carriage of seedcake - standard p+i

8/3/2019 Carriage of Seedcake - Standard P+I

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WHAT IS SEEDCAKE?

Seedcake is the residue remaining a ter the removal o oil rom

any oil-bearing seeds, cereals and cereal products, and any other

commodities with similar properties. This is achieved by mechanical

crushing or by a process known as solvent extraction. Seedcake is a

by-product o the production o vegetable oils rom the oil-bearing

seeds or grains, and is principally used as an animal eed or ertiliser.

With some exceptions (or example, solvent-extracted seedcake with

low-residual oil and moisture, which is not regarded as hazardous),

seedcake is a hazardous cargo that can sel-heat owing to the presence

o moisture, residual oil or both. Although the sel-heating process is

slow, it can cause the bulk temperature o the cargo to rise to the point

at which it ignites spontaneously. The shipper is required, accordingto the provisions o the IMSBC Code, to provide a certiicate rom a

person recognised by the competent authority o the country o

shipment conirming the oil and moisture content o the shipment,

on the basis o which the UN number o the cargo is determined.

The moisture content o a seedcake cargo is relevant since high

moisture content promotes microbiological activity, which may be

responsible or the initial rise in temperature up to about 70ºC and

deterioration in the quality o the seedcake. This activity alone will not

cause the seedcake to ignite, but it will accelerate oxidation o the

residual oil, which in turn can cause the temperature to rise suiciently

to the point at which the seedcake will spontaneously ignite.

According to the IMSBC Code, seedcake derived rom solventextraction has an additional hazard arising rom residual lammable

solvent mixed in the cargo. Seedcake determined to be non-hazardous,

and certiied as such, is non-combustible and has a low ire risk.

It is important to measure the cargo temperature beore and ater

loading, and during carriage to ensure that incipient signs o sel-heating

are detected and appropriate action can be taken. Digital thermometers

o the type shown below are employed or this purpose.

^ Temperature reading taken during sel-heating leading to spontaneous combustion

TYPES OF SEEDCAKE

There are our types o seedcake listed in the IMSBC

Code deined by the oil and moisture content and the method o

production. These are summarised below and a greater amount o

detail on each o the types o seedcake, together with requirements

or loading and carriage, are set out in Appendix 1:

• UN 1386 (a)

Mechanically expelled seeds, containing more than 10% o oil or

more than 20% o oil and moisture combined.

• UN 1386 (b)

Solvent extractions and expelled seeds, containing not more than

10% o oil and when the amount o moisture is higher than 10%,not more than 20% o oil and moisture combined.

• UN 2217

With not more than 1.5% oil and not more than 11% moisture.

• NON-HAZARDOUS

Solvent-extracted rape seed meal, pellets, soya bean meal,

cotton seed meal and sunlower seed meal, containing not more

than 4% oil and 15% oil and moisture combined and being

substantially ree rom lammable solvents.

Seedcake is usually transported as a dry bulk cargo, in the orm o

pulp, meal, cake, pellets and expellers. The cereals and cereal

products carried as seedcake are those derived rom:

Bakery materials Barley malt pellets Beet

Bran pellets Brewers grain pellets Citrus pulp pellets

Coconut Copra Corn gluten

Cotton seed Expellers Gluten pellets

Ground nuts, meal Hominy chop Linseed

Maize Meal, oily Mill eed pellets

Niger seed expellers Oil cake Palm kernel

Peanuts Pellets, cereal Pollard pellets

Rape seed Rice bran Rice broken

Salower seed Seed expellers, oily Soya bean

Strussa pellets Sunlower seed Toasted meals (not

included in UN 2217)

The main characteristics o the dierent grades o seedcake aresummarised in the table below.

UN 1386 (a) UN 1386 (b) UN 2217 Non-hazardous

Class 4.2 4.2 4.2 N/A

Group B B B C

Size N/A N/A 0.1mm– 5mm N/A

Class reers to hazard classifcation as per the IMDG Code. Class 4.2represents cargoes liable to spontaneous combustion.

Group reers to the hazard groups o the IMSBC Code. Group B

consists o cargo that possess a chemical hazard that could give riseto a dangerous situation on a ship. Group C consists o cargo that areneither liable to liquey (Group A) nor to possess chemical hazards(Group B).



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The characteristics of bulk seedcake are:

Angle of repose: Not applicable

Bulk density (kg/m3 ): 478 to 719

Stowage factor (m3 /t): 1.39 to 2.09

The low chart below is a useul tool or determining which category o seedcake a shipment alls under and the respective carriage

requirement that applies.

YES

YES

YES

YES

NO

NO

NO

NO

Has the cargo undergonesolvent extraction?

Not safe for carriage –

seek expert advice

Does it contain morethan 10% of oil?

Is the oil content less than

1.6% and moisture content

less than 12%?

Seed cake

UN 1386 (b)

Seed cake

UN 2217

Seed cake

UN 1386 (a)

Is the oil and moisturecontent combined

greater than 20%?



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SOURCES OF HEATIN THE HOLD

^ Seedcake damage showing a broken temperature gauge

As with other dangerous goods, the IMSBC Code requires

hazardous seedcakes to be kept as cool and dry as reasonably

practicable, and stowed away rom all sources o heat or ignition.

Sources o heat and ignition include:

• hot uel oil tanks

•hot uel oil lines

• hold lights let on

• poor electrical wiring

• carelessly discarded smokers’ materials

In respect o smokers’ materials, it is important to emphasise that

live cigarette ends can be transerred rom the shore side and buried

in the cargo during loading operations. This is particularly hazardous

i it comes into contact with extraneous combustible material in

the cargo.

The IMSBC Code is quite particular about UN 1386 (b) and UN 2217

cargo, stating that i the bulkhead between the cargo space and

the engine room is not insulated to class A-60 standard, solvent

extraction seed shall be stowed ‘away rom’ the bulkhead. This meansthat a ‘alse bulkhead’ may have to be constructed i applicable.

However, it is not just hazardous cargo that requires such protection.

The heating o uel oil tanks and the warm machinery spaces adjacent

to cargo holds are requent causes o heat damage to solid bulk

cargo, particularly grain cargo.

SELF-HEATING ANDSPONTANEOUSCOMBUSTION

The main hazard o seedcake cargo is the risk o sel-heating

and spontaneous combustion. Ships carrying hazardous cargo are

required to have on board a valid document o compliance conirming

the ship’s suitability or carrying dangerous goods. The individual

schedules or each o the types o seedcake are discussed in

Appendix 1 and these also explain the ire-ighting requirements that

must be in place.

Sel-heating leading to spontaneous combustion in a cargo o

seedcake can be triggered by microbiological activity or exposure to

a source o elevated temperature in the hold or both. In respect o UN

1368 (a) seedcake (which presents the highest risk o sel-heating),

the cargo temperature shall not be greater than 10ºC above ambienttemperature or 55ºC, whichever is the lower, prior to loading. There

have been instances o ‘non-hazardous’ type seedcake sel-heating

and, in one case, the cargo was removed beore it ignited.

^ Wet seedcake with mould, sel heating



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Case sTUDy: heaTeD sOybeaN meal

A ship carried 55,000 tonnes o soybean meal rom Brazil

to Thailand. On discharge, it was ound that some o the cargo

against the engine room bulkhead in the ater most hold was

discoloured (dark brown), overheated and partly caked.

^ Sel heating seedcake

The location o the uel oil tanks within the engine room adjacent to

the hold bulkhead could be seen rom within the hold due to dark

heat marks (paint discolouration) at either side o the bulkhead.

Additionally, uel tanks were also located under the tank top o this

hold, increasing the amount o heat conducted to the cargo.

^ Smoking seedcake cargo. Double bottom uel oil heating should be managed

The darker parts o the bulkhead were ound to be hot when

touched. I bulkheads in the holds are ound to be hot when

touched, and seedcake, grains or other heat sensitive cargo are to

be loaded, the master should contact the ship owner/operator or

advice. In practice, the surace temperature o the bulkhead

should be measured by using inrared temperature guns, as the

determination o temperature by touch is subjective.

Case sTUDy: CITRUs pUlp pelleTs

The owners o a large

bulk carrier were held liable or

heat damage to a shipment o

citrus pulp pellets when the

cargo was ound smouldering

at the discharge port.

The damaged cargo was

located against the warm

engine room bulkhead in the

ater most cargo hold o the

70,000 dwt ship. There were

no other heat sources and a

survey conirmed that there

were no bunker tanks or other

heated tanks on the engine

room side o the bulkhead.

Eight to 12 metres up an

engine room escape trunk,

heat could be elt radiating

rom inside the cargo space.

The cargo was a hazardous

seedcake cargo: liable to

sel-heating and spontaneous

combustion due to its oil and

moisture content.

Barges loaded with the

damaged cargo were ordered

to shit to berths away rom

the city centre because o the

smoke and oul smell.

^ Discharging specialised grain birth

^ Have a thermometer onboard in order

to take cargo temperature

A signiicant amount o the cargo was damaged, with losses in

the thousands o dollars. Additional costs were incurred due to:

• survey ees

•barge rental

• shiting expenses

• destroying damaged cargo

• customs ormalities

Loss o cargo was limited by segregating sound cargo rom the

damaged cargo when the ship arrived at the discharge port.

Had the ship been delayed, or the voyage been longer, a ire

could have started, with grave consequences.



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Case sTUDy: lOaDINg vIOlaTION –

palm keRNel expelleR (pke)

Due to the combination o an error on the part o the

master, an ambiguous agreement between the owner and

charterer, and a misleading certiicate provided by the shipper, a

bulk consignment o PKE was loaded on a ship in violation o the

SOLAS regulations and despite being speciically excluded in

the charterparty.

The ship was not:

• designed or itted or the carriage o this dangerous commodity

• in possession o the required certiicates and proper

documentation

• observing the necessary saety procedures or the cargo

The matter came to light only at the discharge port when the port

state control inspector requested to see all the relevant documents

and records.

Even though PKE was excluded in the charterparty, the owners

agreed to load, subject to the shipper supporting his claim that

the cargo was ‘non-hazardous’ seedcake as listed in the IMSBC

Code, by providing a certiicate rom the competent authority.

An independent surveyor was appointed by the owners to

supervise the loading operation. The master was inormed

o these intentions and arrangements. As per the laboratory

analysis results provided onboard, the consignment conormed

to Seedcake UN 1386 seedcake (b) UN Class 4.2, and the attending

owner’s surveyor conirmed this. However, despite clear evidence

that the cargo was dangerous, the shipper misdeclared it on his

certiicate by simply stating that it was ‘non-hazardous’.

The master ailed to note the dierence between the charterer’s

description o the cargo and the type o seedcake determined by

laboratory analysis, and the signiicance o the dierent types o

seedcake as listed in the IMSBC Code having regard to carriage

conditions. He also ailed to appreciate that the ship’s certiicate

o itness did not permit the ship to load the cargo being shipped.

It was urther observed that the crew had not properly documented

hold temperature records, having written them on scrap pads andnot in the deck logbooks.

It is the master’s responsibility to veriy that the ship is properly

certiied and equipped or carrying any intended cargo as soon as

he is told about it by the charterers or owners. He should consult:

• International Maritime Solid Bulk Cargo Code

• International Maritime Dangerous Goods Code

• ‘BLU Code’ – the Code o Practice or the sae loading and

unloading o bulk carriers

• the ship’s certiicate o itness (document o compliance)

• charterparty

• company instructions (operations/cargo/manuals)

• ISM Code

Source: The Nautical Institute Marine Accident Reporting

Scheme (MARS)

DOCUMENTATION

The shipper/charterer shall provide the master or his

representative with appropriate inormation on the cargo suiciently

in advance o loading to enable the precautions that may be

necessary or the sae loading and the proper stowage and sae

carriage o the cargo to be put into eect.

When the master is instructed to load a cargo that he is not amiliar

with, the master should request urther inormation rom the owner/

operator or charterer.

Cargo inormation shall be conirmed in writing and by appropriate

shipping documents prior to loading. Appendix 2 sets out what

inormation the IMSBC Code requires or dry bulk cargo, particularlyrom shippers.

DOCUmeNTaTION ReqUIReD ONbOaRD a shIp

CaRRyINg DaNgeROUs gOODs

• Stowage plan

Each ship carrying dangerous goods in solid orm in bulk shall

have a special list or maniest setting orth the dangerous goods

onboard and the location thereo, in accordance with Saety o

Lie at Sea (SOLAS) regulation VII/7-2.2. A detailed stowage plan,

which identiies by class and sets out the location o all

dangerous goods onboard, may be used in place o such a

special list or maniest.

• Emergency responseWhen dangerous goods in solid orm in bulk are carried,

appropriate instructions on emergency response to incidents

involving the cargo shall be onboard.

• Certiicate o itness or ships carrying dangerous goods

Cargo ships o 500 gross tonnage and over, constructed on or

ater 1 September 1984, and cargo ships o less than 500 gross

tonnage, constructed on or ater 1 February 1992, subject to

SOLAS regulation II-2/19.4 (or II-2/54.3), shall have a certiicate o

itness when carrying dangerous goods in solid orm in bulk,

except or class 6.2 and class 7 goods.



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SETTINGTHE STANDARD FOR SERVICE AND SECURITY

March 2011

BULK Cargoes –

HoLD PreParaTIoN

aND CLeaNINg

INTRODUCTION

Aspart of the LossPreventionprogramme,the Standard

Clubpublishes StandardCargo seriesasa meansof focusing onbest practicesinthe carriage of cargo.

Thispublication isaimedat helping masters,ships’cargo officers,

shore superintendentsandchartering managersunderstandtherequirementsof holdpreparationbefore loading bulk cargoes.Such

awarenesswill assist inpreventing claimsforcargo loss,cargocontamination,additional survey costs,delay to ships,andin

preventing disputesoveroffhire andcharterparty issues.

Preparationofa cargoholdis notjusta questionofsweeping,cleaningorwashingdown thehold.There areanumberof matterstoconsider,

andfailing to adhere to goodpractice can result insubstantial claims.

A lack of knowledge,oftenoriginating inchartering or commercialdepartments,canalso be the underlying cause of majorclaims.

The first reference source forthe carriage of bulk cargo shouldbe the

International Maritime SolidBulk CargoesCode (IMSBC),issuedbyIMO.It wasrevisedandreissuedin 2009.It isa requirement that a

copy of the Code shouldbe onboarda bulk carrier,andthe revisedCode ismandatory underSOLAS from1 January 2011.Nothing in

this StandardCargo guide isintendedto differfromthe advice giveninthe Code,and the advice giveninthe Code shouldalwaysbe the

first point of reference.It hasnot beenpossible to include preparationadvice here forall bulk cargo,andthe IMSBCshouldtherefore be

consultedwheneverany questionarises.

STANDARD CARGO

ChrisSpencer: Directorof LossPrevention Telephone: +44 20 3320 8807

E - ma i l: c h r is . sp e nc e r @c t c pl c .c o m

^ Coal loading

^ Coal discharge

^ Washing downa cargo hold

LOADING, STOWAGEAND SEGREGATION

WeaTheR pReCaUTIONs

The IMSBC Code makes it clear that seedcake cargo shall be

kept as dry as practicable. The cargo should not be handled during

precipitation. During loading and discharge, all non-working hatches

o the cargo holds into which the cargo is loaded or to be loaded

should be closed. Masters and cargo oicers should be aware o the

prevailing weather conditions and have obtained a weather orecast.

Beore loading commences, clear communication should be put in

place with those in charge o the shore-side operations over the

action to be taken in the event o rain.

TRImmINg

Trimming a cargo reduces the likelihood o the cargo shitingand minimises the surace area available or air to enter the cargo.

An increased air supply can promote spontaneous heating caused

by oxidation o the residual oil in the cargo. To minimise these risks,

cargo shall be trimmed reasonably level. The cargo should be

trimmed in accordance with the relevant provisions o Sections 4 and

5 o the IMSBC Code, as ollows:

Due consideration shall be given to the amount of a solid bulk cargo

in each cargo space, taking into account the possibility of shifting

and longitudinal moments and forces of the ship. Cargo shall be

stowed as widely as practicable to the boundary of the cargo space.

Alternative hold-loading restrictions, as required by SOLAS chapter

XII (additional safety measures for bulk carriers), may also need to be

taken into account.

The master has the right to require that the cargo be trimmed level,

where there is any concern regarding stability based upon the

inormation available, taking into account the characteristics o the

ship and the intended voyage.

For more inormed guidance on the trimming o cargo that low, reer

to the IMO International Code or the Sae Carriage o Grain in Bulk,

according to which the term ‘grain’ covers wheat, maize (corn), oats,

rye, barley, rice, pulses, seeds and processed orms thereo, whose

behaviour is similar to that o grain in its natural state.

HOLD CLEANLINESS

The IMSBC Code requires

the holds to be clean, and dry or

all types o seedcake cargo.

Cargo claims involving seedcake

cargo are commonly the result o

contamination – oten by residues

rom previous cargo.

The images show cement rom

a previous cargo contaminating

a cargo o soya bean meal. The

bottom image shows one o alarge number o pieces o cement

ound to be o substantial size.

In order that such claims are

avoided, the ship is required to

ensure that holds are suitably

cleaned, with all traces o

previous cargo removed.

In many claims, holds are rejected

prior to loading due to the staining

o the rames and bulkheads

rom previous cargo, particularly

coal and petcoke.

Numerous claims involve cargo

contaminated with dust, rust

and scale rom the tank top or

bulkheads. Oten, the amount

o scale is considerable.

Hold preparation is an important

part o the carriage and should not

be underestimated. The master

should seek proper guidance i

he is unclear about the hold

cleanliness requirements.

Cargo spaces are usually rejected

due to remnants o previous

cargo in upper parts o the hold,

underside o hatch covers and

on raming (where applicable).

Contamination from previous

cargo (cement)

^ Surveyor scraping cement rom the

bulkhead in the hold

^ Cement residues in less accessible parts

o the hold

^ Large pieces o cement contaminating

the cargo

For urther guidance, see the Standard Cargo

Bulk Cargoes – hold preparation and cleaning.



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VENTILATION

UN 1386 (a) cargo shall not be mechanically ventilated

(except in an emergency) and caution is required when mechanically

ventilating other hazardous seedcake cargo.

As previously discussed, a high moisture content o the cargo

can cause sel-heating through microbiological activity, producing

temperatures in the region o 70ºC. Such elevated temperatures can

accelerate the heat, producing oxidation o oil in the seedcake and

causing the temperature o the cargo to rise urther, possibly leading

to spontaneous combustion. Steam is usually produced beore the

cargo takes ire.

HAZARDS OFOXYGEN DEPLETION

The oils in seedcake are liable to oxidise, causing a

subsequent reduction o the concentration o oxygen in the air inside

the cargo space. Additionally, carbon dioxide and carbon monoxidemay be produced. Entry o personnel into cargo spaces or this cargo

shall not be permitted until tests have been carried out and it has

been established that the oxygen content has been restored to a

normal level and carbon monoxide is absent, or at least at a

concentration in which it is sae to work.

Even when the hatch covers have been open or some time, the

ladder access trunkings may still not be properly ventilated. Treat

these spaces as enclosed spaces and make use o personal gas

meters calibrated or oxygen and carbon monoxide.

HATCH COVERS

Hatches o the cargo spaces carrying seedcake shall be

weathertight to prevent the ingress o water. The majority o solid

bulk cargo damage claims involve water in the holds, and seedcake

is no exception.

The image below show seedcake with water damage, resulting in

mould, caking and discolouration o the cargo. A ship with leaking

hatch covers may be subjected to claims o ‘unseaworthiness’.

^ Water-damaged seedcake

haTCh COveR maINTeNaNCe

Ongoing maintenance and inspection are necessary to

ensure weathertight hatch covers. In order to prevent hatch covers

rom leaking, ensure that:

• rubber packing is in good order

• compression bars are in good order

• channels and drains are clear o cargo and debris

• securing devices are working eiciently

• the steel abrication o the hatch covers and coaming are

maintained and not holed

• welding o hatchways must not be carried out when they are

loaded with cargo

^ Compression bar and drain channel in good condition



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DUTIES OF THECARGO OFFICER

The cargo oicer, usually the chie oicer, should amiliarise

himsel with the properties, characteristics and hazards o the cargo

prior to loading. He should understand what measures need to be in

place to prevent deterioration o the cargo or a dangerous situation

occurring, and what to do should it happen. As per normal cargo

operations, he will be responsible or ensuring:

• holds are prepared prior to loading

• cargo gear is in good working order, suitable or the intended

work and conorming to Sae Working Load (SWL) requirements

• documents are in order conirming that the shipment is sae or

sea transport

• the recording o cargo condition and any pre-shipment damage• removable hatch covers (where applicable) are stowed in such a

place and ashion so as to not be damaged

• the ship’s itness or loading and carrying the cargo (including

access, lighting, guard rails, scupper plugs, ire-ighting, etc.

where applicable)

• monitoring the ballast operations

• sae conditions or the working o stevedores on board

• the conirmation o loading/discharging quantities and

procedures with shore-side

• the prevention o cargo damage during loading (including the

closing o hatch covers during precipitation where applicable)

• that hatches are secure on completion o loading

• the isolation and stowage o cargo gear on completion o

cargo operations• monitor draught surveys/cargo quantity measurements

• communications with respect to cargo operations

• no smoking

• hold lights o and electrically isolated

• holds sealed as appropriate

^ Grab loading shoreside hopper

DISCHARGE

As much as possible, prior to arrival at the discharge port,

consideration shall be given to:

• the requirements o the receiving country

• the draught survey

• the cargo surveys where applicable

• the discharge method/sequence

• ballasting

• ISPS

• the ship/shore saety checklist

• monitoring o gangway and moorings

•

weather conditions during discharge

Reer to the Nautical Institute Bulk Carrier Practice or more

detailed guidance.

CleaN-Up

The level o cleaning undertaken in the holds ollowing

discharge o the cargo should be driven by the requirements o the

next cargo to be loaded. Where the next cargo is unknown, holds

should be cleaned to ‘grain clean’ standard (reer to Standard Cargo

Bulk Cargoes – hold preparation and cleaning publication).

EMERGENCYPROCEDURES

The temperature o this cargo shall be measured regularly

at a number o depths in the cargo spaces and recorded during the

voyage. I the temperature o the cargo reaches 55°C and continues

to increase, the master should inorm the owner/manager and seek

expert guidance. Ventilation to the cargo space should be stopped

and the hold should be sealed. Eective sealing o the hold may be

suicient to arrest the heat-producing oxidation reaction. This is

because the oxygen is used up in the reaction aster than it can be

replenished and the oxygen concentration in the hold then alls to a

level at which the reaction can no longer be sustained. I, subsequently,

ventilation o the cargo space is resumed, it is likely that the oxidation

reaction will cause sel-heating o the cargo also to resume. In the

event that the cargo continues to sel-heat ater the hold has been

sealed, the temperature within the hold should be assessed by

any means available and the master will need to consider urther

ire-ighting measures, such as introducing carbon dioxide or inert

gas to the cargo space.



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DISTILLER’S DRIEDGRAIN (DDG) AND DDGWITH SOLUBLES (DDGS)

shIppeR’s OffeRINg hazaRDOUs CaRgO

as haRmless

Some shippers, normally in the United States (US), are

attempting to oer DDGS cargo as non-hazardous with respect to

the IMSBC Code and thus exempt rom classiication as Class 4.2

hazardous cargo under the provisions or seedcake. In this regard,

DDG and DDGS are not strictly seedcake as they are the residual

materials rom the industrial distillation o, principally, corn to produce

ethanol as a bio-uel; they are not the result o mechanical or solvent

extraction processes. Having noted that, they are oil-containing

vegetable matter and it is noted that the residual material rom

beverage distillation (Brewers’ Grain Pellets) is listed as seedcake (see

the list on page 2).

Indeed, due to the oil and moisture content, the cargo have

traditionally been considered as hazardous and have been typically

classiied as Class 4.2 under Seedcake UN 1386 (a) and (b).

However, there is a dierence o opinion concerning the hazards o

distiller’s dried grain. In June 2010, the US submitted to the IMO

Sub-Committee on Dangerous Goods, Solid Cargo and Containers

(DSC) a recommendation that DDG be carried as a grain and DDGS

as non-hazardous cargo (Group C) in accordance with the provisions

o the IMSBC Code. The 15th meeting o the DCS (DCS 15) was held

in London in September 2010 and it considered the US submission.

DSC 15 accepted the US proposal and that DDGS has been, or the

present time, accepted as a non-hazardous material or the IMBSC,providing it has an oil content o not more than 11% and a moisture

content o not more than 12%.

Test results

In its submission to IMO DSC 15, the US committee commissioned

to determine the products’ sel-heating characteristics in relation to

the criteria relied on by IMO when classiying products as Class 4.2

’Substances liable to spontaneous combustion’.

The test involves heating speciied amounts o materials at 140°C

over a 24-hour period. A temperature increase o 60°C or more

signiies dangerous sel-heating and that the product shall be

classiied as liable to spontaneous combustion.

Twenty samples were submitted or analysis/assessment. The test

results, however, showed only minor temperature increases o

between 0ºC and 18ºC – well short o the 60ºC that is required or

inclusion as Class 4.2 cargo. The results o some urther tests, using

larger sample sizes, were also included in the submission to DSC 15.

While the submission ocused on the generally low temperature

rises seen in the irst 20 tests, one o the urther tests resulted in a

temperature rise o 49ºC. While this igure is still short o the 60ºC

temperature rise needed to result in a material being classiied as a

Class 4.2 material, it tends to indicate that with dierent material or

dierent conditions, a greater temperature rise might be possible.

CARRIAGE INCONTAINERS

The International Maritime Dangerous Goods (IMDG) Code

governs the carriage o dangerous goods in packaged orm. The

IMDG Code requirements or hazardous seedcake in containers

ollows the guidance or the carriage o hazardous seedcake in bulk,

as required by the IMSBC Code described in this article:

• the cargo shall be kept dry

• surace ventilation is required (through ventilation is required or

UN 1386 (a) and (b))

• the cargo shall be kept away rom all sources o heat, which

includes pipes and bulkheads, which are liable to become

heated (e.g. engine-room bulkhead or heated uel oil tanks)

The containers can be carried on or under deck, with the exception

that seedcake UN 1386 (a) cannot be transported on passenger

ships where the number o passengers is more than 25 or there is

more than one passenger per 3m o overall length (IMDG Code

7.1.1.2.5 Stowage category E).

^ A container load o bagged soya bean meal water-damaged due to high moisture and

poor ventilation

^ Condition o wetted cargo in comparison with

sound one

Caked

Discoloured

Discoloured and mildewed

Sound one



11

In this regard, some o the higher temperature rises were seen in

samples o DDGS having lower moisture content. This might raise the

possibility that moisture migration and heating due microbiological

activity in a parcel o DDGS cargo could lead to conditions in which

signiicant sel-heating might occur. It is also o note that DDGS is not

a homogeneous cargo. The distribution o moisture and oil through

the bulk o a parcel o the cargo will not be uniorm and a question

thereore remains as to whether, in some circumstances, conditions

might arise in which some sel-heating might occur.

In its submission to DSC 15, the US also pointed out that there

had been no instances o ires arising rom carriage o DDGS and

it also pointed to the dierences between the physical orms DDGS(granules or grains) and Brewers’ Grain Pellets as being signiicant

actors in its request to have DDGS ‘down-graded’ to non-hazardous

cargo. However, P&I clubs and consultants have witnessed charred

DDG cargo at out-turn; thereore, the risk o dangerous sel-heating

is evident and there is little technical inormation available to conirm

whether or not the dierence in mean particle size between Brewers’

Grain Pellets and DDGS or DDG is signiicant in the sel-heating process.

The ruling by the IMO is understood to be provisional and due or

review in December 2011.

^ Grab discharging seedcake

P&I COVER

Ships are expected to careully load, handle, stow, carry, keep,

care or and discharge the goods carried. Those onboard and those

managing ships should be aware that the carriage o seedcake can

present certain dangers, and the ships should take these into account.

A member’s P&I insurance is subject to the warranties, conditions,

exceptions, limitations and other terms set out in the rules and the

certiicate o entry.

According to the club rules, cover does not exist or unlawul and

hazardous trades. No claim is recoverable i it arises out o or is

consequent upon the ship being employed in an unlawul trade,

or i the board determines that the carriage, trade or voyage wasimprudent, unsae, unduly hazardous or improper. The phrase

‘unsae, unduly hazardous or improper’ includes the carriage o

hazardous cargo and may exclude recovery o a claim involving the

carriage o IMO hazardous cargo on a ship not classed to carry IMO

hazardous cargo.

^ Grain being discharged into shore hopper



12

The competent authority may permit seedcakes described in this

schedule to be carried under conditions governing Seedcake (b),

when satisied, as a result o tests, that such relaxation is justiied.

Certiicates rom the competent authority giving such permission

shall state the oil content and moisture content.

Seedcake, containing vegetable oil UN 1386 (b)

Solvent extractions and expelled seeds, containing not more than

10% o oil, and when the amount o moisture is higher than 10%,

not more than 20% o oil and moisture combined.

This entry covers the ollowing:1. All solvent-extracted and expelled seedcake containing not more

than 10% oil, and not more than 10% moisture; and

2. All solvent-extracted and expelled seedcake containing not more

than 10% oil and a moisture content higher than 10%, in which

case the oil and moisture combined must not exceed 20%.

The provisions o this schedule do not apply to solvent-extracted

rape seed meal, pellets, soya bean meal, cotton seed meal and

sunlower seed meal containing not more than 4% oil and 15% oil

and moisture combined. A certiicate rom a person recognised by

the competent authority o the country o shipment should be

provided by the shipper, prior to loading, stating that the provisions

or the exemption are met.

When, in solvent-extracted seedcake, the oil or oil and moisture

content exceeds the percentages stated above, guidance should be

sought rom the competent authority.

• I the bulkhead between the cargo space and the engine room is

not insulated to class A-60 standard, solvent extraction seedcake

shall be stowed ‘away rom’ the bulkhead.

• This cargo shall only be accepted or loading when the cargo is

substantially ree rom lammable solvent and a certiicate rom a

person recognised by the competent authority o the country o

shipment speciying the oil content and moisture content is issued.

• Beore shipment, this cargo shall be properly aged; the duration

o ageing required varies with the oil content. Ageing reers to the

period o storage o the cargo prior to loading.

• The temperature o this cargo shall be measured regularly at a

number o depths in the cargo spaces and recorded during the

voyage. I the temperature o the cargo reaches 55°C and

continues to increase, ventilation to the cargo shall be stopped.

I sel-heating continues, then carbon dioxide (CO2 ) or inert gas

should be introduced to the cargo space.

• In the case o solvent-extracted seedcake, the use o carbon

dioxide or inert gas shall be withheld until it becomes apparent

that ire is not liable to take place in the cargo space, to avoid the

possibility o ignition o solvent vapours.

APPENDIX 1DETAILS OF THE PROPERTIES LOADING ANDCARRIAGE REQUIREMENTS FOR EACH TYPEOF SEEDCAKE

Non-hazardous seedcake

Non-hazardous seedcake is regarded as non-combustible or a

material having a low ire risk. However, there have been incidents o

allegedly ‘non-hazardous’ seedcake sel-heating to temperatures as

high as 80°C during loading, requiring the cargo to be discharged to

avoid the risk o a ire in the hold. Furthermore, there are reports o

ire incidents involving this category o seedcake.

The IMSBC Code provides that the ollowing seedcake cargo can be

carried as non-hazardous when substantially ree rom lammable

solvents and containing not more than 4% oil and 15% o oil and

moisture combined:

• solvent-extracted rape seed meal or pellets

• soya bean meal

• cotton seed meal

• sunlower seed meal

A certiicate rom a person recognised by the competent authority

o the country o shipment shall be provided by the shipper, prior to

loading, stating that the requirements or exemption rom the conditions

o carriage or UN 1386 (b) and UN 2217 material are met and that

the consignment should not be carried as hazardous seedcake.

Seedcake, containing vegetable oil UN 1386 (a)

Mechanically expelled seeds, containing more than 10% o oil ormore than 20% o oil and moisture combined.

• To be carried in bulk only with permission from the

competent authority from the country of shipment.

Contact names and addresses o the oices o designated

competent authorities responsible or the sae carriage o grain

and solid bulk cargo is listed in the IMO International Maritime

Solid Bulk Cargo (IMSBC) Code.

• This cargo shall only be accepted or loading when the

temperature o the cargo is not higher than the ambient

temperature plus 10°C, or 55°C, whichever is lower.

•

Beore shipment, this cargo shall be properly aged; the durationo ageing required varies with the oil content. Ageing reers to the

period o storage o the cargo prior to loading.





I sel-heating continues, then carbon dioxide or inert gas shall

be introduced to the cargo space.

• The cargo spaces carrying this cargo shall not be mechanically

ventilated during voyage to prevent sel-heating o the cargo,

except in case o emergency.



13

• I sel-heating continues, then carbon dioxide or inert gas shall be

introduced to the cargo space. The use o carbon dioxide or inert

gas shall be withheld until it becomes apparent that ire is not

liable to take place in the cargo space, to avoid the possibility o

ignition o solvent vapours.

• When the planned interval between the commencement o

loading and the completion o discharge o this cargo exceeds

ive days, the cargo shall be not be accepted or loading unless

the cargo is to be carried in a cargo space equipped with acilities

or introducing carbon dioxide or inert gas into the space.

• Smoking and the use o naked lights shall be prohibited in thevicinity o the cargo space during loading and unloading, and on

entry into the cargo spaces at any other time.

• Electrical circuits or equipment in cargo spaces that is unsuitable

or use in an explosive atmosphere shall be isolated by removal o

links in the system other than uses.

• Spark-arresting screens shall be itted to ventilators in the cargo

spaces containing this cargo.

• Surace ventilation, either natural or mechanical, should be

conducted as necessary or removing any residual solvent

vapour. To prevent sel-heating o the cargo, caution is required

when using mechanical ventilation.

• For solvent-extracted seedcake, the use o CO2 should be

withheld until ire is apparent. The use o CO 2 is limited to

controlling the ire, and urther amounts may need to be injected

rom time to time during passage to reduce the oxygen content in

the hold. On arrival in port, the cargo will need to be dug out to

reach the seat o the ire.

This information was taken from IMSBC Code.

^ Working grain alongside

• When the planned interval between the commencement o

loading and the completion o discharge o this cargo exceeds

ive days, the cargo shall be not be accepted or loading unless

the cargo is to be carried in a cargo space equipped with acilities

or introducing carbon dioxide or inert gas into the space.

• Smoking and the use o naked lights shall be prohibited in the

vicinity o the cargo space during loading and unloading and on

entry into the cargo spaces at any other time.

• Electrical circuits or equipment in cargo spaces that is unsuitable

or use in an explosive atmosphere shall be isolated by removal o

links in the system other than uses.

• Spark-arresting screens shall be itted to ventilators to the cargo

spaces containing this cargo.

• Surace ventilation, either natural or mechanical, should be

conducted as necessary, or removing any residual solvent

vapour. To prevent sel-heating o the cargo, caution is required

when using mechanical ventilation.

• In the case o solvent-extracted seedcake, the use o CO2 should

be withheld until ire is apparent. The use o CO 2 is limited to

controlling the ire and urther amounts may need to be injected

rom time to time during the sea passage to reduce the oxygen

content in the hold. On arrival in port, the cargo will need to bedug out to reach the seat o the ire.

Seedcake UN 2217

With not more than 1.5% oil and not more than 11% moisture.

The provisions o this entry do not apply to solvent-extracted rape

seed meal pellets, soya bean meal, cotton seed meal and sunlower

seed meal containing not more than 1.5% oil and not more than

11% moisture, and being substantially ree rom lammable solvent.

A certiicate rom a person recognised by the competent authority o

the country o shipment should be provided by the shipper, prior to

loading, stating that the provisions or the exemption are met.

• I the bulkhead between the cargo space and the engine room is

not insulated to class A-60 standard, solvent extraction seed

shall be stowed ‘away rom’ the bulkhead.

• This cargo shall only be accepted or loading when the cargo is

substantially ree rom lammable solvent and a certiicate rom

a person recognised by the competent authority o the country

o shipment speciying the oil content and moisture content

is issued.







14

ACKNOWLEDGEMENTSDr Chris Foster

BSc, PhD, CChem, MRIC, MEI, FIFireE

Dr J H Burgoyne & Partners LLP

11–12 Hal Moon Court

Bartholomew Close

London EC1A 7HF

Tel: +44 20 7726 4951

David Robbins

BSc, CBiol, MSB, MEI

Dr J H Burgoyne & Partners LLP21 Cathedral Road

Cardi CF11 9HA

Tel: +44 29 2034 0047

Fax: +44 29 2066 4299

APPENDIX 2REQUIREMENTS OF THE IMSBC CODE FOR THELOADING OF DRY BULK CARGO

The ollowing inormation is to be included where applicable:

1. The BCSN (bulk cargo shipping name) when the cargo is listed

in the Code. (Secondary names may be used in addition to

the BCSN)

2. The cargo group (IMO IMSBC Code Group A, B, C or both A & B)

3. The IMO Class o the cargo

4. The UN number, preceded by letters ‘UN’ or the cargo

5. The total quantity o cargo oered

6. The stowage actor

7. Sel-heating properties o the cargo and the need or trimming

and the trimming procedures, as necessary

8. The likelihood o shiting, including angle o repose9. Additional inormation in the orm o a certiicate on the moisture

content o the cargo and its transportable moisture limit in the

case o a concentrate or other cargo that may liquey

10. Likelihood o ormation o a wet base

11. Toxic or lammable gases that may be generated by cargo

12. Flammability, toxicity, corrosiveness and propensity to oxygen

depletion o the cargo

13. Properties on emission o lammable gases in contact with water

14. Radioactive properties (where applicable)

15. Any other inormation required by national authorities

Inormation provided by the shipper shall be accompanied by a cargo

declaration orm an example is on page 15.

used or cargo declaration.

^ Seedcake in hold on completion o loading

^ Maize discharging



15

FORM FOR CARGO INFORMATIONFOR SOLID BULK CARGO

BCSN

Shipper Transport document number

Consignee Carrier

Name/means o transport

Port/place o departure

Instructions or other matters

Port/place o destination

General description o the cargo(Type o material/particle size)

Gross mass (kg/tonnes)

Specifcations o bulk cargo, i applicable:

Stowage actor:

Angle o repose, i applicable:

Trimming procedures:

Chemical properties i potential hazard*:

*e.g., Class & UN No. or ‘MHB’

Group o the cargo

Group A and B*

Group A*

Group B

Group C

* For cargo which may liquey (Group A and Group A & B cargo)

Transportable moisture limit

Moisture content at shipment

Relevant special properties o the cargo(e.g. highly soluble in water) Additional certifcate(s)* Certifcate o moisture content and transportable moisture limit

Weathering certifcate

Exemption certifcate

Other (speciy)

*I required

DECLARATIONI hereby declare that the consignment is ully and accurately describedand that the given test results and other specifcations are correct tothe best o my knowledge and belie and can be considered asrepresentative or the cargo to be loaded.

Name/status, company/organisation o signatory

Place and date

Signature on behal o shipper



STANDARD CARGO PUBLICATIONS

SETTINGTHE STANDARD FOR SERVICE AND SECURITY

February 2011

BULK CARGOLIQUEFACTION(IRON ORE FINESAND NICKEL ORE)

ChrisSpencer: Directorof LossPrevention

Telephone: +44 20 3320 8807

E - ma i l: c h ri s .s p e nc e r @c t c pl c .c o m

DavidT i ls ley: Safety andLoss

PreventionExecutive

Telephone: +44 20 3320 2311E - ma i l: d a vi d .t i l sl e y@ c t cp l c .c o m

INTHIS ISSUE

2 The background

3 Whatis liqueaction?

3 Shipper’s responsibilities

4 Appointmentoan independentsurveyor

4 Charteringdepartments

4 Moisture content

5 Transportable moisture limitandfow moisture point

5 Flow table test

6 The cantest

6 Cantestprocedure

7 Trimming

7 Case studies

•Casestudy1

•Casestudy2

•Casestudy3

8 Responsibilities

8 Acknowledgement

^ Discharging wet ironore fines

INTRODUCTION

TheStandardClub’sloss preventionprogrammeisfocusedon

bestpracticetohelp avertclaimsthat areavoidable.Inour commitmenttosafetyat sea,andto thepreventionofaccidents, casualtiesand

pollution,theclub issuesa varietyofsafety-relatedpublications.

Thiseditionof StandardCargo focusesona subjectthathas beenhighlightedbya numberofbulkcarriership sinkings:cargoliquefaction.

In2010,the majorityofbulk carrierdeathswereattributedto cargoliquefaction.This StandardCargo hasanemphasis onironore fines

fromIndiaandnickelore fromIndonesiaandthe Philippines,buttheadviceinit isalso applicabletoothercargos susceptibletoliquefaction.

Theissueof liquefactionaffectsbulkcarriersof allsizes,but liquefaction

canaffectall shipscarryingbulkores includingdrygeneralcargo shipsthatloadparcelsof bulkcargo.Cargoliquefactionhas beenofconcern

toseafarersfor overacentury,and itis shockingtofind itreappearing

tocauseloss ofseafarers’lives oncemore.

STANDARD CARGOSETTINGTHE STANDARD FOR SERVICE AND SECURITY

March 2011

BULK Cargoes –

HoLD PreParaTIoNaND CLeaNINg

INTRODUCTION

Aspart of the LossPreventionprogramme,the Standard

Clubpublishes StandardCargo seriesasa meansof focusing onbest practicesinthe carriage of cargo.

Thispublicationis aimedat helping masters,ships’cargo officers,

shore superintendentsandchartering managersunderstandtherequirementsof holdpreparationbefore loading bulk cargoes.Such

awarenesswill assist inpreventing claimsforcargo loss,cargocontamination,additional survey costs,delay to ships,andin

preventing disputesoveroffhire andcharterparty issues.

Preparationofacargo holdisnot justaquestion ofsweeping,cleaningorwashingdown thehold.T herearea numberofmattersto consider,

andfailing to adhere to goodpractice canresult in substantial claims. A lack of knowledge,oftenoriginating inchartering or commercial

departments,canalso be the underlying cause of majorclaims.

The first reference source forthe carriage of bulk cargo should be theInternational Maritime SolidBulk CargoesCode (IMSBC),issuedby

IMO.It wasrevisedandreissued in2009. It isa requirement that acopy of the Code shouldbe onboarda bulk carrier,andthe revised

Code ismandatory underSOLAS from1 January 2011.Nothing inthis StandardCargo guide isintendedto differfromthe advice given

inthe Code,andt he advice giveninthe Code shouldalwaysbe the

first point of reference.It hasnot beenpossible to include preparationadvice here forall bulk cargo,andthe IMSBCshouldtherefore be

consultedwheneverany questionarises.

STANDARD CARGO

ChrisSpencer: Directorof LossPrevention

Telephone: +44 20 3320 8807

E - ma i l: c h r is . sp e nc e r @c t c pl c .c o m

^ Coal loading

^ Coal discharge

^ Washing downa cargo hold

1 2 5 y e a r s

STANDARD CARGOSETTINGTHE STANDARD FOR SERVICE AND SECURITY

August 2010

GENERAL CARGO

ON CELLULAR

CONTAINER SHIPS

ChrisSpencer: Directoro LossPreven tion

T el e ph o ne : + 4 4 20 3 3 20 8 8 07

E - ma i l: c h ri s .s p e nc e r @c t c pl c .c o m

IntroductIon

Questionsaboutthecarriageo generalcargo(steelpipes,plates,coils,projectcargo,paperpulp, etc.)onships classedas

containershipshavebeenraisedby severalothe club’smembers. TheirquestionsincludewhetherP&Icargo covercontinuesasnormal.

Atrstsight, theissuewouldnot appeartobetoo complex;however,therearesometimessomeimportantissuesto consider.Thiseditiono

StandardCargo setsoutthe stepsthatthe clubasa third-partyliabilityinsurerbelievestheshipownershouldconsiderbeorecarryinggeneral

cargoona containership.

There are variousreasonswhy ownerso containershipsmay wantto loadcargo ona shiporwhich it isnot classedordesigned.The

reasonscouldbe economic,asan ownermay receive a betterrate orthe carriage o break bulk cargo ona containership, orto reposition

the ship.

contaIner shIpsandgeneral cargo

shIps– thedIfference

The principal dierence betweena general cargo shipanda

containershipliesin shipdesign.Containershipsare designedontheassumptionthat cargo iscarriedincontainersandloadedin such

a way asto subject the ship’stank toporhatchcovers to pointloading.The designo a general cargo shiporbulk carrierassumes

continuoustank toploading. Consequently,the structural designo a containership’stank topandhatchcoversare undamentally

dierent to that o a general cargo shipor bulk carrier.Classicationsocietiesaccept that the hatchcoverarrangementscanbe dierent

orcontainershipsas opposedto general cargo ships.Dierentstructural concernshave beenconsideredoreachdierent

type o shipat the designandbuildstage.

^ A containershipcan be suitable to carry general cargo

Key issues:

ISMcode andfag compliance_

Classdesignation_

Hatchcoverweathertightness_

Securing manual_

Cargo lashings_

Securing points_

Ship’sstability_

Stowage suitability_

Tanktoploading_

Dunnage_

Crewexperience_

Ventilation_

Instructionsandprocedures_

Risk assessment_

March 2010 A Guide to the Carriage of Oversized Cargo - Yachts

Set ti ng the sta nda rd for serv ice an ds ecu ri ty s tan dard -clu b. com

Standard Cargo

Yachtsasdeck cargo

Ship’sofficersusedtobe experiencedinloadingproject,heavylift and

unusualcargoes.Theart ofensuringthat thelift wassafelyslung,

properlystowedand correctlylashedwassomethinglearntthrough

experience.Deckofficersand crewknewwhat wasneeded topreparefor

theliftand stowage.Itwouldappearthat muchofthisbasic knowledge

hasbeenlost,or possiblyitis nowconsideredsomeoneelse’s

responsibility.Nowadays,thesecargoesare often carried on container or

combination carriers,wherethecargoi ssometimesalreadyloaded on a

flatrackoron itsown cradle,ormaybe presentedalongsideonasimple

skidwithoutanyinformationaboutlifting theunitor howbestit mightbe

secured.

Theprinciplesfor carrying yachtsareoften thesameasthosefor the

safecarriageof other high-valuedeckcargoand theexamplesshown

herecan beapplied toother largehigh-valueout of gaugecargoes.

CHRISSPENCER

DIRECTOROFLOSSPREVENTION

+442033208807

[email protected]

COLINLEGGET

SAFETY&LOSSPREVENTIONEXECUTIVE

+442033202311

[email protected]

Oversizecargo

TheStandardClub’slossprevention programmefocusesonbestpractice

tohelpavert thoseclaimsthat areavoidable.Inits continuing

commitment tosafetyat seaand the prevention of accidents,casualties

andpollution,theclubissuesa varietyofpublicationson safety-related

subjects.Thisisthesecondi nourseriesof Standard Cargo, whichwill

addressissuesrelatingtothe stowageandcarriageof varioustypesof

cargo.Theclubalsoproduces Standard Safety threetimesayear, which

addressessafetyandlosspreventionissuesfacingmastersand

shipowners.Theclubalsoproducesits Master’sGuide series,focusingon

morein-depthissuessuchas:

•Containersecuring

•Ship’spiping

•Berthing

•Shipboardaccidentresponse

•Hatch covermaintenance

Thisissueisthe firstoftwo Standard Cargo publicationsthat dealwith

itemsof cargothat arean unconventionalshapeor size,aredifficult to

handleoraredifficult tosecure,andthat mayrequirespecialist

knowledgeinorderto ensuresafecarriage.Suchitemsincludeyachts,

largereels,piecesof machinery,tanksandvehicles.Theseareoften

carriedonflatrackcontainerson deckonbothcontainershipsand on

generalpurposeships.Inthisarticle,we givegeneralguidanceand

advicethat appliestoall ‘oversize’cargoand then concentrateon the

carriageof yachts.In thenext issueof Standard Cargo ,wewilldealwith

thevariousother typesofunconventionalitems.Thisis notaguidei nto

thesecuring or lifting of heavylift cargo.

TANDEMLIFT-INTHEWATER

_ _ _v / /

stndrd Cro i uid t nr’ london nt:

Charles Taylor & Co. Limited

stndrd hou, 12/13 e strt,london, WC2R 3aa, ennd

Ton: +44 20 3320 8888f: +44 20 3320 8800ernc oi: +44 7932 113573e-i: &[email protected]

p nd n cont to t ditor –

Chris Spencer

e-i: [email protected]: +44 20 3320 8807Wit: www.tndrd-cu.co

T inortion nd contr rin r not intndd to ount to ortcnic dic to n ron in nr or out ciic c. er orti d to t ccurt nd u to dt. howr, no roniiit iud or tir ccurc nor or t iw or oinion rd, nor orn conunc o or rinc on t. you r did to ciic or tcnic dic ro our uu dir out n ciic ttr.

Cr Tor Conutin i din o roidr

o nnt nd conutnc ric to inurr

nd inurd cro wid ctru o indutri

nd ctiiti.

Standard Cargo

Bulk Cargo: Liquefaction

(Iron Ore Fines and Nickel Ore)

February 2011

Shipper’s responsibilitiesAppointment o anindependent surveyorTransportable moisture limitand fow moisture pointFlow table and the can test TrimmingCase StudiesResponsibilities

Standard Cargo

Bulk Cargoes – hold preparation

and cleaning

March 2011

SMSMaintenanceHold cleaning, washing downand drying equipmentRequirements or cargoesCase studies

Standard Cargo

General cargo on cellular ships

August 2010

ISM code and fag complianceSecuring manualStowage suitabilityDunnageVentilation

Standard Cargo

A guide to the carriage of

oversized cargo - Yachts

March 2010Container securingShip’s pipingBerthingShipboard accident responseHatch cover maintenance

carriage of seedcake - standard p+i

Documents