OREAS JR., FREDDIE D.

DECK 12 2-1A1

1.) Dangerous goods, hazardous and harmful cargoes

Dangerous goods in packages

States that the IMDG Code is an evolving document and is updated every two years to take
account of:
－ new dangerous goods which have to be included
－ new technology and methods of working with or handling dangerous goods
－ safety concerns which arise as a result of experience
Packaged form’ is defined as ‘the forms of containment’ specified for harmful substances in the IMDG
code. Regulation 1(2) of Annex III prohibits the carriage of harmful substances except in accordance with
the provisions of Annex III. This is also stated in the IMDG code. Dangerous goods in packaged form are
cargoes which pose a threat to life, health or the environment due to their properties and condition
during sea transport. The marks and labels of dangerous goods packages should face the door end.
Packages with vents, drums, and those having orientation marks must always be kept upright. IMDG
Code prohibits drums on roll. If the packages are not designed for stacking the tiers must be separated
with dunnage.

The dangerous goods code has been created as per the recommendations of the United Nations’ panel
of experts on transportation of hazardous goods along with the IMO (International Maritime
Organisation). This proposal by the UN was presented as a report in the year 1956 after which the IMO
IMDG Code was started to be drafted in the year 1961.

Shipping dangerous goods is a very tricky business. This is why to avoid complications or problems while
categorizing the aspect and level of danger; there is a set of classification for dangerous goods. There
are nine clauses in which the dangerous goods are classified. The dangerous goods labels and dangerous
goods certificate for the cargo are issued as per the nine clauses which are explained as follows:

• Classification 1 is for explosives. The same classification has six sub-divisions for materials which pose a
high explosive risk, low explosive risk, to name a few

• Classification 2 is for gases. This clause has three sub-categories that talk about gases that are highly
inflammable, that are not inflammable and gases that neither inflammable nor toxic

• Classification 3 is for liquids and has no sub-divisions

• Classification 4 is for solids. There are three sub-categories that deal with highly combustible solids,
self-reactive solids and solids that when interact with water could emit toxic gases

• Classification 5 is for substances that have the chances of oxidisation

• Classification 6 is for all kinds of substances that are toxic and that could prove to be infective

• Classification 7 is specifically for materials that are radioactive

OREAS JR., FREDDIE D. DECK 12 2-1A1

• Classification 8 is for materials that face the threat of corrosion and erosion

• Classification 9 is for those substances that cannot be classified under any of the above heads but still
are dangerous goods

2.) Effective communication during loading and unloading of cargoes

 Ensure that the loading area has good lighting at all times. The loading area should also
be away from both vehicles and pedestrians. Ensure that the loading area is firm, flat,
clean, and free from potholes and other obstructions that may cause slips or trips. An
effective communication between the ship and the terminal shall be established and
maintained at all times, capable of responding to requests for information on the
loading or unloading process and to ensure prompt fulfilment of instructions of the
master or the terminal representative if the loading or unloading operations are
suspended.

3.) Oil tanker piping and pumping arrangements

The loading line system is the basic element of the cargo handling equipment on an oil tanker.
Treatment or handling of cargo includes all transport of the cargo, ballast handling, loading, discharging,
internal cargo transferring, tank cleaning – either with cargo (cow) or water, cargo heating etc.

On a traditional crude oil tanker; the vessel is equipped with an efficient line system for loading the
cargo on board and discharging the cargo ashore. When discharging the cargo ashore, the cargo goes via
the vessel’s pump room where the cargo pumps are located. The whole idea is to keep the cargo safely
in the tanks, from the time it enters, during the voyage and finally, during the whole discharging
operation. The main thing with cargo in such a closed system is that the cargo is not visible at any stage
of the operation. Piping system commonly used in Product Tankers

1. Main system can handle different types of Oil cargo, it can suction by direct line or by the use of
crossover valves, versatile system.
2. Free flow system- In this system the oil flows freely into the aftermost tanks when the gate
valves are opened, the main suction valve is at the aftermost tank only but all other tanks are
fitted with a stripping system. This type of piping system are normally being used in large crude
carriers.

Advantage (Free flow system):

• Main pipe line is not used for discharge.

• Less pipe line.

• Less bend.

• Less friction & more pressure cause very high discharge.

OREAS JR., FREDDIE D. DECK 12 2-1A1

Disadvantage:

• Is not flexible.

• One grade is dischargeable if more risk of contamination exists.

• Risk of overflow exists if level of all tank doses not carefully monitoring

Free flow system upper drawing

3. Direct line system- It consist of lines running in the center tanks and branching out to the
bellmouths of the center and wing tanks.

Advantage:

1. Quick loading & discharging.

2. Short pipe line.

3. Less bend.

4. Less loss of pressure due to pipe line friction.

5. Direct line to provide better suction.

6. Time of washing the line is short.

7. System ischeaper than the other system.

8. Leak is minimized.

9. Easy to operate so less training isrequired.

10. It is easy to separate each cargo.

Disadvantage:

a. Incase of leaking the control of leakage is difficult.

b.This system is very inflexible

4.) Cargo piping system and cargo pumps

 Cargo piping system means a tankship’s permanently installed piping
arrangement, including any valves and pumps, that carries cargo to or from a
cargo tank. For best performance, a cargo piping system should be designed for
efficient draining and cleaning as well as for fast cargo loading and discharging.
The system should also be well adapted to the type of vessel, the cargoes it
carries and the number of segregations required. The cargo pump has a built-in
OREAS JR., FREDDIE D. DECK 12 2-1A1

hydraulic motor connected to the impeller by a short independent shaft. Motor,

shaft and bearings are lubricated and cooled by the hydraulic driving oil. The
pump impeller rotates and acts as a non-return valve to prevent cargo from
returning back to tank.