` IMO PUBLICATIONS

Overview of IMO Publications Relating to Cargo Operations SOLAS Chapter I General provisions 13 Chapter II-1 Construction Structure, subdivision and stability, machinery and electrical installations 27 Chapter II-2 Construction Fire protection, fire detection and fire extinction 99 Chapter III Life-saving appliances and arrangements 197 Chapter IV Radiocommunications 227 Chapter V Safety of navigation 243 Chapter VI Carriage of cargoes 273 Chapter VII Carriage of dangerous goods 281 Chapter VIII Nuclear ships 291 Chapter IX Management for the safe operation of ships 295 Chapter X Safety measures for high-speed craft 299 Chapter XI-1 Special measures to enhance maritime safety 303 Chapter X I - 2 Special measures to enhance maritime security 309 Chapter X I I Additional safety measures for bulk carriers 319 Appendix Certificates 329 Part 2 Annex 1 Certificates and documents required to be carried on board ships Annex 2 List of resolutions adopted by the SOLAS Chapter VI Carriage of cargoes 273 Part A General Provisions

Regulation 1 Application
1. Applies to carriage of cargoes (except liquids in bulk, gases in bulk and those aspects

covered by other chapter.

2. Contrating government shall ensure that appropriate information on cargo and its stowage

and securing is provided specifying in particular precautions necessary for the safe carriage of such cargoes Regulation 2 Cargo information The shipper shall provide the master a general description of the cargo, in advance to enable precautions which may be necessary for proper stowage and safe carriage of the cargo In the case of bulk cargo, information on the stowage factor of the cargo, the trimming procedures, likelihood of shifting including angle of repose, etc. In case of concentrates or other cargo which may liquefy additional information in the form of a certificate on the moisuture content of the cargo and it transportable moiture limit. In case of bulk cargo which has chemical properties information on its chemical properties Regulation 3 O2 analysis and gas detectio equipment When trasporting a bulk cargo which is liable to emit a toxic or flammable gas or cause o2 depletion an appropriate instrument for measurement. The crew are trained in use of such instruments Reg 4 Use of pesticides Appropriate precautions shall be taken in the use of pesticides in ships, especially fumigation Reg 5 Stowage and securing
1. Cargo, cargo units and cargo transport unit carried on or under deck shall be so loaded,

2. 3. 4. 5. 6.

stowed and secured as to prevent damage or hazard to ship, persons on board, loss of cargo overboard Cargo, cargo units and shall be so packed and secured within the unit as to prevent throughout the voyage damage or hazard to the ship and crew Precautions taken during loading and transport of heavy cargoes or big cargoes so that no structural damage to the ship occurs and to maintain adequate stability all time Precations with regard to securing arrangements for cargo units, cargo transport units on ro-ro ships with emphasis on strength of securing points and lashings Freight containers shall not be loaded more than the maximum gross weight indicated All cargoes other than solid and liquid in bulk, cargo units and cargo transport units shall be loaded, stowed and secured as per the Cargo Securing Manual prior to departure

Part B Special Provisions for bulk cargoes other than grain Regulation 6 Acceptability for shipment

1. Prior to loading a bulk cargo the master shall be in possession of comprehensive

information on the ships stability and on the distribution of cargo for the standard of loading conditions. 2. Concentrates or other cargoes which may liquefy shall be only be accepted for loading when the actual moisuture content of the cargo is less than its transportable moisture limit. 3. Prior to loading bulk cargo other than IMDG cargo which has properties that may create potential hazard, special precautions for its safe carriage shall be taken Regulation 7 Loading, unloading and stowage of bulk cargoes Terminal rep incharge of loading / unloading of ship To prevent excessive stress, ship shall be provided with booklet Stability data Ballasting and deballasting rates and capacities Maximum allowable load per unit surface area Maximum allowable load per hold General loading and unloading instructions with regard to the strength of the ships structure including any limitations of ballasting operations f. Any special restrictions g. Where strength calculations are required maximum permissible forces and moments on the ships hull during loading, unloading and the voyage
1. 2. a. b. c. d. e.

Before solid bulk cargo is loaded or unlaoded the master and terminal rep shall agree on a plan which shall ensure that the permissible forces and moments on the ship are not exceeded taking into account speed of cargo ops and speed of ballast ops. The plan and subsequent changes shall be lodged with the port state authority Bulk cargoes shall be loaded and trimed reasonably level to the boundaries of the cargo space to minimise the risk of shifting and to ensure adequate stability Bulk cargoes in tween deck shall be closed in those cases where the loading information indicates an unacceptable level and shall either extend from side to side or be secured by additional longitudinal divisions of sufficient strength. The safe loading capacity of the tween decks shall be observed. The loading and discharging are per the agreed plan If any limits exceed during load or discharge the master should suspend operations and notify the port state control. Corrective action taken before resuming cargo operations. Master and terminal rep to ensure no damage to ship structure The ships personnel continously monitor cargo operations. Ships draught to be checked regularly and confirm with the tonnage figures and recorded in log book. If sufficient deviation the cargo or ballast operations to be adjusted

ISPS Code Ineternational Ship and Port security code. The Code takes the approach that ensuring the security of ships and port facilities is basically a risk management activity. An assessment of the risks must be made in each particular case to determine what security measures are appropriate In order to achieve its objectives, this Code embodies a number of functional requirements. These include, but are not limited to: gathering and assessing information with respect to security threats and exchanging such information with appropriate Contracting Governments; requiring the maintenance of communication protocols for ships and port facilities; preventing unauthorised access to ships, port facilities and their restricted areas;

 preventing the introduction of unauthorized weapons, incendiary devices or explosives to ships and port facilities; providing means for raising the alarm in reaction to security threats or security incidents; requiring ship and port facility security plans based upon security assessments; and requiring training, drills and exercises to ensure familiarity with security plans and procedures. Aims to prevent pilferage / theft / hijacking / armed robbery etc. For the ship personnel, vigilance is essential and on most ships security starts with ensuring that correct documentation is presented by the crew members on joining, close inspection of the cargo manifests, correct shipping papers for specific cargoes, etc. The handling of cargo which may contain harmful substances or terrorist personnel The handling of unaccompanied baggage The handling and loading of ships stores Controlling access to unauthorised persons Monitoring berthing areas Monitoring offshore areas Controlling of embarkation of persons and their effects ISM Code International Management Code for the Safe Operation of Ships and for Pollution Prevention The ISM Code The origins of the ISM Code go back, internationally, to the late 1980s when there was mounting concern about poor management standards in shipping. It is estimated that a high proportion of maritime accidents (80%90%) are attributable to human error. Investigations into accidents highlighted shortcomings on the part of ship management both at sea and ashore. Provides Companies with the scope to develop their own safety management system (SMS) whilst meeting the provisions of the ISM Code. The objectives of the ISM Code are to ensure safety at sea, prevention of human injury, loss of life and the avoidance of damage to the environment, in particular to the marine environment. The ISM Code requires owners and operators of ships to set in place a Safety Management System (SMS). The introduction of a SMS requires a Company to document its management procedures to ensure that conditions, activities and tasks, both ashore and afloat, affecting safety and environmental protection, are planned, organised, executed and checked in accordance with legislative and Company requirements. The mandatory application of the ISM Code will help to ensure: compliance with mandatory rules and regulations related to the safe operation of ships and protection of the environment; and the effective implementation and enforcement thereof by Flag State Administrations. IMDG Code Deals with the documentation, classification, marking, packing. Carriage of dangerous goods in bulk. Stowage and carriage of explosives Most dangerous goods are prihibited from being carried in ships carrying more than 25 passengers or more than 1 passenger per 3 metres of overall length which ever greater. The shipper of dangerous goods or if the goods are packed in a freight conatainer, the person responsible for packing the dangerous goods must the owner or Master of th ship a certificate or declaration in writing that the shipment offered for carriage is properly marked, labelled and packaged to withstand the ordinary risks of handling and transport by sea. The declaration shall indicate the correct technical name, the identity of the goods, stowage, seggregation and the United Nations number. It must also indicate to which of the following classes the goods belong: Class 1 Explosives

Class 2 Gases complressed, liquefied or dissolved under pressure, sub divided into three categories: 2.1 Flammable gases 2.2 Non flammable gases being compressed, liquefied or dissolved, but neither flammable nor poisonous 2.3 Poisonous gases Class 3 Flammable liquids, subdivided into 3 categories 3.1 Low flashpoint less than -18C closed cup test. 3.2 Intermediate flashpoint having flash point between 18C to +23C 3.3 High flash point above 23C Class 4.1 Flammable solids Class 4.2 Sustances liable to spontaneous combustion Class 4.3 Substances which in contact with water emit flammable gases. Class 5.1 Oxidising substances Class 5.2 Organic peroxides Class 6.1 Poisonous substances Class 6.2 Infectious substances Class 7 Radioactive substances Class 8 Corrosives Class 9 Miscellaneous dangerous substances which present danger not covered by other classes BC Code IMO have produced this code as a guide and recommendation to governments and shipowners for the carriage of bulk cargoes of various types. The several hazards are mentioned together with suggestions to counteract the effect of these on stability and strength. Recommendations are made about the stowage of the cargoes and these include suggested maximum weights in lower holds. The IMSBC Code will replace the Code of Safe Practice for Solid Bulk Cargoes (BC Code), which was first adopted as a recommendatory code in 1965 and has been updated at regular intervals since then. The aim of the mandatory IMSBC Code is to facilitate the safe stowage and shipment of solid bulk cargoes by providing information on the dangers associated with the shipment of certain types of cargo and instructions on the appropriate procedures to be adopted. The international Code of Safe Practice for Solid Bulk Cargoes (BC Code) includes recommendations to Governments, ship operators and shipmasters. Its aim is to bring to the attention of those concerned an internationally-accepted method of dealing with the hazards to safety which may be encountered when carrying cargo in bulk. The Code highlights the dangers associated with the shipment of certain types of bulk cargoes; gives guidance on various procedures which should be adopted; lists typical products which are shipped in bulk; gives advice on their properties and how they should be handled; and describes various test procedures which should be employed to determine the characteristic cargo properties. The Code contains a number of general precautions and says it is of fundamental importance that bulk cargoes be properly distributed throughout the ship so that the structure is not overstressed and the ship has an adequate standard of stability. Code of Safe Practice Loading and Unloading of Bulk Carriers (BLU Code) Being concerned about the continued loss of ships carrying solid bulk cargoes, sometimes without a trace, and the heavy loss of life incurred, and recognizing that a number of accidents have occurred as a result of improper loading and unloading of bulk carriers, the Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC) at its first session (February 1996) developed a draft code of practice for the safe loading and unloading of bulk carriers, with the aim of preventing such accidents.

The BLU Code, which provides guidance to masters of bulk carriers, terminal operators and other parties concerned with the safe handling, loading and unloading of solid bulk cargoes, is also linked to regulation VI/7 of the 1974 SOLAS Convention.. Poisoning, corrosive and asphyxiation hazards Health hazards due to dust Flamable atmosphere Ventilation toxic and flammable gases Cargo under fumigation - instruments International Grain Code Schedule 1 This is concerned with determining the stability requirements of a vessel carrying grain in bulk and concerns itself with void depths, volumetric centres of gravity of the whole cargo space, heeling moments due to a shift of grain and righting arm counteracting effects. It is stability oriented and emphasizes the extent to which stability considerations influence grain carrying regulations Schedule 2 This is concerned with the strength of grain fittings Part 1 and securing of partly filled compartments Part 2

Code of Safe Practice for ships carrying Timber Deck Cargo - Stowage shall be compactly stowed and chocked and arranged is such a way as not to interfere with or impede the normal navigation requirements. - Allow access to accomodation and machinery spaces - Overall safety of the crew while performing their normal duties - The deck must have an overall independent athwartships lashing arrangements, each lashing secured to eye plates which can be tension at periodic intervals. - The lashings items like turnbuckles, chains, shackles etc should have certification by the appropriate authority - If the height of stow is 6m then the spacing between the lashings should be 1.5m and if it is 4m then the spacing to be 3m. If in between then it can be interpolated. - Logs should be uniformly and compactly stowed in fore and aft direction and the total stow interlocks and can be effectively restrained by lashings, attached to uprights - Height of Timber Deck Cargo should be taken should be such that the weight effect upon the structure of the vessel and due considerations for the seasonal winter zone - The quantity of deck cargo carried has a significant bearing upon the ultimate safety of the ship and as a general rule not more than 1/3 the weight of timber carried Timber being low density - substantial amount of timber is carried on deck.

International Convention of Safe Containers (CSC) One is to maintain a high level of safety of human life in the transport and handling of containers by providing generally acceptable test procedures and related strength requirements.

The other is to facilitate the international transport of containers by providing uniform international safety regulations, equally applicable to all modes of surface transport. In this way, proliferation of divergent national safety regulations can be avoided. The requirements of the Convention apply to the great majority of freight containers used internationally, except those designed specially for carriage by air. As it was not intended that all containers or reusable packing boxes should be affected, the scope of the Convention is limited to containers of a prescribed minimum size having corner fittings - devices which permit handling, securing or stacking. Code of Safe Practice for Cargo Stowage and Securing 1.Know the forces that will be exerted on your cargo. Ensure that your cargo is stowed and secured adequately against the forces expected during the journey 2. Establish if climate conditions will change during your product's journey. Care should be taken that differing climatic conditions (temperature, humidity, leading to sweating and moisture damage etc) will not affect your cargo. Moisture absorbing desiccants may be required to protect your cargo. 3.Plan your cargo stowage. Before loading your cargo into the container stack all your packages in an area the same size as your transport unit. Plan the stuffing before starting by stacking all packages to be placed in the container in an area the same size as the container. This will help you visualize what extra securing or stabilizing means are necessary to stow and/or secure the cargo properly. Ensure that a tight stowage is achieved and that a minimum of empty space is left for cargos to move. Block out spaces wherever possible. A CTU completely filled out with no free space will require a minimum of cargo securing! Proper stacking Light cargoes should be placed on heavy cargoes Solids should be placed on liquids Flooring may be necessary between layers of cargo like drums to prevent sliding or to prevent packaging breakdown! Hazardous cargos should be placed near to the container doors for quick removal if necessary and the marking must be easily visible 4. Inspect the container before loading. Upon loading ensure that the point of gravity of the cargo is at or near the longitudinal center line of the transport unit. Ensure your container is in a sound, clean undamaged condition 5. Center of gravity. Ensure that the center of gravity of your cargo is at or near the longitudinal center lineof the container and below half the height of the cargo. 6. Prevent sliding & tipping of the cargo by proper blocking & bracing the cargo using polyester strapping Maximum payload - Take care not to exceed the maximum payload and the maximum floor load of the CTU, especially when using a fork lift truck to move your cargos in and out. 7.Use friction increasing anti-slip mats to prevent cargo movement 8. Prevent 'fall out at doorway' on arrival at destination 9. Do not assume that heavy cargos don't move 10. Make sure that your cargo securers are trained in line with the latest guidelines 11. Weight distribution - Ensure that your cargo weight is evenly distributed throughout the container and that the axel weights are not overloaded. For a container, not more than 60% of the cargo weight may be distributed over 50% of the length. Take care, especially with round cargos like steel coils, not to overstress the container floor. Use timber beddings under the coil if necessary! Useful tips can be found in Hapag Lloyds Brochure container packing Fill up spaces with dunnage (stowage) such as dunnage bags, carton or other suitable means Unavoidable empty spaces should be filled with dunnage (stowage) such as dunnage air bags, carton or other suitable means

BASIC PRINCIPLES OF CARGO WORK

Bale Capacity - Is the cubic capacity of a space when the breadth is taken from the inside of the cargo battons, the depth from the wood ceiling to the underside of the deck beams and the length from the inside of the bulkhead stiffeners or sparrings where fitted. Grain Capacity - Is the cubic capacity of a space when the lengths, breadths and depths are taken right to the plating. An allowance is made for the volume occunpied by frame and beams. Stowage Factor - This is the volume occupied by unit weight of cargo. Usually expressed as cubic metres per tonne Broken Stowage - The space between packages which remains unfilled. The percentage that has to be allowed varies with the type of cargo and with the shape of the hold. Load Density Plan A ships plan which indicates the deck load capacity of cargo space areas of the ship. Dead Weight Cargo - Is cargo on which freight is usually charged on its weight. Whilst no hard and fast rules are in being cargo stowing at less than 1.2 m3 / tonne is likely to be raised as deadwight cargo. Measurement Cargo - Is the cargo on which freight is usually charged on the volume occupied by the cargo and this cargo is usually charged on the voulume occupied by the cargo and this cargo is usually light or bulky cargo stowing at more than 1.2m3 / tonne but may be heavy castings of an ackward shape where a lot of space is occupied. Tallying - All the cargo is tallied aboard the vessel, for which purpose tally clerks are employed. There are generally 2 sets of tally clerks, one set being employed by the ship and the other by the shipper. Optional Cargo - is the cargo which is destined for discharge at either one or two or more ports. It must be stowed so as to be available for discharge at any of the optional ports. Free Space Full and Down - having all cargo space filled and being so weighted as to have the hull down exactly to the Plimsoll mark Cargo Calculation involving the above Cargoes to be calculated keeping in mind the maximum draught that will be experienced when passing through different load line zones (after taking into consideration the consumption of fuel and fresh water). Also should consider the density of the dock water and maximum draught allowed and the UKC to be maintained in the next port. Hold Cleaning and Preparation After each discharge operation cargo holds to be cleaned thoroughly if necessary with sea water and then with fresh water. All the dunnages removed and disposed of in the previous discharge port. Bilges (strum boxes) to be tested, cleaned and covered with burlap. If food grains to be loaded then ensure no rust, no smell of paint, no rodents or insects, no residue of previous cargo, etc. is present. Co2 system, sprinkler system or other fire fighting system tested. Ventilators checked. Ensure all manholes to the DB tanks properly secured to prevent leakage into the hold. Ensure water tight integrity of the hatch covers and booby hatches. Ensure sufficient ventilation and illumination provided while working cargo. All cargo gear checked and tested. Prior to loading ensure clean, dry, odourless and unstained dunnages available. If refrigerated cargo is to be loaded then precool the hold prior to commence loading.

Dunnages - Are additional wood planks placed between the cargo and the ship to enhance ventilation (to avoid cargo sweat and ship sweat) and prevent contact damage to cargo. Spar Ceiling - Permanent dunnages provided inside the holds of the ship are called spar ceiling. Uses of Dunnages Timber boards which are laid singularly or in double pattern under cargo parcels to keep the surface of the cargo off the steel deck plate. Its purpose is to provide air space around the cargo and so prevent cargo sweat. Heavy lift cargoes would normally employ heavy timber bearers to spread the load and dunnage would normally be used for lighter load cargoes. Specialised Arrangements Depending on the type of cargo eg. Luxury boats, train coaches, etc Separation of Cargo Required to separate the cargo for facilitating discharge at different discharge ports. To prevent tainting, contamination, reaction, fire prevention, IMDG segregation, etc. Special Cargoes Heavy lifts, extreme temperatures, Huge volume, Sensitive to temperature, eg cargoes of 200C, +200C, big machineries, pressure vessels, photo films, electronic items Causes of Damages to the Cargo Sweat and ventilation A great no of claims are made for merchandise which has been damaged in transit. Much of this damage is caused by either ships sweat or cargo sweat and could be effectively reduced by prudent ventilation of cargo spaces. Sweat is formed when water vapour in the air condenses out into water droplets once the air is cooled below its dew point. The water droplets may be deposited onto the ships structure or onto the cargo. In the former it is known as ships sweat and this may run or subsequently drip into the cargo. When the water droplets from on cargo this known as cargo sweat and will occur when the temperature of the cargo is cold and the incoming air is warm. If the temperature of the external air is less than the dew point of the air already inside the space, sweating could well occur. Such conditions give rise to ships sweat and is commonly found on voyages from warm climates towards colder destinations. Similarly if the temperature of the air in the cargo compartment is lower then the dew point of incoming air sweating would again occur giving rise to cargo sweat. This could be expected on voyages from cold places towards destinations in warmer climates. Prevention of Sweat If cargo sweat is being experienced or likely to occur, ventilation from the outside air should be stopped until more favourable conditions are obtained. If the dew point temperature in the cargo compartment can be retained below the temperature of the ships structure there would be no risk of sweat forming. Forced ventilation and re-circulating systems with dehumidifying equipment can achieve satisfactory conditions. Types of Ventilation Natural ventilation, Forced Ventilation, Re-circulation and surface ventilation Log Book Entries - Entries regarding weather and conditions experienced during loading / at sea and also during discharging. - Any stoppages during the loading and discharging and their causes - machinery breakdowns, strikes, inclement weather, non availability of cargo etc. - The draughts morning and evening - this will give an idea of cargo loaded or discharged if due allowance is made for fuel and ballast - entries concerning cargo hold ventilation

- entries concerning cargo inspection and checking of lashings The Hague Rules The Hague Rules are so called because the work on them commenced at a meeting of the International Law Association at The Hague in the Netherlands in 1921. They were eventually adopted by a diplomatic convention at Brussels in 1924 so they are also referred to as the Brussels Convention, although they are normally called the Hague Rules. They represent the first effective internationally agreed control of bill of lading terms. Many ship owners were at that time undertaking no liability whatsoever. Excluded all ship owners' liability for all events including their own negligence. A major argument put forward at that time was that different forms of bills of lading made them very difficult to handle; people had to read them carefully to see what liability was involved; the position of financing banks had become difficult; uniformity would bring great advantages. So the Hague Rules, adopted at Brussels in 1924, are a scheme for uniformity of bills of lading adopting the Harter Act compromise of the split risk between carriers' risks and cargo owners' risks Ship owner is not allowed to contract out of a liability for due diligence - not the strict liability, but due diligence - as regards seaworthiness and care of cargo; and in return for that, he is not liable for negligence in navigation and management of the ship. Was a scheme of split risk. Some risks are carriers' risks and some risks are cargo risks. Carriers' risks are seaworthiness (a duty of reasonable care as to seaworthiness) and care of cargo; shippers' risks are negligence in navigation and management The ship owner could not say that he had exercised due diligence by appointing competent marine surveyors or repairing companies and so forth. If those organisations were themselves negligent, the ship owner had to answer. The Hague Visby Rules They consist of provisions intended to remedy defects noted in the Hague Rules over some 40 years of operation, to which carriers had drawn attention. They are Hague with certain alterations made in the interests of correcting particular difficulties perceived then as having emerged from the operation of the Hague Rules over 44 years. An obligation on the carrier to use due diligence to make the ship seaworthy before and at the beginning of the voyage and an obligation on the carrier to keep and care for the cargo. A one year time limit for the cargo owners to bring the claim The key point about any contract covered by the Hague-Visby Rules is that a carrier cannot contract out of them in that although he can increase his obligations above those set out by the Hague-Visby Rules, he cannot try to decrease them and any clause which purports to do this will be void Hague Visby Rules provides in that Rules are applicable to all goods, ware, merchandise and articles of every kind except live animals and deck cargo. In respect of both these cases parties are free to negotiate their own terms of carriage. The exclusion is justified due to the peculiar risk attached to the carriage by both categories of cargo. The Hague Visby Rules apply to the contract of carriage from the time when the goods are loaded on to the time they are discharged from the ship (Tackle to Tackle). Under the Hague Visby rules carrier includes the owner or charterer who enters into a contract of carriage with a shipper Under the Hamburg Rules carriers conclude a contract of carriage of goods by sea with a shipper. These Rules also cover actual carriers, which include any person entrusted by the carrier to perform all or part of the carriage of the goods.

Under the Hague Visby rules the carrier must exercise due diligence to (a) make the ship seaworthy (b) properly man, equip and supply ship (c) make the parts of the ship in which goods are carried fit and safe for the receipt, carriage and preservations of the goods The carrier shall properly load, handle, stow, carry, keep, care for and discharge the goods carried The Hague Visby Hamburg Rules Hamburg Rules apply to the contract of carriage and not to the bill of lading but the Hamburg Rules still envisage that the carrier should issue a bill of lading. Provision has been made for facsimile and electronic transmission of bills of lading. Hamburg Rules cover all kinds of cargo including live animals. Hamburg Rules refers to the carriage of live animals subject to the general obligations of care outline in the said article and the carrier will not be liable for loss resulting from any special risk inherent in that kind of carriage. Hamburg Rules provides for deck cargo. The carrier is entitled to carry the goods on deck only if it is in accordance with an agreement/undertaking with the shipper or is in accordance with the usage, rules or regulations. Such an agreement between the carrier and shipper must be included in the bill of lading. Hamburg Rules introduced Three new requirements for the shipment of dangerous goods. (a) There should be an indication in the cargo that it is dangerous. (b) The dangerous character of the goods has to be informed to the carrier. (c) Necessary precaution to be taken and the bill of lading must include an express statement that the goods are dangerous. The Hamburg rules covers the period during which the carrier is in charge of the goods at the port of loading during the carriage, and at the port of discharge. Carrier is deemed to be in charge of the goods at the time of receipt of goods to the time of delivery. The Rules in fact cover the entire period of carriage even during transshipment. Under the Hamburg Rules the carrier is in greater responsibility for deck cargo. In the absence of a statement in a bill of lading that deck carriage is permitted the carrier has unlimited liability if it in fact carries on deck having the burden of providing permission. Where the carrier is authorized to carry on deck, it has the same liabilities as in the case of under deck carriage. Hamburg Rules makes a distinction between the carrier and the actual carrier. Under the Hamburg Rules the carrier is liable for loss, damage, or delay in delivery of goods, if the loss occurred while the goods were under the carriers charge, unless the carrier proves that he, his servant or agents took all measures that would reasonably be required to avoid the occurrence and its consequences (Loss or damage) Responsibilities of the OOW
-

All cargo gear in good order derricks, cranes, wires, pulleys, blocks, ropes, shackles etc Unauthorised personnel away No smoking enforced Condition of cargo inspected Damaged cargo not loaded Cargo loaded as per the cargo plan Sufficient illumination provided for cargo operations Safe means of access to vessel gangway rigged properly and illumination sufficient Safe means of access inside the holds Ro-Ro vessels ramps are working satisfactorily Container ships lashing arrangements are adequate

Record of all events commence work, stop work, gangs on board etc Mooring lines checked regularly Morning and evening drafts recorded Fire and security rounds made IMDG cargo properly labelled and not damaged or leaking Monitor weather conditions tide, wind, rain and predicted weather.

Basics of Cargo Handling Basics of Cargo Stowage Cargo stowed so as to enable correct and speedy discharge. Cargo for a port must not be over stowed by a cargo for other port. Discharge cargo to be distributed among hatches to reduce working time. Pilferage of cargo must be avoided. Prevent tainting of cargo. Wetting of cargo by rain / snow or sweating. Bulk liquid cargo damage is mainly due to contamination either by mixing with previous cargo or with cargo in other tanks. Solid bulk cargo damage mainly due to contamination with previous cargo or improper ventilation. Segregations of cargo to be ensured while loading IMDG cargo. IMO Safety Guidelines on Cargo Stowage Plimsoll Mark and Load Lines

The deck line is shown here for illustration only. Usually the distance between the deck line and the Plimsoll mark is greater than shown here. The distance between the deck line and the mark to which the vessel is loaded is the Freeboard. The mark is required to be permanently fixed to the vessel amidships on both sides of the hull and painted in a colour that contrasts with the hull colour.

The load line regulations provide various zones around the worlds ocean area. These zones reflect permanent and seasonal areas which are depicted on a chart which accompanies the regulations. There are 3 permanent zones namely summer zone in each hemisphere and a tropical zone across the equatorial belt and the ship when passing through these zones the appropriate load line should be used. There are 5 seasonal areas usually found confined by land masses and include the black sea the Baltic sea, Mediterranean, sea of Japan and the special winter area in the North Atlantic. Generally cargo is loaded in the river mouth where the density is close to one. Hence Dock Water Allowance is applied to load beyond the load lines. Lumber Load Lines When loading timber and when certain conditions are met timber loadlines are assigned. This allows the ship owner to load more timber.
(1) Summer: not more than 10 percent winds of force 8 Beaufort (34 knots) or more. (2) Tropical: not more than 1 percent winds of force 8 Beaufort (34 knots) or more. Not more than one tropical storm in 10 years in an area of 5 square in any 1 separate calendar month. North Atlantic Winter Seasonal Zones I and II. (1) The North Atlantic Winter Seasonal Zone I lies within the meridian of longitude 50 W. from the coast of Greenland to latitude 45 N.; thence the parallel of latitude 45 N. To longitude 15 W.; thence the meridian of longitude 15 W. to latitude 60 N.; thence the parallel of latitude 60 N. To the Greenwich Meridian, thence this meridian northwards. (i) Seasonal periods: Winter: October 16 to April 15. Summer: April 16 to October 15. The North Atlantic Winter Seasonal Zone II lies within the meridian of longitude 6830 W. from the coast of the United States to latitude 40 N.; thence the rhumb line to the point latitude 36 N., longitude 73 W.; thence the

CARGO DOCUMENTS Shipping Documents Letters of Credit

A standard, commercial letter of credit is a document issued mostly by a financial institution, used primarily in trade finance, which usually provides an irrevocable payment undertaking.

Notice of Readiness -

Mates Receipt A receipt for goods received and delivered on board the vessel. It is signed by the Chief Officer who is the cargo officer. It forms the basis of Bill of Lading. Bills of Lading - are the consignees title to the goods stated thereon and he therefore expects to receive the goods as they are described. If the goods vary either in quantity or quality from that stated he will make a claim against the ship for loss incurred. As a receipt As evidence of the contract of carriage; and As a document of title. Functions of Bills of Lading A document that establishes the terms of a contract between a shipper and a transportation company. It serves as a document of title, a contract of carriage and a receipt for goods. Bills of Lading issued under a Charter Party B/L issued by the hirer (charterer), and not by the owner, of the ship (vessel) transporting the shipment. Since the owners of the vessel often have the right to lay claim to the cargo aboard the ship (in case of a dispute with the chartrer) banks generally refuse to accept such B/Ls as collateral for loans, or for payment under a letter of credit. Letters of Protest

Letters issued to shipper / stevedore / or other persons to let them know that either cargo/ship is already damaged or will be damaged in due course. This is to protect the owner from claims or ship repair charges. Note of Protest Master of a ship makes a declaration of Protest under oath before a Notary Public or Magistrate. The declaration often affects cargo damaged or suspected of having damage due to peril of sea. This supports a cargo owners claim against his underwriters. Master may extend Protest once the situation has been further assessed and the full extent of damage is revealed. A document prepared by the captain of a vessel on arriving at port; shows conditions encountered during voyage, generally for the purpose of relieving ship owner of any loss to cargo and shifting responsibility for reimbursement to the insurance company Letters of Indemnity the most common Letter of Indemnity is the Letter of Indemnity used to procure the delivery of cargo in the absence of production of the Bill of Lading. LOI: Indemnifies the carrier for delivery; Undertakes to surrender the Bill on receipt of the Bill; Will also include a choice of law jurisdiction clause. Other Documents Cargo Manifest Official listing of all cargo parcels carried on board the vessel Cargo record book Record of cargo movements affecting the ship Cargo securing manual For ships other than tankers and gas carriers The purpose of this manual is to cover all relevant aspects of cargo stowage and securing. Securing devices and methods must meet acceptable criteria for strength. Each manual is prepared for a specific ship relevant to the type of cargo parcels it is engaged to carry. Cargo stowage plan a charted plan of the vessel cargo carrying spaces which shows the type, tonnage and description of goods for designated discharge ports. Document of Authorisation issued by a surveyor following survey of the ships cargo holds and its ability to carry cargo safely. Register of Lifting Appliances and Cargo Handling Gear record of all ships cargo handling equipment, usually retained and updated by the ships Chief Officer. It contains all the certificates for cargo handling items eg shackles, wire ropes, blocks, hooks and chain, testing of cranes etc : GENERAL PRINCIPLES All cargoes should be stowed and secured in such a way that the ship and persons on board are not put at risk. The safe stowage and securing of cargoes depend on proper planning, execution and supervision. Personnel commissioned to tasks of cargo stowage and securing should be properly qualified and experienced. Personnel planning and supervising the stowage and securing of cargo should have a sound practical knowledge of the application and content of the Cargo Securing Manual, if provided. In all cases, improper stowage and securing of cargo will be potentially hazardous to the securing of other cargoes and to the ship itself. Decisions taken for measures of stowage and securing cargo should be based on the most severe weather conditions which may be expected by experience for the intended voyage. Ship-handling decisions taken by the master, especially in bad weather conditions, should take into account the type and stowage position of the cargo and the securing arrangements.