MT108
s - When solid bulk cargoes are carried in
WEEK 7
Stowage & Segregation Requirements
for Stowing Dangerous Goods
o Dangerous goods in solid form in bulk shall
be loaded and stowed safely and
appropriately in accordance with the nature
of the goods. Incompatible goods shall be
segregated from one another.
o Dangerous goods in solid form in bulk,
which are liable to spontaneous heating or
combustion, shall not be carried unless
adequate precautions have been taken to
minimize the likelihood of the outbreak of
fire
o Dangerous goods in solid form in bulk,
which give off dangerous vapours, shall be
stowed in a well-ventilated cargo space
5.1 - Trimming Procedures for
Stowing Dangerous Goods
5.1.1
o Trimming a cargo reduces the likelihood of
the cargo shifting and minimizes the air
entering the cargo
5.1.2
o Cargo spaces shall be as full as practicable
without resulting in excessive loading on the
bottom structure or 'tween deck to prevent
sliding of a solid bulk cargo
5.1.3
o The master has the right to require that the
cargo be trimmed level, where there is any
concern regarding stability based upon the
information available, taking into account
the characteristics of the ship and the
intended voyage
5.2 – Special Provisions for multi-
deck ships
5.2.1
- When a solid bulk cargo is loaded only in
lower cargo spaces, it shall be trimmed
sufficiently to equalize the mass
WEEK 7
distribution on the bottom structure
o 5.2.2
'tween decks, the hatchways of such
'tween decks shall be closed in those cases
where the loading information indicates an
unacceptable level of stress of the bottom
structure if the hatchways are left open
5.3 – Special Provisions for Cohesive
Bulk Cargoes
o Cohesive cargoes which may liquefy means
cargoes which contain a certain proportion
of fine particles and a certain amount of
moisture (sticky)
o 5.3.1
- All damp cargoes and some dry ones
possess cohesion. For cohesive cargoes,
the general provisions in 5.1 shall apply
o 5.3.2
- The angle of repose is not an indicator of
the stability of a cohesive bulk cargo and it
is not included in the individual schedules
for cohesive cargoes
o Appendix 3
- Iron Ore
- Lead and Zinc Calcines (mixed)
- Manganeses Concentrate
5.3 – Special Provisions for Non-
Cohesive Bulk Cargoes
o Non-cohesive material means dry materials
that readily shift due to sliding during
transport, as listed in appendix 3, paragraph
1, "Properties of dry bulk cargoes".
o 5.3.1
- Non-cohesive bulk cargoes are those listed
in paragraph 1 in appendix 3 and any other
cargo not listed in the appendix, exhibiting
the properties of a non-cohesive material
o Appendix 3
- Aluminum Fluoride
- Borax, Anhydrous
- Calcium Nitrate Fertilizer
- Diammonium Phosphate
- Grain Screening Pellets
- Granular Ferrous Suplhate
- Olivine Sand
- Seed Cakes and other residues of
processed oily vegetables (Group B)
s
 MT108
Stowage & Segregation Requirements
for Stowing Dangerous Goods
o Dangerous goods in solid form in bulk shall
be loaded and stowed safely and
appropriately in accordance with the nature
of the goods. Incompatible goods shall be
segregated from one another.
o Dangerous goods in solid form in bulk,
which are liable to spontaneous heating or
combustion, shall not be carried unless
adequate precautions have been taken to
minimize the likelihood of the outbreak of
fire
o Dangerous goods in solid form in bulk,
which give off dangerous vapours, shall be
stowed in a well-ventilated cargo space
5.1 - Trimming Procedures for
Stowing Dangerous Goods
5.1.1
o Trimming a cargo reduces the likelihood of
the cargo shifting and minimizes the air
entering the cargo
5.1.2
o Cargo spaces shall be as full as practicable
without resulting in excessive loading on the
bottom structure or 'tween deck to prevent
sliding of a solid bulk cargo
5.1.3
o The master has the right to require that the
cargo be trimmed level, where there is any
concern regarding stability based upon the
information available, taking into account
the characteristics of the ship and the
intended voyage
5.2 – Special Provisions for multi-
deck ships
5.2.1
- When a solid bulk cargo is loaded only in
lower cargo spaces, it shall be trimmed
sufficiently to equalize the mass
distribution on the bottom structure
o 5.2.2
- When solid bulk cargoes are carried in
'tween decks, the hatchways of such
'tween decks shall be closed in those cases
where the loading information indicates an
unacceptable level of stress of the bottom
structure if the hatchways are left open
5.3 – Special Provisions for Cohesive
Bulk Cargoes
o Cohesive cargoes which may liquefy means
cargoes which contain a certain proportion
of fine particles and a certain amount of
moisture (sticky)
o 5.3.1
- All damp cargoes and some dry ones
possess cohesion. For cohesive cargoes,
the general provisions in 5.1 shall apply
o 5.3.2
- The angle of repose is not an indicator of
the stability of a cohesive bulk cargo and it
is not included in the individual schedules
for cohesive cargoes
o Appendix 3
- Iron Ore
- Lead and Zinc Calcines (mixed)
- Manganeses Concentrate
5.3 – Special Provisions for Non-
Cohesive Bulk Cargoes
o Non-cohesive material means dry materials
that readily shift due to sliding during
transport, as listed in appendix 3, paragraph
1, "Properties of dry bulk cargoes".
o 5.3.1
- Non-cohesive bulk cargoes are those listed
in paragraph 1 in appendix 3 and any other
cargo not listed in the appendix, exhibiting
the properties of a non-cohesive material
o Appendix 3
- Aluminum Fluoride
- Borax, Anhydrous
- Calcium Nitrate Fertilizer
- Diammonium Phosphate
- Grain Screening Pellets
- Granular Ferrous Suplhate
- Olivine Sand
- Seed Cakes and other residues of
processed oily vegetables (Group B)
6.1 – Determining Angle of Repose
o An angle of repose of a non-cohesive solid
bulk material shall be measured by a method
approved by the appropriate authority as
required by 4.1.4 of this Code
Recommended Test Methods
o 6.2.1 (Tilting Box Method)
 MT108
- This laboratory test method is suitable for
non-cohesive granular materials with a
grain size not greater than 10 mm
- When measuring the angle of repose by
this method, the material surface should
initially be level and parallel to the test
box base. The box is tilted without
vibration and tilting is stopped when the
product just begins to slide in bulk o Stowage and lashing of timber deck cargoes
- The box is filled with the material to be Regulations for the stowage of timber
tested by pouring it slowly and carefully emphasizes that timber deck cargoes should be
from the lowest practical height into the compactly stowed and secured by a series of
box in order to obtain uniformity of overall lashings of adequate strength
loading
- The angle of repose is calculated as the
mean of three measurements and is
reported to within half a degree

o Vehicle stowage and securing. It is essential

with vessels carrying vehicles that a stable
deck is maintained and this is why virtually all
Ro-Ro ferries are now built with stabilizers of
one form or another

-
o 6.2.2 (Tilting Box Method)
- In the absence of a tilting box apparatus,
an alternative procedure for determining
the approximate angle of repose is given in Container Types
2.2 of appendix 2 o There are many container types in operation
to suit a variety of trades and merchandize.
Lashing and Unlashing of the goods Sizes also vary and they can be shipped in
o The IMO cargo securing manual Regulations the following sizes: 8 ft in width and 8 ft or
VI/5 and VII/6 of the 1974 SOLAS 8 ft 6 inch in height, with lengths of 10, 20,
Convention require cargo units and cargo 40 or 45 ft
transport units to be loaded, stowed and
secured throughout the voyage in accordance
with the cargo securing manual (CSM)
approved by the administration and drawn up
to a standard at least equivalent to the
guidelines developed by the International
Maritime Organization (IMO)
o Cargo securing manual – a manual that is
pertinent to an individual ship, and which will
show the lashing points and details of the
securing of relevant cargoes carried by the
vessel
o Conventional units (general purpose) – also
known as a dry container are made from steel
and fully enclosed with a timber floor. Cargo-
securing lashing points are located at floor
level at the base of the side paneling. Access
for ‘stuffing’ and ‘de-stuffing’ is through full
height twin locking doors at one end
 MT108
Lashing and Unlashing of the goods
o Cargo in drums is not unusual and can be varied
by way of chemicals, oils, paints, dyes, even
sheep dip. Drums may differ in size, but a 50-
gallon drum is probably the most common size
for oils and is often used for own ship’s stores of
lubricating or diesel oil
- any event, drum cargoes are placed on
single dunnage and are invariably secured
by wire lashings, with or without nets, to
prevent movement of the cargo when at
sea
o un-lashing is a very hazardous, and physically
demanding job that can lead to serious injury.
Proper safety precautions including; situation
awareness, communication between crew
members, following procedures, proper PPE,
and warm up/stretching prior to work are all
measures that will help reduce the chance of
injury associated with lashing/un-lashing
activities
Securing arrangements as per
Cargo Securing Manual
o The proper stowage and securing of cargoes are
of the utmost importance for the safety of life at
sea. Improper stowage and securing of cargoes
have resulted in numerous serious ship
casualties and caused injury and loss of life, not
only at sea but also during loading and discharge
o Cargo Securing Manual specifies
arrangements and cargo securing devices
provided on board the ship for the correct
application to and the securing of cargo units,
containers, vehicles and other entities, based on
transverse, longitudinal and vertical forces
which may arise during adverse weather and sea
conditions
Methods of Cargo Securing
o Blocking
- Examples of blocking: front wall, wedges,
dunnage bags, chocks and beams.
o Lashings
- Examples of lashings are web lashings, load
binders with chain and fixed winches. The
equipment can be used in different
applications e.g. top-over lashings (friction
lashing), direct lashings and loop lashings.
o Locking
- Means that the cargo is mechanically locked
to the load bearer. One example is twist lock
for containers
WEEK 8
Operational Damage
o A loss or damage report is a notification to the
carrier of loss or damage discovered at time of
unloading
o should describe the loss or damage, the
probable cause of the loss or damage and
the disposition of the damaged commodity
o A loss or damage report does not constitute a
freight claim
Taint
o Cargoes which taint easily, e.g. tea, flour,
tobacco, etc. should be kept well away from
strong smelling cargoes
o If a pungent cargo has been carried
previously, i.e. cloves or cinnamon for
example, the compartment should be
deodorized before loading the next cargo
Pilferage
o act of stealing items or things of little value
o can be seen from two main aspects such as:
1. Inventory Thefts – pilferage causes a
reduction in the inventory as a result
 MT108
of shoplifting or an act of stealing by
employees
2. Marine Thefts
Discharge
o Subject to the provisions of regulation 4 of
this annex and paragraphs 2, 3, and 6 of this
regulation
o any discharge into the sea of oil or oily
mixtures from ships shall be prohibited
- the oily mixture, in case of oil tankers, is
not mixed with oil cargo residues
Jettison
- an intentional act of throwing overboard a
ship parts of shipment
- dropping out some body part of a vessel in
order to save the rest of the shipment or the
whole vessel from complete damage
- Whenever jettison occurs, the owner of the
vessel is entitled to ‘General Average’
Shipboard Hazards
- a completed Incident Report Form is
required for accidents leading to death or
significant injury, or to loss or abandonment
of the vessel or to her suffering material
damage
- any stranding, collision, fire, explosion or
major breakdown; any incident causing
harm to any person or the environment
- any safety or security related incident
which could possibly hazard the ship or
endanger personnel or create a risk to the
environment
Dangerous Cargo Operation
o usually a lot of lifting and mobilization that
goes on in and around the deck
o poses a high risk for accidents and injuries
o Lifting operations should always be carried
out by trained professionals and executed
with all the safety precautions
o A ship houses multiple chemicals that are
quite strong and undiluted
- Even exposure to thinners or paint
along with other chemicals can be
harmful to the skin, eyes, ears or even
the respiratory system
Deck Related Maintenance
o Working aloft or Overside means a work
being performed at a height and involving
risk of falling, resulting in an injury
o Improper insulation, electrical machinery and
live wires can cause injuries or shocks, both of
temporary and permanent nature
- can also be because of greasy wet
surfaces, the exposure of which can
cause burns and shocks
Deck Related Maintenance
o Extreme maritime weather continues to
contribute to the loss of cargo, vessels, and
crews
o Under the Safety of Life at Sea (SOLAS)
Convention, the WMO and IMO have
collectively worked to reduce the
vulnerability of the maritime community in
the event of hazardous or extreme maritime
weather
Damage Report
o The responsible person in charge must
prepare a report, which as a standard should
contain details regarding:
- Name of vessel
- Name of assured ship owner
- Voyage details (insofar as relevant)
- Position / Port of incident
- Date and time of the incident / damages
caused
- Bill of Lading no. (if relevant)
- Kind / Specie and approximate
numbers/volume/value of cargo or
damaged property or person(s) injured in
question
- Name of claimant
- Kind and estimation of extent of damages
caused
- Possible causes of damage / loss
- Limit any report to facts, not personal
opinions
- Do not give an opinion, especially in the
accident report, as to who was responsible
- Do not allow crew members to express
opinions towards third parties outside the
vessel
- Do not already admit any liability, either
verbally or writing •
- Do not sign a document, which you know
contains incorrect information
- Do not think the problem will go away if
you do nothing