Cargo
Plans
for

Dangerous
Cargoes
Sam Renzo Jay U. Invento
BSMT 2B
November 17, 2020
SEAM 214 SEMI-FINALS
ASSIGNMENT #01
 Table
of
Contents
1. Check Cargo Compatibility
Chart
2. Which Cargo to
load/discharge first
3. Partial segregation or total
segregation
4. Temperature requirement of
the cargo during loading in
transmit
Check
Cargo
Compatibility
Chart
 Using the compatibility chart
The following procedure explains how the compatibility chart should
be used to find compatibility information:
1. Determine the group numbers of the two cargoes by referring
to the alphabetical listing of cargoes and the corresponding
groups. Many cargoes are listed under their parent names: unless
otherwise indicated, isomers or mixtures of isomers of a
particular cargo are assigned to the same group. For example, to
find the group number for Isobutyl Alcohol, look under the parent
name Butyl Alcohol Similarly, the group number for para-Xylene is
found under the entry Xylene. If a cargo cannot be found in the
listing, contact the Coast Guard for a group determination (see
CFR § 150.140).
2. If both group numbers are between 30 and 43 inclusive, the
products are compatible and The chart need not be used.
 3. If both group numbers do not fall between 30
and 43 inclusive, locate one of the numbers on the
left of the chart (Cargo Groups) and the other
across the top (Reactive Groups).[Note that if a
group number is between 30 and 43, it can only be
found on the left side of the chart]. The box formed
by the intersection of the column and row
containing the two numbers will contain one of the
following:(a) Blank - The two cargoes are
compatible. (b) "X" - The two cargoes are not
compatible [Note that reactivity may vary among
the group members. Note if the products in
question are referenced by a footnote which
indicates that exceptions exist, then refer to in
Appendix I. Unless the combination is specifically
mentioned in Appendix I, it is compatible.
Which
Cargo
to
load/discharge
first
Dangerous Cargoes
 The shore terminal should provide the ship with the
following information :
i) Prior to loading bulk cargo , the shipper should declare
characteristics & density of the cargo, stowage factor, angle
of repose, amounts and special properties.
ii) Cargo availability and any special requirements for the
sequencing of cargo operations.
iii) Characteristics of the loading or unloading equipment
including number of loaders and unloaders to be used,
their ranges of movement, and the terminal's nominal and
maximum loading and unloading rates, where applicable.
iv) Minimum depth of water alongside the berth and in the
fairway channels.
v) Water density at the berth.
vi) Air draught restrictions at the berth.vii) Maximum sailing
draught and minimum draught for safe manoeuvring
permitted by the port authority.
 viii) The amount of cargo remaining on the conveyor belt which will be
loaded onboard the ship after a cargo stoppage signal has been given by
the ship.
ix) Terminal requirements/procedures for shifting ship.
x) Local port restrictions, for example, bunkering and deballasting
requirements etc.Cargo trimming is a mandatory requirement for some
cargoes, especially where there is a risk of the cargo shifting or where
liquefaction could take place. It is recommended the cargo in all holds be
trimmed in an attempt to minimise the risk of cargo shift.The ship's Master
should be aware of the harmful effects of corrosive and high temperature
cargoes and any special cargo transportation requirements. Ship Masters,
deck officers, charterers and stevedores should be familiar with the relevant
IMO Codes (for example, the IMO Code of Safe Practice for Solid Bulk
Cargoes, the IMO Code of Practice for the Safe Loading and Unloading of
Dry Bulk Carriers and the SOLAS Convention).
Partial
Segregation
or
Total
Segregation
 Partial Segregation and
Total Segregation
Dangerous goods are incompatible to each other in case
they react dangerously when they come in contact due to
leakage or spillage, or any other accident or increase the
intensity of fire or explode if they burn together. Cargo for
different ports must be kept separated for easy
identification to aid correct discharge. Stevedore labour in
many countries may be illiterate and may not understand
any port name or markings on the cargo.Separation of
consignments:There may be many shippers shipping the
same type of cargo to the same destination. Hence to
retain the identification of each consignment as described
in the bills of lading they are kept separated from the
other..
 Separations are also placed to prevent one cargo from chafing or
damaging a more fragile cargo.Non-compatible cargoes need to be kept
separate; hence there will be a need to segregate dangerous cargoes,
cargoes liable to contamination by odour tainting or fragile cargoes as
failure to observe such requirements could give rise to a most hazardous
situation involving toxics or flammable gas being given off as a by-
product.Incompatible materials – are those materials which may react
dangerously when mixed and are subject to recommendations for
segregation.Stowage of cargo and distribution on board, as per
discharge ports is important in order to control trim, list and stresses of
the vessel during various stages when cargo is discharged at subsequent
ports.Stowage of cargo and distribution on board, as per discharge ports
is important in order to control trim, list and stresses of the vessel during
various stages when cargo is discharged at subsequent ports
Temperature
requirement
of
the
cargo
during
loading
and
in
transit

Unexpected changes of temperature are an important early indicator of a possible
self-reaction, and attention should be given to ensuring that any required heating
does not cause part of the cargo to become overheated. Crystallisation. of
inhibited liquid cargoes can lead to depletion of inhibitor in parts of the tank's
contents (because the inhibitor does not crystallise as well), and subsequent
remelting of the crystals can thus yield pockets of uninhibited liquid, with the risk
of starting dangerous self-polymerisation.With inhibited cargoes, the precautions
and limitations described in the inhibitor certificate should be carefully observed.
If control of the tank atmosphere is being used, ullage spaces should be
monitored regularly to ensure that the correct atmosphere and overpressure are
being maintained. Most inhibitors are not themselves volatile, so they do not
vaporise with the cargo and are unlikely to be present in cargo vapours. Therefore,
polymerisation may occur where cargo vapours condense. Such places as inside
vent valves and flame arresters should be regularly inspected, and any blockage
by solid polymers promptly cleared.
 Precaution/attention & record sheets are necessary for cargoes that need:
Cargo heating : Cargoes that require heating must be monitored at least once daily and
a temperature log must be kept. Ensure that correct heating medium is used, and that
heating coils in tanks that do not require heating are blown dry and blanked. Prior to
loading heated cargo, heating coils should be pressure tested and results recorded in
the log book.
Cargo cooling : In specialised cases, is required to prevent products from giving-off toxic
and flammable vapours. Special care requirements are generally documented in the
condition of carriage details contained in the ships Certificate of Fitness and also in the
IBC/BCH Codes.
Tank Atmosphere: monitoring and recording of the ullage space of pressure and/or
oxygen should be carried out at regular intervals (daily) to ensure that the correct
environment is being maintained.
Temperature Control : Cargoes that may self-react must be monitored on a daily basis
for any increase temperature that deviates from the ambient climatic conditions.
 Nitrogen cover : Prior sailing the vessel must have sufficient Nitrogen of the correct
quality on board to comply with the padding requirements. No of bottle = Total Ullage
Space (m3) x 0.2 / 180` x 50, for 4 changes maintaining 50mb, N2 bottle = 50l x 180bar
Tank atmosphere : O2 content strictly controlled :Some cargoes like Hexane-HMD-
Octene do have a maximum requirement with respect to oxygen in the vapour space.
The vapour space has to be checked with the appropriate oxygen meter. The Shipper
determines the frequency of the routine checks. The results are to be recorded in
‘Voyage Log'
Agitation/ Circulation : Some chemicals, e.g. Phosphoric Acid, require agitation to
prevent sediment separation and different temperature/density layers from forming.
Re-circulating through a diffuser is one method of agitating the cargo.