection tubes expired during the voyage.
Four days after the start of the fumigation, at the time of anchoring to wait for a berth, a seaman complained about feeling ill
when being relieved from watch duty in the morning. Due to his eating habits it was believed that he had an indigestion or
liver problem and he was sent to bed in his cabin and advised to drink water and take some charcoal tablets. He was very
pale, had a slight temperature and was vomiting. The next day he felt better, had regained his normal skin colour and no
doctor was therefore sent for. One day after that, the seaman, having spent 48 hours in his cabin, was found dead in his bed.
Two days later the second officer also became sick, but recovered later. There was no odour of gas, but when tests were
carried out, a high concentration of phosphine gas was detected in spaces within the accommodation.
The deceased seaman’s cabin was on main deck level, in front of the accommodation and next to the captain’s office. When
the lining of the office was pulled down, a small corroded hole was found in the front bulkhead. That steel plate was the
common boundary with the aft ventilator from the aft cargo hold. Corrosion within the ventilator over many years had made a
small opening for the gas in the cargo hold to pass to the insulation of the accommodation walls. The extraction fans from the
toilets created a slight under-pressure, sufficient to draw the gas, which escaped to the cabins wherever there was an opening.
The sad truth is that the seaman would most probably have survived if he had not been told to rest in his cabin, and had
instead been placed in fresh air.
Following the death of the seaman, there was of course an investigation, and the level of gas in the cargo holds was measured
regularly, every day. The process should have been completed after five days, but it took a full month before the gassing
stopped. The reason for the slow process must have been the dry weather and the temperature of -10°C at the time of loading.
There must have been insufficient moisture in the cargo for the aluminium phosphide tablets to react faster. The small holes of
the tubes arranged in the cargo holds may also have provided insufficient contact with the cargo. When pulling out the tubes,
several aluminium phosphide tablets were found still intact. It was noted that the distinct odour, which should have made
people aware of the presence of hydrogen phosphide gas, had already disappeared after three or four days. When the vessel
was finally discharged, the cargo was placed into barges for further transportation on inland waterways. Workers informed that
it was not uncommon to see aluminium phosphide tablets still being active in the transhipment of such cargo.
A similar case
This is not the first time that phosphine gas leaks from the cargo hold to the accommodation through corroded holes and
causes the death of a seaman. In January 2008 the UK Marine Accident Investigation Branch (MAIB) reported on a very similar
case to the above, and issued Accident Flyer 1/2008 to warn the shipping industry.2
The vessel loaded 2,500m3 of feed wheat in Kaliningrad, Russia, bound for Montrose in Scotland. After loading, tablets of
aluminium phosphide were pushed into the wheat by a probe and the hatches were closed. The fumigator in charge briefed
the chief officer about the dangers of phosphine gas and told him to alert the crew to its distinctive garlic smell. He handed
over two gas masks, a gas detector pump and five detection tubes. It took the vessel four uneventful days to go through the
Baltic and the Kiel Canal, but in the North Sea she encountered bad weather. To protect the cargo, the hatchcovers were sealed
with expanding foam. Several crew members became seasick. One seaman had to give up on his Sunday lunch and retired to
his cabin, where he was found dead the next morning. Another seaman had smelled a bad odour outside his next door cabin,
but took it to be the smell of vomit due to sea-sickness.
Grain being unloaded from cargo hold. Three out of six vertical plastic tubes can be
seen. The aluminium phosphide tablets were placed into these tubes after loading.
The tubes had small holes, but contact between cargo and tablets was probably
insufficient so it took a full month for the fumigation to be completed in this case.
This vessel was not covered by Gard. She was a 1977-built general cargo ship with two cargo holds and a crew of nine. The
front of the accommodation extended the aft bulkhead of the aft cargo hold by 0.5 metres, so the deckplating in way was a
boundary between the hold and the forward cabins on deck level. Arriving in port, tests revealed high concentrations of
phosphine in the diseased seaman’s cabin and the adjacent hospital compartment. At first no leakage path could be found by
way of smoke testing, but when chipping rust scales off the underdeck plating, pin holes were found through the steel plating,
which could lead the gas to the accommodation. It was assumed that the pounding of the ship in rough weather could have
increased the pressure in the sealed cargo hold and thus pressed the gas into the deceased’s cabin, although the holes were
very tiny and the smoke test at the arrival port had failed. It is not known whether exhaust fans were used in the bathrooms,
etc., but if so, that could also have been a contributing factor.
The fumigator had only used 10 minutes on board before loading started, which appears inadequate for a thorough pre-
loading survey, although a superficial inspection of the corroded deck-plating would probably not have revealed the danger.
Also, the test equipment for phosphine gas had not been used by the crew, and they seem not to have been suspecting a gas
leak, attributing the symptoms of dizziness and vomiting to sea-sickness.
Lack of alertness
In 1997 a geared bulker had her holds inspected by officials of the Brazilian Ministry of Agriculture in Paranaguá. The empty
vessel passed the inspection, but as insects were found in the cargo of soya bean meal, fumigation by phosphine was ordered
by the authorities. As the vessel was then already loaded, all the aluminium phosphide tablets were placed on top of the
2
The flyer can be found on the MAIB’s website at www.maib.gov.uk.
cargo. The Master was told by the fumigators that the hatches had to remain closed for 10 days. On the second day after the
fumigation had started, the vessel now being at sea bound for Ireland, a fitter working on deck felt ill, had convulsions and
loss of feeling in his limbs. A further four crew members subsequently fell ill with similar symptoms. The vessel sought
medical assistance by radio and headed for Rio de Janeiro, where health authorities came on board and five crew members
were hospitalised. The health authorities refused the vessel leave to sail until it was proven that there were no further risks to
the crew. Ventilating the cargo holds in the middle of the fumigation process involved the risk that pests might not be killed
and the cargo become contaminated.
All the crew members recovered and the case became one of debating who should pay for the deviation and delay of the
vessel. Vessel interests maintained that the fumigation firm had not carried out their duty to ensure the vessel was in a
suitable condition to be fumigated, in other words, to ensure that there were no outlets for the gas from the cargo holds,
while the fumigators blamed the vessel for not having closed cargo hold ventilators gas-tight. No testing equipment was
delivered on board by the fumigators and no tests were carried out by the ship, as there was no gas-detecting equipment on
board. But there had been a clear smell of gas and the crew had taped leaking hatchcovers. No instructions were apparently
given by the fumigators and none were asked for. Both sides quoted the IMO Recommendations on the Safe Use of Pesticides
at Sea, the opposition quoting that fumigation in transit “should only be carried out at the discretion of the master”, placing
responsibility upon him for the safety on board. In hindsight it appears that both sides had been negligent and should have
been more alert and careful. The case illustrates how difficult it is for a Master or a charterer to avoid fumigation of a cargo
once it is on board and authorities discover that it is contaminated by pests. Phosphine is heavier than air and is meant to be
able to penetrate a cargo from top to bottom. It was believed that by placing all the tablets on top of the cargo, there might
have been a substantial gas pressure in the headroom of each hold, in the early stages of the fumigation, allowing gas to
escape.
A cargo of lumber
Fumigation is not only used for grain cargo, but also against insects in timber. In 2006, a 25,000 GT vessel covered by Gard
loaded a cargo of sawn timber in Peru. Before passing the Panama Canal, the vessel anchored at Balboa to take bunkers and
carry out fumigation of the cargo using aluminium phosphide, tablets which will produce phosphine gas after contact with
moisture. Cargo holds were fumigated for 72 hours, and thereafter ventilated for 24. Thereafter, upon the vessel’s berthing at
Ponce, Puerto Rico, the fumigators collected the excess tablets from the cargo holds, but had a dispute with the captain about
how to dispose of them. At one instance tablets were placed on the wet deck, where they caught fire. As it was raining, the
tablets were collected in plastic bags, but the captain did not allow them to be disposed of in the vessel’s incinerator, as was
the wish of the fumigators. Instead, they placed them in a plastic container filled with water and detergent. Boiling and
gassing resulted, before the contents were poured out overboard. There is such a “wet method” designed to deactivate excess
material, but appropriate respiratory protection should be used and there are several precautions to observe. The two
fumigators became ill and were taken to hospital where they recovered. It was observed that the fumigators had not used
their gas masks and their gas detecting equipment while on board. In his report, the surveyor appointed to the case by Gard
advised that the incident could have had much more serious consequences.
A full crew in danger

In 2000 an issue of the US Coast Guard News informed that a bulk carrier bound for Australia had to seek refuge at Coos Bay,
Oregon due to the entire crew being affected by gas emitting from cargo hold No. 6. That hold contained soya bean meal, and
was one of three holds fumigated to control insects at Port Angeles, Washington.
On the second day at sea, 12 of the 19-man crew started complaining about either headache, dizziness, nausea, breathing
difficulties, vomiting or diarrhoea, leading the captain to suspect gas leakages from the fumigated holds. Tests carried out
revealed that there was 0.5 ppm phosphine in the ship’s office. The air conditioning was closed down and all doors and
portholes were opened for natural ventilation. All crew members were moved to open air and subsequently recovered.
When a doctor and a fumigation specialist boarded the ship, they found phosphine gas to be leaking from the cargo holds. A
leaking ventilator on deck was closed down, and tape, silicone and plastics were used on all openings from the cargo holds,
including the drain pipes from the hatch-coamings. Particular attention was paid to lids on access hatches to cargo holds from
under-deck passageways. These passageways were connected to the accommodation and non-tight seals may have been the
main reason for the crew to be affected. Several of the dogs of the hatch lids were not in order. The surveyor appointed to the
case was of the opinion that the firm carrying out the fumigation was wrong when it confirmed that all cargo holds were in
good order to fumigate. Pre-voyage fumigation procedures required the vessel to be declared suitably designed and in order so
as to allow for safe occupancy by the ship’s crew throughout the duration of the fumigation. Otherwise the vessel should not
be fumigated unless all crew members were removed from the vessel. The fumigators should have carried out a better
inspection of all accesses to the cargo holds, but the vessels owner was also to blame for not having maintained hatch lids,
seals and dogs in good order.
Ventilator opening in deck at the aft bulkhead of cargo hold No. 3. The steel bulkhead is
the common boundary between the accommodation and the cargo hold ventilator.
Another crew being lucky

Just a few days before Christmas 2010 the entire crew of a bulker could have died on Lake Erie, when phosphine gas seeped
into the accommodation. In this ship the leakages were not through corroded holes, as the vessel was only one year old, but
through the ventilation system. This was not a Gard vessel, but the story reached the headlines.
The vessel had loaded a cargo of grain in Milwaukee and was on the way to Montreal when most of the crew became ill.
Believing the cause to be phospine from the fumigation of the cargo or food poisoning, the captain called for assistance.
Officials at St Lawrence Seaway halted the vessel offshore and a rescue team from the fire department of Port Colborne went
on board. They found that the crew quarters contained 1.5 ppm of phosphine gas, and that the sick crew members were lying
down in their cabins, with all portholes closed due to the cold weather, inhaling the polluted air from the ventilation system.
Investigators determined that the gas that escaped the cargo hold by a piping conduit had been drawn through a supposedly
water and air-tight door and into the ventilator room, and from there circulating into the crew quarters by the ventilation
system. The crew suffered from vomiting, diarrhoea, headaches and dizziness and several were unable to stand on their own.
After stopping the ventilation system and opening all windows, 16 of the 21 crew members on board were evacuated and
soon recovered in hospital. If the vessel had not been assisted by the rescue team, there could have been several casualties.
According to the US Agency for Toxic Substances and Disease Registry (ATSDR), an eight-hour average respiratory exposure to
phosphine gas should not exceed 0.3 ppm and a short-term exposure should not exceed 1 ppm.3
There is no antidote for phosphine poisoning. Treatment consists of support of respiratory and cardiovascular functions. In an
emergency it is important to get the victims into fresh air!4
The death of a stowaway

Stowaways trying to flee a country may do so in desperation, but may not know the dangers to which they expose themselves
– and certainly not when they hide in cargo holds under fumigation. Six stowaways were found on board a vessel in 2009,
after leaving Lagos, Nigeria. The first one was found inside a cargo hatch, when a crew member heard him banging on the
steel. Two more were found in another hold and two came out of the garbage bin. Those having been in the cargo holds were
very weak and groggy, but recovered by resting in fresh air. The sixth was not so lucky; he was found on the upper platform of
the ladder from a cargo hold entrance hatch. Revival was attempted, but unfortunately he was already dead. All were taken
ashore in Abidjan, and the five were treated in hospital and recovered. The vessel was loaded with fumigated cocoa beans in
bags after fumigation of the holds with aluminium phosphide. Cocoa is one of the goods regularly treated with phosphine.
3
Guidelines from US authorities such as the National Institute for Occupational Safety and Health (NIOSH) and the Occupational Safety and Health Administration (OSHA)
provide that worker exposure to phosphine must not exceed the 8-hour TWA of 0.3 ppm. TWA, the Time Weighted Average, is a term used in the specification of
Occupational Exposure Limits (OEL). If a person should be exposed to phosphine gas for a full 24 hours, for instance while resting in a cabin polluted by the gas, the gas
concentration should thus not exceed 0.1 ppm. European countries are stricter and follow the values of the European Commission’s Scientific Committee for Occupational
Exposure Limits (SCOEL), which for phosphine is 0.1 ppm for 8-hour TWA.
4
Those interested in the medical aspects of phosphine poisoning may wish to get further details of a 1980 case in which two children and 29 of the 31 crew members
became ill on board a vessel carrying grain under fumigation. One of the children died. The gas escaped from the cargo hold through a cable box close to an
accommodation ventilator. See The Journal of the American Medical Association (JAMA 244: 148-150, 1980).
This is only one of many cases of stowaways dying due to fumigation of cargo.
Flammability
Aluminium phosphide is not itself flammable, but in contact with water hydrogen phosphide gas will be created, which may
ignite spontaneously in air. Ignition of high concentrates of hydrogen phosphide can result in a very energetic reaction, an
explosion which may cause severe personal injury. To suffocate the flames, do not use water, but sand, carbon dioxide or dry
extinguishing chemicals.
In 2008 the Australian Transport Safety Bureau (ATSB) issued a report on a vessel where the cargo was under fumigation and
caught fire.5
IMO recommendations on the safe use of pesticides in ships

Considering the high toxicity of phosphide, as well as the ability of spontaneous ignition in contact with water or exposed to
moisture- laden air, it is imperative to establish and follow a detailed and strict protocol whenever fumigation is to take place.
The IMO first issued recommendations on the safe use of pesticides in ships in 1971, which have been revised several times
since then by the Maritime Safety Committee. The latest revision can be found as Supplement to the IMDG Code 2010 Edition.
There are guidelines both concerning fumigation of cargo holds and fumigation of cargo transport units. Governments are
invited by the IMO to bring the recommendations to the attention of competent authorities, mariners, fumigators, fumigant
and pesticide manufacturers and others concerned.
If fumigation of a vessel is to take place, the IMO recommendations are the most important guidelines of which mariners should be
aware, and should be thoroughly read and followed to the letter. In addition, there may be flag and port state regulations, and not
least the manufacturer’s instruction in the use of the fumigant. The IMO documents list symptoms of inhalation of phosphine
poisoning as “nausea, vomiting, headache, weakness, fainting, chest pain, cough, chest tightness and difficulty breathing”. Those
symptoms are for those likely to survive. For humans exposed to phospine gas, death is certainly a possibility, depending on gas
concentration and time of exposure.6
Observations from incidents

The following observations can be made based on the cases found on Gard’s files:
– There are cases where the fumigation firm has not followed the IMO recommendations to the letter.
– There are cases where the information given by the fumigator is not complete or not correct, such as how many days the
fumigation process will take. Temperature and humidity have to be considered.
– There are cases where inspections to establish a vessel’s suitability for fumigation are very superficial and insufficient to
Aft bulkhead of cargo hold No. 3. The ventilator opening is in the corner, above the
ladder. Access is difficult, as it is behind pipes under deck.
5
ATSB Marine occurrence investigation No. 250.
6
The US National Institute for Occupational Safety and Health (NIOSH) has established the immediate danger to life or health level (IDHL) of phosphine at 50 ppm.
ensure the safety of the crew.
– Some ships are unsuitable for fumigation of cargo due to age and/or lack of proper maintenance of steel boundaries
between cargo hold and crew quarters.
– Captains do not always know the details of the IMO recommendations and do not always comply with them. There are cases
where the captain appears to consider the fumigation of a cargo to be the business of the shipper and the fumigator, without
fully realising his own authority and the responsibilities placed on him by the IMO recommendations.
– There are cases where inadequate test instruments are provided to the vessel, cases where the crew has inadequate
knowledge of how to use the equipment, and cases where testing equipment is not used during in-transit fumigation.
(Bellow-type test kits with glass tubes are well known on board tankers, but crew members of bulk vessels may not be so
familiar in their usage. It is important that the tubes to be used correspond with the expected gas concentration and that the
correct number of pumping movements of the bellow is used. Read the instructions! It should also be noted that the test tubes
have a limited shelf life, especially if exposed to heat or sunlight. Nowadays there are electronic measuring instruments
available, fitted with an alarm, for various gases, including phosphine. These will give permanent control of the gas
concentrations in the air, while the bellow-type only tests the air at a given moment. There are also smaller instruments for
personal protection. Often vessels under fumigation only have the bellow-type test kit on board, while shore-side inspectors
are often equipped with electronic instruments.)
– The IMO recommendations require that the fumigator in charge should ensure that both gas detection and respiratory
protection equipment carried on board is in good order.
In many cases such equipment is delivered by the firm carrying out the fumigation. “Respiratory protection” normally consists
of one or two gas masks with a supply of filters. But crew members not used to operating in chambers containing gas should
be very reluctant to enter them, and be aware that gas masks may leak. Not only do the filters need to be of the right type
and replaced as necessary, but the full tightness of the mask may depend on size and shape of head, whether the person is
bearded, etc. When entering a space with a gas mask, it is also imperative to ensure that there is enough oxygen in the air of
that space. People who understand the dangers of phosphine gas are likely to prefer breathing apparatus with air bottles,
where the overpressure in the air supply will hinder a gas leakage through the mask, if they have to enter a space with gas.
– There are cases of people with symptoms of phosphine poisoning who are thought to be suffering from sea-sickness or food
poisoning. That may be because the master and crew have not fully understood the risks represented by carrying a cargo
under fumigation, not paying sufficient attention to signs of danger.
– Apparently there are no class rules stopping a vessel from being constructed with a deck or bulkhead as a common boundary
between the cargo hold and the crew accommodation. This is something that should be looked into by the international
classification societies. The positioning of ventilators from cargo spaces and air intakes to the accommodation should also be
considered in ships likely to carry cargo under fumigation. All penetrations through common bulkheads, like a small passage for an
electric cable, can allow the penetration of gas if not made gas-tight.
Fumigation of containers
Cargo in containers may also be under fumigation. In 2008 three shore-side workers in Rotterdam fainted after opening the doors of a
container shipped from the Far East. Hanging on the inside of one of the doors was a bag emitting phosphine gas. Apparently the bag
was from a recent previous cargo which the workers had no knowledge of having been under fumigation. The three workers were taken
to hospital and recovered fully.
The need to remove and handle remains of fumigation material is well illustrated by the following case, also from 2008. A Gard vessel
discharged a 40-foot reefer container in Long Beach, containing 20 pallets of live ornamental plants. At the receiver’s premises, the
container was emptied and remained in storage for a month, until it was needed for another cargo. In preparation for the next cargo, the
container was cleaned, and one worker found a thin-walled aluminium cylinder, similar to a cigar tube. It was open at one end and
marked “30 tablets Aluminiumphosphide. Poison!” The worker sniffed at the open end and noted a grey powdery material inside. A
second worker also handled the tube and sniffed at the open end. The terminal management was thereafter contacted and the two
workers filed for compensation – in case of potential harm from exposure to the substance. No one was harmed, as the tube did not emit
any phosphine gas, but the claim process involved surveyors, lawyers, doctors and a hazardous material firm.
In 2009 Gard had a case on board a container vessel sailing to Valparaiso from Callao in Peru. On the vessel’s open deck were 28
containers under fumigation. Twelve hours after departure, the bosun noted a strong odour on deck, which he ignored at first. After some
time he started sweating, vomiting and had a headache. Two other crew members felt the odour, but had no health complications. Access to
the area was then restricted, and ventilation of the accommodation was shut down as a safety measure. Analysing the Stowage Plan and the
Dangerous Goods Plan, the location of the containers under fumigation was identified. All containers were marked with labels announcing
that they were under fumigation by aluminium phosphide and should not be entered. At the discharge port, health authorities examined
the vessel, but the gassing was then over and as no abnormalities were found, the vessel was allowed to unload. The bosun was
examined in hospital and found to have completely recovered with fresh air alone.
It is important that people on board container vessels are also informed of containers under fumigation and warned to observe the smell of
gas and the symptoms of phosphine poisoning. But it is shore-based people who are most at risk, when involved in the opening and
discharging of such containers. There is a new handbook available, “Don’t get caught by surprise”, which deals with toxic gases in containers
and how to act safely.7
7
www.tgav.info.
Carefully to Carry MAY 2008
Measurement of bulk cargoes

Draught surveys – practice
The master of a vessel should be advised in adequate time that a draught “The carrier shall
survey will be taking place. If it is an initial light ship survey, he should be properly and care-
fully load, handle,
requested, subject to the safety of the vessel, to ensure that individual ballast stow, carry, keep,
tanks are either fully pressed up or empty – that the vessel is upright, and care for and dis-
with a trim which is within the limits of the tank calibration tables. charge the goods
carried.”
When draught surveys are undertaken by independent surveyors, co-operation
Hague Rules,
of the ship’s officers is essential.
Articles iii, Rule 2
Independent surveys should be undertaken together, during the relative
survey sections, with the vessel’s chief officer and chief engineer or their
appointed respective deputies.
Before undertaking the survey, it is recommended that the surveyor makes Carefully to Carry
time to inspect a general arrangement plan in order to confirm the number and Advisory Committee
position of the various ballast, fresh water and oil bunker tanks on the vessel.
This report was produced by the Care-
Equipment which may be used in the survey: fully to Carry Committee – the UK P&I
Club’s advisory committee on cargo
Strong torch matters. The aim of the Carefully to
Patent draught mark indicator or measuring devices (draught tubes, Carry Committee is to reduce claims
indicators etc) through contemporaneous advice to
the Club’s Members through the most
Calibrated Inclinometer or manometer
efficient means available.
Steel tape measure with plumb bob / stainless steel sounding tape with
brass plumb bob (preferably calibrated) The committee was established in
1961 and has produced many articles
Sea water sampling bucket or can of sufficient volume
on cargoes that cause claims and
Calibrated patent draught survey hydrometer other cargo related issues such as
hold washing, cargo securing, and
Calibrated salinity refractometer
ventilation.
Ballast water-sampling device
Computer / calculator. The quality of advice given has
established Carefully to Carry as a key
source of guidance for shipowners
Reading the draught marks and ships’ officers. In addition, the
articles have frequently been the
At the time of reading the draught marks, the vessel should be upright with a
source of expertise in negotiations
minimum of trim. The trim at survey should never exceed the maximum trim for over the settlement of claims and have
which corrections may be included in the vessel’s stability book. also been relied on in court hearings.
The vessel should ideally be lying in still, calm water. Otherwise errors, without In 2002 all articles were revised and
ease of correction, from reading the draught marks can result. For example: published in book form as well as on
disk. All articles are also available to
- Vessels lying at exposed berths or anchorages where wave and swell surface Members on the Club website. Visit
disturbance is almost inevitable; even to the extent that the vessel may be the Carefully to Carry section in the
rolling and pitching. In these circumstances it is usual to assess the actual Loss Prevention area of the Club
mean water level over a number of readings to be at two-thirds of the distance website www.ukpandi.com for more
information, or contact the Loss
between the lowest and highest levels of water as seen against the draught
Prevention Department.
marks. Some experts advocate that, after studying wave patterns, a mean
of the average highest and lowest draught readings should be used.
- Vessels which are lying at a river berth or in tidal
conditions when strong currents are running. Under
these conditions the draught marks should ideally be
read over periods of slack water (provided that at a
low water slack there is sufficient under-keel clearance).
- Currents of appreciable strengths are likely to cause
the vessel to change trim or pitch slightly and/or sink
bodily into the water from her static draught (‘squat’).
This phenomenon becomes more pronounced in
shallow waters (shallow water effect).
- Strong currents will result in raised water levels against
the leading edge of a stationary vessel lying in flowing
water. This is especially true when the flow is in the
direction of a vessel’s bulbous bow.
Draught marks must be read on both sides of the vessel:

forward port and starboard; amidships port and starboard,
and; aft port and starboard or, alternatively, if additional
marks are displayed on large vessels at all the designated
positions.
Should draught marks not be in place amidships, distances

from the deck line to the water line on both sides of the
vessel must be measured. The amidships draughts can
then be calculated from load line and freeboard data
extracted from the vessel’s stability booklet.
Draught marks should be read with the observer as

Above: Manometer showing plastic tubing (30-40 m long), fitted at each end
close to the water line as is safe and reasonably possible,
with a valve and scale.The valves are to allow the water in the tube to be
in order to reduce parallax error.
retained without any air bubbles in it when the device is not in use.
Although it is common practice to read the offside draught
marks from a rope ladder, a launch or small boat provides Below: Manometer, showing scale and water level.When a scale is fitted and
a more stable environment and brings the observer to a used for the reading care must be taken that the scale is fixed at the same
safer position closer to the water line. height on each side.
A vessel’s remote draught gauge should never be used

for surveys, due to lack of the necessary accuracy and
the possibility of errors, which may accumulate over the
working life of the instrument.
When adverse weather conditions are being experienced,

access to the offside draught marks may prove difficult
or impossible. At these times the draughts on the nearside
can be read and the offside draughts calculated using
a manometer (Addendum 1).
This method should never be used when the offside

draughts can be safely observed and accurately read.
If, as a final resort, this method cannot be undertaken,
the use of a fully calibrated inclinometer, graduated to
minutes of arc, is strongly recommended. The type of
inclinometer fitted to vessels is not usually of sufficient
accuracy to be used.
Density of the water in which the vessel

is floating
It is prudent to obtain samples of water in which the
vessel is floating at, or very close to, the time at which
the draught marks are read. This is particularly relevant
when the vessel is lying at a estuarial or river berth when
density of the water may be changing, due to the ebb
or flow of the tide.
Depending upon the length of the vessel under survey,

a number of samples, say between one and three, should
be taken. In order to overcome the problem of layering, The relative density of the contents may be calculated
the samples should be obtained using a closed sampling using the following formula:
can at a depth of approximately half the existing draught
RD of tank contents at survey =
of the vessel. Alternatively, a slowfilling container can be
(Old oil volume x Old RD) + (New bunker volume x New RD)
used to obtain an average sample from keel to waterline.
Total volume of oil in tank
When reading the hydrometer floating in the sample of After completion of the bunker survey the totals of each oil
water, the eye of the observer should be as close to the found must be agreed with the chief engineer and the master.
water level as possible, to avoid parallax errors and also
to avoid further errors due to the meniscus (Addendum 2).
Calculations & associated corrections
Ballast water tanks of vessel’s displacement from draught
readings
Ballast water tanks including peaks, even those said to be
empty, must be carefully sounded or proven to be full by Before extracting hydrostatic data from the vessel’s
pressing up and overflowing from all air pipes when local stability book, care should be taken by surveyors to
regulations permit. If the ballast hold contains ballast water, familiarise themselves with the format and methods used
this compartment must not be fully pressed up but be care- to display the various particulars, especially the means of
fully sounded and the weights of the water carefully calculated. depicting positions of Lcf (longtitudinal centre of flotation) etc,
relative to amidships or alternatively the after perpendicular.
Spaces such as the duct keel and voids – especially those of
the lower stools situated at the base of transverse bulkheads, When using a recommended draught survey computer
between cargo holds – must be checked when safe to do so, programme or alternatively calculating directly from data
and proved in same condition at initial and final surveys. extracted from the hydrostatic particulars contained
within the vessel’s stability book it is essential that the
These voids often contain the manhole access covers to data is carefully and properly interpolated or, in what
the adjacent double-bottom tanks. If these covers are not should prove to be a rare event, extrapolated.
totally watertight, then the voids will flood, or partially flood,
during ballasting or pressing up of the tanks, potentially As mentioned below, one of the areas where significant
resulting in huge errors in the lightship or ballast survey. errors often result is from the incorrect application of the sign
in respect of the position of the Lcf (in the first trim correction).
As noted above, the calculation of the weight of ballast
water is undoubtedly the most usual source of errors which When undertaking initial and final ‘displacement draught
may result in very large, and unacceptable, inaccuracies of surveys’ to establish weight(s) of cargo loaded, or
alternatively unloaded, the difference between the net
the cargo quantity as calculated by draught survey.
displacement weights provides the ‘total cargo’ quantity.
Nonetheless it is recommended for a cross check that,
Density of the ballast water
at the light ship/ballast survey, the vessel’s light ship
It should be established, with the chief officer, where the weight is deducted from net displacement found. The
various ballast tanks were filled. If from a single source, resultant then provides the vessel’s ‘constant’ at that
the sea, a few random samples of the water will confirm time. These unknown weights might also be termed the
its density. If from different sources, docks or rivers, etc vessel’s ‘stores variable’. Although variable, for a number
samples must be taken from the tanks containing water of reasons as later discussed, it should serve as a guide
from these various sources and relevant densities of the to the accuracy of the light ship/ballast survey.
water in individual tanks established.
Comparison between ‘stores variable’ quantities, or mean
Do not overflow the tanks substantially to obtain samples thereof, established at previous surveys should be treated
unless local regulations permit; instead use sampling with caution unless the variable is a direct comparison
equipment suitable for tanks that are only partially filled. that can be made. For example, all surveys include a
check and a record of the engine lubricating oil held in
When small samples are obtained, use a salinity refracto- storage tank(s), etc. Occasionally, surveyors report a
meter to establish density (see below). When larger samples ‘negative’ stores variable which is theoretically impossible
have been obtained, a draught survey hydrometer may be unless, in extremely rare instances, the vessel had been
used. See details above. subject to modification, and large quantities of structural
steel removed, without being subject to a further inclining
Establishing the correct weights of experiment and commensurate correction of the relevant
oils on board data contained in the vessel’s stability book.
This can be established either by sounding or ullaging of Charterparties often contain reference to an approximate
the tanks or, in the case of the engine room daily service quantity for the vessel’s ‘constant’, which may well create
and settling tanks, by reading the gauges. a discussion between master and surveyor should the
constant found by survey to be substantially larger than
The volumes of oils in each and every tank should be that quoted by the owners. The surveyor, after relevant
measured and recorded. checks, should remain confident in the figure obtained,
but always record on documents issued to the master
The relative densities of the most recently delivered oils on and clients, any unusual factors or difficulties experienced
board can be obtained from the bunker delivery certificates. during survey. These include any differences between
However bunkers are almost inevitably mixed with oils surveyors, should owners, charterers or shippers each
already on board, the densities of which are likely to differ. appoint separate survey companies to act on their behalf.
Documentation measurement errors which could effect the quantity of
cargo recorded by survey as being loaded or discharged.
At completion of survey, a ‘survey work sheet’ or computer
printout should be placed on board the vessel recording The final report should include details of any defect or
the data and calculations used to obtain the cargo loaded/ circumstance regarding weather, surface water, tides/
unloaded quantity. This document is usually produced by currents or on board conditions which the surveyor considers
individual survey companies, or by shipping companies for might well influence the result adversely.
use by their officers.
Cumulative errors
A formal ‘survey report’ should be submitted to clients at a
later date. Specific formal documentation has been drawn Errors can occur when reading and correcting the
up, amongst others by IMO, United Nations Economic draughts. The final fully corrected 3/4 mean draught
Commission for Europe and various P&I Clubs. should be within +/- 10 mm of the true mean draught.
The formal report document should not only include Errors of calculation. The main error to be avoided in
details of the survey, but also: Dates and times of surveys. this section is that of incorrectly positioning the LCF
relative to LBP/2 the amidship point.
Vessel particulars.
Ship’s location. Error of the water density in which the vessel is floating.
Weather conditions (and whether these were within Always ensure an average sample, or alternatively the
acceptable limits). average of a number of water samples are obtained and
Sea conditions (and whether these were within acceptable the correct type of certificated hydrometer is used to
limits). obtain the density.
Tidal/current conditions (and whether these were within Sounding of tanks. Leaving aside documented tables
acceptable limits). which may not be accurate, the way of avoiding the main
errors in this section of the survey is by ensuring, as best
A record of any difficulties or defects in a ship’s document- possible, that all volumes of liquids, especially ballast
ation or equipment which might cause the calculated weight water, on board are both correctly quantified and attributed
by draught displacement survey to be outside acceptable with correct densities. These factors, particularly when
limits of normal draught survey measurement error. applied to ballast water, undoubtedly contribute to the
largest number and degree of errors likely to be encountered
Expert opinion in draught surveying.
Surveys must be carried out to the very best of the surveyors’ Bearing these reservations in mind, a well conducted draught
ability, with each part of the survey conducted as accurately survey under reasonable prevailing conditions is capable
as possible in order to minimize procedural and/or of achieving an absolute accuracy of +/- 0.5%
Worked example
From the following information calculate the corrections to perpendiculars and the draughts at the perpendiculars.
Also calculate the true trim.
Vessel LBP 181.8 metres Density at the time of draught reading 1.0185 t/m3
port side stbd side distance marks from perp.

Forward draughts; 4.61m 4.65m Fd = 2.94 m aft
Midships draughts 4.93m 5.10m Md = 1.44 m aft
Aft draughts 5.58m 5.60m Ad = 7.30 m forward
Forward mean = (4.61 + 4.65) / 2 = 4.63m

Midships mean = (4.93 + 5.10) / 2 = 5.015m
Aft mean = (5.58 + 5.6) / 2 = 5.59m
So apparent trim is: 5.59 - 4.63 = 0.96m

And LBM is: 181.8 - 2.94 - 7.30 = 171.56m
Forward corr’n = Apparent trim x Fd = 0.96 x -2.94 = -0.0165m

LBM 171.56
Midships corr’n = Apparent trim x Md = 0.96 x -1.44 = -0.0081m

LBM 171.56
Aft corr’n = Apparent trim x Ad = 0.96 x 7.3 = +0.0408m

LBM 171.56
Now:
Forward draught is 4.63 – 0.0165 m = 4.6135 m
Midships draught is 5.015 – 0.0081 m = 5.0069 m
Aft draught is 5.59 + 0.0408 m = 5.6308 m
True trim is 5.6308 – 4.6135 m = 1.0173 metres = 101.73 cm
¾ mean draught = (6 x 5.0069) + 4.6135 + 5.6308 = 5.0357 m

8
From the original survey the following data was given in the vessels hydrostatic particulars:
Scale density of hydrostatic particulars 1.025 t/m3
Draught Displacement Tpc Lcf Draught Mctc Draught Mctc
5.00 19743 42.32 -4.354 5.50 445.5 4.50 434.9
5.10 20167 42.37 -4.289 5.60 446.6 4.60 435.9
The stability book stated that a negative (-) sign for Lcf indicated forward of midships.
Interpolating the data from the table (it is easier to use centimetres in the interpolation rather than metres)
The difference in the tabulated draughts is 10 cm and the draught we are looking for is 3.57 cm more than 5 metres
Therefore:
Displacement for 5.0357 m draught = 19743 + (20167-19743) x 3.57 = 19894.37

10
Tpc for 5.0357m draught = 42.32 + (42.37-42.32) x 3.57 = 42.338
10
Lcf for 5.0357m draught = - 4.354 + (4.354-4.289) x 3.57 = - 4.331 (for’d of mid)
10
Mctc for 5.0357 +50cms = 445.5 + (446.6-445.5) x 3.57 = 445.89
10
Mctc for 5.0357 – 50cms = 434.9 + (435.9-434.9) x 3.57 = 435.26
10
Therefore (dm~dz) = 10.63
The first trim correction is = 101.73 x –4.331 x 42.338 = - 102.61tonnes

181.8
Second trim correction = 1.01732 x 50 x 10.63 = +3.03 tonnes
181.8
Then vessels displacement at a density of 1.025 t/m3 is calculated as follows
Displacement for 5.0357m = 19894.37 tonnes

First trim correction = -102.61 tonnes
Second trim correction = +3.03 tonnes
Corrected displacement in salt water = 19794.79 tonnes
This is the weight of the ship at the draught if it was in salt water of density 1.025 t/m3, which is the density of
the ship’s hydrostatic scale.
However it is floating in water of apparent density 1.0185 t/m3.
So true displacement = 19794.79 x 1.0185 = 19669.26 tonnes

1.025
Draught surveys – theory The weight of an empty ship consists of three elements
Draught surveying is a commercially acceptable form of
1. Empty ship FIXED ITEM
weighing that is based on Archimedes Principle, which
2. Stores CONSIDERED FIXED
states that anything that floats will displace an amount of
3. Ballast oil and fresh water CHANGEABLE
the liquid it is floating in that is equal to its own weight.
Empty net weight = Empty ship + Stores
Briefly, the weight of the ship is determined both before
and after loading and allowances made for differences in
The weight of a loaded ship consists of four elements
ballast water and other changeable items. The difference
between these two weights is the weight of the cargo.
1. Empty ship FIXED ITEM
2. Stores CONSIDERED FIXED
In order to do this the depth that the ship is floating at is
3. Ballast oil and fresh water CHANGEABLE
assessed from the ‘draught marks’ and the vessels stability
4. Cargo FIXED ITEM
book is consulted to obtain the hydrostatic particulars
such as the ‘displacement’ and other necessary data.
Loaded net weight = Empty ship + Stores + Cargo
Several corrections are required and the quantities of
Therefore the cargo weight is the difference in the net
ballast and other consumable items need to be assessed
weights.
so as to obtain the net weights as follows.
Archimedes Principle
Archimedes Principle states that, when a body is wholly or
zero kg
partially immersed in a fluid, it appears to suffer a loss in
mass equal to the mass of fluid it displaces. Mass is the
amount of matter that a body contains and is expressed in
kilograms and tonnes. However, for the purposes of draught
surveying, weight can be assumed to be the same as mass. Volume
1m3
If a solid block of volume 1 m3 and weight 4,000 kg is Water
immersed in fresh water it will appear to suffer a loss in Weight level
500 kg
weight of 1,000 kg.
This can be verified by suspending it from a spring balance,

which would indicate a weight of 3,000 kg. There is, there- Buoyancy force 500 kg
fore, a supporting force acting upwards that, in this case, is
1,000 kg. This is the ‘buoyancy force’. The volume of water displaced is still the same at 1 m3. However the weight
displaced by the block is obviously 1 m3, as this is the acting downwards is now only 500 kg and, once released,
volume of the block, and 1 m3 of fresh water has a weight the block will rise until the buoyancy force acting upwards is
of 1,000 kg, and that is the buoyancy force. Therefore equal to the weight acting downwards.
the buoyancy force is equal to the weight of water displaced.
This will be when the block is in equilibrium at a point when
the underwater volume is equal to 0.5 m3, which is half the
depth of the block, and the point at which the weight of
water displaced is equal to 500 kg. A spring balance will
3,000 kg
now indicate zero weight.
Water level
In the above explanation of Archimedes Principle, the block
Volume was immersed in fresh water. However, had it been salt
1m3 water the volume of the underwater part of the block would
Weight have been less as the density of salt water is greater than
4,000 kg that of fresh water, meaning for equal volumes the salt water
is heavier, and thus a lesser volume of it would need to have
been displaced for the block to float.
Buoyancy force 1,000 kg
From the above it can be seen that the weight of a ship can
be calculated from its underwater volume and the density of
The same solid block hollowed out, until its weight is the liquid in which it is floating.
reduced to 500 kg, and then immersed in the same fresh
ater will now float. This is because it still has the same In order to calculate this volume it is necessary to know how
volume of 1 m3 but its weight is now only 500 kg. deep the ship is floating in the water as the deeper the
‘draught’, as it is called, the greater the weight of the ship.
If the block is completely immersed, the buoyancy force will Also the density of the water that the ship is floating in needs
still be 1,000 kg as before, because the volume of water to be measured at the same time as the draughts are read.
Density Metric marks
Density is mass per unit volume at a given temperature. The photo shows some draught
As already stated weight can be considered the same as marks in the metric system. The
mass as far as draught surveying is concerned. Therefore picture shows depths from 8.49
the weight of the block above is its underwater volume metres to 9.64 metres. The water
multiplied by the density of the liquid in which it is floating. level is at 8.49 metres as half
the width of the top of the ‘4’ is
Weight in vacuum visible above the water level (the number is made from 2 cm
wide steel plate). Some numbers are easier to assess than
The density of a substance can be determined by weighing others. For example, in the diagram each pair of lines is 2
a unit volume, which in the case of the metric system is a cm apart and it can be seen that the assessment of the
cubic metre. If a quantity of liquid – for example, fresh water depth is easy when the water level is across the ‘8’. The
or sea water – is weighed on a balance or on a weighbridge ‘6’ and the ‘9M’ in the picture would also have the same
against the equivalent of brass weights then the atmosphere easy to read features.
will exercise an upward thrust upon the water much greater
than the upward thrust exercised on the smaller volume of Some small coasters are often only marked at the midships
brass weights. This ‘air buoyancy’ effect is in fact the same point with a designated line (again 2cm wide) called the
as the buoyancy force for a body immersed in a fluid, as deck line. The upper edge of this is at a known distance
explained in the Archimedes’ Principle. However, this time from the keel (’K’) which is the summation of the vessels
the fluid is air, which has a density of 0.00125 t/m3 (the official summer freeboard and summer draught. Draughts
density of dry sea air at sea level is about 1/800th of the are then calculated by measuring the actual freeboard
density of fresh water, ie 1.25 kg/m3). If the weight of the (distance of the upper edge of the deck line from the water
unit volume is corrected for this ‘air buoyancy’ effect, the level) with a measuring tape and deducting it from the ‘K’.
result is weight in vacuum which is equivalent to mass. For
all practical purposes it is accepted that the density of fresh
water is 1000 kg/m3 and that of sea water 1025 kg/m3. The stability book
All ships are provided with a stability book, which includes
Apparent density a section of hydrostatic particulars giving data for different
draughts. Included in these are Displacement, Tpc, Lcf
It is commercial practice to make no allowance for air and Mctc. Each of these is required in order to calculate
buoyancy so that commercial weights are normally weights the survey and they are tabulated for any given draught.
in air. Weight in air per unit volume is known as apparent Taking each in turn:
density and this should be the criteria used for all draught
surveys as, after all, the ship is in air not in a vacuum.
Displacement ()
The Zeal Draught Survey Hydrometer reads ‘apparent Displacement is the weight of the ship. It is the underwater
density in air kg/Lt @150 C’ and is an industry standard volume multiplied by a density. In the majority of cases the
accepted worldwide. standard density used is 1.025 although there are many
other in use such as 1.027, 1.000, 1.02522 etc. In order
to obtain the volume the displacement is divided by
Reading the draughts
whichever density has been used to compile the data.
Draught marks (the depth at which the ship is floating) are
so constructed as to make the reading of them simple.
Metric marks are 10 cm high and are placed 10 cm apart.
Tpc
The steel plate they are made from is 2 cm wide. There are Represents ‘tonnes per centimetre’ of immersion. It is the
still a few ships using the ‘Imperial’ system but they are now weight that must be loaded or discharged in order to change
few and far between. However for the sake of reference, the ships mean draught by one centimetre.
the Imperial system has numbers that are six inches high
and located six inches apart with the numbers constructed Lcf
from one inch wide steel plate. Represents ‘longitudinal centre of flotation’. It is the position
about which the ship will trim when weights are loaded or
discharged. It is the geometric centre of the water-plane,
and will move as the shape of the water-plane changes
when weights are loaded or discharged.
The water-plane is the area of the ships hull that would

be visible if the ship was cut off at the waterline.
Mctc
This stands for ’moment to change trim 1 centimetre’. It is
the moment required to change the trim of the vessel by
one centimetre (a ‘moment’ is weight x distance). Mctc is
used in the second trim correction.
Other necessary data provided within the stability book

are the following:
Light ship distances of the midships or aft draught marks from the
relevant perpendicular (the midships perpendicular is
The weight of the ship complete in all respects when empty,
located at LBP/2).
but with full equipment, engine spares, water in the boiler
and lubricating oil in the engine.
Each of these corrections is applied according to the
following rule:
Deadweight If the direction of the displacement of the draught marks
The weight a ship can carry. Deadweight includes any fuel, from the relevant perpendicular is the same as the
water, ballast, passengers, crew and stores. It is the direction of the trim, then the correction applied to the
difference between light ship and displacement at any observed draught is negative, otherwise it is positive.
draught. ‘Cargo carrying capacity’, therefore, depends on
the amount of fuel water and ballast remaining on completion

of loading, and any additions which will be required by the
3/4 mean draught
ship on passage to its final port of discharge. Ships bend (hog or sag) due to the distribution of the
weights in the various holds and tanks on board. The ship
is assumed to bend as a parabola and the area below a
LBP parabola, in a circumscribing rectangle, is equal to twice the
Represents ‘length between perpendiculars’. A ship is built area above the parabola, or in other words the area under
to plans and the plans are drawn around two perpendicular the parabola is two-thirds the total area. The mathematics of
lines that represent the forward (FP) and aft (AP) extremities this fact is not important from the point of view of draught
of the section of the ship from which the volume is calculated. surveying. What is important, is to understand the effect
The remaining two sections of the ship, the small part of it has on a ship that is hogged or sagged (hogged is when
the bow and stern sections, called the appendages, are the vessel is deflected upwards in its central section, and
added in afterward. sagged is the opposite).
The forward perpendicular is considered to be where the

load water line (summer load line) cuts the line of the fore-
side of the bow. The aft perpendicular is where it cuts the
aft edge of the rudder post, or in the case of most modern
W Boxed shaped vessel L
vessels where no rudder post is fitted, the centre line of
the rudder stock. Aft Middle draught Forward
draught draught
A F
Calculating a ship’s draught
The mean draught at which the ship is floating cannot be e.g. If a box-shaped barge’s draught readings produce an
calculated by simple average because ships are not rect- arithmetical mean of the forward and aft draughts that is
angular, or box like, in shape and because they bend due more than the middle draught then this indicates that the
to the distribution of weight on board. The draughts them- barge is hogged. Utilising the maths of the parabola, the
selves also need to be corrected before they can be used. lost section of volume (yellow area in the diagram) is 2/3
of the box that encloses it. To calculate the effect of this
the following formula would be used:
Perpendicular corrections
Mean adjusted draught = (4 x Middle) + Forward + Aft
As mentioned above, ships volumes are calculated around
6
the section of the vessel that lies between the forward and (4/6 of the middle draught is 2/3 or 66.67%)
aft perpendiculars (FP and AP). When a ship is built the
draught marks are located at convenient positions on the The resulting draught calculated is the mean draught
hull and these will not always be at the perpendiculars. For adjusted to compensate for the deflection in the barge
calculation purposes, the draughts at the perpendiculars structure. This is known as the two-thirds mean correction,
are required and this is done with the use of similar triangles. and was derived directly from ‘Simpson’s First Rule’ for
The actual trim of the vessel, in relation to the length of finding an area under a curve. This is fine for a box shape,
the vessel between the draught marks, is one of a pair of but ships are very rarely box shaped.
similar triangles. The other is the correction in relation to
the distance the draught marks are displaced from the Calculations have shown that the most likely amount of
relevant perpendicular. Therefore these two triangles can correction required for hog or sag on a conventionally
be used to correct the draught mark readings to what they shaped ship is threequarters or 75 %. The formula for
would be at the perpendiculars. For example: this is called the 3/4 mean draught and is as follows:
Forward Corr’n = Apparent Trim x Fd 3/4 mean draught = (6 x Middle) + Forward + Aft)
8
LBM (6/8 of the middle draught is 3/4 or 75%)
Where: This is the draught used to enter the ships hydrostatic tables
Apparent trim = trim at the draught marks. and obtain the displacement of the ship. However, the
Fd = distance of forward draught marks from Perpendicular displacement scale in the ships stability book is calculated for
LBM = length between draught marks the ship on an even keel and in an upright condition; that
is without any trim or list. Ships rarely appear in that state,
The calculation of the aft and, sometimes, a midships although it has been known. Therefore, two corrections are
correction uses the same formula but substitutes the now required to give the true displacement.
First trim correction, (layer correction) The above corrections are in metres and can be applied
Sometimes called the ‘A’ correction to the 3/4 mean draughts to give the true mean draught.
However, the normal method used is to calculate the
A ship trims about the longitudinal centre of flotation (Lcf).
correction in tonnes. The displacement is taken out of the
This is the geometric centre of the water plane at any time.
tables for the 3/4 mean draught and the layer correction
The water plane is the area of the ship shape if it were cut
applied as a negative or positive correction in tonnes by
off at the water line. It obviously changes as draught increases
using the Tpc at that draught (Tpc is the number of tonnes
as the shape becomes more rounded aft while remaining
required to sink the ship one centimetre).
more pointed at the bow. A diagram will explain this better.
This is the first trim correction, and is calculated using the
Lcf when empty following formula:
First trim correction = Trim (in centimetres) x Lcf x Tpc
LBP
Lcf when loaded
Where Lcf is measured in metres from amidships,
The position of Lcf is crucial to the calculation of the draught The correction is applied according to the following rule:
survey. The ‘true mean draught’ is the draught at the Lcf If the Lcf and trim are in the same direction the correction
and not the draught amidships; unless, of course, Lcf is is positive and alternatively when they are in opposite
directions the correction is negative.
positioned at amidships.

Consider the following diagrams.
Position of Lcf
AP FP The understanding of how Lcf moves is crucial. In the
L Lcf W above formula it is measured from amidships and it is
True mean Amidships absolutely essential that it is understood which side of
draught draught amidships it is. There have been more incorrect draught
LB survey results obtained due to getting this detail wrong
than anything else.
In the above diagram the ship is on an even keel and the
draught at the Lcf is the same as the draught at amidships. The position of Lcf, in the hydrostatic particulars, is
However, if a weight within the ship is moved further aft, the indicated by three main methods. These are:
ship will trim about the Lcf so that she is deeper aft and not 1.Either with a minus (-) sign or a plus (+) sign, indicating
so deep forward; as in the next diagram. The displacement a direction from amidships (see below).
will not have changed, as the trim is achieved by moving a
weight already on board and the draught at the Lcf remains 2.Or labelled with the letters ‘a’ or ‘f’ (sometimes ‘aft’ or
the same. ‘ford’) indicating aft or forward of amidships.
Distance of Lcf from FP 3.Or as a distance from the aft perpendicular (in which
A amidships case the distance and direction from amidships can be
LBP easily calculated by use of the LBP/2).
W Trim
Lcf The latter is the clearest method.
Mean of forward Layer correction
and aft draughts
Amidships draught The use of (-) and (+) signs can be very confusing depending
on what the compiler of the tables meant by their use. In
In the above diagram the change to the forward draught is Russian and in Korean shipyards (-) means aft of amidships
greater than the change to the aft draught because the but they also refer to aft trim as (-). The European convention
ship is trimming about the Lcf and the draught at the Lcf is is to use (+) to mean aft of amidships and aft trim. The
greater than the draught amidships, which is the mean of main reason for errors in applying the Lcf in the first trim
the forward and aft draughts. In order to obtain the true correction are an obsession with the (+) or (-) signs as
mean draught (the draught at the Lcf) a correction needs being mathematical. They are in fact only an indicator of
to be applied to the adjusted mean draught (the 3/4 mean which side of amidships Lcf is located and that depends
draught). This correction is called the layer correction and on the shipbuilder’s logic.
is easily calculated using similar triangles as follows.
Usually the convention used is indicated at the beginning
The green trim triangle is similar to the red layer triangle of the tables or somewhere on the pages listing the data.
as both have two of their sides in the same proportion
and their included angles are equal. Lcf is the centre of the of the vessel’s waterplane area
Therefore: and as such is a function of the shape of the vessel on
Layer correction = Trim x Distance of Lcf from amidships the waterline at any given draught and nothing else.
Because the water plane changes shape to get rounder
LBP
at the aft part, as the ship gets deeper, the Lcf moves aft
In this case the true mean draught is the draught amidships as displacement increases and forward as displacement
plus the layer correction. Had the Lcf been forward of decreases but does not necessarily move through
amidships the correction would have been negative. amidships.
This means that from light to loaded condition Lcf will move Heel correction
either from:
In situations where a substantial heel exists, a correction
Forward to less forward. should be applied. The effect of heel (or list) is to increase
Forward to aft. the waterplane area and thus lift the ship out of the water.
Aft to more aft.
In the absence of reliable information as to the convention

This correction is always positive.
used in the hydrostatic tables, these facts should help to
Correction (in tonnes) = 6 x (TPC1 ~ TPC2) x (Draught1
determine which side of amidships Lcf lies. Therefore, when
~ Draught2)
displacement is increasing, if the actual number (indicating
Where 1 is port side and 2 is starboard.
the position of Lcf from midships) is decreasing, then it is
forward of amidships (it is getting closer to zero, which is
when it is at amidships) and if it is increasing it is aft of Summary
amidships (it has already passed zero at amidships and is Once both trim corrections, and if required the heel
moving further aft). correction, have been applied to the displacement for the
Note: 3/4 mean draught, we then have the weight of the ship if
A recent anomaly to this rule was found with a ship that was it were in salt water of the same density as the ship’s tables.
completely box shaped except for the bow area. In this rare
case the movement of Lcf was dictated by the shape of the
bow alone,and Lcf initially moved aft and then forward as
Density correction
the vessels draught increased. Once the displacement – obtained from the 3/4mean
draught and the ‘A’, ‘B’ and, if required, heel corrections –
Under normal circumstances, when loading a ship the Lcf has been found it needs to be corrected for the density of
can be expected to be further aft at the final survey than at the the water in which the ship is floating.
initial survey. In some cases (Russian river ships in particular)
the Lcf is always aft of amidships. The opposite situation will The displacement of the vessel, from the ship’s hydrostatic
exist when discharging cargo. Normal circumstances mean tables, is calculated at the density used to compile the tables.
that the draught is greater after loading or, conversely, less When divided by this density, it gives the volume of the ship.
after discharge. This may not always be the case, as a ship This volume is then multiplied by the density of the water
could load a small parcel of cargo and at the same time the ship is floating in to obtain the true weight of the ship.
discharge a greater amount of ballast, thus being less deep
than before loading due to the extra ballast discharged. Therefore:
True displacement =
When Lcf is shown, in the vessels hydrostatics tables, as Displacement in salt water x Density of the dock water
measured from the aft perpendicular, then a simple calculation Density used to compile the ships tables
will give its position in relation to amidships (see 3 above).
Lcf from amidships = LBP/2 – distance from aft perpendicular. The reason for saying ‘density of the ships tables’ is that
some vessels are built in shipyards where 1.020 mt/m3,
1.027 mt/m3 or some other figure may be used for the
Second trim correction, (Nemoto’s hydrostatic particulars. However the norm in 99% of cases
correction) is to calculate tables at a density of 1.025 mt/m3.
Sometimes called the ‘B’ correction
The recorded data for Lcf is for an even keel condition, but Alternative hydrostatic information
as the ship trims the waterplane will change shape. This
There are some vessels that do not have a tabulated value
change of shape involves the waterplane increasing in size
for Lcf. Generally these are small coasters.
aft and decreasing forward, and in this situation the position
of Lcf will change by moving further aft to maintain its
There are two types of table in use. One requires the
geometric position in the centre.
calculation of Lcf from trim factors. The other uses a set of
tables, which give a displacement with inclusive trim and
The new position is not tabulated in the normal hydrostatic
density corrections. In this case the calculation of the
tables and a second trim correction is required to compensate
actual true displacement involves a simple, if long-winded,
for this. It is known as Nemoto’s correction, after the Japanese
interpolation.
naval architect. The correction is a compromise but is reason-
ably accurate up to trims of about 1% of the vessels length.
Trim factors
Second trim correction = Trim2 x 50 x (dm~dz)
Trim factors are derived from the position of Lcf. They are
LBP
a quick way for the vessel’s chief mate to calculate his
This correction is always positive. final trim when loading the ship.
Because Lcf is not listed in the tables its position has to be

(dm~dz) is the rate of change of Mctc per unit of draught
calculated from the trim factors, which are tabulated as
(1 metre). It is the difference in Mctc for 50 cm above and
‘ford’ and ‘aft’. A formula to calculate the position of Lcf is:
below the mean draught. The derivation of this formula and
the evaluation of the expression dm~dz is not important.
Lcf from aft perpendicular = aft factor x LBP
Mctc, known as the trimming moment, is the moment
ford factor + aft factor
required to change the vessels trim by one centimetre.
Final net weight note of any major changes that take place to the stores
between the initial and final surveys. In other words it can
Regardless of the method used to obtain the true displace-
be considered as a reliable measurement of the ships stores
ment of the ship, the weight of the variable items mentioned
etc for that reasonably short period of time.
at the beginning of this section must be deducted to produce
the net weight. This net weight of the ship is the total weight
(true displacement) minus the ballast fuel and fresh water Measuring the variable quantities
quantities. This should also include any other items that These are the fuel and lubricating oil, the fresh water for the
have been identified and measured such as dirty oil (slops), operation of the vessel and, most important of all, the ballast
swimming pool quantities and shore machinery on board water that is contained in the various tanks in the hull.
for example payloders, bobcats and bulldozers etc. These
latter items sometimes remain on board whilst the survey Fuel and oils are required for the engine and auxiliaries to
is taking place and must be allowed for in the calculation. perform. Fresh water provides drinking, cooking and sanitary
water for the crew, water for the boiler and some engine room
The net weight, in the case of an empty ship survey, will be uses. Ballast is to provide the ship with sufficient weight
the weight of the ship including the ‘constant’. In the case when she is not carrying any cargo. As a general rule of
of a loaded ship, it will be the weight of the ship, the thumb the amount of ballast a ship is able to load is some-
‘constant’ and the cargo. Clearly the weight of the cargo where around 1/3 of her summer deadweight, although some
is the difference between these two weights. small low air draught vessels have been designed with up
to 75% of summer deadweight. Large bulk carriers, that
Constant can carry 150,000 tonnes of cargo, will be provided with
something like 50,000 to 60,000 tonnes of ballast capacity.
Under the heading ‘stability book’, light ship was stated to
be the weight of the empty ship in operational condition.
All these materials are contained in tanks that are distributed
This is:
around the ship. Some diagrams of basic ships structure
The ship, its full equipment, engine room spares, water in
will demonstrate this more clearly.
the boilers to working level and lubricating oil in the engine.
It does not include:
Cross section views of some ship types:
Personnel, cargo, fuel oils, ballast water, fresh water or stores.
The weights of ballast water, fresh water and fuel are

calculated and are known collectively as the ‘deductibles’
or ‘total variables’. Once this total weight is subtracted from
the true displacement, a net weight is left that is either the
ship and stores, or the ship, stores and cargo depending Topside
on whether it is an empty or loaded ship survey. tanks
This stores quantity – the difference between the light ship

weight and the empty ship survey – is often referred to as
the ‘constant’. Constant is a misnomer and it should really Double Cargo hold
bottom tanks
be referred to as a ‘stores variable’.
Basic handy size bulk carrier
A ship’s constant’ may be affected by a variety of changes,
such as under or over stated fuel figures, slops, mud in
ballast tanks, incorrect ballast calibration tables, crew and
stores changes, etc. and it should not be considered a fixed
amount. Also a vessels light ship weight can change over Cargo hold
the years due to a variety of additions and removals from the
structure. These could be due to a variety of factors such
side or
as rebuilding, repairs, additions and modifications. As a wing tanks Double
consequence the vessels constant will include these changes bottom
tanks
unless a new light ship survey is carried out after each
instance. From experience, this usually only happens after
a rebuild or major additions.
Modern multipurpose double skinned vessel
The reason for a survey when the vessel is empty is to
determine this variable quantity (constant). The vessel’s This section is
only square
previous experience of this constant may be the result of section
unreliable and badly carried out surveys. Many surveys trunking
include the lube oil in the constant and others do not. The linking the
combined topsides and
constant can also be affected by understated fuel figures double double bottom
from the chief engineer, who may be keeping a quantity of bottom tanks at the
and forward and
oil ‘up his sleeve’ for a rainy day! topside aft ends of
tanks the tank
However, within reason this stores variable quantity (constant)
Cargo hold
can be considered to remain fixed for the duration of the
ships stay in port. This is assuming that the surveyor takes Modern Cape and Panamax size vessel
Sounding of ballast and fresh water tanks total of any bunkers received between the arrival and
departure surveys. Care should be taken that the final
With only a few exceptions, all tanks on board ships are
quantity is not arrived at by sounding the storage tanks
fitted with a ‘sounding pipe’ which allows access to the tank
– only the original agreed figure, minus consumption and
to obtain a measurement of the depth of liquid inside. This
plus any deliveries should be used. In this way, only the
pipe is usually about 40 to 50 mm in diameter and extends
changes between initial and final surveys will be calculated.
from just above the bottom of the tank to deck level or above.
Any slops that have been discharged ashore will also
The measurement of the quantity of liquid in the tank is need to be allowed for. A check should be made on the
obtained by the use of a sounding rod or a graduated quantity of slops on board and, in particular, if it is the
dipping tape. To assist in this measurement, water finding ships intention to discharge any ashore.
paste is often used to give a clear mark at the water level.
One paste, in common use, is yellow and changes to red on
contact with water. Other colours of paste can be found or
Calculating volumes
even the use of chalk will show where the water level is. Once the soundings are obtained for all of the ballast tanks
and, if necessary, the fresh water tanks, the volume of water
Many ships have a cargo hold that is also nominated as a in each tank is extracted from the vessels tank calibration
ballast tank when not in use to carry cargo. Sometimes these tables. As with the hydrostatic tables, these also come in a
ballast holds have a designated sounding point, which can be variety of forms. They can be either numerical or in graphic
the bilge-sounding pipe, a separate sounding pipe, or some- form and can sometimes be difficult to interpret. If the ship
times a hole in the hatchcover. Whichever it is, it should be has no trim or heel, i.e. on an even keel and upright, then the
related to a calibration table giving volumes for the soundings. depth of water at the sounding pipe will be the same through-
out the tank. However when any trim or heel is present,
Failing this, the volume is calculated by using the grain which is the usual case, either the volumes or the soundings
capacity of the hold and deducting from it the space will need to be corrected as the water will be deeper in the
remaining in the hatch coaming when the hold is almost full direction of the trim or heel.
with ballast water. To do this the space remaining in the
coaming is measured and deducted from the hold’s grain The type of table can sometimes affect the accuracy of the
capacity. The water level in the hold must be at least up to value extracted. Some tables have built-in trim corrections,
the level of the deck plates for it to be reliable. Grain capacity which give the volumes for each metre, or half metre, of trim and
is the volume of a hold and can be found in the stability book. maybe even for every centimetre of sounding. Others have a
The ballast quantity is the biggest source of errors in a separate table of corrections to be applied to the soundings,
draught survey. It is vital to understand that the object is while some ships’ tables have no trim correction at all. Heel
to measure the change in the amount of ballast corrections, if provided, are usually in a separate table that
between surveys. give either a correction to the sounding or to the volume.
Sounding tables with volumes for each metre of trim will give
Fresh water reliable quantities, although problems compared to the trim on
Fresh water tanks are either sounded as for other tanks, or completion at the load port in relation to that on arrival at
they are often fitted with water gauges graduated directly the disport can arise (see small trimmed ballast volumes below).
in m3 – which are tonnes, as the density of fresh water can
be assumed to be 1.000. These gauges take the form of Tables with corrections to the soundings will give reliable
transparent plastic tubes fitted to the outside of the tank quantities as long as there is sufficient sounding to which
with the open ends connected to the waterinside. The the correction can be applied (see small trimmed ballast
water finds its own level in the tube. volumes below).
Care has to be taken with the quantities, as most ships now Tables without trim corrections require the vessel, at the
use fresh water for toilet flushing and therefore a lot of the time of the survey, to be as close to even keel as possible,
water that has apparently been used, during the vessels stay otherwise the volumes will be in error. The resultant error
in port, may have been placed in a sewage holding tank. So can be partially compensated for by calculating a correction
a change in the fresh water of say 20 tonnes over a couple to the sounding using the following formula:
of days may only be 5 tonnes that have left the ship. Therefore
the change to the fresh water is only 5 tonnes not 20. Approximate correction to sounding = trim x tank length
2 x LBP
Fuel and oil Some small coasters do not have ballast tables. Therefore
The quantity of fuel and oil on board can be ascertained by when the tanks have been pumped out, but not totally empty
carrying out a bunker survey. However this is not normally of liquids, and only small soundings are found, the volume
necessary, as the amount of oil consumed by the static of any wedge shaped residues can be calculated using the
generators that the ship operates, and any boiler that may following formula.
be in use during the ships stay in port, is small and well-
documented. Therefore, unless the total quantity of fuel is to Volume of wedge = Length of tank x breadth of tank x sounding2
be determined by bunker survey, the procedure is as follows: 2 x vessels trim
The quantity of fuel oil, diesel oil, lubrication oil and slops
The use of this formula must also be regarded as an approx-
on arrival should be by agreed with the chief engineer.
imation as it depends on the tank being of, or close to,
The quantity of oils remaining on departure, is calculated by rectangular in shape. The residual quantities must be a
subtracting the daily consumption figure and adding the wedge and not just deeper at the back of the tank.
Volume is a wedge if the length of the tank is greater than: If the tanks have overflowed then samples are easily obtained.
Sounding x LBP Alternatively, it is sometimes possible to use a small hand-
Trim operated siphon device or a hand pump manufactured for
caravan users. Also in modern use is a device called a
Small trimmed ballast volumes ‘salinity refractometer’ that measures density by assessing
the refraction of a small sample of water – the greater the
Consider a ship that has completed loading and with a trim refraction the more dense the water. Only a few drops of
say of one or two metres and soundings of zero water are required, and this can be obtained from the
centimetres in each of the various ballast tanks. This is not sounding tape bob when the tank is checked. These devices
unusual if the vessel has been ableto strip out her ballast are in common use in the food industry and are proving
during loading operations, with a good stern trim promoting useful for surveyors when the overflowing of tanks is not
continuous suction to the ballast pump, and thus producing possible (see addendum 4).
tanks almost devoid of ballast.
Whatever method is chosen, it is important that the density
However, there will still be some ballast, known as the un- of the ballast water is known. This is especially so on large
pumpable residue, remaining in the tank even though the Cape size vessels where individual tanks can contain 5000m3
amount indicated at the sounding point is zero. This amount of water. i.e. 5000 tonnes of fresh water or 5125 tonnes
will be less the greater the trim, and on a ship provided with of salt water if the density were to be 1.025 mt/m3.
the type of table that gives volumes for each metre of trim,
the residual volumes will be small. Should the vessel then
arrive at the disport on an even keel, as is usually the case, Sounding problems
the same tables can give larger volumes of water for the Sounding pipes are usually located at the after end of tanks
same zero sounding. This is because, when the vessel has because the normal trim for a ship is by the stern. There
no trim, any unpumpable residue is considered to cover the are some small coasters in service that are not fitted with
bottom of the tank completely and the volume is therefore sounding pipes but have remote-reading dial gauges in the
greater than when the same zero sounding was found with engine room. Unfortunately, while these are adequate to
the ship trimmed 2 metres by the stern and the remaining inform the crew if the tanks are full or empty, they are not
quantity was wedge shaped. The disparity can affect the sufficiently accurate for draught surveying purposes. This
result of the survey at discharge and indicate a reduction in fact should be highlighted on any survey report stating that
the cargo quantity compared to the loaded weight. only an estimation of the ballast remains was possible. The
report should state that the survey may not be reliable
On the other hand, when the tables have separate because of this fact.
corrections to be applied to the soundings a different
scenario exists. e.g. if the sounding at the load port was Double-bottom ballast tanks cannot be pumped absolutely
zero centimetres and the tabulated correction to the dry due to the nature of their construction and the location
sounding for a stern trim of two metres was minus (-) 9 cm, of the suction pipe, which must be a physical distance above
clearly the corrected sounding is then zero, as it is not the bottom of the tank to allow water to flow into it. This
possible to have a negative sounding. On arrival at the distance is dictated by the capacity of the ballast pump and
disport, now on an even keel, the same situation exists and the cross sectional area of the suction line and this then
the corrected sounding will still be zero as the correction to relates to the quantity of water remaining in the tank (un-
the sounding is now zero. As both cases give the same pumpable residue).
quantity, the ballast on arrival at the disport will be the same
as on departure from the load port. However, the error in It is often preferable to overflow full ballast tanks to prove
the weight of the ballast, on this occasion, will have been at they are completely full, although there is a school of thought
the load port, where a greater quantity of ballast was found that says soundings are a better option. Overflowing of
than was actually on board, because it was not possible to double bottom tanks is the best method as long as it is
correct the sounding beyond the zero mark. permissible; they are in the bottom of the ship and the air
pipe is on the weather deck. Clearly, when water is over-
Recently shipbuilders have recognised this problem and flowing from these tanks, they will be full. Topside tanks,
are providing vessels with separate ‘small quantity residual however, are prone to air pockets when overflowing. This
tables’, which are of the type giving quantities for each depends on the trim, the height of the air pipes and the
metre or half metre of trim. This, of course, reverts to the length of the tank.
problem mentioned above when vessels arrive on an even
Relationship between tank length, air pipe height and trim
keel having completed loading with a stern trim.
Wedge of air
Weight of the ballast Topside

Topside tank 1
The density of the ballast water must be determined in tank 2
order to calculate its true weight. The chief mate may know Water line
the density of the ballast water, but he is usually a busy man X
with other things on his mind. It is sometimes the case that Double bottom tank
ballast has been taken in a tidal river or harbour, where
density changes with the ebb and flow of the tide; different Let height of air pipe = x Then by similar triangles
tanks will then have different densities so each ‘pair’of x = trim
tanks need to be checked for density. If possible take length of tank LBP
samples of the water and measure the density with the Therefore x = trim x length of tank
Zeal hydrometer.
LBP
If the actual height of the air pipe is less than ‘x’ then the tank Condition of vessel at time of survey
may not be full. In the above diagram No 1 topside tank is
It has also been found that ships presenting themselves in
not completely full while No 2 topside is. This is due to the
a suitable condition for draught survey give better results.
relationship between tank length and trim (the double bottom
The criterion for this has been found to be as follows:
will be full as long as the water in the sounding pipe is more
than the distance ‘x’ above the top of the tank). Ship upright. (No list).
Ship’s trim as small as possible preferably less than 1%
There are occasions when a ballast tank cannot be sounded. of LBP but not by the head.
This is usually due to damage or a blockage in a sounding
All ballast tanks to be either completely full or empty
pipe. In these situations, the options are to leave the tank as
(no slack tanks).
it is throughout the survey; either empty or full. In the latter
case it may be possible to overflow it to prove it full at both Any ballast holds to be empty (if possible).
initial and final surveys. This is the better option, as there is With a small trim, and tanks overflowed, and when the
a definite answer to the quantity of ballast water contained water is coming from both air pipes, the tanks are full to
in the tank. It is usually necessary to do this to a pair of capacity. Large trims cause problems, with overflowing
tanks, as one side being full while the other is empty causes especially where the tank is long, for instance over the
an unacceptable list. length of two hatches.
Taking soundings when the ship is trimmed by the bow can Topside tanks can be difficult to check when the vessel is
lead to large errors as shown below. heavily trimmed or has a list. The shape of a topside tank is
such that the largest amount of water per centimetre of
This is an explanation of why a ship, with a trim of 4.5 metres sounding is within the last few centimetres of the capacity.
and a tank sounding of 6 cms, which was equal to 1 m3, Link that with the fact that many topside tanks are higher
then became 16.7 m3 when the trim was -0.60 metres by nearer the centreline than at the outboard side due to the
the bow (figures taken from an actual table). camber of the deck. Then a list and large trim will make it very
difficult to obtain accurate results, from either sounding or
Situation (1)
overflowing the tanks, hence the reason for the above criteria.
Trim 4.5 metres by the stern
Sounding 6 cms
Quantity from tables 1.0 m3 Sounding pipe Ballast tank condition
This does not just refer to the level of water in the tanks, but
also to the state of the tank with regard to the build up of
mud and silt. Ships trade to places where the water in the
Tank rivers or harbours is heavily contaminated with silt and mud.
On long ballast passages, the silt and mud will settle out of
the ballast water and some will remain in the tank when the
ballast is pumped out. Over a period of time this mud and
Situation (2) silt will harden and tend to block the ability for water to
Trim -0. 60 metres by the bow
drain back to the sounding/dumping valve/suction points
Sounding now zero (0.0m) but water just missing the sounding pipe
Quantity according to the tables is 16.7 m3
in the tanks. Water residues should be able to drain via
the clearance cut outs or drain holes, sometimes called
‘mouse holes’ situated within the structure of double
bottom, side and topside tanks (see diagram on next page).
Sounding pipe
The weight of the mud and silt in the tanks, will remain
constant at both the initial and final survey, and will not affect
the result. However, the ballast calibration and capacity
Tank tables, used to determine how much water is in the tanks,
would now no longer be accurate because the tank capacity
will have been reduced due to the build up of mud. Hence
Situation (3) a 100 m3 tank with 5 m3 of mud in it is now only a 95 m3
But look at this case tank, yet the surveyor is constrained to use the amounts in
Trim still –0.60 metres by the bow the calibration tables. As it is the change to the ballast that
Sounding still zero (0.0m) but now water level same as situation (1) is being measured there will be an error of 5 m3 when
So actual quantity in the tank is only 1.0 m3 even though the tables
100 m3 is used, say, for full and 1 m3 for empty, showing
say it is 16.7 m3
a change in the ballast of 99 m3 when actually it was only
94 m3. There is unfortunately little that can be done about
this, as there is no way of measuring the amount of lost
Sounding pipe
capacity due to the aggregation of mud.
What can be done, however, is try to limit the change to

Tank the ballast by filling or discharging as few of the tanks as
possible during the loading or discharge operations of a
particular parcel. This will not be possible, of course, with
This is why it is very bad practice to take soundings when a full cargo but surveyors should bear this in mind when
a ship is trimmed by the bow. only small parcels are being weighed by draught survey
(e.g. if, say, 5000 tonnes are to be loaded in No. 3 hold, Below is a diagram of a double-bottom structure, which
then try to persuade the vessel to discharge only the should help the understanding of the problems.
ballast at that hold and keep all other tanks the same).
The level of the water in the ballast tanks will, in some ways,
Sounding pipe
determine the level of accuracy of the survey. Slack tanks
that are sounded can sometimes result in poor measurement
Mouse hole
of the quantity inside them. The effect of even a slight move-
ment of the ship, due to wind or waves, is to cause the water
in the sounding pipe to move up and down. If the sounding Lightening
hole
rod is allowed to rest on the bottom of the tank, even briefly,
this will give rise to false soundings if great care is not taken.
What can be done to improve the accuracy of ballast

soundings? One method is to overflow all double-bottom Ballast
ballast tanks, when full, take soundings of the topside tanks suction/filling
and not to have any slack tanks or, if it is necessary say line
for trim, as few slack tanks as possible.
In order to obtain accurate soundings of any slack tanks,

several readings should be taken, not allowing the sounding
rod to rest on the bottom; just touch and remove immediately.
In this way different readings will be found and an average
of them will produce a better result.
ADDENDUM 1
Manometer
In some circumstances the wave and swell activity can be bubbles in it when the device is not in use. This is important,
such that it may be too rough to use a boat or the wave as any entrapped air will prevent the manometer working
damping tube may be difficult or even impossible to position properly. The short sections of 19mm tube are to provide
on the hull. This situation can often be resolved by the use a damping action to the movement of water in the system
of a manometer to measure the list across the deck at that is caused by ship movement.
midships, which is then added to, or subtracted from, the
inboard draught reading to obtain the outboard draught. From the above diagram the starboard draught is equal to
the port draught plus the difference in port and starboard
It is not necessary for the manometer to be fitted with a draughts from the manometer.
scale at the ends as the height of the water in the tube is
measured from the deck on each side using a tape measure. In the event that the manometer is not long enough to reach
In circumstances where the list is large the end of the the vessels sides the true difference can be calculated from
manometer on the low side must be positioned higher than the measured difference by the use of similar triangles. In
the end on the high side to avoid the water in the tube this case the manometer is set to obtain readings at a known
running out. However when a scale is fitted and used for distance apart across the vessel.
the reading care must be taken that the scale is fixed at
the same height on each side. Manometer
Difference
in port/stbd
A simple manometer is constructed from a length of plastic draughts
tubing about 35 to 40 metres long of 10mm outside diameter,
6mm inside diameter, filled with water. On each end is a valve
connected to a short section of 19mm tube. The valves are to Water line
allow the water in the tube to be retained without any air Difference
Port Breadth in port/stbd
draught draughts
Manometer
Difference in
port/stbd
draughts
In the above example:
Water line Difference in port/stbd draughts = Difference in port/stbd readings
Difference Breadth d
Port in port/stbd
draught draughts
Therefore:
Difference in port/stbd draughts = Breadth x Difference in readings
d
ADDENDUM 2
Marine hydrometers Load line hydrometers.
There are two types of hydrometers commonly used in the Load line hydrometers are used to determine the relative
maritime industry. These are: density (specific gravity) of a water sample at a standard
temperature (T1) against a sample of distilled water at a
Draught survey hydrometers standard temperature (T2). The standard temperatures
These instruments are designed to measure the ‘apparent used are usually 15° Celsius (60° F). Relative density is a
density of water’. ratio, a number. They are usually marked ‘RD’ or ‘Sp.Gr.’,
together with the standard temperatures.
For purposes of draught surveys:
When the temperatures of the water and the distilled water
Apparent density (weight in air per unit volume) (t/m3) x samples have a huge variation, a temperature correction
Volume (m3) = Weight (t). must be applied to allow for the expansion of the hydrometer.
These instruments are used to determine the displacement
Load line hydrometers of a vessel at any given waterline in order to comply with
These instruments are designed to determine the ‘relative the requirements of the ‘International Conference on Load
density of water’. Lines, 1966’.
For purposes of load line surveys in determination of a The Convention, at Article 12, permits a vessel to load to
vessel’s displacement: submerge the appropriate load line by an allowance made
proportional to the difference between 1.025 and the actual
Relative density (specific gravity) x Volume (m3) = density in which the vessel is floating. This then is relative
Displacement (m3). density i.e. the Convention refers to ‘density in vacuo’ i.e.
mass per unit volume.
Marine and draught surveyors should be familiar with the
correct usage of both types of instrument so that neither Differences
confusion nor errors occur during draught survey or stability
calculations. The displacement and apparent weight of a vessel have a
relationship, as do the relative and apparent densities of
the water in which the vessel is floating. The difference
Draught survey hydrometers between the relative density (specific gravity) as determined
Modern hydrometers of glass manufacture are calibrated at by the load line hydrometer and the draught survey hydrometer,
standard temperature, 15° Celsius (60° F), and measure the is known as the ‘air buoyancy correction’, and can be
apparent density of the water sample in kilograms per litre accepted, at standard temperatures 15°C/15°C or 60°F/
in air. They are usually marked ‘for draught (or draft) survey’ 60°F, as 0.002 for marine surveys. The density of gases
and ‘medium ST’ (medium surface tension) and graduated depends upon temperature, pressure and moisture content.
in the range 0.990 / 1.040 kg/l.
The density of dry air at sea level is about 1/800 th. of the
These instruments are used to determine the weight in air density of fresh water. i.e. 1.25kg/m3 when under similar
(apparent weight) of a vessel, from which the weight of the conditions of temperature and pressure. It should also be
cargo on board may be calculated. noted that the actual maximum density of fresh water is
999.972 kg/m3 which occurs at a temperature of +40 C.
When manufactured of glass and calibrated at standard The density of fresh water at 1000 C is 958.4 kg/m3.
temperature, a small error results if the hydrometer is not
being used at the designed standard temperature. The correction to be deducted from the relative density of
load line hydrometer to compare with an actual density of
However, it is accepted that no temperature correction is draught survey hydrometer. Example: for a sample of sea-
necessary, as it is compensated at survey by the change water checked by a load line hydrometer reading relative
in volume of the steel vessel itself. The corrections due to density 1.025, a draught survey hydrometer would read an
the ‘coefficients of cubical expansion’ of glass and steel actual density of 1.023 kg/l in air.
are very approximately the same, thus they cancel out.
All hydrometers should be calibrated regularly.
The older types of hydrometer used for draught surveys and
manufactured with brass, or some other metal, are still to Surveyors should only use a hydrometer manufactured
be found on some vessels. These instruments should be for the relevant type of survey being undertaken.
accompanied with a table of corrections and the relevant
temperature correction should always be applied.
It is recommended that the use of a glass hydrometer is

always preferable. The fragile glass hydrometer should be
kept clean and protected.
Draught survey hydrometers should not be used for load

line survey purposes.
ADDENDUM 3
Draught survey certificate
VESSEL: B/L (M/T):
PORT DATE:
ARRIVAL
Aft Mid Ford L ship
Port LBP
Starboard
Mean Tpc
Corr’n to perpendicular Lcf -(ford)
Draught Trim
3/4 mean draught Mct+
Disp @ Mtc-
Trim correction A
Trim correction B Oil
Corrected displacement Fresh water
Density of dock water Ballast
Displacement @ density Other
Variables Total
Nett displacement
DEPARTURE
Aft Mid Ford
Port
Starboard
Mean Tpc
Corr’n to perpendicular Lcf -(ford)
Draught Trim
3/4 mean draught Mct+
Disp @ Mtc-
Trim correction A
Trim correction B Oil
Corrected displacement Fresh water
Density of dock water Ballast
Displacement @ density Other
Variables Total
Nett displacement
CARGO
SURVEYOR
Dist of draught marks Arrival Departure

From aft perpendicular Marks forward of perpendicular +ve
From aft perpendicular
Marks forward of perpendicular +ve
From aft perpendicular
ADDENDUM 4
Salinity refractometers
Salinity refractometers have been used in the aquaculture Typical basic
and food industries for a number of years to check the salinity refractometer
salinity of water samples.
A refractometer uses the fact that light deflects as it passes

through different substances. When passing through water,
the degree of deflection (refraction) is directly related to the
quantity of mineral salts dissolved in the water.
The refractive index of a substance is a measure of how far

light is bent by that substance.
For example, at 20°C the refractive index of distilled water

is 1.333 and the refractive index of sea water (relative
density 1.025, salinity 35 parts per thousand) at the
same temperature is 1.339.
When using a refractometer, a sample is placed on an

optical prism in the sample window. As light passes through
the sample, the rays are bent according to the salinity of
the water casting a shadow on the scale which is visible
through the eyepiece.
Using a basic hand held refractometer.
The refractometer must be calibrated.

Acknowledgement: DG Marine Ltd
Ensure the prism is kept clean using a soft cloth.
Place several drops of distilled water on the prism and
close the cover plate.
If the refractometer meter reads zero, then it is properly
calibrated. If not, rotate the calibration screw until the
shadow boundary lines up with the zero mark.
Ensure that the sample to be tested will not been

adulterated by rinsing equipment and the prism with
part of the sample water.
Then place several drops of the sample water on the
prism, ensuring that the refractometer remains level so
that none of the sample run off the prism.
Close the sample cover.
Hold instrument towards a strong light source.
Adjust focus ring until scale is clearly visible.
Read the scale at the shadow boundary.
Rinse and clean the instrument before re-use.
Hand held digital refractometers are also available but

are more expensive.
For further information please contact: Loss Prevention Department, Thomas Miller P&I Ltd
Tel: +44 20 7204 2307. Fax +44 20 7283 6517. Email: [email protected]
INTERNATIONAL MARITIME ORGANIZATION
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T3/1.01 MSC.1/Circ.1264

27 May 2008
RECOMMENDATIONS ON THE SAFE USE OF PESTICIDES IN SHIPS

APPLICABLE TO THE FUMIGATION OF CARGO HOLDS
1 The Maritime Safety Committee, at its sixty-second session (24 to 28 May 1993),
approved the Recommendations on the safe use of pesticides in ships (MSC/Circ.612), proposed
by the Sub-Committee on Containers and Cargoes at its thirty-second session.
2 The Maritime Safety Committee, at its eighty-fourth session (7 to 16 May 2008),

approved the Recommendations on the safe use of pesticides in ships applicable to the
fumigation of cargo holds, which apply to carriage of solid bulk cargoes including grain in
pursuance of the requirement of SOLAS regulation VI/4, proposed by the Sub-Committee on
Dangerous Goods, Solid Cargoes and Containers at its twelfth session, set out in the annex.
3 The Committee agreed that the Recommendations should not apply to the carriage of
fresh food produce under controlled atmosphere.
4 Member Governments are invited to bring the Recommendations to the attention of

competent authorities, mariners, fumigators, fumigant and pesticide manufacturers and others
concerned.
5 The present circular supersedes MSC/Circ.612, as amended by MSC/Circ.689 and

MSC/Circ.746 with regard to the fumigation of cargo holds.
***
I:\CIRC\MSC\01\1264.doc
MSC.1/Circ.1264
ANNEX
RECOMMENDATIONS ON THE SAFE USE OF PESTICIDES IN SHIPS

APPLICABLE TO THE FUMIGATION OF CARGO HOLDS
1 INTRODUCTION
1.1 Insect and mite pests of plant and animal products may be carried into the cargo holds
with goods (introduced infestation); they may move from one kind of product to another
(cross-infestation) and may remain to attack subsequent cargoes (residual infestation). Their
control may be required to comply with phytosanitary requirements to prevent spread of pests
and for commercial reasons to prevent infestation and contamination of, or damage to, cargoes of
human and animal food both raw and processed materials. Although fumigants may be used to
kill rodent pests, the control of rodents on board ships is dealt with separately. In severe cases of
infestation of bulk cargoes such as cereals, excessive heating may occur.
1.2 The following sections provide guidance to shipmasters in the use of pesticides∗ with a
view to safety of personnel. They cover pesticides used for the control of insect∗∗ and rodent
pests in empty and loaded cargo holds.
2 PREVENTION OF INFESTATION
2.1 Maintenance and sanitation
2.1.1 Ship cargo holds, tank top ceilings and other parts of the ship should be kept in a good
state of repair to avoid infestation. Many ports of the world have rules and by-laws dealing
specifically with the maintenance of ships intended to carry grain cargoes; for example, boards
and ceilings should be completely grain-tight.
2.1.2 Cleanliness, or good housekeeping, is as important a means of controlling pests on a

ship as it is in a home, warehouse, mill or factory. Since insect pests on ships become established
and multiply in debris, much can be done to prevent their increase by simple, thorough cleaning.
Box beams and stiffeners, for example, become filled with debris during discharge of cargo and
unless kept clean can become a source of heavy infestation. It is important to remove thoroughly
all cargo residue from deckhead frames and longitudinal deck girders at the time of discharge,
preferably when the cargo level is suitable for convenient cleaning. Where available, industrial
vacuum cleaners are of value for the cleaning of cargo holds and fittings.
2.1.3 The material collected during cleaning should be disposed of, or treated, immediately so
that the insects cannot escape and spread to other parts of the ship or elsewhere. In port it may be
burnt or treated with a pesticide, but in many countries such material may only be landed under
phytosanitary supervision. If any part of the ship is being fumigated the material may be left
exposed to the gas.
∗
The word pesticide as used throughout the text means fumigants. Examples of some commonly used pesticides
are listed in appendix 1.
∗∗
The word insect as used throughout the text includes mites.
MSC.1/Circ.1264
ANNEX
Page 2
2.2 Main sites of infestation
2.2.1 Tank top ceiling: If, as often happens, cracks appear between the ceiling boards, food
material may be forced down into the underlying space and serve as a focus of infestation for an
indefinite period. Insects bred in this space can readily move out to attack food cargoes and
establish their progeny in them.
2.2.2 ’Tween-deck centre lines, wooden feeders and bins are often left in place for several
voyages and because of their construction are a frequent source of infestation. After unloading a
grain cargo, burlap and battens covering the narrow spaces between the planks should be
removed and discarded before the holds are cleaned or washed down. These coverings should be
replaced by new material in preparation for the next cargo.
2.2.3 Transverse beams and longitudinal deck girders which support the decks and hatch
openings may have an L-shaped angle-bar construction. Such girders provide ledges where grain
may lodge when bulk cargoes are unloaded. The ledges are often in inaccessible places
overlooked during cleaning operations.
2.2.4 Insulated bulkheads near engine-rooms: When the hold side of an engine-room
bulkhead is insulated with a wooden sheathing, the airspace and the cracks between the boards
often become filled with grain and other material. Sometimes the airspace is filled with insulating
material which may become heavily infested and serves as a place for insect breeding.
Temporary wooden bulkheads also provide an ideal place for insect breeding, especially under
moist conditions, such as when green lumber is used.
2.2.5 Cargo battens: The crevices at the sparring cleats are ideal places for material to lodge
and for insects to hide.
2.2.6 Bilges: Insects in accumulations of food material are often found in these spaces.
2.2.7 Electrical conduit casings: Sometimes the sheet-metal covering is damaged by general
cargo and when bulk grain is loaded later, the casings may become completely filled. This
residual grain has often been found to be heavily infested. Casings that are damaged should be
repaired immediately or, where possible, they should be replaced with steel strapping, which can
be cleaned more easily.
2.2.8 Other places where material accumulates and where insects breed and hide include:
The area underneath burlap, which is used to cover limber boards and sometimes to
cover tank top ceilings.
Boxing around pipes, especially if it is broken.
Corners, where old cereal material is often found.
Crevices at plate landings, frames and chocks.
Wooden coverings of manholes or wells leading to double-bottom tanks or other places.
Cracks in the wooden ceiling protecting the propeller shaft tunnel.
Beneath rusty scale and old paint on the inside of hull plates.
Shifting boards.
Dunnage material, empty bags and used separation cloths.
Inside lockers.
MSC.1/Circ.1264
ANNEX
Page 3
3 CHEMICAL CONTROL OF INSECT INFESTATION
3.1 Methods of chemical disinfestation
3.1.1 Types of pesticides and methods of insect control
3.1.1.1 To avoid insect populations becoming firmly established in cargo holds and other parts
of a ship, it is necessary to use some form of chemical toxicant for control. The materials
available may be divided conveniently into two classes: contact insecticides and fumigants.
The choice of agent and method of application depend on the type of commodity, the extent and
location of the infestation, the importance and habits of the insects found, and the climatic and
other conditions. Recommended treatments are altered or modified from time to time in
accordance with new developments.
3.1.1.2 The success of chemical treatments does not lie wholly in the pesticidal activity of the
agents used. In addition, an appreciation of the requirements and limitations of the different
available methods is required. Crew members can carry out small-scale or “spot” treatments if
they adhere to the manufacturer’s instructions and take care to cover the whole area of
infestation. However, extensive or hazardous treatments including fumigation and spraying near
human and animal food should be placed in the hands of professional operators, who should
inform the master of the identity of the active ingredients used, the hazards involved and the
precautions to be taken.
3.1.2 Fumigants
3.1.2.1 Fumigants act in a gaseous phase even though they may be applied as solid or liquid
formulations from which the gas arises. Effective and safe use requires that the space being
treated be rendered gastight for the period of exposure, which may vary from a few hours to
several days, depending on the fumigant type and concentration used, the pests, the commodities
treated and the temperature. Additional information is provided on two of the most widely used
fumigants, Methyl bromide and Phosphine, in appendix 1.
3.1.2.2 Since fumigant gases are poisonous to humans and require special equipment and skills
in application, they should be used by specialists and not by the ship’s crew.
3.1.2.3 Evacuation of the space under gas treatment is mandatory and in some cases it will be
necessary for the whole ship to be evacuated (see 3.3.1 and 3.3.2 below).
3.1.2.4 A “fumigator-in-charge” should be designated by the fumigation company, government

agency or appropriate authority. He should be able to provide documentation to the master
proving his competence and authorization. The master should be provided with written
instructions by the fumigator-in-charge on the type of fumigant used, the hazards to human
health involved and the precautions to be taken, and in view of the highly toxic nature of all
commonly used fumigants these should be followed carefully. Such instructions should be
written in a language readily understood by the master or his representative.
MSC.1/Circ.1264
ANNEX
Page 4
3.2 Disinfestation of empty cargo holds
3.2.1 An empty cargo hold may be fumigated. Examples of some commonly used pesticides
are listed in appendix 1. (For precautions before, during and after fumigation of cargo holds
see 3.3 below.)
3.3 Disinfestation of cargoes and surrounds
3.3.1 Fumigation with aeration (ventilation) in port
3.3.1.1 Fumigation and aeration (ventilation) of empty cargo holds should always be carried out
in port (alongside or at anchorage). Ships should not be permitted to leave port until gas-free
certification has been received from the fumigator-in-charge.
3.3.1.2 Prior to the application of fumigants to cargo holds, the crew should be landed and
remain ashore until the ship is certified “gas-free”, in writing, by the fumigator-in-charge or other
authorized person. During this period a watchman should be posted to prevent unauthorized
boarding or entry, and warning signs should be prominently displayed at gangways and at
entrances to accommodation. A specimen of such a warning sign is given in appendix 2.
3.3.1.3 The fumigator-in-charge should be retained throughout the fumigation period and until
such time as the ship is declared gas-free.
3.3.1.4 At the end of the fumigation period the fumigator will take the necessary action to
ensure that the fumigant is dispersed. If crew members are required to assist in such actions, for
example in opening hatches, they should be provided with adequate respiratory protection and
adhere strictly to instructions given by the fumigator-in-charge.
3.3.1.5 The fumigator-in-charge should notify the master in writing of any spaces determined to
be safe for re-occupancy by essential crew members prior to the aeration of the ship.
3.3.1.6 In such circumstances the fumigator-in-charge should monitor, throughout the

fumigation and aeration periods, spaces to which personnel have been permitted to return. Should
the concentration in any such area exceed the occupational exposure limit values set by the flag
State regulations, crew members should be evacuated from the area until measurements show
re-occupancy to be safe.
3.3.1.7 No unauthorized persons should be allowed on board until all parts of the ship have been
determined gas-free, warning signs removed and clearance certificates issued by the
fumigator-in-charge.
3.3.1.8 Clearance certificates should only be issued when tests show that all residual fumigant
has been dispersed from empty cargo holds and adjacent working spaces and any residual
fumigant material has been removed.
3.3.1.9 Entry into a space under fumigation should never take place except in the event of an
extreme emergency. If entry is imperative the fumigator-in-charge and at least one other person
should enter, each wearing adequate protective equipment appropriate for the fumigant used and
a safety harness and lifeline. Each lifeline should be tended by a person outside the space, who
should be similarly equipped.
MSC.1/Circ.1264
ANNEX
Page 5
3.3.1.10 If a clearance certificate cannot be issued after the fumigation of cargo in port, the
provisions of 3.3.2 should apply.
3.3.2 Fumigation continued in transit
3.3.2.1 Fumigation in transit should only be carried out at the discretion of the master. This
should be clearly understood by owners, charterers, and all other parties involved when
considering the transport of cargoes that may be infested. Due consideration should be taken of
this when assessing the options of fumigation. The master should be aware of the regulations of
the flag State Administration with regard to in-transit fumigation. The application of the process
should be with the agreement of the port State Administration. The process may be considered
under two headings:
.1 fumigation in which treatment is intentionally continued in a sealed space during a

voyage and in which no aeration has taken place before sailing; and
.2 in-port cargo fumigation where some aeration is carried out before sailing, but
where a clearance certificate for the cargo hold(s) cannot be issued because of
residual gas and the cargo hold(s) has been re-sealed before sailing.
3.3.2.2 Before a decision on sailing with a fumigated cargo hold(s) is made it should be taken
into account that, due to operational conditions, the circumstances outlined in 3.3.2.1.2 may arise
unintentionally, e.g., a ship may be required to sail at a time earlier than anticipated when the
fumigation was started. In such circumstances the potential hazards may be as great as with a
planned in-transit fumigation and all the precautions in the following paragraphs should be
observed.
3.3.2.3 Before a decision is made as to whether a fumigation treatment planned to be

commenced in port and continued at sea should be carried out, special precautions are necessary.
These include the following:
.1 at least two members of the crew (including one officer) who have received
appropriate training (see 3.3.2.6) should be designated as the trained
representatives of the master responsible for ensuring that safe conditions in
accommodation, engine-room and other working spaces are maintained after the
fumigator-in-charge has handed over that responsibility to the master
(see 3.3.2.12); and
.2 the trained representatives of the master should brief the crew before a fumigation
takes place and satisfy the fumigator-in-charge that this has been done.
3.3.2.4 Empty cargo holds are to be inspected and/or tested for leakage with instruments so that
proper sealing can be done before or after loading. The fumigator-in-charge, accompanied by a
trained representative of the master or a competent person, should determine whether the cargo
holds to be treated are or can be made sufficiently gastight to prevent leakage of the fumigant to
the accommodation, engine-rooms and other working spaces in the ship. Special attention should
be paid to potential problem areas such as bilge and cargo line systems. On completion of such
inspection and/or test, the fumigator-in-charge should supply to the master for his retention a
signed statement that the inspection and/or test has been performed, what provisions have been
made and that the cargo holds are or can be made satisfactory for fumigation. Whenever a cargo
MSC.1/Circ.1264
ANNEX
Page 6
hold is found not to be sufficiently gastight, the fumigator-in-charge should issue a signed
statement to the master and the other parties involved.
3.3.2.5 Accommodation, engine-rooms, areas designated for use in navigation of the ship,
frequently visited working areas and stores, such as the forecastle head spaces, adjacent to cargo
holds being subject to fumigation in transit should be treated in accordance with the provisions
of 3.3.2.13. Special attention should be paid to gas concentration safety checks in problem areas
referred to in 3.3.2.4.
3.3.2.6 The trained representatives of the master designated in 3.3.2.3 should be provided and
be familiar with:
.1 the information in the relevant Safety Data Sheet; and
.2 the instructions for use, e.g., on the fumigant label or package itself, such as the
recommendations of the fumigant manufacturer concerning methods of detection
of the fumigant in air, its behaviour and hazardous properties, symptoms of
poisoning, relevant first aid and special medical treatment and emergency
procedures.
3.3.2.7 The ship should carry:
.1 gas-detection equipment and adequate fresh supplies of service items for the
fumigant(s) concerned as required by 3.3.2.12, together with instructions for its
use and the occupational exposure limit values set by the flag State regulations for
safe working conditions;
.2 instructions on disposal of residual fumigant material;
.3 at least four sets of adequate respiratory protective equipment; and
.4 a copy of the latest version of the Medical First Aid Guide for Use in Accidents
Involving Dangerous Goods (MFAG), including appropriate medicines and
medical equipment.
3.3.2.8 The fumigator-in-charge should notify the master in writing of the spaces containing the
cargo to be fumigated and also of any other spaces that are considered unsafe to enter during the
fumigation. During the application of the fumigant the fumigator-in-charge should ensure that the
surrounding areas are checked for safety.
3.3.2.9 If cargo holds are to be fumigated in transit:
.1 After application of the fumigant, an initial check should be made by the

fumigator-in-charge together with trained representatives of the master for any
leak which, if detected, should be effectively sealed. When the master is satisfied
that all precautions detailed in 3.3.2.1 to 3.3.2.12 have been fulfilled (refer to
model checklist in appendix 3) then the vessel may sail. Otherwise, provisions
outlined in 3.3.2.9.2 or 3.3.2.9.3 are to be followed.
MSC.1/Circ.1264
ANNEX
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If the provisions of 3.3.2.9.1 are not satisfied,
either:
.2 After application of fumigants, the ship should be delayed in port alongside at a

suitable berth or at anchorage for such a period as to allow the gas in the
fumigated cargo holds to reach sufficiently high concentrations to detect any
possible leakage. Special attention should be paid to those cases where fumigants
in a solid or liquid form have been applied which may require a long period
(normally from 4 to 7 days unless a recirculation or similar distribution system
is used) to reach such a high concentration that leakages can be detected. If
leakages are detected, the ship should not sail until the source(s) of such
leakages is(are) determined and eliminated. After ascertaining that the ship is in a
safe condition to sail, i.e. no gas leakages are present, the fumigator-in-charge
should furnish the master with a written statement that:
.2.1 the gas in the cargo hold(s) has reached sufficiently high concentrations to
detect any possible leakages;
.2.2 spaces adjacent to the treated cargo hold(s) have been checked and found
gas-free; and
.2.3 the ship’s representative is fully conversant with the use of the
gas-detection equipment provided.
or:
.3 After application of the fumigants and immediately after the sailing of the ship,
the fumigator-in-charge should remain on board for such a period as to allow the
gas in the fumigated cargo hold or spaces to reach sufficiently high concentrations
to detect any possible leakage, or until the fumigated cargo is discharged
(see 3.3.2.20), whichever is the shorter, to check and rectify any gas leakages.
Prior to his leaving the ship, he should ascertain that the ship is in a safe condition,
i.e. no gas leakages are present, and he should furnish the master with a written
statement to the effect that the provisions of 3.3.2.9.2.1, 3.3.2.9.2.2 and 3.3.2.9.2.3
have been carried out.
3.3.2.10 On application of the fumigant, the fumigator-in-charge should post warning signs at
all entrances to places notified to the master as in 3.3.2.8. These warning signs should indicate
the identity of the fumigant and the date and time of fumigation. A specimen of such a warning
sign is given in appendix 2.
3.3.2.11 At an appropriate time after application of the fumigant, the fumigator-in-charge,

accompanied by a representative of the master, should check that accommodation, engine-rooms
and other working spaces remain free of harmful concentrations of gas.
3.3.2.12 Upon discharging his agreed responsibilities, the fumigator-in-charge should formally
hand over to the master in writing responsibility for maintaining safe conditions in all occupied
spaces. The fumigator-in-charge should ensure that gas-detection and respiratory protection
equipment carried on the ship is in good order, and that adequate fresh supplies of consumable
items are available to allow sampling as required in 3.3.2.13.
MSC.1/Circ.1264
ANNEX
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3.3.2.13 Gas concentration safety checks at all appropriate locations, which should at least
include the spaces indicated in 3.3.2.5, should be continued throughout the voyage at least at
eight-hour intervals or more frequently if so advised by the fumigator-in-charge. These readings
should be recorded in the ship’s log-book.
3.3.2.14 Except in extreme emergency, cargo holds sealed for fumigation in transit should
never be opened at sea or entered. If entry is imperative, at least two persons should enter,
wearing adequate protection equipment and a safety harness and lifeline tended by a person
outside the space, similarly equipped with protective, self-contained breathing apparatus.
3.3.2.15 If it is essential to ventilate a cargo hold or holds, every effort should be made to
prevent a fumigant from accumulating in accommodation or working areas. Those spaces should
be carefully checked to that effect. If the gas concentration in those areas at any time exceeds the
occupational exposure limit values set by the flag State regulations, they should be evacuated and
the cargo hold or cargo holds should be re-sealed. If a cargo hold is re-sealed after ventilation it
should not be assumed that it is completely clear of gas and tests should be made and appropriate
precautions taken before entering.
3.3.2.16 Prior to the arrival of the ship, generally not less than 24 hours in advance, the master
should inform the appropriate authorities of the country of destination and ports of call that
fumigation in transit is being carried out. The information should include the type of fumigant
used, the date of fumigation, the cargo holds which have been fumigated, and whether ventilation
has commenced. Upon arrival at the port of discharge, the master should also provide
information as required in 3.3.2.6.2 and 3.3.2.7.2.
3.3.2.17 On arrival at the port of discharge the requirements of receiving countries regarding
handling of fumigated cargoes should be established. Before entry of fumigated cargo holds,
trained personnel from a fumigation company or other authorized persons, wearing respiratory
protection, should carry out careful monitoring of the spaces to ensure the safety of personnel.
The monitored values should be recorded in the ship’s log-book. In case of need or emergency
the master may commence ventilation of the fumigated cargo holds under the conditions
of 3.3.2.15, having due regard for the safety of personnel on board. If this operation is to be done
at sea, the master should evaluate weather and sea conditions before proceeding.
3.3.2.18 Only mechanical unloading that does not necessitate entry of personnel into the cargo
holds of such fumigated cargoes should be undertaken. However, when the presence of personnel
in cargo holds is necessary for the handling and operation of unloading equipment, continuous
monitoring of the fumigated spaces should be carried out to ensure the safety of the personnel
involved. When necessary, these personnel should be equipped with adequate respiratory
protection.
3.3.2.19 During the final stages of discharge, when it becomes necessary for personnel to enter
the cargo holds, such entry should only be permitted subsequent to verification that such cargo
holds are gas-free.
3.3.2.20 Upon completion of discharge and when the ship is found free of fumigants and
certified as such, all warning signs should be removed. Any action in this respect should be
recorded in the ship’s log-book.
MSC.1/Circ.1264
ANNEX
Page 9
4 REGULATIONS FOR THE USE OF PESTICIDES
4.1 National and international controls on pesticide usage
4.1.1 In many countries the sale and use of pesticides are regulated by governments to ensure
safety in application and prevention of contamination of foodstuffs. Among the factors taken into
account in such regulations are the recommendations made by international organizations such
as FAO and WHO, especially in regard to maximum limits of pesticide residues in food and
foodstuffs.
4.1.2 Examples of some commonly used pesticides are listed in appendix 1. Pesticides should
be used strictly in accordance with the manufacturer’s instructions as given on the label or
package itself. National regulations and requirements vary from one country to another; therefore
particular pesticides which may be used for treatment of cargo holds and accommodation in ships
may be limited by the regulations and requirements of:
.1 the country where the cargo is loaded or treated;
.2 the country of destination of the cargo, especially in regard to pesticide residues in
foodstuffs; and
.3 flag State of the ship.
4.1.3 Ships’ masters should ensure that they have the necessary knowledge of the above
regulations and requirements.
5 SAFETY PRECAUTIONS – GENERAL
5.1 Fumigation
5.1.1 Ship’s personnel should not handle fumigants and such operations should be carried out
only by qualified operators. Personnel allowed to remain in the vicinity of a fumigation operation
for a particular purpose should follow the instructions of the fumigator-in-charge implicitly.
5.1.2 Aeration of treated cargo holds should be completed and a clearance certificate issued as
in 3.3.1.8 or 3.3.1.10 before personnel are permitted to enter.
5.2 Exposure to pesticides resulting in illness
5.2.1 In the case of exposure to pesticides and subsequent illness, medical advice should be
sought immediately. Information on poisoning may be found in the Medical First Aid Guide for
Use in Accidents Involving Dangerous Goods (MFAG) or on the package (manufacturer’s
instructions and safety precautions on the label or the package itself).
E
4 ALBERT EMBANKMENT
LONDON SE1 7SR
Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210
MSC.1/Circ.1396
16 June 2011
AMENDMENT TO THE RECOMMENDATIONS ON THE SAFE USE OF PESTICIDES IN

SHIPS APPLICABLE TO THE FUMIGATION OF CARGO HOLDS (MSC.1/CIRC.1264)
1 The Maritime Safety Committee, at its eighty-fourth session (7 to 16 May 2008),

approved the Recommendations on the safe use of pesticides in ships applicable to the
fumigation of cargo holds (MSC.1/Circ.1264), which apply to the carriage of solid bulk
cargoes, including grain, in pursuance of the requirement of SOLAS regulation VI/4.
2 The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011),
approved the following amendment to section 5 (Safety Precautions – General) of the
aforementioned Recommendations, as prepared by the Sub-Committee on Dangerous
Goods, Solid Cargoes and Containers (DSC) at its fifteenth session:
"5.3 Fire risk
5.3.1 When Phosphine generating formulations are used to fumigate, any

collected residue may ignite."
3 Member Governments are invited to bring the above amendment to the

Recommendations to the attention of competent authorities, seafarers, fumigators, fumigant
and pesticide manufacturers and others concerned.
___________
MSC.1/Circ.1264
ANNEX
Page 10
APPENDIX 1
FUMIGANTS SUITABLE FOR SHIPBOARD USE
The materials listed should be used strictly in accordance with the manufacturer’s instructions
and safety precautions given on the label or package itself, especially in respect of flammability,
and with regard to any further limitations applied by the law of the country of loading,
destination or flag of the ship, contracts relating to the cargo, or the shipowner’s instructions.
1 Fumigants against insects in empty cargo holds
TO BE APPLIED ONLY BY QUALIFIED OPERATORS
Carbon dioxide
Nitrogen
Methyl Bromide and carbon dioxide mixture
Methyl Bromide
Hydrogen cyanide
Phosphine
2 Fumigants against insects in loaded or partially loaded cargo holds
CARE IS NEEDED IN SELECTING TYPES AND AMOUNTS OF FUMIGANTS FOR TREATMENT OF

PARTICULAR COMMODITIES
Carbon dioxide
Nitrogen
Methyl Bromide and carbon dioxide mixture
Methyl Bromide
Phosphine
3 Fumigant information
3.1 Methyl Bromide
Methyl Bromide is used in situations where a rapid treatment of commodities or space is

required. It should not be used in spaces where ventilation systems are not adequate for the
removal of all gases from the free space. In-ship in-transit fumigations with Methyl Bromide
should not be carried out. Fumigation with Methyl Bromide should be permitted only when the
ship is in the confines of a port (either at anchor or alongside) and to disinfest before discharge,
once crew members have disembarked (see 3.1.2.3). Prior to discharge, ventilation must be done,
forced if necessary, to reduce the gaseous residues below the occupational exposure limit values
set by the flag State regulations in the free spaces. (See procedures for ventilation in 3.3.2.17
to 3.3.2.19).
MSC.1/Circ.1264
ANNEX
Page 11
3.2 Phosphine
3.2.1 A variety of Phosphine-generating formulations are used for in-ship in-transit or at-berth
fumigations. Application methods vary widely and include surface-only treatment, probing,
perforated tubing laid at the bottom of spaces, recirculation systems and gas-injection systems or
their combinations. Treatment times will vary considerably depending on the temperature, depth
of cargo and on the application method used.
3.2.2 Any discharge of active packages producing Phosphine gas represents a significant risk to
the public who may encounter them at sea. It should therefore be ensured that all waste and
residues are disposed of in an appropriate manner, either by incineration or by disposal on shore,
as recommended by the manufacturer. Clear written instructions must be given to the master
of the ship, to the receiver of the cargo and to the authorities at the discharging port as to
how any powdery residues are to be disposed of.
3.2.3 These will vary with each formulation and the method of application. Prior to discharge,
ventilation must be done, forced if necessary, to reduce the gaseous residues below the
occupational exposure limit values set by the flag State regulations in the free spaces (see
procedures for ventilation in 3.3.2.17 to 3.3.2.19). For safety aspects during the voyage
see 3.3.2.3.
MSC.1/Circ.1264
ANNEX
Page 12
APPENDIX 2
MSC.1/Circ.1264
ANNEX
Page 13
APPENDIX 3
MODEL CHECKLIST FOR IN-TRANSIT FUMIGATION
Date: . . . . . . . . . . . .
Port: . . . . . . . . . . . . Terminal/Quay: . . . . . . . . . . . . . . . . . . . . . .
Ship’s name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type of fumigant: . . . . . . . . . Method of application: . . . . . . . . . . . .
Date & time fumigation commenced: . . . . . . . . . . . . . . . . . . . . . . . .
Name of fumigator/company: . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The master and fumigator-in-charge, or their representatives, should complete the checklist
jointly. The purpose of this checklist is to ensure that the responsibilities and requirements
of 3.3.2.11, and 3.3.2.12 are carried out fully for in-transit fumigation under section 3.3.2.9.
Safety of operations requires that all questions should be answered affirmatively by ticking the
appropriate boxes. If this is not possible, the reason should be given and agreement reached upon
precautions to be taken between ship and fumigator-in-charge. If a question is considered to be
not applicable write “n/a”, explaining why, if appropriate.
PART A: BEFORE FUMIGATION
FUMIGATOR-
SHIP
IN-CHARGE
1 The inspection required before loading has been performed (3.3.2.4) [] []
2 All the cargo holds to be fumigated are satisfactory for fumigation [] []
3 Spaces, where found not to be satisfactory, have been sealed [] []
4 The master or his trained representatives have been made aware of the [] []
specific areas to be checked for gas concentrations throughout the
fumigation period
5 The master or his trained representatives have been made familiar with [] []
the fumigant label, detection methods, safety procedures and emergency
procedures (refer to 3.3.2.6)
6 The fumigator-in-charge has ensured that gas-detection and respiratory [] []

protection equipment carried on the ship is in good order, and that
adequate fresh supplies of consumable items for this equipment are
available to allow sampling as required by 3.3.2.13.
7 The master has been notified in writing of:
(a) the spaces containing cargo to be fumigated [] []
(b) any other spaces that are considered unsafe to enter during the [] []
fumigation
MSC.1/Circ.1264
ANNEX
Page 14
PART B: AFTER FUMIGATION

The following procedure should be carried out after application of fumigant and closing and sealing of cargo
holds.
FUMIGATOR-
SHIP
IN-CHARGE
8 Presence of gas has been confirmed inside each hold under fumigation [] []
9 Each hold has been checked for leakage and sealed properly [] []
10 Spaces adjacent to the treated cargo holds have been checked and found [] []
gas-free
11 The responsible crew members have been shown how to take gas readings [] []
properly when gas is present and they are fully conversant with the use of
gas-detection equipment provided
12 Methods of application:
(a) Surface application method [] []
Initial rapid build-up of the gas in the upper regions of hold airspace
with subsequent penetration downward of the gas over a longer period
or
(b) Deep probing [] []
More rapid dispersion of gas than in (a) with lower concentrations in
upper regions of airspace in the hold
or
(c) Recirculation [] []
Rapid dispersion of gas throughout hold but at lower initial gas levels
with subsequent build-up of gas levels which, however, may be lower
due to even distribution
or
(d) Other [] []
13 The master or trained representatives have been briefed fully on the [] []
method of application and the spread of the gas throughout the hold
14 The master or trained representatives have been made:
(a) aware that even though the initial check may not indicate any [] []
leaks, it is essential that monitoring is to be continued in the
accommodation, engine-room, etc. because gas concentrations may
reach their highest levels after several days
(b) aware of the possibility of the spreading of gas throughout the duct [] []
keel and/or ballast tanks
15 The fumigator-in-charge has supplied a signed statement to the master [] []
conforming to the requirements of 3.3.2.12 for his retention
The above has been agreed:
Time: . . . . . . . . . . . . . . Date: . . . . . . . . . . . . . .
For Ship: . . . . . . . . . . . . Fumigator-in-charge: . . . . . . .
Rank: . . . . . . . . . . . . . .
____________
Minimum Requirements of Carriage for Dangerous Goods in
Solid Form in Bulk
The table of minimum requirements of carriage for dangerous goods in solid form in bulk mainly
addresses the requirements of fitness for carriage of Group B cargoes possessing chemical hazards
and the special carriage requirements of Group A and Group C cargoes in the IMSBC Code (if any),
it also includes the requirements of dangerous goods in solid form in bulk in SOLAS Reg. II-2/19.
The interpretation of column is as follows:
Column “a” Name of cargo Bulk cargo shipping name (BCSN)

Column “b” UN. No. Four numbers assigned to the special dangerous goods in the United
Nations Recommendation on the Transport of Dangerous Goods
Column “c” Class of dangerous The Group B cargoes in the IMSBC Code may be classed as follows
goods according to their hazards:
Class 4.1 : Flammable solids
Class 4.2 : Substances liable to spontaneous combustion
Class 4.3 : Substances which, in contract with water, emit
flammable gases
Class 5.1 : Oxidizing substances
Class 7 : Radioactive material
Class 9 : Miscellaneous dangerous substances and articles
MHB : Materials hazardous only bulk
Column “d” Group A: Cargoes which may liquefy;
B: Cargoes which possess a chemical hazard during the transportation;
C: Cargoes which are neither liable to Group A nor Group B
Column “e” Isolation between A-60: Bulkheads between cargo space and engine room are to be of
cargo space and A-60 class standard or the bulkheads are kept far away from the
engine room products (as a minimum of 3 m);
F: Bulkheads of cargo holds in which products are carried are to be of
fire-protection and water-proof;
G: Bulkheads between cargo space and engine room are to be of gastight
Column “f” No smoking and open Yes: Smoking and open lights are forbidden in cargo holds or the
lights adjacent spaces, the notice of “No Smoking and Open Lights” are
to be displayed in a conspicuous place
Column “g” Ventilation N: Natural ventilation is to be provided;
Nm: Natural or mechanical ventilation is to be provided;
M: Mechanical ventilation is to be provided;
ML: Two sets of mechanical ventilation capable of being at least six air
changes per hour, as a minimum are to be provided;
Sa: Fans are to be used safely under the combustible gas conditions;
Sp: Flame screen is to be fitted on the ventilator;
C: When the continuous ventilation is required, ventilation openings
are to meet the requirements of LL Convention, as amended, for
openings not being fitted with closing arrangements;
Ot: Means for measuring the gas concentration accurately in way of
ventilator outlet but prevent the hazards to the operator;
Tr: Ventilation of a cargo hold is to be so arranged as not to be
connected with other holds, accommodation space or working zone;
*: Ventilation is to be so arranged that any exhaust gases could not
enter into the accommodation space on the deck or below the deck
Column “h” Self-contained Yes: Two self-contained breathing apparatus are to be provided and two
breathing apparatus spare charges are to be equipped for each apparatus
1
Column “i” Two sets of additional Yes: Two additional self-contained breathing apparatus other than the
breathing apparatus one required in SOLAS Reg. II-2/10.10 are to be provided;
*: Recommended alterative measures to read the temperature in such a
way as not to require entry into the cargo hold
Column “j” Protective clothing Yes: Four sets of protective clothing meeting the requirement of SOLAS
Reg. II-2/19.3.6.1 are to be provided, including gloves, gloves,
boots, coverall and headgear
Column “k” Bilge piping system Yes: Where the bilge suction valve of the cargo space is located in
the machinery space, it is to inspect whether the valve has been
blanked or locked shut and a notice is to be place adjacent to the
valve warning against opening without the master’s permission.
If the bilge system has been designed to isolated from the
machinery space completely, such requirement does not applied to.
Column “l” Certified safe type Degree of protection for shell:
requirement of IP55: satisfied with IP55 as a minimum.
electrical equipment Group of certified safe type for electrical equipment:
in cargo space IIA: satisfied with IIA as a minimum.
IIC: satisfied with IIC as a minimum.
Temperature class of certified safe type for electrical equipment:
T1: satisfied with T2 as a minimum.
IS: intrinsically safe electrical equipment
Column “m” Dual-purposes type Yes: Dual-purposes type spray/jet nozzle is to be provided
spray/jet nozzle
Column “n” Readily availability of Yes: Arrangements are to be made to ensure immediate availability of
a supply of fire water a supply of water from the fire main either by starting a fire pump
remotely or by permanent pressurization. The hose and nozzle are
placed in position and kept readily available
Column “o” Measuring equipment a: means for measuring the concentration of methane is to be provided;
b: means for measuring the concentration of oxygen is to be provided;
c: means for measuring the concentration of carbon monoxide is to
be provided;
d: means for measuring PH value of cargo hold bilge samples is to
be provided;
e: means for measuring the temperature of cargo is to be provided;
f: suitable means for quantitative measuring the concentration of
hydrogen is to be provided, which may be used in the explosive gas;
g: two sampling locations are to be provided for each cargo hold;
h: suitable means for quantitative measuring the concentration of
phosphine and arsine is to be provided;
i: suitable means for quantitative measuring the toxic gases emitted
by metal sulophide is to be provided;
j: suitable means for quantitative measuring the concentration of
silane is to be provided;
k: suitable means for quantitative measuring the concentration of
ammonia and acetylene is to be provided;
l: suitable means for quantitative measuring the concentration of
hydrogen cyanide is to be provided;
m: means for measuring the surface temperature of cargo is to be
provided and is so arranged not to enter into the cargo hold;
*: such means includes aspirator, flexible connection and a length of
spark-proof metal tubing to enable sampling in cargo hold;
**: as recommended
2
Column “p” Special requirements Particular requirements for different cargoes:
1. Castor meal, castor pomace and castor flakes are not to be carried
in bulk.
2. If the period from the commencement of loading to the completion
of discharge does not exceed five days, a fixed gas fire-extinguishing
system in the cargo hold may be exempted.
3. It is capable of providing the ship with the means to top up the
cargo spaces with inert gas during the voyage, on completion of
loading and filling with nitrogen, the cargo hold is to be kept in
sealing condition. The ship’s fixed CO2 fire-fighting system is not
to be used for this purpose.
4. Industrial sand coated with resin is not to be adjacent to any
sources of heat.
5. It only applies to solvent extracted seed cake.
6. Fine grained sulphur (flowers of sulphur) is not to be transported in
bulk.
7. Where products containing 15% moisture and more are carried, the
fixed fire-extinguishing system in cargo hold may be exempted.
8. Such product is to be stowed out of direct contact with a metal
engine-room boundary.
9. Such product is to be stowed neither adjacent to any sources of
heat or ignition, nor immediately adjacent to any tank or double
bottom containing fuel oil heated to more than 50ć.
10. Such product is not to be stowed adjacent to hot areas.
11. Charcoal in Class 4.2 is not to be carried in bulk, and the moisture
contained does not exceed 10%.
12. Such product is not to be loaded adjacent to the heated hold or
resource of heat.
13. Pressure testing is to be carried out for oil fuel tank below the
cargo hold to ensure that the manhole and piping extending to the
tank do not leak.
14. The integrity and weather-tightness of weather deck closures and
hatch covers are in good order.
15. All penetrating pipelines are in good order and the sampling
openings in cargo holds are sealed effectively.
16. Cable and conduit penetrations of the decks and bulkheads are to
be sealed against the passage of gas and vapour.
17. Eyewashes are to be provided.
18. All electrical cables and components situated in adjacent enclosed
spaces of cargo holds are safe to be used in a flammable and/or
dusty atmosphere or positively isolated. This provision need not
apply to engine-rooms where the engine-room is separated from
the cargo space by a gastight bulkhead with no direct access.
19. If the temperature of the cargo reaches 55ć and continuous
to increase, ventilation to the cargo space is to be stopped. If
self-heating continues, then carbon dioxide or inert gas is to be
introduced to the cargo space
Column “q” Requirements of X: applicable;
to “v” SOLAS Reg. II-2/54.2 For ventilation requirements (column “t”):
or Reg. II-2/19.3 M: mechanical ventilation is provided, and is capable of at least six air
changes per hour;
Nm: natural ventilation or mechanical ventilation is to be provided;
Sa: fans are to be used safely under the flammable gas environment;
Sp: flame screen is to be fitted on the ventilator
Column “w” Fixed gas Yes: according to the requirement of SOLAS Reg. II-2/10.7.1.3 for
fire-extinguishing fitting a fixed CO2 fire-extinguishing system;
system (SOLAS Reg. (Yes): a fixed gas fire-extinguishing system is ineffective, an equivalent
II-2/10.7.1.3˅ fire-extinguishing system is to be provided. According to IMO
unified interpretation, the water fire-extinguishing system
complying with the requirement of SOLAS Reg. II-2/19.3.1.2
may be used to subsitute the fixed gas fire-extinguishing system
in cargo spaces
Note: The blank column means “Not Applicable”.
3
a b c d e f g h i j k l m n o p q r s t u v w
Requirements of SOLAS Reg. II-2/19
Fixed gas fire-extinguishing

equipment in cargo space
Class of dangerous good
Self-contained breathing
Requirement of certified
Readily availability of a
Isolation between cargo
space and engine room
No Smoking and open
Two sets of additional
Measuring equipment
supply of fire water
Special requirement
Bilge piping system
breathing apparatus
Dual-purposes type
Protective clothing
safe type electrical
spray/jet nozzle
additional breathing
electrical equipment
4 sets of protective
Readily use of fire
Certified safe type
Isolation between
4 sets of nozzles
Ventilation
cargo space and

apparatus
UN. No
clothing & 2
engine room
system
requirement
in cargo hold
Group
Ventilation
lights
apparatus
Name of Cargo
water
ALUMINIUM FERROSILICON UN M, C, IIC, M, Sa,
1 4.3 B G Yes Yes Yes f, h, j X X X
POWDER 1395 Sa T2 Sp
UN
2 ALUMINIUM NITRATE 5.1 B Yes Yes Yes X X Nm X (Yes)
1438
ML,
ALUMINIUM SILICON UN IIC, M, Sa,
3 4.3 B G Yes C, Yes Yes f, h, j X X X
POWDER, UNCOATED 1398 T2 Sp
Sa*
ALUMINIUM SMELTING
BY-PRODUCTS OR UN M, C, IIC, M, Sa,
4 4.3 B G Yes Yes Yes f, k X X X
ALUMINIUM REMELTING 3170 Sa* T2 Sp
BY-PRODUCT
UN 13,
5 AMMONIUM NITRATE 5.1 B A-60 Yes Yes Yes IS Yes X X X Nm, Sp X X (Yes)
1942 14
9,
AMMONIUM NITRATE BASED UN
6 5.1 B A-60 Yes Yes Yes IS Yes e 13, X X X Nm, Sp X X (Yes)
FERTILIZER 2067
14
AMMONIUM NITRATE BASED UN 9,
7 9 B A-60 Yes Yes Yes IS Yes e X X X Nm, Sp X X (Yes)
FERTILIZER 2071 14
8,
AMMONIUM NITRATE BASED
8 C Yes Yes Yes IS e 9,
FERTILIZER (non-hazardous)
14
UN
9 BARIUM NITRATE 5.1 B Nm Yes Yes Yes X X Nm X (Yes)
1446
10,
IP55, a*,b*,
14
10 BROWN COAL BRIQUETTES MHB B F Yes Yes IIA, c*, d,
15,
T4 e**,g
18
UN
11 CALCIUM NITRATE 5.1 B Yes Yes Yes X X Nm X (Yes)
1454
CASTOR BEANS or CASTOR
UN
12 MEAL or CASTOR POMACE or 9 B Nm Yes Yes Yes 1 X X Nm X Yes
2969
CASTOR FLAKE
4

No Smoking and open
Measuring equipment
Special requirement
Bilge piping system
breathing apparatus
Dual-purposes type
Protective clothing
spray/jet nozzle
Readily use of fire
Certified safe type
Isolation between
4 sets of nozzles
Ventilation
cargo space and

apparatus
UN. No
clothing & 2
engine room
system
requirement
in cargo hold
Group
Ventilation
lights
apparatus
Name of Cargo
water
13 CHARCOAL MHB B 11 Yes
CHOPPED RUBBER AND
14 C Yes 2 Yes
PLASTIC INSULATION
B IP55, a*,b*, 10,
15 COAL MHB (& F Yes Nm Yes IIA, c*, d, 15,
A) T4 e**,g 18
16 COAL SLURRY A N a
17 COARSE CHOPPED TYRES C Yes 2 Yes
UN
18 COPRA (dry) 4.2 B Yes Nm e 12 X X Nm X X Yes
1363
DIRECT REDUCED IRON (A) Nm, IIC,
19 MHB B F Yes f, e 14
Briquettes, hot-moulded Sp* T2
DIRECT REDUCED IRON (B)
Lumps, pellets. Coldmoulded IIC, 3
20 MHB B F Yes b, f, e Yes
Briquettes T2 14
DIRECT REDUCED IRON (C) (By IIC, 3,

21 MHB B F Yes Yes b, f, e Yes
product fines) T2 14
FERROPHOSPHORUS (including M, IIC,
22 MHB B Yes
briquettes) Sa T1
ML,
FERROSILICON with 30% or more Sa,
UN IIC, b, f, M, Saˈ
23 but less than 90% silicon (including 4.3 B G Yes C, Yes Yes Yes Yes 15 X X X
1408 T1 h, j Sp
briquettes) Ot,
Tr
5

No Smoking and open
Measuring equipment
Special requirement
Bilge piping system
breathing apparatus
Dual-purposes type
Protective clothing
spray/jet nozzle
Readily use of fire
Certified safe type
Isolation between
4 sets of nozzles
Ventilation
cargo space and

apparatus
UN. No
clothing & 2
engine room
system
requirement
in cargo hold
Group
Ventilation
lights
apparatus
Name of Cargo
water
ML,
FERROSILICON 25% to 30% Sa,
IIC, b, f,
24 silicon, or 90% or more with silicon MHB B G Yes C, Yes Yes Yes 15
T1 h, j
(including briquettes) Ot,
Tr
FERROUS METAL BORINGS,

UN
25 SHAVINGS, TURNINGS or 4.2 B Yes Yes* m X X Nm X X Yes
2793
CUTTINGS
FISHMEAL (FISHSCRAP), UN
26 9 B Nm Yes b, e 19 X X Nm X Yes
STABILIZED 2216
A
27 FLUORSPAR MHB &
B
28 GRANULATE TYRE RUBBER C Yes 2 Yes
IP55,
IRON OXIDE, SPENT or IRON UN
29 4.2 B Nm Yes Yes IIA, Yes b, l X X Nm X X Yes
SPONGE, SPENT 1376
T2
UN
30 LEAD NITRATE 5.1 B N Yes Yes Yes X X Nm X (Yes)
1469
31 LIME (UNSLAKED) MHB B
LINTED COTTON SEED
32 with not more than 9% moisture and MHB B Yes Yes
not more than 20.5% oil
33 MAGNESIA (UNSLAKED) MHB B
UN
34 MAGNESIUM NITRATE 5.1 B Yes Yes Yes X X Nm X (Yes)
1474
METAL SULPHIDE A
35 MHB Yes b,i Yes
CONCENTRATES &
6

No Smoking and open
Measuring equipment
Special requirement
Bilge piping system
breathing apparatus
Dual-purposes type
Protective clothing
spray/jet nozzle
Readily use of fire
Certified safe type
Isolation between
4 sets of nozzles
Ventilation
cargo space and

apparatus
UN. No
clothing & 2
engine room
system
requirement
in cargo hold
Group
Ventilation
lights
apparatus
Name of Cargo
water
B
36 PEANUTS (In shell) C
A
37 PEAT MOSS MHB & Nm
B
PETROLEUM COKE (calcined or
38 MHB B Yes Yes Yes
uncalcined)
12,
39 PITCH PRILL MHB B Nm Yes Yes Yes 14,
17
UN
40 POTASSIUM NITRATE 5.1 B Yes Yes Yes X X X (Yes)
1486
A
PYRITES, CALCINED
41 MHB &
(Calcined Pyrites)
B
RADIOACTIVE MATERIAL,
LOW SPECIFIC ACTIVITY UN
42 7 B Yes Yes
(LSA-1), non-fissile or 2912
fissile-excepted
RADIOACTIVE MATERIAL
SURFACE CONTAMINATED UN
43 7 B Yes Yes
OBJECTS (SCO-1), non-fissile or 2913
fissile excepted
44 SAND C 4
45 SAWDUST MHB B Nm Yes
SEED CAKE, containing vegetable

oil (a) mechanically expelled seeds,
UN 14, Yes
46 containing more than 10% of oil or 4.2 B Yes e X X Nm X X
1386 19
more than 20% of oil and moisture
combined
7

No Smoking and open
Measuring equipment
Special requirement
Bilge piping system
breathing apparatus
Dual-purposes type
Protective clothing
spray/jet nozzle
Readily use of fire
Certified safe type
Isolation between
4 sets of nozzles
Ventilation
cargo space and

apparatus
UN. No
clothing & 2
engine room
system
requirement
in cargo hold
Group
Ventilation
lights
apparatus
Name of Cargo
water
SEED CAKE, containing vegetable
oil (b) solvent extractions and
expelled seeds, containing not more Nm, 5, Yes
UN IIA, M, Sp,
47 than 10% of oil and when the 4.2 B A-60 Yes Sp, Yes e 14, X X X X X
1386 T3 Sa
amount of moisture is higher than Sa 19
10%, not more than 20% of oil and
moisture combined
SEED CAKE, with not more than Nm, 5,
UN IIA, M, Sp,
48 1.5% oil and not more than 11% 4.2 B A-60 Yes Sp, Yes e 14, X X X X X
2217 T3 Sa Yes
moisture Sa 19
SILICOMANGANESE
(low carbon) (with known hazard
b,
profile or known to evolve gases) M, IIC,
49 MHB B Yes Yes f, 16
(with silicon content of 25% or Sa T1
h
more)
UN (Yes)
50 SODIUM NITRATE 5.1 B Yes Yes Yes X X Nm X
1498
SODIUM NITRATE AND (Yes)
UN
51 POTASSIUM NITRATE 5.1 B Yes Yes Yes X X Nm X
1499
MIXTURE
SULPHUR (lump and coarse UN Nm, IP55,
52 4.1 B Yes Yes 6 X X X Nm, Sp X X
grained) 1350 Sp T4
53 TANKAGE MHB B Yes e Yes
54 VANADIUM ORE MHB B Yes
55 WOODCHIPS MHB B Yes b 7 Yes
56 WOOD PELLETS MHB B Yes b, c 14 Yes
8
w
Yes
system
Isolation between
v
cargo space and

X
engine room
u
clothing & 2
apparatus
X
t
M, Saˈ
Ventilation
requirement
Sp
s
Certified safe type

r
in cargo hold
X
4 sets of nozzles
q
Readily use of fire

water
Special requirement
p
Measuring equipment
o
b
f
n

Dual-purposes type
m
spray/jet nozzle
IIC, T2

l
9
Bilge piping system
k
Yes
Protective clothing
j

i
breathing apparatus
h
Yes
Yes
apparatus
Sa, C
Ventilation
g
M,
No Smoking and open

Yes
f
lights
e

d
Group
B
B
MHB
MHB
c
4.3
UN. No 1435
UN
b
Names)LOGS ,PULP WOOD,

TIMBER, ROUNDWOOD,
Wood products – General 2
WOOD PULP PELLETS 1
Name of Cargo
(Bulk Cargo Shipping

a
ZINC ASHES
SAW LOGS
57
58
59
4 ALBERT EMBANKMENT
LONDON SE1 7SR
E
Telephone: 0171-735 7611
Fax:
Telex:
0171-587 3210
23588 IMOLDN G
IMO
Ref. T1/3.02 MSC/Circ.919
15 June 1999
GUIDELINES FOR DAMAGE CONTROL PLANS
1 The Maritime Safety Committee, at its seventy-first session (19 to 28 May 1999), noted that
damage control plans and damage control booklet are intended to provide ship's officers with clear
information on the ship's watertight compartmentation and equipment related to maintaining the boundaries
and effectiveness of the compartmentation so that, in the event of damage to the ship, proper precautions
can be taken to prevent progressive flooding through opening therein and effective action can be taken to
quickly mitigate and, where possible, recover the ship's loss of stability.
2 With a view to providing Administrations with advice on the preparation of damage control plans
for passenger and cargo ships in order that shipmasters can be assisted in their decisions when addressing
situations caused by damage to ships, the Committee approved the Guidelines for damage control plans
set out in the annex.
3 Member Governments are invited to use the annexed Guidelines when applying provisions of
SOLAS regulations II-1/23, II-1/23-1 and II-1/25-8 and to bring the aforementioned Guidelines to the
attention of all parties concerned, in particular shipbuilders, shipmasters, shipowners, ship operators and
shipping companies.
***
I:\CIRC\MSC\919.WPD
MSC/Circ.919
ANNEX
GUIDELINES FOR DAMAGE CONTROL PLANS
1 Application
These guidelines are intended as advice on the preparation of damage control plans for passenger and cargo
ships to which SOLAS regulations II-1/23, II-1/23-1 and II-1/25-8 apply.
2 General
2.1 The damage control plan and damage control booklet are intended to provide ship's officers with
clear information on the ship's watertight compartmentation and equipment related to maintaining the
boundaries and effectiveness of the compartmentation so that, in the event of damage to the ship causing
flooding, proper precautions can be taken to prevent progressive flooding through openings therein and
effective action can be taken quickly to mitigate and, where possible, recover the ship's loss of stability.
2.2 The damage control plan and damage control booklet should be clear and easy to understand. It
should not include information which is not directly relevant to damage control, and should be provided
in the working language of the ship. If the languages used in the preparation of the plan and booklet are
not one of the official languages of the SOLAS Convention, a translation into one of the official languages
should be included.
3 Damage control plans
3.1 The damage control plan should be of a scale adequate to show clearly the required content of the
plan, but not less than a 1:200 scale.
3.2 Isometric drawings are recommended for special purposes. The plan should include inboard
profile, plan views of each deck and transverse sections to the extent necessary to show the following:
.1 the watertight boundaries of the ship;
.2 the locations and arrangements of cross-flooding systems, blow-out plugs and any
mechanical means to correct list due to flooding, together with the locations of all valves
and remote controls, if any;
.3 the locations of all internal watertight closing appliances including on ro-ro ships, internal
ramps or doors acting as extension of the collision bulkhead and their controls and the
locations of their local and remote controls, position indicators and alarms. The locations
of those watertight closing appliances which are not allowed to be opened during the
navigation and of those watertight closing appliances which are allowed to be opened
during navigation, according to SOLAS regulation II-1/15, should be clearly indicated;
.4 the locations of all doors in the shell of the ship, position indicators, leakage detection and
surveillance devices;
.5 the locations of all weathertight closing appliances in local subdivision boundaries above
the bulkhead deck and on the lowest exposed weather decks, together with locations of
controls and position indicators, if applicable;
I:\CIRC\MSC\919.WPD
MSC/Circ.919
ANNEX
Page 2
.6 the locations of all bilge and ballast pumps, their control positions and associated valves;
and
.7 pipes, ducts or tunnels, if any, through which limited progressive flooding has been
accepted by the Administration.
4 Damage control booklets
4.1 The information listed in section 3 should be repeated in the damage control booklet.
4.2 The damage control booklet should include general instructions for controlling the effects of
damage, such as:
.1 immediately closing all watertight and weathertight closing appliances;
.2 establishing the locations and safety of persons on board, sounding tanks and
compartments to ascertain the extent of damage and repeated soundings to determine rates
of flooding; and
.3 cautionary advice regarding the cause of any list and of liquid transfer operations to lessen
list or trim, and the resulting effects of creating additional free surfaces and of initiating
pumping operations to control the ingress of water.
4.3 The booklet should contain additional details to the information shown on the damage control plan,
such as the locations of all sounding devices, tank vents and overflows which do not extend above the
weather deck, pump capacities, piping diagrams, instructions for operating cross-flooding systems, means
of accessing and escaping from watertight compartments below the bulkhead deck for use by damage
control parties, and alerting ship management and other organizations to stand by and to co-ordinate
assistance, if required.
4.4 If applicable to the ship, locations of non-watertight openings with non-automatic closing devices
through which progressive flooding might occur should be indicated as well as guidance on the possibility
of non-structural bulkheads and doors or other obstructions retarding the flow of entering seawater to cause
at least temporary conditions of unsymmetrical flooding.
4.5 If the results of the subdivision and damage stability analyses are included, additional guidance
should be provided to ensure that the ship's officers referring to that information are aware that the results
are included only to assist them in estimating the ship's relative survivability.
4.6 The guidance should identify criteria on which the analyses were based and clearly indicate that the
initial conditions of the ship's loading extents and locations of damage, permeabilities, assumed for the
analyses may have no correlation with the actual damaged condition of the ship.
I:\CIRC\MSC\919.WPD
MSC/Circ.919
ANNEX
Page 3
5 Use of on-board computers
Damage control plans and damage control booklets should be in printed form. The use of on-board
computers*, with damage stability software developed for the specific ship, and familiar to properly trained
ship's officers can provide a rapid means to supplement the information in the planned booklet for effective
damage control.
6 Visual guidance to the master
Simple, clear and concise guidance, such as damage consequence diagrams, can provide the master with
a rapid means to evaluate the consequence of damage to the ship.
7 Placement on board the ship
7.1 For passenger ships, the damage control plan should be permanently exhibited on the navigation
bridge, as well as in the ship's control station, or equivalent.
7.2 For cargo ships, the damage control plan should be permanently exhibited or readily available on
the navigation bridge. Furthermore, the damage control plan should be permanently exhibited or readily
available in the cargo control room.
________
*
Refer to the Guidelines for the on-board use and application of computers (MSC/Circ.891).
I:\CIRC\MSC\919.WPD
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
Telex: 23588 IMOLDN G IMO
Ref. T2/4.2 MSC/Circ.1014

12 June 2001
GUIDANCE ON FATIGUE MITIGATION AND MANAGEMENT
1 The Maritime Safety Committee (MSC), at its seventy-first session (19 to 28 May 1999),
considered the issue of human fatigue and the direction where IMO efforts should be focused. In this
regard, it was agreed that practical guidance should be developed to provide appropriate information
on fatigue to all parties concerned. This guidance should inform each party that has a direct impact
on vessel safety (naval architects, owners/operators, masters, officers, ratings, training institutions,
etc.) of the nature of fatigue, its causes, preventive measures and countermeasures.
2 Accordingly, the MSC, at its seventy-fourth session (30 May to 8 June 2001), approved the
annexed guidelines, composed of self-contained Modules, each addressing a different party. The
Modules have been assembled using existing information, in a useful format, for transmission to the
different parties who have a direct impact on vessel safety.
3 Member Governments are invited to:
.1 bring the attached guidelines to the attention of their maritime Administrations and
relevant industry organizations and to all other parties who have direct impact on ship
safety;
.2 use this guidance as a basis for developing various types of tools for dissemination of
the information given in the guidelines (such as: pamphlets, video training modules,
seminars and workshops, etc.); and
.3 take the guidelines into consideration when determining minimum safe manning.
4 Shipowners, ship operators and shipping companies are strongly urged to take the issue of
fatigue into account when developing, implementing and improving safety management systems
under the ISM Code.
***
I:\CIRC\MSC\1014.DOC
MSC/Circ.1014
ANNEX
GUIDELINES ON FATIGUE
INTRODUCTION
Foreword
Fatigue can be defined in many ways. However, it is generally described as a state of feeling tired,
weary, or sleepy that results from prolonged mental or physical work, extended periods of anxiety,
exposure to harsh environments, or loss of sleep. The result of fatigue is impaired performance and
diminished alertness.
The effects of fatigue are particularly dangerous in the shipping industry. The technical and
specialized nature of this industry requires constant alertness and intense concentration from its
workers. Fatigue is also dangerous because it affects everyone regardless of skill, knowledge and
training.
Effectively dealing with fatigue in the marine environment requires a holistic approach. There is no
one-system approach to addressing fatigue, but there are certain principles (e.g. lifestyle habits, rest,
medication, workload.) that must be addressed in order to gain the knowledge and the understanding
to manage this human element issue.
OBJECTIVE
The human element, in particular fatigue, is widely perceived as a contributing factor in marine
casualties. The Exxon Valdez, one of the worst maritime environmental disasters in the last century,
is one of the many mishaps where fatigue was identified as a contributing factor.
To assist in the development of a marine safety culture by addressing the issue of fatigue, the
International Maritime Organization (IMO) has developed practical guidance to assist interested
parties to better understand and manage the issue of “fatigue.”
The philosophy behind the development of the guidance was not to develop new information but
rather assemble what already exists, in a useful format, for transmission to those parties who have a
direct impact on ship safety.
The outline of the information is related to the potential dangers associated with fatigue and
ultimately the effect on the health and safety of the personnel working on ships. The guidelines
contain information on the symptoms and causes of fatigue, and address solutions to combat fatigue
to improve the associated health problems and help prevent a fatigue related accident from
occurring.
ORGANIZATION
The guidelines are composed of Modules each devoted to an interested party. The modules are as
follow:
MSC/Circ.1014
ANNEX
Page 2
1. Module 1 Fatigue
2. Module 2 Fatigue and the Rating
3. Module 3 Fatigue and the Ship’s Officer
4. Module 4 Fatigue and the Master
5. Module 5 Fatigue and the Training Institution and Management
Personnel in charge of Training
6. Module 6 Shipboard Fatigue and the Owner/Operator/Manager
7. Module 7 Shipboard Fatigue and the Naval Architect
8. Module 8 Fatigue and the Maritime Pilot
9. Module 9 Fatigue and Tugboat Personnel
6. Appendix Fatigue related documentation
HOW TO USE THESE MODULES

Although all Modules are self-contained, it is recommended that all parties become familiar with
Module 1, which contains general information on fatigue. In other instances it will be beneficial if
the reader (interested party) becomes familiar with Modules other than the immediately applicable
one.
It is strongly suggested that maximum benefit will be derived from the integration of this material
into:
• Safety management systems under the ISM Code;
• Training courses, particularly management oriented courses;
• Accident investigation processes and methodologies and;
• Manning determinations.
FUTURE WORK
These Guidelines are a living document; they should be updated periodically as research reveals
new information and new methods are uncovered to deal with the issue of fatigue. Further, the
present structure – self-contained Modules – allows for the creation of new Modules directed to
other interested parties.
MSC/Circ.1014
ANNEX
Page 3
Guidelines on Fatigue
Module 1
FATIGUE
Foreword
The Guidelines on Fatigue contain practical information that can assist interested parties (Naval
Architects/Ship designers, owners/operators, Masters, Officers, other crew members and training
institutions) to better understand and manage fatigue.
The guidelines provide information on the potential dangers of fatigue and ultimately the effect on
the health and safety of the personnel working on ships. The guidelines contain information on the
symptoms and causes of fatigue, and address solutions to combat fatigue in order to reduce
associated health problems and prevent fatigue-related accidents from occurring.
The guidelines have been divided into nine modules, as follows:
1. Module 1 Fatigue
7. Module 7 Shipboard Fatigue and the Naval Architect/Ship Designer
It is recommended that all parties become familiar with Module 1 prior to using Modules 2 – 9.
Module 1 (Fatigue) contains general information on the subject of fatigue – definitions, causes,
effects, etc.
I:\CIRC\MSC\1014.doc
MSC/Circ.1014
ANNEX
Page 4
Module 1
FATIGUE
1. INTRODUCTION
For many years, fatigue was discounted as a potential cause of or contributor to human error. One
reason for this misunderstanding was the old myth that fatigue could be prevented by various
characteristics: personality, intelligence, education, training, skills, compensation, motivation,
physical size, strength, attractiveness, or professionalism. However, recent accident data and
research point to fatigue as a cause of and/or contributor to human error precisely because of its
impact on performance. Human error resulting from fatigue is now widely perceived as the cause
of numerous marine casualties, including one of the the worst maritime environmental disasters
in the last century, the Exxon Valdez.
The negative effects of fatigue present a disastrous risk to the safety of human life, damage to the
environment, and property. Because shipping is a very technical and specialized industry, these
negative effects are exponentially increased, thereby requiring seafarers’ constant alertness and
intense concentration.
This module provides a general overview of fatigue, its causes, and its potential effects on
maritime personnel. The key issue addressed within this module is that fatigue is a fundamental
problem for the maritime industry as it detrimentally affects performance at work.
2. DEFINING FATIGUE
There is no universally accepted technical definition for fatigue. However, common to all the
definitions is degradation of human performance. The following definition is found in IMO’s
MSC/Circ.813/MEPC/Circ.330, List of Human Element Common terms:
“A reduction in physical and/or mental capability as the result of physical, mental or emotional
exertion which may impair nearly all physical abilities including: strength; speed; reaction time;
coordination; decision making; or balance.”
3. FATIGUE AND LIFE ON A SEAGOING SHIP
Fatigue is a problem for all 24-hour a day transportation modes and industries, the marine
industry included. However, there are unique aspects of seafaring that separate the marine
industry from the others.
MSC/Circ.1014
ANNEX
Page 5
It must be recognized that the seafarer is a captive of the work environment. Firstly, the average
seafarer spends between three to six months working and living away from home, on a moving
vessel that is subject to unpredictable environmental factors (i.e. weather conditions). Secondly,
while serving on board the vessel, there is no clear separation between work and recreation.
Thirdly, today’s crew is composed of seafarers from various nationalities and backgrounds who
are expected to work and live together for long periods of time. The operational aspects
associated with shipping become more complex compared with standard industries, for reasons
such as: variety of ship-types, pattern and length of sea passage, port-rotation, and length of time
a ship remains in port. All these aspects present a unique combination of potential causes of
fatigue.
4. CAUSES OF FATIGUE
The most common causes of fatigue known to seafarers are lack of sleep, poor quality of rest,
stress and excessive workload. There are many other contributors as well, and each will vary
depending on the circumstance (i.e. operational, environmental).
There are many ways to categorize the causes of fatigue. To ensure thoroughness and to provide
good coverage of most causes, they have been categorized into 4 general factors.
• Crew-specific Factors
• Management Factors (ashore and aboard ship)
• Ship-specific Factors
• Environmental Factors
A. Crew-specific Factors
The crew-specific factors are related to lifestyle behavior, personal habits and individual attributes.
However, fatigue varies from one person to another and its effects are often dependent on the
particular activity being performed.
The Crew-specific Factors include the following:

• Sleep and Rest
- Quality, Quantity and Duration of Sleep
- Sleep Disorders/Disturbances
- Rest Breaks
• Biological Clock/Circadian Rhythms
• Psychological and Emotional Factors, including stress
- Fear
- Monotony and Boredom
• Health
- Diet
- Illness
• Stress
- Skill, knowledge and training as it relates to the job
- Personal problems
- Interpersonal relationships
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• Ingested Chemicals
- Alcohol
- Drugs (prescription and non-prescription)
- Caffeine
• Age
• Shiftwork and Work Schedules
• Workload (mental/physical)
• Jet Lag
B. Management Factors (ashore and aboard ship)
The Management Factors relate to how ships are managed and operated. These factors can
potentially cause stress and an increased workload, ultimately resulting in fatigue. These factors
include:
1. Organizational Factors
• Staffing policies and Retention
• Role of riders and shore personnel
• Paperwork requirements
• Economics
• Schedules-shift, Overtime, Breaks
• Company culture and Management style
• Rules and Regulations
• Resources
• Upkeep of vessel
• Training and Selection of crew
2. Voyage and Scheduling Factors

• Frequency of port calls
• Time between ports
• Routing
• Weather and Sea condition on route
• Traffic density on route
• Nature of duties/workload while in port
C. Ship-specific Factors
These factors include ship design features that can affect/cause fatigue. Some ship design features
affect workload (i.e. automation, equipment reliability), some affect the crew’s ability to sleep, and
others affect the level of physical stress on the crew (i.e. noise, vibration, accommodation spaces,
etc.). The following list details ship-specific factors:
• Ship design
• Level of Automation
• Level of Redundancy
• Equipment reliability
• Inspection and Maintenance
• Age of vessel
• Physical comfort in work spaces
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• Location of quarters
• Ship motion
• Physical comfort of accommodation spaces
D. Environmental Factors
Exposure to excess levels of environmental factors, e.g. temperature, humidity,excessive noise levels,
can cause or affect fatigue. Long-term exposure may even cause harm to a person’s health.
Furthermore, considering that environmental factors may produce physical discomfort, they can also
cause or contribute to the disruption of sleep.
Ship motion is also considered an environmental factor. Motion affects a person’s ability to maintain
physical balance. This is due to the extra energy expended to maintain balance while moving,
especially during harsh sea conditions. There is a direct relation between a ship’s motion and a
person’s ability to work. Excessive ship movement can also cause nausea and motion sickness.
Environmental factors can also be divided into factors external to the ship and those internal to the
ship. Within the ship, the crew is faced with elements such as noise, vibration and temperature (heat,
cold, and humidity). External factors include port and weather condition and vessel traffic.
There are a number of things that can be done to address these causes. Some contributors are
more manageable than others. Opportunities for implementing countermeasures vary from
one factor to another (noise can be better addressed during the vessel design stage, breaks can
be addressed by the individual crew member, training and selection of the crew can be
addressed during the hiring process, etc.). The remaining Modules will further highlight the
prevention of fatigue.
Modules 2 - 9 provide a closer examination of the specific causes of fatigue and how each
relates to specific industry groups.
5. BASIC CONCEPTS IN UNDERSTANDING FATIGUE
This section highlights some of the basic concepts that provide an overall understanding
about fatigue.
A. Sleep
Sleep is an active process; when people sleep they are actually in an altered state of consciousness.
All sleep does not have the same quality and does not provide the same recuperative benefits. In
order to satisfy the needs of the human body, sleep must have three characteristics to be most
effective:
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• Duration: Everyone’s sleep needs are unique; however, it is generally recommended

that a person obtain, on average, 7 to 8 hours of sleep per 24-hour day. A person
needs the amount of sleep that produces the feeling of being refreshed and alert.
Alertness and performance are directly related to sleep. Insufficient sleep over
several consecutive days will impair alertness. Only sleep can maintain or restore
performance levels.
• Continuity: The sleep should be uninterrupted. Six one-hour naps do not have the
same benefit as one six-hour period of sleep.
• Quality: People need deep sleep. Just being tired is not enough to ensure a good
sleep. An individual must begin sleep in synch with the biological clock to ensure
quality sleep. If the time of sleep is out of synchronization with his/her biological
clock, it is difficult to sleep properly.
Many factors contribute to sleep disruption, some are within our control while others are not:
- environmental factors (e.g. ship’s violent movement, weather, heavy vibration, noise
or poor accommodation)
- food and consumption of chemicals (e.g. alcohol intake, coffee, medication, etc.)
- psychological factors (e.g. stress, family worries, on-duty responsibilities)
- sleep disorders (e.g. one, insomnia–prolonged inability to obtain adequate sleep or
e.g. two, sleep apnea–a condition where breathing stops when sleep occurs due to a
collapse of the upper airway or the diaphragm not moving causing the person to wake
up)
- operational factors (e.g. disruptions caused by drills, loading and unloading)
B. Biological Clock and Circadian Rhythm
Each individual has a biological clock, and this clock regulates the body’s circadian rhythm.
To best understand both of these features, it is first necessary to understand how the
circadian rhythm functions. Our bodies move through various physical processes and states
within a 24-hour period, such as sleeping/waking, and cyclical changes in body temperature,
hormone levels, sensitivity to drugs, etc. This cycle represents the circadian rhythm. The
biological clock regulates the circadian rhythm. The biological clock is perfectly
synchronised to the traditional pattern of daytime wakefulness and night-time sleep.
The biological clock makes a person sleepy or alert on a regular schedule whether they are
working or not. In normal conditions, the sleep/wake cycle follows a 24-hour rhythm,
however, the cycle isn’t the same for everyone. Although individual rhythms vary, each
person’s cycle has two distinctive peaks and dips. Independent of other sleep-related factors
that cause sleepiness, there are two times of low alertness (low-points or dips) in each 24-
hour period . These commonly occur between 3-5am and 3-5pm. Preceding these lowest
alertness periods, are maximum alertness periods (peaks).
The states of sleep/wakefulness and circadian rhythms interact in several ways:

- The two can work against one another and thereby weaken or negate each other’s
effect. For example, a well-rested person is still affected by a circadian low-point;
conversely, a person who is sleep deprived may feel a momentary increase in
alertness due to a peak in circadian rhythm.
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- The two can also work in the same direction, thereby intensifying the effect they each
have on a person’s level of alertness. For example, when someone is sleep deprived, a
circadian low point will further exacerbate the feeling of sleepiness.
For many seafarers, working patterns conflict with their biological clock. Irregular schedules caused
by shifting rotations, crossing time zones, etc. cause the circadian rhythms to be out of
synchronization.
Further, the internal clock can only adjust by an hour or two each day. Sometimes, depending on the
new schedule, it takes several days to adjust. In the meantime, the internal clock wakes a person up
when they need to sleep and puts them to sleep when they need to be awake.
C. Stress
Stress occurs when a person is confronted with an environment that poses a threat or demand,
and the individual becomes aware of his/her inability or difficulty in coping with the
environment (a feeling of being overwhelmed). This can result in reduced work performance
and health problems.
Stress can be caused by a number of things, including:

• Environmental hardships (noise, vibration, exposure to high and low temperatures, etc)
• Weather (i.e. ice conditions)
• Personal problems (family problems, home sickness, etc.)
• Broken rest
• Long working hours
• On-board interpersonal relationships
6. EFFECTS OF FATIGUE
Alertness is the optimum state of the brain that enables us to make conscious decisions. Fatigue
has a proven detrimental effect on alertness– this can be readily seen when a person is required to
maintain a period of concentrated and sustained attention, such as looking out for the unexpected
(e.g. night watch).
When a person’s alertness is affected by fatigue, his or her performance on the job can be
significantly impaired. Impairment will occur in every aspect of human performance (physically,
emotionally, and mentally) such as in decision-making, response time, judgement, hand-eye
coordination, and countless other skills.
Fatigue is dangerous in that people are poor judges of their level of fatigue. The following is a
sample of fatigue’s known effect on performance. Modules 2 - 9 contain a more extensive list for
use by each individual industry group.
• Fatigued individuals become more susceptible to errors of attention and memory (for
example, it is not uncommon for fatigued individuals to omit steps in a sequence).
• Chronically fatigued individuals will often select strategies that have a high degree of risk on
the basis that they require less effort to execute.
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• Fatigue can affect an individual's ability to respond to stimuli, perceive stimuli, interpret or
understand stimuli, and it can take longer to react to them once they have been identified.
• Fatigue also affects problem solving which is an integral part of handling new or novel tasks.
Fatigue is known to detrimentally affect a person’s performance and may reduce individual
and crew effectiveness and efficiency; decrease productivity; lower standards of work and
may lead to errors being made. Unless steps are taken to alleviate the fatigue, it will remain
long after the period of sustained attention, posing a hazard to ship safety.
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References
Calhoun S.R. (1999) – Human Factors and Ship Design: Preventing and Reducing Shipboard
Operator Fatigue. University of Michigan/U.S. Coast Guard Research Project – Michigan, United
States.
Kroemer K.H.E., Grandjean E. (1999) – Fitting the task to the Human (Fifth Edition). Taylor and
Francis, Ltd. – United Kingdom.
Sandquist T., Raby M., Maloney A.L., Carvalhais T. (1996) - Fatigue and Alertness in Merchant
Marine Personnel: A field study of work and sleep patterns. Report No. CG-D-06-97. Batelle
Seattle Research Center and U.S. Coast Guard Research and Development Center – Connecticut,
United States.
Transportation Safety Board of Canada (1997) - A Guide for Investigating for Fatigue - Canada.
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Module 2
FATIGUE AND THE RATING
Foreword
architects/Ship designers, owners/operators, Masters, Officers, other crew members and training
1. Module 1 Fatigue
5. Module 5 Fatigue and the Training Institution and Management Personnel in charge of
Training
It is recommended that all parties become familiar with Module 1 prior to using Modules 2 - 9.
Module 1 contains pertinent background information on the subject of fatigue.
Module 2 contains practical information intended for the Rating working on board ships.
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Module 2
FATIGUE AND THE RATING
1. HOW CAN YOU RECOGNIZE FATIGUE IN YOURSELF AND OTHERS?
You may exhibit one or more changes in behavior when experiencing fatigue. However, one
very important fact to remember is that people who are experiencing fatigue have a very
difficult time recognizing the signs of fatigue themselves. It is difficult for a number of
reasons, but largely because fatigue can affect your ability to make judgements or solve
complex problems. The following list describes how fatigue affects your mind, emotions and
body; you may recognize some of these changes in others (with time, you may learn to
identify some within yourself):
A. Physically:
• Inability to stay awake (an example is head nodding or falling asleep against your will)
• Difficulty with hand-eye coordination skills (such as, switch selection)
• Speech difficulties (it may be slurred, slowed or garbled)
• Heaviness in the arms and legs or sluggish feeling
• Decreased ability to exert force while lifting, pushing or pulling
• Increased frequency of dropping objects like tools or parts
• Non-specific physical discomfort
• Headaches
• Giddiness
• Heart palpitations / irregular heart beats
• Rapid breathing
• Loss of appetite
• Insomnia
• Sudden sweating fits
• Leg pains or cramps
• Digestion problems
B. Emotionally:
• Increased willingness to take risks
• Increased intolerance and anti-social behaviour
• Needless worry
• Reduced motivation to work well
• Increased mood changes (examples are irritability, tiredness and depression)
C. Mentally:
• Poor judgement of distance, speed, time, etc.
• Inaccurate interpretation of a situation (examples are focusing on a simple problem or
failing to anticipate the gravity of the situation or failing to anticipate danger)
• Slow or no response to normal, abnormal or emergency situations
• Reduced attention span
• Difficulty concentrating and thinking clearly
• Decreased ability to pay attention
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Whenever alertness is affected by fatigue, your performance will be handicapped.

It is important that you notify your supervisor when you recognize that you or other
crewmembers are fatigued. It is important to have an open communication between you and your
supervisor regarding fatigue prevention and detection.
2. WHAT CAN CAUSE FATIGUE?
Fatigue may be caused and/or made worse by one or a combination of things:

• Lack of sleep
Only sleep can maintain or restore your performance level. When you do not get enough
sleep, fatigue will set in and your alertness will be impaired. (Refer to Section 3)
• Poor quality of sleep

Fatigue may be caused by poor quality of sleep. This occurs when you are unable to sleep
without interruptions and/or you are unable to fall asleep when your body tells you to. (Refer
to Section 3)
• Insufficient rest time between work periods

Apart from sleep, rest (taking a break) between work periods can contribute to restoring your
performance levels. Insufficient rest periods or postponing assigned rest times (to finish the
job early) can cause fatigue. (Refer to Section 3)
• Poor quality of rest

Disturbances while resting such as being woken up unexpectedly, on call (during port
operations), or unpredictable work hours (when arriving in port) can cause fatigue.
• Stress
Stress can be caused by personal problems (family), problems with other shipmates, long
work hours, work in general, etc. A build up of stress will cause or increase fatigue.
• Boring and repetitive work

Boredom can cause fatigue. You may become bored to the point of fatigue when your work is
too easy, repetitive and monotonous and/or bodily movement is restricted.
• Noise or vibration
Noise or vibration can affect your ability to sleep/rest, and it can affect your level of physical
stress, thus causing fatigue.
• Ship movement
The ship’s movement affects your ability to maintain physical balance. Maintaining balance
requires extra energy, which can then cause fatigue. A ship’s pitching and rolling motions
mean you might have to use 15-20% extra effort to maintain your balance.
• Food (timing, frequency, content and quality)

Refined sugars (sweets, doughnuts, chocolates, etc.) can cause your blood sugar to rise
rapidly to a high level. The downside of such short-term energy is that a rapid drop in blood
sugar can follow it. Low blood sugar levels can cause weakness, instability and difficulty in
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concentrating and in the extreme case unconsciousness. Eating large meals prior to a sleep
period may disrupt your sleep.
• Medical conditions and illnesses

Medical conditions (i.e. heart problems) and illnesses, such as the common cold, can cause
or aggravate fatigue. The effect depends on the nature of the illness or medical condition, but
also the type of work being carried out. For example, common colds slow response time and
affect hand-eye coordination .
• Ingesting chemicals
Alcohol, caffeine and some over-the-counter medications disrupt sleep. Caffeine
consumption can also cause other side effects such as hypertension, headaches, mood swings
or anxiety.
• Jet-lag
Jet-lag occurs following long flights through several time zones. It is a condition that causes
fatigue in addition to sleep-deprivation and irritability. It is easier to adjust to time zones
while crossing from east to west as opposed to west to east. The greatest difficulty in
adjustment results from crossing 12 time zones, the least from crossing one time zone. Our
bodies adjust at the rate of approximately one-hour per day.
• Excessive work load

Working consistently “heavy” workloads can cause fatigue. Workload is considered heavy
when one works excessive hours or performs physically demanding or mentally stressful
tasks. Excessive work hours and fatigue can result in negative effects such as the following:
- Increased accident and fatality rates
- Increased dependence upon drugs, tobacco or alcohol
- Poor quality and disrupted sleep patterns
- Higher frequency of cardiovascular, respiratory or digestive disorders
- Increased risk of infection
- Loss of appetite
3. HOW CAN YOU PROTECT YOURSELF FROM THE ONSET OF FATIGUE?
A. Sleep Issues
Sleep is the most effective strategy to fight fatigue. Sleep loss and sleepiness can degrade
every aspect of a person’s performance: physical, emotional and mental. To satisfy the needs
of your body, you must acquire the following:
• Deep sleep
• Between 7 to 8 hours of sleep per 24-hour day
• Uninterrupted sleep
Here is some general guidance on developing good sleep habits:

• Develop and follow a pre-sleep routine to promote sleep at bedtime (examples are a
warm shower or reading calming material).
• Make the sleep environment conducive to sleep (a dark, quiet and cool environment and a
comfortable bed encourages sleep).
• Ensure that you will have no interruptions during your extended period of sleep.
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• Satisfy any other physiological needs before trying to sleep (examples are, if hungry or
thirsty before bed, eat or drink lightly to avoid being kept awake by digestive activity and
always visit the toilet before trying to sleep).
• Avoid alcohol and caffeine prior to sleep (keep in mind that coffee, tea, colas, chocolate,
and some medications, including cold remedies and aspirin, may contain alcohol and/or
caffeine). Avoid caffeine at least six hours before bedtime.
• Consider relaxation techniques such as meditation and yoga, which can also be of great
help if learnt properly.
B. Rest Issues
Another important factor that can affect fatigue and performance is rest. Rest, apart from
sleep, can be provided in the form of breaks or changes in activities. Rest pauses or breaks
are indispensable as a physical requirement if performance is to be maintained. Factors
influencing the need for rest are the length and intensity of the activities prior to a break or a
change in activity, the length of the break, or the nature or change of the new activity.
C. Guidelines for maintaining performance

Here are some general guidelines that can help you maintain performance:
• Get sufficient sleep, especially before any period when you anticipate that you will not
get adequate sleep.

• When you sleep, make it a long period of sleep.
• Take strategic naps.
• Take breaks when scheduled breaks are assigned.
• Develop and maintain good sleep habits, such as a pre-sleep routine (something that you
always do to get you ready to sleep).
• Monitor your hours of work and rest when opportunity arises.
• Eat regular, well-balanced meals (including fruits and vegetables, as well as meat and
starches).
• Exercise regularly.
4. WHAT CAN MITIGATE THE EFFECTS OF FATIGUE?
The most powerful means of relieving fatigue is to get proper sleep and to rest when
appropriate. However, a number of things have been identified as potentially providing some
short-term relief. Note, however, that these countermeasures may simply mask the symptoms
temporarily —the fatigue has not been eliminated.
• An interesting challenge, an exciting idea, a change in work routine or anything else that is
new and different
• Bright lights, cool dry air, music and other irregular sounds
• Caffeine (encountered in coffee and tea, and to a lesser extent in colas and chocolate) may
combat sleepiness in some people for short periods. However, regular usage over time
reduces its value as a stimulant and may make you more tired and less able to sleep.
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• Any type of muscular activity: running, walking, stretching or even chewing gum
• Conversation
• Controlled, strategic naps can also improve alertness and performance (the most effective
length of time for a nap is about 20 minutes).
Strategic Napping
Research has identified “strategic napping” as a short-term relief technique to help maintain
performance levels during long periods of wakefulness. The most effective length for a nap is
about 20 minutes. This means that if you have the opportunity to nap you should take it.
However, there are some drawbacks associated with napping. One potential drawback is that
naps longer than 30 minutes will cause sleep inertia, where situational awareness is impaired
(grogginess and/or disorientation for up to 20 minutes after waking. A second is that the nap
may disrupt later sleeping periods (you may not be tired when time comes for an extended
period of sleep).
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REFERENCES
International Transport Workers’ Federation (1997) - Seafarer Fatigue: Wake up to the

dangers. IMO, MSC 69/INF.10 - United Kingdom.
Kroemer, K.H.E., & Grandjean, E. (Re-printed 1999) – Fitting the Task to the Human. Taylor &
Francis Ltd. – London, United Kingdom.
McCallum, M.C., & Raby, M., Rothblum A. (1996) - Procedures for Investigating and Reporting
Human Factors and Fatigue Contributions to Marine Casualties. Report No. CG-D-09-97. Batelle
United States.
Moore-Ede M., Mitchell R. E., Heitmann A., Trutsche U., Aguirre A., & Hajarnavis H. (1996) -
Canalert 1995: Alertness Assurance in the Canadian Railways - Circadian Technologies, Inc. -
Massachusetts, United States.
Parker, A.W., Hubinger, L.M., Green, S., Sargent, L., & Boyd, R. (1997) - A survey of the
health, stress and fatigue of Australian Seafarers - Australian Maritime Safety Authority - Australia.
Pollard J.K., Sussman E.D., & Stearns M. (1990) - Shipboard Crew fatigue, Safety and Reduced
Manning. Report No. DOT-MA-RD-840-90014. John A. Volpe National Transportation Systems
Center – Massachusetts, United States.
United States.
United Kingdom National Union of Marine Aviation and Shipping Transport Officers (1997) -
Give us a Break: NUMAST Report on Fatigue. IMO, MSC 68/INF. 9 - United Kingdom.
Videotel (1998). Fatigue and Stress at Sea [video] - London, United Kingdom.
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Module 3
FATIGUE AND THE SHIP’S OFFICER
Foreword
The Guidelines on Fatigue contain practical information that can assist interested parties (naval
1. Module 1 Fatigue
5. Module 5 Fatigue and the Training Institution and Management Personnel in
charge of Training
Module 3 contains practical information intended for the Ship’s Officer working on board ships. It is
recommended that the Ship’s Officer also becomes familiar with Module 2 (Fatigue and the Rating).
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Module 3
FATIGUE AND THE SHIPS’S OFFICER
1. HOW CAN YOU RECOGNIZE FATIGUE IN YOURSELF AND OTHERS

(SIGNS/SYMPTOMS)?
Fatigue can affect your mind, emotions and body (e.g. your capacity for tasks involving
physical exertion and strength, as well as your ability to solve complex problems or make
decisions, etc). Your level of alertness is dependent on fatigue, and therefore, human
performance can be impaired.
Table 1 describes some of the possible effects of fatigue by listing the performance impairments
and the symptoms associated with them. These signs and symptoms of fatigue may be used to
identify an individual’s level of alertness. It must be noted, however, that it is difficult for an
individual to recognize the symptoms of fatigue within him/herself, because fatigue impairs
judgement.
TABLE 1
EFFECTS OF FATIGUE
PERFORMANCE IMPAIRMENT SIGNS/SYMPTOMS

1 Inability to concentrate • Unable to organize a series of activities
• Preoccupied with a single task
• Focuses on a trivial problem, neglecting more important ones
• Reverts to old but ineffective habits
• Less vigilant than usual
2 Diminished decision-making ability • Misjudges distance, speed, time, etc.
• Fails to appreciate the gravity of the situation
• Overlooks items that should be included
• Chooses risky options
• Difficulty with simple arithmetic, geometry, etc.
3 Poor memory • Fails to remember the sequence of task or task elements
• Difficulty remembering events or procedures
• Forgets to complete a task or part of a task
4 Slow response • Responds slowly (if at all) to normal, abnormal or
emergency situations
5 Loss of control of bodily movements • May appear to be drunk
• Inability to stay awake
• Affected speech e.g. it may be slurred, slowed or garbled
• Feeling heaviness in the arms and legs
• Decreased ability to exert force while lifting, pushing or
pulling
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6 Mood change • Quieter, less talkative than usual

• Unusually irritable
• Increased intolerance and anti-social behavior
• Depression
7 Attitude change • Fails to anticipate danger
• Fails to observe and obey warning signs
• Seems unaware of own poor performance
• Too willing to take risks
• Ignores normal checks and procedures
• Displays a “don’t care” attitude
• Weakness in drive or dislike for work
In addition to the behavioral changes listed in the table (symptoms), there are also a number of
other changes associated with fatigue that will manifest in physical discomfort, such as:
• Headaches
• Giddiness
• Rapid breathing
• Insomnia

• Lack of sleep
sleep, fatigue will set in and your alertness will be impaired. (Refer to Section 3 of this
Module)

without interruptions and/or you are unable to fall asleep when your body tells you to. (Refer
to Section 3)


Disturbances while resting such as being woken up unexpectedly while on call (during port
operations or to answer machinery alarms) or unpredictable work hours (when arriving in
port) can cause fatigue.
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• Stress

• Ship movement
.
sugar can follow it. Low blood sugar levels can cause weakness, instability, and difficulty in
concentrating and in the extreme case, unconsciousness. Eating large meals prior to a sleep

Medical conditions (i.e. heart problems) and illnesses such as the common cold can cause
fatigue. The effect not only depends on the nature of the illness or medical condition, but also
the type of work being carried out. For example, common colds slow response time and affect
hand-eye coordination.
Alcohol, caffeine and some over the counter medications disrupt sleep. Caffeine consumption
can also causes other side effects such as hypertension, headaches, mood swings and anxiety.
• Jet-lag
bodies adjust at the rate of approximately one hour per day.

when a person works excessive hours or performs physically demanding or mentally stressful
tasks. Excessive work hours and fatigue can result in negative effects such as the following:
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- Loss of appetite
3. HOW CAN PEOPLE PREVENT THE ONSET OF FATIGUE?
Sleep Issues
The most effective strategy to fight fatigue is to ensure that you get the very best quality and
quantity of sleep. Sleep loss and sleepiness can degrade every aspect of human performance
such as decision-making, response time, judgement, hand-eye coordination, and countless
other skills.
In order to be effective in satisfying your body’s need, sleep must meet three criteria:
• Duration
Everyone’s sleep needs are unique; however, it is generally recommended that a person
obtains on average 7 to 8 hours of sleep per 24-hour day. A person needs the amount of
sleep that produces the feeling of being refreshed and alert. Insufficient sleep over several
consecutive days will impair alertness; only sleep can maintain or restore performance
levels.
• Continuity
Sleep should be uninterrupted. Six one-hour naps do not have the same benefit as one six-
hour period of sleep.
• Quality
People need deep sleep. All sleep is not of the same quality and does not provide the
same fully recuperative benefits.
Here are some general guidelines on developing good sleep habits:

• Develop and follow a pre-sleep routine to promote sleep at bedtime (e.g. a warm shower,
reading calming material, or just making a ritual of pre-bed preparation can provide a
good routine).
• Make the sleep environment conducive to sleep (a dark, quiet and cool environment and a
comfortable bed encourages sleep).
• Satisfy any other physiological needs before trying to sleep (e.g. if hungry or thirsty
before bed, eat or drink lightly to avoid being kept awake by digestive activity and always
visit the toilet before trying to sleep).
and some medications, including cold remedies and aspirin contain alcohol and/or
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Rest Issues
Another important factor that can affect fatigue and recovery is rest. Rest, apart from sleep,
can be provided in the form of breaks or changes in activities. Rest pauses or breaks are
indispensable as a physical requirement if performance is to be maintained. Factors
C. Guidelines for maintaining performance
• Get sufficient sleep, especially before a period when you expect that time for adequate
sleep will not be available.
• Ensure continuous periods of sleep.
• Take strategic naps (the most effective length of time for a nap is about 20 minutes).
• Develop and maintain good sleep habits, e.g. develop a pre-sleep routine.
• Monitor and effectively manage hours of work and rest by maintaining individual records
of hours rested or worked.
• Maintain fitness for duty including medical fitness.
• Eat regular, well-balanced meals.
appropriate. However, a number of countermeasures have been identified as potentially
providing some short-term relief. It must be emphasized that these countermeasures will
not restore an individual’s state of alertness; they only provide short-term relief, and may
in fact, simply mask the symptoms temporarily. The following list captures some of the
short-term countermeasures:
• Interest or opportunity
An interesting challenge, an exciting idea, a change in work routine or anything else that is
new and different may help to keep you awake. If the job is boring or monotonous, alertness
fades.
• Environment (light, temperature, humidity, sound, and aroma)

Bright lights, cool dry air, obtrusive or loud music or other annoying irregular sounds, and
some invigorating aromas (such as peppermint) may temporarily increase alertness.
• Food and consumption of chemicals

• Caffeine (encountered in coffee and tea and to a lesser extent in colas and chocolate) may
reduces its value as a stimulant and may make you more tired and less able to sleep.
Muscular activity
Any type of muscular activity helps to keep you alert; running, walking, stretching or even
chewing gum can stimulate your level of alertness.
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• Social Interaction
Social interaction (conversation) can help you stay awake. However, the interaction must be
active to be effective.
• Job Rotation
Changing the order of activities, where personnel are assigned tasks that include variety in the
nature of tasks, can be beneficial in breaking up job monotony. Mixing tasks requiring high
physical or mental work with low-demand tasks can be beneficial.
• Strategic Napping
performance levels during long periods of wakefulness. The most effective length of time for
a nap is about 20 minutes. This means that if you have the opportunity to nap you should take
it. However, there are some drawbacks associated with napping. One potential drawback is
that naps longer than 30 minutes will cause sleep inertia, where situational awareness is
impaired (grogginess and/or disorientation for up to 20 minutes after waking. A second is
that the nap may disrupt later sleeping periods (you may not be tired when time comes for an
extended period of sleep).
5. WHAT CAN BE DONE TO REDUCE CREW FATIGUE ON BOARD SHIP?
There are a number of steps that can be taken to prevent fatigue. Many of the measures that
reduce fatigue are unfortunately beyond a single person’s ability to influence, such as voyage
scheduling, ship design, and work scheduling. Steps such as the following are important in the
prevention of fatigue on board ship, and are within the Ship Officer’s ability to influence and
implement:
• Ensuring compliance with maritime regulations (minimum hours of rest and/or maximum
hours of work)
• Using rested personnel to cover for those traveling long hours to join the ship and whom are
expected to go on watch as soon as they arrive on board (i.e. allowing proper time to
overcome fatigue and become familiarized with the ship)
• Creating an open communication environment (e.g. by making it clear to the crew members
that it is important to inform supervisors when fatigue is impairing their performance and that
there will be no recriminations for such reports)
• Scheduling drills in a manner that minimizes the disturbance of rest/sleep periods
• Establishing on-board management techniques when scheduling shipboard work and rest
periods, and using watchkeeping practices and assignment of duties in a more efficient
manner (using, where appropriate, IMO and ILO recommended formats – “Model format for
table of shipboard working arrangements” and “Model format for records of hours of work or
hours of rest of seafarers”)
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• Assigning work by mixing up tasks to break up monotony and combining work that requires
high physical or mental demand with low-demand tasks (job rotation)
• Scheduling potentially hazardous tasks for daytime hours
• Emphasizing the relationship between work and rest periods to ensure that adequate rest is
received; this can be accomplished by promoting individual record keeping of hours rested or
worked. Using (where appropriate) IMO and ILO recommended formats in “IMO/ILO
Guidelines for the Development of Tables of Seafarers’ Shipboard Working Arrangements
and Formats of Records of Seafarers’ Hours of Work or Hours of Rest”
• Re-appraising traditional work patterns and areas of responsibility on board to establish the
most efficient utilization of resources (such as sharing the long cargo operations between all
the deck officers instead of the traditional pattern and utilizing rested personnel to cover for
those who have traveled long hours to join the ship and who may be expected to go on watch
as soon as they arrive)
• Ensuring that shipboard conditions, within the crew’s ability to influence, are maintained in a
good state (e.g., maintaining the heating, ventilation and air-conditioning (HVAC) on
schedule, replacing light bulbs, and contending with the sources of unusual noise at the first
opportunity)
• Establishing shipboard practices for dealing with fatigue incidents and learning from the past
(as part of safety meetings)
• Increasing awareness of the long-term health care of appropriate lifestyle behavior (e.g.
exercise, relaxation, nutrition, smoking and alcohol consumption)
6. WHAT RULES AND REGULATIONS ARE IN PLACE TO PREVENT AND DEAL

WITH FATIGUE?
Each individual Flag Administration is responsible for the development, acceptance,

implementation and enforcement of national and international legislation (conventions, codes,
guidelines, etc.) that deals with the various fatigue aspects: work hours, rest periods, crew
competency and watchkeeping practices.
The following international organisations have issued various conventions and other instruments
that deal with the fatigue aspects:
• International Labor Organisation: Convention Concerning Seafarers’ Hours of Work and

the Manning of Ships – ILO Convention No. 1801
• International Maritime Organisation: International Convention on Standards of Training

Certification and Watchkeeping for Seafarers, 1978 as amended in 1995 (STCW
Convention)2; Seafarer’s Training, Certification and Watchkeeping Code (STCW Code) Parts
1
Not yet in force, but is considered to represent the international framework.
2
Mandatory instrument.
MSC/Circ.1014
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A3 and B4; International Safety Management Code (ISM Code)5; and various
guidelines/recommendations
In addition to the international standards, company and flag administration policies, which may be
more stringent in some cases, should be followed on board all ships.
REFERENCES
1
International Maritime Organization (IMO) & International Labour Office (ILO) (1999)-
IMO/ILO Guidelines for the Development of Tables of Seafarers’ Shipboard Working Arrangements
and Formats of Records of Seafarers’ Hours of Work or Hours of Rest. IMO – London, United
Kingdom

Kroemer, K.H.E., & Grandjean, E. (Re-printed 1999) – Fitting the Task to the Human. Taylor &
Francis Ltd. - London, United States.
Seattle Research Center and U.S. Coast Guard Research and Development Center - Connecticut,
United States.
Center - Massachusetts, United States.
Seattle Research Center and U.S. Coast Guard Research and Development Center - Connecticut,
United States.
3
4
Recommendatory guidance.
5
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MSC/Circ.1014
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Module 4
FATIGUE AND THE MASTER
Foreword
symptoms and causes of fatigue, and address solutions to combat fatigue in order to improve
associated health problems and prevent fatigue related accidents from occurring.
1. Module 1 Fatigue
Module 4 contains practical information intended for the Master working on board ships. It is
recommended that the Master also becomes familiar with Modules 2 and 3 (Fatigue and the Rating
and Fatigue and the Ship’s Officer respectively).
MSC/Circ.1014
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Module 4
FATIGUE AND THE MASTER
1. HOW CAN YOU RECOGNIZE FATIGUE IN YOURSELF AND OTHERS

(SIGNS/SYMPTOMS)?
Fatigue can affect your mind, emotions and body (e.g. your capacity for tasks involving physical
exertion and strength, as well as your ability to solve complex problems or make decisions, etc).
Your level of alertness is dependent on fatigue, and therefore, human performance can be
impaired.
Table 1 describes some of the possible effects of fatigue by listing performance impairments and
the symptoms associated with them. These signs and symptoms of fatigue may be used to identify
an individual’s level of alertness. It must be noted, however, that it is difficult for an individual to
recognize the symptoms of fatigue within him/herself, because fatigue impairs judgement.
TABLE 1
EFFECTS OF FATIGUE

1 Inability to concentrate • Unable to organize a series of activities
• Preoccupied with a single task
• Focuses on a trivial problem, neglecting more important ones
• Reverts to old but ineffective habits
• Difficulty with simple arithmetic, geometry, etc.
3 Poor memory • Fails to remember the sequence of task or task elements
• Difficulty remembering events or procedures
4 Slow response • Responds slowly (if at all) to normal, abnormal or
emergency situations
5 Loss of bodily control • May appear to be drunk
• Affected speech e.g. it may be slurred, slowed or garbled
• Feeling heaviness in the arms and legs
• Decreased ability to exert force while lifting, pushing or
pulling
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• Depression
7 Attitude change • Fails to anticipate danger
• Seems unaware of own poor performance
• Weakness in drive or dislike for work
In addition to the behavioral changes listed in the table (symptoms), there are also a number of
other changes associated with fatigue that will manifest as physical discomfort, such as:
• Headaches
• Giddiness
• Rapid breathing
• Insomnia

• Lack of sleep

without interruptions or you are unable to fall asleep when your body tells you to. (Refer to
Section 3)


Disturbances while resting such as being woken up unexpectedly while on call (during port
operations) or unpredictable work hours (when arriving in port) can cause fatigue.
MSC/Circ.1014
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• Stress

• Ship movement

sugar can follow it. Low blood sugar levels can cause weakness, instability and difficulty in
concentrating and in the extreme case, unconsciousness. Eating large meals prior to a sleep

Medical conditions (i.e. heart problems) and illnesses such as the common cold can cause
fatigue. The effect not only depends on the nature of the illness or medical condition, but also
the type of work being carried out. For example, common colds slow response time and affect
hand-eye coordination.
Alcohol, caffeine and some over the counter medications disrupt sleep. Caffeine consumption
can also causes other side effects such as hypertension, headaches, mood swings and anxiety.
• Jet-lag
bodies adjust at the rate of approximately one-hour per day.

when a person works excessive hours or performs physically demanding or mentally stressful
tasks. Excessive work hours and fatigue can result in negative effects:
MSC/Circ.1014
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- Loss of appetite
3. HOW CAN PEOPLE PREVENT THE ONSET OF FATIGUE?
A. Sleep Issues
The most effective strategy to fight fatigue is to ensure that you get the very best quality and
quantity of sleep. Sleep loss and sleepiness can degrade every aspect of human performance
such as decision-making, response time, judgement, hand-eye coordination, and countless
other skills.
In order to be effective in satisfying your body’s need, sleep must meet three criteria:
• Duration
Everyone’s sleep needs are unique; however, it is generally recommended that a person
obtain on average 7 to 8 hours of sleep per 24-hour day. A person needs the amount of
sleep that produces the feeling of being refreshed and alert. Insufficient sleep over several
consecutive days will impair alertness; only sleep can maintain or restore performance
levels.
• Continuity
Sleep should be uninterrupted. Six one-hour naps do not have the same benefit as one
six-hour period of sleep.
• Quality
People need deep sleep. All sleep is not of the same quality and does not provide the
same fully recuperative benefits.

• Develop and follow a pre-sleep routine to promote sleep at bedtime (e.g. a warm shower,
reading calming material, or just making a ritual of pre-bed preparation can provide a
good routine).
• Make the sleep environment conducive to sleep (a dark, quiet and cool environment, and
a comfortable bed encourages sleep).
• Satisfy any other physiological needs before trying to sleep (e.g. if hungry or thirsty
before bed, eat or drink lightly to avoid being kept awake by digestive activity and always
visit the toilet before trying to sleep).
and some medications, including cold remedies and aspirin contain alcohol and/or
B. Rest Issues
Another important factor that can affect fatigue and recovery is rest. Rest, apart from sleep,
can be provided in the form of breaks or changes in activities. Rest pauses or breaks are
indispensable as a physical requirement if performance is to be maintained. Factors
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C. Guidelines on maintaining performance

• Get sufficient sleep, especially before a period when you expect that time for adequate
sleep will not be available.
• Ensure continuous periods of sleep.
• Take strategic naps (the most effective length of time for a nap is about 20 minutes).
• Develop and maintain good sleep habits, e.g. develop a pre-sleep routine.
• Monitor and effectively manage hours of work and rest by maintaining individual records
of hours rested or worked.
• Maintain fitness for duty including medical fitness.
• Eat regular, well-balanced meals.
Exercise regularly.
appropriate. However, a number of countermeasures have been identified as potentially
providing some short-term relief. It must be emphasized that these countermeasures will not
restore an individual’s state of alertness; they only provide short-term relief, and may in fact,
simply mask the symptoms temporarily. The following list captures some of the short-term
countermeasures:
• Interest or opportunity
An interesting challenge, an exciting idea, a change in work routine or anything else that is
new and different may help to keep you awake. If the job is boring or monotonous, alertness
fades.
• Environment (light, temperature, humidity, sound, and aroma)

Bright lights, cool dry air, obtrusive or loud music or other annoying irregular sounds, and
some invigorating aromas (such as peppermint) may temporarily increase alertness.
• Food and consumption of chemicals

Caffeine (encountered in coffee and tea, and to a lesser extent in colas and chocolate) may
reduces its value as a stimulant and may make you more tired and less able to sleep
• Muscular activity
Any type of muscular activity helps to keep you alert; running, walking, stretching or even
chewing gum can stimulate your level of alertness.
• Social Interaction
Social interaction (conversation) can help you stay awake. However, the interaction must be
active to be effective.
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• Job Rotation
Changing the order of activities, where personnel are assigned tasks that include variety in the
nature of tasks, can be beneficial in breaking up job monotony. Mixing tasks requiring high
physical or mental work with low-demand tasks can be beneficial.
• Strategic Napping
impaired (grogginess and/or disorientation for up to 20 minutes after waking. A second is
that the nap may disrupt later sleeping periods (you may not be tired when time comes for an
5. WHAT CAN BE DONE TO REDUCE CREW FATIGUE ON BOARD SHIP?
scheduling, ship design, and work scheduling. Steps such as the following are important in
the prevention of fatigue on board ship, and are within the Master’s ability to influence and/or
implement:
• Ensuring compliance with maritime regulations (minimum hours of rest and/or maximum
hours of work)
• Using rested personnel to cover for those traveling long hours to join the ship and whom are
expected to go on watch as soon as they arrive on board (e.g. allowing proper time to
overcome fatigue and become familiarized with the ship)
• Impressing upon shore management the importance and benefits of addressing fatigue
management and countermeasures in the context of the company’s Safety Management
System (as required by the International Safety Management Code)
• Impressing upon shore management the importance of the constant interaction between them
and the ship management with respect to fatigue awareness and preventive measures on
board the ships
• Creating an open communication environment, by making it clear to the crew members that it
is important to inform supervisors when fatigue is impairing their performance and ensuring
that there will be no recriminations for such reports
• Emphasizing to shore management the importance of selecting seafarers with the right
training and experience for the job
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• Improving shipboard conditions to ensure that when there is an opportunity to sleep, crew
members can take advantage of it without interruptions, e.g. by scheduling drills and routine
maintenance functions in a manner that minimizes the disturbance of rest/sleep periods
periods and when scheduling watchkeeping practices and assignment of duties in a more
efficient manner (using, where appropriate, IMO and ILO recommended formats – “Model
Format for Table of Shipboard Working Arrangements” and “Model Format for Records of
Hours of Work or Hours of Rest of Seafarers”)
• Assigning work by mixing up tasks to break monotony and to combine work requiring high
physical or mental demand with low-demand tasks (job rotation)
• Scheduling potentially hazardous tasks for daytime hours
• Advocating to shore management that shipboard personnel should be provided with training
and support so they may recognize and deal with the effects of fatigue
• Emphasizing the relationship between work and rest periods to ensure that adequate rest is
received; this can be accomplished by promoting individual record keeping of hours at rest or
worked. Using (where appropriate) IMO and ILO recommended formats in “IMO/ILO
Guidelines for the Development of Tables of Seafarers’ Shipboard Working Arrangements
and Formats of Records of Seafarers’ Hours of Work or Hours of Rest”
• Taking time to personally verify that watchkeeping personnel are getting adequate rest
• Ensuring that shipboard conditions, within the crew’s ability to influence, are maintained in a
good state (e.g. maintaining the heating, ventilation and air-conditioning on schedule, light
bulbs are replaced, sources of unusual noise are taken care of at the first opportunity)
• Re-appraising traditional work patterns and areas of responsibility on board to establish the
most efficient utilization of resources (such as sharing the long cargo operations between all
the deck officers instead of the traditional pattern and utilizing rested personnel to cover for
those who have travelled long hours to join the ship and who may be expected to go on watch
as soon as they arrive)
• Promoting supportive relationships on board (good morale) and dealing with interpersonal
conflict between seafarers
• Establishing shipboard practices for dealing with fatigue incidents and learning from them
(e.g. as part of the safety meetings)
• Increasing awareness of the long term health care of appropriate lifestyle behavior (e.g.
exercise, relaxation, nutrition, smoking and alcohol consumption)
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WITH FATIGUE?
Each individual Flag Administration is responsible for the development, acceptance,

implementation and enforcement of national and international legislation (conventions,
codes, guidelines, etc.) that deal with the various fatigue aspects: work hours, rest periods,
crew competency and watchkeeping practices.
The following international organizations have issued various conventions and other instruments
that address fatigue:
• International Labor Organisation (ILO)

Convention Concerning Seafarers’ Hours of Work and the Manning of Ships – ILO
Convention No.1806;
• International Maritime Organisation (IMO)
International Convention on Standards of Training Certification and Watchkeeping for
Seafarers, 1978, as amended in 1995 (STCW Convention)7; Seafarer’s Training, Certification
and Watchkeeping Code (STCW Code) Parts A8 and B9; International Safety Management
Code (ISM Code)10; and various guidelines/recommendations.
In addition to the international standards, company and flag administration policies, which may be
more stringent in some cases, should be followed on board all ships.
7. HOW DOES FATIGUE RELATE TO THE ILO AND IMO INSTRUMENTS?
The following ILO instruments contain guidance on fatigue related aspects:
• Convention No. 180

This convention introduces provisions to establish limits on seafarers’ maximum working
hours or minimum rest periods so as to maintain safe ship operations and minimize fatigue.
The text from the Convention is provided in the Appendix.
• Other Conventions
Other ILO Conventions related to fatigue include the following convention numbers: 92, 133,
140, 141 and 147. Each introduces minimum habitability requirements (e.g. noise control and
air conditioning) on board ships.
6
Not yet in force.
7
8
9
Recommendatory guidance.
10
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The following IMO instruments contain guidance on fatigue related aspects:
• ISM Code
This Code introduces safety management requirements on shipowners to ensure that
conditions, activities, and tasks (both ashore and afloat) that affect safety and environmental
protection are planned, organized, executed and verified in accordance with company
requirements. The fatigue related requirements include:
1. manning of ships with qualified and medically fit personnel;
2. familiarization and training for shipboard personnel; and
3. issuance of necessary support to ensure that the shipmaster’s duties can be adequately
performed.
• STCW Convention and STCW Code

The STCW Convention requires that Administrations, for the purpose of preventing fatigue,
establish and enforce rest period requirements for watchkeeping personnel. In addition, the
Convention sets minimum periods and frequencies of rest. Part A of the Code requires
posting of the watch schedules. Part B of the Code recommends that record keeping is useful
as a means of promoting compliance with the rest requirements.
• Resolution A.772(18) 11 – Fatigue Factors in Manning and Safety

This Resolution provides a general description of fatigue and identifies the factors of ship
operations which may contribute to fatigue.
• Other Instruments
The Appendix contains a list of IMO instruments identified as having some applicability to
crew fatigue.
11
Resolutions are not binding on governments, however their content is in some cases implemented by government
through incorporation in domestic legislation.
MSC/Circ.1014
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REFERENCES
1
International Maritime Organization (IMO) & International Labour Office (ILO) (1999)-
IMO/ILO Guidelines for the Development of Tables of Seafarers’ Shipboard Working
Arrangements and Formats of Records of Seafarers’ Hours of Work or Hours of Rest. IMO –
London, United Kingdom

Kroemer, K.H.E., & Grandjean, E. (Re-printed 1999) – Fitting the Task to the Human.
Taylor & Francis Ltd. – London, United Kingdom.
United States.
Canalert 1995: Alertness Assurance in the Canadian Railways - Circadian Technologies, Inc. –
United States.
Transportation Safety Board of Canada (1997) - A Guide for Investigating for Fatigue – Canada.
Videotel (1998). Fatigue and Stress at Sea [video] - London, United States.
MSC/Circ.1014
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Module 5
FATIGUE AND THE TRAINING INSTITUTION AND MANAGEMENT PERSONNEL

IN CHARGE OF TRAINING
Foreword
1. Module 1 Fatigue
7. Module 7 Shipboard Fatigue and the Naval Architect/Ship Designers
Module 5 contains practical information intended for the Training Institution and
Management Personnel in charge of Training. It is recommended that they become familiar
with all the other Modules or at least with Modules 2, 3 and 4 respectively (Fatigue and the
Rating, Fatigue and the Ship’s Officer, Fatigue and the Master).
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Module 5
FATIGUE AND THE TRAINING INSTITUTIONS AND MANAGEMENT

PERSONNEL IN CHARGE OF TRAINING
1. WHAT ARE THE OBJECTIVES OF EDUCATING STUDENTS ABOUT FATIGUE?
Fatigue can be defined and described. The goal of fatigue training is to help students
understand the general concept of fatigue and be able to relate to it personally. Achieving
this goal will create a foundation upon which the more specific topics of seafarer fatigue can
be addressed.
The initial objective is to develop both an awareness of the principle dimensions of fatigue and
instill an acceptance that all people experience fatigue – fatigue is not a personal shortcoming or
weakness, but rather a part of the human condition. It is inevitable that some students will resist
or deny the possibility of personally experiencing fatigue, but it is essential that students become
aware of their own vulnerability to fatigue in order for training to reach a full and desired effect.
The secondary objective is for students to comprehend short and long-term fatigue symptoms,
including effects and possible preventive and mitigating measures, specifically regarding
seafaring. Possible preventive and mitigative techniques should be introduced only after a
reasonable level of personalization and an acceptance of fatigue has been achieved.
Many known fatigue preventive-measures/mitigating-techniques within the shipboard

environment lie outside the power of a single individual or appear impossible to counteract
(such as the rearrangement of four-on/eight-off watches, changing ship design, or modifying
voyage schedules). This realisation can discourage and overwhelm students for whom fatigue is
a new concept. For this reason, it is recommended that instructors avoid using these very
solutions as examples for the initial introduction of fatigue. However, these particular solutions
might be very well suited for shipowners or ship management training sessions.
The tertiary objective is for students to develop strategies for preventing or minimizing fatigue
within their places of work. All points and issues raised during earlier discussions should be
integrated.
2. WHAT APPROACHES AND TECHNIQUES ARE SUCCESSFUL FOR TEACHING

FATIGUE?
A wide variety of teaching techniques may be employed in order to accomplish the objectives
referenced above. While the concepts of fatigue and prevention must be equally stressed, it
remains most important that students personalize or “own” these concepts. Otherwise, the
desired results will be nearly impossible to achieve.
It is imperative that instructors personalize the concept of fatigue by engaging students early on
(the initial objective). Group discussion should be begun by inviting students to share their own
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words for defining fatigue. Once various descriptions are shared, a consensus about the
existence of, and the definition for, fatigue should be reached. Students should then be invited to
share their own experiences. At this point, no real effort should be made to direct the
conversation to a specific workplace or to seafaring. The instructor should point out that many
people deny their personal experiences with fatigue or may not wish to recall them in public.
Reminding the class of the fact that all people experience fatigue may help encourage students
who previously denied any experience to acknowledge their own. In the end, it is very important
that each individual accepts the concept of fatigue and is able to relate to it personally.
After determining that students have accepted the concept, the instructor should direct the
training toward the concept of seafarer fatigue and preventive measures/mitigating techniques
(the secondary objective). At this point, modules 2, 3, and 4 can be utilized to specifically tailor
the training to the audience (such as ratings, officers, or masters). Specific items to be addressed
and referenced include the causes, effects, mitigative and preventive factors, rules, and
regulations concerning seafarer fatigue, and so forth.
The success of the training is directly related to whether or not the students personalize the
concept. The instructor’s professional opinion is the best way to measure the progress of the
students. Likewise, it is the instructor who can best provide emphasis as needed to reach each
student. Computer Based Training (CBT) could prove a valid method of delivery, but it would
require careful design to ensure that each student “personalizes” the concept before s/he
progresses to the secondary and tertiary objectives. It is true that any increased level of
awareness is better than no awareness, but a truly effective training session must involve student
feedback and should gauge their progression. No matter what pedagogical approach is chosen,
the subject matter of this training can be greatly enhanced by video presentations and similar
audio-visual aids.
3. WHAT CAN BE LEARNT FROM EXPERIENCE?
The final summary stage of training integrates the initial and secondary objectives and focuses
on what the student will do after leaving the training session (the tertiary objective). Ideally, this
new knowledge will be taken back to the workplace and put into practice. Prevention measures
and mitigation techniques can become a way of life for the student who appreciates the concept
of fatigue and its effects on seafaring.
Lessons learnt will provide a means to develop useful strategies to prevent or minimize fatigue.
The instructor should review the previously shared personal experiences and direct the
conversation toward the “lessons learnt” or strategies, as students see them. The focus should
then shift toward specific experiences (case studies) within the seafarer’s workplace. At this
time, select case studies will also be instrumental in showing what each student should try to do
upon returning to the workplace.
Three general learning objectives with desired training outcomes form the basis for a class
outline or syllabus:
Objective One: Those successfully meeting the first objective of the course should be able to
define fatigue, relate to fatigue on a personal level, and recognize the signs of fatigue.
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Objective Two: Those successfully meeting the second objective of the course should be able to
understand and recognize the characteristics of short term and long term fatigue including the
effects and consequences of these effects on the seafarer. They should be able to understand
what techniques are presently known which would prevent fatigue, and should understand the
techniques and measures that might be used to mitigate fatigue.
Objective Three: Those successfully meeting the third objective of the course should be able to
integrate their knowledge of fatigue and preventive-measures/mitigative-techniques into the
workplace. These strategies will result in the reduction of personal fatigue and its consequences.
4. HOW CAN WE DISSEMINATE THE LESSONS LEARNT?
Lessons learnt play a key role in helping students develop strategies for the workplace. They are
also useful in reinforcing awareness of fatigue among seafarers, shipowners, managers, and
naval architects. A periodic summary of lessons learnt could be circulated on a ship-by-ship or
company-by-company basis or even by governmental agencies to relevant populations. Various
non-profit organizations (such as the Seamen’s Church Institute) can also be instrumental in
passing on “lessons learnt.”
The subject of fatigue also fits well within companies, port authorities, and government agencies
that print and distribute publications with a safety focus. CD-ROMs, videos, and Internet web-
sites are another useful tool for dissemination. Furthermore, examples showing how fatigue
affects other transportation industries could enhance the seafarer’s understanding of how
pervasive and far-reaching the problem is. Distributing these lessons will allow the government,
shipowner/manager, or shipmaster to demonstrate their commitment to the awareness and
prevention of seafarer fatigue.
5. WHY INCLUDE CASE STUDIES/EXAMPLES?
As seen in the tertiary objective, the development of strategies for “life after the training
session” is critically important. In this regard, it is necessary to incorporate case
studies/examples into the training. These cases serve to support the “lessons learnt” portion of
the training. Case studies from all transportation industries are useful, but the majority should
focus on the maritime sector and preferably that sector with which the student is involved (ships,
barges, ratings, officers, etc.). The cases can be used to provide a picture of what happened,
probable causes, and what can be done differently to prevent a reoccurrence.
Case studies are available from a number of sources. Insurance companies (particularly the P
and I Clubs) should be encouraged to share their data on fatigue related claims, including the
costs of such claims. The International Maritime Organization’s (IMO) efforts on casualty
statistics and investigations should be heightened and their results should be widely distributed.
Newly created reporting schemes on accidents and near misses might generate a volume of
information in this area. Finally, the IMO Harmonized reporting procedures (MSC/Circ.827)
should be discussed in training sessions. It is hoped that the results of some of the reports can be
shared in a “case study” manner.
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REFERENCES
IMO – Training Course for Instructors.
Seattle Research Center and U.S. Coast Guard Research and Development Center - Groton,
Connecticut.
Videotel (1998). Fatigue and Stress at Sea [video]. London.
MSC/Circ.1014
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Module 6
SHIPBOARD FATIGUE AND THE OWNER/ OPERATOR/MANAGER
Foreword
The Fatigue guidelines contain practical information that can assist interested parties (Naval
1. Module 1 Fatigue
It is recommended that all parties become familiar with Module 1 prior to using Modules 2 - 9.;
Module 6 contains practical information intended for the Owner/Operator/Manager. It is

recommended that they become familiar with Modules 2, 3 and 4 respectively (Fatigue and the
Rating, Fatigue and the Ship’s Officer, Fatigue and the Master).
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Module 6
SHIPBOARD FATIGUE AND THE OWNER/ OPERATOR/MANAGER
1. IS FATIGUE AN IMPORTANT ISSUE IN SHIPBOARD OPERATIONS?
Fatigue has been recognized as an important Occupational Health and Safety (OH&S) issue for
seafarers. Fatigue has the potential to greatly increase the risk of accidents and injuries in the
work place. It disrupts body rhythms and results in poor sleep quality, digestive problems,
delusions, confusion, lethargy, respiratory problems, depression, irritability, neurosis and
temporary psychosis. Fatigue adversely affects crew performance. It diminishes attentiveness and
concentration, slows physical and mental reflexes and impairs rational decision making
capability.
An assessment of accidents occurring in the last six months of 1995 indicated that 16% of critical
ship casualties, and 33% of injuries, were partly due to human fatigue1. Clearly, addressing the
issue of fatigue should have a positive effect on personnel safety and has the potential to cut cost
for the shipowner, operator or manager by reducing injury and physical damage to high value
assets and the environment.
Fatigue occurs primarily because an individual cannot get sufficient rest to recover from the
effects of having been awake or heavily stressed for a prolonged period. The level of fatigue
experienced will be influenced by additional factors apart from the wake period. The type of
work undertaken, the environment in which the individual works and lives, and the time of day in
which the work is done could all contribute to the level of fatigue experienced. One of the best
ways to mitigate the effects of fatigue is through the accumulation of adequate recovery sleep.
However, obtaining adequate recovery sleep can be difficult depending on factors like work
schedule, circadian rhythm and the physical environment.
The normal sleep-wake cycle of human beings is controlled by a temperature rhythm, referred to
as the circadian rhythm. This rhythm actively promotes sleep at night and wakefulness during the
day. As a result, work at night is likely to be more fatiguing and an individual is less likely to be
able to accumulate restful sleep during the daytime period when they are off watch. These
persons will generally get less sleep during the day, than if they were sleeping for an equivalent
period at night2. Furthermore, day sleepers sleep lightly and are thus easily disturbed by noise,
temperature, etc. It is clear the management process must take this factor into account to
effectively cope with crew fatigue.
2. HOW DOES FATIGUE AFFECT CREW PERFORMANCE?
In order to understand the physiological effects of fatigue, it is useful to describe these effects in
relation to a known detriment to performance. In recent studies, the effect of fatigue was found to
be comparable to those of alcohol, in terms of negatively impacting performance. One study
found that a period of sustained wakefulness of 18 hours was comparable to a Blood Alcohol
Concentration (BAC) of 0.05%3. As sleep deprivation continued for 24 hours, the effects of
MSC/Circ.1014
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fatigue equated to a BAC of 0.10%. What is even more alarming is that the subjects of this study
were well-rested students (they had not accumulated a sleep debt prior to the study) who were not
required to undertake any hard physical activity during the period. Similar effects can be expected
from other populations, and in fact, it might be possible that the effects of sleep deprivation for
older individuals would be greater. Both quality of sleep and recovery from fatigue are known to
worsen with age.
Factors, such as the following, will have an effect on the level of fatigue experienced in a given
period: (a) the time of day when work was started and completed, (b) the amount and timing of
rest over the previous seven days, (c) the activities undertaken during the period of work, and (d)
the environment in which work was carried out. If this level of performance degradation was due
to alcohol intoxication at sea, this would be considered unacceptable. In view of the similarity
between the effects of alcohol and fatigue, it is perhaps appropriate that both be considered in a
similar fashion.
Other research has shown that periods of sustained operations for 24 hours result in a drop in
performance of about 25%4. Specifically, fatigue will have a detrimental effect on higher level
mental functions prior to the more obvious effects such as falling asleep on watch or mood
change becoming apparent. Loss of higher mental functions will degrade the ability to solve
complex problems or rapidly analyze information. A further danger is the likelihood that higher
mental skills will be affected before any noticeable reduction in routine or simple activities.
One way to explain how the loss of sleep or rest can affect seafarers is to consider bridge
watchkeeping. While on watch, sleep loss has been reported to have the following effects:
• Slowed reaction
• Delayed or false response
• Failure to respond at the correct time
• Slowed thinking and diminished memory
These outcomes each pose a risk to any position aboard, but especially those that have critical
safety responsibilities. Should an individual fail to carry out an allotted task due to fatigue, the
crew runs the risk of injury or accident. Any risk management strategy must focus on mitigating
the potential for such hazards to arise by addressing the causes of fatigue. Systems and work
procedures should be critically examined to engineer out design deficiencies that could contribute
to fatigue.
3. WHAT ELEMENTS OF FATIGUE CAN THE SHIPOWNER, /OPERATOR, OR

/MANAGER INFLUENCE?
While it is not possible for Shipowners, Operators and/or Managers to regulate and oversee the
sleeping habits of every crewmember on every ship, it is within their capability to establish a
fatigue management system. Hours of work are presently controlled by a prescriptive formula set
out in Chapter VIII of the Convention on Standards of Training, Certification and Watchkeeping
for Seafarers (STCW) 1978/1995. Managers should be aware (when applying these hours of
work limitations) that considering the effects of circadian rhythm and sleep debt are important for
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ensuring that rest periods are of high quality. It also cannot be too highly stressed that rest means
rest, not substituting a different form of work. Some necessary elements to an effective fatigue
management system are as follows5:
• objective measurement of the causes and effects of fatigue

• comprehensive programmes comprise several elements
- training and education on fatigue and shiftwork for all stakeholders (watchkeeping);
- planning tools such as fatigue modelling or rosters (watchkeeping systems) and work
arrangements
- impairment testing programs, auditing the results of previous initiatives
The bullet describing comprehensive programmes details those activities that shipowners,
operators and/or managers can implement in order to manage some of the risks involved with
fatigue. The primary implication for management is to monitor and assess the effectiveness of
fatigue management routines within their control.
Some organisations already maintain records of hours worked. However, these hours are
normally assessed against the criteria set out by the STCW convention or similar instruments.
Taking the effects of circadian rhythm into account can strengthen this approach. Planning tools
such as fatigue modelling or rosters (watchkeeping systems) and work arrangements, which take
these effects into account, enable management to do the following:
• Analyse planned work routines by management to ascertain the risk of fatigue

• Monitor work hours on board the ship to determine whether or not the risk of fatigue is
increasing as a result of the work arrangements or from any variations that may have occurred
• Analyse and comparing information related to hours of work that will determine the
effectiveness of employed routines, compared to other alternatives
Such modelling systems are becoming more readily available and systems that are applicable to
the maritime environment are on the market. It is important to choose a system that has been
validated by a number of studies and has been utilised in transport application6. Overall, it is
important that management adopt a fatigue management system that is tailored to the individual
enterprise.
4. HOW CAN OWNERS/OPERATORS/MANAGERS ENSURE THAT FATIGUE

PREVENTION IS PRACTISED ONBOARD?
Management should consider the following in developing fatigue management policies and
systems:
• ISM Code requirements for clear, concise guidance on operational procedures on board
• The need for joining crews to be adequately rested before assuming duties
• Scheduling time for proper hand over on crew change
• Voyage length, time in port, length of service and leave ratios
• Multicultural issues; language barriers, social, cultural and religious isolation
• Interpersonal relationships, stress, loneliness, boredom, social deprivation and increased
workload as a result of small crew numbers
• Provision for shore leave and onboard recreation, family communication
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• Watchkeeping arrangements
• Job rotation
• Improved sleeping berths and accommodation
• Adequate quality and quantity of food for proper nutrition
• Read Modules 2-4 for additional potential managerial mitigation tools
• Modification of present ship design or future designs
As noted in the previous section, an effective fatigue management system requires training.
Ensuring the crew understands the necessity of getting regular rest and the implications of being
fatigued (both to themselves and to the safety of the ship and/or those working with them) should
be part of the education process. This process, as with any other training, needs to be ongoing in
nature and may be assessed as part of management’s supervision of the ship and its crew.
This training occurs in a system where the results of implementing mitigating strategies can be
assessed. This implies that an information system should be established between management
and the crewmembers of the ship. Such a system would provide feedback regarding hours- of-
work by each crewmember. Such information would allow management to assess the status and
effectiveness of work arrangements and confirm that work arrangements are being adhered to.
It may be impractical and unpopular to require crews to report exactly what they did during their
time off work. Even though this will affect the precision and accuracy of tallied sleep
accumulation results, the feedback on work/sleep still provides the basis by which management
can monitor the effectiveness of their risk mitigation strategy.

WITH FATIGUE (INTERNATIONAL, NATIONAL AND MANAGEMENT)?
As discussed in the previous sections, Chapter VIII (Fitness for duty) of the STCW convention
sets limits on the hours of work and minimum rest requirements for watchkeepers. However, it
does not stipulate minimum requirements for those not keeping watches. The limits described in
Table VIII/1 of the convention have been incorporated into national regulation in some countries.
This action was taken in order to comply with the requirement of the STCW convention so that
“each administration shall, for the purpose of preventing fatigue… establish and enforce rest
periods for watchkeepers.”
In addition to the STCW convention, the International Labour Organisation has developed ILO
Convention No 180 (Seafarers Hours of Work and the Manning of Ships 1996). This convention
requires governments to establish a work hour regime for crew members based on either
minimum rest hours or maximum working hours, which can be undertaken in a single day or over
a seven-day period. ILO 180 has not yet entered into force; however, this convention has been
included in the new Protocol to ILO 147 (Merchant shipping convention). Nations that have
ratified ILO 147 will be entitled to inspect foreign flagged ships to determine whether work
standards, as required by ILO 147, are being complied with once the Protocol has been ratified by
a sufficient number of countries and enters into force.
STCW 78/95 and ILO 180 (once ratified) are relevant to the implementation of the ISM code in
so much as the code requires operators to “maintain their ship in conformity with the provisions
of the relevant rules and regulations.” Ensuring that those on board are fit to undertake their duty
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is relevant to the maintenance of the ship in this context as it has an effect upon the seaworthiness
of the ship.
Experience with the limits — set by STCW and ILO 180 — is needed to verify which conditions
require supplemental information or modifications. However, these requirements must be
examined with respect to other factors such as sleep propensity at given times of the day. A rest
break taken between the hours of 0000 and 1200 may result in a sleep of 7 to 8 hours compared
to a duration of only 5 to 6 hours for a rest break taken in the latter half of the day.
For countries that have independent OH&S legislation for their maritime industry, this factor will
become more significant with wider acceptance of fatigue modelling and fatigue risk
management. Under such circumstances, compliance with the requirements and the use of risk
management tools, where available, will become necessary.
References
1
McCallum M.C, Raby M and Rothblum A.M (1996) – Procedures for Investigating and
Reporting Human Factors and Fatigue Contributions to Marine Casualties. Report No CG-D-
09-97. National Technical Information Service – Virginia, United States.
2
Folkard S and Barton J (1993) – Does the ‘Forbidden Zone’ for sleep onset influence
morning shift sleep duration? – Ergonomics. 36(1-3): 85-91 - Australia.
3
Dawson D, Lamond N, Donkin K and Reid K (1997) – Quantitative Similarity between the
Cognitive Psychomotor Performance Decrement Associated with Sustained Wakefulness and
Alcohol Intoxication – From the minutes of the AAPMA 36th Biennial Conference 1998 -
Australia.
4
Belenky G, Balkin T.J, Redmond D.P, Sing H.P, Thomas M.L, Thorne D.R and
Wesensten N.J (1998) – Sustaining Performance during Continuous Operations: The US army’s
Sleep Management System - taken from The 3rd International Conference on fatigue and
Transportation 1998 - Australia.
5
Dawson D, Fletcher A and Hussey F (1999) – Fatigue and Transport, Report to the Neville
Committee – The Centre for sleep Research, University of South Australia - Australia.
6
Reid T, Roberts T. and Dawson D. (1997) – Improving Shiftwork management II: Shiftwork
and Health – Occupation Health and Safety 1997, 13(5): 439-450 – Australia/New Zealand.
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Module 7
SHIPBOARD FATIGUE AND THE NAVAL ARCHITECT/SHIP DESIGNER
Foreword
The Fatigue guidelines contain practical information that can assist interested parties (naval
1. Module 1 Fatigue
Module 1 contains pertinent background information on the subject of fatigue,
Module 7 contains practical information intended for the Naval Architect/Ship Designer, such as
information on design guidance and applicable regulations.
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Module 7
SHIPBOARD FATIGUE AND THE NAVAL ARCHITECT/SHIP DESIGNER
1. WHY DO THEY NEED TO KNOW ABOUT SHIPBOARD FATIGUE?

The International Maritime Organisation (IMO) has taken steps to publicise the role that human
fatigue is increasingly recognised to play in Maritime Accidents, e.g. MSC/Circ.565. Crew
fatigue jeopardises ship safety when it leads to human error. Human error is believed to be the
major cause of accidents across many industries (Donaldson, 1994). Evidence for the role that it
plays in maritime accidents has been provided by recent submissions to IMO, e.g. those made by
Japan (MSC 71/INF.8; MSC 69/INF.16); Finland (MSC 68/INF.15); and Australia
(MSC 69/INF.15). In addition to accidents, human fatigue also affects the potential for
operational problems, system breakdowns and near miss-accidents. Fatigue can detrimentally
affect factors such as decision-making, which ultimately leads to undesirable situations.
In addition to the threat of ship safety, shipboard fatigue can jeopardise seafarers’ physical and
psychological health, at a high cost to the individual and the industry. Seafarers work in a
physically demanding environment that requires a high degree of alertness and concentration.
Exhausted seafarers are more vulnerable to the many hazards onboard ships, resulting in slips and
falls, strikes by falling objects, burns, body strains and other injuries. Injury claims from P&I
Club statistics illustrate how much these hazards cost the industry, in addition to lost time and
vessel delays.
Sleep-deprivation is among the main causes of seafarers’ fatigue, but it is not the sole cause.
Crew also become fatigued as a result of living and working onboard. This module will
concentrate on guidance for improving the ambient environmental conditions onboard ship, as
this is the main area where class rules and guidance can be used to alleviate fatigue. However,
there is a limit on what can be achieved through design intervention with regards to the ambient
environment. In light of this, the working environment and the working practices should be
designed to reduce or compensate for crew fatigue. This module deals with design impacts and
should therefore be read in conjunction with the other modules.
Reducing shipboard fatigue will require orchestrated action by many groups, including flag
states, shipowners and operators. Naval architects and ship designers make their unique
contribution by improving the design of shipboard conditions.
2. HOW DOES FATIGUE AFFECT CREW PERFORMANCE?
Fatigue can arise from sleep-deprivation, from physical or mental exhaustion; even from the
boredom of watchkeeping in the still of the night. Whatever the cause, the effect of fatigue on
crew performance can be crippling, bedevilling safe operations which rely on alertness and
concentration. Fatigue affects crew performance in a number of detrimental ways:
• Causes drowsiness
• Impairs perception (e.g. causing failure to detect visual or auditory stimuli)
• Clouds judgement
• Slows reactions (physical and mental)
• Reduces motivation, encouraging apathy
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The effect fatigue has on seafarers’ performance is now well-understood thanks to

comprehensive studies which were undertaken on the subject:
1. Parker A.W., Hubiner L.M., Green S., Sargent L. and R. Boyd (1997). A survey of the
health, stress, and fatigue of Australian seafarers. Conducted on behalf of the Australian
Maritime Safety Authority.
2. Sanquist T.F., Ravy M., Maloney A.L. and A.B. Carvalhais (1996). Fatigue and alertness in
merchant marine personnel: a field study of work and sleep patterns.
3. Seafarer fatigue: Wake up to the dangers. Submitted to IMO by the International Transports
Workers’ Federation. (IMO MSC 69/INF.10.).
4. Pollard, J.K., Sussman, E.D and Stearn, S.M.(1990). Shipboard Crew Fatigue, Safety and
Reduced Manning. (US DOT MA-RD-840-90014). US Department of Transportation,
Maritime Administration.
The first two studies were conducted on behalf of the Australian and United States
administrations respectively, whilst the third study, undertaken by the International Transport
Workers’ Federation, analysed the views of seafarers all over the world:
“Based on responses from 2,500 seafarers of 60 different nationalities, serving under 63 different
flags, the report demonstrates the disturbing extent of excessive hours and fatigue within the
industry.” (IMO MSC 69/INF.10.).
These reports provide clear evidence to the extent of the problem and the ways in which fatigue is
detrimental to performance. The third report contains a number of recommendations for
improvements, the most pertinent for naval architects and ship designers being (a) the
consideration of shipboard ergonomics and the ability to gain an adequate quality of sleep
onboard, and (b) the improvement of shipboard conditions.
Before examining the relationship of ergonomics to fatigue, some discussion will be given to
those aspects of fatigue that can be influenced by the application of ergonomics.
3. WHAT ELEMENTS OF FATIGUE CAN BE INFLUENCED BY THE DESIGN

PROCESS?
There are various aspects of seafarers’ fatigue that can potentially be influenced in the design
process. These elements can be grouped in the following way:
• Sleep-interruption or deprivation due to accommodation design

All aspects of crew cabins can be looked at to improve this situation, e.g. accommodation
location, soundproofing measures, cabin/bunk designs and configuration.
• Workplace design
Workplace design, particularly those that require unnecessary sustained exertion (physical or
mental), can be offset by better design of the workplace or by better upkeep of the original
condition of the ship.
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• Harsh ambient environmental conditions

For example, too much noise, excessive vibration, inadequate ventilation, poor lighting,
excessive heat or cold, too much or too little humidity, poor air exchange in enclosed spaces
where people live and work can cause fatigue.
• Boredom
This particular boredom is due to little change in the environment during work tasks or loads.
These states include monotony, reduced vigilance and mental satiation. While most of the
solutions for these conditions might be related to modifying work practices, others might
involve the innovative use of the following (all can be used to stave off fatigue through lack
of stimuli):
- lighting
- temperature
- sound
- smell
• Onboard facilities
Recovery from fatigue can be assisted or hampered by favourable or unfavourable crew
onboard facilities including the design of features within:
- accommodations
- recreational facilities
- galleys, mess rooms, food preparation and storage areas
- hygiene facilities
- medical facilities
• Ship motions
Fatigue results from ship motions or seakeeping provisions relating to weather and sea states.
Fatigue that results from the design of the working environment can be alleviated by
improvements to the design of the working environment. General ‘ergonomic’ principles
have been developed to aid designers. These are examined in the next section.
4. WHAT DOES ERGONOMICS HAVE TO DO WITH SHIPBOARD FATIGUE?
The discipline of ergonomics is founded on the belief that good design supports human
performance and is not limited to aesthetic qualities. A well-designed work system or piece of
equipment, from an ergonomics viewpoint, takes advantage of human capabilities and minimizes
the impact of human limitation while ensuring that the equipment or system is fully functional,
i.e. designed for human use and meets operational requirements. Ergonomics has been defined
as:12
“Ergonomics produces and integrates knowledge from the human sciences to match jobs,
systems, products and environments to the physical and mental abilities and limitations
of people. In doing so, it seeks to improve health, safety, well-being and performance.”
12
Defined by ISO/TC 159/SC 1/WG 1 ‘Principles of the design of work systems’ Vienna, 6/10/97.
MSC/Circ.1014
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Ergonomically designed work systems enhance safety, effectiveness, and efficiency. They should
also support the tasks done by officers and crewmembers under all conditions, including
situations where people may be fatigued. Below is a set of general ergonomic principles13
designed to reduce fatigue by adapting working conditions to the anatomical, physiological and
psychological characteristics of people in relation to their work environment:
1. The design of the workspace and work equipment shall take into account constraints imposed
by body dimensions, with due regard to the work process.
2. The design of the work shall be such as to avoid unnecessary or excessive strain in muscles,
joints, ligaments, and in the respiratory and circulatory systems. Strength requirements shall
be within physiologically desirable limits. Body movements should follow natural rhythms.
Body posture, strength exertion, and body movements should be in harmony with each other.
3. The work environment shall be designed and maintained so that physical, chemical and
biological conditions have no noxious effect on people but serve to ensure their health, as
well as their capacity and readiness to work. Account shall be taken of objectively
measurable phenomena and of subjective assessment.
4. The design of the work process shall safeguard workers’ health and safety, promote their
well-being, and facilitate task performance, in particular by avoiding overloading and
underloading. Overloading and underloading will result in transgressing, respectively the
upper or lower limits of the operational range of physiological and/or psychological
functions, such as physical or sensory overloading produces fatigue. Conversely, under-
loading or monotonous work will diminish vigilance.
These general principles can be refined into a collection of more specific criteria, which are
context-dependent. For example, the first principle (consideration of body dimensions) could
be refined in terms of criteria for work-surface height, seating arrangements, space, range for
controls, handles etc. The vast majority of ergonomic standards give specific guidance at a
low-level of detail. Many of these are tailored for specific industries, some for marine.
Appropriate standards are referenced throughout the following sections. A few standards give
guidance on how to incorporate ergonomics into the design process, e.g. ergonomic principles in
the design of work systems. The remaining sections also look at specific help that is available to
the ship designer wanting to reduce seafarer’s fatigue. This “help” takes the form of tools, guides,
standards, regulations and rules.
5. WHAT TOOLS ARE AVAILABLE FOR DESIGNING/BUILDING A FATIGUE-

RESISTANT SHIP?
Unfavourable environmental conditions can be instrumental in causing fatigue. Environmental

conditions include noise levels, vibration, ship motion, seakeeping qualities of the ship, lighting,
temperature and ventilation. These environmental conditions affect crewmembers within their
workplace (bridge, engine room, etc.) and accommodation quarters, (including dining, food
preparation and storage areas, hygiene and medical support areas.)
13
Taken from: Ergonomic principles in the design of work systems. ISO 6385-1981(E)
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These environmental conditions extend across structural design, propulsion, hull forms and
several other aspects of design. Often, constructive solutions may be employed to improve
environmental conditions. For example, the transmission of noise can be dampened by the
insertion of acoustic insulation; similarly, resilience techniques can be used to alleviate vibration
problems.
There are a variety of tools such as Finite Element Analysis (FEA) which can assist the ship
designer in ensuring that the limits specified by shipowners are not exceeded. These tools can be
used for:
• Calculating noise limits

• Calculating vibration limits
• Calculating seakeeping qualities/quality of ride
• Analysing ventilation flows
• Performing model tests
The use of ergonomic standards is also considered to be a major tool for improving the working
environment, particularly those that deal with environmental conditions (such as temperature,
vibration, ventilation, etc.).
Another tool used during design is the electronic model. These models are increasingly being
used to assess both the impact of environmental conditions as well as ergonomics of workplace.
With increasing frequency, electronic models — including virtual reality and three-dimensional
computer aided design — are allowing early evaluation of various aspects of design.
6. WHAT RULES ARE AVAILABLE FOR DESIGNING/BUILDING A FATIGUE-

RESISTANT SHIP?
There are a number of rules, regulations, standards and guidelines designed to enhance
environmental conditions, which can be used by the ship designer who wants to reduce
seafarer fatigue. As this is a developing area, many of the measures referenced here are
provisional.
Accommodation
Crew accommodation is usually located in a far from ideal location. It is built around the
operation of the ship, being placed directly over the engine room. This area does not give the
best quality of ride. In addition, it can be noisy. Acoustic insulation could be used to reduce
noise in this area, but it must also be considered in conjunction with measures to increase
sleep disturbances that must be heard, i.e. fire alarms.
Consideration could be given to ensure that the accommodation area is restful and that it
aides in recovery from fatigue, e.g. in terms of decor, easy to clean. Some aspects of crew
accommodation, for instance minimum size and acoustic insulation, are subject to regulation
such as the International Labour Organisation (ILO) Conventions. The ILO Conventions that
address crew accommodation are as follows:
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• Convention No. 92 concerning crew accommodation on board ship (Revised 1949)

• Convention No. 133 concerning crew accommodation on board ship (supplementary
provisions)
• Convention No. 147 concerning minimum standards in merchant ships
• Protocol of 1996 to Convention No. 147
• Recommendation 155 of 1976, recommendation concerning the improvement of
standards in merchant ships
• Recommendation No. 140 concerning Crew Accommodation (Air Conditioning)
• Recommendation No. 141 concerning Crew Accommodation (Noise Control)
Crew accommodation is also subject to National Standards such as The Ministry of Maritime
Affairs and Fisheries of Korea, Ship Safety Act: Crew accommodation.
Environmental conditions in crew-only spaces
Some Classification Societies have rules, most of them being optional rules, for aspects of
environmental conditions (i.e. noise and vibration)for certain ship types:
• Passenger (e.g. cruise, Ro-Ro ferries)
• High speed craft (e.g. Surface Effect Ships, wave piercing catamarans, hydrofoil)
• Yachts
However, these rules could form the basis for an assessment of any ship type. The variance
that lies between the different schemes operated by different classification societies. A
number of these Rules include crew-only spaces as well as passenger spaces. Crew-only
spaces are defined as the following:
• accommodation spaces (e.g. cabins, corridors, offices, mess rooms, recreation rooms)
• work spaces
• navigation spaces
These Rules are contained in:
Comfort Class: Tentative Rules for Classification of Ships. Part 5, Chapter 12. Det
Norske Veritas. July 1995
Provisional Rules for Passenger and Crew Accommodation Comfort. February 1999.
Lloyd’s Register of Shipping
Rules for the Evaluation of Noise and Vibration Comfort on Board Passenger Ships.
January 1999. Registro Italiano Navale
Noise
Several IMO requirements and Resolutions aim to protect the seafarer from unacceptable
levels of noise:
• IMO, Res. A.468(XII) (1981), Code on noise levels onboard ship fixes permissible
maximum limits of noise depending on the type of space.14
• SOLAS Regulation II-1/36 Protection against noise.15
14
Recommendatory Guidance.
15
Mandatory Instrument.
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Relevant Standards on Noise:
ISO 2923 Acoustics - Measurement of noise onboard vessels

ISO 1999 Acoustics - Determination of occupational noise exposure and
estimation of noise-induced hearing impairment
ISO 717/1 Acoustics - Rating of sound insulation in buildings and of building
elements:
- Part 1: Airborne sound insulation in buildings and interior
elements.
- Part 2: Impact sound insulation.
ISO 140 Acoustics - Measurement of sound insulation in buildings and of

building elements:
- Part 4: Field measurements of airborne sound insulation
between rooms
- Part 5: Filed measurements of airborne impact insulation
of floors
IEC Publication Sound level meters

60651
IEC Publication Octave, half-octave and third octave band filters intended for the
60225 analysis of sound and vibrations
IEC Publication Integrating-average in sound level meters
60804, and
amendment No.1,
1989
IEC Publication Sound calibrators
60942
Other Standards on Vibration:
ISO 2041 Vibration and shock - vocabulary
ISO 2631 Guide for the evaluation of human exposure to whole-body vibration
ISO 4867 Code for the measurements and reporting of shipboard vibration data
ISO 4868 Code for the measurement and reporting of local vibration data of ship
structures and equipment
ISO 6954 Mechanical vibration and shock - Guidelines for the overall evaluation of
vibration in merchant ships
ISO 6954 is currently the subject of revision. The new version will be more appropriate
for measuring the effect on vibration on humans.
Relevant National Standards on Vibration
VDI 2056 Criteria for assessing mechanical vibrations of machines, Verein

Deutschen Ingenieure, Oct., 1964
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Classification Societies’ Guidelines for Noise and Vibration
In addition to the Comfort Notation described above, Classification Societies have

guidelines for noise and vibration limits onboard ship, as listed below:
NK Guide to ship noise control, 1982
KR Guide to control of ship vibration and noise, 2nd edition, 1997
IACS Unified Interpretation SC82 Protection against noise, 1993
BV Recommendation designed to limit the effects of vibrations onboard,

Guidance note, NI38 A-RD3, 1979
VERIT Vibration control in ships, 1985

EC
LR Guidance notes on acceptable vibration levels and their measurement, 1990
Working spaces
Regulations and standards exist for dealing with improvements to working spaces which may
help in reducing fatigue. Some of the standards are still under development. These measures
include bridge layout and navigation equipment, engine rooms, and general ergonomics, as
follows.
Bridge Layout and Navigation Equipment
IMO MSC/Circular.982, Guidelines on Ergonomic criteria for bridge equipment

and layout16
ISO Ship’s bridge layout and associated equipment - Requirements and Guidelines
8468
ISO Ship’s bridge layout and associated equipment - Requirements and Guidelines.
14612 NB. This will be renamed to: Ship’s Bridge Layout and Associated Equipment
- Additional Requirements and Guidelines for Centralised Functions and
Periodic One-Person Operation
IEC Navigation equipment - general requirements’. This is backed by Assembly

60945 Resolution A.694
ASTM Standard Practice for Human Engineering Design for Marine Systems,
Equipment and Facilities’. 1995. American Society for Testing and Materials.
Standard F1166-95a. West Chonshocken, PA
IACS Unified N1 requirements for One Man Bridge Operated (OMBO) Ships.
International Association of Classification Societies. 1992
16
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Engine Rooms
IMO MSC/Circular.834, Guidelines for engine room layout, design and

arrangement.17
ISO Shipbuilding—Engine-room ventilation in diesel-engined ships—Design

requirements and basis of calculations. ISO 8861
General Ergonomics18
ABS Guidance Notes on the Application of Ergonomics to Marine Systems.

American Bureau of Shipping. January 1998
CEN Safety of machinery—Ergonomic design principles Part 1: Terminology and

general principles. EN 614-1, (1994)
CEN Safety of machinery—Temperatures of touchable surfaces—Ergonomics data

to establish temperature limit values for hot surfaces. EN 563. (1994)
ILO International data on anthropometry. Eds. Jurgens, H., Aune, I. and Pieper, U.
Federal Institute for Occupational Safety and Health, Dartmund. Federal
Republic of Germany. 92-2-106449-2. Occupational Safety and Health Series:
No. 65, (1990)
ISO Ergonomics principles in the design of work systems. ISO 6385. (Draft)
ISO Ergonomics of the thermal environment—Assessment of the influence of the

thermal environment using subjective judgement scales. ISO 10551
ISO Ergonomics of the thermal environment—Principles and application of

relevant International Standards. ISO 11399
17
18
Standards for equipment design have been included for completion purposes. Really, they are outside of the
remit of the ship designer, being items bought-in by the shipyard. However, ship designers are concerned with
the integration of the equipment.
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References
Donaldson, Lord (1994) Safer ships, cleaner seas. (Report of Lord Donaldson’s inquiry into the
prevention of pollution from merchant shipping). HMSO – London, United Kingdom.
IMO, MSC 68/INF.15 Human Errors on the Bridge - A study of Finnish Shipping.
IMO, MSC 69/INF.10.Seafarer fatigue: Wake up to the dangers.
IMO, MSC 69/INF.15 Fatigue - Groundings and collisions.
IMO, MSC 69/INF.16. Report on the investigation into near misses.
IMO, MSC 71/INF.8. Report on the investigation into near misses.
IMO, MSC/Circ.565. Fatigue as a Contributory Factor in Maritime Accidents.
IMO, MSC/Circ.621. Guidelines for the investigation of accidents where fatigue may have been a
contributory factor.
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Guidelines On Fatigue
Module 8
FATIGUE AND THE MARITIME PILOT
Foreword
The Fatigue guidelines contain practical information to assist interested parties (naval
symptoms and causes of fatigue, and address solutions to combat fatigue to improve the associated
health problems and help prevent a fatigue related accident occurring.
The guidelines have been divided into nine modules, as follow:
1. Module 1 Fatigue
It is recommended that all parties become familiar with Module 1 prior to using Modules 2-9.
Module 8 contains practical information intended for the Maritime Pilot. It is also recommended
that the Maritime Pilot becomes familiar with Module 4 - Fatigue and the Master.
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Module 8
FATIGUE AND THE MARITIME PILOT
1. WHY AND WHAT SHOULD A MARITIME PILOT KNOW ABOUT FATIGUE?
To begin, fatigue is a biological state to which all individuals are susceptible, regardless of skill,
knowledge or training. A pilot’s work environment (irregular and lengthy work hours, working at
night, unpredictable duty rosters, and traveling to and from their jobs) can significantly contribute
to fatigue. Moving a large vessel in confined waters is a high-risk task and the pilot assigned to
that task has a responsibility to the State, the Port Authority and the ship’s master.
Despite the differences among worldwide pilotage services (deep-sea, harbor, river pilots, etc.)
and various pilotage systems (call systems, shift systems, etc.), fatigue is a common issue for all
Maritime Pilots. There is no one-fits-all approach for addressing fatigue, but there are certain
universal principles (lifestyle, rest, medication, workload, etc.) that must be addressed
irrespective of the pilotage service or the pilotage system implemented.
With that understood, this particular module outlines the symptoms and causes of fatigue for the
maritime pilot. It further addresses ways to mitigate fatigue, and as a result, can improve the
associated health problems and help prevent a fatigue-related accident from occurring. More
specifically, this module focuses on the potential risks of irregular and extended work hours
(compared to a regular nine to five day), and ultimately, their effect on the health and safety
common to Pilots and their areas of operation.
The primary cause of both acute and cumulative fatigue in Maritime Pilotage is the disruption to
the circadian rhythm due to the 24-hour operation and the accumulation of sleep debt. Fatigue
can be either work related or non-work related:
Work Related
Unpredictable work and shipping schedules, intense concentration, temperature extremes,
adverse weather, and exposure to high-risk situations can all cause fatigue. An Australian1
study revealed that pilots excreted high levels of adrenaline while providing pilotage services
(sometimes taking up to two days to return to normal levels) and that pulse rates increased to
over 160. This level of physiological stress is one factor of cumulative fatigue.
Other factors include the workload; the time of day at which the pilotage act is performed; the
duration of work periods; the length of breaks within and between work periods; and the time
of day and the frequency of duty rosters. Boarding ships with unfamiliar layout, crew etc. (an
intrinsic part of maritime pilots’ work) is stressful.
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Non-work Related
Non-work related fatigue can be linked to a disruption within one’s family or social life,
financial difficulties or domestic responsibilities. Other contributory causes of fatigue are age
and medical fitness. Age related changes such as the need for less sleep, hypertension, loss or
deterioration of visual perception, poorer physical condition and the increased need for
medication may lead to a decline in human performance. Obviously, certain medical
conditions will affect work performance, but some not so obvious conditions are sleep apnea,
narcolepsy, and insomnia.
3. HOW DOES FATIGUE AFFECT PILOTAGE PERFORMANCE?
Pilots are managers of high-risk situations that require intense concentration and skill levels,
therefore, any decrease in performance can potentially lead to a catastrophe. A pilot error caused
by fatigue can endanger the ship, crew, port and the environment.
Some of the more recognizable symptoms of fatigue found in Pilots are stress, mood swings,
headaches and gastro-intestinal problems. Fatigue can affect pilot performance by impacting their
ability to think clearly, to concentrate, to focus attention appropriately, to assess risky situations,
or to act as quickly as necessary.
Table 1 describes some of the possible effects by listing performance impairments and the symptoms
associated with them.
TABLE 1
Effects of Fatigue

1 Inability to concentrate • Unable to organise a series of activities
• Preoccupation with a single task
• Focuses on a trivial problem, neglecting more
important ones
• Fails to anticipate danger
• Has difficulty with simple arithmetic,
geometry, etc
3 Poor memory • Fails to remember the sequence of task or task
elements
• Has difficulty remembering events or
procedures
4 Slow Response • Responds slowly (if at all) to normal, abnormal
or emergency situations
5 Loss of bodily control • May appear to be drunk
• Speech is affected, e.g. it may be slurred,
slowed or garbled
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7 Attitude change • Unaware of own poor performance
Long-term effects of fatigue may lead to cardiovascular diseases, gastro-intestinal diseases,

psychiatric problems and stress. Other external sources of stress, such as third party intervention
and the threat of competition, can impact heavily on the health of pilots.
One of the most alarming consequences of fatigue is uncontrollable micro sleep that may last for
only a few seconds to a couple of minutes. The problem with micro sleep is that the person is
unaware of it having occurred. Micro sleep lapses have been well documented as causing a
number of maritime, and other transportation, incidents.
4. WHAT CAN BE DONE TO MANAGE FATIGUE IN PILOTAGE?
The responsibility for controlling the hazards that may contribute to pilot fatigue, through
elimination or minimization, should be shared amongst all parties. These parties are: the relevant
authority, those who employ the Pilots’ services and those who have responsibility for scheduling
and the safe transit of Pilots to and from ships, and the individual Pilot. The Pilot side of the
responsibility is to observe all safe work practices imposed by international/national/local
legislation and to contrive to be fit for work.
Clear and open lines of communication must be established between the Maritime Pilot, those
whom employ the Pilot’s services, and those responsible for scheduling. Good communication
between all parties will promote effective controls for workload management, such as vessel
scheduling. Workload management by pilots and the competent authorities is a key component in
managing fatigue. This will ensure that Pilots do not work excessive hours and that they have
sufficient recovery time.
The relevant authority and pilots should recognize that high-risk operations within the pilotage
area are particularly hazardous when undertaken during a circadian dip, especially the one that
naturally occurs between 0300 and 0600. For example, the berthing of large tankers at night is
prohibited in some ports because of the risk of a spill.
Fatigue Management Systems, such as those instituted in Australia, can help to manage some of
the risks associated with fatigue. The Australian system uses a quantitative model to assess the
working roster (including rest/work hours, work hours, rest frequency, etc.) in order to balance
the hazards that produce fatigue and the forces that lead to recovery. However, it must be noted
that not all quantitative models address the fatigue associated with high-risk industries such as
pilotage. The use of a fatigue index score modelling2 to formulate and modify rosters can enable
organizations to quantify, compare and predict work-related fatigue. These models have shown
improvements in fatigue management affecting the lives of pilots, their families and community.
Educating pilots, their co-workers and families on the underlying physiology of human
performance and the lifestyle necessary for a piloting career may assist in reducing the incidence
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and consequences of fatigue. Pilots and their families should be aware of the issue of fatigue, the
potential consequences, and the practical techniques that can be used to help mitigate fatigue. In
summary, pilots should learn to manage their off duty time and lifestyle.
5. WHAT PERSONAL MEASURES CAN A PILOT TAKE TO AVOID FATIGUE?
A pilot should not begin a work period with a sleep debt or an accumulative sleep debt (the
normal requirement less the amount of sleep), as this can be potentially dangerous in terms of
human performance. In most cases, two consecutive nights of recovery sleep will recuperate a
pilot from a sleep debt. (Note, most adults working a 9-5 job accumulate a sleep debt of five to
seven hours Monday to Friday and sleep in on the weekend to recover that debt.)
A strategic nap of no more than 30 minutes will aid rejuvenation. Naps longer than 30 minutes
will cause sleep inertia where situational awareness is impaired for up to 20 minutes after
waking. Management should provide suitable facilities for pilots to take rest breaks between
piloting assignments.
When at home, the Pilot should develop a regular pre-sleep routine and sleep in a comfortable
environment without noise, light or temperature extremes. A Pilot should not exercise or eat a
large meal before sleep. Caffeine should be used sparingly as it has many side effects including
hypertension, headaches, mood swings and anxiety.
Pilots should be encouraged to exercise regularly and to maintain a well balanced diet, avoiding
“junk foods” which are often too convenient when working at night. Caffeine consumption
should be limited to times of operational necessity and avoided for several hours prior to a sleep
period.
Avoid alcohol and some over-the-counter medication as these disrupt sleep by disturbing normal
sleep patterning. Alcohol in particular suppresses REM sleep (dreaming) and may lead to overall
sleep loss. Cold medication containing psuedoephedrine, a stimulant, should be avoided as it can
disrupt sleep.
Finally, it is important for Pilots to educate their families about the dangers to health and risk to
the community of being a fatigued pilot to gain their support.
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6. CASE STUDIES
Reporting incidents and/or accidents that involve near misses, personal injury or damage to
equipment can assist the understanding of fatigue within the pilotage workforce and contribute to
finding ways to deal with the issues associated with fatigue.
The following casualty investigation reports are provided as illustrative examples:
• The grounding of Panamanian flag vessel “New Reach” occurred on Heath Reef, Great
Barrier Reef on May 17, 1999. The Pilot was in an advanced state of drowsiness. The passage
was 464 miles and the pilot was on board for 34 hours.
• The grounding of the vessel “Venus” in St Lawrence River occurred on April 17, 1997.
Although not the main cause for the grounding, fatigue was a contributing factor. The Pilot
was not in the routine of night work on his first duty turn after a vacation. Further, the Pilot
was on duty for approximately 24 hours. (Transportation Safety Board of Canada – Report
Number M97L0030)
• The collision between the bulk carrier “NIRJA” and the “Hamilton Energy” on December 11,
1993 occurred in Hamilton Harbour, Ontario. The Pilot was not adequately rested having had
three consecutive assignments in 24 hours. The Pilot may have misjudged the developing
situation and did not take effective action in ample time, as a result of being fatigued.
Performance degradation manifested in impaired judgement, probably contributed to the
occurrence. (Transportation Safety Board of Canada – Report Number M93C0003)
• The grounding of the “Raven Arrow” in the Johnstone Strait, British Columbia on September
24, 1997. After electing to conduct the navigation of the vessel without assistance from the
ship’s complement (increasing his workload), the Pilot lost situational awareness and
prematurely altered course. Contributing to the occurrence were the following factors: the
pilot was probably fatigued (at the time of the occurrence the pilot had been awake for over
19.5 hours); sound navigational principles were not implemented by the bridge team (pilot
elected to conduct the navigation of the vessel without assistance from the ship’s
complement); and the exchange of information between the pilot and officer of the watch was
minimal (officer of the watch had some doubts with respect to course alteration but did not
challenge the pilot’s decision). This report goes beyond the individual pilot and fatigue, and
addresses fatigue from the perspective of management by examining pilot scheduling and
fatigue management. (Transportation Safety Board of Canada – Report Number M97W0197)
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References
1. Berger, Y (1984) - Port Phillip Sea Pilots: an Occupation at Risk. PhD Thesis; Latrobe
University - Australia.
2. Fletcher A. and Dawson D. (1997) - A predictive model of work-related fatigue based on

hours-of-work. Australian Journal of Occupational Health and Safety 13(5) 471-486 –
Australia.
Akerstedt T. (2000) – Safety and Fatigue – Australia.
AMPA (2000) - Fatigue Management Standard. Australian Marine Pilot’s Association –

Australia.
AMSA (1999) - On Tour Analyses of the Work and Rest Patterns of Great Barrier Reef
Pilots: Implications for Fatigue Management. Queensland University of Technology for
Australian Maritime Safety Authority – Australia.
Cantwell V. (1998) – Human Factors in Marine Operations: Managing Fatigue, Alertness and
Endurance in the Marine Pilot Operations – Maryland, United States.
European Maritime Pilot Association (EMPA) - Recommendation 26, Fatigue Prevention.
Transportation Safety Board of Canada (1997) – A Guide for Investigating for Fatigue – Canada.
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Module 9
FATIGUE AND TUGBOAT PERSONNEL
Foreword
symptoms and causes of fatigue, and address solutions to combat fatigue in order to improve the
associated health problems and help prevent fatigue related accidents from occurring.
1. Module 1 Fatigue
It is recommended that all parties become familiar with Module 1 prior to using Modules 2-9.
Module 9 contains practical information intended for Tugboat Personnel. It is recommended that
they become familiar with Modules 2, 3 and 4 (Fatigue and the Rating, Fatigue and the Ship’s Officer
and Fatigue and the Master respectively).
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Module 9
FATIGUE AND TUGBOAT PERSONNEL
1. HOW CAN YOU RECOGNIZE FATIGUE IN YOURSELF AND OTHERS?
You may exhibit one or more changes in behavior when experiencing fatigue. However, one
very important fact to remember is that people who are fatigued have a very difficult time
recognizing the signs of fatigue within themselves. It is difficult for a number of reasons, but
largely because fatigue can affect your ability to make judgements or solve complex
problems. The following list describes how fatigue affects your mind and body; you may
recognize some of these changes in others (with time, you may learn to identify some within
yourself):
A. Physically
• Inability to stay awake (an example is head nodding or falling asleep against your will)
• Difficulty with hand-eye coordination skills (e.g., switch selection)
• Speech difficulties (it may be slurred, slowed or garbled)
• Heaviness in the arms and legs or sluggish feeling
• Decreased ability to exert force while lifting, pushing or pulling
• Non-specific physical discomfort
• Headaches
• Giddiness
• Heart palpitations / irregular heard beats
• Rapid breathing
• Insomnia
B. Emotionally
• Increased willingness to take risks
• Needless worry
• Reduced motivation to work well
• Increased mood changes (e.g., irritability, tiredness and depression)
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C. Mentally
• Poor judgement of distance, speed, time, etc.
• Inaccurate interpretation of a situation (e.g., focusing on a simple problem or failing to
anticipate the gravity of the situation or failing to anticipate danger)
• Slow or no response to normal, abnormal or emergency situations
• Reduced attention span
• Difficulty concentrating and thinking clearly
• Decrease in ability to pay attention
Whenever alertness is affected by fatigue, your performance will be handicapped.

It is important that you notify your supervisor when you recognize that you or other
crewmembers are fatigued. It is important to have an open communication between you and
your supervisor regarding fatigue prevention and detection.
Fatigue may be caused and/or made worse by one or a combination of things such as:
• Lack of sleep

Fatigue may be caused by poor quality of sleep. This can occur when you are unable to
sleep without interruptions or you are unable to fall asleep even though your body tells
you to. (Refer to Section 3)

Apart from sleep, rest (taking a break) between work periods can contribute to restoring
your performance levels. Insufficient rest periods or postponing assigned rest times (to
finish the job early) can cause fatigue. (Refer to Section 3)

Disturbances while resting such as being woken up unexpectedly, on call (during port
operations), or unpredictable working hours (when arriving in port) can cause fatigue.
• Stress

Boredom can cause fatigue. You may become bored to the point of fatigue when your
work is too easy, repetitive and monotonous and/or bodily movement is restricted.
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Noise or vibration can affect your ability to sleep/rest, and it can affect your level of
physical stress, thus causing fatigue.
• Ship’s movement
The ship’s movement affects your ability to maintain physical balance. Maintaining
balance requires extra energy, which can then cause fatigue. A ship’s pitching and rolling
motions mean you might have to use 15-20% extra effort to maintain your balance.

rapidly to a high level. The downside of such short-term energy is that a rapid drop in
blood sugar can follow it. Low blood sugar levels can cause weakness, instability,
difficulty in concentrating and in extreme cases unconsciousness. Eating large meals
prior to a sleep period may disrupt your sleep.

Medical conditions (i.e. heart problems) and illnesses such as the common cold can
cause fatigue. The effect depends on the nature of the illness or medical condition but
also the type of work being carried out. For example, common colds slow response time
and hand-eye coordination in performance.
Alcohol, caffeine and some over-the-counter medications disrupt sleep. Caffeine
consumption can also causes other side effects such as hypertension, headaches, mood
swings or anxiety.
• Jet-lag
Jet-lag occurs following long flights through several time zones. It is a condition that
causes fatigue in addition to sleep-deprivation and irritability. It is easier to adjust to time
zones while crossing from east to west as opposed to west to east. The greatest difficulty
in adjustment results from crossing 12 time zones, the least from crossing one time zone.
Our bodies adjust at the rate of approximately 1-hour per day

Working consistently “heavy” workloads can cause fatigue. Workload is considered
heavy when one works excessive hours or performs physically demanding or mentally
stressful tasks. Excessive work hours and fatigue can result in negative effects such as the
following:
- Increased accident and fatality rates;
- Increased dependence upon drugs, tobacco or alcohol;
- Poor quality and disrupted sleep patterns;
- Higher frequency of cardiovascular, respiratory or digestive disorders;
- Increased risk of infection; and
- Loss of appetite.
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3. HOW CAN YOU PROTECT YOURSELF FROM THE ONSET OF FATIGUE?
A. Sleep Issues
Sleep is the most effective strategy to fight fatigue. Sleep loss and sleepiness can degrade
every aspect of a person’s performance: physical, emotional and mental. To satisfy the needs
of your body, experts agree that you should acquire the following:
• Deep sleep;
• Between 7 to 8 hours of sleep per 24-hour day;
• Uninterrupted sleep.

• Develop and follow a pre-sleep routine to promote sleep at bedtime (examples are a
warm shower or reading calming material).
• Make the sleep environment conducive to sleep (a comfortable bed, a dark, quiet and
cool environment encourages sleep).
• Satisfy any other physiological needs before trying to sleep (examples are if hungry or
thirsty before bed, eat or drink lightly to avoid being kept awake by digestive activity
and always visit the toilet before trying to sleep).
• Avoid alcohol and caffeine prior to sleep (keep in mind that coffee, tea, colas,
chocolate, and some medications, including cold remedies and aspirin, may contain
alcohol and/or caffeine). Avoid caffeine at least six hours before bedtime.
• Consider relaxation techniques such as meditation and yoga, which can also be of
great help if learnt properly.
B. Rest Issues
Another important factor that can affect fatigue and performance is rest. Rest, apart from
sleep, can be provided in the form of breaks or changes in activities. Rest pauses or breaks
are indispensable as a physical requirement if performance is to be maintained. Factors
C. Guidelines on maintaining performance

• Get sufficient sleep, especially before any period when you anticipate that you will not
get adequate sleep.
• When you sleep, make it a long period of sleep.
• Take strategic naps.
• Develop and maintain good sleep habits, such as a pre-sleep routine (something that
you always do to get you ready to sleep).
• Monitor your hours of work and rest when opportunity arises.
• Eat regular, well-balanced meals (including fruits and vegetables, as well as meat and
starches).
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appropriate. However, a number of things have been identified as potentially providing some
short-term relief. Note, however, that these countermeasures may simply just mask the
symptoms temporarily –the fatigue has not been eliminated.
• An interesting challenge, an exciting idea, a change in work routine or anything else that
is new and different will keep you awake.
• Changing the order of activities, where personnel are assigned tasks that include variety
in the nature of tasks, can be beneficial in breaking up job monotony. Mixing tasks
requiring high physical or mental work with low-demand tasks can be beneficial.
• Bright lights, cool dry air, music and other irregular sounds can increase alertness.
• Caffeine (encountered in coffee and tea, and to a lesser extent in colas and chocolate)
may combat sleepiness in some people for short periods. However, regular usage over
time reduces its value as a stimulant and may make you more tired and less able to sleep
• Any type of muscular activity helps to keep you alert; running, walking, stretching or
even chewing gum can stimulate our level of alertness.
• Conversation can help you stay awake.
• Controlled, strategic naps can improve alertness and performance (the most effective
length of time for a nap is about 20 minutes).
Strategic Napping
impaired (grogginess and/or disorientation for up to 20 minutes after waking. A second is that
the nap may disrupt later sleeping periods (you may not be tired when time comes for an
5. WHAT CAN BE DONE TO REDUCE CREW FATIGUE ON BOARD TUGBOATS?
scheduling, ship design, work scheduling. Steps such as the following (where applicable) are
important for the prevention of fatigue on board ship, and are within the tugboat personnel’s
ability to influence and implement:
• Ensuring the compliance with maritime regulations concerning minimum hours of rest
and/or maximum hours of work
• Creating an open communication environment (e.g. by making it clear to the crew
members that it is important to inform supervisors when fatigue is impairing their
performance and that there will be no recriminations for such reports)
• Scheduling drills in a manner that minimizes the disturbance of rest/sleep periods
periods, watchkeeping practices and assignment of duties in a more efficient manner
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• Assigning work by mixing up tasks to break up monotony and combining work that
requires high physical or mental demand with low-demand tasks (job rotation)
• Scheduling tasks with potential hazards for daytime hours, when appropriate
• Emphasizing the relationship between work and rest periods to ensure that adequate rest
is received by promoting individual record keeping of hours rested or worked
• Ensuring that shipboard conditions, within the crew’s ability to influence, are maintained
in a good state (such as maintaining the heating, ventilation and air-conditioning (HVAC)
on schedule, replacing light bulbs, and contending with the sources of unusual noise at
the first opportunity)
• Establishing shipboard practices for dealing with fatigue incidents and learning from
them (as part of safety meetings)
• Increasing awareness of the long-term health benefits of appropriate lifestyle behavior
(e.g. exercise, relaxation, nutrition, smoking and alcohol consumption)
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REFERENCES

United States.
Center - Cambridge, Massachusetts.
United States.
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APPENDICES
Foreword
The Fatigue guidelines contain practical information to assist interested parties (naval
institutions) to better understand and manage the fatigue issue.
The outline of the information is related to the potential dangers associated with fatigue and
ultimately the effect on the health and safety of the personnel working on ships. The guidelines
contain information on the symptoms and causes of fatigue, and addresses solutions to combat
fatigue to improve the associated health problems and help prevent a fatigue related accident
occurring.
1. Module 1 Fatigue
2. Module 2 Fatigue and the Ratings
3. Module 3 Fatigue and the Ship’s Officers
4. Module 4 Fatigue and the Masters
5. Module 5 Fatigue and the Training Institutions and Management
6. Module 6 Shipboard Fatigue and the Owners/Operators/Managers
7. Module 7 Shipboard Fatigue and the Naval Architects
It is recommended that all parties become familiar with Module 1, which contains general
information on the subject of fatigue, prior to using the rest of the Modules.
The Appendices contain reference material on the subject of fatigue, such as extracts from IMO and
ILO instruments and lists of references.
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APPENDICES
APPENDIX 1 References
APPENDIX 2 Model format for table of Shipboard Working Arrangements
APPENDIX 3 Model format for Records of Hours of Work or Hours of Rest

of Seafarers
APPENDIX 4 ILO Convention No. 180 - The Seafarer’s Hours of Work and
the Manning of Ships Convention, 1996
APPENDIX 5 Relevant requirements of the International Safety Management

Code (ISM Code)
APPENDIX 6 Relevant requirements of the International Convention on

Standards of Training, Certification and Watchkeeping for
Seafarers, 1978, as amended in 1995, and the STCW Code
APPENDIX 7 IMO Resolution A.772(18) – Fatigue Factors in Manning and

Safety (Annex)
APPENDIX 8 Pertinent IMO Instruments relating to Fatigue
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APPENDIX 1
REFERENCES
Module 1
Calhoun S.R. (1999) – Human Factors and Ship Design: Preventing and Reducing Shipboard
Operator Fatigue. University of Michigan/U.S. Coast Guard Research Project – Michigan, United
States.
Kroemer K.H.E., Grandjean E. (1999) – Fitting the task to the Human (Fifth Edition). Taylor and
Francis, Ltd. – United Kingdom.
United States.
Modules 2, 3 & 4

Kroemer, K.H.E., & Grandjean, E. (Re-printed 1999) – Fitting the Task to the Human.
Taylor & Francis Ltd. – London, United Kingdom.
McCallum, M.C., & Raby, M., Rothblum A. (1996) - Procedures for Investigating and
Reporting Human Factors and Fatigue Contributions to Marine Casualties. Report No. CG-D-
09-97. Batelle Seattle Research Center and U.S. Coast Guard Research and Development Center
– Connecticut, United States.
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United States.
Module 5
IMO – Training Course for Instructors.
Seattle Research Center and U.S. Coast Guard Research and Development Center - Groton,
Connecticut.
Videotel (1998). Fatigue and Stress at Sea [video]. London.
Module 6
Belenky G, Balkin T.J, Redmond D.P, Sing H.P, Thomas M.L, Thorne D.R and Wesensten
N.J (1998) – Sustaining Performance during Continuous Operations: The US army’s Sleep
Management System - taken from The 3rd International Conference on fatigue and Transportation
1998, Fremantle, WA.
Dawson D, Lamond N, Donkin K and Reid K (1997) – Quantitative Similarity between the
Cognitive Psychomotor Performance Decrement Associated with Sustained Wakefulness and
Alcohol Intoxication – From the minutes of the AAPMA 36th Biennial Conference 1998.
Dawson D, Fletcher A and Hussey F (1999) – Fatigue and Transport, Report to the Neville
Committee – The Centre for Sleep Research, University of South Australia.
Folkard S and Barton J (1993) – Does the ‘Forbidden Zone’ for sleep onset influence morning
shift sleep duration? – Ergonomics. 36(1-3): 85-91
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McCallum M.C, Raby M and Rothblum A.M (1996) – Procedures for Investigating and
Reporting Human Factors and Fatigue Contributions to Marine Casualties. Report No CG-D-
09-97. National Technical Information Service, Springfield, Virginia.
Reid T, Roberts T and Dawson D (1997) – Improving Shiftwork management II: Shiftwork and
Health – Occupation Health and Safety (Aust/NZ), 13(5): 439-450
Module 7
Donaldson, Lord (1994) - Safer ships, cleaner seas. Report of Lord Donaldson’s inquiry into the
prevention of pollution from merchant shipping - HMSO, London.
IMO, MSC 68/INF.15 - Human Errors on the Bridge - A study of Finnish Shipping.
IMO, MSC 69/INF.10 - Seafarer fatigue: Wake up to the dangers.
IMO, MSC 69/INF.15 - Fatigue - Groundings and collisions.
IMO, MSC 69/INF.16 - Report on the investigation into near misses.
IMO, MSC 71/INF.8 - Report on the investigation into near misses.
IMO, MSC/Circ.565 - Fatigue as a Contributory Factor in Maritime Accidents.
IMO, MSC/Circ.621 - Guidelines for the investigation of accidents where fatigue may have been a
Parker A.W., Hubiner L.M., Green S., Sargent L. and R. Boyd (1997) - A survey of the health,
stress and fatigue of Australian seafarers - Conducted on behalf of the Australian Maritime Safety
Authority.
Sanquist T.F., Ravy M., Maloney A.L. and A.B. Carvalhais (1996) - Fatigue and Alertness in
Merchant Marine Personnel: A Field Study of Work and Sleep Patterns. Report No. CG-D-06-97.
Batelle Seattle Research Center and U.S. Coast Guard Research and Development Center, Groton,
Connecticut.
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Module 8
Akerstedt T. (2000) – Safety and Fatigue – Australia. - taken from The 3rd International
Conference on fatigue and Transportation 1998, Fremantle, WA.
AMPA (2000) - Fatigue Management Standard. Australian Marine Pilot’s Association
AMSA (1999) - On Tour Analyses of the Work and Rest Patterns of Great Barrier Reef Pilots:
Implications for Fatigue Management. Queensland University of Technology for Australian
Maritime Safety Authority
Berger, Y (1984) - Port Phillip Sea Pilots: an Occupation at Risk. PhD Thesis; Latrobe
University.
Cantwell V. (1998) – Human Factors in Marine Operations: Managing Fatigue, Alertness and
Endurance in the Marine Pilot Operations - Maryland.
European Maritime Pilot Association (EMPA) - Recommendation 26, Fatigue Prevention.
Fletcher A. and Dawson D. (1997) - A predictive model of work-related fatigue based

on hours-of-work. Australian Journal of Occupational Health and Safety 13(5) 471-486
Transportation Safety Board of Canada (1997) – A Guide for Investigating for Fatigue – Canada.
Module 9

United States.
Center - Cambridge, Massachusetts.
MSC/Circ.1014
ANNEX
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United States.
MSC/Circ.1014
ANNEX
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APPENDIX 2
MODEL FORMAT FOR TABLE OF SHIPBOARD WORKING ARRANGEMENTS19
19
International Maritime Organization (IMO) & International Labour Office (ILO) (1999)- IMO/ILO
Guidelines for the Development of Tables of Seafarers’ Shipboard Working Arrangements and Formats of Records
of Seafarers’ Hours of Work or Hours of Rest. IMO – London, United Kingdom
MSC/Circ.1014
ANNEX
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Model format for table of shipboard working arrangements20
Name of ship: Flag of ship: IMO number (if any): Latest update of table: ( ) of ( ) pages
The maximum hours of work or minimum hours of rest are applicable in accordance with : (national law or regulation) issued in conformity with ILO's Seafarers' Hours
of Work and the Manning of Ships Convention 1996 (No. 180) and with any applicable collective agreement registered or authorized in accordance with that Convention and with the International Convention
21
on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended, (STCW Convention).
Maximum hours of work or minimum hours of rest22: ___________________________________________________________________________________________________
Other requirements: ___________________________________________________________________________________________
Position/Rank23 Scheduled daily work hours at sea Scheduled daily work hours in port Comments Total daily work/rest3 hours
Watchkeeping Non-watchkeeping Watchkeeping Non-watchkeeping At sea In port

(from - to) duties (from - to) duties
(from - to)24 (from - to)5
Signature of Master ______________________________________
20
The terms used in this model table are to appear in the working language or languages of the ship and in English.
21
See overleaf for selected extracts from ILO Convention 180 and the STCW Convention.
22
Delete as applicable.
23
For those positions/ranks that are also listed in the ship's safe manning document, the terminology used should be the same as in that document.
24
For watchkeeping personnel, the comments section may be used to indicate the anticipated number of hours to be devoted to unscheduled work and any such hours should be included in the
appropriate total daily work hours column.
MSC/Circ.1014
ANNEX
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Selected texts from ILO Convention 180 and the STCW Convention
ILO Convention 180
Art.5 paragraph 1. The limits on hours of work or rest shall be as follows: (a) maximum hours of work shall not exceed: (i) 14 hours in any 24-hour period; and (ii) 72 hours in any seven-day period; or
(b) minimum hours of rest shall not be less than: (i) ten hours in any 24-hour period; and (ii) 77 hours in any seven-day period.
Art. 5 paragraph 2. Hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length, and the interval between consecutive periods of rest shall not exceed 14
hours.
Art. 5 paragraph 6. Nothing in paragraphs 1 and 2 shall prevent the Member from having national laws or regulations or a procedure for the competent authority to authorize or register collective agreements
permitting exceptions to the limits set out. Such exceptions shall, as far as possible, follow the standards set out but may take account of more frequent or longer leave periods or the
granting of compensatory leave for watchkeeping seafarers or seafarers working on board ships on short voyages.
Art. 7 paragraph 1 Nothing in this Convention shall be deemed to impair the right of the master of a ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship,
persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea.
Art.7 paragraph 3 As soon as practicable after the normal situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an
adequate period of rest.
STCW Convention
Section A-VIII/1 of the STCW Code (Mandatory)
1. All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch shall be provided a
minimum of 10 hours rest in any 24-hour period.
2. The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length.
3. The requirements for rest periods laid down in paragraph 1 and 2 need not be maintained in the case of an emergency or
drill or in other overriding operational conditions.
4. Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of ten hours may be reduced to not less than 6
consecutive hours provided that any such reduction shall not extend beyond two days and not less than 70 hours of rest
are provided each seven day period.
MSC/Circ.1014
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5. Administrations shall require that watch schedules be posted where they are easily accessible.
Section B-VIII/1 of the STCW Code (Guidance)
3. In applying regulation VIII/1, the following should be taken into account:

.1 provisions made to prevent fatigue should ensure that excessive or unreasonable overall working hours are not undertaken. In particular, the minimum rest periods specified in Section A-
VIII/1 should not be interpreted as implying that all other hours may be devoted to watchkeeping or other duties;
.2 that the frequency and length of leave periods, and the granting of compensatory leave, are material factors in preventing fatigue from building up over a period of time;
.3 the provisions may be varied for ships on short-sea voyages, provided special safety arrangements are put in place.
MSC/Circ.1014
ANNEX
Page 88
APPENDIX 3
MODEL FORMAT FOR RECORDS OF HOURS OF WORK

OR HOURS OF REST OF SEAFARERS25
25
International Maritime Organization (IMO) & International Labour Office (ILO) (1999)- IMO/ILO Guidelines for the
Development of Tables of Seafarers’ Shipboard Working Arrangements and Formats of Records of Seafarers’ Hours of Work or
Hours of Rest. IMO – London, United Kingdom
MSC/Circ.1014
ANNEX
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MSC/Circ.1014
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MSC/Circ.1014
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APPENDIX 4
SEAFARERS' HOURS OF WORK AND

THE MANNING OF SHIPS CONVENTION, 1996 (NO. 180)
PART I. SCOPE AND DEFINITIONS
Article 1
1. This Convention applies to every seagoing ship, whether publicly or privately owned, which
is registered in the territory of any Member for which the Convention is in force and is ordinarily
engaged in commercial maritime operations. For the purpose of this Convention, a ship that is on the
register of two Members is deemed to be registered in the territory of the Member whose flag it flies.
2. To the extent it deems practicable, after consulting the representative organizations of

fishing-vessel owners and fishermen, the competent authority shall apply the provisions of this
Convention to commercial maritime fishing.
3. In the event of doubt as to whether or not any ships are to be regarded as seagoing ships or
engaged in commercial maritime operations or commercial maritime fishing for the purpose of the
Convention, the question shall be determined by the competent authority after consulting the
organizations of shipowners, seafarers and fishermen concerned.
4. This Convention does not apply to wooden vessels of traditional build such as dhows and
junks.
Article 2
For the purpose of this Convention:
(a) the term “competent authority” means the minister, government department or other
authority having power to issue regulations, orders or other instructions having the
force of law in respect of seafarers' hours of work or rest or the manning of ships;
(b) the term “hours of work” means time during which a seafarer is required to do work
on account of the ship;
(c) the term “hours of rest” means time outside hours of work; this term does not include
short breaks;
(d) the term “seafarer” means any person defined as such by national laws or regulations
or collective agreements who is employed or engaged in any capacity on board a
seagoing ship to which this Convention applies;
(e) the term “shipowner” means the owner of the ship or any other organization or
person, such as the manager or bareboat charterer, who has assumed the responsibility
for the operation of the ship from the shipowner and who on assuming such
responsibility has agreed to take over all the attendant duties and responsibilities.
MSC/Circ.1014
ANNEX
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PART II. SEAFARERS' HOURS OF WORK AND HOURS OF REST
Article 3
Within the limits set out in Article 5, there shall be fixed either a maximum number of hours
of work which shall not be exceeded in a given period of time, or a minimum number of hours of rest
which shall be provided in a given period of time.
Article 4
A Member which ratifies this Convention acknowledges that the normal working hours'
standard for seafarers, like that for other workers, shall be based on an eight-hour day with one day of
rest per week and rest on public holidays. However, this shall not prevent the Member from having
procedures to authorize or register a collective agreement which determines seafarers' normal
working hours on a basis no less favourable than this standard.
Article 5
1. The limits on hours of work or rest shall be as follows:
(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24-hour period; and
(ii) 72 hours in any seven-day period;

or
(b) minimum hours of rest shall not be less than:
(i) ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.
2. Hours of rest may be divided into no more than two periods, one of which shall be at least six
hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours.
3. Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments shall be conducted in a manner that minimizes the
disturbance of rest periods and does not induce fatigue.
4. In respect of situations when a seafarer is on call, such as when a machinery space is

unattended, the seafarer shall have an adequate compensatory rest period if the normal period of rest
is disturbed by call-outs to work.
5. If no collective agreement or arbitration award exists or if the competent authority determines

that the provisions in the agreement or award in respect of paragraph 3 or 4 are inadequate, the
competent authority shall determine such provisions to ensure the seafarers concerned have sufficient
rest.
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6. Nothing in paragraphs 1 and 2 shall prevent the Member from having national laws or
regulations or a procedure for the competent authority to authorize or register collective agreements
permitting exceptions to the limits set out. Such exceptions shall, as far as possible, follow the
standards set out but may take account of more frequent or longer leave periods or the granting of
compensatory leave for watchkeeping seafarers or seafarers working on board ships on short voyages.
7. The Member shall require the posting, in an easily accessible place, of a table with the
shipboard working arrangements, which shall contain for every position at least:
(a) the schedule of service at sea and service in port; and
(b) the maximum hours of work or the minimum hours of rest required by the laws,
regulations or collective agreements in force in the flag State.
8. The table referred to in paragraph 7 shall be established in a standardized format in the

working language or languages of the ship and in English.
Article 6
No seafarer under 18 years of age shall work at night. For the purpose of this Article, “night”
means a period of at least nine consecutive hours, including the interval from midnight to five a.m.
This provision need not be applied when the effective training of young seafarers between the ages of
16 and 18 in accordance with established programmes and schedules would be impaired.
Article 7
1. Nothing in this Convention shall be deemed to impair the right of the master of a ship to
require a seafarer to perform any hours of work necessary for the immediate safety of the ship,
persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress
at sea.
2. In accordance with paragraph 1, the master may suspend the schedule of hours of work or
hours of rest and require a seafarer to perform any hours of work necessary until the normal situation
has been restored.
3. As soon as practicable after the normal situation has been restored, the master shall ensure
that any seafarers who have performed work in a scheduled rest period are provided with an adequate
period of rest.
Article 8
1. The Member shall require that records of seafarers' daily hours of work or of their daily hours
of rest be maintained to allow monitoring of compliance with the provisions set out in Article 5. The
seafarer shall receive a copy of the records pertaining to him or her which shall be endorsed by the
master, or a person authorized by the master, and by the seafarer.
2. The competent authority shall determine the procedures for keeping such records on board,
including the intervals at which the information shall be recorded. The competent authority shall
establish the format of the records of the seafarers' hours of work or of their hours of rest taking into
MSC/Circ.1014
ANNEX
Page 94
account any available International Labour Organization guidelines or shall use any standard format
prepared by the Organization. The format shall be established in the language or languages provided
by Article 5, paragraph 8.
3. A copy of the relevant provisions of the national legislation pertaining to this Convention and
the relevant collective agreements shall be kept on board and be easily accessible to the crew.
Article 9
The competent authority shall examine and endorse the records referred to in Article 8, at
appropriate intervals, to monitor compliance with the provisions governing hours of work or hours of
rest that give effect to this Convention.
Article 10
If the records or other evidence indicate infringement of provisions governing hours of work
or hours of rest, the competent authority shall require that measures, including if necessary the
revision of the manning of the ship, are taken so as to avoid future infringements.
PART III. MANNING OF SHIPS
Article 11
1. Every ship to which this Convention applies shall be sufficiently, safely and efficiently
manned, in accordance with the minimum safe manning document or an equivalent issued by the
competent authority.
2. When determining, approving or revising manning levels, the competent authority shall take
into account:
(a) the need to avoid or minimize, as far as practicable, excessive hours of work, to
ensure sufficient rest and to limit fatigue; and
(b) the international instruments identified in the Preamble.
Article 12
No person under 16 years of age shall work on a ship.
PART IV. RESPONSIBILITIES OF SHIPOWNERS AND MASTERS
Article 13
The shipowner shall ensure that the master is provided with the necessary resources for the
purpose of compliance with obligations under this Convention, including those relating to the
appropriate manning of the ship. The master shall take all necessary steps to ensure that the
requirements on seafarers' hours of work and rest arising from this Convention are complied with.
MSC/Circ.1014
ANNEX
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PART V. APPLICATION
Article 14
A Member which ratifies this Convention shall be responsible for the application of its
provisions by means of laws or regulations, except where effect is given by collective agreements,
arbitration awards or court decisions.
Article 15
The Member shall:
(a) take all necessary measures, including the provision of appropriate sanctions and
corrective measures, to ensure the effective enforcement of the provisions of this
Convention;
(b) have appropriate inspection services to supervise the application of the measures
taken in pursuance of this Convention and provide them with the necessary resources
for this purpose; and
(c) after consulting shipowners' and seafarers' organizations, have procedures to

investigate complaints relating to any matter contained in this Convention.
MSC/Circ.1014
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APPENDIX 5
RELEVANT REQUIREMENTS OF THE

INTERNATIONAL SAFETY MANAGEMENT CODE
(ISM CODE)
6. Resources and Personnel
6.1 The Company should ensure that the master is:
1. properly qualified for command;
2. fully conversant with the Company’s SMS; and
3. given the necessary support so that the master’s duties can be safely performed.
6.2 The Company should ensure that each ship is manned with qualified, certificated and medically
fit seafarers in accordance with national and international requirements.
6.3 The Company should establish procedures to ensure that new personnel and personnel
transferred to new assignments related to safety and protection of the environment are given
proper familiarisation with their duties. Instructions which are essential to be provided prior to
sailing should be identified, documented and given.
6.4 The Company should ensure that all personnel involved in the Company’s SMS have an
adequate understanding of relevant rules, regulations, codes and guidelines.
6.5 The Company should establish and maintain procedures for identifying any training which may
be required in support of the SMS and ensure that such training is provided for all personnel
concerned.
6.6 The Company should establish procedures by which the ship’s personnel receive relevant
information on the SMS in a working language or languages understood by them.
6.7 The Company should ensure that the ship’s personnel are able to communicate effectively in the
execution of their duties related to the SMS.
MSC/Circ.1014
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APPENDIX 6
RELEVANT REQUIREMENTS OF THE INTERNATIONAL CONVENTION ON

STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING
FOR SEAFARERS, 1978, AS AMENDED IN 1995, AND ITS CODE
Regulation VIII/1
Fitness for duty
Each Administration shall, for the purpose of preventing fatigue:
1. establish and enforce rest periods for watchkeeping personnel; and
2. require that watch systems are so arranged that the efficiency of all watchkeeping personnel is
not impaired by fatigue and that duties are so organized that the first watch at the
commencement of a voyage and subsequent relieving watches are sufficiently rested and
otherwise fit for duty.
Section A-VIII/1
Fitness for duty
1. All persons who are assigned duty as officer in charge of a watch or as a rating forming part
of a watch shall be provided a minimum of 10 hours rest in any 24-hour period.
2. The hours of rest may be divided into no more than two periods, one of which shall be at least
6 hours in length.
3. The requirements for rest periods laid down in paragraph 1 and 2 need not be maintained in
the case of an emergency or drill or in other overriding operational conditions.
4. Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of ten hours may
be reduced to not less than 6 consecutive hours provided that any such reduction shall not extend
beyond two days and not less than 70 hours of rest are provided each seven day period.
5. Administrations shall require that watch schedules be posted where they are easily accessible.
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Section B-VIII/1
Guidance regarding fitness for duty
Prevention of fatigue
1 In observing the rest period requirements, "overriding operational conditions" should be

construed to mean only essential shipboard work which cannot be delayed for safety or
environmental reasons or which could not reasonably have been anticipated at the commencement of
the voyage.
2 Although there is no universally accepted technical definition of fatigue, everyone involved in

ship operations should be alert to the factors which can contribute to fatigue, including, but not
limited to those identified by the Organization,26 and take them into account when making decisions
on ship operations.
3 In applying regulation VIII/1, the following should be taken into account:
.1 provisions made to prevent fatigue should ensure that excessive or unreasonable

overall working hours are not undertaken. In particular, the minimum rest periods
specified in Section A-VIII/1 should not be interpreted as implying that all other
hours may be devoted to watchkeeping or other duties;
.2 that the frequency and length of leave periods, and the granting of compensatory
leave, are material factors in preventing fatigue from building up over a period of
time;
.3 the provisions may be varied for ships on short-sea voyages, provided special safety
arrangements are put in place; and
4 Administrations should consider the introduction of a requirement that records of hours of

work or rest of seafarers should be maintained and that such records are inspected by the
Administration at appropriate intervals to ensure compliance with regulations concerning working
hours or rest periods.
5 Based on information received as a result of investigating maritime casualties,

Administrations should keep their provisions on prevention of fatigue under review.
26
See IMO resolution A.722(18), paragraphs 2 to 4.4.1.
MSC/Circ.1014
ANNEX
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APPENDIX 7
RESOLUTION A.772(18)
adopted on 4 November 1993
ANNEX
FATIGUE FACTORS IN MANNING AND SAFETY
1 INTRODUCTION
1.1 The purpose of this document is to provide a general description of fatigue, to identify the factors
of ship operations which may contribute to fatigue, and to classify those factors under broad
categories to indicate the extent to which the factors may be related.
1.2 The objective is to increase awareness of the complexity of fatigue and to encourage all parties
involved in ship operations to take these factors into account when making operational decisions.
2 GENERAL DESCRIPTION OF FATIGUE
2.1 Fatigue results in the degradation of human performance, the slowing down of physical and
mental reflexes and/or the impairment of the ability to make rational judgements.
2.2 Fatigue may be induced by factors such as prolonged periods of mental or physical activity,
inadequate rest, adverse environmental factors, physiological factors and/or stress or other
psychological factors.
3 CLASSIFICATION OF FATIGUE FACTORS IN RELATED GROUPS
3.1 In the case of seafarers, among the most commonly recognized and documented causes of fatigue
are poor quality of rest, excessive workload, noise and interpersonal relationships. The contributory
factors that lead to the above are many and varied. The significance of these factors as contributory
causes of fatigue will vary depending on operational circumstances. Some factors will be more
manageable than others. Such factors can be grouped as follows:
3.1.1 Management ashore and aboard ship, and responsibilities of Administrations:
- scheduling of work and rest periods;

- manning levels;
- assignment of duties;
- shore-ship-shore support and communication;
- standardization of work procedures;
- voyage planning;
- watchkeeping practices;
- management policy;
- in-port operations;
- recreational facilities;
- administrative duties.
MSC/Circ.1014
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3.1.2 Ship-specific factors:
- level of automation;
- reliability of equipment;
- motion characteristics;
- vibration, heat and noise levels;
- quality of working and living environment;
- cargo characteristics/requirements;
- ship design.
3.1.3 Crew-specific factors:
- thoroughness of training;
- experience;
- crew composition - cohesiveness;
- crew competency and quality.
3.1.4 External environmental factors:
- weather;
- port conditions;
- ice conditions;
- density of vessel traffic.
4 GENERAL DISCUSSION
4.1 Management ashore, aboard ship, and also the responsibilities of Administrations
4.1.1 The prevention of fatigue in the areas of scheduling of shipboard work and rest periods,
manning levels, watchkeeping practices and assignment of duties could largely be accomplished by
sensible shore-based management and on-board management techniques. It is also recognized that
Administrations have an equally important role to play with respect to legislation leading to
acceptance, implementation and enforcement in those areas covered by international conventions.
Guidelines and provisions should take into account the relationships between work and rest periods
to ensure adequate rest. These considerations should include a review of the voyage length, length of
port stay, length of service of individual crew members, periods of responsibility and watchkeeping
practices.
4.1.2 It is essential that management should provide clear, concise written policy guidance to
ensure that ships' crews are familiar with ships' operational procedures, cargo characteristics, voyage
length, destination, internal and external communication practices and ship familiarization
procedures.
4.1.3 Management should recognize that crews joining a ship need to be adequately rested before
assuming on-board duties.
MSC/Circ.1014
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4.2 Ship-specific factors
4.2.1 In designing or modifying ships, existing requirements, recommendations, standards and

publications pertaining to the listed factors should be taken into account.
Additionally, allowance should be made in designing ships for the adoption of ergonomic practices to
prevent fatigue from these factors.
4.3 Crew-specific factors
4.3.1 Thoroughness of training is considered to be important in the prevention of fatigue. Fitness

for duty, including medical fitness, proper working experience and the qualifications and quality of
crew members are also considered important in this context.
4.3.2 It is important that management recognizes the potential problems stemming from the
employment of multinational crews on the same vessel, a practice that might result in language
barriers and in social, cultural and religious isolation, all of which may lead to safety problems.
4.3.3 Special emphasis should be placed by management on issues of interpersonal relationships,

loneliness, social deprivation and increased workloads which may occur as a result of small crew
complements.
4.3.4 Boredom can contribute to fatigue, and it is therefore necessary to provide seafarers with
appropriate stimulation.
4.4 External environmental factors
4.4.1 In respect of the listed external environmental factors, it should also be recognized that they
could contribute to fatigue.
MSC/Circ.1014
ANNEX
Page 102
APPENDIX 8
PERTINENT IMO INSTRUMENTS

RELATING TO FATIGUE
The following IMO instruments were reviewed with regard to their applicability to crew
fatigue:
CONVENTIONS and CODES
International Convention on Standards of Training, Certification and Watchkeeping for Seafarers,

1978, as amended in 1995 (STCW Convention)
Seafarers' Training, Certification and Watchkeeping Code (STCW Code)
International Code of Safety for High Speed Craft (HSC Code)
The International Safety Management (ISM) Code
ASSEMBLY RESOLUTIONS
A.481(XII)27 Principles of Safe Manning
A.772(18) Fatigue Factors in Manning and Safety
A.792(19) Safety Culture In and Around Passenger Ships
A.850(20) Human Element Vision, Principles and Goals for the Organization
MARITIME SAFETY COMMITTEE (MSC) CIRCULARS
MSC/Circ.493 Recommendation Related to the Fatigue Factor in Manning and Safety
MSC/Circ.565 Fatigue as a Contributory Factor in Maritime Accidents
MSC/Circ.566 Provisional Guidelines for Conducting Trials in which the Officer Of The
Navigational Watch Acts as the Sole Look-Out in Periods of Darkness
MSC/Circ.621 Guidelines for the investigation of accidents where fatigue may have been a
MSC/Circ.675 Recommendations on the Safe Transport of Dangerous Cargoes and Related

Activities in Port Areas
27
Amendments pending adoption by the Assembly at its 21st session.
MSC/Circ.1014
ANNEX
Page 103
MSC/Circ.747 Ship/Port Interface
MSC/Circ.813 List of human element common terms

MEPC/Circ.330
MSC/Circ.834 Guidelines for Engine-Room Layout, Design and Arrangement
MSC/Circ.982 Guidelines on Ergonomic Criteria for Bridge Equipment and Layout
___________

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In conjunction with
Carrying solid bulk

cargoes safely
Guidance for crews on the International Maritime
Solid Bulk Cargoes Code – Second edition, August 2016
Contents
Introduction 3
1. General requirements for carrying solid bulk cargoes 4

Accepting cargoes for shipment 4
Loading 6
2. The Code’s three cargo groups 7

Group A cargoes – cargoes which may liquefy 8
Group B cargoes – cargoes with chemical hazards 11
Group C cargoes – cargoes which are neither liable to
liquefy nor possess chemical hazards 15
3. Other hazards associated with carrying solid bulk cargoes 16
4. Cargo residues deemed harmful to the marine environment 17
5. Checklist and flowchart for accepting and loading solid

bulk cargoes 18
Appendix 1
IMO regulations and guidance relating to the transport of solid bulk cargoes 21
Appendix 2
The Code section by section 23
Carrying solid bulk cargoes safely

© Lloyd’s Register/UK P&I Club/Intercargo, 2016 Page 2
Introduction
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
stability and even capsizing,
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
International Maritime Solid Bulk Cargoes (IMSBC) Code, which became
mandatory on 1 January 1, 2011, under the SOLAS Convention1.
January,
This pocket guide will help you understand the IMSBC Code’s key requirements
and give you greater confidence in managing the risks associated
of carrying with
solid the
bulk
carriage
cargoes and
of solid
achieving
bulk cargoes.
compliance
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Look for “Consult the Code” headings within this publication, which
refer you to specific sections of the Code for more information.
1
For a list of other IMO legislation and guidance relating to bulk cargoes, see Appendix 1.

1. General requirements for
carrying solid bulk cargoes
No matter what solid bulk cargo you are carrying, the same general requirements
apply for accepting them for shipment and loading them. Section 2 of this pocket
guide covers the typical requirements for different types of cargo.
Accepting cargoes for shipment
Information required from the shipper

Before you can accept a cargo for shipment, the shipper must provide the Master
with valid, up-to-date information about the cargo’s physical and chemical
properties. The exact information and documentation they must provide is
listed in the Code under ‘Assessment of acceptability of consignments for safe
shipment; Provision of Information’, and includes the correct Bulk Cargo Shipping
Name2 and a declaration that the cargo information is correct3.
Consult the Code – see Section 4
Checking the cargo schedule

Individual cargoes are listed in
‘schedules’ which are contained
in Appendix 1 of the Code. These
describe each cargo’s properties
and detail the requirements for
handling, stowing and carrying it
safely. You must always consult the
relevant schedule in the Code to find
out what hazards the cargo presents.
Consult the Code – see Appendix 1 Cargo being worked
2
This is the cargo’s official name used in the Code
3
For HME cargo considerations, refer to section 4, page 17

Accepting cargoes not listed in the IMSBC Code
The list of individual cargoes contained in the Code is not exhaustive. If a cargo
not listed in the Code is presented for shipment, the shipper and the appropriate
competent authorities4 must follow this process:
1. Before loading, the shipper must provide details of the characteristics and
properties of the cargo to the competent authority of the port of loading.
2. Based on this information the competent authority of the port of loading
will assess the acceptability of the cargo for shipment.
– If the assessment defines the cargo as Group A or B5, the competent
authorities will set the preliminary suitable conditions for carriage.
– If the cargo is Group C5 then carriage can be authorised by the port of
loading and the competent authorities of the unloading port and flag
state will be informed of the authorisation.
3. In both cases, the competent authority of the port of loading will give the
Master a certificate stating the characteristics of the cargo and the required
conditions for carriage and handling. The competent authority of the port of
loading will also provide the same information to the IMO.
Consult the Code – see Section 1.3
Exemptions
Under section 1.5 of the Code, a competent authority (or authorities) can grant an
exemption which allows ships to carry a cargo outside the requirements specified
in its schedule, provided that equivalent provisions have been put in place.
Agreement of all three competent authorities is required to ship a cargo under

an exemption. Acceptance of an exemption by authorities not party to it is
discretionary: i.e., if the loading port authority issues an exemption, the unloading
port and flag state authorities can choose to accept it or reject it.
An exemption can be valid for up to five years and does not necessarily lead to the
creation of a new or revised schedule.
4
The competent authorities of the port of loading, the port of unloading and the flag state.
5
The Code categorises cargo into three Groups – A, B and C. See page 7 for their definitions.

Loading
Inspecting and preparing cargo spaces

In general, before loading a cargo you must inspect and prepare the cargo spaces,
checking that:
– bilge wells and strainer plates are prepared to facilitate drainage and prevent
cargo entering the bilge system
– bilge lines, sounding pipes and other service lines are in good order
– cargo space fittings are protected from damage
– measures are in place to minimise dust entering living quarters or other
interior spaces, or coming into contact with moving parts of deck machinery
and external navigational aids, and
– ventilators are in good working order.
Distribution and stability

You must also make sure that cargoes are properly distributed throughout the
ship’s holds to provide adequate stability and ensure that the ship’s structure is
never overstressed. Information can be found in the ship’s stability information
booklet or you can use loading calculators if they are available. The Master will
need to calculate the stability for the anticipated worst conditions during the
voyage as well as for departure and demonstrate that the stability is adequate.
Loading Plan
Before loading or unloading, the Master and the terminal representative must
agree a Loading Plan to ensure that the permissible forces and moments on the
ship are not exceeded. What this Plan should include is detailed in the Code of
Practice for the Safe Loading and Unloading of Bulk Carriers (the BLU Code) and
in the checklist on page 18.

2. The Code’s three cargo groups
The IMSBC Code categorises cargoes into three groups:
Group A – cargoes which may liquefy if shipped at a moisture content exceeding

their Transportable Moisture Limit (TML)6.
Group B – cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship.
Group C – cargoes which are neither liable to liquefy (Group A) nor possess
chemical hazards (Group B). Cargoes in this group can still be hazardous.
You can find the Group for a particular cargo in its schedule.
Liquefied nickel ore (Image courtesy of MTD)
6
The TML is the maximum moisture content considered safe for carriage. See page 10.

Group A cargoes (cargoes which may liquefy)
What is liquefaction and how does it affect cargo?

Liquefaction means that a cargo becomes fluid (liquefies). On ships, this happens
when the cargo is compacted by the ship’s motion. Cargoes which are prone to
liquefaction contain a certain quantity of moisture and small particles, although they
may look relatively dry and granular when loaded. Liquefaction can lead to cargo
shift7 and even to the capsize and total loss of the ship, and can occur even when
cargoes are cohesive and trimmed level.
Examples of Group A cargoes

Mineral concentrates
Mineral concentrates are refined ores in which valuable components have been
enriched by eliminating most waste materials. They include copper concentrate,
iron concentrate, lead concentrate, nickel concentrate and zinc concentrate.
Nickel ore8
There are several types of nickel ore which
vary in colour, particle size and moisture
content. Some may contain clay-like ores.
Coal
Coal (bituminous and anthracite) is a
natural, solid, combustible material
consisting of amorphous carbon and
hydrocarbons. It is best known as a Group
B cargo due to its flammable and self-
heating properties, but it can also be
classed as Group A because it can liquefy if Coal being loaded. Coal is most
predominantly fine (i.e., if 75% is made up commonly a Group B cargo, but
of particles less than 5mm in size). In these can also be classed as both A and B.
cases, it is classed as both Group A and B.
7
Cargo shift can be divided into two types: sliding failure or liquefaction consequence. Trimming the
cargo can prevent sliding failure.
8
Nickel ore is not to be confused with nickel concentrate.

Bauxite
Bauxite is a brownish-yellow, claylike, earthy material primarily consisting of
aluminium oxides compounds, silica, iron oxides and titanium dioxides.
Bauxite is declared as a Group C cargo in the IMSBC Code. However, there are
concerns in the industry that the loss of the bulk carrier Bulk Jupiter was caused by
liquefaction of the bauxite cargo that the vessel was carrying. Consequently, the
IMO has published circular CCC.1/Circ.2 – Carriage of Bauxite that may Liquefy, to
raise awareness of the potential risks and to urge masters not to accept bauxite for
carriage unless:
– the moisture limit for the cargo to be loaded is certified as less than the indicative
moisture limit of 10% and the particle size distribution is as detailed in the
individual schedule for bauxite; or
– the cargo is declared as Group A and the shipper declares the TML and moisture
content; or
– the Master is presented with an assessment that the cargo does not present
Group A properties.
The IMO is currently investigating the risks associated with Bauxite; the conclusions
may result in amendments to the Code.
Bauxite ready for loading in Australia

Typical requirements for accepting
and loading Group A cargoes
Information required from the shipper

To control the risks of liquefaction, Group
A cargoes are tested to determine their
Transportable Moisture Limit (TML) and
their actual moisture content before they
can be shipped. The TML is the maximum
moisture content considered safe for carriage.
The actual moisture content of the cargo
must be below the TML.
The information supplied by the shipper Hui Long, a bulk carrier which
to the Master must include a signed sank in 2005. The cause was
certificate stating the TML, and a signed believed to be liquefaction,
certificate or declaration of the cargo’s possibly due to the TML
being exceeded.
actual moisture content.
What you need to do

Follow these steps when carrying Group A cargoes to reduce the risk of liquefaction:
– Make sure the shipper has supplied the required information, including the
TML and the actual moisture content.
– Only accept the cargo if the actual moisture content is less than its TML.
– Carry out visual monitoring during loading. If there are any indications of high
moisture content, stop loading and seek further advice.
– Consider trimming the cargo to reduce the likelihood of cargo shift.
– Take measures to prevent water or other liquids entering the cargo space
during loading and throughout the voyage.
Practical guidance on managing the risks of liquefaction is also available from the
UK P&I Club at www.ukpandi.com/loss-prevention
Consult the Code – see Sections 7 and 8

Group B cargoes (cargoes with chemical hazards)
Group B cargoes are classified in two ways within the Code: ‘Dangerous goods
in solid form in bulk’ (under the International Maritime Dangerous Goods (IMDG)
Code; and ‘Materials hazardous only in bulk’ (MHB).
You will find this information in the “characteristics” section of the cargo’s
schedule. Cargoes classified as dangerous goods in solid form in bulk will also
have a ‘UN’ number in the Bulk Cargoes Shipping Name.
Dangerous goods in solid form in bulk

In the Code these cargoes are classed as follows:
Class 4.1: Flammable solids
Class 4.2: Substances liable to spontaneous combustion
Class 4.3: Substances which, in contact with water, emit flammable gases
Class 5.1: Oxidizing substances
Class 6.1: Toxic substances
Class 7: Radioactive materials
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles.
Materials hazardous only in bulk (MHB)

MHB cargoes are materials which possess chemical hazards when transported in bulk that
do not meet the criteria for inclusion in the IMDG classes above. They present significant
risks when carried in bulk and require special precautions. They are described as follows:
Combustible solids: materials which are readily combustible or easily ignitable
Self-heating solids: materials that self-heat
Solids that evolve into flammable gas when wet: materials that emit
flammable gases when in contact with water
Solids that evolve toxic gas when wet: materials that emit toxic gases when
in contact with water
Toxic solids: materials that are acutely toxic to humans if inhaled or brought into
contact with skin
Corrosive solids: materials that are corrosive to skin, eyes, metals or respiratory sensitisers.

Examples of Group B cargoes and the risks they present
The major risks associated with Group B cargoes are fire and explosion, release of
toxic gas and corrosion.
Coal
Coal may create flammable atmospheres, heat spontaneously, deplete oxygen
concentration and corrode metal structures. Some types of coal can produce
carbon monoxide or methane.
Direct reduced iron (DRI)
DRI may react with water and air to
produce hydrogen and heat. The heat
produced may cause ignition. Oxygen
in enclosed spaces may also be depleted.
Metal sulphide concentrates
Some sulphide concentrates are
prone to oxidation and may have a
tendency to self-heat, leading to oxygen
depletion and emission of toxic fumes.
Some metal sulphide concentrates may
present corrosion problems.
Organic materials
Ammonium nitrate-based fertilisers
Ammonium nitrate-based fertilisers
support combustion. If heated,
contaminated or closely confined, The damage caused by a DRI explosion
they can explode or decompose to (Image courtesy of Burgoynes)
release toxic fumes and gases.
Wood products transported in bulk9
Wood products transported in bulk are listed in a new schedule to the Code:
Wood Products – General. They include logs, pulpwood, roundwood, saw logs
and timber. These cargoes may cause oxygen depletion and increase carbon
dioxide in the cargo space and adjacent spaces.
9
These are wood products loaded and discharged by methods such as elevators
and grabs. They are distinct from wood products listed in other schedules.
Typical requirements for accepting and loading Group B cargoes
Information required on board ship for dangerous goods in solid form in bulk
To carry dangerous goods in solid form in bulk, your ship must have a Document
of Compliance for the Carriage of Dangerous Goods, supplied by the ship’s flag
or classification society. The Master must have a special list, manifest or stowage
plan identifying the cargo’s location, and there must be instructions on board for
emergency response.
Segregation
Because of their potential hazards, many Group B cargoes are incompatible and
must be segregated. When segregating cargoes, you should take into account any
secondary risks they present.
Coal on fire in a cargo hold

Specific risk mitigation measures
The cargo’s schedule and the information provided by the shipper will detail the
precautions you must take when carrying Group B cargoes. The following are
some of the common risk mitigation measures you will employ.
Fire and explosion

Depending on the cargo, precautions against fire and explosion may include
ventilating or inerting the cargo holds and the enclosed spaces adjacent to
the holds: in some cases the ventilators will need to be explosion proof. The
atmosphere in the cargo holds and the enclosed spaces adjacent to the holds
may also need to be monitored with an appropriate gas detector.
Toxic gas
Toxic gas risks will be mitigated using natural or forced mechanical ventilation.
The choice of ventilation will depend on the type of cargo and the properties
of the gas (i.e., whether it creates an explosive atmosphere). You may need to
monitor the cargo hold atmosphere.
Corrosion
Corrosion can be caused by some Group B cargoes and their residues. A coating
or barrier may need to be applied to the cargo space structures before loading.
Before loading and unloading corrosive cargoes, make sure the cargo space is
clean and dry.
DRI which has self heated (Image courtesy of Burgoynes)

Group C cargoes (cargoes which are neither liable to liquefy nor
possess chemical hazards)
Although Group C cargoes do not present the dangers associated with Group
A and B cargoes, they can still carry risks.
Examples of Group C cargoes, their risks and mitigation measures

Iron ore and high density cargoes
These cargoes can be extremely dense and can overstress the tanktop. Make
sure that their weight is evenly distributed during loading and during the voyage
so that the tanktop is not overstressed, and also consider trimming the cargo.
Loading rates of iron ore are normally very high and you should also consider the
ship’s ballasting operations and loading sequences.
Sand and fine particle materials

Fine particle materials can be abrasive. Silica dust is easily inhaled and can result
in respiratory disease.
You should take appropriate precautions to protect machinery and

accommodation spaces from the dust of sand and fine particle cargoes, and to
prevent the cargo from getting into the bilge wells. People who may be exposed
to cargo dust should wear goggles or other equivalent dust eye-protection, dust
filter masks and protective clothing.
Cement
Cement may shift when aerated during loading. Dust can also be produced from
this cargo. Follow the precautions for sand and fine particle materials (above).

3. Other hazards associated with carrying
solid bulk cargoes
Entering enclosed spaces
Always follow the appropriate procedures before entering an enclosed space, taking
into account IMO Resolution A.1050(27) – Revised Recommendations for Entering
Enclosed Spaces Aboard Ships. Note: after a cargo space or tank has been tested and
generally found to be safe for entry, small areas may exist where oxygen is deficient or
toxic fumes are still present.
Since 1 January, 2015, mandatory entry and rescue drills have been required
every two months in accordance with SOLAS Regulation III/19, as amended by
Resolution MSC.350(92). All crew members who have responsibility for entry into,
or rescue from, enclosed spaces need to take part in these drills.
Pesticides
The risks of using pesticides include the accumulation of gas in spaces adjacent
to the cargo holds being treated or, if it is essential to ventilate the cargo holds,
accumulation of fumigant in accommodation and working areas.
Fumigants such as Phosphine and Methyl Bromide are poisonous to humans and if
they are not handled correctly, they can also represent a fire risk. They should only
be used by specialists and not by the ship’s crew.
Carry out any fumigation in line with the IMO Circular, MSC.1/Circ.1264 –
Recommendations on the Safe Use of Pesticides in Ships Applicable to the
Fumigation of Cargo Holds, as amended by MSC.1/Circ.1396. This is contained
in the supplement to the Code.
The ship should carry gas-detection equipment, adequate respiratory protective

equipment, a copy of the latest version of the Medical First Aid Guide for Use in
Accidents Involving Dangerous Goods (MFAG), and appropriate medicines and
medical equipment.

4. Cargo residues deemed harmful
to the marine environment
Cargo residues and cargo hold washings containing such residues are included in the
definition of garbage within MARPOL Annex V. Those residues that are considered
to be harmful to the marine environment (HME) are subject to MARPOL Annex V
Regulations 4.1.3 and 6.1.2.1 and must therefore be discharged to reception facilities.
In general, HME cargoes may be taken as any of the metal concentrates shipped in
bulk. However, a cargo is considered HME if it fails any of seven specified criteria,
classed according to the UN Globally Harmonized System of Classification and
Labelling of Chemicals (UN GHS) as: Acute toxicity; Chronic toxicity; Carcinogenicity;
Mutagenicity; Reproductive toxicity: Repeated exposure of specific target organ
toxicity [STOT]; and the Presence of plastics, rubber or synthetic polymers.
Cargo declaration and HME substances

Currently, it is only recommendatory for shippers to declare whether a cargo
is HME or not, in accordance with Resolution MEPC.219(63) – Guidelines for
the Implementation of MARPOL Annex V. From 1 January, 2017, the same
recommendation will be introduced into the IMSBC Code and the Form for
Cargo Information for Solid Bulk Cargoes will be updated to include this
recommendatory provision. However, amendments to MARPOL Annex V,
anticipated to be adopted in October 2016, will make it mandatory for shippers
to declare whether a cargo is deemed HME or not.
What you need to do

Cargo residues, and cargo hold washings containing such residues, that have
been designated HME must be discharged at appropriate reception facilities.
If adequate reception facilities for HME cargo residues are not available in a port, the
Master of the ship should forward the information detailed in Appendix 1 of circular
MEPC.1/Circ.834 – Format for Reporting Alleged Inadequacies of Port Reception
Facilities, together with any supporting documentation, to the flag state administration
and, if possible, to the competent authorities of the port state. Completion of this form
does not remove the obligation to discharge any residues in accordance with MARPOL
Annex V, but is to make administrations and the IMO aware of any inadequacies.

5. Checklist and flowchart for accepting
and loading solid bulk cargoes
The checklist on the next two pages and the loading flowchart on page 20 bring
together all the key procedures you must follow when accepting and loading any solid
bulk cargo for shipment. Always consult the Code itself to ensure that all mandatory
measures and specific advice have been implemented.
Download a large version of the flowchart at www.lr.org/imsbc
Checklist
Before accepting and loading a cargo, ask yourself the following questions:
1. Has the shipper delivered the cargo information and documentation listed in
the Code under ‘Assessment of acceptability of consignments for safe shipment;
Provision of Information’, including the correct Bulk Cargo Shipping Name
(BCSN), and provided a declaration that the cargo information is correct?
2. Have you consulted the relevant IMSBC Code schedule to find out the cargo’s
general and specific hazards?
3. If the cargo is listed as Group A, have you followed all procedures relating
to the safe carriage of cargoes which may liquefy?
4. If the schedule indicates the cargo is Group B has the shipper provided
a statement that the chemical characteristics of the cargo are, to the best
of his knowledge, those present at the time of loading?
a) If the cargo is classified as ‘dangerous goods in solid form in bulk’ does the
Master have a special list, manifest or stowage plan identifying its location,
are there instructions on board for emergency response, and does the ship
have a Document of Compliance for the Carriage of Dangerous Goods?
(Continued on the next page)

Checklist (continued)
5. Whatever the cargo Group, have you taken the recommended precautions
to remove or minimise the cargo’s hazard, including:
a) preparing recommended safety equipment and procedures?
b) activating any cargo monitoring equipment ready for loading?
6. Have the Master and Terminal Representative agreed a Loading Plan to ensure
that the permissible forces and moments on the ship are not exceeded during
loading or unloading? This should include the sequence, quantity and rate of
loading or unloading, the number of pours and the de-ballasting or ballasting
capability of the ship.
7. Are there instructions to suspend the loading or unloading operation if

the ship’s limits are exceeded, or are likely to be exceeded if the operation
continues?
8. Are you monitoring the cargo loading or unloading procedure, is the ship’s
draught being monitored and recorded in the logbook, and have any significant
deviations been corrected?
9. Before sailing on the loaded passage, have you considered other factors, such
as the ingress of water, which could affect the cargo during the passage?

Loading flowchart – follow the steps to see if it is safe to load your cargo
YES
NO
Shipper has delivered all required cargo information?
NO
IMSBC Code consulted regarding cargo and associated hazards?
Master and crew have the necessary ship data and information to prepare ship for loading?
NO
Cargo spaces inspected and prepared for cargo loading and stowage?
NO
Cargo Group?
A B
TML Certificate? Stowage/segregation
acceptable?
Not listed in
Moisture content
DO NOT LOAD
(MC) declaration? Atmospheric conditions IMSBC Code?
suitable and monitoring
MC lower than TML? tools operational? C Competent authority
has provided the Master
Cargo spaces free Applicable dust with certificate stating
from liquids? precautions in place? IMSBC Cargo Schedule carriage requirements
consulted? (if Group A or B,
Visual monitoring Ventilation meets agreed by authority
conducted? operational and Applicable precautions of port of unloading
IMSBC requirements? taken? and flag)?
Trimming considered?
NO
YES
Is the cargo categorised as ‘dangerous goods in solid form in bulk’ by SOLAS regulation VII/7?
NO Does the Master have a special list/manifest/stowage plan identifying its location, are
there instructions on board for emergency response, and does the ship have a
NO
‘Document of Compliance for the Carriage of Dangerous Goods’?
NO
Has the Loading Plan been agreed with the Master and terminal representative?
Are there instructions to suspend the loading/unloading operation if the ship’s limits are NO
exceeded, or are likely to be exceeded if continued?
LOAD (monitoring the cargo loading operation)

Appendix 1 – IMO regulations and guidance
relating to the transport of solid bulk cargoes
Mandatory regulations
International Convention for the Safety of Life at Sea (SOLAS)

– Chapter VI: Carriage of cargoes
– Chapter VII: Carriage of dangerous goods
– Chapter XII: Additional safety measures for bulk carriers
International Maritime Solid Bulk Cargoes (IMSBC) Code – facilitates the safe
stowage and shipment of solid bulk cargoes by providing information on the risks
associated with their shipment, and the procedures to be adopted for carriage.
International Code for the Safe Carriage of Grain in Bulk

(International Grain Code) – contains regulations and guidance for ships
engaged in the carriage of grain in bulk.
Code of Safe Practice for Ships Carrying Timber Deck Cargoes – provides
stowage, securing and other operational safety measures designed to ensure the
safe transport of timber cargoes, primarily stowed on deck.
MARPOL Annex V – Regulations for the Prevention of Pollution by

Garbage from Ships – includes requirements for discharge of dry bulk cargo
residues and cargo hold wash-water containing cargo residues.
Guidance
Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)
– assists those responsible for the safe loading or unloading of bulk carriers to
carry out their functions and to promote the safety of bulk carriers.
(Continued on the next page)

Circulars and Resolutions
– MSC.1/Circ.1160 – Manual on Loading and Unloading of Solid Bulk Cargoes
for Terminal Representatives, as amended by MSC.1/Circ.1230 and MSC.1/
Circ.1356.
– MSC.1/Circ.1357 – Additional Considerations for the Safe Loading of Bulk Carriers
– MSC.1/Circ.908 – Uniform Method of Measurement of the Density of Bulk
Cargoes
– CCC.1/Circ.2 – Carriage of Bauxite that may Liquefy
– MEPC.1/Circ.834 – Consolidated Guidance for Port Reception Facility Providers
and Users
– Resolution MSC.393(95) – Amendments to the International Maritime Solid
Bulk Cargoes (IMSBC) Code
– Resolution MSC.350(92) – Amendments to SOLAS Chapter III Regulation 19
Emergency training and drills
– MSC.1/Circ.1395/Rev.2 – 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
Note: This circular is revised regularly. Please always check for the latest version.
– Resolution A.1050(27) – Revised 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, as amended by MSC.1/Circ.1396
– BC.1/Circ.73 – Contact Names and Addresses of the Offices of Designated
National Competent Authorities Responsible for the Safe Carriage of Grain and
Solid Bulk Cargoes.
Note: This circular is revised regularly. Please always check for the latest version.

Appendix 2 – the Code section by section
Section 1 – General provisions – including application, definitions, related SOLAS
regulations
Section 2 – General loading, carriage and unloading precautions – cargo
distribution and loading/unloading procedures
Section 3 – Safety of personnel and ship - poisoning, corrosive and asphyxiation
hazards, dust hazards, flammability and ventilation
Section 4 – Assessment of acceptability of consignments for safe shipment –
identification of cargoes, and the tests and documentation required for their safe
carriage
Section 5 – Trimming procedures
Section 6 – Methods of determining angle of repose
Section 7 – Cargoes that may liquefy – the dangers of liquefaction, conditions
under which liquefaction may take place and precautions to prevent it
Section 8 – Test procedures for cargoes that may liquefy
Section 9 – Materials possessing chemical hazards – classification of hazards,
stowage and segregation requirements
Section 10 – Carriage of solid bulk wastes – their classification, segregation
and stowage
Section 11 – Security provisions
Section 12 – Stowage factor conversion tables
Section 13 – References to related information and recommendations
Section 14 – Prevention of pollution by cargo residues from ships
Appendix 1 – Individual schedules of solid bulk cargoes

Appendix 2 – Laboratory test procedures, associated apparatus and standards
Appendix 3 – Properties of solid bulk cargoes
Appendix 4 – Index of solid bulk cargoes
Appendix 5 – Bulk cargo shipping names in three languages (English, Spanish
and French)
Supplement – Contains supporting documents including the BLU Code and IMO
circulars (see Appendix 1)

Working together
for a safer world
Lloyd’s Register (LR) is a global engineering, technical and business services organisation wholly owned
by the Lloyd’s Register Foundation, a UK charity dedicated to research and education in science and
engineering. Founded in 1760 as a marine classification society, LR now operates across many industry
sectors, with over 8,000 employees in 78 countries. LR has a long-standing reputation for integrity,
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confidence that their assets and businesses are safe, sustainable and dependable.
Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and
affiliates. Copyright © Lloyd’s Register Group Limited. 2016. A member of the Lloyd’s Register group.
To order additional copies of this pocket guide, please visit the Lloyd’s Register webstore:
www.webstore.lr.org
About the UK P&I Club

One of the world’s largest P&I mutuals, the UK P&I Club currently insures
around 235 million gross tons of owned and chartered ships in 60 countries.
The Club publishes loss prevention material through a wide range of media
on topics such as hazardous cargo in containers, human error, personal injury
and maritime security.
The full range of Club activities can be viewed at www.ukpandi.com
About INTERCARGO
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association representing the interests of dry cargo vessels’ owners. With Non-Government
Organization status at IMO and participation in shipping events, INTERCARGO’s objective is the
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For further details see www.intercargo.org
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INTERORIENT

Bulk Carrier Manual

1 INTRODUCTION & DEFINITIONS

Issue No. 9, March 2017

7 OPERATION OF HATCH COVERS AND CARGO GEAR

Issue No. 9, March 2017

12 CHECKLISTS AND ANNEXES

Issue No. 9, March 2017

Chapter Page Paragraph Title

Bulk Carrier Manual

1.2 REFERENCES, PUBLICATIONS AND MANUALS

- MSC/Circ. 919 Guidelines for Damage Control Plans – Annex 14 Chapter 12

1.3 DEFINITION OF A BULK CARRIER AND ORE CARRIER AS PER SOLAS

1.3.1 Identification of main aspects regarding the operation of Bulk Carriers

Bulk cargoes must be carried in accordance with the IMSBC Code.

Issue No. 9, March 2017

Bulk Carrier Manual

1.3.2 Bulker Post Panamax type (Cape-Size)

1.3.3 Mini Cape Size

1.3.4 Gearless bulker about the size of Panamax type

Issue No. 9, March 2017

Bulk Carrier Manual

1.4 SHIP BUSINESS

1.4.1 Signing documents

1.4.2 Time Charter

Issue No. 9, March 2017

Bulk Carrier Manual

1.4.3 On-hire and off-hire surveys

1.4.4 Certificate of delivery/ redelivery

Issue No. 9, March 2017

Bulk Carrier Manual

1.4.7 Crew working in time charterers' interest

The above-mentioned consultation/approval is in particular necessary, in cases where the

1.4.8 Cargo Claims

1.4.9 Voyage Charter

Issue No. 9, March 2017

Bulk Carrier Manual

1.4.11 Notice of Readiness

Refer to procedure Chapter 1.6.1 Cargo Documents.

1.4.13 Charter Party

Vessels under T/C

1.4.14 Mates Receipt

Issue No. 9, March 2017

Bulk Carrier Manual

1.4.15 Bill of Lading (B/L)

Issue No. 9, March 2017

Bulk Carrier Manual

1.5.1 Note of Protest

A 'note of protest' is - as a rule - a declaration of the Master, which is endorsed by a country's

1.5.2 Protests resulting from failure to meet contractual obligations

- Difference protest (B/L and ship figures);

Issue No. 9, March 2017

Bulk Carrier Manual

1.6 CARGO DOCUMENTS

1.6.1 Notice of Readiness (NOR)

Refer to Appendices under Chapter 12.

Issue No. 9, March 2017

Bulk Carrier Manual

1.6.3 Documenting Cargo work Delays

1.6.4 Documentation required on board ships carrying dangerous goods