Cargo - Solved Past Papers - Theory - Phase I

Visit www.owaysonline.
com for latest notes

- First Mate F.G.– Phase I - MMD Past Papers Solved – Cargo (Theory)
- FROM JAN’12 – July’17

Visit www.owaysonline.com for latest notes
Special thanks to huzefa mun & zaheer patel for

helping us to compile the set
This book has been prepared to assist in preparation for
Written Exams Only. It has been prepared by dedicating
countless Hours in the form of references to Past Notes, Codes,
Amendments & Online Contents.
Students are required to write their papers based on the

marks on the questions, they may have to lengthen their
answers to get more marks or shorten them to avoid time spent
on writing them.
All efforts have been made to ensure correctness of

information before putting it down in this book.
Please feel free to share your feedback at email id:-

admin@owaysonline.com
Visit www.owaysonline.com for latest notes
Sr. Page
INDEX
No. No.
Damage to cargo spaces, ballast tanks and hatch covers –

1 Inspection and Reporting/ Inspection of Cargo gear/ Cargo 1
documents/ Deck Watch.
2 Crude/ Petroleum product 41
3 Liquid chemicals cargo, Liquefied Gas Cargoes 89
4 IMDG Cargoes 134
Bulk Cargoes (Ores, Concentrates, Sulphur, Coal, HBI/DRI)

5 183
including IMSBC Code
6 Grain Regulations/ Calculations on Grain Stability Compliance 205
7 Containers, Car Carrier, Ro-Ro 242
8 General Cargo/ Heavy Lift Cargo/ Refrigerated Cargo 277

Keep Visiting www.owaysonline.com for latest notes
Q) Describe the common damage/ defects that may occur on watertight

transverse bulkheads situated at the ends of dry cargo holds of a bulk carrier.
(July-16, Jan-14, Dec-12)
Ans:- The following are examples of the more common damage/defects that may
occur:
1) Fractures at the boundaries of corrugations and bulkhead stools, particularly in
way of shelf plates, shedder plates, deck, inner bottom, etc..
2) Buckling of the plating/corrugations, leading to the failure and collapse of the
bulkhead under water pressure in an emergency situation. .
3) Excessive wastage/corrosion, in particular at the mid-height and bottom of
bulkheads, which may look in deceptively good condition. This is created by the
corrosive effect of cargo and environment, in particular when the structure is not
coated. In this respect special attention should be given to the following areas:
a. Bulkhead plating adjacent to the shell plating;
b. Bulkhead trunks which form part of the venting, filling and discharging
arrangements between the topside tanks and the hopper tanks;
c. Bulkhead plating and weld connections to the lower/upper stool shelf
plates;
d. Weld connections of stool plating to the lower/upper stool shelf plates and
inner bottom;
e. In way of weld connections to topside tanks and hopper tanks;
f. Any areas where coatings have broken down and there is evidence of
corrosion or wastage. It is recommended that random thickness
determination be taken to establish the level of diminution; and
g. Other structures, e.g., diaphragms inside the stools, particularly at their
upper and lower weld connections.
Q) Methods of securing hatch pontoons. (July-17, July-12) OR

Describe how you will secure hatch covers. (Oct’16)
Ans:- Methods of Securing Hatch Pontoons:-
Positioning of Hatch Covers:-
➢ Every precaution must be taken to ensure that the hatch panels are correctly
positioned when they are lowered onto the coaming.
➢ If a panel is wrongly positioned the cleats will not meet truly. They should not be
forced, instead the panel should be repositioned.
➢ With Single pull covers it is imperative when closing that the leading panel is
positioned correctly, the hauling wire is then shifted to the trailing panel and again
pulled tight to ensure that ultimately all the sections are properly mated together
so that the transverse compression bars are in the center of the gaskets. Failure to
above this could result in leakage in the way of cross joints.
➢ In folding type hatch covers, correct positioning of the panel is ensured by placing
longitudinal stoppers fitted on panel side & corresponding locator pads on the
coaming side.
Cleating Arrangements:-
1|Page
➢ There are various ways of securing the hatch covers once they are in place. The
hatch panels are held in position by cleats of varying design.
➢ Because of the need for an elastic joint between adjoining panels and between
panels and coamings due to flexing of ship structure at sea and conditions of
loading resulting in a hog or sag there by arising the need that the decks is to
restrict the vertical movement of the hatch panels in heavy seas and also achieve
watertightness by physical compression of gaskets against the rounded profile of
compression bars.
➢ Modern covers may be self cleating or secured by hydraulically operated cleats or
wedges.
➢ But the most common type an older vessel is the manual quick-acting cleat, having
a cam at the upper end, which is forced onto a snug on the hatch cover panels. A
rubber disc between two steel washers at the lower end of the cleat has enough
elasticity for the cam to be placed on the snug by using a portable lever. Thus the
hatch covers are restrained from lifting, but are allowed some movement on the
hatch coaming in the transverse and longitudinal directions.
➢ When hatch cover panels are not sufficiently linked together by hinges, they also
need cleats across the cross joints of the panels. These cleats are termed as cross
joint wedges/ screw cleats. Some covers may have torsion bars/ internal cleats
operated manually or automatically.
➢ The manufacturers recommended sequence for fastening of cleats should be
followed, since uneven tightening of cleats might after the flexing & watertightness
of hatch cover.
Q) Explain the procedure for maintenance of hatch covers. (April’16, Jan’15)

Ans:- Procedure for Maintenances of Hatch Covers: The watertightness of hatch
covers is imperative to protect the cargo and avoid large cargo claims. The vessel‘s
maintenance program for testing & maintenance of hatch covers should also include
recommended instructions from hatch cover manufacturers. Due to frequent operation
of the hatch cover requires constant maintenance of various moving and non-moving
parts including renewals as listed below:
➢ Rust removal from steel work:- The top & sides of the hatch covers, coamings &
stays must be thoroughly checked for signs of corrosion and reduction in plate
thickness. Areas particularly liable to corrosion include welded seams on the hatch
top, edges of pontoons, drain channels, circumference of lightning holes in stays,
edges of flanges or brackets, shadow areas such as behind accentric wheels where
chipping devices cannot reach underside of the trackway, retaining channel for
rubber packing, etc.
➢ Cleaning:- Dirt & Cargo residues or the trackway and rubber packing will prevent
watertightness.
➢ Compression Bars:- Compression bars must be of an even height, with a rounded

profile and no sharp edges due to corrosion as this could damage the rubber
2|Page
packing. If uneven, they must be built up by welding or ground to an even height.

Extremely bad lengths are to cropped & renewed. Compression bars are often
made of stainless steel for long life to avoid the problems mentioned above.
➢ Rubber Packing:- The rubber packing all around the hatch cover and across each
panel should be in good condition, elastic & not hardened. The point is t have
gaskets of sufficient residence to achieve tightness when resting against
compression bars of adjoining panels and hatch coamings. Rubber packing should
be protected from paint and chemicals. The retaining channels in which the packing
sits should be free of corrosion. Rubber packing is to be replaced if damaged or
compressed to less than 80% of original size. Rubber packing cannot be repaired in
bits & pieces as uneven compression will result. The entire length must be
replaced. The retaining channel must be chipped & painted prior to renewal of
rubber packing.
➢ Eccentric Wheels & Balancing Wheels:- Eccentric wheels should freely rotate even
by hand. They should be greased atleast once a month especially after a long
voyage. Every six months depending on their use they should be opened up,
cleaned greased and the bearings renewed if necessary. Wheel bush wheel pin
must be replaced if there is more than 1 mm of wear down.
➢ Towing Chains:- Towing chains are susceptible to elongation as they bear a lot of
stress when pulling the covers. If elongated a gap will appear between adjoining
panels when closing. However any elongation means deformation and weaking and
loss of strength. If elongation exceeds 5 % of its original length that particular
length of chain must be replaced.
➢ Quick acting cleats:- Quick acting cleats and screw bolt cleats pull the hatch cover
down tight over the coaming. Thus, compressing the rubber packing. The length of
the cleat should be adjusted by a nut so as to produce just the right amount of
compression. On old cleats the rubber washer often hardens & the threads should
be protected from corrosion by greasing.
➢ Resting Pads:- The full weight of the hatch covers is not supposed to be borne by
gaskets alone, only to the extent that the correct design compression of the gasket
is achieved and then limited by the hatch cover resting steel to steel on coaming
top on designed resting pads. Wear and corrosion of the resting pads or where
these are not fitted, reduction of the lower edges of hatch covers and the corrosion
of contact area of the hatch coaming top should be avoided by proper
maintenance.
➢ Guttes & Drain pipes:- Cross over joints between panels will have gutters fitted
underneath the packing to accumulate small amounts of water penetrating. These
gutters will drain the water to the hatch coaming gutters and it is important to
check that they are not fractured or damaged at the ends so water drains down the
3|Page
inside of the coamings instead. The hatch coaming gutters will drain the water aft
to drain pipes. They should be kept clean of all remains of cargo before battering
down. Non-return valve of the drain pipes should be checked for clogging by duster
cargo residues and tested for efficient functioning.
➢ Pull Wire:- The pull wire for the covers should be in good condition & greased.
Blocks through which it is led must be regularly checked & maintained.
Q) Inspection of vulnerable areas in the dry cargo holds for damages. (July-
17, July-12)
Ans:- When a vessel requires repairs to damaged equipment or to the hull it is
necessary for the work to be carried out to the satisfaction of the classification society
surveyors. In order that the ship maintains its class, approval of the repairs
undertaken must be obtained from the surveyors either at the time of the repair or at
the earliest opportunity.
Terminal operators should be aware of the damage that their cargo handling
equipment can inflict on the ship's structure. It is important that the protective
coatings in cargo holds and water ballast tanks are maintained.
The cargo holds and deck areas should be inspected by the ship's deck officers
upon completion of cargo discharge to identify any signs of physical damage,
corrosion or coating damage to the ship's structure. Where hull damage is identified,
which may affect the integrity of the hull structure and the seaworthiness of the ship,
it should be reported accordingly to the classification society.
Cargo watch on deck should monitor stevedore grab handling and damage.
Crane drivers should be advised to take care not to damage ship structure cargo
watch on deck should monitor ballast operations cargo watch on deck when the ship is
carrying water-sensitive cargoes should identify the potential for water to leak from a
crack or damage in the hold plating following grab damage consider gravitating
ballast, to reduce pressure on ballast tank structures a rigorous sounding regime
should be maintained in port.
The internal hold structure and protective coatings in the cargo hold and the
adjacent double bottom are vulnerable to damage when the cargo is discharged using
grabs. The weight of empty grabs can be 35 tonnes. Other types of equipment
employed to free and clear cargo, including hydraulic hammers fitted to extending
arms of tractors and bulldozers can inflict further damage to the ship's structure,
especially in way of the side shell and the associated frames and end brackets.
Chipping (sharp indentations) and the local buckling or detachment of side frames at
their lower connection could lead to cracking of the side shell plating which would
allow the ingress of water in to the cargo space.
The protective coatings which may be required to be applied in the cargo hold
are also subject to deterioration caused by the corrosive nature of the cargo, high
temperature cargoes, cargo settlement during the voyage and the abrasive action of
the cargo. Where no protective coatings have been applied or the applied protective
coatings have broken down, the rate of corrosion in that area will greatly increase,
especially when carrying corrosive cargoes, such as coal.
4|Page
Corrosion will weaken the ship's structure and may, eventually, seriously affect
the ship's structural integrity. The severity of the corrosion attained by a structural
member may not be easily detected without close- up inspection or until the corrosion
causes serious structural problems such as the collapse or detachment of hold frames
resulting in cracks propagating in the side shell.
Impact damage to the inner bottom plating or the hopper sloping plating will
result in the breakdown of coatings in the adjacent water ballast tanks, thereby
intensifying the rate of structural deterioration.
Solas 74 as amended Chapter XII: Additional safety measures for bulk carriers
Regulation 5: (This regulation applies to bulk carriers constructed on or after 1 July
1999)
Bulk carriers of 150 m in length and upwards of single side skin construction,
designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, shall
have sufficient strength to withstand flooding of any one cargo hold in all loading and
ballast conditions, taking also into account dynamic effects resulting from the
presence of water in the hold, and taking into account the recommendations adopted
by the Organization.
Regulation 6: Structural and other requirements for bulk carriers (This regulation
applies to bulk carriers constructed before 1 July 1999):-
1) Bulk carriers of 150 m in length and upwards of single side skin construction,
carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, shall
comply with the requirements of this regulation in accordance with the
implementation schedule specified in regulation 3.
2) The transverse watertight bulkhead between the two foremost cargo holds and the
double bottom of the foremost cargo hold shall have sufficient strength to
withstand flooding of the foremost cargo hold, taking also into account dynamic
effects resulting from the presence of water in the hold, in compliance with the bulk
carrier bulkhead and double bottom strength standards. For the purpose of this
regulation, the bulk carrier bulkhead and double bottom strength standards shall
be treated as mandatory.
3) In considering the need for, and the extent of, strengthening of the transverse
watertight bulkhead or double bottom to meet the requirements of paragraph 2,
the following restrictions may be taken into account:
a. restrictions on the distribution of the total cargo weight between the cargo
holds; and
b. restrictions on the maximum deadweight.
4) For bulk carriers using either of, or both, the restrictions given in paragraphs 3.1
and 3.2 above for the purpose of fulfilling the requirements of paragraph 2, these
restrictions shall be complied with whenever solid bulk cargoes having a density of
1,780 kg/m3 and above are carried.
Q) Describe the factors to be taken in to account during cargo planning stage

in order to minimize the damage to watertight transverse bulkheads and tank
tops in bulk carriers having combination cargo/ ballast holds. (Dec-13)
5|Page
Ans:- The common damage/defects that may occur on watertight transverse

bulkheads situated at the ends of dry cargo holds of a bulk carrier:-
➢ Fractures that may occur in the deck plating at hatches and in connected comings.
➢ Causes of cracking in way of no. 1 cargo hold.
The damages caused by cargoes in cargo holds, especially to tanktop plating and side:
➢ At loading and unloading ports for coal or iron ore, large grab buckets, high-
capacity cargo;
➢ Loaders, bulldozers and pneumatic hammers may be employed for cargo-handling
operations;
➢ Large grab buckets may cause considerable damage to tank top plating when being
dropped to grab cargo;
➢ Use of bulldozers and pneumatic hammers may also be harmful to cargo hold
structures and may result in damage to tank tops, bilge hoppers, hold frames and
end brackets;
➢ Lumber cargoes may also cause damage to the cargo hold structures of smaller
bulkers that are employed in the carriage of light bulk cargoes and lumbers.
➢ Cracking on large bulk carriers; Ballast tanks. Ability to interpret given figures for
bending moments and shear forces.
Q) Prepare “Planned maintenance” System for Hatch Covers. (Oct’15)

Ans:- Bulk carrier hatch cover maintenance standards :-
As per IMO /MSC/Circ.1071 Ship owners and operators are recommended to
maintain a record of maintenance, and component replacement, to facilitate statutory
surveys by the Administration.
All major repairs should be undertaken only after consultation with the hatch
cover manufacturer and with the approval of the Administration. Hatch cover
maintenance plans should form part of a ships safety management system as referred
to in the ISM Code.
Although the PMS has an ongoing system both for renewals and maintenance
regime, it is recommended that vessels maintain a simple checklist as per makers
instructions is advisable to be maintained on board and the checklist should cover the
below items.
After Each cargo operation

➢ Clean the coaming tops and remove any debris or equipment.
➢ Clear drain line holes and valves of debris.
➢ Drain valve caps should be attached by chain, but not screwed on. They must be
ready in case of a fire in the hold or when carrying out fumigation operations.
➢ Grooves and worn landing pads can be built up with welding and ground down, as
required, giving a permanent repair.
➢ Check and clean the surface of the seals and take special care if the cargo is dusty
or gritty.
➢ After discharge check hold internals, including ladders, sounding pipes, backetrs
and inner coaming surface for mechanical damage.
6|Page
➢ Check hydraulic system for leaks, especially coupling, valve blocks and flexible
hoses.
➢ Check forrust streaks on the inside of the coaming which would indicate a leaking
hatch cover, then take any necessery remedial action. Clean off the old rust streaks
and stains.
Routine maintenance - three monthly

➢ Grease wheel spindles, cleat spindles, hinge pins and hydraulic cylinder protective
sheaths.
➢ Check hinge pins for wear and repair as necessary. Worn hinge pins can casue
slewing of panels and leaking cross joint cleats.
➢ Grease cleat wedges, drive chain sprockets, toothed racks and cylinder spherical
bearings.
➢ Check and adjust drive and towing chain adjusters.
➢ Check rubber seals for elasticity, mechanical damage or permanent deformation
➢ Hatch covers usually make steel ¨Cto steel contact when a compression bar indents
rubber seals by 12-16 mm, check makers manual for exact compression.
➢ When the hatch covers are opened the rubber should almost retain its original
shape, although new rubber will invariable suffer a 1-2 mm permanent set after the
first operation.
➢ Once the permanent indentation reaches 70% of the designed compression the
hatch cover is likely to leak.
➢ Do not grease the rubber packing or seals unless proceeding into cold wetaher
when glycerine based grease can be used.
9 Monthly or Annual checks

➢ Check quantity and condition of spares carried on board
➢ The rubber packings and adhesive have a limited shelf life and normally should be
date stamped when purchased
➢ Check hydraulic system oil by analysis
➢ Check safety locking devices and hydraulic system cutouts
Dos and Donts

➢ Always rectify steel to steel faults first
➢ Keep chains and cleats correctly adjusted
➢ Attach locking pins and chains to doors and hatch covers in open position
➢ Keep coaming tops and double drainage channels in good order
➢ Keep hatch covers and clean coaming tops and double drainage channels after
loading bulk cargo through the grain or cement hatches
➢ Always keep wheels, hinges and chain tension equipment well greased
➢ Do not enter a hold with suspect atmosphere
➢ Do not remove ball valve from drain valves
➢ Do not allow grooves to form in coaming tops in way of the side panels
➢ Do not leave loose cleats when proceeding to sea
➢ Do not screw down cleats beyond normal tension
7|Page
Q) Describe the methods available to check weather tightness of hatch

covers and state how effective and reliable are these methods. (Jan-14, July-
13, Dec-12) OR
Explain the procedure for Testing of Hatch Covers. (April-16, April-13) OR
Describe the test procedure and the means for ensuring weather tightness of
hatch covers on bulk carrier to load grain in bulk. (Oct-12, Oct-16) OR
Describe various methods to check weather tightness of hatch covers with
their advantages and disadvantages. (July’14)
Ans:- Testing of Hatch Covers:
After maintenance procedure it is advised to test the water tight integrity of the
hatch cover by different methods. The three methods to check water tightness of hold
covers are:
1) Hose water Test:
➢ In this test a water spray from a nozzle of 12mm diameter is sprayed over
the joint of hold and cover from a distance of 1m to 1.5 m with a pressure
of 0.5 m/ second water jet.
➢ The limitation or drawbacks of this test is that it requires two persons and
hatch cover to be tested must be empty.
➢ The leakage if very minimal cannot be identified by naked eye and cannot be
performed in sub zero or cold weather.
Advantages:-
➢ The hose test is the traditional way of testing hatch covers.
➢ It is an inexpensive method as a fire hose with nozzle & a good water pressure
from the fire pump is the only primary requirement.
➢ It can be useful to have good results of hatch cover tests entered in the
logbook.
Disadvantages:-
➢ Surplus amount of sea water required for performing the test.
➢ Sometimes have resulted in cargo damage.
8|Page
➢ From a surveyor‘s point of view, the hose test also has the disadvantage of not
being fool proof. The surveyor will not be able to observe how the spraying is
performed on the outside, while he is the cargo hold looking for leakages.
➢ If a hard water jet is not armed directly over the hatch cover joints, then the
test may prove worthless.
2) Chalk Test:
➢ The Chalk Test is often carried out when the vessel is new in the shipyard.
➢ All the compression bars are rigorously rubbed with a piece of chalk
thereafter the hatch covers are put in place & secured and then opened
again.
➢ If there has been insufficient compression between the compression box
and the hatch cover gasket there will be lack of or incomplete chalk marks
in such areas of gaskets.
Advantages:-
➢ It clearly defines the persisting problem in achieving weather tightness.
➢ It also marks if the gasket lands off-centre on the compression bar.
Disadvantages:-
➢ Surplus amount of chalk required to cover the full periphery of the compression
bar length.
➢ The method is rather time consuming and can only be used in dry weather.
3) Ultra Apparatus Test: One of the possible applications for using ultrasounds in
the marine industry consists of testing the weathertight integrity of hatch covers,
weathertight doors, ventilators, on board of ships. The testing principle is based on
the generation of a distinctive ultrasonic signal by using a transmitter (SDT 200mW
for small compartments and SDT 8 MS for larger compartments) which is placed inside
the compartment to be tested. Through reflection, the ultrasounds generated by the
transmitter will fill up the cargo hold.
Ultrasounds passing through sealing arrangements, cracks, holes etc. can easily be
picked up and measured by the SDT Sherlog ultrasonic receiver equipped with a
handy flexible sensor.
Positioning the transmitter in the hold Checking sealing arrangements for
leaks:-
9|Page
Advantages:-
Testing hatch covers, or other cargo access equipment such as bow-doors, visors,
ramps, etc., with ultrasonic testing equipment offers the surveyor or inspector several
advantages. The most important benefits of using ultrasonic testing material are:
➢ Reliable, Non-destructive, repeatable testing method.

➢ Detection of areas where lack of compression exists with pin-point accuracy (no
time consuming investigation needed for finding the leaks, as the leak can be
pin-pointed local repairs might be sufficient and adequate,….).
➢ Information about compression status.
➢ Quick and easy testing, without assistance from ship‘s crew (except for
supervision and safety aspects).
➢ Possibility to use the equipment in holds loaded with water susceptible cargo.
➢ Possibility to test hatch covers irrespective of weather conditions.
➢ Testing for weathertightness and air/gas tightness.
➢ Identification of leaks without the use of a transmitter (on condition that the
compartment tested for leaks is pressurised (air escaping through small
openings, cracks etc… will cause disturbance of molecules/friction which creates
ultrasounds that can be detected)).
Q) Describe with the help of diagram, the maintenance of Macgregor type of

steel hatch cover on board of bulk carrier. (Jan-13)
Ans:- Poor maintenance of hatch covers causes leakage leading to cargo damage and
represents a hazard to the ship and its crew. Although hatch covers are simple and
10 | P a g e
durable, their sealing gaskets are easily damaged. The quality of sealing is affected by
lack of alignment and poor gasket compression. When hatch covers are opened at the
end of an ocean voyage, look for signs of leakage such as rust staining or drip marks.
Regular adjustment and repair, by ship‘s staff, will reduce the overall cost of
maintenance. Painting double drainage channels will help to prevent corrosion.
Always keep a detailed record of maintenance. Take care during extensive hatch
cover repair to avoid cover distortion.
Rubber Gaskets: - Keep clean and free from paint. If physically damaged,
permanently set-in or aged, replace with minimum 1 metre lengths. Always follow the
manufacturer‘s instructions when renewing gaskets.
Gasket Channels:- If gasket channels are badly corroded, causing the hatch packing
to hang loose, the packing should be removed and the channel repaired by welding
new metal strips which should be painted before fitting new rubber. Always follow
proper fire prevention safety procedures. Make sure that cargo spaces are free of
cargo and combustible material. When conducting extensive structural repairs,
remove the hatch covers to shore.
11 | P a g e
Hatch Cover Structure:- Repair or replace any damaged, worn or defective hatch
covers or comings. Consult with the ship‘s classification society before commencing
repair. Paint new structure immediately.
Compression Bars:- Effective sealing is only possible with a straight, undamaged and
non-corroded compression bar. Compression bars which are not in this condition
should be repaired or replaced, taking care to align the bars properly.
Remember to carry out a chalk test to check alignment, both during and after repair.
Landing Pads:- Hatch sealing is arranged by design to give the correct compression of
the gasket when there is metal-to-metal contact on the hatch landing pad, side plate,
or inter panel block. If landing pads are reduced in height (check with manufacturers‘
drawings) because of wear, repair is essential.
Hatch Wheel Track Ways:- Track ways can corrode. They are weakened by abrasive
wear and tear. When weakened, track ways can distort and break, affecting hatch
movement and alignment.
Deterioration is visible to the naked eye. Repair by replacing the worn or damaged
material with sufficient new material to restore strength. Always keep hatch wheel
track ways clean and painted.
Hatch Coamings:- Look for cracks at coaming corners. If any are found, consult the
ship‘s classification society before commencing repairs in case the coaming needs to
be reinforced.
Examine coaming support brackets for corrosion where they connect with the
ship‘s deck. Make sure coamings and their support brackets are painted.
Coamings can be damaged by cargo equipment during loading or discharge.
12 | P a g e
Look out for damage and repair if found.
Hatch Cleats and Wedges:- It is important for compression washers to be adjusted

correctly. A locking nut for adjusting compression is situated at the base of the cleat.
The procedure to alter compression (see illustrations) is as follows:
➢ Close hatch and secure for sea;
➢ Place the cam of the cleat in the hatch socket as if to lock it, but leave it
unlocked (the cam should move freely and fit snugly in its housing);
➢ Adjust the locking nut until the compression washer touches the underside of
the hatch coaming or its steel washer;
➢ Turn the locking nut one full turn to achieve the desired tension;
➢ Do not over-tighten;
➢ Protect the thread on completion.
When closing and securing a hatch for sea passage, check the tension in side
cleats. Cleats should never be adjusted in isolation, adjust all cleats along the hatch
skirt at the same time.
Hatch Cross-Joints:- It is essential for the cross-joint to be in good condition and

properly aligned.
Maintenance and repair should focus on:
➢ Examination of the cross-joint structure for corrosion.
➢ Examination of joint hinges for pin wear, blade cracking or weld failure.
(Re-grease the hinge pin bushes making sure grease reaches the hinge pins).
➢ Examination of the steel-to-steel inter-panel blocks and locators for wear.
(Check the top plate of hatch panels, they should be level when closed).
➢ Checking the gap between panels when they are closed. Misalignment could
be caused by an incorrectly adjusted cylinder or the wheel tracks could be
worn.
13 | P a g e
Hatch Wheels:- Hatch wheel spindles and bearings (where fitted) need to be greased
regularly. Check the wheel spindle for wear and the wheel housing for physical
damage. Repair if the spindle is worn or if the wheels are out of alignment.
Drain Channels and Non-Return Valves:- Clean coaming tops and cross-joint channels
by removing any loose scale or cargo residue by brushing or hosing. Clean coaming
drain holes and check that the nonreturn valve is functioning.
Greasing:- Wheel spindles, cleat spindles, hinge pins, hydraulic cylinder protective
sheaths, cleat wedges, drive chain sprockets, toothed rack and cylinder spherical
bearings need to be kept well-greased. Re-grease every month if necessary, and
always apply new grease after the ship has passed through heavy weather.
Painting:- Corrosion occurs mainly at the panel ends along the cross-joint or where
access is difficult, but it can also occur on the underside of a panel, especially along
hatch beams. Regular painting will be necessary.
Inert Gas:- Hatch covers with a double skin, in the form of a closed box, are filled with
inert gas.
After structural repair, the inner spaces must be re-inerted. This is done by inserting
special tablets (available from the hatch cover manufacturer) into the space and
welding shut. Never allow water to penetrate the box construction.
Hydraulic Systems and Components:- The cleanliness and viscosity of hydraulic oil
must be checked. Samples of the oil should be sent to a chemist for testing (use the
same company that checks and tests your fuel and lubricating oil). The hydraulic
system is provided with bleed points from which samples can be taken.
Hydraulic oil should be changed every five years or after there have been significant
repairs, such as piping or cylinder replacement.
Hydraulic oil filters should be changed every twelve months. Do not contemplate
repairing the hydraulic system without the proper components and skilled fitters.
Q) State the actions you would take as a Chief Officer to avoid the
detrimental effects on bulk carriers due to corrosion, fatigue and improper
cargo handling? (Jan-15, July-14, April-14)
Ans:- Fracturing of the Structural members of a transverse bulkhead of a Bulk carrier
are:-
1) Side Shell Plating
2) Connection of Bulkhead plating to side shell.
3) Connection of side shell frame & end brackets to the shell plating and hopper side
tank plating by close-up inspection.
4) Connection of side shell frame & end brackets to the shell plating and topside tank
plating.
Actions to control structural stresses and fatigue:-

14 | P a g e
1) Routing Planned Maintenance & Inspection of Structural members of cargo holds &
hatch covers.
2) Identification of susceptible areas prone to Fatigue & Stresses.
3) Ensure accessibility of the area to be surveyed with due regards to the area under
inspection shall be clean and will lit.
4) Careful planning of the surveys to be undergone with all personnel involved.
5) Where a fracture which not been caused by contact damage is found in the main
hull structure on one side of a ship, corresponding structure on the opposite side
should be examined to see if a similar fatigue has occurred. Fractures of this nature
are of concern, especially where corrosion is associated with failure & may have
been contributing factor.
Structural Surveys include:-

a) Routine Inspections.
b) Planning Surveys
c) Surveys of known defects.
d) Classification surveys.
e) Annual surveys
f) Intermediate Surveys
g) Special surveys
h) Condition Surveys
i) CAP Surveys
j) Life extension surveys, etc.
Fatigue cracking of steel structures:-

➢ Fatigue cracking occurs at points such as hatch covers where stresses are locally
high.
➢ Such cracking is the result of cumulative damage caused by cyclic loading of
structure & invariable starts at welded joints.
➢ The fatigue life is the time required in service for the structure to experience
enough stress cycles for a crack to occur. A bulker is so designed that with proper
maintenance cracking should not occur until a fatigue life span of 20 years.
➢ Fatigue life span once used up cannot be regained except by complete replacement
of welded joints.
➢ Therefore, it is very essential that the welded joints of an overstressed structure
are replaced, before proceeding with life exterior surveys/ programmes.
➢ Fatigue cracking have been most frequently observed in the bracket toes at the
connection of the main frames to the hopper and topside tanks and in the
boundaries of the vertically corrugated transverse bulkheads with upper stools,
lower stools and topside tanks.
Corrosion / Structural Deterioration:-

➢ The major barrier preventing structural deterioration on ships, especially in very
corrosive environment of Water Ballast Tanks and to a slightly lesser extent cargo
holds is the tank/ hold coating. Since the establishment of ESP water ballast tanks
15 | P a g e
and CH of all new ships must be fully coated. Such coatings should be hard coating
& preferably light in colour.
➢ To maintain a good and efficient standard of coating is an important part of
structural condition management. If coatings are kept in good condition the
structure will be effectively protected and the original scantlings will be available to
resists ―service loads‖ & ―stresses‖.
➢ Sea staff therefore should meaningfully report the condition of tank/ hold coatings
during routines inspections and same to be documented in the company PMS
system.
➢ The most effective method of protecting a structure of a bulk carrier is to maintain
coatings and carry out repairs of coating breakdown in good time.
➢ Installation of Anodes, subject to the tank being regularly ballasted is an effective
back-up that will prevent accelerated corrosion in the way of local coating
breakdown.
➢ The most effective time to carry out coating repairs in the tanks i.e. freshwater
washing, surface preparation and coating application, can be done during a routine
repair period of reasonable duration.
Damage to ship structure by improper cargo handling:-

➢ Ships can be and are frequently damaged during discharging discharging over this
especially if the operation is carried out by grabs or payloaders making heavy
contact with the ship‘s structure.
➢ Local overloading, when bulk corners are loaded in ways not for seen by their
classification society or shown in their loading manual, resulting in cracking of deck
plating at the hatch covers & backing of plating between the hatchways.
➢ A faulty distribution of weight can occur when:-
o A ship jump loads to her tropical marks and corner less than full bunkers. In
that situation some or all of the strengthened holds are subjected to greater
tonnage of cargo than they were designed to carry.
o Particular holds are loaded with greater tonnage then the tonnage for which the
hold was designed.
o The vessel is block loaded – i.e., where two or more adjoining holds are heavily
loaded with adjacent holds empty. Although it is imperative that the longitudinal
stresses are negligible but still the vessel suffers structural damage of the cross
deck structures which separates adjacent cargo hatchways at the upper deck
level.
➢ Failure to Trim cargo reasonably:-
o Cargoes with a low angle of repose are particularly liable to dry surface
movement aboard ship.
o To overcome this problem the code states that such cargoes should be trimmed
as reasonably leveled & spaces completely filled without causing any excessive
stresses on adjoining structure.
Q) Describe the requirements and procedure to be followed for thorough

examination of cargo gears and load testing of lifting appliances as
16 | P a g e
prescribed in Dock Workers (Safety, health and welfare) Act 1990 and rules /
regulations framed there under. (July-17, July-15, July-14, April-14, July-12)
Ans:- Test and periodical Examinations of lifting appliances:-
(1) Before being taken into use for the first time or after It has undergone any
alternations or repairs liable to affect its strength or stability and also once at least in
every five years, all lifting appliances including all parts and gears thereof, whether
fixed or moveable, shall be tested and examined by a competent person in the
manner set out in the regulation.
(2) All lifting appliances shall be thoroughly examined by a competent person once at
least In every 12 months. Where the competent person making this examination
forms the opinion that the lifting appliance cannot continue to
function safely, he shall forthwith give notice in writing of his opinion to the owner of
the lifting appliance or in case of lifting appliance carried on board a ship not
registered in India, to the Master or officer-in-charge of the ship.
(3) Thorough examination for the purpose of this regulation shall mean a visual
examination, supplemented if necessary by other means such as hammer test, carried
out as carefully as the conditions permit, in order to arrive at a reliable conclusion as
to the safety of the parts examined; and if necessary for this purpose, parts of the
lifting appliance and gear, shall be dismantled.
Q) What are the recommendations as per grain for safe carriage of grain with
respect to intact stability and securing of grain surface? (Oct-14)
Ans:- The intact stability characteristics of any ship carrying bulk grain shall be shown
to meet, throughout the voyage, at least the following criteria after taking into
account in the manner described in part B of this Code and, in figure A7, the heeling
moments due to grain shift:
17 | P a g e
Figure A7
(1) Where:
Stowage factor - volume per unit weight of grain cargo; Displacement = weight of
ship, fuel, fresh water, stores etc. and cargo.
(2) The righting arm curve shall be derived from cross curves which are sufficient
in number to accurately define the curve for the purpose of these requirements
and shall include cross-curves at 12° and 40°.
a) The angle of heel due to the shift of grain shall not be greater than 12° or
in the case of ships constructed on or after 1 January 1994 the angle at which the
deck edge is immersed, whichever is the lesser.
b) In the statical stability diagram, the net or residual area between the
heeling arm curve and the righting arm curve up to the angle of heel of maximum
difference between the ordinates of the two curves, or 40° or the angle of flooding
18 | P a g e
(θ1), whichever is the least, shall in all conditions of loading be not less than 0.075
metre-radians; and
c) The initial metacentric height, after correction for the free surface effects of
liquids in tanks, shall be not less than 0.30 m.
Before loading bulk grain the master shall, if so required by the Contracting
Government of the country of the port of loading, demonstrate the ability of the
ship at all stages of any voyage to comply with the stability criteria required by
this section.
After loading, the master shall ensure that the ship is upright before
proceeding to sea.
STABILITY REQUIREMENTS FOR EXISTING SHIPS:-
1) For the purposes of this section the term "existing ship" means a ship, the
keel of which is laid before 1 January 1994.
2) An existing ship loaded in accordance with documents previously approved

under regulation 12 of chapter VI of SOLAS 1960, IMO resolutions A.
184(VI) or A.264(VIII) shall be considered to have intact stability
characteristics at least equivalent to the requirements of A7 of this Code.
Documents of authorization permitting such loadings shall be accepted for
the purposes of A7.2.
3) Existing ships not having on board a document of authorization issued in

accordance with A3 of this Code may apply the provisions of A9 without
limitation of the deadweight which may be used for the carriage of bulk
grain.
Q) Describe the procedure for inspection and maintenances of wire ropes.

(April-15)
Ans:- Inspection Of Wire Rope:-
A visual and physical examination should take place at regular intervals. Under
normal conditions of use, wire rope can be inspected every 3 months. If a broken
wire is discovered, then it should be inspected more often. A thorough inspection is
given below.
Externally
1) Inspect termination of rope at the drum and other points.
2) Inspect for broken wires.
3) Inspect for corrosion.
4) Inspect for deformation.
5) Inspect for surface wear.
6) Inspect for defective coiling.
19 | P a g e
7) Inspect for deterioration due to snatch loading.

8) Inspect lengths that run through blocks, particularly those which lie on the
sheaves when the appliance is in the loaded condition.
Internally
Open the lay.
1) Check internal lubrication.
2) Degree of corrosion.
3) Indentation caused by pressure of wear.
4) Presence of broken wires.
An accurate log should be kept of inspection dates, rope condition, end for ending,
replacement, etc.
Broken Wires: - Broken wires are usually a result of fatigue and wear.
Discard if:
Marine Order (part 32) "The total number of broken wires visible in a length of S.W.R.
equal to 10 times it's diameter should not exceed 5% of the total number of wires
constituting the rope".
Strand Distortion
Strand distortion is generally a result of damage caused by kinking, crushing, bad nips
or other violent treatment. Commonly found in berthing hawsers, and ropes which
have to be worked in adverse conditions.
Abrasion
Occurs both internally and externally.
Caused by:-
1) Friction over sheaves, leads, sharp or rough objects
2) Dirt, dust, grit lodging within strand wires.
Indicated by:-
1) Deposits of fine brown powder between strands
2) Flattening of internal surfaces of individual wire.
Corrosion
Generally caused by lack of lubrication. When wire rope is under tension, the fibre
heart and cores are also compressed, releasing oil to overcome friction.
Maintenance of wire ropes:-
Uncoiling New Cordage

Below 48 mm the rope can be taken direct from the inside of the coil. This will
maintain its protective wrapping. With right handed rope the coil should be stood on
the end which will allow the rope to be taken off left handed from the inside.
20 | P a g e
Uncoiling the rope in the wrong direction will insert twist and increase the
danger of kinking.
Coiling
Always coil ropes in the direction of Lay,
ie., Left hand (L.H.) lay anti-clockwise
Right hand (R.H.) lay clockwise
Two methods of finishing coils are shown in the above figure
21 | P a g e
To avoid problems in paying out a rope, it should be flaked down, see Figure. This
avoids it becoming tangled or kinked.
A fancy way to finish a rope is with a Flemish Coil. It SHOULD ONLY be used for
tidiness and never when required to render quickly through a block, see Figure.
Before cutting the desired length of rope, whippings should be applied close to
each side of the intended cut. Failure to observe this precaution can cause
excessive unlaying of the rope.
Care and Maintenance

Chemicals: - Natural fibre rope is severely damaged by chemicals. Synthetic ropes are
much more resistant.
Heat: - Excessive heat will melt synthetic ropes and make natural ropes dry and
brittle.
Storage: - Store ropes in a well ventilated dry atmosphere away from heat, strong
sunlight and corrosive substances. Natural fibre rope will quickly rot if stowed away
wet. Always dry out before storing. Keep loose coils OFF the deck.
Cleaning of Ropes
If a rope has been used in mud, sand or grit, it should be cleaned thoroughly
before being stored. To wash rope, hang it up in loose coils or flake it out on the deck
and hose with fresh water.
Q) Describe various types of tank coatings in a chemical tanker. How do tank

coatings mitigate one of the hazards of the chemical tanker? (Jan-16)
Ans:- Cargo tank coatings can be categorized into two main groups:
1. Inorganic coatings - zinc silicates and ethyl silicate types.
Generally, the life of this coating is proportional to the thickness of the coat. This
coating is one-layer coating, comprising of inorganic silicates pigmented with high
percentage of zinc powder.
2. Organic coatings – epoxy and modified epoxy systems.
22 | P a g e
This type of coating consists an organic resin system, which form strong chemical
bonds between the resin molecules. Those types of coating have the ability to resist in
more strong acids or alkalis than inorganic coatings. And they tend to absorb
significant quantities of cargo and contamination problems can occurs.
Coating Systems and Types

Numerous types of coating have been used for cargo tank service in sea trades.
Some of these coating have stopped to being used. And more reliable and flexible
coating has been developed. Typical coating system can be categorized as Zinc and
Epoxy coating
Zinc Silicates:- Zinc silicates are formulation of zinc powder plus organic or inorganic
binder, and designed to be porous films, which can create problem in the tank
cleaning process especially when vessel carry non-volatile cargoes.
Main Characteristic:
➢ Not resistant to strong acid or bases, including sea water which has a slow
weakening effect
➢ High resistance and tolerance to aromatic hydrocarbon solvent, alcohols and
ketones
➢ Volatile cargoes are desorbed very fast, and retain non-volatile oil like cargoes.
➢ Residues can result in contamination of next or after next cargo
Epoxy: - Generally suitable for the carriage of alkalis, animals fats and vegetable oils
but they have limited resistance to aromatics such as benzene and toluene, alcohols
such as ethanol and methanol
Main Characteristic:
➢ Resistant to most strong acids and bases
➢ Do not retain oil like cargoes. Solvent cargoes are absorbed
➢ Water wash before thorough ventilation and desorption of residues could result in
serious damage of the coating
➢ Residues can result in contamination of next or after next cargo
➢ Suitable for carriage of animal fats and vegetable oils provided the free fatty acid
content of 5%.
Coatings are required for any cargo tank which constructed from mild steel. Most of
BLT Chembulk Group modern chemical fleet is SUS cargo tank. SUS are good
materials for chemical tanks, because of their ability to create a passive layer on their
surface. This passive layer is mainly consisted by chromium oxide, which is very
resistant to corrosive environment.
23 | P a g e
However, in some environments like strong hot acids, chloride solutions and
generally solutions which contain halogens, the passive film can break down locally
and new film formulation can be disrupted. Generally, SUS is considered to be the
ideal material of construction because it‘s non-corrosive and easy to clean.
Q) How will you carry out the maintenance and inspection of the cargo
gears? What is plan maintenance system and how is it used on board?
(October-15)
Ans:- Maintenance and inspection of the Cargo Gears:-
➢ The maintenances of the cargo handling gear will be included in a planned
maintenances system as required by the ISM Code.
➢ There are two basic requirements when maintaining cargo gear:
o To keep the equipment in good safe working order and
o To keep the supporting documentation in good order.
➢ The maintenance of the Derricks and associated gear aboard a ship which has been
well maintained can be summarized as follows:
o Daily, when Derricks are being used to work Cargo: Inspect runner wirers for
wear or damage. Check the rig for damage or for fastening.
o Before Arrival in port: Inspect Derrick in the associated gear to ensure that
they comply in every respect with the requirements on the flag state and of
the port to be visited.
Test & Periodical Examination of Lifting Appliances:-

➢ Before being taken into use for the first time or after it has undergone any
alterations or repairs liable to affect its strength or stability and also once in every
5 years, all lifting appliances including, all parts & gears thereof, whether fixed or
24 | P a g e
moving, shall be examined by a competent person in the manner set out in the
regulation.
➢ All lifting appliances shall be thoroughly examined by a competent person once
atleast every 12 months, termed as periodic (visual) survey. The survey must be
done by a competent person, often the chief officer, though some authorities
require the survey to be carried out by an independent surveyor.
➢ When the ship‘s cargo gear is in frequent use all checks required by the survey
should be done by the ship‘s staff move often then once a year, even when
regulation require an annual survey.
➢ The rigging arrangements must confirm to the rigging plan.
Before Examination:-
➢ All assembled items such as goose necks and blocks should be dismantled, so that
the component parts can be readily inspected.
➢ Shackles, links, rings, hooks, triangle plates, chains, etc. must be sufficiently free
of paints & grease scales to enable proper inspection to be made.
Items to be examined:-
➢ Deformation, wear, scoring, corrosion, scars, dents or other defects is to the
structure & fittings.
➢ In structural members, the maximum permitted wear down or corrosion is 10 % of
the diameter. If the metal appears to be wasted or worn the thickness should be
checked using calipers against the original specification.
➢ In loose gear the maximum permitted weardown or corrosion is 5% on any
diameter and 2% of any diameter of a pin in a hole.
➢ Wire ropes should be inspected over their entire length with particular attention to
end fittings, ferrules & splices.
➢ Wire ropes must be renewed if the number of broken, warn or corroded wires in
any length of 1 diameters exceeds 5 %.
➢ Fibre ropes should be examined over their entire length for external chafe and
cutting, for internal wear between strands for mildew, rot chemical attack or other
contamination.
➢ The Derrick boom, particularly at the point where it rests in its crutch or housing
shall be thoroughly checked.
➢ A Derrick shall be tested with its boom at the minimum angle to the horizontal
(generally 15O) or at such angles as may be indicated in the test certificate. The
test load suspended and the boom shall be swing as far as practicable in both
directions (P & S).
➢ Cranes shall be tested similarly with movable weights, at maximum, minimum &
intermediate radius points.
Heat Treatment of loose gears:-

➢ All chains other than bridle chains attached to the Derricks on mast and all rings,
hooks, shackles & swivels used in hosting or lowering shall be subjected to heat
treatment at the following intervals:
25 | P a g e
o 12.5 mm and smaller chains, rings, hooks, shackle & swivels in general use,
once atleast every six months.
o All other chains, rings, hooks, shackles and swivels in general use once every
12 months.
➢ All chains & loose gears made from high tensile steel or alloy steel be plainly
marked with an approved mark, shall not be subjected to any form of heat
treatment except where necessary for the purpose of repair & under direction of a
competent person.
Regular Maintenance of Cranes:-

➢ The filters of the hydraulic system must be regularly cleaned or renewed and the
hydraulic oil must be charged as required by the manufacturers.
➢ The oil in the gear boxes must be kept topped up to the correct level and must be
changed at required intervals.
➢ Suitable grease must be applied to all moving ports of the system such as bearing
of winches, sheaves, pivot points, etc.
➢ Wire ropes must be inspected for any signs of worm or corrosion and must be
condemned if more than 5 % of the wires in any length of 10 diameters are
damaged.
➢ The brakes for the hoisting winch & for the stowings & luffing which must be
regularly inspected.
➢ Limit switches and the over ride keys for the over-hoisting or for the luffing &
slewing travelling beyond permitted limits must be tested frequently and certainly
before each port visit to ensure correct operation & position at the limit switches.
➢ The planned maintenance for a horsting and luffing wires should be when required
on working hours or two years, whichever comes first.
Q) Describe the various factors to be considered by you as Chief Officer in

preparing a loading / unloading plan as prescribed in Appendix 2 of IMSBC
Code. (July-15)
Ans:- Loading & Unloading:-
➢ Due consideration shall be paid to bilge wells and strainer plates for which spread
preparation is necessary to facilitate drainage & to present entry of cargoes into
the bilge system.
➢ Bilge lines, sounding pipes and other service lines within the cargo spaces shall be
in good order.
➢ Because of the velocity at which some high-density solid BC are loaded special care
may be necessary to protect cargo spaces from damage.
➢ As far as practicable ventilation system shall be shut down or screened and air
conditioning system placed on re-circulation during loading and discharge.
Q) Explain the importance of assessing defects and damage to cargo spaces

after each cargo operation. Briefly describe the procedure for the same. (July-
13) OR
26 | P a g e
Explain the critical and suspect areas including appliances and equipments
which are essential for safety of ship, cargo and personnel on board to be
inspected in a cargo hold after cargo discharge by grabs and pay loader in a
bulk carrier. (Jan-2013)
Ans:- Importance of assessing defects and damage to cargo spaces:-
1) It is important that the protective coatings in cargo holds and water ballast tanks
are maintained. Therefore, it is imperative that the cargo holds and deck areas
should be inspected by ship‘s deck officers upon completion of cargo operations to
identify any signs of Physical Damage, corrosion or coating damage to the ship‘s
structure.
2) Where hull damage is identified, which may affect the integrity of the hull structure
and sea-worthiness of the ship, it should be reported accordingly to the
classification society.
3) The internal hold structure and protective coatings in the cargo hold and adjacent
double bottom spaces are vulnerable to damage when the cargo is discharged by
using grabs. Grabs are made from toughened steel material and when carelessly
used can cause considerable damage to the ship‘s structure.
4) Chipping (sharp indentations) and the local buckling or detachment of side frames
and end brackets at lower connections could lead to cracking of the side shell
plating which would allow the ingress of water into the cargo spaces.
5) The protective coating which may be required to be applied in the cargo hold are
also subject to deterioration caused by the corrosive nature of the cargo, high
temperature cargoes, cargo settlement during the voyage and abrasive action of
the cargo.
6) Where no protective coating has been applied or the applied protective coatings
have broken down, the rate of corrosion in that area will greatly increase,
especially when carrying corrosive cargoes such as coal.
7) Corrosion will weaken the ship‘s structure and may eventually seriously affect the
ship‘s structural integrity. The severity of the corrosion caused by a structural
member may not be easily detected, without close-up inspection or until the
corrosion causes serious structural problems such as the collapse or detachment of
hold frames, resulting in cracks propagating in the side shell.
It is therefore extremely important for a close-up inspection of the cargo spaces,
after discharge operations when such corrosive and high temperature cargoes are
being carried.
8) When the main grab discharge is ended, front end loaders (Pay Loaders) are
usually lowered into the hold to gather the cargo from the ends and wings and pile
it in the square of the hatch, to facilitate easy discharge by the grab.
Also, trimmers men are employed to shovel up the last of cargo from the
position which front end Payloader, cannot reach, i.e. all the inaccessible places,
elsewhere by the Payloader, in order to assist in discharge of final remaining cargo.
9) Standards of trimming vary considerably and ship‘s officers are therefore
encouraged to inspect the holds, thoroughly, whilst the trimmers are working in the
hold, in order to remove as much residual cargo as possible. Thereby, utilizing the
maximum efficiency and preparing hold for hold cleaning preparations.
27 | P a g e
10) The final inspection, after each cargo operation should include that no bilge
gratings or manhole cover plates are missing that the securing bolts have not been
damaged, that all the sounding pipes, airpipes and ballast lines and their
pipeguards are intact, that no new indents can be seen in the plating of the
tanktop, lower or upper hopper sides, or athwart ship bulkheads, that the side
frames are regular and undamaged with brackets undamaged and that the hold
ladders platforms, rails are complete and undamaged.
11) Any damage to the tank top plating, hopper sides, shell plating and framing,
hatch coamings, hatch covers, bulkheads, stools and upper deck plating, air and
sounding pipes, which could affect the sea-worthiness of the vessel, should be
directly reported to the classification society.
Q) The Various hazards associated with carriage of chemicals. (Jan’16)

Ans:- Hazards associated with carriage of chemicals:
➢ FLAMMABILITY:
o Vapour given off by a flammable liquid will burn when ignited provided it is
mixed with certain proportions of air, or more accurately with the oxygen in
air. But if there is too little or too much vapour compared to the air, so that
the vapour-and-air mixture is either too lean or too rich, it will not burn. The
limiting proportions, expressed as a percentage by volume of flammable
vapour in air, are known as the lower flammable limit (LFL) and the upper
flammable limit (UFL), and the zone, in between is the flammable range (see
Definitions for further details).
o In addition, a flammable liquid must itself be at or above a temperature high
enough for it to give off sufficient vapour for ignition to occur. This
temperature is known as the flash point. Some cargoes evolve flammable
vapour at ambient temperatures, others only at higher temperatures or when
heated. Safe handling procedures depend upon the flammability
characteristics of each product. Non-combustible cargoes are those which do
not evolve flammable vapours
o Volatile and Non Volatile Cargoes.
o If a cargo is being handled at a temperature within 10C of its flashpoint, it
should be considered volatile.
o Therefore a cargo with a flashpoint of 80C should be considered volatile if
handled at a temperature of 70C or above.
➢ HEALTH HAZARDS:
o Toxic means the same as poisonous. Toxicity is the ability of a substance,
when inhaled, ingested, or absorbed by the skin, to cause damage to living
tissue, impairment of the central nervous system, severe illness or, in
extreme cases, death. The amounts of exposure required to produce these
28 | P a g e
results vary widely with the nature of the substance and the duration of
exposure to it.
o Acute poisoning occurs when a large dose is received by exposure to high
concentrations of a short duration, i.e. a single brief exposure. Chronic
poisoning occurs through exposure to low concentrations over a long period
of time, i.e. repeated or prolonged exposures. Prevention of exposure is
achieved through a combination of cargo containment, which prevents toxic
fumes or liquid from contaminating the workplace, and the use of personal
protective equipment (PPE)
o Suffocation: suffocation is unconsciousness caused by lack of oxygen, Any
vapour may cause suffocation, whether toxic or not, simply by excluding
oxygen in air. Danger areas include cargo tanks, void spaces and cargo
pumprooms. But the atmosphere of a compartment may also be oxygen-
deficient through natural causes, such as decomposition or putrefaction of
organic cargo
o Anaesthesia: Certain vapours cause loss of consciousness due to their effect
on the nervous system. In addition, anaesthetic vapours may or may not be
toxic.
o Additional health hazards: Additional health hazards may be presented by
non-cargo materials used on board during cargo handling. One hazard is that
of frostbite from liquid nitrogen stored on board for use as atmosphere
control in cargo tanks. Full advice on dealing with frostbite is contained in the
MFAG . Another hazard is that of burns from accidental contact with
equipment used while handling heated cargoes.
➢ REACTIVITY
o Self Reaction:
▪ The most common form of self-reaction is polymerisation.
Polymerisation generally results in the conversion of gases or liquids
into viscous liquids or solids. It may be a slow, natural process which
only degrades the product without posing any safety hazards to the
ship or the crew, or it may be a rapid, exothermic reaction evolving
large amounts of heat and gases. Heat produced by the process can
accelerate it. Such a reaction is called a run-off polymerisation that
poses a serious danger to both the ship and its personnel. Products that
are susceptible to polymerisation are normally transported with added
inhibitors to prevent the onset of the reaction.
▪ An inhibited cargo certificate should be provided to the ship before a
cargo is carried. The action to be taken in case of a polymerisation
29 | P a g e
situation occurring while the cargo is on board should be covered by

the ship's emergency contingency plan.
o Reaction with water: Certain cargoes react with water in a way that could
pose a danger to both the ship and its personnel. Toxic gases may be
evolved. The most noticeable examples are the isocyanates; such cargoes
are carried under dry and inert condition. Other cargoes react with water in a
slow way that poses no safety hazard, but the reaction may produce small
amounts of chemicals that can damage equipment or tank materials, or can
cause oxygen depletion.
o Reaction with air: Certain chemical cargoes, mostly ethers, may react with
oxygen in air or in the chemical to form unstable oxygen compounds
(peroxides) which, if allowed to build up, could cause an explosion. Such
cargoes can be either inhibited by an anti-oxidant or carried under inert
conditions.
o Reaction with other cargoes: Some cargoes react dangerously with one
another. Such cargoes should be stowed away from each other (not in
adjacent tanks) and prevented from mixing by using separate loading,
discharging and venting systems. When planning the cargo stowage, the
master must use a recognised compatibility guide to ensure that cargoes
stowed adjacent to each other are compatible.
o Reaction with other materials: The materials used in construction of the
cargo systems must be compatible with the cargo to be carried, and care
must be taken to ensure that no incompatible materials are used or
introduced during maintenance (e.g. by the material used for replacing
gaskets). Some materials may trigger a self-reaction within the product. In
other cases, reaction with certain alloys will be non-hazardous to ship or
crew, but can impair the commercial quality of the cargo or render it
unusable.
➢ CORROSIVENESS:
o Acids, anhydrides and alkalis are among the most commonly carried
corrosive substances. They can rapidly destroy human tissue and cause
irreparable damage. They can also corrode normal ship construction
materials, and create a safety hazard for a ship. Acids in particular react with
most metals, evolving hydrogen gas which is highly flammable. The IMO
Codes address this, and care should be taken to ensure that unsuitable
materials are not included in the cargo system. Personnel likely to be
exposed to these products should wear suitable personal protective
equipment.
30 | P a g e
➢ PUTREFACTION:
o Most animal and vegetable oils undergo decomposition over time, a natural
process known as putrefaction (going off), that generates obnoxious and
toxic vapours and depletes the oxygen in the tank. Tanks that have contained
such products must be carefully ventilated and the atmosphere tested prior
to tank entry.
o It must not be assumed that all vapours produced by cargoes liable to
putrefaction will in fact be due to putrefaction; some may not be obvious,
either through smell or appearance of the cargo. Carbon monoxide (CO), for
instance, is colourless and odourless and can be produced when a vegetable
or animal oil is overheated.
o Vapour given off by a flammable liquid will burn when ignited provided it is
mixed with certain proportions of air, or more accurately with the oxygen in
air. But if there is too little or too much vapour compared to the air, so that
the vapour-and-air mixture is either too lean or too rich, it will not burn. The
limiting proportions, expressed as a percentage by volume of flammable
vapour in air, are known as the lower flammable limit (LFL) and the upper
flammable limit (UFL), and the zone, in between is the flammable range (see
Definitions for further details).
o In addition, a flammable liquid must itself be at or above a temperature high
enough for it to give off sufficient vapour for ignition to occur. This
temperature is known as the flash point. Some cargoes evolve flammable
vapour at ambient temperatures, others only at higher temperatures or when
heated. Safe handling procedures depend upon the flammability
characteristics of each product. Non-combustible cargoes are those which do
not evolve flammable vapours
o Volatile and Non Volatile Cargoes.
o If a cargo is being handled at a temperature within 10C of its flashpoint, it
should be considered volatile.
o Therefore a cargo with a flashpoint of 80C should be considered volatile if
handled at a temperature of 70C or above.
➢ HEALTH HAZARDS:
o Toxic means the same as poisonous. Toxicity is the ability of a substance,
when inhaled, ingested, or absorbed by the skin, to cause damage to living
tissue, impairment of the central nervous system, severe illness or, in
extreme cases, death. The amounts of exposure required to produce these
results vary widely with the nature of the substance and the duration of
exposure to it.
31 | P a g e
o Acute poisoning occurs when a large dose is received by exposure to high

concentrations of a short duration, i.e. a single brief exposure. Chronic
poisoning occurs through exposure to low concentrations over a long period
of time, i.e. repeated or prolonged exposures. Prevention of exposure is
achieved through a combination of cargo containment, which prevents toxic
fumes or liquid from contaminating the workplace, and the use of personal
protective equipment (PPE)
o Suffocation: suffocation is unconsciousness caused by lack of oxygen, Any
vapour may cause suffocation, whether toxic or not, simply by excluding
oxygen in air. Danger areas include cargo tanks, void spaces and cargo
pumprooms. But the atmosphere of a compartment may also be oxygen-
deficient through natural causes, such as decomposition or putrefaction of
organic cargo.
o Anaesthesia: Certain vapours cause loss of consciousness due to their effect
on the nervous system. In addition, anaesthetic vapours may or may not be
toxic.
o Additional health hazards: Additional health hazards may be presented by
non-cargo materials used on board during cargo handling. One hazard is that
of frostbite from liquid nitrogen stored on board for use as atmosphere
control in cargo tanks. Full advice on dealing with frostbite is contained in the
MFAG . Another hazard is that of burns from accidental contact with
equipment used while handling heated cargoes
➢ REACTIVITY
o Self Reaction:
▪ The most common form of self-reaction is polymerisation.
Polymerisation generally results in the conversion of gases or liquids
into viscous liquids or solids. It may be a slow, natural process which
only degrades the product without posing any safety hazards to the
ship or the crew, or it may be a rapid, exothermic reaction evolving
large amounts of heat and gases. Heat produced by the process can
accelerate it. Such a reaction is called a run-off polymerisation that
poses a serious danger to both the ship and its personnel. Products that
are susceptible to polymerisation are normally transported with added
inhibitors to prevent the onset of the reaction.
▪ An inhibited cargo certificate should be provided to the ship before a
cargo is carried. The action to be taken in case of a polymerisation
situation occurring while the cargo is on board should be covered by
the ship's emergency contingency plan.
32 | P a g e
o Reaction with water: Certain cargoes react with water in a way that could
pose a danger to both the ship and its personnel. Toxic gases may be
evolved. The most noticeable examples are the isocyanates; such cargoes
are carried under dry and inert condition. Other cargoes react with water in a
slow way that poses no safety hazard, but the reaction may produce small
amounts of chemicals that can damage equipment or tank materials, or can
cause oxygen depletion.
o Reaction with air: Certain chemical cargoes, mostly ethers, may react with
oxygen in air or in the chemical to form unstable oxygen compounds
(peroxides) which, if allowed to build up, could cause an explosion. Such
cargoes can be either inhibited by an anti-oxidant or carried under inert
conditions.
o Reaction with other cargoes: Some cargoes react dangerously with one
another. Such cargoes should be stowed away from each other (not in
adjacent tanks) and prevented from mixing by using separate loading,
discharging and venting systems. When planning the cargo stowage, the
master must use a recognised compatibility guide to ensure that cargoes
stowed adjacent to each other are compatible.
o Reaction with other materials: The materials used in construction of the
cargo systems must be compatible with the cargo to be carried, and care
must be taken to ensure that no incompatible materials are used or
introduced during maintenance (e.g. by the material used for replacing
gaskets). Some materials may trigger a self-reaction within the product. In
other cases, reaction with certain alloys will be non-hazardous to ship or
crew, but can impair the commercial quality of the cargo or render it
unusable.
➢ CORROSIVENESS:
o Acids, anhydrides and alkalis are among the most commonly carried
corrosive substances. They can rapidly destroy human tissue and cause
irreparable damage. They can also corrode normal ship construction
materials, and create a safety hazard for a ship. Acids in particular react with
most metals, evolving hydrogen gas which is highly flammable. The IMO
Codes address this, and care should be taken to ensure that unsuitable
materials are not included in the cargo system. Personnel likely to be
exposed to these products should wear suitable personal protective
equipment.
➢ PUTREFACTION:
o Most animal and vegetable oils undergo decomposition over time, a natural
process known as putrefaction (going off), that generates obnoxious and
33 | P a g e
toxic vapours and depletes the oxygen in the tank. Tanks that have contained
such products must be carefully ventilated and the atmosphere tested prior
to tank entry.
o It must not be assumed that all vapours produced by cargoes liable to
putrefaction will in fact be due to putrefaction; some may not be obvious,
either through smell or appearance of the cargo. Carbon monoxide (CO), for
instance, is colourless and odourless and can be produced when a vegetable
or animal oil is overheated.
Q) What are the hazards associated with carriage of Grain? (Oct-14)

Ans:- Some of the most common hazards of bulk cargoes on board ships are
mentioned below:
1) Cargo shift: Cargo shift has always remained as one of the greatest dangers on
bulk carriers. This problem is greater for ships carrying grain cargoes. Grain settles
by about 2% of its volume. Because of this settling, small void spaces exist on the
top of grain surface. These void spaces permit the grain to shift. The free flowing
characteristics of grain reduce the stability of any ship carrying it. Trimming is
undertaken to reduce the danger of cargo shifting. Rolling can also cause shifting of
cargo from one side to the other and reduce her positive stability resulting in the
vessel to capsize.
2) Cargo falling from height: Cargoes like iron ore, quartz and steel scraps are high
density cargo. There is a possibility of cargo falling from height during cargo
operations. Cargo may either fall from the conveyor belt of the shiploader or from
the discharging grab on to the deck of the ship. People working on deck can get
injured badly if hit by the sizeable lumps of the bulk cargo. It can be as bad as
death. Cargo operation should always be monitored by responsible officers and
care should be taken that no unwanted personnel are present on the working area
of the deck. Persons who are involved in the cargo operation should wear
protective clothing including hard hats, safety shoes and highly visible vests.
3) Dust from working cargo: Dust is one of the most common hazards in bulk carriers.
Many bulk cargoes are dusty by nature. Dust particles are small enough to be
inhaled and if inhaled can have disastrous effects on health. Anyone working on the
deck can be exposed to high levels of dust. Dust can cause sneezing and irritation
of the eyes. Where possible it is always best to avoid exposure to cargo dust
however if exposure cannot be avoided protective face masks should be worn.
Those involved in cargo operation and need to be present on deck when a dusty
cargo is being loaded or discharged and anyone sweeping cargo with a brush or
with air should wear a suitable respirator. Filters should be renewed when soiled.
Deck machinery should be properly protected as they can be adversely affected by
dust.
34 | P a g e
4) Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes are

abruptly transformed from a solid dry state to an almost fluid state. Many common
bulk cargoes such as iron ore fines, nickel ore and various mineral concentrates are
examples of materials that may liquefy. Liquefaction occurs as a result of
compaction of the cargo which results from engine vibrations, ship‘s motion and
rolling and wave impact that further causes cargo agitation.
Liquefaction results in a flow state to develop. This permits the cargo to slide
and shift in one direction thus creating free surface effect and reducing the GM
thereby reducing stability. Shippers declaration should be thoroughly examined by
the chief officer before loading any bulk cargo. He must make sure that the
moisture content of the cargo to be loaded should not exceed the transportable
moisture limit to avoid liquefaction during the voyage. Often shippers declaration
turn out to be faulty. Spot checks can also be carried on board ships to check the
moisture content.
5) Structural damage: Heavy cargoes place high loads on the structure and structural
failure is therefore probable. High density cargoes occupy a small area for a large
weight that is they have a low stowage factor. It is therefore important that the
tank top has sufficient strength to carry heavy cargoes like iron ore, nickel ore,
bauxite etc. The load density of the tank top should never be exceeded. Tank top
strength is provided in the ship‘s stability booklet. Exceeding the maximum
permissible cargo load in any of the holds of a ship will lead to over stressing of
local structure. Overloading will induce greater stresses in the double bottom,
transverse bulkheads, hatch coamings, hatch covers, main frames and associated
brackets of individual cargo holds. Poor distribution of and/or inadequate trimming
of certain cargoes can result in excessive bending and sheer forces.
6) Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such as

wood, paper pulp and agricultural products may result in rapid and severe oxygen
depletion and formation of carbon dioxide. Thus apparently harmless cargoes may
create potentially life threatening conditions. The cargo holds and communicating
spaces in bulk carriers are examples of confined spaces where such toxic
atmospheres may develop. Several fatal accidents can occur when people enter
unventilated spaces. The IMSBC code lists the following cargoes as potentially
oxygen depleting: coal, direct reduced iron, sponge iron, sulphide concentrates,
ammonium nitrate based fertilisers, linted cotton seed. Various gaseous products
are formed including carbon monoxide, carbon dioxide, hydrogen sulphide and
hydro carbons. Entry of personnel into enclosed spaces should be permitted only
when adequate ventilation and testing of the atmosphere is done with appropriate
instruments. Emergency entry may be undertaken with SCBA. Some cargoes also
use up oxygen within the cargo space. The main examples are rusting of steel
swarf cargoes. Some grain cargoes may also deplete the oxygen content in the
cargo space.
7) Corrosion: Some cargoes like coal and sulphur can cause severe damage due to
corrosion. Cargoes of sulphur in bulk are normally subjected to exposed storage
35 | P a g e
and are thus subjected to inclement weather thereby resulting in the increase of
moisture content of the cargo. Wet sulphur is potentially highly corrosive. When
sulphur is loaded, any retained free water filters to the bottom of the holds during
the voyage, from where it is pumped out via the bilges. Some water remains on
the tank top and reacts with sulphur. This leads to the release of sulphuric acid
resulting in the corrosion of the ship‘s holds. Pond coal which is reclaimed after
having been abandoned and dumped in fresh water ponds usually have high
moisture content and sulphur content. This type of coal may be liable to react with
water and produce acids which may corrode parts of the ship.
8) Contamination: Preparation of cargo holds for the next intended carriage is a

critical element of bulk carrier operations. A lack of proper preparation can lead to
claims related to cargo quality such as contamination, water ingress or cargo loss.
Residues and dust of previous cargo can contaminate the presently loaded bulk
cargo and can cause cargo stains that are not acceptable. Cement when
contaminated by residues of previous cargo reduces its binding capacity. Unrefined
sugar if stored near or above dry, refined sugar can damage it by the draining
syrup. Water ingress may result from leaking hatch covers, back flow through bilge
systems, leaking manhole lids and inadequate monitoring. Cargoes like salt can
absorb moisture and dissolve into a liquid. Sugar can ferment in the presence of
moisture. The bilges should be pumped out regularly during the voyage.
9) Fire: Bulk cargoes are deemed to present a great deal of fire hazards. Many bulk
cargoes have a tendency to heat due to the oxidation process taking place during
the voyage. Common cargoes like coal, sulphur, cotton, fishmeal are liable to
spontaneous heating. Coal also emits methane which is a flammable gas. When
mixed with air it can form an explosive mixture. Dust created by certain cargoes
may constitute an explosion hazard. Sulphur dust can readily ignite causing an
explosion. Friction between cotton bales can cause spontaneous combustion and
produce heat. Fire precautions should be strictly observed on bulk carriers.
Q) Describe the SOLAS 1974 / Loadline 1966 and Class requirements for
approved Loadicator on board cargo ships. (Oct-12)
Ans:- The requirement of loading instrument for bulk carriers is governed by SOLAS
chapter XII, regulation 11. Even though there is no statutory requirement for loading
computer onboard other ships, classification societies require all tankers of more than
100 meters to have type approved loading instrument. Even otherwise so, Loadicator
has rather been a necessity onboard ships. And once we have something onboard, it is
duty of ship staff to ensure that it complies with its testing and record keeping
procedures.
There are two parts of the question. First relates to the documents and
certificates a ship is required to have onboard with respect to loadicators and second
the testing requirement of the loadicator.
Documents required for Loadicator:-

36 | P a g e
There are three main documents ship should have for it to be actually complying
with Loadicator requirements. These are:-
➢ Class certificate for loadicator: This certificate is issued by the class and gives the
details of the loadicator software as well as the hardware on which it is installed,
including the details of the Make, model and serial number of the computer. Master
and chief officer must ensure that the approved loading computer‘s details matches
with the details in this certificate. The certificate may even sometimes have the
printer‘s detail that is connected with the approved loadicator.
If you do not find this certificate onboard, you should check in the class survey
status report if the loading computer is included in the list. If yes, the certificate
can be asked from the class through your office. If No, then shipping office need to
consult ship‘s classification society for approval of loading computer.
➢ Class approved Loadicator Manual: This is the user manual of the loadicator which
is from the maker of the loadicator software. A class approved copy of the user
manual should be onboard. If there was ever a class change associated with the
ship, it is important to ensure that approval stamp of the current classification
society is endorsed on the manual.
➢ Class approved loadicator test conditions: To be very clear, these are not the
conditions in the stability booklet of the ship. The stability conditions in the stability
booklet are made by the yard and these are not the print outs from the loadicator
software. These are also not the test conditions stamped by the class during annual
class surveys. These are usually in the form of a booklet specifically titled ―test
conditions for loadicator‖ with class stamp. These are usually provided during yard
delivery of the vessel or after the loadicator is installed for the first time and
approved by the class.
➢ Once we have these three documents / certificates, you are OK with the
certification part.
Q) Briefly state the test and certification procedure for approved Loadicator.
(Jan-15, Oct-12)
Ans:- Testing requirements for the Loadicator:-
Testing by ship staff: The Loadicator is required to be tested periodically (interval to

be as per SMS of the vessel) by ship staff for its accuracy. The test procedure includes
choosing a text condition from the approved test conditions, entering the exact same
data in the loadicator and comparing the results with the approved test conditions.
The important point to note is that the data need to be manually entered and not
opened from a pre-saved file as it is not acceptable to classification society as well as
OCIMF to simply retrieve a stored test condition and comparing it with approved test
condition.
Annual testing of Loadicator in presence of Class: During annual class surveys,
loadicator need to be tested for its accuracy in presence of a class surveyor. The
37 | P a g e
procedure of testing is same as the quarterly testing but in here the class surveyor
would ask for the print out of the test condition and he would stamp it and give it to
the ship for ship‘s records.
Procedure for certification:-

➢ The approved test conditions shall be tested on the loading computer system in
presence of a surveyor from the Society, before the loading computer certificate is
issued.
➢ During the test, the loading conditions calculated on the installed loading computer
system shall be verified to be identical to the approved test conditions. If numerical
output from the loading computer system is at significant variance with the
approved test conditions, a certificate cannot be issued.
➢ During the tests, at least one of the test conditions shall be built up from scratch,
to ensure that the loading methods function properly.
➢ As an alternative to 203 can the following procedure be followed:
— retrieve the test load case and start a calculation run; compare stability
results with those in the documentation.
— change several items of deadweight (tank weights and the cargo weight)
sufficiently to change the draught or displacement by at least 10%. The
results shall be reviewed to ensure that they differ in a logical way from
those of the approved test condition.
— revise the above modified load condition to restore the initial test condition
and compare the results. The relevant input and output data of the approved
test condition shall been replicated.
➢ During the test relevant warnings should be checked, which should include max
draught, strength limits and stability limits.
➢ Where the hardware is not type approved, the test shall be carried out on both the
first and the second nominated computers prior to issuing of the loading computer
certificate.
➢ After completion of satisfactory tests, the loading computer certificate shall be
issued.
➢ The loading computer certificate and the approved test conditions shall be kept
onboard together with the user's manual.
➢ The certification shall be carried out onboard.
➢ If the final loading manual or the final stability booklet has not been approved
before delivery, testing onboard may take place after these documents have been
approved.
Q) Define “Authorized person” as per dock workers Safety, Health and

Welfare Regulations 1990. (July-16, Dec-13, Jan’15)
Ans:- "Authorised person" means a person authorised by the employer, the master
of the ship or a responsible person to undertake a specific task or tasks and
possessing necessary technical knowledge and experience for undertaking the task or
tasks.
38 | P a g e
Q) Define “Responsible Person” as per dock workers Safety, Health and

Welfare Regulations 1990. (Jan’17, July’16, April’15)
Ans: - “Responsible person" means a person appointed by the employer, the
master of the ship, the owner of the gear or port authorities, as the case may be, to
be responsible for the performance of a specific duty or duties and who has sufficient
knowledge and experience and the requisite authority for the proper performance of
the duty or duties.
Q) Define “Loose Gear” as per dock workers Safety, Health and Welfare
Regulations 1990. (July’16, Jan’15)
Ans:- "Loose Gear" means hook, shackle, swivel, chain, sling, lifting beam, container
speader, tray and any other such gear, by means of which the load can be attached to
a lifting appliance and includes lifting device.
Q) Define “Competent Person” as per ILO convention on occupational Safety

and Health Convention 1990, applicable to ships. (Jan’17, April’15, Dec’13,
Jan’14, Dec’12, Jan’15)
Ans:- “Competent Person” means.-
(i) a person belonging to a testing establishment in India who is approved by
the Chief Inspector for the purpose of testing, examination or annealing and
certification of lifting appliances, loose gears or wire ropes;
(ii) any other person who is recognised under the relevant regulations in force in
other countries as competent for issuing certificates for any of the purposes
mentioned in sub-clause (1) for the implementation of the Protection against
Accidents (Dockers) Convention (Revised), 1932 (No. 32) and the Convention
concerning Occupational Safety and Health in Dock Work (No. 152), 1979, adopted by
International Labour Conference.
Q) Discuss the “powers of Inspector” as per ILO convention on occupational

Safety and Health Convention 1990, applicable to ships. (April-15)
Ans:- ―Powers of Inspector‖ Powers of Inspectors.-(a) An Inspector may at any
port for which he is appointed-
(i) enter, with such assistance, (if any), as he thinks fit, any ship, dock,
warehouse or other premises, where any dock work, is being carried on, or where he
has reason to believe that any dock work is being carried on;
(ii) make examination of the ship, dock, lifting appliance, loose gear, lifting
device, staging, transport equipment, warehouse or other premises, used or to be
used, for any dock work;
(iii) require the production of any testing muster roll or other document relating
to the employment of dock workers and examine such document;
(iv) take on the spot or otherwise such evidence of any person which he may
deem necessary:
39 | P a g e
Provided that no person shall be compelled under sub-regulation 3 (a) (iv) to

answer any question or, give any evidence tending to incriminate himself;
(v) take copies of registers, records or other documents or portions thereof as
he may consider relevant in respect of any offence which he has reason to believe has
been committed or for the purpose of any inquiry;
(vi) take photograph, sketch, sample, weight measure or record as he may
consider necessary for the purpose of any examination or inquiry;
(vii) hold an inquiry into the cause of any accident or dangerous occurrence
which he has reason to believe was the result of the collapse or failure of any lifting
appliance loose gear, transport equipment, staging non-compliance with any of the
provisions of the Act or the regulations;
(viii) issue show-cause notice relating to the safety, health and welfare
provisions arising under the Act or the regulations;
(ix) prosecute, conduct or defend before any court any complaint or other
proceedings, arising under the Act or the regulations;
(x) direct the port authority, dock labour board and other employers of dock
workers for getting the dock workers medically examined if considered necessary.
(b) A person having general management and control of the premises or the
owner, master, officer-in-charge or agents of the ship, as the case may be, shall
provide such means as may be required by the Inspector for entry, inspection,
examination, inquiry, otherwise for the exercise of his powers under Act and the
regulations in relation to that ship or premises which shall also include the provision of
launch or other means of transport.
Q) Duties of Dock Safety Inspector. (July-12)

Ans:- Duties of Dock Safety Inspector are as follows:-
➢ Perform daily dock check list.
➢ Welcome new slip holders and/or transients in a manner which expresses a kind,
courteous and professional character.
➢ Maintain and clean rest rooms, docks, walkways, ramp ways, grounds,
equipment and other areas designated by the Dock Master.
➢ Maintain an inventory of supplies as needed.
➢ Ensure docks, equipment and facilities are operational at all times.
➢ Assist and support special events/activities taking place at the marina.
➢ Inspect docked vessels such as dock lines, electrical cords, Comcast cable
connections and fenders to ensure safety.
➢ Perform daily trash removal (morning and evening trash) and dispose of as
directed.
➢ Maintain the daily operation of the sewage pumping system.
➢ Perform electrical meter readings at slip pedestals and report readings.
➢ Insure that no slip holder installs, secures or attaches items to the pier,
bulkhead, light poles, pedestals or any other areas which are the property of the
marina without written consent to do so
➢ Perform marina safety inspections including, but not limited to the following:
o Wood slat inspections
40 | P a g e
o Concrete inspections
o Light pole inspections
➢ Vessel inspections consisting of vessel stability, frayed lines, electrical cords and
Comcast connections.
➢ Life ring inspection.
➢ Report any notice of ―sheen‖ in the water immediately.
➢ Immediately notify the appropriate party if fuel is observed either visually or by
smell.
➢ Other duties as assigned.
Q) Enumerate the responsibility of chief officer with respect to signing of

Mates receipts and issuance of letter of protest to shippers and cargo
receivers? (April-13)
Ans:- Responsibilities of chief officer with respect to signing of Mates receipts:-
➢ Remarks to be made as to the order and condition of the consignment.
This document is usually prepared by the terminal or shipper's representative at
the terminal.
➢ In addition to the condition of the cargo it will usually the description of the
goods, the shipper's quantity and/or weight and usually the packaging.
➢ This receipt is signed, after loading, by the Chief Officer as an official receipt for
the goods onboard. The original mate's receipt is then usually presented to the
carrier and exchanged for signed original bills of lading issued by the carrier
using the quantities shown on the mate's receipt. These original bills of lading
then act as the receipt for goods.
Responsibilities of chief officer with respect issuance of letter of protest to shippers

and cargo receivers:-
➢ A Letter of protest, simply known as Protest, is a written communication,
intended to record dis-satisfaction on the part of one party concerning any
operational matter over which the recipient or other party has control, and
holding the other party responsible for the consequences of the matter being
complained of.
➢ Most commonly a protest is in connection with cargo, although they may be
written about almost any matter where there is a contractual arrangement.
e.g. Use of berth or use of equipment.
➢ A Letter of Protest helps substantiate a claim by owners or vice-versa, and may
prove useful, if properly filed, when a dispute is being resolved long after the
related event.
➢ A Letter of Protest is thus different from a Note of Protest or lodged with a
consul or notary public.
Q) Describe in very brief the following with respect to crude oil washing –
Piping System (April–16)
Ans:- Piping System
41 | P a g e
➢ The pipeline and valves incorporated in the crude oil washing system shall be of
steel or equivalent material and shall have adequate strength having regard to
the pressure it may be subjected and shall be properly jointed and supported.
➢ The crude oil washing system should contain permanent pipeline and shall be
independent of the fire main.
➢ The use of flexible hose pipes to connect the crude oil washing machines shall
be fitted with flanges and length should not be more than just to connect the
machine.
➢ Provision shall be made to prevent the overpressure in the tank washing
system. Any relief valve fitted shall discharge the crude oil in the suction side of
the pump.
➢ All hydrants fitted need to be blanked by spectacle bank.
➢ All fitting shall be fitted with isolating valve.
➢ No part of the crude oil washing system pass through the machinery space.
➢ The piping system shall be tested to 1.5 times the working pressure once
installed on the ship.
➢ The COW line shall be firmly anchored to ship‘s structure.
Q) Describe in very brief the following with respect to crude oil washing:
Number of tanks required to be washed at discharge port. (April-16)
Ans: - Number of tanks required to be washed at discharge port:-
➢ 85% of the VERTICAL surface area inside a tank must be covered by the direct
impingement of the jet.
➢ 90% of the HORIZONTAL surface area inside a tank must be covered by the
direct impingement of the jet.
➢ Jet length is governed by the washing pressure & nozzle diameter.
➢ Jet length should be such as to be effective in fulfilling the requirements of
MARPOL.
➢ Number of machines that can be run simultaneously is given in the COW
operations manual.
➢ Running more than above machines causes a drop in system pressure and
thereby washing effectiveness.
➢ Minimum system pressure to be maintained is given in the COW operations
manual.
➢ Minimum recommended trim during washing given in the COW operations
manual.
➢ The given conditions of the COW operations manual must be complied with for
an effective wash.
➢ Diameter of piping, Number of machines & fluid velocity in the pipe have a
relationship that goes into the designing of the system to satisfy MARPOL
constructional & operational requirements.
Precaution against discharge of static electricity. (April-16, Jan-13)
42 | P a g e
Ans:- Precaution against discharge of static electricity :-

➢ A mixture of crude oil and water can produce an electrically charged mist during
tank cleaning.
➢ For this reason, if oil in a tank used for the load-on-top procedure (usually one of
the slop tanks) is used as a source of crude oil washing fluid, it shall be discharged
ashore completely and then filled with oil shifted from another tank using a cargo
line.
Following are the precautions we can take while tank washing:-

➢ Commencing washing with large accumulations of oil remaining in the tank.
➢ Adding chemical agents to the tank washing water.
➢ Recirculating tank washing water.
➢ Washing large cargo tanks (greater that 10,000 cubic meters).
➢ Static electricity, or more properly 'electrostatic charging' can be produced during
tank washing operations by:
➢ Accumulation of tank washings in the cargo tank. The oil/water mixture will be
subject to charge separation and may produce an accumulated electrostatic charge.
➢ Spraying or splashing of oil. Crude oil washing will produce electrostatic charging in
the cargo tank. Water washing of a tank which has not been adequately drained
may also cause charge accumulation.
➢ Use of conductive ullage tapes to measure tank bottoms during tank washing.
Permanently installed ullaging equipment should be used to verify correct stripping
during tank washing. Wait one hour after tank washing (if artificial ventilation is
used), before sounding a washed tank, five hours if only natural ventilation is used.
Tanks may be sounded in less time if a natural fibre line and wooden sounding rod
are used. No precautions are necessary if sounding inside a metal sounding pipe.
➢ Floating conductors in the tank. Dropped or lost sample cans which remain afloat in
the tank do not accumulate charge, but can produce a path for the short circuit of
an accumulated charge from the surface of accumulated tank washings to the tank
structure.
➢ Steaming of cargo tanks. If cargo tanks are steamed using hoses which are not
properly bonded to the ship's piping, an electrostatic charge will accumulate on the
hose. The water droplets from the steam will accumulate electrostatic charge and
may cause an incendiary spark if the tank is steamed too vigorously. Therefore
tanks should be steamed only with fixed apparatus, only at low velocities and only
when the tank is free of any grounded probes (including properly bonded tank
washing machines).
Q) Describe in very brief the following with respect to crude oil washing: Bar
diagram. (April-16)
Ans:-
43 | P a g e
Diagram for improved cargo out-turn due to COW
This diagram is based on the commonly recognised estimation that

approximately one per cent of Bill of Lading quantity will remain in ship's cargo tanks
after discharging without COW and thorough draining.
Line 3 The ―economy stripping‖ philosophy - quick turnaround in the discharge
port more appreciated than spending few hours on stripping to get well drained tanks
- was practised and encouraged until the price of crude oil started to rise drastically.
Line 2 Several investigations have shown that a through after-draining with
educators have increased the cargo out-turn with 0.2 - 0.5 per cent of the Bill of
Lading quantity, and even more in some cases, approximately 500 - 1,250 tonnes for
250,000 tonnes of cargo.
Line 1 Draining (discharging) and COW according to IMO specifications, utilizing
the small diameter line, will further improve the cargo out-turn compared to result
obtained according to line 2.
COW manual (April’16)
Ans:- COW Manual :- Each Crude Oil Washing Operations and Equipment Manual
must include the following information:
44 | P a g e
➢ The text of the Annex of Resolution 15 of the MARPOL 73/78.

➢ A line drawing of the tank vessel's COW system showing the locations of pumps,
piping, and COW machines.
➢ A description of the COW system.
➢ The procedure for the inspection of the COW system during COW operations.
➢ Design characteristic information of the COW system that includes the following:
a. Pressure and flow of the crude oil pumped to the COW machines.
b. Revolutions, number of cycles, and length of cycles of each COW machine.
c. Pressure and flow of the stripping suction device.
d. Number and location of COW machines operating simultaneously in each
cargo tank.
➢ The design oxygen content of the gas or mixture of gases that is supplied by the
inert gas system to each cargo tank.
➢ The results of the inspections recorded when passing the inspections under §
157.140.
➢ Characteristics of the COW system recorded during the COW operations when
passing the inspections under § 157.140 that includes the following:
a. Pressure and flow of the crude oil pumped to the COW machines.
b. Revolutions, number of cycles, and length of cycles of each COW machine.
c. Pressure and flow of the stripping device.
d. Number and location of COW machines operating simultaneously in each
cargo tank.
➢ The oxygen content of the gas or mixture of gases that is supplied by the inert gas
system to each cargo tank recorded during COW operations when passing the
inspections under § 157.140.
➢ The volume of water used for water rinsing recorded during COW operations when
passing the inspections under § 157.140.
➢ The trim conditions of the tank vessel recorded during COW operations when
passing the inspections under § 157.140.
➢ The procedure for stripping cargo tanks of crude oil.
➢ The procedure for draining and stripping the pumps and piping of the COW system,
cargo system, and stripping system after each crude oil cargo discharge.
➢ The procedure for crude oil washing cargo tanks that includes the following:
a. The tanks to be crude oil washed to meet § 157.160.
b. The order in which those tanks are washed.
c. The single-stage or multi-stage method of washing each tank.
d. The number of COW machines that operate simultaneously in each tank.
e. The duration of the crude oil wash and water rinse.
f. The volume of water to be used for water rinse in each tank.
➢ The procedures and equipment needed to prevent leakage of crude oil from the
COW system.
➢ The procedures and equipment needed if leakage of crude oil from the COW system
occurs.
➢ The procedures for testing and inspecting the COW system for leakage of crude oil
before operating the system.
45 | P a g e
➢ The procedures and equipment needed to prevent leakage of crude oil from the
steam heater under § 157.122(i) to the engine room.
➢ The number of crew members needed to conduct the following:
a. The discharge of cargo.
b. The crude oil washing of cargo tanks.
c. The simultaneous operations in paragraphs (a)(19) (i) and (ii) of this section.
➢ A description of the duties of each crew member under paragraph (a)(19) of this
section.
➢ The procedures for ballasting and deballasting cargo tanks.
➢ The step by step procedure for the inspection of the COW system by vessel
personnel before COW operations begin that includes the procedure for inspecting
and calibrating each instrument. (Operational Checklist)
➢ The intervals for on board inspection and maintenance of the COW equipment.
Informational references to technical manuals supplied by the manufacturers may
be included in this part of the manual.
➢ A list of crude oils that are not to be used in COW operations.
➢ The procedure to meet § 157.155(a) (4).
Q) Explain various advantages and disadvantages of C.O.W. and how often is

it carried out? On a tanker how do we carry out tank cleaning? (Jan-16, Jan-
15)
Ans:- CRUDE OIL WASHING:- This section summarises the objectives and prescribes
the procedure for the crude oil washing (COW) of cargo tanks, in addition to the
Section 6.1.2 of this chapter.
The Master is responsible for monitoring and verifying compliance with this
procedure.
Purpose of Crude Oil Washing:-

The objectives of the introduction of the COW system can be said:
1) Rationalization of tank cleaning operations.
2) Rationalization of cargo work including complete discharge of crude oil; and
3) Prevention of marine pollution by minimizing the amount of residual oil retained on
board.
4) Formation of was coatings and resultant prevention of corrosion inside tank.
Cargo Grade Oil used for Crude Oil Washing:-

1) Selecting Oil for COW:- The following points should be taken into account for
deciding what grade of oil to use for crude oil washing:
a. Mixture of different grades of oil should be avoided.
b. Where the tank is washed by a two-stage method, top and bottom, the top
wash shall be carried out with the same grade of oil to avoid contamination
but a bottom wash with a different grade of oil may be possible if
unavoidable, with approval of the cargo consignee.
c. If a different grade of oil is used as wash oil with the agreement of the cargo
consignee, it will be advantageous to use crude oil with less sediments.
46 | P a g e
2) Check the necessity for flushing with fresh crude oil, and if necessary, such
quantity.
Tank to be Crude Oil Washed:- Cargo tanks necessary to be washed are as follows:
1) Cargo tanks specified in Section 6.1.2 of the COW Manual.
2) During cargo discharge before dry docking.
Regardless of the number of tanks required to be crude oil washed by the MARPOL
73/78 convention, all tanks should be washed by crude oil as far as possible for the
purpose of preparation for ballasting and sludge control.
Prohibited Matters Concerning COW:-

1) Crude oil washing shall not be carried out during a ballast passage.
2) Ballast should not be loaded in tanks which were not crude oil washed.
3) Water filled in a tank already crude oil washed but not yet rinsed with water shall
be regarded as dirty ballast.
Crude oil Washing at Sea Between Discharge Ports:-

1) In any case, crude oil washing shall be finished before departure from the final
discharge port.
2) In the case of two or more discharge ports, it is possible to carry out crude oil
washing at sea between such discharge ports.
3) In this case, washed tanks shall be left empty, ready for a dry inspection at the
next discharge port, prior to sailing.
4) This inspection is to be conducted by sounding several parts of the tank bottom,
etc. when the tank is empty.
5) Crude oil washing between discharge ports may minimize any potential delays
whilst discharging operation
6) The same safety and pollution precautions shall be taken as in port.
Method of Crude Oil Washing:-

➢ Cleaning Methods:-
1) Multi-Stage System: While cargo oil is still in a tank, the upper part above the
oil surface is washed (top wash) and the bottom is washed (bottom wash) by
stripping tank washing after the tank has been emptied.
As one version of this method, when tank washing is divided into two stages,
namely top and bottom, it is called a two-stage method.
a. Top Wash:-
i. The washing area is from the joint section of the upper deck and the
bulkhead downward to a height slightly above the oil surface.
ii. In the case of multi-stage system, each stage should be overlapped.
iii. In general, sludge accumulates on the horizontal girders, the top
wash therefore should be started when the oil level reaches about
three (3) metres above the bottom unless specified in vessel‘s COW
operation Manual.
iv. The top wash terminates when the remaining oil level goes down to
about 1.5 metres above the bottom.
47 | P a g e
v. Crude oil used as a medium for washing should, in principle, be the

same grade of oil as the one being discharged to prevent
contamination.
b. Bottom Wash:-
i. This operation starts when cargo oil has been discharged and
roughly stripped from the bottom to become dry, and the bottom
which has been left unwashed at the time of the top wash is washed
as many times as necessary.
ii. In general, the nearer to the bottom, the more sludge deposits, and
the bottom wash should be carried out with more care as compared
with the top wash.
c. Spot Washing and Repeated Washing: Some of the single nozzle type of
machine developed for crude oil washing are capable of repeated washing
or spot washing of a particular are by horizontal as well as vertical angle
control.
2) Single – Stage System: This is a method combining the Top and Bottom washes
together as a continued process. When a tank empties, the entire tank walls are
washed altogether but the method itself is not practically different from
conventional seawater washing.
The following are considered to be the prerequisites for this washing.
a. The tank shall be empty before washing.
b. The number of machines should be well balanced with the stripping
capacity.
Washing Oil Supplying Systems: - There are basically three wash oil supplying
methods so called ―Open Cycle‖, ―Closed Cycle‖ or ―Bleed-off System‖ as mentioned
below:
1) Semi-open Cycle System:-
a. Wash oil is introduced from a tank being discharged and drained oil is
discharged into the aftermost centre tank or slop tank.
b. Precaution:- The tank be used as a source of crude oil washing (Driving Oil)
should be first discharged at least one metre in depth before supplying as a
washing medium to suppress electrostatic charges.
48 | P a g e
2) Closed Cycle System (re-circulation method):-

a. Wash oil is supplied from the aftermost centre tank or slop tank and drained
oil is collected in the same tank, i.e., the same tank is used for both
purposes.
b. Precaution:-
i. Slop tanks loaded by the ―Load-on-Top‖ procedure should be
discharged entirely and then filled with fresh oil (crude oil free from
water and residue) prior to COW.
ii. It is considered better to discharge Driving Oil in Slop tank after
washing a few tanks, not more than six tanks, and replace to fresh oil
again as it may avoid the Driving oil to be sludge-full.
3) Bleed-off System (Open Cycle System):- A method in which a part of the oil being
discharged is branched off to the tank cleaning line. Some terminals call this
system in which cargo is discharged simultaneously with COW, ―open cycle‖.
49 | P a g e
Application to Crude Oil Wash:- If COW is planned to take place at a Japanese

discharge port, the application for COW shall be submitted to the local agent for
permission, with a copy to the Company.
Advantages with COW:- Providing that equipment and procedures are well adapted for
COW, the following advantages are gained in comparison with water washing:
➢ Considerable reduction in pollution potential since less oil remains on board after
discharge and less oil-contaminated water is handed during the ballast passage.
➢ Reductions in time and cost of tank cleaning.
➢ De-sludging by hand obviated.
➢ Reduced tank cleaning time at sea.
➢ Increased out-turn of cargo.
➢ Reduced deadfreight as less oil-water slops are retained on board.
➢ Less salt water discharged to refineries.
➢ Tank corrosion due to water washing is reduced.
➢ More time for maintenance work at sea, since no additional tank cleaning is
required, except water rinsing of tanks to contain arrival ballast.
Disadvantages with COW:-

➢ Increased workload during discharging.
➢ Prolonged time for discharging.
➢ Costs for extra personnel.
➢ Costs for COW equipment
➢ Potential safety and pollution risks.
➢ More equipment - higher demand for maintenance.
Therefore, it is important to plan the discharge operation properly so that COW is
not interfere with in any way, increase of discharge time will be least when cargo
discharge is restricted by shore limitations.
50 | P a g e
Q) State the requirements of Crude Oil Washing (COW) on oil tanker as per
MARPOL 73/78 Convention. (Jan’17, July-15)
Ans:- Requirements of Crude Oil Washing (COW) on oil tanker:-
➢ Crude oil tankers of 20000 dwt and above delivered after June 1, 1982 as
defined in MARPOL 73/78 convention are to be equipped with cargo oil tank
washing systems by using crude oil washing.
➢ The equipments and arrangements of crude oil washing apparatus and
associated equipment should comply with the requirements of ―Specifications for
the Design, Operation and Control of Crude Oil Washing Systems‖ which
adopted by IMO.
➢ The ―Specifications for the Design, Operation and Control of Crude Oil Washing
Systems (resolution A.446 (XI)‖ has been adopted by IMO on 15 November
1979.
➢ The amendment of Resolution A.446 (XI), as amended by A.497 (XII) has been
adopted by IMO on 19 November 1981.
➢ The amendment A.897 (21) of Resolution A.446 (XI), as amended by Resolution
A.497 (II) has been adopted by IMO on 25 November 1999.
➢ Every oil tanker operating with crude oil washing systems is to be provided with
an Operations and Equipment Manual detailing the system and equipment and
specifying operational procedures.
➢ Such a Manual is to be in standard format in the Appendix of Resolution
MEPC.3(XII) as amended by MEPC.81(43).
➢ If the Manual is not compiled in English or French, the text is to include a
translation into one of these languages.
Q) Discuss the following with respect to crude oil washing: Cargo grades not
suitable for COW. (Jan-15)
Ans:- COW work using condensate oil that includes crude oil of high vapor pressure
should not be performed.
If COW of the said tank is necessary, then washing with a different grade of oil
should be considered. (If washing with crude oil of high vapor pressure is unavoidable,
permission of the terminal should be obtained. Also, when washing with a different
grade of oil, the permission of the charterer should be obtained.)
Q) Discuss the following with respect to crude oil washing: Checks prior,
during and after crude oil washing. (July-17, Jan-15)
Ans:- Before crude oil wash operation
1) Are all pre-arrival checks and conditions in order?
2) Has discharge/crude oil washing operation been discussed with both ship and
shore staff and is agreed plan readily available for easy reference?
3) Has communication link between deck/control station and control station/shore
been set up and is it working properly?
4) Have crude oil wash abort condition and procedures been discussed and agreed to
by both ship and shore staff?
51 | P a g e
5) Have fixed and portable oxygen analysers been checked and are they working
properly?
6) Is the inert gas system working properly and is the oxygen content of inert gas
being delivered below 5 percent by volume?
7) Is oxygen content of tank(s) to be crude oil washed below 8 percent by volume?
8) Have all cargo tanks positive inert gas pressure?
9) Has a responsible person been assigned to check all deck lines for leaks as soon as
washing starts?
10) Are the fixed machines set for the required washing method and are portable
drive units, if fitted, mounted and set?
11) Have valves and lines both in pump room and on deck been checked?
During crude oil washing

1) Is the quality of inert gas being delivered frequently checked and recorded?
2) Are all deck lines and machines being frequently checked for leaks?
3) Is the crude oil washing in progress in designated cargo tanks only?
4) Is the pressure in the tank wash line as specified in the Manual?
5) Are cycle times of tank washing machines as specified in the Manual?
6) Are the washing machines in operation, together with their drive units if
applicable, frequently checked and are they working properly?
7) Is a responsible person stationed continuously on deck?
8) Will trim be satisfactory when bottom washing is in progress as specified in this
Manual?
9) Will the recommended tank draining method be followed?
10) Have ullage gauge floats been raised and housed in tanks that are being
crude oil washed?
11) Is level in holding tank for tank washings frequently checked to prevent
any possibility of an overflow?
After crude oil wash operation.

1) Are all valves between discharge line and tank wash line
closed?
2) Has tank wash line been drained of crude oil?
3) Are all valves to washing machines closed?
4) Are cargo pumps, tanks and pipelines properly drained as
specified in the Manual?
It is very important to drain the crude oil washing lines as soon as possible after
completing washing. This gives the oil time to run dry before the discharge is
terminated by use of the stripping pump through the small diameter line.
The preceding lists are recommended by IMO regarding content. The ship, company
and local authorities may also have additions to the content. Also remember to record
the crude oil washing operation in the ―cow-log‖.
Q) Discuss the following with respect to crude oil washing: Hazards

associated with COW. (Jan-15)
52 | P a g e
Ans:- Hazards associated with COW :-

1) Oil leaks: - Oil leaks are always dangerous since COW work is performed at high
pressure of about 1.0 mPa (about 10 kg/cm2).
2) The COW line is installed until near the bow on the exposed deck and is subject to
severe environmental conditions. The line installed to the COW machine has several
connections and a large number of locations need to be inspected. Even if an
adequate number of tests are carried out when the ship is underway and no
abnormalities have been found, conditions during the discharging operation vary, and
safety cannot be guaranteed based on the tests alone.
3) Risk of explosion: If oxygen content is higher, there is always chance of explosion
due to the formation of static charges.
4) Risks of cargo contamination.
5) Risk of overflow.
6) Air pollution.
Q) List the items of Crude Oil Washing (COW) check list. (Jan-14, Dec-12) OR
Describe the checks to be carried out prior, during and after COW. (Dec-13)
Ans:- Crude Oil Washing Checklist:-
Before crude oil wash operation

➢ Are all pre-arrival checks and conditions in order?
➢ Has discharge/crude oil washing operation been discussed with both ship and
shore staff and is agreed plan readily available for easy reference?
➢ Has communication link between deck/control station and control station/shore
been set up and is it working properly?
➢ Have crude oil wash abort condition and procedures been discussed and agreed
to by both ship and shore staff?
➢ Have fixed and portable oxygen analysers been checked and are they working
properly?
➢ Is the inert gas system working properly and is the oxygen content of inert gas
being delivered below 5 percent by volume?
➢ Is oxygen content of tank(s) to be crude oil washed below 8 percent by volume?
➢ Have all cargo tanks positive inert gas pressure?
➢ Has a responsible person been assigned to check all deck lines for leaks as soon
as washing starts?
➢ Are the fixed machines set for the required washing method and are portable
drive units, if fitted, mounted and set?
➢ Have valves and lines both in pump room and on deck been checked?
During crude oil washing

➢ Is the quality of inert gas being delivered frequently checked and recorded?
➢ Are all deck lines and machines being frequently checked for leaks?
➢ Is the crude oil washing in progress in designated cargo tanks only?
➢ Is the pressure in the tank wash line as specified in the Manual?
➢ Are cycle times of tank washing machines as specified in the Manual?
53 | P a g e
➢ Are the washing machines in operation, together with their drive units if
applicable, frequently checked and are they working properly?
➢ Is a responsible person stationed continuously on deck?
➢ Will trim be satisfactory when bottom washing is in progress as specified in this
Manual?
➢ Will the recommended tank draining method be followed?
➢ Have ullage gauge floats been raised and housed in tanks that are being crude
oil washed?
➢ Is level in holding tank for tank washings frequently checked to prevent any
possibility of an overflow?
After crude oil wash operation

➢ Are all valves between discharge line and tank wash line closed?
➢ Has tank wash line been drained of crude oil?
➢ Are all valves to washing machines closed?
➢ Are cargo pumps, tanks and pipelines properly drained as specified in the
Manual?
It is very important to drain the crude oil washing lines as soon as possible after
completing washing. This gives the oil time to run dry before the discharge is
terminated by use of the stripping pump through the small diameter line.
The preceding lists are recommended by IMO regarding content. The ship,
company and local authorities may also have additions to the content. Also
remember to record the crude oil washing operation in the ―cow-log‖.
Q) You are the C/off of a Crude Oil Tanker. Explain in proper sequence the
procedures to be followed for unloading of cargo and COW in an Oil Tanker.
(April-13)
Ans:- Discharging:-
1) Prior arriving at the discharge port an exchange of information between the ship
and the terminal will take place.
2) Once the vessel is tied up at the terminal, a ship-shore checklist will have to be
filled out.
3) The general safety checks and precautions will be the same as given for the
loadport.
4) Since pumps will be running at the discharge port, special attention will have to
be given to monitor the safe running of the pumps.
5) Pumproom ventilation should be running throughout operations. Proper
pumproom entry procedures should be followed.
6) All crew should be aware of the fire and safety equipment available in the
pumproom. Drips and leaks in the pumpFoom should be attended to immediately.
Pumproom bilge soundings should be monitored regularly.
7) After completion of gauging/sampling and calculation the terminal will give
indicate readiness for receiving the cargo.
54 | P a g e
8) The chief officer will line up for discharge. Ideally cargo will be started by
discharge from a single tank.
9) In steam turbine cargo pumps it is important to warm up the pump gently.
10) RPM of the pump will be slowly increased after all checks have been made. Inert
gas will replace the volume of cargo discharged. The maximum oxygen content of
the IG from the IG plant should be 5% and the tank should have a maximum of
8%.
11) The IG pressure should be monitored very carefully to avoid over or under
pressurizing of tanks.
12) When all checks have been completed, it will be safe to proceed to open up more
tanks and start more pumps. Discharge pressure at the manifold to be monitored
periodically.
13) The next important stage comes when a tank is nearing empty levels. When some
oil is still left in the tank, the rpm of the pump should be reduced.
14) Changeover procedure from one tank to another should be gradual.
15) The valve of the tank nearing empty should be slowly throttled while the pump is
fed by another tank which has a higher level of oil. Using the vac-strip pump or in
its absence the stripping pump will be vital to avoid the pump misbehaving.
16) In case a pump loses suction at any time, the rpm will increase dramatically. The
pump should be stopped immediately in such a case or immediate measures
should be taken to supply cargo oil to the suction side of the pump.
17) The use of a bar chart and thorough planning are the key points of an efficient
discharge. Ballast should be taken into the ballast tanks as per the ballast plan
worked out before arrival.
18) COW operations will also be required and this is dealt with later. IG should be
vented, if necessary, through the mast riser or sent ashore through the vapour
recovery system, if fitted. Judicious planning will ensure that the amount of IG
vented to the atmosphere is restricted to the bare minimum. (Notes on COW
operation mentioned before)
19) During the tail end of the discharge it may be necessary to employ the educator/
stripping pump to drain the last remnants of the cargo into the slop tank.
20) The last tank to discharged will be the slop tank. Finally, after completion of
discharge from the tanks, it will be necessary to drain and strip all the lines.
Discharge of the final line stripping should always be done through the small
diameter line (MARPOL line).
Q) Open cycle and closed cycle tank washing in a crude oil tanker? (April-13)
Ans:- Open cycle Washing:- This is the method of taking washing oil from tanks other
than the washing tank and slop tank for washing, and transferring the stripped oil to
the slop tank. In AUS-equipped ships, the method of directly discharging the directly-
stripped oil is used rather than transferring it to the slop tank.
Advantage:- The washing capacity and the tank draining capacity is such that
the level in the tank to be washed and the slop tank will not rise so it is safe.
Disadvantage:- It is very time consuming.
55 | P a g e
Closed Cycle Washing:- This is the method of taking washing oil from the slop tank for
washing and returning the stripped oil to the slop tank using the stripping machine.
Advantage:- It is less time consuming.
Disadvantage:- The wash water cannot be directly transferred ashore and the
water / oil level in the tank keeps on rising so there are chances of overflow.
Q. Sketch flammability Diagram & how will you use it in case crude oil has
leaked into cargo pump room. (July-16)
Ans:-
Ch
anges of
composit
ion due
to the
addition
of either
air or
inert gas
are
represen
ted by
moveme
nts
along
straight
lines
directed
either
towards the point A (pure air), or towards a point on the oxygen content axis
corresponding to the composition of the added inert gas. Such lines are shown for the
gas mixture represented by the point F. It is evident from Figure that, as inert gas is
added to hydrocarbon gas/air mixtures, the flammable range progressively decreases
until the oxygen content reaches a level, generally taken to be about 11% by volume,
when no mixture can burn.
The figure of 8% by volume of oxygen, specified in this guide for a safely inerted
gas mixture, allows a margin beyond this value. When an inerted mixture, such as
that represented by the point F, is diluted by air its composition moves along the line
FA and therefore enters the shaded area of flammable mixtures. This means that all
inerted mixtures in the region above the line GA go through a flammable condition as
they are mixed with air, for example, during a gas freeing operation. Those below the
line GA, such as that represented by point H, do not become flammable on dilution. It
56 | P a g e
should be noted that it is possible to move from a mixture such as F to one such as H
by dilution with additional inert gas (i.e. purging to remove hydrocarbon gas).
As the crude oil leaks into pumproom the hydrocarbon content will keep on
increasing and oxygen content will decrease.
Ventilation should be immediately stopped and all electrical equipment should be shut.
Pumproom atmosphere should be tested with portable gas equipment.
When the oxygen & hc ratio is below point H it is safe to introduce fresh air in
pumproom and continue ventilate until oxygen reaches 21%.
Q) What do you understand about primary & secondary means of venting on

oil tanker. (July-16)
Ans:- Primary means of venting : Vessels utilising a common gas / vapour system as
the ―primary means of venting‖ which is isolated from a cargo tank by a valve, or
other means, which is shut due to the normal operation of the vessel (such as in the
case of a vessel carrying parcel cargo with non compatible vapours) are not in
compliance with the requirements of SOLAS Reg. II-2/4.5.3 unless they have a second
independent means of venting which can not be isolated from the cargo tank.
Secondary Means of Venting: (Reg. II-2/4.5.3.2.2) Where the arrangements are
combined with other cargo tanks, either stop valves or other acceptable means shall
be provided to isolate each cargo tank. Where stop valves are fitted, they shall be
provided with locking arrangements which shall be under the control of the
responsible ship‘s officer. There shall be a clear visual indication of the operational
status of the valves or other acceptable means. Where tanks have been isolated, it
shall be ensured that relevant isolating valves are opened before cargo loading or
ballasting or discharging of those tanks is commenced. Any isolation must continue to
permit the flow caused by thermal variations in a cargo tank in accordance with
regulation 11.6.1.1.
Q) Differentiate between PV valve & PV Breaker. (July’16, Oct’14, July’13)

Ans:-
PV VALVE P/V BREAKER
Connected On Tank Top Of individual Connected To Main Inert Gas Line

Cargo Tank
1 or 2 per tank 1 on main IG line
Mechanical Type Gravity Type ( Liquid)
PRESSURE :+1400 mmaq PRESSURE :+2100 mmaq
VACCUM : -350mmaq VACCUM : -700 mmaq
Primary Means Of Protection Secondary Means Of Pretection
57 | P a g e
Requires Regular Maintenance Less Maintenance
Fixed Set-Point SET POINT CANBE INCREASED OR

DECREASED
Automatic Self-Closing Checklifts Automatic Self-Closing Checklifts NOT

AVAILABLE
Check Lift AVAILABLE TO CHECK THE WATER LEVEL GAUGE AVAILABLE TO

OPERATIONAL CONDITION CHECK THE PRESSURE& VACCUM
SETTING
System Failure May Occur 100% Reliable
No extra precaution in cold climate Antifreeze required in cold climate
Q) Describe the precautions to be taken on an oil tanker during loading,

discharging and tank cleaning against static electricity hazard. (Oct’15)
Ans:- Loading Precautions :-
➢ The following are essential only when loading static accumulator oils (conductivity
< 50 pS/m): Restrict initial loading rates, when splashing and surface turbulence
occur, to flow rates less than 1 meter/second (volume flow rate conversions
available).
➢ Adequate inlet coverage's are: side or horizontal entrance- 0.6 meter; downward
pointing inlet- twice the inlet diameter.
➢ ISGOTT %B7 Loading rate conversions appear both in ISGOTT and Texaco. %B7
Restrict initial unloading rates to shore installations also, as long as inlets in the
shore tank are not covered with liquid. The inlet fill pipe should discharge near the
bottom of the tank. NFPA 77 %B7 Keep water and other impurities out of the
incoming cargo stream as much as possible.
➢ Extra care with loading and unloading rates when presence of impurities (e.g.,
water, sulfur, metals) is suspected is essential. ISGOTT, NFPA 77 %B7 Avoid
pumping entrained gases with cargo.
➢ NFPA 77 %B7 Degassing (to <20% of LFL at tank bottom) or inerting a ship's tank
eliminates loading rate restrictions due to static electricity. Texaco %B7 Reduced
pumping speeds are used for discharge of slops and other "mixed-phase flow"
(some ballast) to shore tanks.
➢ Prevention of charge accumulation - recommended by ISGOTT /NFPA 77.
The following safety precautions have been developed to prevent the accumulation of
static charge:-
➢ Antistatic additives:- These additives raise the conductivity of a static accumulator;
one specification calls for a minimum of 100 pS/m.
58 | P a g e
➢ ISGOTT Treatment is required for these fuels in Canada:- The Canadian General
Standards Board specifies minimum conductivity of 50 pS/m for static accumulating
fuels, especially aviation fuels .
➢ API 2003 recommends that these additives be introduced at the beginning of the
"distribution train", and notes that their positive effect may be reduced by repeated
shipments or passage through clay filters. Safety precautions for the handling of
static accumulating oils have historically been waived for those treated with
antistatic additives.
➢ These precautions have, however, recently been extended to residual oils and oils
treated with anti-static additive to raise conductivity above 50 pS/m (May 1991
amendment to ISGOTT).
➢ Space is too small to give full details. You can get ample literature / case histories
of such accidents from published journals and published symposium. Basically, this
problem can be a great extent mitigarted if:
➢ A firm earthing connection exists between tank top to bottom on all sides (four
quandrantss), measurement of earthing measuremens once in 6 months to meet
both Indian Electricity regulations, as well Indian Petrolem and over all for API
construction code requirements, firm earthing at all jump-over points(especially
piping joints in and out of tanks).
➢ Allowing enough settling time betwenn tank loading and allow time for tank
discharge (i.e, withdrawal of naphtha), good lightning arrestor at the top of the
tanks and the continuity of the same will help you to avoid major catastrophy in
naphtha storage tanks - inspie of unpreventable static electric discharge.
➢ As a precaution, do not load the tank too fast or take fuel discharge during severe
lightning time.
Q) Explain the use and limitations of Oxygen analyzer on oil tankers. (Jan’17,
Oct’15)
Ans:-
59 | P a g e
The instrument is used to check the O2 content of the atmosphere within a tank or
other confined space. Samples of the atmosphere are drawn by means of a rubber
aspirator bulb and passed over a sensor.
The sensor is the most important part of the instrument and can be of various types:
➢ Paragmagnetic Sensor: The magnetic properties of oxygen is used to deflect a
light, metal body suspended in a magnetic field. When the gas is drawn through
the cell, the suspended body experiences a force proportional to the magnetism of
the gas. An equal and opposing force is produced by an electric current passing
through a coil would round the suspended body. This equalizing current is
proportional to the magnetic force of the gas which depends on its O2 content.
➢ Electrolytic Sensor:- In this type of oxygen is passed into an electrolytic cell
causing a current to flow between two electrodes separated in a liquid electrolyte.
The current flow between the electrodes is directly proportional to the O 2
concentration in the sample. In this type, certain gases may affect the sensor or
poison the electrolyte giving rise to false readings.
➢ Chemical absorption liquid:- in this type a known volume of the sample gas is
brought into contact with a measured volume of a liquid which absorbs O 2 causing
a change in its volume. The change in volume is a measure of the O2 content of the
sample.
Limitations:-
➢ Can only measure O2 content.
➢ Regular calculation prior every use.
Q) Explain the use and limitations of Explosimeter on oil tankers. (Jan’17, Oct-
15, Jan-13)
Ans:- It is used for the detection and measurement of combustible gases and vapour.
It depends for its operation on the heat developed by the actual combustion of the
flammable portion of the sample. The sample is drawn over a heated filament which
forms one arm of a balanced Wheatstone‘s bridge circuit.
The current for the circuit is provided by six standard dry cells. Combustible gas
in the sample is burnt on the filament. Thus its temperature is raised and its
resistance increases in proportion to the amount of combustible gas burnt i.e. in
proportion to the amount of combustible gas in the sample. The circuit is now
unbalanced which causes a deflection of the meter. The scale is graduated in
percentage of the lower explosive limit. The scale is graduated in percentage of the
lower explosive limit. The initial balance of the circuit is achieved in fresh air with the
meter at zero by adjustment of a rheostat R, in the figure.
60 | P a g e
Explosimeter or Gas Indicator
The Limitations of the Explosimeter are:-

➢ As the explosimeter only indicates the presence of flammable gases and vapours it
may be dangerous to enter the compartment as no indication of toxicity is given or
sufficiency of oxygen.
➢ A compartment which is initially safe may be rendered unsafe by future operations
e.g. stirring or handling bottom sludge in a crude oil tank. Hence, frequent tests
are required while the work in progress.
➢ If a compartment having a high boiling point liquid is heated by welding or other
processes the vapour concentration will increase and such an atmosphere which
originally showed a low concentration vapour may now be rendered explosive.
➢ When testing at a high temperature some of the vapour may condense in the
sampling tube of the instrument, so only a small concentrate of vapour will be
indicated by the instrument.
➢ As the instrument depends on combustion of the flammable portion of the sample it
cannot detect in a steam or inert atmosphere due to the absence of O 2. In the case
of inerted tanks of vessels carrying crude or refined petroleum products an
instrument called a tankscope has been specially designed to detect and measure
the concentration of hydro carbon vapour in the absence of oxygen.
Q) Explain the use and limitations of Tank scope on oil tankers. (Jan’17,
Oct’15, Jan’13)
Ans:- Diagram same as Explosimeter
➢ This is used to detect the presence of a variety of toxic gases inside the
compartment.
➢ They work on the principle of chemical absorption of the gas to be detected by a
re-agent which gets discoloured.
61 | P a g e
➢ A sample of the atmosphere is drawn into a tube containing crystals of the reagent.
➢ The tube is graduated and the level of discolouration indicates the concentration of
the vapour in the sample.
➢ The amount of air drawn through the tube must be exactly the same each time to
ensure this the bellows must be fully compressed and allowed to expand to the full
limit of the limiter chain.
➢ The tubes have a shelf life of two years. Both ends of the tube are broken before
use and one end is fitted into the pump head.
➢ Different tubes are used for detection of different gases.
Q) Explain the use and limitations of Draeger tubes on oil tankers. (Jan’17,
Oct’15, Jan’13)
Ans:- Multigas Detector or Dreaeger Multiple detector
➢ This is used to detect the presence of a variety of toxic gases inside the
compartment.
➢ They work on the principle of chemical absorption of the gas to be detected by a
re-agent which gets discoloured.
➢ A sample of the atmosphere is drawn into a tube containing crystals of the reagent.
➢ The tube is graduated and the level of discolouration indicates the concentration of
the vapour in the sample.
➢ The amount of air drawn through the tube must be exactly the same each time, to
ensure this the bellows must be fully compressed and allowed to expand to the full
limit of the limiter chain.
➢ The tubes have a shelf life of two years.
➢ Both ends of the tube are broken before use and one end is fitted into the pump
head.
➢ Different tubes are used for detection of different gases.
Q) Draw a block diagram of IG system used on a VLCC showing various

components in E/R & deck area. (July-14) OR
62 | P a g e
Q) Sketch and explain inert gas of an oil tanker. (April-17, April-15, July-13)
Ans:- Inert gas system is the most important integrated system for oil tankers for
safe operation of the ship.
Inert gas is the gas which contains insufficient oxygen (normally less then 8 %)
to suppress combustion of flammable hydrocarbon gases.
Inert gas system spreads the inert gas over the oil cargo hydrocarbon mixture
which increases the lower explosion limit LEL (lower concentration at which the vapors
can be ignited), simultaneously decreasing the Higher explosion limit HEL (Higher
concentration at which vapor explodes). When the concentration reaches around 10
%, an atmosphere is created inside tank in which hydrocarbon vapors cannot burn.
The concentration of inert gas is kept around 5% as a safety limit.
Components and description of IG system:

The following components are used in a typical inert gas system in oil tankers:
1) Exhaust gases source: inert gas source is taken from exhaust uptakes of boiler or
main engine as contains flue gases in it.
2) Inert gas isolating valve: It serve as the supply valve from uptake to the rest of
the system isolating both the systems when not in use.
3) Scrubbing tower: Flue gas enters the scrub tower from bottom and passes through
a series of water spray and baffle plates to cool, clean and moist the gases. The
SO2 level decreases up to 90% and gas becomes clear of soot.
4) Demister: Normally made of polypropylene, it is used to absorb moisture and
water from the treated flue gas.
5) Gas Blower: Normally two types of fan blowers are used, a steam driven turbine
blower for I.G operation and an electrically driven blower for topping up purpose.
6) I.G pressure regulating valve: The pressure within the tanks varies with the
property of oil and atmospheric condition. To control this variation and to avoid
overheating of blower fan, a pressure regulator valve is attached after blower
discharge which re-circulates the excess gas back to scrubbing tower.
7) Deck seal: Purpose of the deck seal is to stop the gases to return back which are
coming from the blower to cargo tanks. Normally wet type deck seals are used. A
demister is fitted to absorb the moisture carried away by the gases.
8) Mechanical non return valve: It is an additional non return mechanical device
inline with deck seal.
9) Deck isolating valve: The engine room system can be isolated fully with the deck
system with the help of this valve.
10) Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over or
under pressurization of cargo tanks. The PV breaker vent is fitted with flame trap
to avoid fire to ignite when loading or discharging operation is going on when in
port.
11) Cargo tank isolating valves: A vessel has numbers of cargo holds and each hold is
provided with an isolating valve. The valve controls the flow of inert gas to hold
and is operated only by a responsible officer in the vessel.
12) Mast riser: Mast riser is used to maintain a positive pressure of inert gas at the
time of loading of cargo and during the loading time it is kept open to avoid
pressurization of cargo tank.
63 | P a g e
Safety and alarm system: The Inert gas plant is provided with various safety
features to safeguard the tank and its own machinery.
Following are various alarms (with Shutdown) incorporated in the Inert Gas plant on
board ship:
➢ High Level in scrubber leads to alarm and shutdown of blower and scrubber tower.
➢ Low pressure sea water supply (approx. 0.7 bar) to scrubber tower leads to alarm
and shutdown of blower.
➢ Low pressure sea water supply (approx. 1.5 bar) to deck seal leads to alarm and
shutdown of blower.
➢ High inert gas temperature (approx. 70 deg C) leads to alarm and shutdown of
blower.
➢ Low pressure in line after blower (approx. 250mm wg) leads to alarm and
shutdown of blower.
➢ Oxygen content high (8%) leads to alarm and shutdown of gas delivery to deck.
➢ Low level in deck seal leads to alarm and shutdown of gas delivery to deck.
➢ Power failure leads to alarm and shutdown of blower and scrubber tower.
➢ Emergency stop leads to alarm and shutdown of blower and scrubber tower.
Following are various alarms incorporated in the Inert Gas plant:

➢ Scrubber low level
➢ Deck seal High level
➢ Low O2 Content (1%)
➢ High O2 Content (5%)
➢ Low lube oil pressure alarm
Working of Inert Gas Plant:
64 | P a g e
The basis of inert gas production in the IG plant is the flue gas generated from
the ship‘s boiler. The high temperature gas mixture from the boiler uptake is treated
in an inert gas plant which cleans, cools and supplies the inert gas to the individual
tanks via PV valves and breakers to ensure safety of tank structure and atmosphere.
The system can be divided in to two basic groups:
a) A production plant to produce inert gas and deliver it under pressure, by
means of blower(s), to the cargo tanks.
b) A distribution system to control the passage of inert gas into the appropriate
cargo tanks at the required time.
65 | P a g e
Brief working procedure:

1. Boiler uptake gases are drawn to the scrubber unit via flue gas isolating valve(s)
to the scrubber unit.
2. In the scrubber unit the gas is cooled, cleaned and dried before being supplied
in to the tanks.
66 | P a g e
3. Motor driven inert gas blowers supplies the treated gas from scrubber tower to
the tanks through. They are mounted on rubber vibration absorbers and isolated
from the piping by rubber expansion bellows.
4. Regulation of gas quantity delivered to deck is taken care of by the gas control
valves and the deck pressure is managed by pressure controller. If the deck
pressure is lower than the set point the output signal will be raised to open the
valve more, and vice versa if the deck pressure is lower than the set-point.
These valves will then work in cooperation to keep both the deck pressure /
blower pressure at their respective set point without starving or overfeeding the
circuit.
5. Before entering the deck line, the gas passes through the deck water seal which
also acts as non-return valve automatically preventing the back-flow of
explosive gases from the cargo tanks.
6. After the deck seal the inert gas relief is mounted to balance built-up deck water
seal pressure when the system is shut down. In case of a failure of both the
deck seal and the non-return valve, the relief valve will vent the gases flowing
from the cargo tank into the atmosphere
7. The oxygen analyser which is fitted after the blower separates the ―production‖
and ―distribution‖ components of the plant and analyzes the oxygen content of
the gas and if it is more than 8%, it alarms and shut downs the plant
Q) Enumerate the hazards associated with Direct Reduced Iron (DRI) and
precaution to be taken while loading & carriage. (July-17, Jan-16, Oct-14, July-
15, Jan-14, July-13, Dec-12, Oct-12)
Q) Explain the properties of Direct Reduced Iron? What are the precautions
to be taken prior loading, during loading and also during the passage? (April-
13)******VERY IMPORTANT ****
Ans:- Hazards of DRI and Derivatives
➢ The principal hazards of all cargoes of DRI and its derivatives are two fold:
➢ Reaction with air
➢ Firstly, they will react with the oxygen present in the air, thereby producing heat.
This effect can run away in spectacular fashion, leading to auto-oxidation (burning)
of the iron, in which the stow becomes incandescent as the temperatures approach
1,000o
➢ C. This tendency is successfully prevented in most practical applications by
densifying the DRI pellets at temperatures exceeding
➢ 650oC to produce HBI.
➢ Whereas self-heating is dangerous and alarming, it is a gradual and progressive
event that can often be diagnosed early, affording masters time to obtain advice
from ashore and institute suitable safety measures.
Reaction with moisture: - The second hazard is again related to the reactivity of iron,
this time with moisture or water. The result is the generation of hydrogen gas, which
is explosive over a very wide range of concentrations and, in practical situations,
displays an alarming readiness to be ignited. Explosions of
67 | P a g e
hydrogen in air are extremely violent and rapid and an unfortunate master has no
time in which to react to an explosion
All Types of DRI

➢ Fines are now defined as particles up to 6.35mm (¼") in size.
➢ Cargo spaces shall be clean, dry and free from salt and residues of previous
cargoes. Wooden fixtures and combustible materials shall be removed.
➢ The carrier's representative is to have reasonable.
➢ Access to stockpiles and loading installations for inspection.
➢ Prior to loading, the shipper shall provide the Master.
➢ With a certificate issued by a competent person stating the cargo is suitable for
shipment and that it confirms with the requirements of the Code in terms of
particle size, moisture content and temperature.
➢ A similar certificate shall be provided after loading relating to the whole
consignment.
➢ The shipper shall provide comprehensive information.
➢ On the cargo and safety procedures to be followed in the event of an emergency.
➢ No cargo shall be loaded or transferred during precipitation and non-working
hatches shall be kept closed.
➢ The cargo shall not be accepted when its temperature is in excess of 65 oC, or its
moisture content exceeds the permitted value, or if the quantity of fines exceeds
the permitted value, where appropriate.
➢ The cargo temperatures shall be monitored during loading and recorded in a log.
➢ The cargo shall be trimmed in accordance with the relevant provisions of the Code.
➢ Adjacent tanks other than double bottom tanks shall be kept empty during the
voyage.
➢ Weather tightness shall be maintained throughout the voyage.
➢ The bilge wells shall be clean and dry and protected from ingress of cargo.
➢ Precautions shall be taken to protect personnel equipment etc. from the dust of the
cargo.
➢ During handling of the cargo, "NO SMOKING" signs shall be posted and no naked
lights or other ignition sources permitted.
➢ Suitable precautions shall be taken before entering cargo spaces, which be
depleted of oxygen and/or contain a flammable atmosphere.
➢ The ship shall be provided with a detector suitable for measuring hydrogen in an
oxygen depleted atmosphere and for use in a flammable atmosphere.
➢ Cargo temperatures and hydrogen concentrations in hold atmospheres shall be
measured at regular intervals during the voyage.
➢ If the hydrogen concentration exceeds 1% or the cargo temperature exceeds 65oC,
appropriate safety precautions shall be taken. If in doubt, expert advice shall be
sought.
➢ Bilge wells shall be checked regularly for the presence of water.
➢ All records of temperature, hydrogen and oxygen measurements, where
appropriate, are to be retained on board for 2 years.
➢ The hydrogen concentration shall be measured in the holds prior to opening the
hatch covers.
68 | P a g e
DIRECT REDUCED IRON (B)

Direct Reduced Iron (DRI) (B) is a metallic
material of a manufacturing process formed by
the reduction (removal of oxygen) of iron oxide
at temperatures below the fusion point of iron.
Cold-moulded briquettes should be defined as
those which have been moulded at a
temperature of under 650oC or which have a
density of less than 5.0 g/cm3.
Stowage
Angle of Bulk density
factor Size Class Group
repose (k/gm3)
(m3/t)
Lumps and pellets:

Average particle size
6 mm to 25 mm with
up to 5% fines
Not More than (under 4 mm)
Up to 0.5 MHB B
applicable 2000 Cold-moulded
briquettes:
Approximate
maximum dimensions
35 mm to 40 mm
HAZARD: DRI may react with water and air to produce hydrogen and heat. The heat
produced may cause ignition. Oxygen in an enclosed space may be depleted.
STOWAGE & SEGREGATION: ―Separated from‖ goods of classes 1 (Division 1.4S), 2,

3, 4 and 5 and class 8 acids in packaged form (see IMDG Code). ―Separated from‖
solid bulk materials of classes 4 and 5. Goods of class 1, other than Division 1.4S,
should not be carried in the same ship. Boundaries of compartments where this cargo
is carried shall be resistant to fire and liquid.
HOLD CLEANLINESS: The cargo spaces shall be clean, dry and free from salt and
residues of previous cargoes. Wooden fixtures such as battens shall be removed.
WEATHER PRECAUTIONS: This cargo shall be kept as dry as practicable before
loading, during loading and during voyage. This cargo shall not be loaded during
precipitation. During loading of this cargo all non-working hatches of the cargo spaces
to which this cargo are loaded or to be loaded shall be closed.
LOADING: Where practicable, adjacent ballast tanks, other than double-bottom tanks,
shall be kept empty. Weather deck closures shall be inspected and tested to ensure
69 | P a g e
integrity. This cargo shall not be accepted for loading if the temperature is in excess of
65°C (150°F).
PRECAUTIONS: Prior to loading this cargo, the shipper shall provide the master with a
certificate issued by a person recognized by the competent authority of the country of
shipment stating that the cargo, at the time of loading, is suitable for shipment.
Shippers shall certify that the cargo conforms to the requirement of this Code. Prior to
shipment, this cargo shall be aged for at least 72 hours, or treated with an air
passivation technique, or some other equivalent method that reduces the reactivity of
the material to at least the same level as the aged product. Hatches of the cargo
space for this cargo shall be sealed. All ventilators and other openings of the cargo
spaces shall be closed to maintain an inert atmosphere.
A. The shipper shall provide necessary specific instructions for carriage, either:
1. Prior to loading, provision should be made to introduce the inert gas at tank
top level so that the whole of the cargo space can be maintained at a low oxygen level
throughout the voyage. The cargo spaces shall be maintained under an inert
atmosphere containing less than 5% oxygen. The hydrogen content of the atmosphere
in the cargo spaces shall be maintained at less that 1% by volume; or
2. that the cargo has been manufactured or treated with an oxidation and
corrosion-inhibiting process which has been proved, to the satisfaction of the
competent authority, to provide effective protection against dangerous reaction with
seawater or air under shipping conditions.
B. The provision of paragraph A above may be waived or varied if agreed to by the

competent authorities of the countries concerned, taking into account the sheltered
nature, length, duration, or any other applicable conditions of any specific voyage.
The ship selected for the carriage of this cargo shall be suitable in all respects
for the carriage of this cargo. Except as provided for under paragraph A2 above, any
material which is wet or is known to have been wetted should not be accepted for
carriage in bulk. The cargo shall be loaded, stowed and transported under dry
conditions. Appropriate precautions shall be taken to protect machinery and
accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces
shall be protected from ingress of the cargo. Due consideration shall be paid to protect
equipment from the dust of the cargo. Persons, who may be exposed to the dust of
the cargo, shall wear protective clothing, goggles or other equivalent dust eye-
protection and dust filter masks, as necessary. Radars and exposed radio
communication equipment of the ship which carry this cargo shall be protected from
the dust of this cargo. Bilge wells shall be clean, dry and covered as appropriate, to
prevent ingress of the cargo. Cargo spaces containing this cargo and adjacent spaces
may become oxygen-depleted. Flammable gas may also build up in these spaces. All
precautions shall be taken upon entering these spaces.
VENTILATION: The cargo spaces carrying this cargo shall not be ventilated during
voyage.
CARRIAGE: For quantitative measurements of oxygen and hydrogen, suitable
detectors for each gas or combination of gases shall be on board while this cargo is
70 | P a g e
carried. The detectors shall be suitable for use in an atmosphere without oxygen and
of certified safe type for use in explosive atmosphere. The concentrations of these
gases in the cargo spaces carrying this cargo shall be measured regularly, during
voyage, and the results of the measurements shall be recorded and kept on board. No
smoking, burning, cutting, chipping or other source of ignition shall be allowed in the
vicinity of the cargo spaces containing this cargo.
DISCHARGE: No special requirements.
CLEAN-UP: No special requirements.
EMERGENCY ACTION IN THE EVENT OF FIRE: Batten down. Do not use water. Seek
expert advice. Early application of an inert gas to a smouldering situation may be
effective. If a fire situation develops, the ship should make for the nearest suitable
port and neither water, steam nor additional carbon dioxide should be used at this
stage. If nitrogen gas is available, the use of this gas to keep the oxygen
concentration down will contain the fire. Preparations should be made for grab
discharge if serious heating occurs.
MEDICAL FIRST AID: Refer to the Medical First Aid Guide (MFAG), as amended.
DIRECT REDUCED IRON (A)

A metallic grey colloid material emanating from a ensification
process whereby the direct reduced iron (DRI) feed material
is at a temperature greater than 650OC at time of moulding
and has a density greater than 5.0 g/cm3. Fines (under 4
mm) not to exceed 5%.
Bulk
Angle of Stowage
density Size Class Group
repose factor (m3/t)
(k/gm3)
Length 90 mm to 130 mm,

0.3 to 0.4 (To Width 80 mm to 100 mm,
Not 2500 -
be verified by Thickness 20 mm to 50 mm, MHB B
applicable 3300
the shipper) Briquette weight 0.5 to 2.0
kg, Fines: under 4 mm
HAZARD: Material may slowly evolve hydrogen after contact with water. Temporary
self-heating of about 30oC may be expected after material handling in bulk. This cargo
is non-combustible or has a low fire-risk.
STOWAGE & SEGREGATION: ―Separated from‖ goods of classes 1 (Division 1.4), 2, 3,
4 and 5 and class 8 acids in packaged form (see IMDG Code). ―Separated from‖ solid
bulk materials of classes 4 and 5. ―Separated longitudinally by an intervening
71 | P a g e
complete compartment or hold from‖ goods of class 1 other than Division 1.4 C.
Boundaries of compartments where this cargo is carried shall be resistant to fire and
liquid.
HOLD CLEANLINESS: The cargo spaces shall be clean, dry and free from salt and
residues of previous cargoes.
WEATHER PRECAUTIONS: This cargo shall be kept as dry as practicable during loading
and the voyage. Open storage is acceptable prior to loading. This cargo shall not be
loaded during precipitation. During loading of this cargo all non-working hatches of the
cargo spaces into which this cargo is loaded or to be loaded shall be closed.
LOADING: Trim in accordance with the relevant provisions required under sections 4
and 5 of the Code. Due consideration shall be paid to evenly spreading the cargo
across the tanktop to minimize the concentration of fines. This cargo shall not be
loaded when the temperature is in excess of 65°C (150°F). Prior to loading wooden
fixtures such as battens shall be removed.
PRECAUTIONS: Prior to loading this cargo, the shipper shall provide the master with a
certificate issued by a person recognized by the competent authority of the country of
shipment stating that the cargo, at the time of loading, is suitable for shipment and
does not contain fines more than 5%. Where practicable, ballast tanks adjacent to the
cargo spaces containing this cargo, other than double-bottom tanks, shall be kept
empty. Weather deck closures shall be inspected and tested to ensure integrity.
During discharge, a fine spray of fresh water may be applied to this cargo for dust
control. The cargo temperature shall be monitored during loading. The shipper may
provide advice in amplification of this Code but the advice shall not be contrary
thereto in respect of safety. Appropriate precautions shall be taken to protect
machinery and accommodation spaces from the dust of the cargo. Bilge wells of the
cargo spaces shall be protected from ingress of the cargo. Due consideration shall be
paid to protect equipment from the dust of the cargo. Persons, who may be exposed
to the dust of the cargo, shall wear protective clothing, goggles or other equivalent
dust eye-protection and dust filter masks, as necessary. Radars and exposed radio
communication equipment of the ship which carry this cargo shall be protected from
the dust of this cargo. During handling of this cargo ―NO SMOKING‖ signs shall be
posted on decks and in areas adjacent to cargo spaces and no naked lights shall be
permitted in these areas. Cargo spaces containing this cargo may become oxygen-
depleted and precautions shall be taken upon entering the cargo spaces. Bilge wells
shall be clean, dry and covered as appropriate, to prevent ingress of the cargo. Cargo
spaces containing this cargo and adjacent spaces may become oxygen-depleted.
Flammable gas may also build up in these spaces. All precautions shall be taken upon
entering these spaces.
VENTILAION Surface ventilation only, either natural or mechanical, shall be
conducted, as necessary, during the voyage for this cargo. Ventilation shall be such
that escaping gases cannot penetrate living quarters on or under deck.
CARRIAGE: For quantitative measurements of hydrogen, a suitable detector shall be
on board while this cargo is carried. The detector shall be suitable for use in an
atmosphere without oxygen and of certified safe type for use in explosive atmosphere.
The concentrations of hydrogen in the cargo spaces carrying this cargo shall be
72 | P a g e
measured regularly, during voyage, and the results of the measurements shall be
recorded and kept on board.
DISCHARGE: No special requirements.
CLEAN-UP: No special requirements.
EMERGENCY ACTION IN THE EVENT OF FIRE: Batten down. Do not use water. Seek
expert advice. Early application of an inert gas to a smouldering situation may be
effective. Preparations should be made for grab discharge if serious heating occurs.
MEDICAL FIRST AID: Refer to the Medical First Aid Guide (MFAG), as amended.
Q) Define following with respect to oil tankers: Dirty Ballast (July-14, April-14)
Ans:- Dirty Ballast:-
➢ This intermitted discharge is composed of the seawater taken into, and discharged
from empty fuel tanks to maintain the stability of the vessel. The seawater is
brought into these tanks for the purpose of improving the stability of a vessel
during rough sea conditions.
➢ Prior to taking on the seawater as ballast, fuel in the tank to be ballasted is
transferred to another fuel tank or holding tank to prevent contaminating the fuel
with seawater.
➢ Some residual fuel remains in the tank and mixes with the seawater to form dirty
ballast.
➢ Dirty ballast systems are configured differently from Compensated ballast and
Clean ballast systems.
o Compensated ballast systems continuously replace fuel with seawater in a
system of tanks as the fuel is consumed.
o Clean ballast systems have tanks that carry only ballast water and are never
in contact with fuel.
➢ In a dirty ballast system, water is added to a fuel tank after most of the fuel is
removed.
➢ Thirty Coast Guard vessels generate dirty ballast as a discharge incidental to
normal vessel operations. These Coast Guard vessels do so because their size and
design do not allow for a sufficient volume of clean ballast tanks.
➢ The larger of these vessels discharge the dirty ballast at distances beyond 12 n.m.
from shore, while the smaller vessels discharge the dirty ballast between 3 and 12
n.m. from shore. Coast Guard vessels monitor the dirty ballast discharge with an oil
content monitor. If the dirty ballast exceeds 15 parts per million (ppm) oil, it is
treated in an oil-water separator prior to discharge.
Q) Define following with respect to oil tankers: PV Valve (April-17, Jan-17, July-
14, Oct-12)
Ans:- Pressure Vacuum Valve or PV Valve
➢ Moderate pressures of 0.24 bar acting on large surfaces in liquid cargo tanks are
sufficient to cause damage and rupture.
73 | P a g e
➢ The pressure on each unit of area multiplied by the total area gives a large loading
on the underside of the top of a tank or other surface, which may then buckle or
the metal plate may be torn.
➢ Similarly, pressure drop within a tank can cause damage due to greater
atmospheric pressure on the outside.
➢ Pressure vacuum valve or pv valve in the ventilation system will prevent either
over or under pressure. They are set usually so that tank pressure of about 0.14
bar will lift the main valve (The smaller valve will lift along with it) and release
excess pressure. The vapour passes to atmosphere through a gauze flame trap.
Drop in tank pressure compared with that of the outside atmosphere will make the
small valve open downwards to equalize internal pressure with that outside.
➢ Pressure vacuum valve or pv valve can relieve moderate changes in tank pressure
due to variations in temperature and vapour quantity. A drop towards vacuum
conditions as the result of the condensation of steam will also be handled by the
valve. Rapid pressure rise due to an explosion would not be relieved.
➢ The fast rate at which a tank is filled while loading produces a very rapid expulsion
of the previous contents (vapour and inert gas). The pressure vacuum valve is not
designed as a filling vent and neither should the tank hatch be left open. The latter
method of venting can cause an accumulation of flammable vapours at deck level.
Tanks should be vented while filling, through mast head vents or through special
high velocity vents.
74 | P a g e
Q) Define following with respect to oil tankers: Spiked Crude Oil (July-14,
April-14)
Ans:- Spiked Crude Oil:-
➢ ―Spiked crude oil‖ (also called ―enriched‖ or ―tailored‖ crude) is crude oil, which
has had hydrocarbons, added in gas or liquid form.
➢ The spiked crude may contain rather large amounts of added hydrocarbons and
therefore emit heavy gasses under certain conditions (during loading, crude oil
washing, discharging).
Q) Define: Sour Crude (April-14)

Ans:- Sour Crude:
➢ Sour crude oil is crude oil containing a high amount of the impurity sulfur. It is
common to find crude oil containing some impurities. When the total sulfur level in
the oil is more than 0.5% the oil is called "sour".
➢ The impurities need to be removed before this lower-quality crude can be refined
into petrol, thereby increasing the cost of processing. This results in a higher-priced
gasoline than that made from sweet crude oil.
➢ Current environmental regulations in the United States strictly limit the sulfur
content in refined fuels such as diesel and gasoline.
➢ The majority of the sulfur in crude oil occurs bonded to carbon atoms, with a small
amount occurring as elemental sulfur in solution and as hydrogen sulfide gas. Sour
oil can be toxic and corrosive, especially when the oil contains higher levels of
hydrogen sulfide, which is a breathing hazard. At low concentrations the gas gives
the oil the smell of rotting eggs. For safety reasons, sour crude oil needs to be
stabilized by having hydrogen sulfide gas (H2S) removed from it before being
transported by oil tankers.
Q) Define: Pour Point (April-14)

Ans:- Pour point :-
➢ The pour point is the lowest temperature at which a marine fuel oil can be handled
without excessive amounts of wax crystals forming out of solution.
➢ At a lower temperature the fuel will gel, thereby preventing flow.
Q) Discuss the features of flammability diagram with respect of following:

Purging (April-14)
Ans:- Purging:-
➢ When it is required to gas free a tank after washing, it should first be purged with
inert gas to reduce the hydrocarbon content to 2% or less by volume so that during
the subsequent gas freeing no portion of the tank atmosphere is brought within the
flammable range.
➢ The tank may then be gas freed.
➢ The hydrocarbon content must be measured with an appropriate meter designed to
measure the percentage of hydrocarbon gas in an oxygen deficient atmosphere.
75 | P a g e
➢ The usual flammable gas indicator is not suitable for this purpose.
➢ If the dilution method of purging is used, it should be carried out with the inert gas
system set for maximum capacity to give maximum turbulence within the tank.
➢ If the displacement method is used, the gas inlet velocity should be lower to
prevent undue turbulence.

Inerting (April-14)
Ans:- Inerting:-
➢ Before the inert gas system is put into service the tests required by the
operations manual or manufacturer‘s instructions should be carried out. The
fixed oxygen analyser and recorder should be tested and proved in good order.
Portable oxygen and hydrocarbon meters should also be prepared and tested.
➢ When inerting empty tanks which are gas free, for example following a dry-
docking or tank entry, inert gas should be introduced through the distribution
system while venting the air in the tank to the atmosphere.
➢ This operation should continue until the oxygen content throughout the tank is
not more than 8% by volume.
➢ The oxygen level will not thereafter increase if a positive pressure is maintained
by using the inert gas system to introduce additional inert gas when necessary.
➢ If the tank is not gas free, the precautions against static electricity given in
Section 10.6.7 of ISGOTT should be taken.
➢ When all tanks have been inerted they should be kept common with the inert
gas main and the system pressurised with a minimum positive pressure of at
least 100mm water gauge.

Gas Freeing (April-14)
Ans:- Gas Freeing:-
➢ In a gas freeing operation air is delivered into the tank, where it mixes with the
existing tank atmosphere and also tends to mix together any layers that may be
present.
➢ The resultant mixture is expelled to the outside atmosphere. Because the
process is one of continuous dilution with the air, the highest hydrocarbon
concentration is vented at the beginning of gas freeing and decreases
thereafter.
➢ For example, on a non-inerted ship, gas freeing of a motor gasoline tank that
has been battened down can give initial concentrations as high as 40% by
volume, but in most circumstances the concentration in the vented gas is much
lower, even at the start of the operations.
➢ On inerted ships, where purging to remove hydrocarbon vapour before gas
freeing is a requirement, even the initial concentration will be low, 2% by
volume or less.
76 | P a g e
Q) Explain with a neat sketch the working of a Pressure Vacuum Breaker (PV
Breaker). (April-17, April-14, April-13, Dec-12)
Ans:- Working of PV Breaker (Pressure Vacuum Breaker):-
Pressure Vacuum Breaker or usually known as PV Breaker is a safety measure used in
the IG line on deck.
The major functions of a PV Breaker are:-
➢ Abnormal rise of Pressure in Cargo tanks when loaded specified rate of gas
outlets.
➢ Abnormal rise of Pressure in Cargo tanks when cargo is unloaded beyond
specified rate of the inert gas blower.
➢ Abnormal rise or drop of pressure in cargo tanks when the breather valve does
not operate properly for the fluctuation of the pressure in cargo tanks due to
variation in atmospheric and sea water temperatures.
Operation:-
➢ When Pressure Rises: - When the pressure in the cargo oil tanks rise, the seal
liquid rises in the inner pipe. At this time , if the pressure beyond the specific
capacity of the breaker, the seal liquid will push out of the pipe to let the
pressure inside the be out.
77 | P a g e
➢ When Pressure drops: - When the pressure in the cargo oil tanks fall, the seal
liquid rises in the outer pipe. If the pressure beyond the specific capacity of the
breaker, the seal liquid is drown into the cargo oil tanks, and atmospheric air
will be inhaled in the tank.
Q) How will you ensure that P/V Breaker is protecting the cargo tanks
effectively? (April-13)
Ans:-
➢ Every inert gas system is required to be fitted with one or more
pressure/vacuum breakers or other approved devices. These are designed to
protect the cargo tanks against excessive pressure or vacuum and must
therefore be kept in perfect working order by regular maintenance in accordance
with the manufacturer‘s instructions.
➢ When these are liquid filled it is important to ensure that the correct fluid is used
and the correct level maintained for the density of the liquid used. The level can
normally only be checked when there is no pressure in the inert gas deck main.
Evaporation, condensation and possible ingress or sea water must be taken into
consideration when checking the liquid condition, density and level.
➢ In heavy weather, the pressure surge caused by the motion of the liquid in the
cargo tanks may cause the liquid in the pressure/vacuum breaker to be blown
out. When cold weather conditions are expected, liquid filled breakers must be
checked to ensure that the liquid is suitable for low temperature use, and if
necessary anti-freeze is to be added.
➢ The P/V breaker(s) are to be clearly marked with their high pressure and
vacuum opening pressures and also with the type and volumetric concentration
of antifreeze (if water filled type), and minimum operating temperature.
Q) What precautions you will observe while loading crude oil having very
high concentration of Hydrogen Sulphide? (July-12)
Ans:- Bunker fuels containing high H2S concentrations may be supplied without
advice being passed to the tanker beforehand. Tanker‘s personnel should always be
alert to the possible presence of H2S in bunker fuel and be prepared to take suitable
precautions if it is present.
78 | P a g e
➢ Before loading bunkers, the tanker should communicate with the supplier to
ascertain whether the fuel to be loaded is likely to have any H2S content.
➢ The design of bunker tank vents and their location makes managing the
exposure to personnel more difficult, as closed loading and venting cannot
usually be implemented.
➢ If bunkering with fuel containing H2S above the TLV-TWA cannot be avoided,
procedures should be in place to monitor and control the access of personnel to
exposure areas.
➢ Ventilation to lower the concentration of vapour in the ullage space and in
specific areas where vapours may accumulate should be carried out as soon as
practicable.
➢ Even after the tank has been ventilated to reduce the concentration to an
acceptable level, subsequent transfer, heating and agitation of the fuel within a
tank may cause the concentration to reappear.
➢ Periodic monitoring of the concentration of H2S should be continued until the
bunker tank is refilled with a fuel oil not containing H2S.
Q) Sketch any wet type “Deck Seal” and explain how the required water level
is maintained. (July-12)
Ans:-
➢ The seal is kep full using a continuously runing seal water pump which may be
backed up with a crossover from a secondary system as required.
➢ Should the pressure on the downstream side exced the upstream side the water
is pushed up the inlet pipe.
➢ The height of this pipe ensures that the head pressure generated is greater than
either the pressure release valve or anywater seals.
79 | P a g e
Q) Describe with sketch High Velocity (HV) vent valve fitted in cargo oil
tanks. (July-17, Dec-13)
Ans:- High Velocity (HV):-
➢ Tank vapours can be released and sent clear of the decks during loading through
large, high velocity vent.
➢ The type shown above has a moving orifice, held down by a counter weight to
seal around the bottom of a fixed cone.
➢ Pressure build up in the tank, as filling proceeds, causes the moving orifice to
lift.
➢ The small gap between orifice lip and fixed cone gives high velocity to the
emitted vapour.
➢ It is directed upwards with an estimated velocity of 30 meters per second.
➢ Air drawn in by the ejector effect dilutes the plume.
➢ The conical flame screen fixed to the moving orifice to give protection against
flame travel will, like the moving parts, require periodic cleaning to remove
gummy deposit.
➢ The cover is closed (as shown) when the vessel is on passage. A simpler design
of a high velocity vent, having two weighted flaps which are pushed open by the
pressure build up to achieve a similar nozzle effect.
80 | P a g e
Q) Describe the precautions to be taken on an oil tanker during loading/

discharging against static electric hazard. (Jan-13)
Ans:- Precautions while loading / discharging against static electric hazard:-
➢ Restrict initial loading rates, when splashing and surface turbulence occur, to
flow rates less than 1 meter/second (volume flow rate conversions available).
Adequate inlet coverage's are: side or horizontal entrance- 0.6 meter;
downward pointing inlet- twice the inlet diameter. ISGOTT
➢ Loading rate conversions appear both in ISGOTT and Texaco.
➢ Restrict initial unloading rates to shore installations also, as long as inlets in the
shore tank are not covered with liquid. The inlet fill pipe should discharge near
the bottom of the tank. NFPA 77
81 | P a g e
➢ Keep water and other impurities out of the incoming cargo stream as much as
possible. Extra care with loading and unloading rates when presence of
impurities (e.g., water, sulfur, metals) is suspected is essential. ISGOTT, NFPA
77
➢ Avoid pumping entrained gases with cargo. NFPA 77
➢ Degassing (to <20% of LFL at tank bottom) or inerting a ship's tank eliminates
loading rate restrictions due to static electricity. Texaco
➢ Reduced pumping speeds are used for discharge of slops and other "mixed-
phase flow" (some ballast) to shore tanks. Texaco
Q) Explain the use and limitations of Oxygen Analyzer (Jan-13)

Ans:- Oxygen Analyzer:-
➢ These analyzers come in various makes and models and we will be studying
about one such analyzer namely the continuous reading type analyzer.
➢ The main property of oxygen which helps in its detection and measurement of
its percentage in the given sample of air is that of Para-magnetism. Basically
this means that oxygen gets attracted towards a magnetic field. The set up for
measuring oxygen content using this property can be understood from the
image shown below.
Q) Explain the functions and maintenances of cargo related equipments on oil

tankers using sketches and diagrams: Pressure Vacuum Valve. (Oct-12)
Ans:-
82 | P a g e
Working:-
➢ The main components of this system are fixed washing machines which are fed
from a 200 mm main line on upper deck.
➢ The washing fluid is supplied by any of the cargo oil pumps via a riser line from
the pump discharge cross-over line.
➢ In the pump room, there is a steam heated washing water heater which is
connected to the riser line in a by-pass arrangement with the water side isolated
by means of stop valves and spectacle flanges.
83 | P a g e
➢ These flanges may be in open position only when required for hot water
washing. The rated heating capacity is 280 m3h of sea water from 20OC to 80OC.
➢ During all washing, the pressure in the main line should be maintained at
minimum 8.5 bar at the aft end in order to ensure satisfactory operating
conditions also for the forward-most washing machines.
➢ A pressure less than 7.5 would considerably reduce the effectiveness of the
washing operations. For pressure monitoring, there is fixed pressure gauge at
the aft end of the main line as well as a boss for a portable pressure gauge at
the forward end of the main line.
Q) Write note on the following w.r.t. tankers: ISGOTT (Oct-16)

Ans:- ISGOTT:-
➢ This Guide makes recommendations for tanker and terminal personnel on the
safe carriage and handling of crude oil and petroleum products on tankers and
at terminals.
➢ It was first published in 1978 by combining the contents of the ‗Tanker Safety
Guide (Petroleum)‘ published by the International Chamber of Shipping (ICS)
and the ‗International Oil Tanker and Terminal Safety Guide‘ published on behalf
of the Oil Companies International Marine Forum (OCIMF).
➢ This latest edition takes account of recent changes in recommended operating
procedures, particularly those prompted by the introduction of the International
Safety Management (ISM) Code, which became mandatory for tankers on 1st
July 1998.
➢ One of the purposes of the Guide is therefore to provide information that will
assist companies in the development of a Safety Management System to meet
the requirements of the ISM Code.
➢ This guide does not provide a definitive description of how tanker and terminal
operations are conducted. It does provide guidance and examples of how certain
aspects of tanker and terminal operations may be managed.
➢ Effective management of risk demands processes and controls that can quickly
adapt to change. Therefore the guidance given is, in many cases, intentionally
non prescriptive and alternative procedures may be adopted by some operators
in the management of their operations.
➢ These alternative procedures may exceed the recommendations contained in
this guide.
➢ Where an operator has adopted alternative procedures, they should follow a risk
based management process that must incorporate systems for identifying and
assessing the risks and for demonstrating how they are managed. For shipboard
operations, this course of action must satisfy the requirements of the ISM Code.
➢ It should be borne in mind that, in all cases, the advice in the guide is subject to
any local or national terminal regulations that may be applicable, and those
concerned should ensure that they are aware of any such requirements.
➢ It is recommended that a copy of the guide be kept — and used — on board
every tanker and in every terminal to provide advice on operational procedures
and the shared responsibility for port operations.
84 | P a g e
For contents please refer to ISGOTT (Latest Edition)
Q) Write note on the following w.r.t. tankers: Slop Tanks (Oct-16)

Ans:- Slop Tanks:-
Marpol Annex I- Regulations for the Prevention of Pollution by Oil
Chapter 4 - Requirements for the cargo area of oil tankers. Part A – Construction.
Regulation 29 - Slop tanks
1. Subject to the provisions of paragraph 4 of regulation 3 of this Annex, oil
tankers of 150 gross tonnage and above shall be provided with slop tank
arrangements in accordance with the requirements of paragraphs 2.1 to 2.3 of
this regulation. In oil tankers delivered on or before 31 December 1979, as
defined in regulation 1.28.1, any cargo tank may be as a slop tank.
2.1 Adequate means shall be provided for cleaning the cargo tanks and
transferring the dirty ballast residue and tank washings from the cargo tanks into a
slop tank approved by the Administration.
2.2 In this system arrangements shall be provided to transfer the oily waste into a
slop tank or combination of slop tanks in such a way that any effluent discharged
into the sea will be such as to comply with the provisions of regulation 34 of this
Annex.
2.3 The arrangements of the slop tank or combination of slop tanks shall have a
capacity necessary to retain the slop generated by tank washings, oil residues and
dirty ballast residues. The total capacity of the slop tank or tanks shall not be less
than 3 per cent of the oil-carrying capacity of the ship, except that the
Administration may accept:
1} 2% for such oil tankers where the tank washing arrangements are such that once
the slop tank or tanks are charged with washing water, this water is sufficient for tank
washing and, where applicable, for providing the driving fluid for eductors, without the
introduction of additional water into the system;
2} 2% where segregated ballast tanks or dedicated clean ballast tanks are provided in
accordance with regulation 18 of this Annex, or where a cargo tank cleaning system
using crude oil washing is fitted in accordance with regulation 33 of this Annex. This
capacity may be further reduced to 1.5% for such oil tankers where the tank washing
arrangements are such that once the slop tank or tanks are charged with washing
water, this water is sufficient for tank washing and, where applicable, for providing the
driving fluid for eductors, without the introduction of additional water into the system;
and
3} 1% for combination carriers where oil cargo is only carried in tanks with smooth
walls. This capacity may be further reduced to 0.8% where the tank washing
arrangements are such that once the slop tank or tanks are charged with washing
85 | P a g e
water, this water is sufficient for tank washing and, where applicable, for providing the
driving fluid for eductors, without the introduction of additional water into the system.
Q) Write notes on following w.r.t. to tankers: Tank cleaning & gas freeing
(Oct-16)
Ans:- Tank Cleaning, Purging and Gas free Operation for tankers
Responsibility: -
➢ The Chief Officer is in charge of and shall supervise as the person in charge of
the Tank Cleaning, Hydrocarbon Gas (HC) Purging, Gas Freeing & Re-Inerting
operations.
➢ He shall ensure that all activities carried out during such operations are in
compliance with the latest edition ICS/OCIMF International Safety Guide for Oil
Tankers and Terminals (ISGOTT).
Gas-Freeing for Cargo Tank entry:-
➢ Cargo Tank entry shall not be permitted unless the Oxygen Content is 21% and
the hydrocarbon vapor content is less than 1% of the Lower Flammable Level
(LFL).
➢ Follow company‘s ―Procedure for Entry into Enclosed Spaces‖ with related
permits.
➢ If the previous cargo contains Hydrogen Sulfide (H2S) or other toxic
contaminants which could evolve toxic gases (eg benzene, toluene, Mercaptans,
etc), the tank should be checked for such gases. Refer to ―Guidelines for Toxic
Gases Hazards‖.
➢ Carrying out ―Hot Work‖ inside Tanks within the ‗Dangerous Area‘ need special
caution as per ―Procedures for Hot Work‖ and carry out preparation accordingly.
Gas-Freeing or Purging for the Reception of Cargo:-
➢ If the intention of Gas-Freeing or Purging operations is to prevent the next cargo
to be loaded from contamination due to the previous cargo oil hydrocarbon gas,
use the gas content indicated by the Charterer as standard, but go on with the
operations mentioned in (2) of Article 1 until the LFL decreases down to 40% or
under.
Safety Precautions:-
➢ For the operations to be followed, (Tank cleaning, HC Gas Purging, Gas Freeing
and Re-Inerting), the Chief Officer shall carry out the following precautions.
Detailed guidance on preparations and safety precautions are also described
within relevant sections of ISGOTT.
➢ Have persons engaged in the operations observe the necessary precautions as
described in this section and the ―Precautions during Gas-freeing Operations‖.
Complete the necessary sections of ―Tank Cleaning, Purging and Gas Freeing
Checklist‖ to confirm safety strictly at the appropriate time.
86 | P a g e
➢ Tank Preparation And Atmosphere Control During Operations.

Non Flammable Atmosphere:-
➢ On Tankers using the inert gas systems, the Chief Officer shall carry out the
operations mentioned in Article 1 and should maintain the cargo tanks in a ―Non
Flammable‖ condition at all times.
➢ Refer to the ―Flammability composition diagram- Hydrocarbon Gas/Inert/Air Gas
Mixtures‖ from the ISGOTT. i.e. at no time should the atmosphere in the tank be
allowed to enter the flammable range, as mentioned therein.
➢ Pyrophoric hazards on chemical reaction with Hydrogen Sulfide Gas Pyrophoric
Iron Sulphide, forms when Hydrogen Sulfide Gas (normally present in most
crude) reacts with rusted surfaces in the absence of oxygen (Inert conditions)
inside cargo tanks.
➢ These substances, can heat to incandescence on contact with air. This risk is
minimized, by following the correct purging procedure.
➢ Such procedures serve as a general guidance for the preparation procedures
required and may differ as per ship type.
Atmosphere Control during Tank Cleaning Operations:-
➢ Tank atmospheres can be any of the following, However, ships fitted with an
inert gas system, shall carry out the operations under the Inerted Condition,
unless otherwise as instructed: It should be met with atmosphere containing
less than 8% oxygen, and tank pressure of minimum 200 mmAq. Refer details
to ―ISGOTT‖
Inerted Tanks:-
➢ An atmosphere made incapable of burning by the introduction of inert gas and
the resultant reduction of the overall oxygen content. For the purposes of this
procedure, the oxygen content of the tank atmosphere should not exceed 8% by
volume.
➢ This is a condition where the tank atmosphere is known to be at it‘s the lowest
risk of explosion by virtue of its atmosphere being maintained at all times Non-
Flammable through the introduction of inert gas and the resultant reduction of
the overall oxygen content in any part of any cargo tank to a level not exceeding
8% by Volume, while being under positive pressure at all times.
Purging with Inert Gas (IG) :-
➢ For reduction in hydrocarbon (HC) content in tank atmosphere for Cargo Vapor
contamination reasons:
o After tank cleaning operations the cargo tanks may be purged with inert
gas to reduce the concentration of the hydrocarbon gas inside the tank
atmosphere.
➢ Follow the procedures as laid out in the operation and equipment manual.
➢ Purge pipes, with proper flame screens shall be fitted, where provided.
87 | P a g e
➢ Carry out the operations of replacing the tank atmosphere by introducing IG of

which oxygen content is 5% by Volume or less into the tanks.
➢ Go on with purging by IG until the hydrocarbon content reduces to the required
/ desired level.
Q) Write notes on following w.r.t. to tankers: Segregated ballast (Oct-16)

Ans:- Segregated ballast:-
Annex I- Regulations for the Prevention of Pollution by Oil
Chapter 4 - Requirements for the cargo area of oil tankers
Part A - Construction
Regulation 18 - Segregated ballast tanks
Oil tankers of 20,000 tonnes deadweight and above delivered after 1 June 1982
1) Every crude oil tanker of 20,000 tonnes deadweight and above and every
product carrier of 30,000 tonnes deadweight and above delivered after 1 June
1982, as defined in regulation 1.28.4, shall be provided with segregated ballast
tanks and shall comply with paragraphs 2, 3 and 4, or 5 as appropriate, of this
regulation.
2) The capacity of the segregated ballast tanks shall be so determined that the ship
may operate safely on ballast voyages without recourse to the use of cargo
tanks for water ballast except as provided for in paragraph 3 or 4 of this
regulation. In all cases, however, the capacity of segregated ballast tanks shall
be at least such that, in any ballast condition at any part of the voyage,
including the conditions consisting of lightweight plus segregated ballast only,
the ship's draughts and trim can meet the following requirements:
i. the moulded draught amidships (dm) in metres (without taking into account
any ship's deformation) shall not be less than:
dm = 2.0 + 0.02L
ii. the draughts at the forward and after perpendiculars shall correspond to
those determined by the draught amidships (dm) as specified in paragraph
2.1 of this regulation, in association with the trim by the stern of not greater
than 0.015L; and
iii. in any case the draught at the after perpendicular shall not be less than that
which is necessary to obtain full immersion of the propeller(s).
3) In no case shall ballast water be carried in cargo tanks, except:
i. the opinion of the master, it is necessary to carry additional ballast water in
cargo tanks for the safety of the ship; and
ii. in exceptional cases where the particular character of the operation of an oil
tanker renders it necessary to carry ballast water in excess of the quantity
required under paragraph 2 of this regulation, provided that such operation
of the oil tanker falls under the category of exceptional cases as established
by the Organization.
Q) Write notes on following w.r.t. to tankers: Reid Vapour Pressure (Oct-16)

88 | P a g e
Ans:- Reid Vapour Pressure (RVP) is measured by ASTM D-323 testing method. The
sample is placed in a chamber at a constant temperature of 100 oF. RVP is slightly
lower than the True Vapour Pressure (TVP) at 100oF.
➢ The volatility characteristics of petroleum fuels are very important especially for
gasolines. Motor and aviation gasolines are manufactured as liquids but they are
consumed in the vapor phase.
➢ Consequently, gasoline volatility must be high enough to assure acceptable
engine start-up, warm-up, acceleration and throttle response under normal
driving (or flying) conditions.
➢ On the other hand, the maximum volatility of a gasoline must be restricted to
avoid vapor lock, vaporization losses, air pollution, and unsafe storage and
handling.
➢ The volatility considerations for other transportation fuels like kerosene and
diesel are, to some extent, similar to those for gasoline.
➢ The Reid vapor pressure (RVP) is frequently used as an indication of volatility of
liquid hydrocarbons.
➢ It is not equivalent to the true vapor pressure. In general, RVP is lower than the
true vapor pressure due to some small sample vaporization and the presence of
water vapor and air in the confined space.
➢ The apparatus and procedures for determining the RVP are standardized and
specified in ASTM method D-323 and IP-402 [1]. The Reid vapor pressure test is
widely used as a criterion for blending gasoline and other petroleum products.
➢ Once RVP of a fuel is known the methods provided in the API-TDB [2] can be
used to estimate true vapor pressure of a fuel or a crude oil at any desired
temperature.
➢ True vapor pressure is an important thermodynamic property related to volatility
and phase equilibrium calculations.
Q) State the contents of Procedure and Arrangements (P & A) Manual as

required under Annex II of Marpol 73/78. (July-16, July-13)
Ans:- A) MARPOL Annex II requires that each ship which is certified for the carriage of
Noxious Liquid Substances in bulk shall be provided with a Procedures and
Arrangements Manual. Scope of this plan is to provide the arrangements and
equipment required to enable compliance with MARPOL Annex II. Plan is developed in
line with IMO Legislation. Approval by the Administration or a Recognised Organisation
(RO) on behalf of the Administration is mandatory.
Indicative Contents
● Main Features of Marpol 73/78, Annex II
● Description of The Ship's Equipment And Arrangements
● Cargo Unloading Procedures And Tank Stripping
● Procedures Relating To The Cleaning of Cargo Tanks, The Discharge of Residues,
Ballasting And Deballasting
● Flow Diagrams & Drawings
● Heating requirement of cargo
● Control of heating system
89 | P a g e
● Method of temperature measurement

● Stripping requirement for the ship
● Cleaning & disposal procedure
● Prewash procedure
● Prewash for solidifying substances
● Minimum quantity of water to be used
● Required duration of prewash
● Ventilation procedure
Q) Describe different methods of carriage of liquefied gases, what is re-

liquification of gas? How is it done on gas tankers? (Jan-16) OR
Explain the operation of the re-liquefaction plant in liquefied gas tanker?
(Jan’17, July-16, July-13)
Ans: - Methods of carriage of liquefied gases:-
I) Reliquefaction with Intercooling: - Intercooling is used in conjunction with two stage

compression. The first stage discharge is desuperheated in the intercooler and
returned to the 2nd stage. The discharge from the 2nd stage is condensed in the
condenser, and thence to the intercooler for further cooling. The condensate is
returned to the cargo tank.
Non-condensable gases are separated out in the purge condenser and
transferred by the cross over line to the collector and mast, or via the stripping or
bottom distribution lines back into the cargo tank. If two or more tanks are being
reliquefied simultaneously via one cargo system the distribution of condensate
between the tanks is to be controlled manually.
If, during intercooling, there is insufficient condensate in the intercooler drum,
additional liquid can be transferred from the cargo tank using the
stripping/condensate line and a cargo pump. This is more likely to occur during the
early stages of intercooling, or if the 2nd stage compression temperature is too high.
The condenser pressure is to be maintained at approximately 1 bar above the
saturation pressure of condensate at the condensate temperature.
Reliquefaction without Intercooling:- Gas is drawn into the 1st stage of the
compressor from the tank, via the surge drum (if fitted), compressed and discharged
through the intercooler, but without cooling. The gas is liquefied in the condenser,
expanded to tank pressure and returned via the spray or stripping/condensate line.
When several tanks are being cooled simultaneously by one reliquefaction plant,
the operation should start with the tank having the highest pressure. Pressure is to be
equalised before the tanks are interconnected. Also, when several tanks are being
cooled simultaneously a careful watch must be kept on the liquid return to ensure
equal filling.
90 | P a g e
Q) What is the information required prior to loading of a given chemical

cargo in bulk? List the publications, which are referred to get this
information? (April-16)
Ans:- Information required prior to loading of a given Chemical Cargo in Bulk:-
1) The correct chemical name of the cargo should be provided so that the appropriate
data sheet in the Tanker Safety Guide (Chemicals) can be consulted.
2) Quantity in Weight.
3) Required quantity control – Contamination is measured in parts per million (ppm).

Thus tanks & pipelines must be practically spotless. Degree of wall-wash required.
4) Specific Gravity – This is required in order that an estimation can be made of the
probable volume that the weighed quantity will occupy.
5) Temperature – This is required for two purposes.

a. The loading temperature is used in conjunction with the specific gravity to
obtain the probable volume of the particular parcel.
b. The temperature at which the cargo is to be carried will indicate if heating will
be required on passage. Some chemicals will solidify or polymerize if a
certain temperature is not maintained. Polymerization is a chemical reaction
in which small molecules combine into larger or very large molecules, which
contain thousand of the original molecules. Thus a free flowing liquid can
become a viscous liquid or even solid.
6) Compatibility – Certain chemicals react with other chemicals and thus may not be
stowed in adjacent compartments.
7) Tank coating compatibility – The tank coating must be suitable for the proposed
cargo.
8) Corrosive Properties – This will also indicate the required tank coating and also
possible damage to ship fittings.
9) Electrostatic generation – Some chemicals can accumulate static, the principles

which apply to HC cargoes should be applied to chemical static accumulators.
10) Fire & Explosion Data – It has been previously noted that 50 % of the chemicals
transported are derived from hydrocarbon oil and thus fire hazards are similar to
those which pertain to petroleum products.
11) Toxicity – Chemicals which emit highly toxic vapours requires Closed Ventilation
and Ullaging System.
12) The Health Hazard of the particular parcel.
91 | P a g e
13) Reactivity.
14) Action to be taken in the event of particular emergencies – Most of the above
information and additional essential information can be found on the chemical data
sheets in the safety guide.
Publications which are referred to get info prior loading chemical cargo:-
1) On receipt of the name of the cargo, the certificate of fitness must be checked to
verify if the said vessel is allowed to carry that particular cargo as enlisted in the
COF.
2) Depending on whether the ship is constructed before / after 01-07-1986. The

relevant IBC Code / BCH Code must be consulted. Chapter 17 of the IBC code –
contains summary of minimum requirements & various information pertaining to
the cargo can be obtained.
3) Additional information can be obtained from the chemical data sheet pertaining to
that cargo – found in the ICS (International Chamber of Shipping) publication.
Tanker Safety Guide – Chemical in Volume – I, II, III & IV.
4) Also added information can be obtained from USCG system. CHRIS – Chemical
Hazard Response Information System, provided for essential decision making
during emergencies involving the water transport of the hazardous chemicals.
5) The ―Procedure & Arrangement‖ (P & A) manual which is ship specific, gives
information such as tank arrangement, pumping & piping arrangements any special
requirements to assists any loading can be obtained.
6) Annex 2 of the MARPOL 73/78 should be referred to obtain discharge criteria &
procedure.
7) Paint compatibility guide – to check if the coating in the tank will withstand with
particular cargo to load.
Q) Write notes on following w.r.t. to chemical tankers: Types of chemical

tankers (Oct-16)
Ans:- There are 3 basic types of Chemical Tankers, All 3 types are meant to carry
chapter 17 cargoes of IBC code.
Type I ships
➢ It must be able to survive assumed damage anywhere in their length. Cargo
tanks for the most dangerous products should be located outside the extent of
the assumed damage and at least 760mm from the ship's shell.
➢ IMO type 1, 2 and 3. Other cargoes, which present a lesser hazard may be
carried in tanks next to the hull - (incl diluted slops after tank washings)
92 | P a g e
See layout below--
➢ Some of the chemicals carried on type one ships are Chlorosulphonic acid, Dodecyl
phenol, Phosphorous yellow/ white, Tricresyl Phosphate (>1% ortho-isomer),
Trixylyl Phosphate.
➢ Maximum tank size is 1250 M3.
➢ Double side width B/5 or 11.5 mtrs which ever is less.
➢ DB depth B/15 or 6 mtrs at centre line, but not < 760mm .
➢ Auto ignition temperature of cargoes <65 deg C.
➢ Explosive range >50% by volume in air.
➢ Type 1 offers highest limit of containment.
Type II ships
➢ If more than 150m in length, must be able to survive assumed damage anywhere
in their length; if less than 150m, the ship should survive assumed damage
anywhere except when it involves either of the bulkheads bounding machinery
spaces located aft. Tanks for Type II cargoes should be located at least 760mm
from the ship's shell and outside the extent of assumed grounding damage.
➢ Maximum tank size is 3000 M3.
➢ Capable of stripping tanks <100 litres.
➢ Auto ignition temp of cargoes <200 deg C.
➢ Explosive range >40% by volume in air.
Type III ships

➢ If more than 125m in length, should be capable of surviving assumed damage
anywhere in their length except when it involves either of the bulkheads bounding
the machinery space. If less than 125m in length, they should be capable of
surviving damage anywhere unless it involves machinery spaces. There is no
special requirement for cargo tank location. No limit for size of tank.
➢ Capable of stripping tanks <300 litres with tolerance of 50 litres.
➢ Length > 125 m but < 225 m damage anywhere in length except including ER
bulkheads.
93 | P a g e
➢ Length <125 m damage anywhere in length except machinery space
After 1 January 2007 vegetable oils are carried in chemical tankers complying with the
revised IBC Code as a Ship Type-2 (double hull) with COF as Cat Y.
Q) Write notes on the following w.r.t. to chemical tankers: P & A Manual (Oct-
16, Oct-13)
Ans:- P & A Manual:-
➢ MARPOL Annex II requires that each chemical tanker be provided with a P&A
Manual to achieve compliance with the regulations and to be able to demonstrate
that compliance has been considered from the earliest design stage. The format of
the P&A Manual and its contents must be as specified in MARPOL Annex II
Appendix D, and be approved by the flag administration of the ship.
➢ The P & A Manual is concerned with the marine environmental aspects of cleaning
of cargo tanks, and the discharge of cargo residues that may or may not be mixed
with a washing medium. The results of the stripping test are recorded in it.
➢ Ships' officers should familiarise themselves thoroughly with the P&A Manual, and
adhere at all times to operational procedures with respect to cargo handling, tank
cleaning, stop handling, residue discharge, ballasting and deballasting. The master
is obliged to ensure that the ship does not discharge into the sea any cargo
residues, or mixtures of residue with water, unless such discharges are made in full
compliance with the operational procedures contained in the P&A Manual, and that
the equipment required by the Manual for such discharge is used.
➢ The P & A Manual, together with the cargo record book and Certificate of Fitness,
will be checked by the ship's own flag administration and by port state control
officers in order to confirm full compliance with the requirements of MARPOL Annex
II.
➢ It is now recognised that almost any discharge from a ship into the surrounding
environment needs to be carefully considered in advance. Not only are chemical
cargo residues, oily water from machinery room bilges and overboard disposal of
94 | P a g e
garbage strictly regulated, but funnel exhausts and ballast water have now been
identified as requiring control.
Q) Write notes on following w.r.t. to Gas Tankers: Cooling down of tanks (Oct-
16)
Ans:- Cooling down of tanks:
➢ Prior to loading if returned with insufficient heel.
➢ After dry-docking, off-hire or during initial commissioning.
➢ LNG carriers with a typical capacity of, say, 153,000 m3 are loaded at about
12,000 m3/h.
➢ The volume of liquid LNG loaded displaces an equivalent quantity of vapour in
the ship‘s empty cargo tanks which is returned to the LNG storage tanks for
processing in the site‘s fuel gas system.
➢ This BOG will be available for typically 12 hours in each loading cycle. If the
ship‘s tanks are warm, loading takes a longer period of time as initially volumes
of LNG are vaporised when they contact the warm sides of the LNG tanks,
thereby cooling them.
➢ During loading, more than one LNG storage tank can be used simultaneously to
load the carriers.
➢ Where jetty lines are long, the loading line generates significantly more BOG
due to heat ingress from the pumps as a result of the larger duty.
➢ With relatively short jetty/transfer lines < 1 km, the heat component from LNG
pumping is relatively small (typically around 5% of total BOG).
➢ However, for example where the LNG must move in excess of 7 km the pumping
component becomes significantly larger at an estimated 45% of total BOG.
Q) Write notes on following w.r.t. to Gas Tankers: SIGTTO (Jan’17)

Ans:- SOCIETY OF INTERNATIONAL GAS TANKERS AND TERMINAL OPERATORS
(SIGTTO) was born out of a recognition that an industry specializing in the transport
of liquefied gas needed to establish and promote the adoption and implementation of
the very highest standards if it was first to win and then to maintain the confidence of
the public at large. In acting as a beacon for quality and best practices, SIGTTO and
its members have done just that, and that the excellent safety and pollution record of
the sea borne gas transport industry to date defines it quite categorically as a highly
responsible and effective sector.
By the late 1970s it was clear the international LNG business was set for a
period of rapid expansion. A number of involved companies were therefore concerned
to agree essential common standards for the industry, to aid its expansion, underpin
public confidence and avoid a proliferation of unilaterally defined regulations. This
group resolved to establish a body to draw together industry member companies in an
effort to establish commonly agreed standards and best practice criteria. Hence the
Society was formed and registered as a Bermuda Exempted Company (non-profit
making) with limited liability in October 1979.
95 | P a g e
The Society was granted consultative status at the IMO in 1982. Formed
originally with thirteen Members the Society has steadily grown over twenty years to a
membership of more than 100 companies; representing virtually the whole of the
world‘s LNG trades and over half its LPG capacity.
PURPOSE: - The Society is the international body established for the exchange of
technical information and experience, between members of the industry, to enhance
the safety and operational reliability of gas tankers and terminals. The organization
has been organized to encourage safe and responsible operation of liquefied gas
tankers and marine terminals handling liquefied gas; to develop advice and guidance
for best industry practice among its members and promote criteria for best practice to
all who have responsibilities for, or an interest in, the continuing safety of gas tankers
and terminals.
Q) Write notes on following w.r.t. to Gas Tankers: Pre-Arrival Checklist

(Jan’17)
Ans:- The daily operation of a liquefied gas carrier involved potential hazards. It
should be noted that cargo pipes, valves and connections and any point of leakage at
the gas cargo may be intensely cold. Contact may cause severe cold burns.
Pressure should be carefully reduced and liquid cargo drained from any point of
the cargo transfer system, including discharge lines, before any opening up or
disconnecting is begun.
Some cargoes such as ammonia have a very pungent, suffocating odour and
very small quantities may cause eye irritation and disorientation together with
chemical burns. Seafarers should take this into account when moving about the
vessel, and especially when climbing ladders and gangways. The means of access to
the vessel should be such that it can be closely supervised and is sited as far away
from the manifold area as possible. Crew members should be aware of the location of
eye wash equipment and safety showers.
Everyone involved in liquefied natural gas transportation takes safety very
seriously. There are many lives and a great deal of money at stake. Government and
industry work together to make sure these ships are designed, maintained, and
manned with safety in mind; industry maintains them with oversight by periodic
government inspection, and government sets the standards for crew training.
The popular perception of liquefied natural gas is that it is inherently dangerous.
While it possesses a set of hazards that need to be managed, when looking at the
actual incidents involving liquefied natural gas, there are very few that put the
surrounding area and public in danger. The rigorous attention to detail, coupled with
the constantly emerging technology, should continue to give LNG one of the better
safety records for a hazardous material.
Within 5 days of the ship‘s estimated time of berthing, the following checks and tests
shall be carried out, and the results recorded. These records are to be made available
to the gas terminal upon request.
(1) Deck water spray line
96 | P a g e
(2) Water curtain

(3) Gas free condition of hold space
(4) Alarm function of fixed gas detection equipment
(5) Cargo gauging system and alarm set points.
(6) Emergency Shutdown System (ESD), all the relevant system shall be tested prior
to arrival port and time needed to shut should be confirmed around 25 up to 30
seconds.
(7) Operation of cargo system remote control valves and their position indicating
systems.
(8) Confirm Cargo transfer emergency stops fully operational and date of last test.
(9) Confirm tank high level and pressure alarms operational.
(10) Confirm that remotely operated manifold valves have been operated through a
complete open/closed cycle, functioning and advise valve type(ball, gate, etc)and
actual closing time. The corresponding records shall be produced by the master on the
ship arrival at berth. Any defects or deficiencies must be reported to the terminal as
an addendum to the Pre-Arrival information notice.
(11) Deep well cargo pump and booster pump mechanical seals are free of oil leaks.
Q) Write notes on following w.r.t. to Gas Tankers: ICS data sheets (Oct-16)
Ans:- ICS data sheets:-
➢ ICS data sheets outlines the main characteristics of individual cargoes, and the
action to be taken in an emergency.
➢ Matters relating solely to maintenance of the purity of individual cargoes and
their condition during carriage have not been included.
➢ It‘s something like material safety data sheet of gas cargo.
➢ With respect to ICS Data Sheet - The IMO Codes require the following
information to be available to every ship and for each cargo:
o The master must only load a cargo which is listed on his certificate of
fitness.
o Data sheets for these cargoes should be on board.
o The master and all those concerned should use the data sheet and any
other relevant information to acquaint themselves with the characteristics
of each cargo to be loaded. If the cargo to be loaded is a mixture (e.g
LPG), information on the composition of the mixture should be sought; the
temperature and pressure readings in the shore tank can be used to verify
this information.
o Special notes should be made of any contaminants that may be present in
the cargo, e.g.‖water".
o Ref: Sigtto publication for gas carrier appendix 1
Q) Describe the loading procedure of a semi-refrigerated LPG tanker in

accordance with the IGC Code and ISM Code? (Oct-15, April-14, Oct-12) OR
With reference to liquefied gas carriers, write short notes on: Semi-
Refrigerated ship. (April-15)
97 | P a g e
Ans:- SEMI-REFRIGERATED OR PRESSURE CARGOES

Loading
➢ This operation follows the general principles very closely. The shore loading
hose, and, if available, the vapour return line hose, are connected to the liquid
and vapour line connections at the cargo manifold.
➢ Loading is effected through the liquid line, and pressure relief, etc., through the
vapour return line. When the vessel arrives at the loading terminal, her tanks
should be:
o empty of liquid, but under suitable pressure of vapour from her previous
cargo (gassed-up); or gas-free, but under the maximum vacuum possible
(usually in the vicinity of 80 per cent.).
o An increasing number of terminals insist that the vessel's cargo tanks be
inerted before the final vacuum is created prior to loading.
➢ If the vessel's cargo tanks are full of vapour at a suitable pressure (gassed up),
loading can start at once.
➢ This being the simpler of the two cases given above, it will be described first.
➢ As the liquid enters the tank, the vapour trapped in the space above the liquid
will be compressed, become supersaturated and condense.
➢ If a vapour return line has been provided, any excess pressure can be returned
ashore.
➢ If no vapour return line is provided, then the pressure can be relieved in the
following ways: firstly, by spraying part of the cargo into the tank, secondly by
refrigeration and finally, if these methods fail, by allowing the excess pressure
to escape into another tank.
➢ In this connection, it is not advisable to attempt loading all the, cargo through
the sprays because to do so places an unnecessary restriction on the line.
➢ The sprays should be used only for the purpose of providing a larger surface
area upon which the supersaturated vapour condenses.
➢ In the second case, when the vessel arrives alongside gas-free and under an 80
per cent. vacuum, the first step is to break the vacuum with vapour taken from
shore, and raise the pressure within the tanks to a suitable level.
➢ If a vapour return line is provided, this is simple. If no vapour return line is
provided, the cargo tanks can be gassed-up by either using the vaporiser, or by
spraying very small quantities of liquid into the tank via the fine spray line in
such a manner that the liquid droplets evaporate before they come into contact
with the tank's sides.
➢ This effectively gasses-up the tank, but if the ship arrived with an 80% vacuum,
20 per cent. of the ship's capacity will be occupied by incondensibles at
atmospheric pressure, the incondensibles being either air or inert gas (usually
nitrogen).
➢ However, under pressure, the physical space occupied by these incondensibles
is much less.
➢ For example, under 3 bars pressure (gauge) they would occupy a quarter of the
space they would occupy at atmospheric pressure.
➢ If the incondensibles remaining in the tanks consist of air, the atmosphere
within the tank will be very "over-rich" after gassing-up, but to dispose of the
98 | P a g e
incondensibles by the separator using the reliquefaction process involves putting

a gas/air mixture through the compressors which involves a risk, however small,
of an explosive mixture being passed through the compressors.
➢ For this reason, some refineries insist on the cargo tanks being inerted prior to
creating the final vacuum before loading, but many loadings have taken place
over a long-period without any accident being attributed to this cause, and the
danger may be more the theoretical than real.
➢ The usual loading programme is to load the lower tanks first, and to complete
loading in the upper tanks. The loading rate depends upon the diameter of the
liquid lines and the number of valves open. When the number of valves opened
towards the completion of cargo is reduced, the loading rate should be reduced
accordingly.
➢ Soundings of all tanks should be checked at regular intervals to ascertain the
loading rate, and also to ensure that no liquid is entering a tank which has been
completed, or not started.
➢ This is very important because it is an old maxim that it is the unmatched tank
which always overflows.
➢ To load a very warm cargo from fully pressurized storage at ambient
temperature into a semi-refrigerated ship, the reliquefaction plant must be
started up and run at its maximum capacity to cool the cargo as it comes on
board.
➢ The usual technique is so to adjust the loading rate as to maintain a pressure in
the tanks below the safety valve relief setting.
➢ This can be achieved by maintaining a constant pressure at the loading manifold
by frequently adjusting the manifold valve.
➢ Experience will soon show the best pressure to maintain and it is usually very
close to the maximum pressure at which it is intended to load the product.
➢ The loading manifold pressure gives a much better indication of the valve
adjustment needed, than watching the tank pressures, and adjusting the loading
rate by guesswork.
Q) State the cargo related documents required on board Chemical Tankers.

(Oct-15, Oct-12)
Ans:- Transportation of chemicals by tankers is usually accompanied by considerable
documentation. Documentation can be even greater when trading to and from less
developed countries. The vessel‘s management is presented with a great deal of
documentation from parties to the cargo, authorities, etc. Furthermore vessel‘s
management must also issues papers serving to record evidence, claims etc.
Following are most needed documents:-

1) Deck Log Book
2) Sea Passage Report
3) Port Log
4) Notice of Readiness
5) Deadfreight Statement
99 | P a g e
6) Protest of Difference Between Ship and Shore Figures

7) Pre arrival and Commencement – Cargo Operations Checklist
8) During Loading Ops Checklist
9) Completion of Cargo & Pre-departure Checklist
10) Prior to Use of Vapour Emission Control System Checklist
11) During Discharge Ops Checklist
12) Ullage Report
13) Pumping Record
14) Cargo Heating Report
15) Inert Gas Log
16) Tank Cleaning Record
17) ROB Report
18) Dry receipt
19) Vessel Experience Factor (Load)
20) Cargo Loading Plan
21) Cargo Discharge Plan
22) Chemical & Physical Properties
23) Pressure Log & O2 Log
24) Cargo Hose Record
25) Cargo Sampling Log
26) Tank Cleaning Plan
27) Tank Cleaning Schedule Checklist
28) Monitoring During Cleaning Operations
29) Wall Wash Test Results
Documents provided by the Shipper:-

1) Cargo quality certificate (analysis report)
2) Cargo quantity certificate.
3) Certificate of origin.
4) Cleanliness report.
5) Heating instructions.
6) Inhibitor certificate.
7) Cargo manifest.
8) Vessel‘s experience factor.
9) Tank History.
10) Sample receipt.
11) Custom Clearance Reports / Papers
Q) Explain with the help of a simple diagram, a „closed circuit‟ loading

operation, using a vapour return line, on Chemical Tankers under the
provision of IBC Code. (July-15)
Ans:- Closed Cycle System (re-circulation method):-
1) Wash oil is supplied from the aftermost centre tank or slop tank and drained oil is
collected in the same tank, i.e., the same tank is used for both purposes.
a. Precaution:-
100 | P a g e
i. Slop tanks loaded by the ―Load-on-Top‖ procedure should be

discharged entirely and then filled with fresh oil (crude oil free from
water and residue) prior to COW.
ii. It is considered better to discharge Driving Oil in Slop tank after
washing a few tanks, not more than six tanks, and replace to fresh oil
again as it may avoid the Driving oil to be sludge-full.
Closed loading guideline for various noxious liquid chemicals in bulk:-

➢ Special precautions are necessary onboard a chemical tanker during closed loading
of various grade liquid chemicals.
➢ Closed loading/discharge means loading or discharging with securely closed ullage,
sounding and sighting ports. Additionally the venting must be controlled. Vessels
equipped with a system such as Skarpenord (pressure gauges in the tanks) or
radar ullage systems shall at all times carry out closed loading/unloading
procedures for all cargoes. Closed loading should be used at all times unless not
possible due to the design of the vessel or trade practices (e.g. vegetable oil trade
loading over the top is normal.)
➢ For gauging e.g. ullaging and sounding closed devices must be used. The level
alarm systems must be operated during the entire closed cargo operation. Closed
cargo operations must be stopped as soon as any essential system for safe loading
or discharging becomes inoperative. Sampling to be carried out with closed sampler
whenever possible. When more than one grade of cargoes is loaded, use of same
sampler for different grades will contaminate the cargo sample unless the sampler
has been thoroughly cleaned.
Gauging, sounding and sampling:-
➢ A closed gauging device penetrates the cargo tank, but is part of a closed system
and prevents the cargo or its vapour being released. Examples are the float-type
systems, radar systems, electronic probe, magnetic probe and protected sight-
glass.
101 | P a g e
➢ For sampling and sounding, the Dovianus or Hermetic portable gauging and
sampling systems may be used. It is important that sufficient of these devices are
carried onboard and maintained in a fully operational and certified calibrated
condition. The vessel must fully comply with ISGOTT ―Measuring and Sampling
Non-Inerted Tanks‖ and ISGOTT ―Measuring and Sampling Inerted Tanks‖ as
applicable.
➢ Vapour locks, where fitted, are to be calibrated and certified by a recognised cargo
inspection company which will also approve the datum level corrections including
list and trim corrections for tank volumes. The approval certificate is to be readily
available during cargo surveys.
Cargo tank venting:-

➢ Controlled venting must be established if closed cargo operations are required. A
controlled tank venting system is a system with pressure and vacuum-relief valves
(P/V-valve) fitted on each tank in order to limit the pressure or vacuum in the tank.
The P/V valve should operate in such a manner that neither pressure nor vacuum is
created in the cargo tank during cargo operations that exceed the tank design
parameters.
➢ Secondary venting system must also be operational Information on maximum
loading rates and venting capacities is to be readily available and displayed in the
cargo control room.
Vapour emission control system onboard chemical tankers:-

➢ Where required, VEC is to be used and operated in accordance with IBC Code, local
regulations, and instructions contained in the vessel‘s VEC System Operation
Manual and in conjunction with the requirements and provisions of the shore
installation.
➢ Masters and Officers must be aware that significant operational and safety
implications are present, as the shore and the ship are effectively joined together
as one unit.
The primary hazards include:

➢ The ship loses effective control of the tank atmosphere pressure, and is directly
influenced by any changes which may occur within the terminals system.
➢ Associated pressure sensing devices on the vessel are well maintained.
➢ It is also essential that individual cargo tank P.V. valves are properly maintained
and operate correctly.
➢ Check that the VECS alarms are correctly set and tested. (Secondary PV alarms are
set 5-10% above PV valves setting as per Oil Major Requirements for normal
operations).
➢ Whenever any of these alarms activates during cargo operations, the cargo
operations shall be immediately stopped and cause of alarm activation rectified
before resuming cargo operations.
➢ Vessels fitted with a VEC system must have an independent overfill alarm providing
audible and visual warning. These are to be tested at the tank to ensure their
proper operation prior to commencing loading, unless the system is provided with
102 | P a g e
an electronic self-testing capability. Fixed gauging systems must be maintained in a

fully operational condition at all times.
➢ The ship‘s system is to be provided with means to collect and drain condensed
vapour, which may have accumulated in the pipelines. Drains must be installed at
low points within the ship‘s piping system. These drains must be checked clear
before each use of the VEC system and on a regular basis when the system is not
in use.
➢ Care must be taken to ensure that no possibility of misconnection of Vapour and
Liquid hoses can occur. The ship‘s vapour connection is to be clearly identified. The
outboard 1.0 metre of piping is to be painted with yellow and red bands (0.1m red,
0.8m yellow, 0.1m red) and marked with the word ―Vapour‖ (not less than 50mm
high). The vessel‘s presentation flange is to be fitted with a stud to prevent an
incorrect connection.
➢ To prevent electrostatic build up within the vapour return pipe work, all pipe work
is electrically bonded to the hull. The integrity of these connections is to be
periodically checked.
➢ VECS manual requirements to complied with respect to loading rate, vapour
density, pressure drop etc.
➢ The full procedures for the use of the VEC system are to be clearly agreed at the
pre-transfer meeting between the Terminal Representative and the Chief Officer.
Q) With reference to liquefied gas carriers, write short notes on: Deep Well
Pump. (April-15)
Ans:-
103 | P a g e
➢ Deepwell pump is the pump type that is often used on gas tankers.
➢ Deepwell pumps are pumps with a long shaft between the driving motor and the
pump.
➢ The shaft goes inside the tank‘s discharge pipe from the pump up to the tank
dome.
➢ The discharge pipe is a solid pipe that goes up through the tank and out to the
flange on the tank dome to the liquid line.
➢ The discharge pipe is constructed with several lengths with pipes, and there is a
shaft bearing on each flange.
104 | P a g e
➢ The bearings are lubricated and cooled down by the liquid that is pumped from the
tank.
➢ It is very important not to run the pump without liquid.
➢ This may result in damage of bearings and then the shaft.
➢ The motor that drives the pump is either electric or hydraulic.
➢ There is a mechanical sealing device between the motor and the discharge pipe in
the cargo tank.
Q) With reference to liquefied gas carriers, write short notes on: IGC Code
(April-15)
Ans:- IGC Code:-
➢ The Code which applies to new gas carriers (built after 30th June 1986) is the
International Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk.
➢ In brief, this Code is known as the IGC Code.
➢ The IGC Code, under amendments to Safety of Life at Sea Convention (SOLAS), is
mandatory for all new ships.
➢ As proof that a ship complies with the Code, an International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk should be on board.
➢ In 1993, the IGC Code was amended and the new rules came into effect on 1st July
1994.
➢ Ships on which construction started on or after 1st October 1994 should apply the
amended version of the Code but ships built earlier may comply with previous
editions of the IGC Code.
Q) What are the steps to be taken as per timber code prior loading and
during timber deck cargo, how is the cargo lashed? (Oct-14)
OR
What are the lashings requirements for timber deck cargo as per “Code
of Safe Practice for Timber Deck Cargoes”? (Jan’15)
Ans:- Prior to loading
➢ A pre-stow plan should be made carefully after considering all the available
information (wrt to the hold dimensions, cargo gear limitations & cargo
dimensions), to allow the maximum utilization of the available space; the better
the under-deck stowage, the more cargo can safely be carried on deck.
➢ The cargo spaces and related equipment should be examined to check for damages
& repairs effected in an appropriate manner.
➢ The bilge suction screens should be examined to ensure they are clean, effective
and properly maintained to prevent the admission of debris into the bilge piping
system.
➢ The bilge wells should be free of extraneous material such as wood bark and wood
splinters.
➢ Side sparring, pipe guards, etc., designed to protect internal hull members should
be in place.
105 | P a g e
➢ The Master should ensure that the opening and closing of any high ballast dump
valves (TST o‘board v/vs) are properly logged. The Master should ensure that the
dump valves are properly monitored to preclude (prevent) the accidental
readmission of water into these tanks. Leaving these tanks open to the sea, could
lead to an apparently inexplicable list, a shift of deck cargo, and potential capsize.
During loading operations

➢ Each lift of logs should be hoisted aboard the ship in close proximity to the ship to
minimize any potential swinging of the lift.
➢ The possibility of damage to the ship and the safety of those who work in the cargo
spaces should be considered. The logs should not be swinging when lowered into
the space. The hatch coaming should be used, as necessary, to eliminate any
swinging of the logs by gently resting the load against the inside of the coaming, or
on it, prior to loading.
➢ The logs should be stowed compactly, thereby eliminating as many voids as is
practicable. The heaviest logs should be loaded first into the cargo spaces.
➢ Logs should generally be stowed compactly in a fore and aft direction, any
remaining void spaces should be filled with logs stowed athwartships so as to fill in
the void across the breadth of the space as completely as the length of the logs
permits.
➢ Athwartship voids should be filled tier by tier as loading progresses.
➢ Extreme pyramiding of logs should be avoided to the greatest extent possible.
➢ If the breadth of the space is greater than the breadth of the hatch opening,
pyramiding may be avoided by sliding fore and aft loaded logs into the ends of the
port and starboard space.
➢ This sliding of logs into the ends of the port and starboard side of the space should
commence early in the loading process (after reaching a height of approximately 2
m above the inner bottom) and should continue throughout the loading process.
➢ A careful watch by ship's personnel should be maintained throughout the loading to
ensure no structural damage occurs. Any damage which affects the seaworthiness
of the ship should be repaired.
➢ When the logs are stowed to a height of about 1 m below the forward or aft
athwartship hatch coaming, the size of the lift of logs should be reduced to
facilitate stowing of the remaining area and logs in the hatch coaming area should
be stowed as compactly as possible to maximum capacity.
After loading:- The ship should be thoroughly examined to ascertain its structural
condition. Bilges should be sounded to verify the ship's watertight integrity.
During the voyage

➢ The ship's heeling angle and rolling period should be checked, in a seaway, on a
regular basis. Wedges, wastes, hammers and portable pump, if provided, should be
stored in an easily accessible place.
➢ The Master or a responsible officer should ensure that it is safe to enter an
enclosed space by:
106 | P a g e
o Ensuring that the space has been thoroughly ventilated by natural or

mechanical means, testing the atmosphere of the space at different levels for
oxygen deficiency and harmful vapour where suitable instruments are
available.
o Requiring self-contained breathing apparatus to be worn by all persons
entering the space where there is any doubt as to the adequacy of ventilation
or testing before entry.
Special Requirements For Ships Assigned Timber Freeboards

Construction of Ship
Superstructure
(1) Ships shall have a forecastle of at least standard height and a length of at least
0.07 L. In addition, if the ship is less than 100 metres (328 feet) in length, a poop of
at least standard height, or a raised quarter-deck with either a deckhouse or a strong
steel hood of at least the same total height shall be fitted aft.
Double Bottom Tanks
(2) Double bottom tanks where fitted within the midship half length of the ship shall
have adequate watertight longitudinal subdivision.
Bulwarks
(3) The ship shall be fitted either with permanent bulwarks at least 1 metre (391/2
inches) in height, specially stiffened on the upper edge and supported by strong
bulwark stays attached to the deck and provided with necessary freeing ports, or with
efficient rails of the same height and of specially strong construction.
107 | P a g e
108 | P a g e
109 | P a g e
110 | P a g e
➢ Every lashing should pass over the timber deck cargo and be shackled to
eyeplates suitable and adequate for the intended purpose and efficiently
attached to the deck stringer plate. They should be in contact with the timber
deck cargo throughout its full height.
➢ All lashings and components used for securing should possess a breaking
strength of not less than 13.6 T;
➢ Every lashing should be provided with a tightening device or system so placed
that it can safely and efficiently operate when required. There should be a
provision of slipping/quick release arrangement in each lashing (to facilitate
jettisoning of cargo if need arises).
➢ Upon completion and after the initial securing, the tightening device or system
should be left with not less than half the threaded length of screw or of
tightening capacity available for future use.
111 | P a g e
➢ Every lashing should be provided with a device or an installation to permit the

length of the lashing to be adjusted. (wire lashings to have a short length of
chain attached).
➢ The spacing of the lashings should be such that the two lashings at each end of
each length of continuous deck stow are positioned as close as practicable to
the extreme end of the timber deck cargo.
➢ If wire rope clips are used to make a joint in a wire lashing:
o They should be at least four in number, each spaced at intervals of not less
than 15 cm.
o The saddle portion of the clip should be applied to the live load segment
and the U-bolt to the dead or shortened end segment.
o They should be initially tightened so that they visibly penetrate into the
wire rope and subsequently re-tightened after the lashing has been
stressed.
➢ Greasing the threads of grips, clips, shackles and turnbuckles increases their
holding capacity and prevents corrosion.
Q) With reference to IMDG Code write short notes on the following: MFAG
(July-14, Oct’12)
Ans:- MFAG Table No.: The ―Medical First Aid Guide for Use in Accidents involving
Dangerous Goods‖ is a supplement to the IMDG code.
After looking up the MFAG Table No., see the table in the MFAG. It gives likely
signs, symptoms, treatment and other advice as per the effect of goods under that
table.
It suggests treatment in case of skin contact, eye contact inhalation and
ingestion. The procedures for the treatment are also mentioned.
Q) With reference to IMDG Code write short notes on the following:

Segregation of Dangerous Cargoes (July-14, Jan-16, July-15, July’13)
Ans:- IMDG Code Segregation of Dangerous Cargoes:-
➢ The provisions of this should apply to all cargo spaces on deck or under deck of
all types of ships and to cargo transport units.
➢ The International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, requires in regulation 6.1 of part A of chapter VII that incompatible
goods should be segregated from one another.
➢ For the implementation of this requirement, two substances or articles are
considered mutually incompatible when their stowage together may result in
undue hazards in case of leakage or spillage, or any other accident.
➢ The extent of the hazard arising from possible reactions between incompatible
dangerous goods may vary and so the segregation arrangements required
should also vary as appropriate. Such segregation is obtained by maintaining
certain distances between incompatible dangerous goods or by requiring the
112 | P a g e
presence of one or more steel bulkheads or decks between them, or a

combination thereof. Intervening spaces between such dangerous goods may be
filled with other cargo compatible with the dangerous substances in question
➢ The general provisions for segregation between the various classes of dangerous
goods are shown in the following table "segregation table".
There are four segregation rules for dangerous goods loaded in conventional way on
board ships:-
1) Away from: Effectively segregated so that the

incompatible goods cannot interact dangerously in
the event of an accident but may be transported in
the same compartment or hold or on deck, provided
113 | P a g e
a minimum horizontal separation of 3 metres, projected vertically is obtained.
2) Separated from: In different compartments or

holds when stowed under deck. Provided the
intervening deck is resistant to fire and liquid, a
vertical separation, i.e. in different compartments,
may be accepted as equivalent to this
segregation. For on deck stowage, this
segregation means a separation by a distance of
at least 6 metres horizontally.
3) Separated by a complete compartment or hold from: Either a vertical or a

horizontal
separation. If
the intervening
decks are not
resistant to fire
and liquid, then
only a
longitudinal
separation, i.e.
by an
intervening
complete
compartment or hold, is acceptable. For on deck stowage, this segregation
means a separation by a distance of at least 12 metres horizontally. The same
distance has to be applied if one package is stowed on deck, and the other one
in an upper compartment.
4) Separated longitudinally by an intervening complete compartment or

hold from: Vertical separation alone does not meet this requirement. Between
a package under deck and one on
deck, a minimum distance of 24 m,
including a complete compartment,
must be maintained longitudinally.
For on deck stowage, this
segregation means a separation by a
distance of at least 24 metres
longitudinally.
Q) Explain the precautions necessary before loading Dangerous Goods in

packaged form (July-14)
Ans: - Precautions while loading/ carrying/ discharging dangerous goods:-
1) ―No Smoking‖ signs to be put up & strictly enforced.
114 | P a g e
2) ―No naked lights‖ permitted on the deck or in the holds.

3) Fire hoses to be rigged, fire main charged & other fire fighting apparatus kept in
a constant state of readiness.
4) Spark arresters to be fitted over the funnel, galley – exhausts & hold ventilators.
5) No hot work, chipping or painting to be in progress on deck to avoid creating
sources of ignition.
6) Flashlights, walkie-talkies etc. to be intrinsically safe.
7) No oily waste, wood, rope, gunny, etc, to be left in hold or on deck where it can
catch fire by spontaneous heating.
8) Fire patrol & gangway watches to be maintained.
9) Refer to the IMDG Code & findout the particulars for the cargo to be loaded with
regards to hazards (compatibility, stowage, segregation)
10) The appropriate international code of signals by day & by night is to be
displayed.
11) No bunkering operation is to be carried out during loading or discharging.
12) Wireless transmission should not be done of voltage exceeding 50 volts.
13) Radar should not be operated during loading or discharge.
14) Forklifts should not be used in the vicinity of dangerous goods.
15) Loading is to be suspended if inclement weather threatens.
16) Defective packages should not be accident.
17) Port regulation is to be complied.
18) Explosive must be stowed in a magazine, which is a woodlined compartment,
sometimes specially constructed to stow explosives safely.
19) No electric cables should pass through the magazine, if this is unavoidable, the
cable should be sheathed by an approved, sealed, non combustible barrier &
tested before loading.
20) Explosive are unstable when wet & should be stowed in a cool, dry, well
ventilated space away from hot bulkhead or decks.
21) Electrical fittings must be disconnected in compartments containing dangerous
goods.
22) Ventilation fans to the space must be flame-proof, if not disconnected.
23) Explosives must be stowed away from living quarters.
24) Masts must be fitted with an efficient lightning conductor as lightning presents a
grave danger.
Q) Sketch and Describe typical tank and piping arrangement of any one type
of chemical tanker (April-14)
Ans:- Piping Arrangement:-
The pipes leading from the cargo tanks to the pumps are termed as bottom
lines, from the pump-room up to deck are called risers. The lines on deck are termed
as deck lines. The lines which lead from the deck to the tanks are called drop lines.
Besides these, there are Crude Oil washing lines on deck (COW lines). The COW main
line usually branches off from the main discharge line in the pump-room. It further
branches out to the various tanks on deck. There is also a small diameter line (Marpol
line) which is used to discharge the last part of the cargo from the ship.
115 | P a g e
In the cargo tanks, the pipes terminate in a bellmouth. A tank may have two
bellmouths – one main and one smaller stripper bellmouth. Alternatively, one
bellmouth may serve the purpose of main as well as stripping discharge.
The piping system has evolved over the years to cater to varying cargo
requirements. In a product tanker which is designed to carry many grades, we see
that there are many more pipes so that many grades can be catered to. In a crude oil
tanker, the piping is straightforward and simple.
There are three basic types of pipeline systems:

1) Direct Line system
2) Ring main system
3) Free flow system.
Each system has their uses and is designed to fulfill a need in a particular type of
vessel.
Direct Line system:-

It consists of lines running longitudinally in the centre tanks and branching out
to bellmouths in the centre and wing tanks. The system is uncomplicated and found
on some crude carriers.
The advantages are that:

1) It is easy to operate and less training of personnel is required.
116 | P a g e
2) As there are fewer valves, it takes less time to set up the valve system before
commencing a cargo operation.
3) Contamination is unlikely, as it is easy to isolate each section.
The disadvantages are that:

1) The layout is not as versatile.
2) A very rigid system which makes it difficult to plan
Ring-main systems:-
➢ It is also called the circular system. This type of piping system provides for the
handling of several different types of oil. A particular tank can be pumped out
either by a direct suction line or through another line by use of a cross-over. The
system is very versatile.
117 | P a g e
➢ The pipeline system illustrated above in Diagram 1 is better suited to the centre
line bulkhead type of ship. Each tank or oil compartment has two suctions — one
Direct suction and one Indirect suction. The direct suctions for the port tanks are all
on the port cargo line, and feed the port cargo pump.
➢ The indirect suctions for the port cargo tanks feed the starboard cargo line and the
starboard cargo pump. Master valves are provided on each line between the tanks,
so as to isolate each tank from the other when necessary.
➢ This particular vessel is not fitted with a stripping line and pump. This type of
pumping system providing for the handling of several different types of oil was a
natural development from the earlier types which were only suitable for one grade
of oil.
118 | P a g e
➢ To drain the oil from the main tanks it was necessary to list first one way, and then
the other, so as to keep the strum covered and to help the flow of oil towards the
suction.
➢ Diagram 2 shows a vessel fitted with a Circular Line or Ring Main but adjusted for
the twin bulkhead type of vessel.
➢ This ship is also fitted with a stripping system. Inspection of the pipeline system
shows that the pipeline travels around the ship in the wing tanks, crossing over
from one side to the other.
➢ Each wing tank has a suction on the line which passes through it. The centre tanks
have two suctions, one on either side leading to the port and starboard lines
respectively.
➢ It will be noted that the master valves provide separation between the tanks as in
the earlier system.
➢ When the level of the oil in any particular tank has fallen to a foot or less, the main
pumps are switched to another full tank, and the stripping pump is brought into
operation.
Free-flow system:-
➢ In this system, the oil flows freely into the aft most tanks when the interconnecting
gate valves are opened.
➢ Main suction bellmouths in a full free flow tanker will only be provided in the aft
tanks. However, each tank is generally provided with a small stripping line.
➢ This system has the distinct advantage of having lesser and less complicated piping
system in the tanks and is suitable for large tankers which usually do not carry
many grades of oil.
➢ Obviously, the flexibility of operations is comparatively less as compared to other
piping systems. Some ships are also designed as part free flow i.e. free flow
system only between certain tanks, which is a hybrid or cross between a full free
flow system and a ring main system.
Q) A Chemical Tanker discharges phosphoric acid at a port in Baltic Sea and

is bound for Houston. Describe the operations she will perform with respect
to cleaning of tanks so as to be ready on arrival to load next Cargo. (April-17,
Jan-14, April-13, Jan-13, Dec-12)
Ans:- Phosphoric Acid Discharge & Tank Cleaning:-
➢ For all cargo operations including stripping & tank cleaning procedures always refer
to ship‘s P & A manual.
➢ Phosphoric Acid is normally carried in rubber lined or Stainless Steel Tanks.
➢ Phosphoric Acid is generally carried on a ―Type 3‖ Chemical tanker.
IMO Ship Type 3:- is a Chemical Tanker intended to transport products with
sufficiently severe environmental & safety hazards. These products require a moderate
degree of containment to increase survival capability in a damaged condition. There is
no filling restrictions for chemicals assigned to Ship Type 3.
119 | P a g e
Some of the properties of Phosphoric acid is listed below:-

Pollutant Category: Z
Sp. Gravity:- 1.685 @ 25OC (Water =1 )
Vapour Pressure: 0.3 k Pa (@ 20OC)
Vapour Density: 3.4 (Air = 1)
➢ Easily soluble in hot water. Soluble in cold water.

➢ Very hazardous in case of skin contact (irritant), of eye contact (irritant) of
ingestion.
➢ Phosphoric Acid is non-flammable.
➢ Reacts with metals to liberate flammable hydrogen gas.
➢ Minor corrosive effect on bronze. Sever corrosive effect on brass, corrosive to
ferrous metals & alloys.
➢ Polymerization will not occur.
Tank Cleaning:-
➢ Ensure the prewash after dischg is with fresh water. Then use sea water till the
pH is 7. Immediately after that wash again with fresh water to remove all
chlorides from tank. This is crucial to avoid elephant skin.
➢ Any sediment at the bottom of tank can only be removed with more pure
phosphoric acid like crude oil wash. It will take a long time to kew machine the
cement off the bottom. So keep some good clean pac in 200 drums for this
manual effort.
➢ Have a look at the first empty tank. If the sediment is too much --it is usual to
recirc at end of discharge of each tank.
➢ Acid/sea water mixture remaining in lines and stainless steel hoses will soon
result in pittings.
➢ For Stainless Steel (SS) Tanks: - After the tanks are thoroughly/finally cleaned,
passivate the tanks with Nitric Acid as the Phosphoric destroys the passive oxide
coating on the stainless.
➢ Category Z:- Noxious Liquid Substances which, if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a minor hazard
to either marine resources or human health and therefore justify less stringent
restrictions on the quality and quantity of the discharge into the marine
environment.
➢ Every ship constructed on or after 1 July 1986 but before 1 June 2007 shall be
provided with a pumping & piping arrangements to ensure that each tank is
certified for the carriage of substances in Cat X or Y does not retain a quantity of
residue in excess of 900 ltrs in the tank of its associated piping.
➢ Similarly each tank certified for the carriage of substances in Cat Z does not
retain a residue of quantity in excess of 300 ltrs in the tanks and associated
piping.
Discharge Criteria for Tank wash residues into Sea:-

➢ Underwater discharge criteria are applicable to all ships built after 1 Jan 2007.
➢ If outside any S.A. (Special Area)
120 | P a g e
o Discharge tank washing 12 NM from Nearest land.

o Depth of water must be more than 25 mt.
o Speed of ship must be more than 7 kmts.
➢ S.A. designated for Annex II cargoes is Antartic Region.
➢ Discharge of tank washings is not permitted in the Baltic Region.
Q) Differentiate the following with respect to liquefied gas tankers:

Independent Type A, B & C tanks (July-12)
Ans:- Main characteristics of the different tank types:-
Tank Type A B C
Prismatic tank,
Prismatic tank, adjustable to hull
shape; partial Pressure vessel,
adjustable to hull
Description secondary barrier cylindrical with dished
shape; full
ends
secondary barrier Spherical tank; partial
secondary barrier
Pressure <0.7 bar g <0.7 Bar g >2 bar G
Allows pressure
Space- efficient
increase.
Simple fuel system

Pros Space-efficient
Reliably proven in LNG Little maintenance
carriers
Easy installation
Lower costs
Boil-off gas handling.

Boil-off gas More complex fuel
handling. More system required. High
complex fuel costs On board space
Cons
system required. requirements
Boil-off gas handling.
High costs More complex fuel
system required
Q) Differentiate the following with respect to liquefied gas tankers: Integral

Tanks & Membrane Tanks (July-12)
121 | P a g e
Ans:-
INTEGRAL TANKS MEMBRANE TANKS
Membrane tanks are not self-supporting

Integral tanks form a structural part of
tanks; they consist of a thin layer
the ship's hull and are influenced by the
(membrane), Normally not exceeding 1
same loads which stress the adjacent
mm thick, supported through insulation
hull structure, and in the same manner.
by the adjacent hull structure.
This form of cargo The rounded parts of the layer are

designed to accommodate thermal
containment is not normally allowed if expansion and contraction, and other
the cargo temperature is below -10OC. types thereof.
The semi-membrane design has been

This containment system is partly used
developed for carriage of LNG, and the
on some LPG ships dedicated to the
material of construction is 9% nickel
carriage of butane.
steel or aluminium.
Q) Differentiate the following with respect to liquefied gas tankers: Fully

Refrigerated & Semi – Refrigerated / Semi – pressurised gas carrier. (July-12)
Ans:-
Fully Refrigerated Semi – Refrigerated / Semi –
Gas Carrier Pressurised Gas Carrier
Shape:- The tanks are cylindrical in

Shape:- The tankers have prismatic-
shape and of a thinner construction than
shaped cargo tanks
the pressurised vessels.
Cargo capacity: - The ships are Cargo capacity: - The Ships typically
typically in the range 15,000m3 – ranges up to 5,000 m3 in size. Their
85,000m3, with three common sizes for construction is based on carrying
LPG/Ammonia trades of 30,000m3, propane at a pressure of 8.5 kg/cm2,
52,000m3 and 80,000m3. and a temperature of -10°C.
Q) What are the various types of gas carriers considering survival capability
as defined in IGC Code (July-17, Jan-17, Dec-13, Jan-13)
Ans:- Types of gas carriers:-
122 | P a g e
Gas carriers range in capacity from the small pressurised ships of between 500
and 6,000 m3 for the shipment of propane, butane and the chemical gases at ambient
temperature up to the fully insulated or refrigerated ships of over 100,000 m 3 capacity
for the transport of LNG and LPG. Between these two distinct types is a third ship type
— the semi-pressurised gas carrier. These very flexible ships are able to carry many
cargoes in a fully refrigerated condition at atmospheric pressure or at temperatures
corresponding to carriage pressures of between five and nine bar.
Fully pressurised ships:-

➢ Today, most fully pressurised LPG carriers are fitted with two or three
horizontal, cylindrical or spherical cargo tanks and have capacities up to 6,000
m3.
➢ However, in recent years a number of larger capacity fully-pressurised ships
have been built with spherical tanks, most notably a pair of 10,000 m 3 ships,
each incorporating five spheres, built by a Japanese shipyard in 1987.
➢ Fully pressurised ships are still being built in numbers and represent a cost-
effective, simple way of moving LPG to and from smaller gas terminals.
Semi-pressurised ships: -
➢ These carriers, incorporating tanks either cylindrical, spherical or bi-lobe in
shape, are able to load or discharge gas cargoes at both refrigerated and
pressurised storage facilities.
➢ The existing fleet of semi-pressurised ships comprises carriers in the 3,000-
15,000 m3 size range, although there is a notable exception — a ship of 30,000
m3 delivered in 1985.
➢ Ethylene and gas/chemical carriers Ethylene carriers are the most sophisticated
of the semi-pressurised tankers and have the ability to carry not only most
other liquefied gas cargoes but also ethylene at its atmospheric boiling point of –
104°C. The first ethylene carrier was built in 1966 and as of 1995, there were
about 100 such ships in service ranging in capacity from 1,000 to 12,000 m3.
➢ These ships feature cylindrical, insulated, stainless steel cargo tanks able to
accommodate cargoes up to a maximum specific gravity of 1.8 at temperatures
ranging from a minimum of –104°C to a maximum of +80°C and at a maximum
tank pressure of 4 bar.
➢ The ships can load or discharge at virtually all pressurised and refrigerated
terminals, making them the most versatile gas carriers in terms of cargo-
handling ability.
Fully refrigerated ships:-

➢ The 1960s also saw another major development in gas carrier evolution — the
appearance of the first fully refrigerated ship, built to carry liquefied gases at
low temperature and atmospheric pressure between terminals equipped with
fully refrigerated storage tanks. The first purpose-built, fully refrigerated LPG
carrier was constructed by a Japanese shipyard, to a United States design, in
1962.
123 | P a g e
➢ The ship had four prismatic-shaped (box-like) cargo tanks fabricated from 31⁄2
per cent nickel steel, allowing the carriage of cargoes at temperatures as low as
–48°C, marginally below the atmospheric boiling point of pure propane.
Prismatic tanks enabled the ship‘s cargo carrying capacity to be maximised, thus
making fully refrigerated ships highly suitable for carrying large volumes of
cargo such as LPG, ammonia and vinyl chloride over long distances.
➢ Today, fully refrigerated ships range in capacity from 20,000 to 100,000 m3.
➢ The main types of cargo containment system utilised on board modern fully
refrigerated ships are independent tanks having rigid foam insulation. Older
ships can have independent tanks with loosely filled perlite insulation. In the
past, there have been a few fully refrigerated ships built with semi-membrane or
integral tanks and internal insulation tanks, but these systems have only
maintained minimal interest.
Liquefied natural gas (LNG) carriers:-

➢ At about the same time as the development of fully refrigerated LPG carriers
was taking place, naval architects were facing their most demanding gas carrier
challenge, this was the transport of LNG.
➢ Natural gas, another clean, non-toxic fuel, is now the third most important
energy source in the world, after oil and coal, but is often produced far from the
centres of consumption. Because a gas in its liquefied form occupies much less
space, and because of the critical temperature of liquefied methane, the ocean
transport of LNG only makes sense from a commercial viewpoint if it is carried in
a liquefied state at atmospheric pressure; as such, it represents a greater
engineering challenge than shipping LPG, mainly because it has to be carried at
a much lower temperature; its boiling point being –162°C.
➢ LNG containment system technology has developed considerably since those
early days: now about one-half of the LNG carriers in service are fitted with
independent cargo tanks and one-half with membrane tanks.
➢ The majority of LNG carriers are between 125,000 and 135,000 m3 in capacity.
In the modern fleet of LNG carriers, there is an interesting exception concerning
ship size.
Q) Describe the hazards involved with Tank Cleaning in Type 1 Chemical

Tankers. (July-17, Dec-13)
Ans: - A Hazard is a physical situation with a potential for human injury, damage to
property, damage to the environment, to capital investment or some combination of
these. Hazards can be identified through a review of the Physical Properties and
Product Characteristics of the product to be cleaned.
➢ Fire & Explosion Three elements are necessary to create a fire: Fuel, an Oxidiser
(usually air) and a Source of Ignition (energy). In theory, ignition is not possible, if
any one of the 3 is eliminated. Most cleaning operations will be carried out in tanks
that are filled with air, thus the oxidiser is present in most cases, unless the tank is
inerted. Fuel as far as tank cleaning is concerned could be the product itself, if this
124 | P a g e
product has a low flash point, or a flammable cleaning solvent. Under certain
circumstances even substances with a high flash point can be ignited and must
thus be considered as a fuel (mist). During many tank cleaning operations the
atmosphere in the tank must be considered as flammable because the product to
be cleaned is flammable and inertisation is not possible. Under these circumstances
the only way to guarantee that an explosion cannot occur during cleaning is to
make certain that there is no source of ignition. A potential source of ignition
during tank cleaning is Electrostatic discharge. Especially during water spraying
electrostatic charges could be induced.
➢ Undesired reactions Polymerization (Depletion of inhibitor or excessively high

temperature) Saponification (Creation of hard soap forming a layer on the tank
requiring acid cleaning or even removal by Hydroblasting) Drying/Hardening
(Formation of hard debris that is no longer soluble, requiring treatment with a
Solvent) Reaction with water (Violent reaction of an Isocyanate after Pre-Cleaning
with water)
➢ Corrosion - Corrosive substances destroy human tissue on contact (e.g. skin, eyes
and mucous membranes in the mouth and respiratory tract) Metal or other material
used in ship construction could be corroded at an excessive rate.
➢ Overexposure to toxic substances (Death of operator after wiping Phenol residues

by tank entry without wearing a full chemical suit and SCBA [self-contained
breathing apparatus])
➢ Asphyxiation -Oxygen deficiency (Entry into a tank with an inert gas atmosphere)
➢ Emissions
o To the air: As always when ventilating, special care must be taken to prevent
the risk of explosion (flammable products) or with regard to toxic vapors. All
normal safety precautions must be taken. (No smoking, accommodation
ventilation on recirculation etc.) The wind strength and wind direction must
also be a decisive parameter for the Master to allow ventilation. To avoid a
buildup of explosive or toxic vapors on deck the amount of gas to be escaped
from the tanks should be limited. Never open and ventilate several tanks at
the same time.
o To the water: Emissions to the water should be reduced to the absolute
minimum. All on-board facilities must be operated carefully according to the
P&A Manual to reduce the residues during unloading. All regulations,
especially MARPOL I and II, must be followed strictly.
Q) Who issues the “Certificate of fitness” on a Gas / Chemical Carrier?

(Jan’17, Oct’13)
Ans:- Certificate Of Fitness (COF) on chemical tankers
125 | P a g e
➢ An International Certificate of Fitness for the Carriage of Dangerous Chemicals

in Bulk shall be issued after an initial or renewal survey to a chemical tanker
engaged in international voyages which comply with the relevant provisions of
the Code.
➢ Classification society issues the certificate of fitness on behalf of the
administration.
➢ An International Certificate of Fitness for the Carriage of Dangerous Chemicals
in Bulk shall be issued for a period specified by the Administration which shall
not exceed 5 years.
➢ All ships will get a new COF after 1.1.07, considering IBC code and Marpol rules
are revised as on 1.1.07. IMO has decided that Chemical carriers can carry COF
or NLS, not both.
➢ Ships with COF can carry IBC code chapter 17 XYZ cargoes also ----- while NLS
certificated ships an carry IBC code Chapter 18, Category Z and OS cargoes
only.
➢ For ships carrying IBC code chapter ― Other Substances‖ OS, there is no need
for COF, they require only NLS certificate.
➢ COF is a certificate issued by Flag administration confirming that the structure ,
equipment and materials used in the construction of the chemical tanker are in
compliance to carry a given list of chemicals and it gives the conditions of
carriage.
➢ Upon receipt of cargo loading instructions, all products are to be checked
against the Certificate of Fitness. Any irregularities are to be reported
immediately to the chemical operator. However, it must be understood that this
by itself is not enough. The tank lining resistance tables must be consulted and
only if both agree can the chemical be considered to be loaded.
➢ Since new chemicals are being manufactured and re-evaluated for safe sea
carriage regularly it may be possible that some chemical is not included in the
COF list. In such a case permission may be obtained from flag administration or
their representative for this particular chemical and attached to the COF as an
addendum.
➢ The issuance of an Addendum to CoF may be done immediately based on the
Tripartite Agreement. The submission of data and evaluation by GESAMP and
ESPH may come afterwards.
Q) Explain in proper sequence the procedures of preparation and then

loading operations of full cargo of LNG. (Oct-13)
Ans:- Preparation for loading LNG cargo:-
➢ Loading LNG cargo after dry docking :
LNG is a cryogenic substance and its main component is methane. It gasifies
violently when directly introduced into a cargo tank at ambient temperature, rapidly
increases the internal pressure of the cargo tank and makes the atmosphere into a
flammable condition. In addition, the cargo tank is rapidly cooled, resulting
tremendous thermal stress on cargo tank skins and cargo piping systems.
126 | P a g e
To avoid such damages, the preparatory work for cargo loading after dry
docking must be done in the following sequence. During dry dock all the
compartments of an LNG carrier are kept gas free.
After leaving the dry dock the vessel has to be prepared to load cargo, for that
the following points to be considered with priority.
➢ Drying of Cargo Tank:

During dry docking or inspection, cargo tanks which have been opened and
contained humid air, must be dried to avoid the formation of ice when they are cooled
down and the formation of corrosive agents if the humidity combines with sulfur and
nitrogen oxides which might be present in excess in the inert gas.
The drying operation need not be performed independently by using dry air,
instead during inerting operation by supplying dry inert gas, drying operation can be
achieved. During such operation special attention is required to the delivery
temperature of inert gas to prevent condensation of humid air inside the tank.
Dry air, with a dew of -70ºC to -40ºC, can be produced by the onboard IGG
system:
i) It is essential that cargo tanks are thoroughly inspected for cleanliness, free of
liquid, any loose objects and all fittings are properly secured. Once this inspection has
been completed, the cargo tank should be securely closed and drying operation can be
started
ii) During drying operation, measure the atmosphere at different levels at regular
intervals. When the dew point of the cargo tank drops below than the planned
temperature, finish the drying operation.
Fig: LNG carrier moss tanks
➢ Drying of Hold Spaces:

The drying operation of a hold space is carried out in order to prevent tank
insulation damage due to condensation of moisture inside it prior to initial cool
down operation and periodically during a voyage. Fresh air is dehumidified by the
IGG and sent to a hold space as dry air with a dew point of -70ºC to -40ºC through
127 | P a g e
its bottom section, humid air inside the hold space is released through the vent
pipe provided in the upper portion of the tank. The hold space should be
maintained at a higher pressure than the atmospheric pressure.
Operation procedures and precautions:-

i. Before delivering dry air into a hold space, completely dry up the bottom section of
the hold space, particularly the bilge well.
ii. When drying a hold space after completing the inerting operation of a cargo tank,
purge relevant equipments and Inerting/aerating lines with dry air to prevent the
ingress of inert gas into the hold space. This is because the hold space holding dry
air sent into it is kept almost sealed till the next dry docking and, in addition, about
15% CO2 gas is present in the inert gas, which may corrode aluminium cargo tanks
and destroy insulation materials.
iii. During drying operation, measure the atmosphere at different levels at regular
intervals. When the dew point of the hold space drops below than the planned
temperature, finish the drying operation.
➢ Inerting of Cargo Tanks:

Before introducing the cargo into the tanks, the moisture content and oxygen content
in the tanks shall be reduced simultaneously.
Cargo tanks filled with air shall be dried and inerted with inert gas supplied from
the inert gas generator on board. Inert gas shall be led into the bottom of the cargo
tank through the liquid filling line and displaced air shall be vented to the atmosphere
through the vapour line and the vent mast. Drying and inerting shall be finished when
the dew point and also the oxygen content in the cargo tank are less than the planned
level.
The dew point and oxygen content shall be periodically measure by a portable
instrument at the sampling lines in way of cargo tank dome.
➢ Inerting of Annular Space for Moss type vessels

The space between the surface of a cargo tank and insulation is called annular
space, insulation space or wedge space. Annular Space is inerted with nitrogen gas
and continuously supplied from N2 generator through the N2 bleed line in service in
order to ensure adequate path in the insulation space for the gas detection system.
A safety valve is installed in the N2 bleeding line of each hold in order to avoid over
pressure of the insulation space.
➢ Inerting Inter Barrier Spaces (IBS) and Insulation Spaces (IS) for Membrane type
vessels
The space between the primary and the secondary barrier is called inter-barrier
space (IBS). The space between the secondary barrier and the inner hull is called
insulation space (IS). The pressure in these spaces shall be regulated at a pressure
slightly above atmospheric pressure in order to prevent any air ingress.
In normal operation, IBS and IS shall be purged with nitrogen in relation with
atmospheric pressure variations and cooling or warming of the spaces during loading
128 | P a g e
or unloading, and IBS should be continuously purged with nitrogen if gas is detected
by micro-leakage of the membrane.
➢ Gassing-up:-
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If the
purging has been done with inert gas, the cargo tanks have to be gassed up and
cooled down when the vessel arrives at the loading terminal. This is because, inert gas
contains about 14% carbon-dioxide, which will freeze at around -60ºC and produces a
white powder which can block valves, filters and nozzles.
During gassing up, the inert gas in the cargo tanks is replaced with warm LNG
vapor. This is done to remove carbon dioxide and to complete drying of the tanks.
➢ Supply of LNG for gassing up:-

LNG liquid is supplied from the terminal to the liquid manifold where it passes to
the stripping/spray header via the appropriate ESDS liquid valve. It is then fed to the
main vaporizer and the LNG vapour produced is passed at a temperature warmer than
the dew point temperature existing within the cargo tanks through the vapor header
and into each tank via the vapor suction fitted in the upper part of the tank.
This method of gassing up is called ―Piston Flow Method‖. In this the lighter specific
gravity LNG vapor is injected from top and the heavier IG is displaced from bottom.
➢ Initial Cool Down

Cool down is an operation to pre-cool cargo tanks and lines required before taking
on cryogenic LNG. Cargo tank cool down is carried out by spraying LNG through the
spray nozzles of each cargo tank, using LNG received from the shore terminal. The
cool down operation from an ambient temperature (from a condition after gassing up)
to a planned temperature, is called ‗initial cool down‘ and is to be differentiated from
an ordinary cool down operation carried out on ballast voyage.
Before LNG can be introduced into the cargo system of an LNG vessel, the system,
and in particular the cargo tanks, have to be cooled down to a temperature close to
that of the LNG which is to be loaded. The reasons for this are as follows:
➢ Vapor generation:-
If LNG is introduced directly into warm tanks, the LNG will almost immediately turn
into vapour. LNG has a liquid to gas expansion ratio 1: 600. Therefore, to enable the
liquid to be loaded into the tank at a reasonable loading rate, necessity of large
compressors would be required to remove the vapour generated in the process.
By reducing the cargo tank temperature, the amount of heat that is available to
transfer into and heat the LNG is minimized. Consequently the amount of vapour
generated can be maintained within reasonable limits.
➢ Cargo tank Material

Most cargo tanks are constructed of stainless steel which is a material, that retains
its flexibility and strength characteristics over the temperature range being considered
(-180ºC - 50ºC). However problems could occur if the material is subjected to very
local and rapid cooling such as when a small droplet of LNG comes into contact with a
129 | P a g e
warm tank wall. Because of the transfer of the heat from the wall into the liquid, the
temperature at the particular point will decrease rapidly causing large thermal
stresses to arise between the point and the surrounding material. This could lead to
stress cracking.
➢ Pipe tower construction

The tower which supports the pipe-work within the tank is constructed of stainless
steel bars. If subjected to rapid cooling thermal stress within the material can be
excessive, leading to the material cracking.
All three reasons are of equal importance as each, if not carefully controlled, can
have a significant impact on the tank structure and overall safety of the vessel.
Loading Operation
➢ LNG is loaded via the loading manifolds to the liquid header and then to each tank
filling line. The boil-off and displaced vapour leave each tank via the vapour suction
to the vapour header. The vapour is initially free-flowed to shore via vapour
crossover manifold and, as tank pressure rises, one compressor is brought into
operation to increase the gas flow to shore and limit the vapour main and cargo
tank pressure.
➢ As the loading rate increases, it is important to monitor the tank pressures and to
start one HD compressor. If the compressors are unable to cope with the volume of
boil-off and displaced gas, it will be necessary to reduce the loading rate.
Fig: LNG bulk loading diagram
130 | P a g e
Bulk loading
➢ When all lines and valves are fully cooled the vessel can commence ramping up
the loading rate in the sequence agreed with the terminal. Deballasting should
be commenced in accordance with the cargo plan. The cargo should be evenly
distributed during the loading.
➢ Ensure the HD compressors are adjusted in line with loading rate to ensure that
the tank vapour pressure remains at a level safely below the lifting pressure of
the relief valves. Ensure Nitrogen system is performing correctly.
➢ Moss vessels will require the temperature gradient (with particular reference to
the equator) to remain within certain limits, the tank temperatures are therefore
to be closely monitored. Hourly temperatures are to be recorded in order that if
required the vessel can verify that temperature has stayed within the
manufacturers tolerances.
➢ If not already started membrane ships should start appropriate cofferdam
heating. Communications with the terminal should be tested on a frequent basis.
Remote gauging devices and valve position indicators should be verified against
local readouts at regular intervals during the operation. Moorings should be
diligently attended and vessel movement with respect to loading arms closely
monitored, if required additional persons are to be called to assist with the
moorings. If at any time the OOW is in doubt a senior officer or the Master
should be called.
Topping off
➢ As the vessel approaches completion of cargo operations the tanks should be
staggered in line with the cargo plan, typically this would leave a gap of 10 to 15
minutes between completion of each tank. The terminal is to be notified well in
advance and in line with the agreed procedure that the vessel is topping of and
will need to reduce loading rate. Notification should be made at least 30 minutes
before reducing rate.
Note: Membrane tanks normally fill to 98% where as Moss vessels normally fill
to 99.5%. On all vessels the independent alarms activate at preset filling levels,
the upper alarm activates the ESD if previous alarms are ignored.
Deballasting
➢ The deballasting operation is carried out simultaneously with the cargo loading
operation. Before any de-ballasting commences, all ballast surfaces should be
visually checked and confirmed as free from oil or other pollutants. This check
must be carried out through inspection hatches / tank lids. This is particularly
important for ballast tanks which are situated adjacent to fuel oil tanks. If fitted,
gas detection / sampling systems may not indicate the presence of
hydrocarbons particularly in small quantities.
➢ Deballasting is initially carried out by gravity discharge until the level in the
ballast tanks approach the vessels water line when the ballast pumps are used.
➢ The ballast should be adjusted to keep a small stern trim to aid with the
stripping of the ballast tanks. The flow rate of the ballast should be adjusted to
131 | P a g e
keep the ship within 1 meter of the arrival draft or as specified by the terminal.
Deballasting should normally be completed before the start of the topping off of
the cargo tanks.
Filling Rate of Cargo Tanks

➢ The IGC Code (International Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk) came into force on July 1, 1986, in accordance
with the International Convention on the Safety of Life at Sea, 1983 (the 1974
SOLAS Convention, as amended in 1983), and, following this, the Regulations
Relating to the Carriage and Storage of Dangerous Goods by Ship was revised in
Japan. The IGC Code contains a chapter for ―Filling Limits for Cargo Tanks‖.
➢ LNG carriers registered in Japan are NK-class ships and constructed on the basis
of NK‘s ―Rules and Guidance for the Survey and Construction of Steel Ships –
Part N‖. These rules reflect the IGC Code, as it is, and, as a result, our LNG
carriers, though built before the enforcement of the ‘83 SOLAS Convention,
meet requirements for new ships in the IGC Code.
Behaviour of LNG in the cargo tanks

➢ When loaded in the cargo tanks, the pressure of the vapour phase is maintained
substantially constant, slightly above atmospheric pressure.
➢ The external heat passing through the tank insulation generates convection
currents within the bulk cargo, causing heated LNG to rise to the surface where
it vaporizes.
➢ The heat necessary for vaporization comes from the LNG, and as long as the
vapour is continuously removed by maintaining the pressure as substantially
constant, the LNG remains at its boiling temperature.
➢ If the vapour pressure is reduced by removing more vapour that is generated,
the LNG temperature will decrease. In order to make up the equilibrium
pressure corresponding to its temperature, the vaporization of LNG is
accelerated, resulting in an increase heat transfer from LNG to vapour.
➢ If the vapour pressure is increased by removing less vapour than is generated,
the LNG temperature will increase. In order to reduce the pressure to a level
corresponding to the equilibrium with its temperature, the vaporization of LNG is
slowed down and the heat transfer from LNG to vapour is reduced.
➢ LNG is a mixture of several components with different physical properties,
particularly the vaporization rates; the more volatile fraction of the cargo
vaporizes at a greater rate that the less volatile fraction. The vapour generated
by the boiling of the cargo contains a higher concentration of the more volatile
fraction than the LNG.
Q) Explain a single stage reliquefication plant found onboard fully

pressurised LPG ship. (Jan’17)
Ans:- Single-Stage Direct Cycle:-
132 | P a g e
➢ The single-stage direct cycle system is particularly suited to the semi-pressurised

carrier.
➢ A simplified diagram of single-compression reliquefaction is shown in Figures
4.11(a) and (b).
➢ This cycle is suitable where suction pressures are relatively high, as in the carriage
of semi-pressurised products. Boil-off vapours from the cargo tank are drawn off by
the compressor — (a) in the diagrams. Compression increases the pressure and
temperature of the vapour — to (b) in the diagrams. The high temperature allows it
to be condensed against sea water in the condenser — at (c) in the diagrams.
➢ The condensed liquid is then flashed back to the tank via a float controlled
expansion valve at (d) in the diagrams.
➢ The liquid/vapour mixture being returned the cargo tank may be either distributed
by a spray rail at the top of the cargo tank or taken to the bottom of the tank to
discourage re-vaporisation.
➢ The spray rail is normally used when the tank is empty and bottom discharge when
the tank is full (see also 2.19 and Figure 2.16).
133 | P a g e
Q) Write Notes on IMDG Code. (Oct’16) OR

As per IMDG code, name the stowage categories and explain segregation
criteria for packaged cargoes from class 1 to 9. (Dec’13, April’13, Oct’12)
Ans:- IMDG Code:-
The IMDG code is a very much living document and gets amended from time to
time (every 2 years). In the last decade major changes were made to Ems-emergency
medical schedule, MFAG and INF codes (carriage of nuclear materials).
IMDG Code means the International Maritime Dangerous Goods (IMDG) Code
adopted by the Maritime Safety Committee of the Organization by resolution
MSC.122(75)
The objective of the IMDG Code is to enhance the safe carriage of dangerous goods
while facilitating the free unrestricted movement of such goods and prevent pollution
to the environment.
INTERNATIONAL MARITIME DANGEROUS GOODS CODE:

➢ It gives a uniform international code of dangerous goods for transportation by
sea.
➢ It gives methods of packing in packets or in container, stowage and segregation
of incompatible substances.
Legal status of IMDG code

➢ The IMDG code is a legal document under chapter VII part A of SOLAS 1974 as
amended.
➢ Regulation VII/1.3 prohibits the carriage of dangerous goods by sea except
when carried in accordance with the IMDG code.
134 | P a g e
➢ MARPOL 73/78, annex III, regulation 1(2) prohibits the carriage of harmful
substances in ships except when carried in accordance with the IMDG code.
Application and implementation of IMDG Code

➢ The provisions contained in this Code are applicable to all ships to which the
International Convention for the Safety of Life at Sea, 1974 (SOLAS 74), as
amended, applies and which are carrying dangerous goods as defined in
regulation 1 of part A of chapter VII of that Convention.
The provisions of regulation II-2/19 of that Convention apply to passenger ships and
to cargo ships constructed on or after 1 July 2002. For:
1) A passenger ship constructed on or after 1 September 1984 but before 1 July
2002; or
2) A cargo ship of 500 gross tons or over constructed on or after 1 September
1984 but before 1 July 2002; or
3) A cargo ship of less than 500 gross tons constructed on or after 1 February 1992
but before 1 July 2002,
4) For cargo ships of less than 500 gross tons constructed on or after 1 September
1984 and before 1 February 1992, it is recommended that Contracting
Governments extend such application to these cargo ships as far as possible.
5) All ships, irrespective of type and size, carrying substances, material or articles
identified in this Code as marine pollutants are subject to the provisions of this
Code.
The aim of IMDG code is:-

➢ To regulate the transport by sea of dangerous goods to reasonably prevent
injury to person or damage to the ship.
➢ To regulate transport by sea of marine pollutant to prevent harm to the marine
environment.
The contents of IMDG code:-

➢ The code is composed of 7 parts. The code is presented in two books, volume 1
and volume 2.
➢ It is necessary to use both books to obtain the required information when
shipping dangerous goods by sea.
Volume – 1
Part – 1: General provision, definitions and training.
Part – 2: Classification.
Part – 4: Packing and tank provision.
Part – 5: Consignment procedure.
Part – 6: Construction and testing of packings intermediate bulk containers,
large packing portable tanks and road tank vehicles.
Part – 7: Provision concerning transport operation.
Volume – 2
135 | P a g e
Part – 3: Dangerous goods list and limited quantity exceptions.

The Dangerous Goods List is the central core of the IMDG Code and
presents information on the transport requirements for all dangerous goods in a
coded form.
Following are the supplements of IMDG code:

1) EMS guide – emergency reponse procedures for ships carrying dangerous goods.
2) MFA guide – medical first aid guide for using accidents envolving dangerous
goods.
3) Reporting procedures
4) IMO / ILO / UN number for packing cargo transport units.
5) Recommendations on the safe use of the pesticides in ships.
6) INF code – International code for the safe carriage of packaged irradiated
nuclear fuel ,
7) Plutonium and high level radioactive waves on board ships.
Classes of dangerous cargo are:

Class 1: Explosives
Division 1.1: substances and articles which have a mass explosion hazard
Division 1.2: substances and articles which have a projection hazard but not a
mass explosion hazard
Division 1.3: substances and articles which have a fire hazard and either a
minor blast hazard or a minor projection hazard or both, but not a mass
explosion hazard
Division 1.4: substances and articles which present no significant hazard
Division 1.5: very insensitive substances which have a mass explosion hazard
Division 1.6: extremely insensitive articles which do not have a mass explosion
hazard.
Class 2: Gases
Class 2.1: flammable gases
Class 2.2: non-flammable, non-toxic gases
Class 2.3: toxic gases
Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous combustion; substances

which, in contact with water, emit flammable gases
Class 4.1: flammable solids, self-reactive substances and solid desensitized
explosives
Class 4.2: substances liable to spontaneous combustion
Class 4.3: substances which, in contact with water, emit flammable gases.
Class 5: Oxidizing substances and organic peroxides

Class 5.1: oxidizing substances
Class 5.2: organic peroxides
136 | P a g e
Class 6: Toxic and infectious substances

Class 6.1: toxic substances
Class 6.2: infectious substances
Class 7: Radioactive material
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances and articles

The numerical order of the classes and divisions is not that of the degree of
danger.
Class 10: Marine pollutants

Marine pollutants shall be classified in accordance with chapter 2.9.3 in IMDG
Code.
137 | P a g e
The documents required for carriage of IMDG cargo are:-

➢ Shipping declaration
➢ Document of compliance
➢ Dangerous goods manifest
138 | P a g e
Q) With reference to IMDG Code write short notes on the following: Shipper‟s
declaration of dangerous goods. (July’16, Oct’15, Jan’14, April’13, Dec’12)
Ans:- The legislation requires a declaration from the consignor (shipper) stating that
the goods declared are classified and packed correctly and also a declaration from the
person packing the container that it has been done so correctly, these are Dangerous
Goods Declaration and the Container Packing Certificate.
These declarations may be in any format, but must be in accordance with the
regulations of the IMDG code, Chapter 5.4 refers (an example is given below) Often,
the Dangerous Goods Declaration is combined with the Container Packing Certificate
into one document, generally known as the Multimodal Dangerous Goods Form.
These documents can also known as Dangerous Goods Note (DGN), Dangerous Goods
Declaration (DGD), Multimodal Dangerous Goods Form (MDGF), Shippers Declaration,
and Dangerous Cargo Declaration (DCD)
The information required on the documents is as follows:
Shipper - full name and address
Consignee – full name and address
Description of goods in sequence
a) UN number (preceded by UN)
b) Proper Shipping Name including technical name (if required)
c) Primary IMO class, secondary, tertiary
d) Packing Group
Information which supplements the Proper Shipping Name in the dangerous goods
description (If applicable)
● Technical names for "n.o.s." and other generic descriptions
● Empty uncleaned packagings, bulk containers and tanks
● Wastes
● Elevated temperature substances
● Marine Pollutants
● Flashpoint
● Mass kg gross/ net
In addition to the dangerous goods description the following information shall be

included after the dangerous goods description on the dangerous goods transport
document.
Total quantity of dangerous goods: - This includes the weight in Kilos of each
substance, as well as the number and type of packaging.
Also to be included if applicable;

● Limited quantities
● Salvage packagings
● Substances stabilized by temperature control
● Control and Emergency temperature: ....° C
139 | P a g e
● Aerosols - If the capacity of an aerosol is above 1000ml, this shall be declared.

Statement: ―Dangerous goods being transported have been packed, labeled &
declared in accordance with standard international shipping regulation & IMDG code‖
Q) What criteria, as per IMDG code, should be followed for stowing

containers containing dangerous cargo „on deck‟ and „under deck‟? (Jan-15)
OR With reference to IMDG Code write short notes on the following:
Segregation of dangerous goods. (July-17, July-16, Jan-14, Oct-12)
Ans:- This section has tables for following:
1. Segregation for dangerous goods carried in packaged form: this is given in
the form of a table. Stating the type of segregation required between classes
of cargo, excluding class 1, which has an altogether separate table. The
terms used for segregation are:
Away from:
Effectively segregated so that the
incompatible goods cannot interact
dangerously in the event of an accident but
may be transported in the same compartment
or hold or on deck, provided a minimum
horizontal separation of 3 m, projected
vertically, is obtained.
Separated from:
In different compartments or holds when
stowed under deck. Provided the intervening
deck is resistant to fire and liquid, a vertical
separation, i.e., in different compartments,
may be accepted as equivalent to this
segregation. For on deck stowage, this
segregation means a separation by a distance
of at least 6 m horizontally.
140 | P a g e
Separated by a complete compartment or

hold from:
Either a vertical or a horizontal separation. If
the intervening decks are not resistant to fire
and liquid, then only a longitudinal separation,
i.e., by an intervening complete compartment
or hold, is acceptable. For on deck stowage,
this segregation means a separation by a
distance of at least 12 m horizontally. The
same distance has to be applied if one
package is stowed on deck, and the other one
in an upper compartment. Note: One of the two decks
must be
resistant to fire and to liquid.
Separated longitudinally by an intervening

complete compartment or hold from:
Vertical separation alone does not meet this
requirement. Between a package under deck
and one on deck, a minimum distance of 24
m, including a complete compartment, must
be maintained longitudinally. For on deck
stowage, this segregation means a separation
by a distance of at least 24 m longitudinally.
Legend
1) Reference package. . . . . . . . . .
2) Package containing incompatible goods .
..
3) Deck resistant to fire and liquid. .
Note: Vertical lines represent transverse watertight bulkheads between cargo

spaces.
2. For containers the table is the same as above but the meaning of the above
segregation terms is different.
3. For hatch coverless type container vessel, the table is again the same but the
meanings of the above segregation terms are different.
141 | P a g e
4. There is a separate table for ro-ro vessel.

5. Separate table for segregation between cargo in bulk and cargo in packaged
form.
6. Segregation table for class 1 cargo which is by compatibility codes. Which are
A to L, N and S.

Dangerous goods Manifest. (Oct’16, July’16, July’15, April’15, Jan’14, July’13,
Dec’13)
Ans:- Dangerous goods Manifest:-
(a) The carrier, its agents, and any person designated for this purpose by the
carrier or agents must prepare a dangerous cargo manifest, list, or stowage
plan. This document may not include a material that is not subject to the
requirements of the Hazardous Material Regulations or the IMDG Code. This
document must be kept on or near the vessel's bridge, except when the vessel
is docked in a United States port. When the vessel is docked in a United States
port, this document may be kept in the vessel's cargo office or another location
designated by the master of the vessel provided that a sign is placed beside the
designated holder on or near the vessel's bridge indicating the location of the
dangerous cargo manifest, list, or stowage plan. This document must always be
in a location that is readily accessible to emergency response and enforcement
personnel. It must contain the following information:
(1) Name of vessel and official number. (If the vessel has no official number, the
international radio call sign must be substituted.);
(2) Nationality of vessel;
(3) Shipping name and identification number of each hazardous material on
board as listed in as listed in the IMDG Code and an emergency response
telephone number.
(4) The number and description of packages (barrels, drums, cylinders, boxes,
etc.) and gross weight for each type of package;
(5) Classification of the hazardous material in accordance with either:
(i) The Hazardous Materials Table, or
(ii) The IMDG Code.
(6) Any additional description required.
(7) Stowage location of the hazardous material on board the vessel.
(8) In the case of a vessel used for the storage of explosives or other hazardous
materials, the following additional information is required:
(i) Name and address of vessel's owner;
(ii) Location of vessel's mooring;
(iii) Name of person in charge of vessel;
(iv) Name and address of the owner of the cargo; and
(v) A complete record, by time intervals of one week, of all receipts and
disbursements of hazardous materials. The name and address of the
consignor must be shown against all receipts and the name and address of
the consignee against all deliveries.
142 | P a g e
(b) The hazardous material information on the dangerous cargo manifest must be the
same as the information furnished by the shipper on the shipping order or other
shipping paper, except that the IMO ―correct technical name‖ and the IMO class may
be indicated on the manifest as provided in paragraphs (a)(3) and (a)(5) of this
section. The person who supervises the preparation of the manifest, list, or stowage
plan shall ensure that the information is correctly transcribed, and shall certify to the
truth and accuracy of this information to the best of his knowledge and belief by his
signature and notation of the date prepared.
(c) The carrier and its agents shall insure that the master, or a licensed deck officer
designated by the master and attached to the vessel, or in the case of a barge, the
person in charge of the barge, acknowledges the correctness of the dangerous cargo
manifest, list or stowage plan by his signature.
(d) For barges, manned or unmanned, the requirements of this section apply except
for the following:
(1) In the case of a manned barge, the person in charge of the barge shall
prepare the dangerous cargo manifest.
(2) In the case of an unmanned barge, the person responsible for loading the
barge is responsible for the preparation of a dangerous cargo manifest, list, or
stowage plan and must designate an individual for that purpose.
(3) For all barges, manned or unmanned, the dangerous cargo manifest must be
on board the barge in a readily accessible location and a copy must be furnished
to the person in charge of the towing vessel.
(e) Each carrier who transports or stores hazardous materials on a vessel shall retain
a copy of the dangerous cargo manifest, list, or stowage plan for at least one year,
and shall make that document available for inspection

Emergency Procedure. (July’16, April’15)
Ans:- Emergency Response Procedures for Ships Carrying Dangerous Goods (EmS)
Guide:-
This EmS Guide contains guidance on Emergency Response Procedures for Ships
Carrying Dangerous Goods including the Emergency Schedules (EmS) to be followed
in case of incidents involving dangerous substances, materials or articles, or harmful
substances (marine pollutants), regulated under the International Maritime Dangerous
Goods Code (IMDG Code).
The purpose of this Guide is to provide guidance for dealing with fires and
spillages (leakages) on board ships involving the dangerous goods listed in the
International Maritime Dangerous Goods Code (IMDG Code).
In accordance with the International Safety Management (ISM) Code, all ships,
and the companies responsible for their operation, are required to maintain a Safety
Management System (SMS). Within the SMS, procedures for responding to potential
143 | P a g e
shipboard emergencies are required. This Guide is intended to assist shipowners, ship
operators and other parties concerned with developing such emergency response
procedures, which should be integrated into the ship‘s contingency plan.
In the event of a fire or spillage incident, initial actions should be carried out in
accordance with the shipboard emergency plan. Where dangerous goods are involved,
the responses in the emergency plan should be based on this Guide for specific
dangerous goods having regard to, inter alia, the type of ship, the quantity and type
of packaging of the dangerous goods and whether the goods are stowed on or under
deck.
Q) What is the Document of Compliance (SOLAS II-2/54.3) pertaining to

dangerous goods? (April’16)
Ans:- Document of Compliance (SOLAS II-2/54.3) pertaining to dangerous goods:-
1) The administration shall provide the ship with an appropriate document of evident
of compliance of construction & equipment with the requirements of this regulation,
Reg.19 of SOLAS 54, Chp. II-2, as amended.
2) Certification for dangerous goods, except solid dangerous goods in bulk is not
required for those cargoes specified as class 6.2 & 7 as defined in reg. VII/2 and
dangerous goods in limited quantities.
3) The document of compliance shall also contain information indicating class wire
allowable locations for stowage of dangerous goods in packaged form onboard.
Q) What information can you obtain from EMS & MFAG tables? (April’16,
July’15)
Ans:- EMS Guide:-
1) The EMS Guide contains guidance an Emergency Response Procedures for ships
carrying Dangerous goods including the Emergency schedules to be followed in
case of incidents involving dangerous substances materials or articles or harmful
substances (marine pollutants), regulated under the IMDG Code.
2) In accordance with the ISM Code all ships & the companies responsible for their
operations are required to maintain a SMS. Within the SMS, procedures for
responding to potential shipboard emergencies are required. This guide (EMS
Procedure) is intended to assist shipowners, shop operators & other parties
concerned with a developing such emergency response procedure, which should be
integrated into ships contingency plan.
3) The EMS guide is divided into two emergency schedules viz, Emergency Schedules
for five & Emergency schedules for spillage.
Information contained in EMS Guide:-

1) Identification of Dangerous goods involved in order that specific EMS. Fire
schedules for the cargoes may be consulted and appropriate action taken.
2) Emergency action and diagnosis.
144 | P a g e
3) The guide contains table for emergency related to fire & spillage & is listed under
various schedules. Describing procedures for action to be taken in special
circumstances.
4) Appendices – The appendices provide comprehensive information, a list of
medicines / drugs and a list of chemicals referred to in this tables.
MFAG Guide:-
1) Information on medical first aid to be provided in the incidents involving dangerous
goods is enlisted in the MFAG Guide, which is provided as a supplement in the
IMDG Code.
2) The advice given in the guide refers to the substances materials and articles
covered by the IMDG code & materials covered by Appendix B of the IMSBC Code.
3) It is intended to provide advice necessary for chemical poisoning and diagnosis
within the limits of facilities available at sea.
4) The treatment recommended in this guide is specified in the appropriate tables and
more comprehensive in the appropriate section of Appendices.
5) For the convenience of user this guide is divided into three step approach
procedure:
Step 1: Emergency Action & Diagnosys.
Step 2: Table – The tables give brief instruction for special circumstances.
Step 3: Appendices – The appendices provide comprehensive information a list of
medicines / drugs and list of chemicals {in alphabetical & UN No.
(Numerical)} in Appendix 15.
Q) State briefly the requirements of SOLAS chapter VII and Merchant

Shipping Act 1958 Section 331 on the carriage of dangerous goods in packed
form on Indian ships. (Oct-15)
Ans:- SOLAS Chapter VII – Part A – Carriage of Dangerous Goods in Packaged
Form:-
Application:-
➢ Unless expressly provided otherwise, these part applies to the carriage of
dangerous goods in packaged form in all ships to which the present regulation
apply and to cargo ships of less then 500 GrT.
➢ The provisions of this port do not apply to ship‘s stores & equipments.
➢ The carriage of dangerous goods in packaged form is prohibited, except in
accordance of this chapter.
➢ To supplement the provisions of this part, each contracting government shall issue
detailed instructions on EMS & Medical First Aid to be provided, relevant to
incidents involving Dangerous Goods in Packaged form, taking into account the
guidelines, viz EMS Guide & MFAG Guide, developed by the organisation.
Requirements for Carriage of Dangerous Goods:-

➢ The carriage of Dangerous Goods in packaged form shall be in compliance with the
relevant provisions of the IMDG code.
145 | P a g e
Documentation:-
1) In all documents relating to the carriage of Dangerous Goods in packaged form by
sea, the Proper Shipping Name shall be used (trade name, alone shall not be used)
and the correct description given in accordance with the classification set out in the
IMDG code.
2) The transport documents prepared by the shipper shall be accompanied with a
signed certificate or a declaration, stating that the consignment offered for
shipment is properly packed, marked & labelled or placarded as appropriate and in
proper condition for carriage.
3) The person responsible for packing / loading of dangerous goods in CTU shall
provide a singed container / vehicle packing certificate stating that the cargo in the
unit has been properly packed and secured and that all applicable transport
requirements have been met.
4) Where there is due cause to suspect that a Cargo Transport Unit (CTU) in which the
Dangerous Goods are packed in compliance with the requirements of par (2) & (3)
above such CTU shall not be accepted the carriage.
5) Each ship carrying Dangerous Goods in packaged form shall have a special list or
manifest setting forth, in accordance to the locations there of. A copy of these
documents, shall be made available before departure to the person or
organisations designated by the port state authority.
Cargo Securing Manual:-

➢ Cargo, Cargo Units & Cargo Transport Unit‘s shall be loaded, stowed & secured
throughout the voyage in accordance with the Cargo Securing Manual approved by
the Administration.
Reporting of Incidents involving Dangerous Goods:-

➢ When an incident takes place involving the loss or likely loss overboard of
dangerous goods in packaged form into the sea, the master or other person having
charge of the ship shall report the particulars of such an incident without delay and
to the fullest extent to nearest coastal state.
➢ The report shall be drawn up based on general principles & guidelines developed by
the organisation.
M.S. Act Sec.331:-

1) The Central Government may make rules for regulating in the interest of safety,
the carriage of dangerous goods in ships.
2) In particular and without prejudice to the generally of the foregoing power, such
rules may provide for the classification, packing, labelling & marking of such goods
(whether with or w/o other cargo), including the plan for stowing, the fixing of the
maximum quantity of any such class of goods which may be carried in different
ships or classes of ships.
3) The owner, master or agent of a ship carrying or intending t carry any dangerous
goods as cargo and about to make a voyage from a portion. India, shall furnish in
146 | P a g e
advance the prescribed particulars of the ship and the cargo to such authority as
may be prescribed for the purpose.
4) A surveyor may inspect the ship for the purpose of securing that any rules under
this section are complied with.
5) If any rules made in pursuance of the section is not complied with in relation to any
ship, the ship shall be deemed for the purpose of this part to be an unsafe ships.
6) This section shall apply in the same manner as it applies to Indian Ships, to ships
other than Indian Ships while they are within any part in India or are embarking or
disembarking passengers or are loading or discharging cargo or fuel within Indian
Jurisdiction.
Explanation:-
Expression ―Dangerous Goods‖ means goods which by reason of the nature, quantity
or mode of stowage are either singly or collectively liable to endanger the life or
health of persons or near the ship or to imperil the ship and includes all substances
within the meaning of expression, explosion as defined in the Indian Explosive Act.
1884, and any other goods which the Central Government may be notification in the
official Gazette, specify as dangerous goods.
Q) Various types of magazines for carriage of explosives (Oct’15, April’15)

Ans:- Magazine stowage for explosives:
➢ Magazine means a closed cargo transport unit or a compartment in the ship
designed to protect certain goods of class 1 from damage by other cargo during
loading & unloading and adverse weather conditions when in transit & to prevent
unauthorised access.
➢ The stowage of explosive substances and certain articles is subjected to varying
levels of containment when stowed below deck are primarily defined as Magazine
Stowage Type ―A‖, ―C‖ & ―Special Stowage.
Magazine Stowage Type ―A‖:

➢ Stowage applies to those substances which shall be kept clear of steel works.
➢ The innerside & floors of compartment are close boarded with wood (covered with
wood).
➢ The shipside should also be free of rust and should be covered with battens placed
not more than 150mm apart.
➢ Roof or deck-head clean and free of rust. However, it need not be battened.
➢ The top of the stow atleast 300 mm clear of deck-head.
➢ Guards against friction between any spilled contents & packages.
➢ Packaging requiring magazine, Type ―A‖ stowage shall have no exposed external
parts made of ferrous metal or aluminium alloy.
➢ One or more doorway, atleast 1.2m wide, should be fitted facing the hatchway.
Magazine Stowage Type ―C‖:

➢ Means a closed cargo transport unit positioned as nearly as practicable to the C/L
of the ship.
147 | P a g e
➢ It shall not be positioned closer to the ship‘s side than a distance equal to one-
eight of the beam or 2.4m whichever is lesser.
Special Stowage:
➢ Goods of Class 1 (Explosives), allocated to this category shall be stowed as far as
practicable from living quarters.
➢ Closed CTU‘s used for goods of this category shall not be positioned closer to the
ships side then a distance equal to 1/8 of beam or 2.4m whichever is lesser.
➢ This stowage is allocated to certain articles of which the principal hazard is that of
fire accompanied by dense smoke & tear. (Compatibility group G, H or K) and also
substance presenting special risk (compatibility group L).
➢ A steel CTU which prevent leakage of contents shall be used for this purpose.
➢ Goods of only one compatibility group shall be stowed in any one compartment.
➢ When separate compartments are not available, the competent authority may allow
goods in compatibility group G & H to be stowed in the same compartment not less
than 3m apart, stowed in separate steel magazines.
Q) Write Short Notes on: - Labels / Placards (April’15)

Ans:- The IMDG Code recommends a system based on labels and placards designed
especially so that all who work close to this type of cargo will be able to recognize,
preferably at first sight, the nature of the risks entailed by these substances, whatever
their packaging might be.
Labels: - The IMDG Code states that all packaging, packages and drums carrying
dangerous goods must be labelled. The labels are in the shape of a rhombus in white,
orange, blue, green or red, or a combination of these colours. Symbols illustrating the
danger of the class are also required. In general, each label is divided into two parts,
the bottom half and the top half. The top half is for the symbol of the class of the
good(s), and the lower half is for the text, class or division number. The minimum
dimensions of labels are 10 cm x 10 cm. Labels must be firmly adhered to and placed
on the package so that it can easily be seen. The quality of the labels must be such so
they do not deteriorate outdoors and remain unaltered during the complete transport
period and at least three months in the sea. Due to the fact that dangerous goods can
pose more than one risk, it is also necessary to use ―secondary risk labels‖. These
labels are the same as the ones showing the primary risk, regarding their colour,
shape and symbols. Even though the IMDG Code says nothing to this effect, in some
countries the class number is only indicated in the primary risk label, and that the
secondary risk label does not include the class number. This is an effective way to
distinguish between both.
Placards: - The IMDG Code determines that all ―cargo transport units‖ containing
dangerous goods must be placarded. In this context, cargo transport units are
containers, containers for liquids, tank vehicles, vehicles transporting goods by land,
railway wagons with water tanks, good tanks destined for intermodal transport.
Placards have the same shape, colours and symbols as the labels, but their dimension
148 | P a g e
is 25 x 25 cm. Containers carrying more than 4000 kilograms of dangerous goods,

and all tanks for liquids and gases must have the ―United Nations number‖. The UN
number has four digits and is the number assigned by the United Nations to all goods
identified and classified as dangerous.
• Containers carrying dangerous goods must display at least one placard on each
side and one on each end of the unit (this is to say, on its four sides).
• Rail wagons must be placarded on at least both sides.
• Freight containers, semi-trailers and portable tanks must be placarded on all four
sides.
• Road vehicles must display appropriate placards on both sides as well as the rear.
Hazardous Materials Warning Placards:-
CLASS 1 CLASS 1 CLASS 1.5 CLASS 1 CLASS 2

Explosives Explosives 1.4 Explosives Explosives OXYGEN
1.4 1.6
*Enter Division *Enter Placard 454 kg

Number 1.1, compatibility *Enter *Enter (1,001lbs) or
1.2, 1.3 and group letter, when compatibility compatibility more, gross
compatibility required. Placard group letter, group letter, weight of
group letter, 454 kg (1,001lbs) when when either
when required. or more. required. required. compressed
Placard any Placard 454 Placard 454 gas or
quantity. kg kg (1,001lbs) refrigerated
(1,001lbs) or more. liquid.
or more.
CLASS 2 CLASS 2 CLASS 3 CLASS 3 CLASS 3
FLAMMABLE NON-FLAMMABLE POISON FLAMMABLE GASOLINE
GAS GAS GAS
Placard 454 May be used in

Placard 454 kg Placard 454 kg Placard any kg (1,001lbs) the place of
(1,001lbs) or (1,001lbs) or quantity 2.3 or more. FLAMMABLE on
more. more, gross material. a placard
weight. displayed on a
cargo tank or a
portable tank
149 | P a g e
being used to
transport
gasoline by
highway.
COMBUSTIBLE FUEL OIL FLAMMABLE SPONTANEOU DANGEROUS
SOLID SLY WHEN WET
COMBUSTIBL
E
Placard a Placard 454 kg

combustible (1,001lbs) or Placard 454 Placard any
liquid when more. kg quantity of
transported in (1,001lbs) Placard 454 Division 4.3
bulk. see or more. kg (1,001lbs) material.
§172.504(f)(2) or more.
for use of
FLAMMABLE
placard in place
of
COMBUSTIBLE
placard.
OXIDIZER ORGANIC KEEP AWAY POISON RADIOACTIVE
PEROXIDE FROM FOOD
Placard 454 kg Placard any Placard any

(1,001lbs) or Placard 454 kg Placard 454 quantity of quantity of
more. (1,001lbs) or kg 6.1, PGI, packages
more. (1,001lbs) inhalation bearing the
or more. hazard only. RADIOACTIVE
Placard 454 III label.
kg (1,001 Certain low
lbs) or more specific activity
of PGI or II, radioactive
other than materials in
PGI inhalation "exclusive use"
hazard. will not bear
the label, but
RADIOACTIVE
placard is
150 | P a g e
required.
CLASS 8 CLASS 9
CORROSIVE miscellaneous DANGEROUS SUBSIDIARY
RISK PLACARD
Placard 454 kg (1,001 lbs)
gross weight of two or more
categories of hazardous
materials listed in Table 2. A
Placard 454 kg Not required for freight container, unit load
(1,001lbs) or domestic device, motor vehicle, or rail Class numbers
more. transportation. car which contain non-bulk do not appear
Placard 454 kg packagings with two or on subsidiary
(1,000 lbs) or more categories of risk placard.
more gross weight hazardous materials that
of a material which require placards specified in
presents a hazard Table 2 may be placarded
during transport, with a DANGEROUS placard
but is not included instead of the separate
in any other placarding specified for each
hazard class. of the materials in table 2.
However, when 2,268 kg
(5,000 lbs) or more of one
category of material is
loaded at one facility, the
placard specified in Table 2
must be applied.
RAIL
Placard empty Required

tank cars for background for
resident of placard on rail
material last shipments of
contained. certain explosives
and poisons. Also
required for
highway route
controlled
quantities of
radioactive
materials. (see
§172.507 and
151 | P a g e
172.510).
Q) Separated Longitudinally by intervening complete compartment or hold

from (April’15)
Ans: - IMDG code Vol1 chapter 7.2 on Segregation gives all the information on
segregation.
Separated longitudinally by an intervening complete compartment or hold from: -
Vertical separation alone does not meet this requirement. Between a package under
deck and one on deck, a minimum distance of 24 metres, including a complete
compartment, must be maintained longitudinally. For on deck stowage, this
segregation means a separation by a distance of at least 24 metres longitudinally.
Q) Describe the hazards associated with Urea in Bulk. (Jan’15)

Ans:-
➢ No special hazards.
➢ This cargo is non-combustible or has a low fire-risk.
➢ This cargo is hygroscopic and will cake if wet.
➢ Urea (either pure or impure) may, in the presence of moisture, damage
paintwork or corrode steel.
Q) Justify the statement the planned maintenance of ship proves cost

effective in the long run (Oct’14)
Ans:- The main aim of any maintenance plan on ship is to get the maintenance and
repair work done in the least possible time with minimum costs.
A maintenance plan is therefore followed by every shipping company to ensure
that the ship‘s machinery maintains a particular standard of operation and safety.
Maintenance plan is an imperative element of ship‘s routine operations and also
forms an integral component of ship‘s maintenance mechanism.
While making a maintenance plan, several aspects are taken into consideration,
starting from the International safety management code (ISM) to the guidelines put
forth by the machine manufacturers.
Objectives of a maintenance plan:-

➢ As mentioned before, the main objective of a maintenance plan is to make sure
that the work is done in the least possible time with utmost efficiency and at
optimum cost.
➢ Various points mentioned in the ISM code are taken into consideration, along
with company‘s procedures and manufacturer‘s guidelines.
➢ Other aspects include type of the ship, condition of the ship, age of the ship etc.
Q) Explain the main hazards and precautions to be taken with the shipment
of DRI in bulk form. (July’14)
152 | P a g e
Ans:- DRI Hazards:-

➢ DRI may react with water and air to produce hydrogen and heat.
➢ The heat produced may cause ignition.
➢ Oxygen in an enclosed space may be depleted.
DRI Precautions:-
➢ Prior to loading this cargo, the shipper shall provide the master with a certificate
issued by a person recognized by the competent authority of the country of
shipment stating that the cargo, at the time of loading, is suitable for shipment.
➢ Shippers shall certify that the cargo conforms to the requirement of this Code.
➢ Prior to shipment, this cargo shall be aged for at least 72 hours, or treated with
an air passivation technique, or some other equivalent method that reduces the
reactivity of the material to at least the same level as the aged product.
➢ Hatches of the cargo space for this cargo shall be sealed. All ventilators and
other openings of the cargo spaces shall be closed to maintain an inert
atmosphere.
A. The shipper shall provide necessary specific instructions for carriage, either:
✓ Prior to loading, provision should be made to introduce the inert gas at
tank top level so that the whole of the cargo space can be maintained
at a low oxygen level throughout the voyage. The cargo spaces shall be
maintained under an inert atmosphere containing less than 5% oxygen.
The hydrogen content of the atmosphere in the cargo spaces shall be
maintained at less that 1% by volume;
OR
✓ That the cargo has been manufactured or treated with an oxidation and
corrosion-inhibiting process which has been proved, to the satisfaction
of the competent authority, to provide effective protection against
dangerous reaction with seawater or air under shipping conditions.
B. The provision of paragraph A above may be waived or varied if agreed to by
the competent authorities of the countries concerned, taking into account the
sheltered nature, length, duration, or any other applicable conditions of any
specific voyage.
✓ The ship selected for the carriage of this cargo shall be suitable in all
respects for the carriage of this cargo. Except as provided for under
paragraph A2 above, any material which is wet or is known to have
been wetted should not be accepted for carriage in bulk.
✓ The cargo shall be loaded, stowed and transported under dry
conditions.
✓ Appropriate precautions shall be taken to protect machinery and
accommodation spaces from the dust of the cargo. Bilge wells of the
cargo spaces shall be protected from ingress of the cargo.
✓ Due consideration shall be paid to protect equipment from the dust of
the cargo.
✓ Persons, who may be exposed to the dust of the cargo, shall wear
protective clothing, goggles or other equivalent dust eye-protection and
dust filter masks, as necessary.
153 | P a g e
✓ Radars and exposed radio communication equipment of the ship which

carry this cargo shall be protected from the dust of this cargo.
✓ Bilge wells shall be clean, dry and covered as appropriate, to prevent
ingress of the cargo.
✓ Cargo spaces containing this cargo and adjacent spaces may become
oxygen-depleted. Flammable gas may also build up in these spaces. All
precautions shall be taken upon entering these spaces.
Q) Describe the recommended contents of the Port and Terminal Information

book as per code of the Practice of Safe Loading and Unloading of Bulk
Carriers. (July’14)
Ans:- Recommended contents of port and terminal information books:-
It is recommended that information books prepared by terminal operators, port
authorities or both should contain the following information relating to their site
specific requirements:
1) Port Information Books:
(a) Location of the port and the terminal.
(b) Details of port administration.
(c) Radiocommunication procedures and frequencies.
(d) Arrival information requirements.
(e) Port health, immigration, quarantine and customs regulations and procedures
(f) Relevant charts and nautical publications
(g) Pilotage requirements
(h) Towage and tug assistance.
(i) Berthing and anchorage facilities.
(j) Port emergency procedures.
(k) Significant weather features.
(l) Availability of fresh water, provisions, bunkers and lubricants.
(m) The maximum size of ship the port can accept.
(n) Maximum permissible draught and minimum depth of water in navigation
channels
(o) Water density at the port.
(p) Maximum permissible air draught.
(q) Requirements for ship's draught and trim for navigation in the waterways.
(r) Tidal and current information, as it affects ship movements.
(s) Restrictions or conditions on the discharge of ballast water
(t) Statutory requirements regarding loading and cargo declaration
(u) Information on waste reception facilities in the port.
2) Terminal Information Books:

(a) Details of terminal contact personnel.
(b) Technical data on the berths and loading or unloading equipment
(c) Depth of water at the berth
(d) Water density at the berth
154 | P a g e
(e) The minimum and maximum size of ship which the terminal's facilities are
designed to accept, including the minimum clearance between deck
obstructions.
(f) Mooring arrangements and attendance of mooring lines
(g) Loading or unloading rates and equipment clearances
(h) Loading or unloading procedures and communications
(i) Cargo weight determinations by weight-meter and draught survey
(j) Conditions for acceptance of combination carriers
(k) Access to and from ships and berths or jetties
(l) Terminal emergency procedures
(m) Damage and indemnity arrangements
(n) Landing location of accommodation ladder
(o) Information on waste reception facilities at the terminal
3) Extreme cold weather information:-

Ports and terminals situated in regions subject to extreme cold weather should
advise masters where to obtain information on operation of ships under such
conditions.
Q) Enumerate the hazards associated with IMDG cargo and precautions to be

taken while loading dangerous goods in packaged form. (April-17, April-14)
Ans:- Dangerous goods are assigned to different classes depending on their
predominant hazard. The UN classifies dangerous goods in the following classes and,
where applicable, divisions:
UN Division(s) if
Dangerous Goods Classification
Class applicable
1 Explosives 1.1 - 1.6 Explosive
2.1 Flammable gas

2 Gases
2.2 Non-flammable, non-toxic gas
2.3 Toxic gas
3 Flammable liquid Flammable liquid
4.1 Flammable solid

4 Flammable solids
4.2 Spontaneously combustible
155 | P a g e
substance
Substance which emits flammable

4.3
gas in contact with water
5.1 Oxidising substance

Oxidizers and
5
organic peroxides
5.2 Organic peroxide
6.1 Toxic substance

Toxic and infectious
6
substances
6.2 Infectious substance
7 Radioactive material Radioactive material
Corrosive
8 Corrosive substance
substances
Miscellaneous
Miscellaneous dangerous
9 dangerous
substances
substances
PRECAUTIONS WHEN LOADING / UNLOADING DANGEROUS GOODS:-

➢ Documentation in order (shipper‘s declaration, container packing certificate,
emergency information) emergency information).
➢ All cargo operations supported by a responsible officer who should be in possession
of operational and emergency information (including stability information)
➢ No intoxicated person to be allowed charge of operation,
➢ No unauthorized person allowed in vicinity of cargo being handled,
➢ Compartment dry and suitable for cargo,
➢ Cargo handling equipment checked before use,
➢ No cargo handling under adverse weather conditions,
➢ Packaging and segregation as per IMDG code,
➢ All cargo properly labelled, no labels defaced or removed,
➢ Cargo handled carefully, handling kept to minimum,
➢ Tanks not overfilled,
➢ Port authority informed,
➢ Fire wires rigged as necessary,
➢ Emergency equipment available for fire / spillage,
➢ Suitable precautions against fire and explosion,
➢ Packages to be stowed as planned in accordance with the IMDG code,
156 | P a g e
➢ Cargo space to be properly ventilated,

➢ ‗B‘ flag displayed,
➢ There is a safe access to the packages, so that in case of fire they can be removed,
➢ Electrical fitting in good condition.
➢ The package is properly labelled / marked and placarded.
➢ If cargo in drums, they should be stowed vertically,
➢ The cargo should be placed in such a manner that there is safe and clear access to
all LSA / FFA,
➢ Packages should be stowed away from sunlight or other heat sources,
➢ No cargo should be stowed on top of portable tanks,
➢ Dg‘s with give of vapour to be stowed on deck or in mechanically ventilated spaces,
➢ Cargo securing manual to be complied with Segregation as per the IMDG code.
Q) Problem areas of Ro-Ro vessels (April’14, Dec’12)

Ans:- Problem areas of Ro-Ro vessels:-
➢ The Problem of Stability: - If a vessel maintains its stability at sea then it is safer to
sail. However, the problem with the RO-RO ship is its design, which includes cargo
in upper decks and accommodation at even higher levels.
Even a minor shift of cargo in the ro-ro vessel can become a major threat to the
stability of the ship. Similarly, hull failure leading to flooding can result in capsize of
the vessel in no time. The effects of wind and bad weather on high accommodation
can also disturb the ship‘s stability.
➢ High Freeboard: - In Ro-Ro ships which carry only cargo, the general arrangement
of cargo access door is close to the water line. In the event of listing, the door can
get submerged leading to high chances for ingress of water inside the ship which
will lead to capsize.
➢ Cargo Access Door: - As discussed above the effect of listing of the ship leads to
ingress of water if the cargo doors are open or damaged. One weak point of ro-ro
vessel is that sometimes the cargo door itself is used as a ramp which makes the
ship more vulnerable to damages.
➢ Lack of Bulkheads: - The subdivision of ro-ro ship from inside lacks from the
transverse bulkheads, leading to lower water tight integrity when water ingress or
flooding takes place. Lack of bulkhead also leads to spreading of fire more quickly
as no subdivision is present to contain the fire.
➢ Location of Life Saving Appliances (LSA):- When a ship is to be abandoned, life raft
and lifeboats are used to leave the ship as soon as possible. The location of lifeboat
and life rafts on ro-ro ships is usually very high, which makes it even difficult to
lower them at sea especially when the ship is listing.
157 | P a g e
➢ Weather condition: - Another reason which acts externally on the Ro-Ro vessel is
the rough weather, which may result in reduction in the stability and cause heavy
rolling of the ship. Heavy rolling has lead to capsizing of ships in the past.
➢ Cargo stowage: - Cargo stowage is very important operation on Ro-Ro vessel for
any loose cargo (trailer, cars etc.) can give rise to a chain reaction leading to heavy
shift in cargo position. The trucks and trawlers loaded on board also carry cargo
inside them and any shift of that cargo can also lead to listing of the ship.
➢ Cargo Loading: - It is very difficult to have a sequential loading of cargo as cargo

arrives on terminals at different intervals and due to lack of time on port. This
further leads to uneven cargo distribution, something for which nothing can be
done about. Lack of proper cargo distribution has been the reason for several ship
accidents in the past.
Q) Explain the duties of carrier & shipper with respect to carriage of

dangerous goods as per IMDG Code? (July’12)
Ans:- Under the IMDG (International Maritime Dangerous Goods) Code It is the onus
of the shipper to determine the class of the substances according to provided criteria:-
➢ Stowage and segregation of dangerous goods:- Stowing and lashing the cargo are
part of the operation of loading. It refers to the placing of the goods in a ship‘s spot
or a container. if there is an express contract or custom, stowage is done by the
shipper. Chapter 7 of the IMDG Code contains detailed provisions regarding
stowage and segregation of incompatible dangerous goods. Stuffing and sealing of
the containers, is the responsibility of the shipper.
➢ Common Law:-
❖ To Pay Freight:- It is the shipper‘s obligation to pay the freight agreed upon.
The carrier has a lien on the cargo for unpaid freight.
❖ Not to ship dangerous goods without warning:- The shipper is responsible for
notifying the carrier of any dangerous goods and is liable for failing to do so.
❖ To share in general average:- If a general average situation occurs the owner of
the saved cargo and the carrier are obliged to jointly compensate the owner of
the jettisoned cargo.
Q) List explosives which may be carried on passenger ships. (July-17, Dec-13)

Ans:- No other explosives may be transported on passenger ships except any one of
the following:
➢ Explosive articles for life-saving purposes listed in the Dangerous Goods List, if the
total net explosives mass of such articles does not exceed 50 kg per ship; or
➢ Goods in compatibility groups C, D and E, if the net explosives mass does not
exceed 10 kg per ship; or
➢ Articles in compatibility group G other than those requiring special stowage, if the
total net explosives mass does not exceed 10 kg per ship; or
158 | P a g e
➢ Articles in compatibility group B, if the total net explosives mass does not exceed
10 kg per ship.
SOURCE:- IMDG Code 7.1.7.5.2 Explosives in division 1.4, compatibility group S, may
be transported in any amount on passenger ships.
Q) What measures will you take to ensure a safe stowage and carriage of
explosives? (April’13)
Ans:- Measures to be taken to ensure a safe stowage and carriage of explosives:-
➢ Stowage of dangerous goods on board container ships are decided by two factors,
Document of Compliance and IMDG Code. IMDG Code sets forth the Stowage and
Segregation Rules which is executed on each vessel according to the Document of
Compliance issued to her. Document of Compliance is issued to a vessel if it meets
the requirements of SOLAS Regulation II-2/19, Construction – Fire protection, fire
detection and fire extinction (Carriage of Dangerous Goods).
➢ The Document of Compliance certifies that the construction and equipment of the
mentioned ship have been found to comply with the provisions of regulation II-
2/19 of the International Convention for the Safety of Life at Sea, 1974, as
amended; and that the ship is suitable for the carriage of those classes of
dangerous goods as specified in the appendix thereto, subject to any provisions in
the International Maritime Dangerous Goods (IMDG) Code and the International
Maritime Solid Bulk Cargoes (IMSBC) Code for individual substances, materials or
articles also being complied with.
159 | P a g e
ISO Tanks loaded on Vessel
➢ In this document the under deck spaces and on deck spaces are marked separately
for carriage of Packaged Dangerous Goods, Bulk Goods and what is not permitted.
➢ Validity of the document of compliance will not exceed 5 years and will not be
extended beyond the expiry date of the valid Cargo Ship Safety Construction
Certificate issued to the ship concerned under the provisions of SOLAS regulation
I/12. See Maritime Safety Committee Circular MSC.1/Circ.1266 for full details.
➢ IMDG Code stowage and Segregation rules for dangerous goods vessels are
categorized into two types, Cargo Ships and Passenger Ships. This categorization
further divides cargo ships and passenger ships for carriage of Class 1, Explosives,
and Classes 2 to 9. The differentiation is for Class 1, Explosives, Cargo ships (up to
12 passengers) and Passenger ships. For Classes 2-9 Cargo ships or passenger
ships carrying a number of passengers limited to not more than 25 or to 1
passenger per 3 m of overall length, whichever is the greater number and Other
passenger ships in which the limiting number of passengers transported is
exceeded.
160 | P a g e
Stowage categories for Explosives (Class 1) – IMDG Code 36-12
➢ For other than class 1 (Explosives) each dangerous goods listed in IMDG Code 36th
Amendment, Dangerous Goods List column 16 specifies stowage requirement. This
is indicated by Category A, B, C, D or E.
➢ On Deck only stowage is always prescribed for cases where:
1) Constant supervision is required; or
2) Accessibility is particularly required; or
3) There is a substantial risk of formation of explosive gas mixtures, development
of highly toxic vapours, or unobserved corrosion of the ship
➢ Below dangerous goods when permitted to be loaded under deck by IMDG Code will
additionally require mechanical ventilation for the cargo hold.
o class 2.1;
o class 3 with a flash point of less than 23°C c.c.;
o class 4.3;
o class 6.1 with a subsidiary risk of class 3;
o class 8 with a subsidiary risk of class 3, and
o dangerous goods to which a specific stowage requirement requiring
mechanical ventilation in column 16 of the Dangerous Goods List is assigned.
161 | P a g e
Stowage Categories for Goods other than Class 1 (Explosives)
➢ For example, UN 2076 Class 6.1 CRESOLS, LIQUID, stowage category in column 16
of dangerous goods list is Category B. Substances, Materials or Articles assigned
with stowage Category B can be loaded on deck or under deck on a cargo ship but
on a passenger ship where limiting number of passengers are exceeded Category B
must be loaded on deck only!
➢ Segregation between containers carrying dangerous goods are different for
containerships with closed cargo holds and hatchless containerships. Vertical and
horizontal segregation, athwart ships, fore and aft is defined for Closed Versus
Closed, Closed Versus Open and Open Versus Open.
➢ Two closed containers requiring segregation ―separated from‖ each other when
loading vertically or horizontally they need to be segregated as shown.
162 | P a g e
Two closed containers requiring segregation ―separated from‖ each other when
loading vertically or horizontally they need to be segregated as shown.
➢ In IMDG Code 37th Amendment Stowage and Handling instructions are listed
separately in column 16a in Dangerous Goods List with SW and H codes and
column 16b lists out segregation codes, SG.
Q) Explain the following with respect to IMDG code: Subsidiary risk Label
(Jan’17, July’13, Oct’12)
Ans:- Subsidiary Risk Label:-
➢ A subsidiary risk label shall also be affixed for any risk indicated by a class or
division number in column 4 of the Dangerous Goods List of this Regulations;
➢ when there is no indication of a subsidiary risk in column 4, the special provisions
in column 6 may also require or exempt a subsidiary risk label;
➢ Primary and subsidiary risk labels are required to be displayed next to each other;
➢ An explosive subsidiary risk label, division 1.1 must be applied for type B self-
reactive substances;
163 | P a g e
➢ The class 5.2 label shall be affixed to packages containing organic peroxides
classified as types B, C, D, E or F. In addition the following subsidiary risk labels
shall be applied:
o For organic peroxides type B, the explosive subsidiary risk label division 1.1;
o If packing group I or II criteria of class 8 are met, the corrosive subsidiary
risk label.
Q) Explain the following with respect to IMDG code: Stowage Category

(July’13)
Ans:- Stowage Category:-
➢ Positioning of dangerous goods containers on board vessels are categorised by
‗stowage categories‘ to ensure safety. Many points are considered by IMDG Code
for safe carriage of dangerous goods by sea-going vessels.
➢ On ships there are two different types of stowage (1) On deck and (2) Under Deck.
When we look at a container vessel all those containers we see outside are stowed
on deck. The containers stowed below the hatch covers are under-deck stowed
units.
➢ For other than class 1 ( explosives ) ships are divided into two groups for this
purpose
1) cargo ships or passenger ships carrying a number of passengers limited to
not more than 25 or to 1 passenger per 3 m of overall length, whichever is the
greater number;
2) Other passenger ships in which the limiting number of passengers
transported is exceeded.
➢ For every dangerous goods listed in IMDG Code Dangerous Goods List column 16
specifies stowage requirement. This is indicated by Category A, B, C, D or E.
➢ On Deck only stowage is always prescribed for cases where:
1. Constant supervision is required; or
2. Accessibility is particularly required; or
3. There is a substantial risk of formation of explosive gas mixtures, development
of highly toxic vapours, or unobserved corrosion of the ship
Below is the entry for UN 2076 Class 6.1 CRESOLS, LIQUID, you can see in column
16 it is written Category B. Substances, Materials or Articles assigned with stowage
Category B can be loaded on deck or under deck on a cargo ship but on a passenger
ship where limiting number of passengers are exceeded Category B must be loaded on
deck only.
Stowage category A
Cargo ships or passenger ships carrying a number of
ON DECK OR
Passengers limited to not more than 25 or to 1 passenger
UNDER DECK
per 3 m of overall length, whichever is the greater number
Other passenger ships in which the limiting number of ON DECK OR
164 | P a g e
passengers transported is exceeded UNDER DECK

Stowage category B
ON DECK OR
passengers limited to not more than 25 or to 1 passenger
UNDER DECK
Other passenger ships in which the limiting number of ON DECK
passengers transported is exceeded ONLY
Stowage category C
ON DECK
ONLY
Other passenger ships in which the limiting number of ON DECK
passengers transported is exceeded ONLY
Stowage category D
ON DECK
ONLY
Other passenger ships in which the limiting number of
PROHIBITED
passengers transported is exceeded
Stowage category E
ON DECK OR
UNDER DECK
Other passenger ships in which the limiting number of
PROHIBITED
passengers transported is exceeded
Q) Explain the following with respect to IMDG code: Compatibility (July’13,

April’13)
Ans:- Compatibility between explosives
➢ Class 1 - Explosives, are considered compatible with each other if storing them or
transporting them together will not increase the probability of an accident or if
there is an accident the magnitude of the effects. For this purpose explosives are
divided into various compatibility groups. Each group is denoted by an alphabet
from A to L, N and S (letter I is not used).
Divisions of Class 1 Explosives:-

Division 1.1: substances and articles which have a mass explosion hazard
165 | P a g e
Division 1.2: substances and articles which have a projection hazard but not a mass
explosion hazard
Division 1.3: substances and articles which have a fire hazard and either a minor blast
hazard or a minor projection hazard or both, but not a mass explosion hazard
Division 1.4: substances and articles which present no significant hazard
Division 1.5: very insensitive substances which have a mass explosion hazard
Division 1.6: extremely insensitive articles which do not have a mass explosion hazard
Compatibility Groups and Classification Codes:-
Compa
Classificatio
tibility Description of substance or articles
n code
group
A 1.1A Primary explosive substance
Article containing a primary explosive substance and
not containing two or more effective protective
features. Some articles, such as detonators for
B 1.1B1.2B1.4B
blasting, detonator assemblies for blasting and
primers, cap-type, are included even though they do
not contain primary explosives.
Propellant explosive substance or other deflagrating
1.1C1.2C1.3C
C explosive substance or article containing such explosive
1.4C
substance
Secondary detonating explosive substance or black
powder or article containing a secondary detonating
1.1D1.2D1.4D explosive substance, in each case without means of
D
1.5D initiation and without a propelling charge, or article
containing a primary explosive substance and
containing two or more effective protective features
Article containing a secondary detonating explosive
substance, without means of initiation, with a
E 1.1E1.2E1.4E
propelling charge (other than one containing a
flammable liquid or gel or hypergolic liquids)
Article containing a secondary detonating explosive
substance with its own means of initiation, with a
1.1F1.2F1.3F1
F propelling charge (other than one containing a
.4F
flammable liquid or gel or hypergolic liquids) or without
a propelling charge
Pyrotechnic substance, or article containing a
1.1G1.2G1.3G pyrotechnic substance, or article containing both an
G
1.4G explosive substance and an illuminating, incendiary,
tear- or smoke-producing substance (other than a
166 | P a g e
water-activated article or one containing

whitephosphorus, phosphides, a pyrophoric substance,
a flammable liquid or gel, or hypergolic liquids)
Article containing both an explosive substance and
H 1.2H1.3H
white phosphorus
Article containing both an explosive substance and a
J 1.1J1.2J1.3J
flammable liquid or gel
Article containing both an explosive substance and a
K 1.2K1.3K
toxic chemical agent
Explosive substance or article containing an explosive
substance and presenting a special risk (such as due to
L 1.1L1.2L1.3L water-activation or presence of hypergolic liquids,
phosphides or a pyrophoric substance) and needing
isolation of each type
Articles containing only extremely insensitive
N 1.6N
detonating substances
Substance or article so packaged or designed that any
hazardous effects arising from accidental functioning
are confined within the package unless the package
has been degraded by fire, in which case all blast or
S 1.4S
projection effects are limited to the extent that they do
not significantly hinder or prohibit fire fighting or other
emergency response efforts in the immediate vicinity of
the package
To check whether two explosives are compatible to be stored/transported together the

transport regulation has a segregation table as shown below:-
167 | P a g e
Notes for above table:-

―X‖ indicates that goods of the corresponding compatibility groups may be stowed in
the same compartment, magazine, cargo transport unit or vehicle.
Notes:
1) Explosive articles in compatibility group G (other than fireworks and those requiring
special stowage) may be stowed with explosive articles of compatibility groups C, D
and E provided no explosive substances are transported in the same compartment,
magazine, cargo transport unit or vehicle.
2) A consignment of one type in compatibility group L shall only be stowed with a
consignment of the same type within compatibility group L.
3) Different types of articles of Division 1.6, compatibility group N, may only be
transported together when it is proven that there is no additional risk of sympathetic
detonation between the articles. Otherwise they shall be treated as Division 1.1.
4) When articles of compatibility group N are transported with articles or substances
of compatibility groups C, D or E, the goods of compatibility group N shall be treated
as compatibility group D.
5) When articles of compatibility group N are transported together with articles or
substances of compatibility group S, the entire load shall be treated as compatibility
group N.
6) Any combination of articles in compatibility groups C, D and E shall be treated as
compatibility group E. Any combination of substances in compatibility groups C and D
shall be treated as the most appropriate compatibility group shown in 2.1.2.3 of IMDG
Code, taking into account the predominant characteristics of the combined load. This
overall classification code shall be displayed on any label or placard placed on a unit
load or cargo transport unit as prescribed in 5.2.2.2.2 of IMDG Code
Example compatibility check:-

With the above table let us check segregation requirement between below two
explosives:-
➢ UN 0161 Class 1.3C, POWDER, SMOKELESS
168 | P a g e
➢ UN 0191 Class 1.4G, SIGNAL DEVICES, HAND

Segregation between compatibility letters C and G shows X1 and as per note x1
explosive articles of group G ( UN 0191 in this case) may be stowed with explosive
articles of group C, D and E provided no explosive substances are loaded in the same
container, UN 0161 is a substance hence cannot be loaded with UN 0191.
Applicable sections of IMDG Code for compatibility groups and segregation within
explosives please refer to section 2.1.2 & 7.2.7
Q) Write short notes on the following:- Carriage of dangerous goods on

General Cargo Ships (Jan’13)
Ans:- Stowage and Segregation of Dangerous Goods on General Cargo Ships:-
➢ In the last article, ‗Stowage and Segregation of Dangerous Goods on Container
Ships‘, dated 20th May, we looked at the provisions of stowage of containerized
dangerous goods on container ships. Let us look at the basic stowage and
segregation provisions for carriage of dangerous goods in packaged from and in
solid bulk form on general cargo ships.
➢ Flammable gases or flammable liquids having a flashpoint of less than 23°C c.c,
must be stowed on deck only, unless otherwise approved by the Administration and
must be stowed at least 3 m from any potential source of ignition. Here possible
sources of ignition may include open fires, machinery exhausts, galley uptakes,
electrical outlets and electrical equipment including those on refrigerated or heated
cargo transport units unless they are of certified safe type. For interpreting what is
certified type, for cargo spaces, refer to SOLAS II:2/19.3.2 and for refrigerated or
heated cargo transport units refer to Recommendation published by the
international Electrotechnical Commission, in particular IEC 60079.
➢ When explosives are loaded the compartments or holds and containers must be
locked to pervert unauthorized access however when in emergency access to the
locked places must be able to be gained without delay. If the cargo compartment
floors are not fitted with closed boarded wood the loading/unloading equipment and
process must ensure no sparks can occur. If the cargo gets wet all handling
operations must be stopped unless specialist advise from shipper clears same.
Personnel involved in cargo operations must be briefed prior work regarding the
potential risks and necessary precaution. When explosives belonging to different
compatibility groups are loaded they must be stowed not less than 6 meters from
each other unless mixed loading is permitted between the involved compatibility
groups as per section 7.2.7 of IMDG Code.
➢ Non containerized flammable liquids packaged in plastics jerricans, plastics drums,

plastics IBCs must always be stowed on deck. There are special requirements for
stowage of FISHMEAL, UNSTABILIZED (UN 1374), FISHMEAL, STABILIZED (UN
2216, class 9) and KRILL MEAL (UN3497), SEED CAKE (UN 1386), AMMONIUM
NITRATE BASED FERTILIZER, UN 2071 and certain other goods.
169 | P a g e
➢ When feeds or other edible substances intended for consumption by humans or

animals, foodstuff, is loaded it will require segregation ‗separated from‘ toxic,
radioactive and corrosive dangerous goods and Dangerous goods in other classes
which has segregation reference in column 16 (16b in 37th amendment of IMDG
Code).
There are four segregation rules for dangerous goods loaded in conventional way on
board ships:-
1) Away from: Effectively segregated so that the incompatible goods cannot interact
dangerously in the event of an accident but may be transported in the same
compartment or hold or on deck, provided a minimum horizontal separation of 3
metres, projected vertically is obtained.
2) Separated from: In different compartments or holds when stowed under deck.

Provided the intervening deck is resistant to fire and liquid, a vertical separation,
i.e. in different compartments, may be accepted as equivalent to this segregation.
For on deck stowage, this segregation means a separation by a distance of at least
6 metres horizontally.
3) Separated by a complete compartment or hold from: Either a vertical or a

horizontal separation. If the intervening decks are not resistant to fire and liquid,
then only a longitudinal separation, i.e. by an intervening complete compartment
or hold, is acceptable. For on deck stowage, this segregation means a separation
by a distance of at least 12 metres horizontally. The same distance has to be
applied if one package is stowed on deck, and the other one in an upper
compartment.
4) Separated longitudinally by an intervening complete compartment or hold from:

Vertical separation alone does not meet this requirement. Between a package
under deck and one on deck, a minimum distance of 24 m, including a complete
compartment, must be maintained longitudinally. For on deck stowage, this
segregation means a separation by a distance of at least 24 metres longitudinally.
Segregation rules between containerized dangerous goods and those loaded in

conventional ways are different. Dangerous goods stowed in the conventional way
must be segregated from goods transported in closed containers in accordance with
segregation provisions showed above except that for ―away from‖ is required, no
segregation between the packages and the closed cargo transport units is required;
and where ―separated from‖ is required, the segregation between the packages and
the closed cargo transport units may be as for ―away from‖.
Segregation between Bulk dangerous goods and packaged dangerous goods must
be in accordance with the table shown in section 7.6.3.5.2 of IMDG Code where all 4
segregation terms have different rules from those listed above.
170 | P a g e
For full details of the requirements of stowage and segregation of dangerous goods
loaded on general cargo ships refer to chapter 7.6 of IMDG Code, individual entries in
chapter 3.2 and IMSBC Code as applicable.
Q) Write short notes on the following:- Personnel protection and safety

devices on Timber ships. (Jan’13)
Ans:- Personnel protection and safety devices on Timber ships:-
1) Suitable protective clothing and equipment, such as studded boots or studded
overshoes and hard hats, should be provided for the protection of crew members
and workers involved in loading, securing or discharging operations.
2) During the course of the voyage, if there is no convenient passage for the crew on
or below the deck of the ship giving safe means of access from the accommodation
to all parts used in necessary working of the ship, guard lines or rails, not more
than 330 mm apart vertically, should be provided on each side of the deck cargo to
a height of at least 1 m above the cargo. In addition, a lifeline, preferably wire
rope, set up taut with a tightening device should be provided as near as practicable
to the centreline of the ship. The stanchion supports to all guard rails or lifelines
should be spaced so as to prevent undue sagging. Where the cargo is uneven, a
safe walking surface of not less than 600 mm in width should be fitted over the
cargo and effectively secured beneath, or adjacent to, the lifeline.
3) Fencing or means closing should be provided for all openings in the stow such as at
masthouses, winches, etc.
4) Where uprights are not fitted or where alternatives to the provisions of subsection
5.2 are permitted, a walkway of substantial construction should be provided having
an even walking surface and consisting of two fore and aft sets of guard lines or
rails about 1 m apart, each having a minimum of three courses of guard lines or
rails to a height of not less than 1 m above the walking surface. Such guard lines
or rails should be supported by rigid stanchions spaced not more than 3 m apart
and lines should be set up taut by tightening devices.
5) As an alternative to 5.2, 5.3 and 5.3, a lifelines, preferably wire rope, may be
erected above the timber deck cargo such that a crew member equipped with a fall
protection system can hook onto and walk about the timber deck cargo. The lifeline
should be:
a. erected about 2 m above the timber deck cargo as near as practicable to the
centreline of the ship;
b. stretched sufficiently taut with a tightening device to support a fallen crew
member without collapse or failure.
6) Properly constructed ladders, steps or ramps fitted with guard lines or handrails
should be provided from the top of the cargo to the deck, and in other cases where
the cargo is stepped, in order to provide reasonable access.
7) Personnel safety equipment referred to in this chapter should be kept in an easily
accessible place.
171 | P a g e
Q) Write short notes on the following: - Stowage and securing of cargoes as

per Timber Code (April’14, Oct’13, Jan’13)
Ans:- Stowage:-
➢ The basic principle for the safe carriage of timber deck cargo is to make the
stow as solid, compact and stable as practicable. The purpose of this is to:
o prevent movement in the stow which could cause the lashings to slacken;
o produce a binding effect within the stow; and
o reduce to a minimum the permeability of the stow.
➢ Openings in the deck exposed to weather over which cargo is stowed should be
securely closed and battened down. The ventilators and air pipes should be
effectively protected(19).
➢ Deck cargo should be stowed so that access is provided to and from designated
escape routes and spaces essential to operation of the vessel, such as
machinery spaces and crew's quarters, as well as to safety equipment, fire-
fighting equipment and sounding pipes(18). It should not interfere in any way
with the navigation and necessary work of the ship.
➢ When cargo is loaded voids may occur in the stow between packages as well as
between bulwarks or gantry crane rails, etc., and other fixed constructions such
as the hatch coaming.
➢ Care should be taken to avoid the creation of voids or open spaces when loading
cargo. Voids, where created, should be filled with loose timber or blocked by
vertical H-frames with required strength to avoid cargo shifting. The MSL for
double H-frames of different widths and dimensions are given in the table below.
The values apply to H-frames made of sound softwood timber without knots.
MSL (maximum secure load) of H-frames for different dimensions
Dimensions MSL in kN of double H-frames with

of battens different widths
mm 0.5 m 1.0 m 1.5 m 2.0 m
50 x 50 75 53 30 17
50 x 75 113 79 46 26
50 x 100 151 106 61 34
50 x 150 226 159 91 51
75 x 75 186 153 119 85
75 x 100 248 203 159 114
75 x 150 305 238 171
75 x 200 317 227
100 x 100 301 256 212
➢ Timber deck cargo which substantially overhangs (one-third of the package length)
hatch coamings or other structures in the longitudinal direction, should be
supported at the outer end by other cargo stowed on deck or railing or equivalent
structure of sufficient strength to support it.
172 | P a g e
➢ For ships assigned and making use of a timber load line, additional practices apply
in accordance with the applicable Load Lines Convention(19).
Securing:-
➢ One or more of the following principal methods may be used to secure timber deck
cargoes, by themselves or in combination with each other:
1) Different types of lashing arrangements.
2) Bottom blocking of the base tier in combination with lashing arrangements;
3) Blocking over the full height of the cargo by, e.g. uprights alternatively
complemented by lashing arrangements;
4) Frictional securing, taking into account scientific research and appropriate
weather and voyage criteria; and
5) Other practical securing enhancement, (taking into account appropriate weather
and voyage criteria), such as:
a) non slip paints on hatch covers;
b) liberal use of dunnage in the stow to shore and bridge gaps;
c) double lashing in exposed areas; and .4 consideration given to the use of
locking tiers.
➢ Securing arrangements used should be designed in accordance with Part B and
documented in accordance with section 2.13 of this Code.
➢ Lashings:-
o Different lashing arrangements are described in Part B of this Code.
o The following three types of lashing equipment with different strength and
elongation characteristics are most frequently used for securing timber deck
cargoes. Individual suitability should be determined by such factors as ship
type, size and area of operation, and as described in this Code and as
prescribed in the cargo securing manual:
▪ chain lashings;
▪ wire lashings; and
▪ Fabricated web lashings.
Examples of different types of lashing equipment
173 | P a g e
o Open hooks, which may loosen if the lashing becomes slack, should not be used
in securing arrangements for timber deck cargoes. Web lashing should not be
used in combination with chain or wire lashing.
o The appropriate safety factors for the different types of equipment are described
in Annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (CSS
Code).
o All lashing equipment should be visually examined according to the instruction in
the cargo securing manual before use and only equipment fit for purpose should
be used for securing of timber deck cargoes.
o The necessary pre-tension in the lashings used should be maintained throughout
the voyage. It is of paramount importance that all lashings be carefully
examined and tightened at the beginning of the voyage as the vibration and
working of the ship will cause the cargo to settle and compact. They should be
further examined at regular intervals during the voyage and tightened as
necessary.
o Entries of all examinations and adjustments to lashings should be made in the
ship's logbook.
o Slip hooks or other appropriate methods may be used for quick and safe
adjustment of lashings. Pelican hooks, when used, should be moused.
o Corner protectors should be used to prevent lashings from cutting into the cargo
and to protect lashings from sharp corners. The latter especially applies to
fabricated web lashings.
o Every lashing should be provided with a tightening device or system so placed
that it can safely and efficiently operate when required.
Q) Write short notes on the following: - BLU Code including BLU Manual
(Jan’13)
Ans:- BLU Code and BLU Manual:-
➢ The Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU
Code) was developed with the aim of preventing accidents or loss of ships carrying
solid bulk cargoes as a result of improper loading and unloading practices. The
Code was adopted by the Assembly in November 1997 by resolution A.862(20).
➢ The BLU Code provides guidance to ship masters of bulk carriers, terminal
operators and other parties concerned for the safe handling, loading and unloading
of solid bulk cargoes and is linked to regulation VI/7 (Loading, unloading and
stowage of bulk cargoes) of the 1974 SOLAS Convention, as amended by resolution
MSC.47(66). Further amendments to the BLU Code were adopted by the Maritime
Safety Committee by resolutions MSC.238(82) and MSC.304(87).
➢ The provisions of the Code should be applied with due regard to the provisions of
the International Maritime Solid Bulk Cargoes Code (IMSBC Code), where
applicable.
➢ The Maritime Safety Committee, at its eightieth session (May 2005), approved the
Manual on loading and unloading of solid bulk cargoes for terminal representatives
(BLU Manual) and agreed that the application of the guidance contained therein
would address the concerns on risk control options and urged Member
174 | P a g e
Governments, shipowners, ship operators and terminals to apply the guidance

contained therein. Amendments to the BLU Manual were approved by the Maritime
Safety Committee at its eighty-seventh session, which can be found in
MSC.1/Circ.1356.
Q) Write short notes on the following terms under IMDG code:- Types of
packaging group (Jan’17, Oct’12)
Ans:- Packing groups indicate the level of danger and thus assist in selecting correct
type of package for Dangerous Goods
There are three packing groups assigned in IMDG Code as below

Packing group I: substances presenting high danger;
Packing group II: substances presenting medium danger; and
Packing group III: substances presenting low danger
Classes 1, 2, 5.2, 6.2 and 7, and self-reactive substances of class 4.1 are not assigned
with packing groups
Let us look at the criteria for assigning packing groups for each of the classes.
Class 1: Explosives - No Packing group assigned
Class 2: Gases - No Packing group assigned
Class 3: Flammable liquids - Flammable liquids are grouped for packing purposes
according to their flashpoint, their boiling
point, and their viscosity.
Below table shows the relationship between flashpoint and boiling point
Packing Group.
Flashpoint in °C closed cup (c.c.) Initial boiling point in °C
I – ≤ 35
II < 23
> 35
III ≥ 23 to ≤ 60 > 35
Viscous substances such as paints, enamels, lacquers, varnishes, adhesives and
polishes having a flashpoint of less than 23 °C may be placed in packing group III in
conformity with the procedures prescribed in part III, chapter 32.3, of the United
Nations Manual of Tests and
Criteria on the basis of:
1) the viscosity, expressed as the flowtime in seconds;
2) the closed-cup flashpoint;
3) a solvent separation test.
Viscous flammable liquids such as paints, enamels, varnishes, adhesives and

polishes with a flashpoint of less than 23 °C are included in packing group III provided
that:
1) Less than 3% of the clear solvent layer separates in the solvent separation test;
175 | P a g e
2) The mixture or any separated solvent does not meet the criteria for class 6.1 or
class 8.
3) The viscosity and flashpoint are in accordance with the following table:
4) The capacity of the receptacle used does not exceed 30 ℓ.

Substances classified as flammable liquids due to their being transported or offered for
transport at elevated temperatures are included in packing group III.
Class 4.1 Flammable solids

Packing
Substance Criteria
Group
Readily combustible
If the burning time is less than 45 s and the
solids (other than II
flame passes the wetted zone
metal powders)
if the zone of reaction spreads over the
Powders of metal or
II whole length of the sample in five minutes
metal alloys
or less
Readily combustible If the burning time is less than 45 s and the
solids (other than III wetted zone stops the flame propagation for
metal powders) at leastfour minutes
if the reaction spreadsover the whole length
Powders of metal III of the sample in more than five minutes but
not more than ten minutes
Solids which may packing group shall be assigned by analogy
cause fire through with existing entries or in accordance with
friction any appropriate special provision
Class 4.2 – Substances liable to spontaneous combustion

Class 4.2 comprises Pyrophoric substances & Self-heating substances
Packing
Substance Criteria
Group
Pyrophoric I Always Packing group I
176 | P a g e
solids and
liquids
Self-heating which give a positive result in atest using a 25 mm
II
substances sample cube at 140 °C
A positive result is obtained in a test using a 100 mm cube sample
at 140 °C and a negative result is obtained in a test using a 25 mm
cube sample at 140 °C and thesubstance is to be transported in
packages with a volume of more than 3 m3;A positive result is
obtained in a test using a 100 mm cube sample at 140 °C and a
negative result is obtained in a test using a 25 mm cube sample at
140 °C, a positive result is obtained in a test using a 100 mm cube
Self-heating
III sample at 120 °C and the substance is to be transported in packages
substances with a volume of more than 450 ℓ;
A positive result is obtained in a test using a 100 mm
cube sample at 140 °C and a negative result is
obtained in a test using a 25 mm cube sample at 140
°C and a
positive result is obtained in a test using a 100 mm
cube sample at 100 °C.
Class 4.3 – Substances which, in contact with water, emit flammable gases
Packing
Criteria
Group
any substance which reacts vigorously with water atambient
temperatures and demonstrates generally a tendency for the gas
produced to ignite spontaneously, or which reacts readily with water
I
at ambient temperatures such that the rate of evolution of flammable
gas is equal to or greater than 10 litres per kilogram of substance
over any one minute.
any substance which reacts readily with water at
ambienttemperatures such that the maximum rate of evolution of
II flammable gas is equal to or greater than 20 litres per kilogram of
substance per hour, and which does not meet the criteria for packing
group I.
any substance which reacts slowly with water at
ambienttemperatures such that the maximum rate of evolution of
III flammable gas is equal to or greater than 1 litre per kilogram of
substance per hour, and which does not meet the criteria forpacking
groups I or II.
Class 5.1 – Oxidizing substances
177 | P a g e
Packing
Criteria
Group
any substance which, in the 1:1 mixture (by mass) of substance
andcellulose tested, spontaneously ignites; or the mean pressure
I rise time of a 1:1 mixture (by mass) of substance and cellulose is
less than that of a 1:1 mixture (by mass) of 50% perchloric acid
and cellulose;
Packing group II: any substance which, in the 1:1 mixture (by
mass) of substance and cellulose tested, exhibits a mean pressure
II rise time less than or equal to the mean pressure rise time of a 1:1
mixture (by mass) of 40% aqueous sodium chlorate solutionand
cellulose; and the criteria for packing group I are not met;
any substance which, in the 1:1 mixture (by mass) of substance
andcellulose tested, exhibits a mean pressure rise time less than or
III equal to the mean pressure rise time of a 1:1 mixture (by mass) of
65% aqueous nitric acid and cellulose; and the criteria for packing
groups I and II are not met;
any substance which, in the 1:1 mixture (by mass) ofsubstance and
Not cellulose tested, exhibits a pressure rise of less than 2070 kPa
Classified gauge; or exhibits a mean pressure rise time greater than the
as 5.1 mean pressure rise time of a 1:1 mixture (by mass) of 65%
aqueous nitric acid and cellulose.
Class 5.2 – Organic peroxides

No Packing group assigned
Class 6.1 – Toxic substances

Grouping criteria for administration through oral ingestion, dermal contact and
inhalation of dusts and mists
Tear gas substances shall be included in packing group II even if their toxicity
datacorrespond to packing group III values.
Liquids having toxic vapours
178 | P a g e
Liquids having toxic vapours shall be assigned to the following packing groups, where “V” is the saturated
vapour concentration in mℓ/m3 air at 20 °C and standard atmospheric pressure:
Packing group I: If V ≥ 10 LC50 and LC50 ≤ 1,000 mℓ/m3.
Packing group II: If V ≥ LC50 and LC50 ≤ 3,000 mℓ/m3, and do not meet the criteria for packing
group I.
Packing group III: If V ≥ 5/1 LC50 and LC50 ≤ 5,000 mℓ/m3, and do not meet the criteria for
packing groups I or II.
Tear gas substances shall be included in packing group II even if their toxicity data
correspond to packing group III values.
Class 6.2 – Infectious substances
Class 7 – Radioactive material
Class 8 – Corrosive substances

Packing
Criteria
Group
substances that cause full thickness destruction of intactskin tissue
I within an observation period of up to 60 minutes starting after an
exposure time of 3 minutes or less
substances that cause full thickness destruction of intactskin tissue
II within an observation period of up to 14 days starting after an
exposure time of more than 3 but not more than 60 minutes.
cause full thickness destruction of intact skin tissue within an
observation period of up to 14 days starting after an exposure time
of more than 60 minutes but not more than 4 hours; orare judged
III not to cause full thickness destruction of intact skin tissue but which
exhibit a corrosion rate on either steel or aluminium surfaces
exceeding 6.25 mm a year at a test temperature of 55 °C when
tested on both materials.
Class 9 – Miscellaneous dangerous substances and articles and

environmentally hazardous substances
Some are assigned to Packing Group II and some to III.
Test methods for determining packing groups for each class are published in United
Nations Recommendations on the Transport of Dangerous Goods-Manual of Tests and
Criteria, as amended
Q) Write short notes on the following Terms under IMDG code: Medical First
Aid Guide (MFAG) (Jan’17)
179 | P a g e
Ans:- Medical First Aid Guide (MFAG):- The IMO/WHO/ILO Medical First Aid Guide for
Use in Accidents involving Dangerous Goods (MFAG) refers to the substance, material
and articles covered by the International Maritime Dangerous Goods Code (IMDG
Code), and the materials covered by Appendix B of the Code of Safe Practice for Solid
Bulk Cargoes (BC Code) .It is intended to provide advice necessary for initial
management of chemical poisoning and diagnosis within the limits of the facilities
available at sea.
This Guide should be used in conjunction with the information provided in the
IMDG Code, the BC Code, the Emergency Procedures for Ships Carrying Dangerous
Goods (EmS), the International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (IBC Code), and the International Code for the
Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
The MFAG itself gives general information about the particular toxic effects likely
to be encountered. The treatment recommended in this Guide is specified in the
appropriate tables and more comprehensive in the appropriate sections of the
Appendices. However, differences exist between countries on certain types of
treatment and where these differences occur they are indicated in the relevant
national medical guide.
Treatments in this guide cater for the accidental human consequences of the
carriage of dangerous goods at sea. Accidental ingestion of toxic substances during
voyage is rare. The guide does not cover ingestion by intention.
Minor accidents involving chemicals do not usually cause severe effects provided
that the appropriate first aid measures are taken. Although the number of reported
serious accidents is small, accidents involving those chemicals which are toxic or
corrosive may be dangerous, and must be regarded as being potentially serious until
either the affected person has completely recovered, or medical advice to the contrary
has been obtained.
Information on the treatment of illnesses which are of a general nature and not
predominantly concerned with chemical poisoning may be found in the ILO/IMO/WHO
International Medical Guide for Ships (IMGS).
CONTENTS:-
Table 1 - Rescue
Table 2 - Cpr (Cardio-Pulmonary Resuscitation)
Table 3 - Oxygen Administration and Controlled Ventilation
Table 4 - Chemical-Induced Disturbances Of Consciousness
Table 5 - Chemical-Induced Convulsions (Seizures, fits)
Table 6 - Toxic Mental Confusion
Table 7 - Eye Exposure To Chemicals
Table 8 - Skin Exposure To Chemicals
Table 9 - Inhalation Of Chemicals
Table 10 - Ingestion Of Chemicals
Table 11 - Shock
Table 12 - Acute Kidney Failure
Table 13 - Pain Relief
Table 14 - Chemical-Induced Bleeding
180 | P a g e
Table 15 - Chemical-Induced Jaundice

Table 16 - Hydrofluoric Acid And Hydrogen Fluoride
Table 17 - Organophosphate And Carbamate Insecticides
Table 18 - Cyanides
Table 19 - Methanol (Methyl Alcohol) And Ethylene Glycol
Table 20 - Radioactive Material
APPENDICES
Appendix 1 Rescue
Integrated Response
Emergency Response Plan
Arrival At The Scene
Establishment Of An Exclusion Or Hot Zone
Assessment, Decontamination And Initial Treatment Of Casualties
Decontamination
Considerations For Casualty Treatment
Transport Of Casualty To Medical Area Of Ship
Medical Management Of Casualty
Appendix 2 Cpr (Cardio-Pulmonary Resuscitation)

Assessment Of Breathing
Assessment Of Heart Function
Breathing, Heart Is Beating, Unconscious
Not Breathing But Heart Is Beating
Breathing And Heart Have Stopped
Appendix 3 Oxygen Administration & Controlled Ventilation

Suffocation
Oxygen Resuscitation Kits
Insertion Of Guedel Airway
Oxygen For The Casualty Who Is Not Breathing
Oxygen For The Casualty Who Has Difficulty In Breathing
Appendix 4 Chemical-Induced Disturbances Of Consciousness

The unconscious position
Unconscious casualities
Appendix 5 Chemical-Induced Convulsions (Seizures, fits)
Appendix 6 Toxic Mental Confusion
Appendix 7 Eye Exposure To Chemicals
Appendix 8 Skin Exposure To Chemicals
Appendix 9 Inhalation Of Chemicals

181 | P a g e
Suffocation (asphyxia)
Chemical irritation of the lungs: dry cough, breathlessness and wheezing
Chemical irritation and oedema of the lungs: severe breathlessness and frothy
sputum
Chemical irritation and secondary infection of the lungs: productive cough
(sticky white, yellow or green phlegm [sputum])
The chemical hazards from fire
Chemical hazards from welding
Chemical hazards from explosive chemicals
Appendix 10 Ingestion Of Chemicals

Perforation of the gut and peritonitis
Appendix 11 Shock
Fainting
Circulatory collapse and shock
Heart failure
Appendix 12 Acute Kidney Failure
Appendix 13 Fluid Replacement

Oral fluids
Intravenous fluids
Rectal fluids
Appendix 14 List Of Medicines And Equipment

List of equipment
Appendix 15 List Of Substances

UN Number sortation
Alphabetic sortation
Q) Write notes on port state control / inspections on operational

requirements w.r.t. Marpol Annex III. (April’17)
Ans:- MARPOL Annex III- Regulations for the Prevention of Pollution by Harmful
Substances Carried by Sea in Packaged Form:-
Regulation 8 - Port State control on operational requirements*
1) A ship when in a port of another Party is subject to inspection by officers duly
authorized by such Party concerning operational requirements under this Annex,
where there are clear grounds for believing that the master or crew are not familiar
with essential shipboard procedures relating to the prevention of pollution by
harmful substances.
2) In the circumstances given in paragraph (1) of this regulation, the Party shall take
such steps as will ensure that the ship shall not sail until the situation has been
brought to order in accordance with the requirements of this Annex.
182 | P a g e
3) Procedures relating to the port State control prescribed in article 5 of the present
Convention shall apply to this regulation.
4) Nothing in this regulation shall be construed to limit the rights and obligations of a
Party carrying out control over operational requirements specifically provided for in
the present Convention.
* Refer to the Procedures for port State control adopted by the Organization by
resolution A.787(19) and amended by A.882(21), and as may be further amended.
Q) Prepare a “loading plan” for loading iron ores in bulk in line with
guidelines of BLU code for a typical 5 hold bulk carrier. (Jan-17)
Ans:- For “Loading Plan” refer to the sample plan in the notes
Whilst deriving a plan for cargo operations, the officer in charge must consider
the ballasting operation to ensure:
a) Correct synchronisation with the cargo operation.
b) That the deballasting/ballasting rate is specially considered against the loading rate
and the imposed structural and operational limits.
c) That ballasting and deballasting of each pair of symmetrical port and starboard
tanks is carried out simultaneously.
Q) List out the hazards and procedures for loading coal in a bulk carrier
(Oct’16) OR
Enumerate the main hazards associated with the carriage of Coal in bulk.
Also explain the precautions to be taking during its loading & carriage as per
IMSBC code. (April-17, July-16, April-14)
Ans:- Hazards associated with coal are:-
1. Spontaneous heating
2. Emission of Methane
3. Corrosion
4. Liquefaction
Special precautions for handling bulk coal - IMSBC code guideline:-
Loading bulk coal: The IMO Code of Safe Practice for Solid Bulk Cargoes includes
detailed recommendations for the safe loading and carriage of coal cargo. It states
that coal may heat spontaneously and that some coals may be liable to self heating
which could lead to spontaneous combustion. The section ‗General requirements for all
coals‘ stresses the most important advice for the safe loading and carriage of coal:
Cargo temperature is to be monitored (not more than 40c deg), the methane
content to be monitored (not excess of 10% of the LEL). In this respect, please be
guided that your vessel is provided with the necessary instruments to calibrate.
The ship shall be kept upright during loading of this cargo. This cargo shall be so
trimmed to the boundaries of the cargo space that the angle of the surface of the
cargo with horizontal plane does not exceed 25 deg. This cargo shall be kept as dry as
practicable. This cargo shall not be handled during precipitation. During handling of
this cargo, all non working hatches of the cargo spaces into which the cargo is loaded
or to be loaded shall be closed
183 | P a g e
Vessels shipping coal should at all times carry on board instruments for
measuring methane, oxygen and carbon monoxide gas concentrations, so that the
atmosphere within the cargo space can be monitored. The instrument should be
regularly serviced and calibrated so that it can provide the crewmembers with reliable
data about the atmosphere within the cargo space. Care needs to be exercised in
interpreting methane measurements carried out in the low oxygen concentrations
often found in unventilated cargo holds.
The catalytic sensors normally used to detect methane rely on the presence of
sufficient oxygen for accurate measurement. This phenomenon does not affect the
measurement of carbon monoxide or measurement of methane by infrared sensor.
However, additional guidance should be sought from the manufacturer of the
instrument.
An instrument required for measuring methane, oxygen and carbon monoxide
concentrations should be fitted with an aspirator, flexible connection and a length of
tubing, thus enabling a representative sample to be obtained from within the square
of the hatch.
Stainless steel tubing approximately 0.5m in length and 6mm nominal internal
diameter with an integral stainless steel threaded collar is often preferred. The collar
is necessary to provide an adequate seal at the sampling point.
A suitable filter should be used to protect the instrument against the ingress of
moisture as recommended by the manufacturer. The presence of even a small amount
of moisture would compromise the accuracy of the measurement.
Avoid all unnecessary handling, even the removal of wet clothing. If handling is
necessary, then it should be as gentle as possible. Enclose the survivor in a plastic
bag or blankets or preferably both. It is important that the head, but not the face, is
well covered. Place in a warm area with a temperature not exceeding 22øC. Never
attempt to give any fluids by mouth to an unconscious casualty.
Bilge precautions: Bilge wells shall be clean, dry and covered as appropriate, to
prevent ingress of the cargo.
Weather precautions: Unless the vessel is specially constructed, the Moisture content
of the cargo shall be kept less that TML during voyage.
Stowage & segregation: This Cargo shall be separate from goods of classes 1,2,3,4,5
n IMDG
Ventilation: Following the special precautions in IMDG.
Hold cleanliness: Clean and Dry as relevant to the hazards of the cargo.
Special Precautions
● Coal emitting methane
● Self-heating coals
● Gravity-field self-unloading bulk carrier
Q) Explain the purpose and objectives of IMSBC Code. (April’16)

Ans:- Purpose and Objectives of IMSBC code:-
➢ Problems involved in the carriage of bulk cargos were recognized and an IMSBC
code under the (IMO) was drawn.
➢ Prime hazards of solid bulk cargoes are those relating to
184 | P a g e
o Structural damage due to improper cargo distribution.

o Loss of reduction of stability during a voyage and
o Chemical reactions of cargoes.
➢ Primary aim of the code is
o To facilitate the safe stowage and shipment of solid bulk cargoes.
o By providing
▪ Information on the danger associated with the shipment of certain
types of solid bulk cargoes and
▪ Instructions on the procedures to be adopted when the shipment of
solid bulk cargoes is planned.
Q) Explain main hazards with shipment of Sulphur in bulk. (April’16)

Ans:- Hazards with shipment of Sulphur in bulk:-
1) Explosion Hazards: - Sulphur is flammable substance in both solid and liquid
state. The dust is characterized by a very low ignition point of 190 oc compared
to other dust which is combustible and dust clouds are readily ignited by weak
frictional sparks. Dust containing 25% or more. Elemental sulphur may be
almost as explosive as pure sulphur.
2) Incompatible Chemicals: - Explosive mixtures may be formed if sulphur is
contaminated with chlorate nitrates or other oxidizing agents.
3) Static Electricity: - Sulphur has excellent electrical insulation properties and
under the right conditions will readily pick up static electricity which of
discharged can result in ignition.
4) Fire: - Solid and liquid sulphur will burn to produce sulphur dioxide gas, which is
extremely irritating and toxic. The effects of the fire hazard itself are slight.
5) Emission of H2S: - When sulphur is re-melted it may release small quantities of
H2S gas which is both flammable and toxic.
6) Dust Explosion:- In sulphur dust produced is flammable in nature. Apart from
rupture it can cause massive explosion if ignited.
7) Corrosion:- The sulphur forms sulphuric acid under favourable condition which is
very corrosive in nature.
Q) Briefly state the classification of solid bulk cargoes as prescribed in the

IMSBC Code. (Jan’16, Oct’15, Oct’12)
Ans:- As per IMSBC Code the Cargoes are divided into three groups:-
Group A Cargo: Which may liquefy if shipped at a moisture content exceeding their
TML.
Group B Cargo which possess a chemical hazard which could give rise to dangerous
situation on a ship
Group C cargo which neither liquefy nor poses chemical hazard. Cargoes in this group
may still be considered hazardous.
Classification of Solid Bulk Cargoes:-

Group B cargoes are classified in two ways within the code, Sec.9
185 | P a g e
i) Dangerous goods in solid form in bulk (under the IMDG Code)

ii) Materials Hazardous only in Bulk (MHB)
i) Dangerous goods in solid form in bulk are further classified as under:

Class 4.1: Flammable Solids
Class 4.2: Substances liable to spontaneous combustion.
Class 4.3: Substances which in contact with water emit flammable gases.
Class 5.1: Oxidizing Substances.
Class 6.1: Toxic Substances
Class 7: Radioactive Materials
Class 8: Corrosive Substances
Class 9: Miscellaneous Dangerous Substances & Articles
Substances / Cargoes classified as ―dangerous goods in solid form in bulk‖, will also
have a UN Number in BCSN as specified under individual schedules for the cargo
under the IMSBC Code.
ii) Materials Hazardous only in Bulk (MHB):

MHB are materials which possess chemical hazard when transported in bulk that
do not meet the criteria for inclusion in the IMDG classes above. They present
significant risk when carried in bulk and require special precaution. They are described
as follows:
➢ Combustible solids materials which are readily combustible or easily ignitable.
➢ Self heating solids: Materials that Self – Heat
➢ Solids that evolve flammable gasses when wet.
➢ Solids that evolve toxic gases when wet.
➢ Toxic solids materials that are acutely toxic to humans if inhaled or brought into
contact with skin.
➢ Corrosive solids: Materials that are corrosive to skin eyes metals respiratory
sensitive.
Q) State documents as a Mate you would sign after loading Direct reduced
Iron (DRI) (Jan’16, Oct’12)
Ans:- Documents as a Mate you would sign after loading Direct Reduced Iron (DRI):-
1) Mate‘s Receipt:- A mate‘s receipt is usually a printed form, often with handwritten
entries which acknowledges on behalf of the ship the receipt of the goods. It is
evidence that the goods specified in it have been delivered to and received by the
ship (It is signed by chief officer of the receiving ship). Usually the person to whom
the mate‘s receipt is given is the person entitled to a bill of lading in exchange for
the return of the mate‘s receipt.
2) Shipper‘s Declaration:- A Shipper‘s Declaration is required under the IMO Code of

Safe Practice for Solid Bulk Cargoes (BC Code) to be made by the shipper of a
hazardous solid bulk cargo, e.g. coal, for the guidance of the master.
186 | P a g e
The Shipper‘s Declaration also lists any special precautions required and states
where emergency procedures may be found, e.g. in the Coal section of the BC
Code, and reproduces relevant extracts.
A Master‘s Response Sheet may be issued by a shipper to the master after
loading a hazardous bulk cargo in an effort to obtain information on the behaviour
of the cargo during the voyage, where this behaviour does not correspond to that
stated on the Shipper‘s Declaration.
3) Stowage Plan: - Also known as Cargo plan or the hold distribution plan shows the
commodity, tonnage and/or measurement of cargo in each hold. The plan may be
produced by one of the ship‘s officers to provide a record of the loading as observed
and measured by ship‘s personnel, in which case it may also provide information
about the bunkers carried and the vessel‘s draught, trim and stability. Alternatively,
stowage plan may be produced by someone from the loading installation to record the
quantities loaded in each hold. A stowage plan provide by shore-based staff will
normally show the shore values for the tonnages loaded, regardless of whether or not
these are the figures used in the bill of lading.
4) Cargo Manifest: - A cargo manifest is issued by the shippers in the loading port and
is based upon the information contained in the bills of lading. It provides brief details
of the ship and the loading and discharge ports and list details of the cargo carried.
Details include the B/L numbers, contents, gross weight and freight. Copies of the
manifest, if available are retained by the master, who will give copies to the
authorities in the discharge port or ports visited en-route, if required.
Q) Briefly explain the carriage of Solid Bulk Cargo on General Cargo Ships
under its provision (Oct’15)
Ans:- Carriage of solid bulk cargoes other than grain—
(1) Every ship loading solid bulk cargoes other than grain shall comply with the
general requirements of the EC code and the particular requirement or precaution
specified in appendix A, B and C of that code.
(2) Bulk cargoes shall be loaded and trimed reasonably level, as necessary, to the
boundaries of the cargo space as to minimize the risk of shifting and to maintain
adequate stability throughout the voyage.
(3) When bulk cargoes are carried in "Tween-docks" the hatchways of such "Tween-
docks" shall be closed in those cases where the loading information indicates an
unacceptable level of stress on the bottom structure if the hatchways are left open.
The cargo shall be trimmed reasonably level and shall either extend from side to side
or be secured by additional longitudinal divisions of sufficient strength. The safe load-
carrying capacity of the "twin-docks" shall be observe to ensure that the dock-
structure is not overloaded.
(4) Concentrates or other cargoes which may liquefy shall only be accepted for loading
when the actual moisture content of the cargo is less than its transportable moisture
limit;
187 | P a g e
Provided that such concentrates and other cargoes may be accepted for loading
even when their moisture content exceeds the above limit, where the safety
arrangements including adequate stability in case of an assumed shift of cargo and
adequate structural integrity are to the satisfaction of the Nautical Advisor.
(5) Prior to loading a bulk cargo which is not a cargo classified in accordance with the
provisions if sub-rule (1) of rule 10 but which has chemical properties that may create
a potential hazard, special precautions fro its safe carriage shall be taken.
(6) Every ship carrying cargoes specified in Appendices A, B, and C of B.C. Code shall
be issued with a certificate of compliances as specified in the Second Schedule. Such
certificate shall be issued only after such ship complies with the requirements of these
rules and the Code of safe Practice for Solid Bulk Cargoes (B.C. code).
(7) Such certificate of compliance referred to in Sub-rule.
(8) Shall be in force for a period to 5 years from date of issue or such short period as
specified in the certificate.
Q) Describe the test procedures for determining angle of repose and Flow
Moisture Point (FMP) on board? (Oct’15)
Ans:- Test Procedure for “Angle of Repose” on Board:- In the absence of a tilting
box apparatus, an alternative procedure for determining the approximate angle of
repose is given in subsection 2.2 of appendix 2 of IMSBC Code
Definition: - According to this method the angle of repose is the angle between the
cone slope and the horizontal measured at half height.
Principle of test: - To determine the angle of repose, a quantity of the material to be

tested is poured very carefully out of a flask onto a sheet of rough-textured paper, in
such a way that a symmetrical cone is formed.
Equipment: - The necessary equipment to carry out this test is as follows:

- a horizontal table free from vibrations;
- a sheet of rough-textured paper onto which the material should be poured;
- a protractor; and
- a 3-litre conical flask.
Procedure: - Put the sheet of paper on the table. Split 10l of the material to be tested
into three sub-samples
and test each in the following way:
Pour two thirds of the sub-sample (i.e., 2 l) onto the sheet, producing a starting
cone. The remainder of this sub-sample is then poured very carefully from a height of
a few millimetres on top of the cone. Care should be taken that the cone will be built
up symmetrically. This may be achieved by revolving the flask slowly close around the
top of the cone when pouring.
When measuring, care should be taken that the protractor does not touch the
cone; otherwise this may result in sliding of the material and spoil the test.
The angle has to be measured at four places around the cone, about 90 degrees
apart.
188 | P a g e
This test should be repeated on the other two sub-samples.
Calculations:- The angle of repose is taken as the mean of the 12 measurements and
is reported to half a degree.
This figure can be converted to the tilting box value as follows:
at = as + 3o
Where, at = angle of repose according to the tilting box text
as = angle of repose according to the survey test
Test Procedure for “Flow Moisture Point” (FMP) on Board:-

Definition:- The Flow Moisture Point (FMP), or flow point, is a moisture content
(reported in gross water content by weight) determined in two of the three TML test
methods stated in Appendix 2 of the International Maritime Solid Bulk Cargoes Code
(IMSBC Code).
The Flow Table Test and Penetration Test use the FMP to calculate the
Transportable Moisture Limit (TML) of a Group A or liquefiable solid bulk cargo. Once
past the FMP a sample is said to have reached its flow state.
Flow Table Test (FTT):- During the Flow Table Test procedure described in Appendix 2
of the International Maritime Solid Bulk Cargoes Code (IMSBC Code), the FMP is
calculated as the average gross water content by weight of the two samples on the
flow table, one which shows plastic deformation (above FMP) and one which does not
show plastic deformation (below FMP). These two samples must have a maximum
difference of 0.5% gross water content by weight to be valid.
Equation:- The following equation is derived from the equations given in Appendix 2 of
the International Maritime Solid Bulk Cargoes Code (IMSBC Code) which are used to
calculate the FMP during the Flow Table Test:
Where:
m1 = mass of wet sample just above the Flow Moisture Point (FMP),
m2 = mass of dry sample just above the Flow Moisture Point (FMP),
m3 = mass of wet sample just below the Flow Moisture Point (FMP) and
m4 = mass of dry sample just below the Flow Moisture Point (FMP).
Penetration Test (PT):- During the Penetration Test procedure described in Appendix 2
of the International Maritime Solid Bulk Cargoes Code (IMSBC Code), the FMP is
calculated as the average gross water content by weight of the two samples in the
Penetration Test mould, one which shows penetration by the relevant penetration bit
greater than 50 mm (above FMP) and one which does not show penetration by the
relevant penetration bit greater than 50 mm (below FMP). These two samples must
have a maximum difference of 0.5% gross water content by weight to be valid.
189 | P a g e
Equation:-
The same equation that is used to determine the FMP during the Flow Table Test is
used during the Penetration Test.
Q) Precautions to be taken while making stowage plan for loading Direct

Reduced iron (DRI) (July’15)
Ans:- STOWAGE & SEGREGATION: ―Separated from‖ goods of classes 1 (Division
1.4S), 2, 3, 4 and 5 and class 8 acids in packaged form (see IMDG Code). ―Separated
from‖ solid bulk materials of classes 4 and 5. Goods of class 1, other than Division
1.4S, should not be carried in the same ship. Boundaries of compartments where this
cargo is carried shall be resistant to fire and liquid.
Q) What are the precautions required to be taken by ship staff during loading
and handling of ballast as per BLU code. (July-17, July-15, Jan-14, July-13, Dec-
12)
Ans:- Procedures between Ship & Terminal prior to Cargo Handling:-
1) The Master is responsible at all times for Safe Loading & unloading of the ship, the
details of which should be communicated to the terminal representative in the form
of Loading/ Unloading Plan.
2) Ensure the Ship Shore Safety Checklist in Appendix 3 is completed in consultation
with the terminal before Loading or Unloading is commenced.
3) Ensure that the disposition of cargo and ballast water is monitored throughout the
loading or unloading process to ensure that the ship‘s structure is not overstressed.
4) Ensure that the terminal representative is made aware of the requirements for
harmonization between deballasting & cargo loading rates for the ship concerned.
5) The quantities of cargo required to achieve departure draft & trim should allow for
all cargo on the terminals conveyor system to be run off and empty on completion
of loading.
6) Communication arrangements between ship & terminal should be capable of
responding to request of information on the loading process and of prompt
compliance in the event of emergency stop.
Cargo loading & Handling of Ballast:-

1) The Cargo Loading plan must be agreed between the master & the terminal
representative should confirm the method of cargo operation so as to ensure no
excessive stresses on the hull, tank top & associated structures.
2) The terminal representative should alert the Master, when the cargo is heavy or
when the individual grab loads are large, that there may be high localised impact
loads on the ship‘s structure until the tank top is completely covered by cargo,
especially when free – fall drops are permitted. As such impact have the potential
of causing structural damage, special care should be taken at the start of loading
operation in each cargo hold.
190 | P a g e
3) Any requirements for cargo trimming should be in accordance with the procedures
prescribed in the IMSBC Code.
4) In order to effectively monitor the progress of the cargo loading operation, it is
essential for both Master & terminal representative to have readily accessible
information on total quantity loaded as well as quantities per load.
5) On completion of loading, the master and terminal representative should agree in
writing that the ship has been loaded in accordance with loading plan, including any
agreed variations.
6) The Master should advise the terminal representative of any deviation from the
deballasting plan or any other matter which may affect cargo loading.
7) The ship should be kept upright at all times or if a list is required for operational
reasons, it should be kept as small as possible.
Q) Explain what procedure you will follow for loading Urea in bulk. (April’15)
Ans:- Procedure for loading Urea in bulk:-
➢ Trim in accordance with the relevant provisions required under sections 4 and 5 of
the code.
➢ Non-cohesive bulk cargoes are those listed in paragraph 1 in appendix 3 and any
other cargo not listed in the appendix, exhibiting the properties of a non-cohesive
material.
➢ For trimming purposes, solid bulk cargoes can be categorized as cohesive or non-
cohesive. The angle of repose is a characteristic of non-cohesive bulk cargoes
which is indicative of cargo stability and has been included in the individual
schedules for non-cohesive cargoes. The angle of repose of the cargoes shall
establish which provisions of this section apply. Methods for determining the angle
of repose are given in section 6.
➢ Non-cohesive bulk cargoes having an angle of repose less than or equal to 30º:-
These cargoes, which flow freely like grain, shall be carried according to the
provisions applicable to the stowage of grain cargoes. The bulk density of the cargo
shall be taken into account when determining:
o the scantlings and securing arrangements of divisions and bin bulkheads; and
o the stability effect of free cargo surfaces.
➢ Non-cohesive bulk cargoes having an angle of repose greater than 30° to 35°
inclusive:- These cargoes shall be trimmed according to the following criteria:
o the unevenness of the cargo surface measured as the vertical distance (Δh)
between the highest and lowest levels of the cargo surface shall not exceed
B/10, where B is the beam of the ship in metres, with a maximum allowable
Δh = 1.5 m; or
o loading is carried out using trimming equipment approved by the competent
authority.
➢ Non-cohesive bulk cargoes having an angle of repose greater than 35°:-These
cargoes shall be trimmed according to the following criteria:
o the unevenness of the cargo surface measured as the vertical distance (Δh)
between the highest and lowest levels of the cargo surface shall not exceed
191 | P a g e
B/10, where B is the beam of the ship in metres, with a maximum allowable
Δh = 2 m; or
o loading is carried out using trimming equipment approved by the competent
authority.
Q) Explain what documents are required prior loading bulk cargoes (April’15)
Ans:- Below is the list with short description of all the possible certificates and
documents which are related to cargo expected to be carried in a bulk carrier:-
1. Hold inspection certificate: The hold or hatch inspection certificate, or preloading

survey certificate, is issued by a surveyor after inspecting the holds to ensure that
they are suitable for the intended cargo.
2. Mate‘s receipt: A mate‘s receipt is usually a printed form, often with handwritten
evidence that the goods specified in it have been delivered to and received by the ship
(It is signed by chief officer of the receiving ship). Usually the person to whom the
mate‘s receipt is given is the person entitled to a bill of lading in exchange for the
return of the mate‘s receipt.
3. Authorization to sign bills of lading: Under the terms of many time and voyage
charterparties the owners transfer the authority to sign bills of lading to the charterers
or their agent, thereby cancelling the authority normally held by the Master. In any
case in which the agent will be signing bills of lading on behalf of the Master, the
master should ensure that the agent receives appropriate instructions in the form of
authorization. The wording of any such authorization is often dictated by owners or
charterers voyage instructions.
4. Bills of lading: A bill of lading may perform three functions.

(A) It is usually very good evidence of the terms of the contract for the receipt,
carriage and delivery of the cargo.
(B) It is often a negotiable document of title to goods carried, providing
evidence of ownership of the cargo, and
(C) it acts as a receipt of cargo loaded aboard the vessel.
5. Phytosanitary certificate: This certificate may be required during the carriage of

plant or plant products like, grain, seeds and fruits. Phytosanitary certificates are
issued by inspectors in the exporting country to certify the requirement of the plant
health regulations of the importing country has been met.
6. Certificate of compliance with exemptions to trade sanctions: When trade sanctions

have been imposed on a country, it may still be allowed to import certain commodities
such as food and medicines. Ships carrying such exempted cargoes are required to
produce a certificate of compliance to the authorities enforcing the sanctions to
192 | P a g e
demonstrate that cargo qualifies for the exemption. These are issued by the exporting
governments .A UN approval certificate is also required with this certificate.
7. UN approval certificate: It is a letter from a UN official to the government of a

country which proposes to export exempted goods to a country which the subject of
UN sanctions. The letter states that the prohibitions in respect of these shipments no
longer apply and that the captains of the ships engaged in the trades should be
provided with copies of the letter. This letter is provided so that it can be produced to
the naval ships operating the blockades against country against whom sanctions are in
force.
8. Certificate of origin: It may be required for a cargo, when the authorities in the
destination port are applying against another country and require to be satisfied that
the cargo does not originate there, or where the origin of cargo must be documented
as per the sale contract. This certificate is often issued by a government department,
stating the country of origin of the cargo. In some cases authorities will accept ship‘s
cargo manifest as evidence of the origin of the cargo.
9. Declaration by shipper: It is made in compliance with the requirement of SOLAS

that before loading the shipper should provide to the Master details of any bulk cargo,
so that Master can make decisions such as trim of cargo and safety precautions to be
observed with respect to the loading and carriage of the cargo.
10. Certificate of transportable moisture limits: The transportable moisture limit of

the cargo which may liquefy is the maximum safe moisture content of the cargo when
carried in a bulk carrier. Practically, this figure is normally included in the declaration
by shipper.
11. Certificate of moisture content: The moisture content of a sample of cargo is the
quantity of water, ice or other liquid which the sample contains, expressed as a
percentage of total wet mass of that sample. In practice this figure is included in the
shipper‘s declaration. If the moisture content is higher than the transportable limit,
the cargo may liquefy and cause the ship to become unstable.
12. Master‘s response sheet: This document is issued by some coal shippers to
encourage Masters to comply with the General Requirement 15 of the coal section of
IMSBC code. This states:‘ If the behavior of the cargo during voyage differs from that
specified in the declaration by shipper, the Master should report such differences to
the shipper. Such report will enable the shipper to maintain records on the behavior of
the coal cargoes, so that the information provided to the Master can be reviewed in
the light of transport experience.‘ The Masters are encouraged to complete and return
these to report any unexpected experiences with coal cargoes.
13. Certificate of lashing: The Master may be required to sign a certificate of lashing
to state that the securing of a timber deck cargo or a cargo steel coils or other cargo
which requires lashing has been to his satisfaction. After signing the certificate the
193 | P a g e
Master retains one copy and other copies are given back to the foreman responsible
for the lashing.
14. Certificate of readiness to load: This certificate is issued by the marine authorities
in respect of cargoes of grain and concentrates and timber deck cargo, each of which
has special loading requirements. The certificate is issued after satisfactory
inspections of cargo spaces and pr-loading calculations and contains reminders of
restrictions that must be imposed upon loading.
15. Certificate of fitness to proceed to sea: This follows the certificate of readiness to
load, being issued by the marine authorities after satisfactory completion of loading of
a cargo of grain or concentrates, or a timber deck cargo. As obvious this certificate
records the manner in which the cargo has been stowed and provides reminders of
precaution which must be taken during the voyage. It also contains details of the
vessel‘s draught, trim, weights carried and stability on sailing.
16. Certificate of Loading: A certificate of loading (bulk grain only)is issued in the USA
by the National Cargo bureau to certify that a cargo of bulk grain has been loaded as
per USCG regulations. The document is similar to the Canadian certificate of fitness to
proceed to sea.
17. Certificate of fumigation: It is issued by the relevant agricultural or other

responsible authority and provides the details of the cargo(vegetation and its products
cargoes , obviously). A certificate of fumigation is required for two reasons.(A) It will
satisfy local the local department of agriculture that the cargo is free of infestation,
and (B) It provides the information which enables an authorized chemist to carry out a
gas free test.
18. Certificate of weight and quantity: A certificate of weight and quality is issued by
suitably qualified surveyors and samplers and testifies to the quantity of the cargo
loaded and to its physical description and analytical specification. In grain trades this
is the document on which the mate‘s receipt and bill of lading are based.
19. Stowage plan: Also known as Cargo plan or the hold distribution plan shows the
20. Cargo manifest: A cargo manifest is issued by the shippers in the loading port and
194 | P a g e
21. Dangerous cargo manifest: It is issued by the shippers in compliance with the
regulations which apply at the loading port. The document states the quantity of
hazardous material carried and certifies that it has been properly named, prepared
and otherwise in proper condition for bulk shipment. The name and description of the
hazardous material as given in the Dangerous cargo manifest should be used to
confirm the stowage requirements for the cargo, as stated in the IMSBC code and/or
IMDG code. The document will be presented to the Master for his signature, and
before signing he should satisfy himself, that the stated quantities and positions are
correct and that the cargo has been stowed in accordance with the requirements of
the codes.
22. Material safety data sheets: MSDS provide detailed information about hazardous
cargoes and stores carried on board. It is a must and is issued by the USA. The data
includes the useful information about the health hazards and the other dangers
associated with the commodity, protective equipment to use, additional precautions,
and emergency and the first aid.
23. Health sealing certificate: Cargo hatches may be sealed to prevent theft of cargo
or because the holds have been fumigated and are unsafe to enter. When hatches
have been sealed by a shore based organization a certificate recording the fact is
usually issued, listing the compartments which have been sealed and the type and
serial number of the seal used.
24. Statement of Facts: A statement of facts (SOF), sometimes known as a port log, is
prepared by the ship‘s agents in each loading and each discharging port. It is intended
to provide a full record of the times of those events which may be required for the
preparation of laytime statement and which may affect claims for dispatch and
demurrage or for offhire.
Q) Describe lashing / strapping for securing grain surface in partly filled

compartment as per Grain Code. (Jan’15)
Ans:-
195 | P a g e
When, in order to eliminate heeling moments in partly filled compartments, strapping

or lashing is utilized, the securing shall be accomplished as follows:
196 | P a g e
1) The grain shall be trimmed and levelled to the extent that it is very slightly
crowned and covered with burlap separation cloths, tarpaulins or the equivalent.
2) The separation cloths and/or tarpaulins shall overlap by at least 1.8 m.
3) Two solid floors of rough 25 mm x 150 mm to 300 mm lumber shall be laid with
the top floor running longitudinally and nailed to an athwartships bottom floor.
Alternatively, one solid floor of 50 mm lumber, running longitudinally and nailed
over the top of a 50 mm bottom bearer not less than 150 mm wide, may be used.
The bottom bearers shall extend the full breadth of the compartment and shall be
spaced not more than 2.4 m apart. Arrangements utilizing other materials and
deemed by the Administration to be equivalent to the foregoing may be accepted.
4) Steel wire rope (19 mm diameter or equivalent), double steel strapping (50 mm x
1.3 mm and having a breaking load of at least 49 kN), or chain of equivalent
strength, each of which shall be set tightly by means of a 32 mm turnbuckle, may
be used for lashings. A winch tightener, used in conjunction with a locking arm,
may be substituted for the 32 mm turnbuckle when steel strapping is used,
provided suitable wrenches are available for setting up as necessary. When steel
strapping is used, not less than three crimp seals shall be used for securing the
ends. When wire is used, not less than four clips shall be used for forming eyes in
the lashings.
5) Prior to the completion of loading the lashing shall be positively attached to the
framing at a point approximately 450 mm below the anticipated final grain surface
by means of either a 25 mm shackle or beam clamp of equivalent strength.
6) The lashings shall be spaced not more than 2.4 m apart and each shall be
supported by a bearer nailed over the top of the fore and aft floor. This bearer shall
consist of lumber of not less than 25 mm x 150 mm or its equivalent and shall
extend the full breadth of the compartment.
7) During the voyage the strapping shall be regularly inspected and set up where
necessary.
Q) With respect to Grain explain the following: Grain loading stability booklet
(Oct’14, July’14, April’14, April’13, April’13)
Ans:- Grain loading stability booklet:-
➢ Grain stability booklet help us determine the volumetric heeling moment due to
grain shift, which we compare against the allowable heeling moment and we can
find the heel angle and the the residual dynamical stability which should be less
than 12O and 0.075m*rad.
➢ But the actual intact stability of the ship is calculated with the stability booklet.
197 | P a g e
➢ Basically it is provided to calculate the heeling moment due to grain, which is a

major hazard.
➢ Contents:-
1) Instruction to the master
2) Main particulars
3) Definitions and conversion table
4) Notes regarding grain stability calculation
i. Stability in general
ii. Definition on grain
iii. Grain heeling moments
iv. Max. Allowable heeling moments
5) Working example
i. How to check the stability of the vessel
6) Tank and capacity information
7) Loading conditions
8) Grain shifting moments for cargo holds
9) Max. Allowable grain heeling moment
10) Extra calculation sheets
Q) Describe the preparation of cargo hold for carriage of Refrigerated

cargoes. (July’14)
Ans:- Preparation of cargo hold:
1) The compartment must be clean, dry and free of any odour or taint.
2) Hold must be deodorised with mild agents (Lime, Ozone).
3) Bilges to be cleaned, dry, deodorised and suctions checked.
4) The insulation and permanent dunnage to be checked and repaired as necessary.
5) Scuppers to be cleaned.
6) Brine traps to be checked, tested and refilled.
7) Thermometers to be in position.
8) Ventilator plugs in position and tightly wedged.
9) Brine pipes to be tested to ensure they are not chocked and that no leaks occur at
the joints.
PreCooling of the compartment:

1) The compartment should be cooled down prior to loading to a temperature slightly
lower than the transit temperature.
2) Dunnage laid in the compartment should also be cooled down otherwise it will stain
the cargo.
Q) Explain the features of Common Structural Rules (CSR) for bulk carriers.
(April’14)
Ans:- Common Structural Rules for Bulk Carriers (CSR):-
➢ It is a comprehensive and consistent rule set which will set the standard for oil
tankers and bulk carriers.
198 | P a g e
➢ The new rules set consists of two main parts:-

o General Hull requirements applicable to tanks & bulk carriers such as wave
loads hull girder strength buckling & fatigue requirements.
o Ship-type specific requirements only applicable to bulk carriers or oil tankers.
➢ These rules comply with SOLAS II-I Reg. 3.10 ―Global Based Ship Construction
Standards for bulk carriers & oil tankers" (CBS).
Application Applies to:-

➢ Tankers for oil & oil product with length 150m or above.
➢ Bulk carriers with length of 90m or above.
➢ Excluded by the CSR are – Ore Carriers open hatch bulk carriers w/o hopper and
TST, OBO‘s, self unloaders and some other specialized bulk carriers.
Key Features of the CSR BC, effective as on 1st July 2015:-

➢ Extended verification scope including FE analysis of all cargo holds.
➢ More transparent & consistent requirements including technical background.
➢ Improved load model/ formulations based on direct wave load analysis.
➢ Enhanced fatigue standard including detail design standard.
➢ Hull girder buckling also including lateral pressure and combination with shear
stress.
➢ Hull girder ultimate limit state assessment, including damage condition.
➢ Compliance with IMO Global Based Maintenance & Standards (GBS).
➢ Increased design grab weight for Paramax & Capasize V/L‘s (Applicable only for
Bulk Carriers).
Consequence of CSR for BC & OT:-

➢ The side shell plating both in mid ship area and in way of E/R & A.P.T. may need
reinforcement or increase in thickness.
➢ The grab notation requirements have been modified. The minimum mass of
unladen grab has been increased to 35tons for Capesize vessels and 30ton for
Panamax B.C. Larger grab weight will give thicker inner bottom plating with length
equal to or greater than 200m.
➢ Finite element yielding assessment has limited impact, but FE backling assessment
leads to scantling impact for some members such as:
o Hopper Structure
o Inner Hull upper part
o Longitudinal Bulkhead upper part.
o Horizontal stringers in the double hull.
o Double bottom floors
➢ The increase scope for FE analysis has a significant scantling impact in the way of
foremost & aftermost C/H and also primary members connected to collision
bulkhead, F.P.T & structures attached to engine room bulkhead inside E/R.
➢ It is further seen that hatch cover design and / or scantlings in way of outside
midship region may need to be improved. The larger opening of the hatch for
Handymax size vessel will lead to higher torsional stresses on hull girder. So
199 | P a g e
special attention is paid through CSR to the stressed & fatigue developing in the
hull girder structure of the vessel.
Q) List all the precautions given in the IMSBC code pertaining to shifting of
bulk cargoes. (July’12)
Ans:- A ship‘s motion may cause a cargo to shift sufficiently to cap size the vessel.
Cargo shift can be divided into two types namely sliding failure or liquefaction
consequences.
Precautions to prevent sliding failure:-

1) A) Non-Cohesive Cargo with an Angle of Repose less than or equal to 30O. Have
properties of that of a grain cargo & therefore should be carried according to the
provisions of grain code, determining stability effect of free cargo surface.
B) Non- Cohesive Cargo having Angle of Repose from 30O to 35O inclusive should
be trimmed as per following contents. Unevenness of surface measure between
highest & lowest leads should not exceed B/10 or Δ H = 15m.
C) Cargo should be loaded with care & ensured that it is trimmed to an angle
significantly less that AOR.
2) Cargoes with low AOR are more likely susceptible to dry surface movement. To
overcome this problem the code states that such cargo should be trimmed as
reasonable level and spaces in which they are loaded should be filled as fully as is
practicable with overstowing adjoining structure.
3) Special securing arrangements should be made for stowing dry cargoes that flow
freely by means of securing arrangements such as shifting boards or bins, etc.
Liquefaction of Cargo:-
1) A cargo shift caused by liquefaction may occur when the moisture content of the
cargo exceeds the TML.
2) Some cargoes are susceptible to moisture migration and may develop a dangerous
wet base even if the average moisture content is less than the TML. Although the
cargo surface may appear dry undetected liquefaction may take place resulting in
cargo shift.
Precautions for preventing Cargo shift due to Liquefaction:-

1) Concentrates or other cargoes which may liquefy shall only be accepted for loading
when the actual Moisture Content of cargo is less than TML not with standing the
provision, such cargo may be accepted for shipment if approved on specially
constructed or fitted cargo ship.
2) Cargoes which contain liquid, other than packaged canned goods, shall not be
stowed in the same cargo space above adjacent to these cargo spaces.
200 | P a g e
3) Adequate measures shall be taken to prevent liquid entering the cargo spaces in
which these solid bulk cargoes are stowed during the voyage.
4) Masters shall be cautioned about possible danger of using water to coal these
cargoes while at sea.
➢ The design and positioning of special arrangements if fitted to restrain cargo shift
shall be such as to adequately restrain immense forces generated by flow
movement of high density cargo but also reduce the level of potentially unsafe
heeling moments developing cargo shift.
Q) Explain the hazards associated with carriage of Iron Ore Fines. (July’12)
Ans:- Hazards associated with carriage of Iron Ore Fines:-
➢ No special Hazards.
➢ This cargo is non-combustible or has a low fire-risk.
➢ Iron ore cargoes may affect magnetic compasses.
Q) Enumerate the main hazards associated with carriage of Concentrates in

bulk as per IMSBC code. (Dec’13)
Ans:- Main Hazards Associated with Carriage of Concentrates:-
Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes are
abruptly transformed from a solid dry state to an almost fluid state. Many common
bulk cargoes such as iron ore fines, nickel ore and various mineral concentrates are
examples of materials that may liquefy. Liquefaction occurs as a result of compaction
of the cargo which results from engine vibrations, ship‘s motion and rolling and wave
impact that further causes cargo agitation.
Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such as

wood, paper pulp and agricultural products may result in rapid and severe oxygen
depletion and formation of carbon dioxide. Thus apparently harmless cargoes may
create potentially life threatening conditions. The cargo holds and communicating
spaces in bulk carriers are examples of confined spaces where such toxic atmospheres
may develop. Several fatal accidents can occur when people enter unventilated
spaces. The IMSBC code lists the following cargoes as potentially oxygen depleting:
coal, direct reduced iron, sponge iron, sulphide concentrates, ammonium nitrate
based fertilisers, linted cotton seed. Various gaseous products are formed including
carbon monoxide, carbon dioxide, hydrogen sulphide and hydro carbons.
Q) What precautions are recommended when loading concentrates as per

“IMSBC” Code? (April’13, Jan’13)
Ans:- Precautions when loading concentrates as per ―IMSBC‖ Code:-
General Precautions:-
➢ Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the
cargo.
201 | P a g e
➢ Bilge system of a cargo space to which this cargo is to be loaded shall be tested to
ensure it is working.
Loading Precautions:-
➢ This cargo shall be trimmed to ensure the height difference between peaks and
troughs does not exceed 5 % of the ship‘s breadth and that the cargo slopes
uniformly from the hatch boundaries to the bulkheads and no shearing faces
remain to collapse during voyage in particular on smaller ships, i.e., 100 m long or
less.
➢ As the density of the cargo is extremely high, the tanktop may be overstressed
unless the cargo is evenly spread across the tanktop to equalize the weight
distribution.
➢ Due consideration shall be paid to ensure that the tanktop is not overstressed
during the voyage and during loading by a pile of the cargo.
Weather Precautions:-
When a cargo is carried in a ship other than specially constructed or fitted cargo ship
complying with the requirements in subsection 7.3.2 of this code, the following
provisions shall be complied with:
➢ The moisture content of the cargo shall be kept less than its TML during voyage.
➢ Unless expressly provided otherwise in this individual schedule, the cargo shall not
be handled during precipitation.
➢ Unless expressly provided otherwise in this individual schedule, during handling of
the cargo, all non-working hatches of the cargo spaces into which the cargo is
loaded or to be loaded shall be closed.
Q) Explain the procedure for calculating maximum allowable weight that can
be loaded in a bulk carrier for single and adjacent holds. (Jan’13)
Ans:- When bulk carriers are designed a maximum tonnage is assumed for each hold
and the ship is then built with sufficient strength to carry the intended voyage. A
ship‘s loading plan should never propose the loading of a tonnage which exceeds the
maximum permitted tonnage.
The distribution of cargo along the ship‘s length has a direct influence on both
the global bending & shearing of the hull girder and on the stresses in the localised
hull structure.
The more commonly adopted cargo distribution are:-

A) Homogenous Hold Loading Condition:-
202 | P a g e
➢ Cargo is distributed homogenously in all holds.

➢ Loading of this type is adapted for all types of cargoes, but in particular for carriage
of low density cargo.
➢ Heavy density cargo such as iron ore may also be carried in same fashion.
B) Alternate Hold Loading:-
➢ Cargo is distributed in Alternate Holds used for loading high density cargo and is
commonly employed in large Bulk Carriers.
➢ Such type of cargo distribution helps to keep Gm of vessel small and reduce
adverse rolling period of stiff ships.
➢ Weight carried in each hold is approximately twice of that maximum permissible
load in a single hold in a homogenous load distribution.
➢ The structure of the ship is specially designed and reinforced to withstand stresses.
➢ Holds which remain empty are not reinforced.
➢ Ships which are not approved for alternate holding must never do this.
C) Block Hold Loading:-
➢ In Block loading the weight of cargo to be carried should cater to ship‘s sailing
draught and capability of the structure.
➢ The quantity of cargo which can be carried in blocks is much less than the sum of
full cargo capacity of individual hold at the max. draught condition.
➢ Part loaded or Block loading conditions should only be adopted in either of the
following Conditions:-
o Such loading distribution is described in ship‘s loading manual specifying the
holds designated for block loading.
o The ship‘s structure in the way of cargo holds is transverse cross decks,
double bottom structures & transverse w/t b/w in the way of cargo hold are
adequately reinforced.
o The ship is provided with approved loading criteria that define the maximum
cargo weight limits as function of mean draught for each hold & block of
holds and ensure that sea-going SWSF and SWBF are within the permissible
limits.
203 | P a g e
Calculations of Maximum Permissible Loads:-

1) Whilst the classification societies normally allow a margin for error when stating the
maximum permissible load for a hold the margin is usually very small and should
never been relied upon.
2) Planned hold loadings should never exceed the hold loading criteria given in the
approved loading manual.
3) The max. permissible tonnage for each hold is calculated on the assumption that
the cargo will be trimmed reasonably level to the boundaries of the spaces and the
double bottom cross deck structures are designed based upon trimmed cargo
distributed symmetrically in hold space.
4) The maximum tonnage which can be placed in a hold with safety may be
considerably reduced when the ship is being block loaded, where the total max
permissible load in the two adjacent holds should not exceed 1.25x maximum
corresponding alternate hold load with D.B. Tanks empty.
5) The loading criteria is specified in the loading manual defines the max permissible
cargo on each hold & block hold loading to be a function of non-permissible draft at
mid-length of the hold for each condition of loading.
6) According to IMSBC code any cargo with a SF of 0.56 m3/t or less is defined as high
density cargo & specifies structural strength arrangements for C/H, designed to
carry such cargoes.
7) i) Maximum cargo loaded (in tonnes) in a hold = 0.9 × L × B × D

Where L = Length (in metres) of cargo hold
B = Breadth (in metres) of cargo hold
D = Summer load draught (in metres).
ii) If the cargo is untrimmed or partially trimmed, then:

Maximum height of cargo pile = 1.1 × D × Stowage Factor
(Where Stowage Factor is given in m /t)
3
iii) If the cargo is trimmed level, then 20% more cargo may be loaded (as
calculated in [i] above) in the lower hold.
The cargo officer should calculate the maximum permissible tonnage for each cargo
hold. This is found in the ship's stability book, but can be calculated by the
formula:
Max. Permissible Tonnage = Total Area of Tanktop (m ) × Allowed Load
2
(i.e., Tanktop Strength in Tonnes per m ).2
(Note: the above formula may only be used for homogeneous bulk cargoes and not
cargoes such as steel coils.)
204 | P a g e
8) The IACS estimates that an extra 10% of stresses on the vessels structure increase
the SWSF & SWBM by 40% and 20% respectively. These small variations in loads can
be easily caused by improper cargo handling & distribution during loading period.
Q) With Reference to SOLAS explain in detail the safe practices and

procedures for loading and unloading of bulk carriers. (April’17) OR
Describe loading / unloading plan as per Code of Practice for Safe Loading
and Unloading of Bulk Carrier. (Jan’17)
Ans:-
205 | P a g e
206 | P a g e
➢ The BLU Code has been developed by IMO to minimize losses of bulk carriers.
➢ The purpose of the Code is to assist persons responsible for the Safe Loading or
Unloading of bulk carriers to carry out their functions and to promote the safety of
bulk carriers.
➢ The Code primarily covers the safety of ships loading and unloading solid bulk
cargoes, excluding grain, and reflects current issues, best practices and legislative
requirements.
207 | P a g e
➢ Broader safety and pollution issues such as those covered by the SOLAS, MARPOL
and Load Line Conventions are not specifically included in the Code.
➢ The recommendations in this Code provide guidance to shipowners, masters,
shippers, Operators of bulk carriers, charterers and terminal operators for the safe
handling, loading, and unloading of solid bulk cargoes.
➢ The loading or unloading plan should be prepared in a form such as that shown in
appendix 2 of the BLU Code.
➢ Worked examples of this form are also shown in appendix 2. A different form may
be used provided it contains the essential information to meet the requirements of
this Code.
➢ The minimum information for this purpose is that enclosed in the heavy line box on
the sample form.
➢ The loading or unloading plan should only be changed when a revised plan has
been prepared, accepted and signed by both parties. Loading plans should be kept
by the ship and terminal for a period of six months.
➢ A copy of the agreed loading or unloading plan and any subsequent amendments to
it should be lodged with the appropriate authority of the port State.
Q) Describe how the stowage location for a container is defined on a cellular

container vessel and what all information is provided in a bay plan. (July’15,
April’13, Oct’12) OR
With help of a sketch explain the information provided in a Bay plan of a
cellular container vessel. (Jan’17, April’16, Jan’15, Jan’14)
Ans:-
208 | P a g e
Information provided in Bay Plan of a Container System:-
➢ Each slot for a container is given a number which indicates its position on ship. The
number consists of six digits the front ―two digits‖ indicate the bay, the second
―two digits‖ indicate the row and last ―two Digits‖ indicate the tier.
➢ Bays – Numbered from fwd to aft. In 20 feet lengths commencing from fwd as 01,
03, 05, 07 and so on. A 40 feet container which occupies two bays is allotted an
even number which is between the two 20 feet bays, it occupies. Thus, if a 40 feet
container is stowed within bays 21 & 23 its bay number will be 22.
➢ Rows – Indicate the athwartship position of the container. If a slot is located on the
C/L of the ship it is given a row 00. The starboard rows are numbered 01, 03, 05,
07 and so on commencing from the centre towards the shipside ad the port side
slots are numbered 02, 04, 06, 08 etc. All the bays may not have a centre slot in
which case there will not be a 00 row for that bay.
➢ Tiers – Indicate the height of the container. They are numbered 02, 04, 06, 08 etc.
commencing from bottom. The tiers on deck are numbered 82, 84, 86, etc. starting
from first tier on deck upwards.
209 | P a g e
A Bay Plan of the vessel will have diagrams of all bays showing the rows & Tiers inn
each bay. The slots will not be numbered as each slot can be easily identified as per
the numbering system described above, instead the container number is inserted. So
that precise location of each container onboard can be identified and conversely the
identity of each container in any slot can be known.
Q) As per IMO Grain code describe briefly with sketches various methods of
reducing grain heeling moments on a ship loaded with grain. (Oct’16, July’16,
April’16, Oct’16, Oct’15, July’15, April’15, Jan’14, July’12, Dec’13, Oct’13, April’13,
Jan’13, Dec’12, Oct’12)
Ans:- Grain securing methods:- Following are the recommended methods for securing
grain as per International Grain Code to reduce Grain Heeling Moments on ship.
1) Shifting boards (Filled/partly filled)
2) Saucers (Filled)
3) Bundling of bulk grain (Filled)
4) Overstowing arrangements (Filled/partly filled)
5) Strapping or lashing (Filled/partly filled)
6) Feeders (Filled)
7) Securing with wire mesh (Filled/partly filled)
➢ Shifting boards (Filled/partly filled)
➢ Longitudinal divisions (called shifting board), which must be grain tight may be
fitted in both "filled" and "partly filled compartments".
➢ In "filled compartments, they must extend downwards from the underside of the
deck or hatchcovers, to a distance below the deckline of at least one-eighth the
breadth of the compartment, or at least 0.6m below the surface of the grain after it
has been assumed to shift through an angle of 15O.
➢ In a "partly filled compartment', the division, should extend both above and below
the level of grain, to a distance of one-eighth the breadth of the compartment.
210 | P a g e
2) Saucers (Filled)
➢ For the purpose of reducing the heeling moment a saucer may be used in place of a
longitudinal division in way of a hatch opening only in a filled, trimmed,
compartment as defined in A 2.2, except in the case of linseed and other seeds
having similar properties, where a saucer may not be substituted for a longitudinal
division. If a longitudinal division is provided, it shall meet the requirements of A
10.9.
➢ The depth of the saucer, measured from the bottom of the saucer to the deck line,
shall be as follows:
o For ships with a moulded breadth of up to 9.1 m, not less than 1.2 m.
o For ships with a moulded breadth of 18.3 m or more, not less than 1.8 m.
o For ships with a moulded breadth between 9.1 m and 18.3 m, the minimum
depth of the saucer shall be calculated by interpolation.
➢ The top (mouth) of the saucer shall be formed by the underdeck structure in way of
the hatchway, i.e. hatch side girders or coamings and hatch end beams. The saucer
and hatchway above shall be completely filled with bagged grain or other suitable
cargo laid down on a separation cloth or its equivalent and stowed tightly against
adjacent structure so as to have a bearing contact with such structure to a depth
equal to or greater than one half of the depth specified in A 14.2. If hull structure
to provide such bearing surface is not available, the saucer shall be fixed in position
by steel wire rope, chain, or double steel strapping as specified in A 17.1.4 and
spaced not more than 2.4 m apart.
3) Bundling of bulk grain (Filled)
211 | P a g e
As an alternative to filling the saucer in a filled, trimmed, compartment with bagged

grain or other suitable cargo a bundle of bulk grain may be used provided that:
1. The dimensions and means for securing the bundle in place are the same as
specified for a saucer in A 14.2 and A 14.3.
2. The saucer is lined with a material acceptable to the Administration having a tensile
strength of not less than 2,687 N per 5 cm strip and which is provided with suitable
means for securing at the top.
3. As an alternative to A 15.2, a material acceptable to the Administration having a
tensile strength of not less than 1,344 N per 5 cm strip may be used if the saucer is
constructed as follows:
3.1. Athwartship lashings acceptable to the Administration shall be placed inside
the saucer formed in the bulk grain at intervals of not more than 2.4 m. These
lashings shall be of sufficient length to permit being drawn up tight and secured at
the top of the saucer.
3.2. Dunnage not less than 25 mm in thickness or other suitable material of equal
strength and between 150 mm and 300 mm in width shall be placed fore and aft
over these lashings to prevent the cutting or chafing of the material which shall be
placed thereon to line the saucer.
4. The saucer shall be filled with bulk grain and secured at the top except that when
using material approved under A 15.3 further dunnage shall be laid on top after
lapping the material before the saucer is secured by setting up the lashings.
5. If more than one sheet of material is used to line the saucer they shall be joined at
the bottom either by sewing or by a double lap.
6. The top of the saucer shall be coincidental with the bottom of the beams when
these are in place and suitable general cargo or bulk grain may be placed between
the beams on top of the saucer.
4) Overstowing arrangements (Filled/partly filled)
212 | P a g e
➢ Where bagged grain or other suitable cargo is utilized for the purpose of securing
partly filled compartments, the free grain surface shall be level and shall be
covered with a separation cloth or equivalent or by a suitable platform. Such
platform shall consist of bearers spaced not more than 1.2 m apart and 25 mm
boards laid thereon spaced not more than 100 mm apart. Platforms may be
constructed of other materials provided they are deemed by the Administration to
be equivalent.
➢ The platform or separation cloth shall be topped off with bagged grain tightly
stowed and extending to a height of not less than one sixteenth of the maximum
breadth of the free grain surface or 1.2 m, whichever is the greater.
➢ The bagged grain shall be carried in sound bags which shall be well filled and
securely closed.
➢ Instead of bagged grain, other suitable cargo tightly stowed and exerting at least
the same pressure as bagged grain stowed in accordance with A 16.2 may be used.
5) Strapping or lashing (Filled/partly filled)
213 | P a g e
When, in order to eliminate heeling moments in partly filled compartments, strapping

or lashing is utilized, the securing shall be accomplished as follows:
➢ The grain shall be trimmed and levelled to the extent that it is very slightly
crowned and covered with burlap separation cloths, tarpaulins or the equivalent.
➢ The separation cloths and/or tarpaulins shall overlap by at least 1.8 m.
➢ Two solid floors of rough 25 mm x 150 mm to 300 mm lumber shall be laid with
the top floor running longitudinally and nailed to an athwartships bottom floor.
Alternatively, one solid floor of 50 mm lumber, running longitudinally and nailed
over the top of a 50 mm bottom bearer not less than 150 mm wide, may be used.
The bottom bearers shall extend the full breadth of the compartment and shall be
spaced not more than 2.4 m apart. Arrangements utilizing other materials and
deemed by the Administration to be equivalent to the foregoing may be accepted.
214 | P a g e
➢ Steel wire rope (19 mm diameter or equivalent), double steel strapping (50 mm x
1.3 mm and having a breaking load of at least 49 kN), or chain of equivalent
strength, each of which shall be set tightly by means of a 32 mm turnbuckle, may
be used for lashings. A winch tightener, used in conjunction with a locking arm,
may be substituted for the 32 mm turnbuckle when steel strapping is used,
provided suitable wrenches are available for setting up as necessary. When steel
strapping is used, not less than three crimp seals shall be used for securing the
ends. When wire is used, not less than four clips shall be used for forming eyes in
the lashings.
➢ Prior to the completion of loading the lashing shall be positively attached to the
by means of either a 25 mm shackle or beam clamp of equivalent strength.
➢ The lashings shall be spaced not more than 2.4 m apart and each shall be
supported by a bearer nailed over the top of the fore and aft floor. This bearer shall
consist of lumber of not less than 25 mm x 150 mm or its equivalent and shall
extend the full breadth of the compartment.
➢ During the voyage the strapping shall be regularly inspected and set up where
necessary.
6) Feeders (Filled)
➢ It may be assumed that under the influence of ship motion underdeck voids will be
substantially filled by the flow of grain from a pair of longitudinal feeders provided
that:
o Bullet the feeders extends for the full length of the deck and that the
perforations therein are adequately spaced.
o Bullet the volume of each feeder is equal to the volume of the underdeck void
outboard of the hatchside girder and its continuation.
7) Securing with wire mesh (Filled/partly filled)

When, in order to eliminate grain heeling moments in partly filled compartments,
strapping or lashing is utilized, the securing may, as an alternative to the method
described in A 17, be accomplished as follows:
➢ The grain shall be trimmed and levelled to the extent that it is very slightly
crowned along the fore and aft centreline of the compartment.
215 | P a g e
➢ The entire surface of the grain shall be covered with burlap separation cloths,
tarpaulins, or the equivalent. The covering material shall have a tensile strength of
not less than 1,344 N per 5 cm strip.
➢ Two layers of wire reinforcement mesh shall be laid on top of the burlap or other
covering. The bottom layer is to be laid athwartships and the top layer is to be laid
longitudinally. The lengths of wire mesh are to be overlapped at least 75 mm. The
top layer of mesh is to be positioned over the bottom layer in such a manner that
the squares formed by the alternate layers measure approximately 75 mm x 75
mm. The wire reinforcement mesh is the type used in reinforced concrete
construction. It is fabricated of 3 mm diameter steel wire having a breaking
strength of not less than 52 kN/cm2 welded in 150 mm x 150 mm squares. Wire
mesh having mill scale may be used but mesh having loose, flaking rust may not
be used.
➢ The boundaries of the wire mesh, at the port and starboard side of the
compartment, shall be retained by wood planks 150 mm x 50 mm.
➢ Hold-down lashings, running from side to side across the compartment, shall be
spaced not more than 2.4 m apart except that the first and the last lashing shall
not be more than 300 mm from the forward or after bulkhead, respectively. Prior to
the completion of the loading, each lashing shall be positively attached to the
by means of either a 25 mm shackle or beam clamp of equivalent strength. The
lashing shall be led from this point over the top of the boundary plank described in
A 18.1.4, which has the function of distributing the downward pressure exerted by
the lashing. Two layers of 150 mm x 25 mm planks shall be laid athwartships
centred beneath each lashing and extending the full breadth of the compartment.
➢ The hold-down lashings shall consist of steel wire rope (19 mm diameter or
equivalent), double steel strapping (50 mm x 1.3 mm and having a breaking load
of at least 49 kN), or chain of equivalent strength, each of which shall be set tight
by means of a 32 mm turnbuckle. A winch tightener, used in conjunction with a
locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is
used, provided suitable wrenches are available for setting up as necessary. When
steel strapping is used, not less than three crimp seals shall be used for securing
the ends. When wire rope is used, not less than four clips shall be used for forming
eyes in the lashings.
➢ During the voyage the hold-down lashings shall be regularly inspected and set up
where necessary.
Q) With Reference to „Code of Safe Practice for carriage of Grain‟ Define: DOA
(July’16) OR
With respect to Grain explain the following: DOA (April’16, Oct’14)
Ans:- Document of Authorisation (DOA):-
➢ SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides
that a cargo ship carrying grain must hold a Document of Authorization as required
by the ―International Grain Code‖, and for the purposes of regulation 9, the
requirements of the Code should be treated as mandatory. A ship without a
216 | P a g e
Document of Authorization must not load grain until the master satisfies the flag
State Administration, or the SOLAS Contracting Government of the port of loading
on behalf of the Administration, that the ship will comply with the requirements of
the International Grain Code in its proposed loaded condition (regulation 9.2).
➢ The International Code for the Safe Carriage of Grain in Bulk is commonly called
the ―International Grain Code‖ was adopted by the IMO Maritime Safety Committee
by resolution MSC.23(59). It applies to ships regardless of size, including those of
less than 500gt, engaged in the carriage of grain in bulk, to which part C of chapter
VI of the 1974 SOLAS Convention, as amended, applies (A 1.1).
➢ Grain Code defines ―grain‖ as including wheat, maize (corn), oats, rye, barley, rice,
pulses, seeds and processed forms thereof, whose behaviour is similar to that of
grain in its natural state .
➢ A Document of Authorization must be issued by or on behalf of the flag State
Administration for every ship loaded in accordance with the Code, and must be
accepted as evidence that the ship is capable of complying with the Code (A 3.1).
➢ The Document of Authorization must accompany or be incorporated into the Grain
Loading Manual provided to enable the master to meet the requirements of A 7 (A
3.2). The Manual must meet the requirements of A 6.3 (A 3.2).
➢ The Document of Authorization, grain loading stability data and associated plans
may be in the official language or languages of the issuing country. If the language
used is neither English nor French, the text must include a translation into either
English or French.
➢ A copy of the Document of Authorization, grain loading stability data and
associated plans must be placed on board so that the master, if required, may
produce them for inspection by the SOLAS Contracting Government at the loading
port (A 3.4).
➢ The flag State Administration, or a SOLAS Contracting Government on its behalf,
may exempt individual ships or classes of ship from particular requirements of the
Code if it considers that the sheltered nature and conditions of the voyage are such
as to render their application unreasonable or unnecessary.
➢ Information in printed booklet form (i.e. a Grain Loading Manual) must be provided
to enable the master to ensure that the ship complies with the Code when carrying
grain in bulk on an international voyage (A 6.1). Information to be in the booklet is
listed in A 6.2 and A 6.3. The information in A 6.2 must be acceptable to the flag
State Administration (or a Contracting Government on its behalf), while the
information in A 6.3 must be approved by that body.
➢ A ship not having on board a Document of Authorisation issued in accordance with
A 3 of the Code may be permitted to load bulk grain subject to certain conditions,
one of which is that the total weight of the bulk grain does not exceed one third of
the ship‘s deadweight (A 9.1).
Q) With Reference to „Code of Safe Practice for carriage of Grain‟ Define:

Stability criteria for ships with DOA & without DOA (July’16, July’14, April’14,
July’12, Dec’13)
Ans:- Stability criteria for ships with DOA:-
217 | P a g e
➢ A document of authorization shall be issued for every ship loaded in accordance

with the regulations of this Code either by the Administration or an organization
recognized by it or by a Contracting Government on behalf of the Administration. It
shall be accepted as evidence that the ship is capable of complying with the
requirements of these regulations.
➢ The document shall accompany or be incorporated into the grain loading manual
provided to enable the master to meet the requirements of A7. The manual shall
meet the requirements of A6.3.
➢ Such a document, grain loading stability data and associated plans may be drawn
up in the official language of languages of the issuing country. If the language used
is neither English nor French, the text shall include a translation into one of these
languages.
➢ A copy of such a document, grain loading stability data and associated plans shall
be placed on board in order that master, if so required, shall produce them for the
inspection of the Contracting Government of the country of the port of loading.
➢ A ship without such a document of authorization shall not load grain until the
master demonstrates to the satisfaction of the Administration, or of the Contracting
Government of the port of loading acting on behalf of the Administration, that, in
its loaded condition for the intended voyage, the ship complies with the
requirements of this Code.
➢ EQUIVALENTS:- Where an equivalent accepted by the Administration in accordance
with regulation I/5 of the International Convention for the Safety of Life at Sea,
1974, as amended, is used, particulars shall be included in the document of
authorization or in the grain loading manual.
➢ EXEMPTIONS FOR CERTAIN VOYAGES:- The Administration, or a Contracting
Government on behalf of the Administrations, may, if it considers that the
sheltered nature and conditions of the voyage are such as to render the application
of any of the requirements of this Code unreasonable or unnecessary, exempt from
particular requirements individual ships or classes of ships.
➢ INFORMATION REGARDING SHIP'S STABILITY AND GRAIN LOADING:-
1) Ship's particulars;
2) Lightship displacement and the vertical distance from the intersection of the
moulded base line and midship section to the center of gravity (KG).
3) Table of liquid free surface corrections;
4) Capacities and centers of gravity;
5) Curve or table of angle of flooding, where less than 40°, at all permissible
displacements;
6) Curves or tables of hydrostatic properties suitable for the range of operating
drafts; and
7) Cross curves of stability which are sufficient for the purpose of the
requirements in A7 and which include curves at 12° and 40°.
➢ Information which shall be approved by the Administration:-
1) Curves or tables of volumes, vertical centers of volumes, and assumed
volumetric heeling moments for every compartment, filled or partly filled, or
combination thereof, including the effects of temporary fittings;
218 | P a g e
2) Tables or curves of maximum permissible heeling moments for varying

displacements and varying vertical center of gravity to allow the master to
demonstrate compliance with the requirement.
3) This requirement shall apply only to ships the keels of which are laid on or
after the entry into force of this Code.
4) Details of the scantlings of any temporary fittings.
5) Loading instructions in the form of notes summarizing the requirements of
this Code.
6) Typical loaded service departure and arrival conditions and where necessary
intermediate worst service conditions*.
Stability criteria for ships without DOA
➢ Total weight of the bulk grain shall not exceed one third of the deadweight of the
ship.
➢ All "filled compartments, trimmed" shall be fitted with centreline divisions
extending, for the full length of such compartments, downwards from the
underside of the deck or hatch covers to a distance below the deck line of at least
one eighth of the maximum breadth of the compartment or 2.4 m whichever is
the greater except that saucers constructed in accordance with A 14 of code may
be accepted in lieu of a centreline division in and beneath a hatchway except in
the case of linseed and other seeds having similar properties.
➢ All hatches to "filled compartments, trimmed" shall be closed and covers secured
in place.
➢ All free grain surfaces in partly filled cargo space shall be trimmed level and
secured in accordance with A 16, A 17 or A 18 of code.
➢ Throughout the voyage the metacentric height after correction for the free surface
effects of liquids in tanks shall be 0.3 m.
➢ The master demonstrates to the satisfaction of the Administration or the
Contracting Government of the port of loading on behalf of the Administration
that the ship in its proposed loaded condition will comply with the requirements of
this section.
Q) Describe the basic principles of safe stowage and securing of cargoes.

(Jan’15)
Ans:- Basic principles of Safe Stowage & Securing of cargoes:-
➢ Improper stowage and securing of cargo is potentially hazardous to other cargoes
as well as to the ship itself. Hence, all cargoes must be stowed in such a way that
the ship and persons on board are not put at risk.
➢ Proper planning, execution and supervision are required for the safe stowage and
securing of cargoes.
➢ Persons responsible for planning and supervision must have sound practical
knowledge and be familiar with the contents of Cargo Securing Manual and its
application.
219 | P a g e
➢ The stowage and securing of cargo must be done taking into account the most
severe weather conditions expected from available data and past experience on the
voyage.
➢ Ship-handling decisions by the Master regarding course and speed in bad weather
should take into account the type and stowage position of the cargo and the
securing arrangements.
Q) Describe the types of gas carriers with reference to nature of cargo and its
protection in case of accident as categorized in IGC Code. (Oct’14)
Ans:- The two main types of liquefied gas carriers are:-
1) LPG (Liquefied Petroleum Gas) Carriers, and
2) LNG (Liquefied Natural Gas) Carriers.
To understand the design characteristics of these two types of ships, we first need
to know a few notable details about the composition and properties of LPG and LNG.
Liquefied Petroleum Gas (LPG): Petroleum hydrocarbon products such as Propane and
Butane, and mixtures of both have been categorised by the oil industry as LPG. It is
widely used in domestic and industrial purposes today. The most important property
of LPG is that it is suitable for being pressurised into liquid form and transported. But
there are conditions related to pressure and temperature that need to be maintained
for the above to be carried out without posing threat to life, environment, and cargo.
At least one of the following conditions need to be complied with, for transportation of
LPG:
➢ The gas should be pressurised at ambient temperature.
➢ The gas should be fully refrigerated at its boiling point. Boiling point of LPG rangers
from -30 degree Celsius to -48 degree celsius. This condition is called fully-
refrigerated condition.
➢ The gas must be semi-refrigerated to a reduced temperature and pressurised.
We will see, at a later stage, how the above conditions affect the design of different
types of LPG tankers.
Other gases such as ammonia, ethylene and propylene are also transported in
liquefied form in LPG carriers. Ethylene, however, has a lower boiling point (-140
degree celsius) than other LPGs. Hence it must be carried in semi-refrigerated or fully-
refrigerated conditions.
Liquefied Natural Gas (LNG): Natural gas from which impurities like sulphur and
carbon-dioxide have been removed, is called Liquefied Natural Gas. After removal of
impurities, it is cooled to its boiling point (-165 degree Celsius), at or almost at
atmospheric pressure. Note here, that unlike LPG, LNG is cooled to low temperatures
but not pressurised much above atmospheric pressure. This is what makes the design
of LNG carriers slightly different from LPG carriers. LNG, at this condition is
transported as liquid methane.
220 | P a g e
Design of Different Types of Gas Carriers:

In this article, we will understand the general arrangement, and other design
details of gas carriers as and when we look into the different types of vessels based on
their functionality and type of cargo being carried. The most important feature of gas
carriers is the cargo containment system. It is according to this criteria that LPG
carriers are categorized into types.
Integral Tanks: These are the tanks that form a primary structural part of the ship and
are influenced by the loads coming onto the hull structure. They are mainly used for
cases when LPG is to be carried at conditions close to atmospheric condition, for
example – Butane. That is because, in this case, there are no requirements for
expansion or contraction of the tank structure.
Independent Tanks: These tanks are self-supporting in nature, and they do not form
an integral part of the hull structure. Hence, they do not contribute to the overall
strength of the hull girder.
According to IGC Code, Chapter 4, independent tanks are categorized into three
types:
Type ‗A‘ Tanks: These tanks are designed using the traditional method of ship
structural design. LPG at near-atmospheric conditions or LNG can be carried in these
tanks. The design pressure of Type A tanks is less than 700 mbar. The following
figures show the general arrangement of a liquid methane carrier with Type ‗A‘ tanks.
Figure 1: General Arrangement of Methane Carrier with Type A Tanks.
The general arrangement of an LPG ship is almost same as that of an oil carrier, with
the cargo tanks spread over a certain length forward and abaft the midship, the
machinery and superstructure at the aft. A forecastle is fitted at the bow so as to
prevent green waters on deck. Ballast water cannot be carried in the cargo tanks,
221 | P a g e
hence spaces for ballast are provided by incorporating double hull spaces (note the
double hull in the midship section), bilge and upper wing tanks.
The most notable and distinguishing feature of Type ‗A‘ tanks is that the IGC Code
specifies that Type ‗A‘ tanks must have a secondary barrier to contain any leakage for
at least 15 days. The secondary barrier must be a complete barrier of such capacity
that it is sufficient to contain the entire tank volume at any heel angle. Often, this
secondary barrier comprises of the spaces in the ship‘s hull as shown in the figure
below.
Figure 2: Secondary Barrier for Type 'A' Tank.
One important question that could arise, here, is that the tank in the midship
section view seems to be an integral part of the hull. Why then, is this type of tanks
categorised under Independent Tanks? To find the answer we need to have a closer
look at how the tank is installed in the hull.
Figure 3: Integration of Type-A tank with hull structure.
222 | P a g e
The above figure shows how the aluminum tank structure is not integrated to
the inner hull of the methane carrier by means of any metal contact. The inner hull
plating and aluminum tank plating are separated by layers consisting of timber, glass
fibre, and balsa panels for insulation from external temperatures. The balsa panels are
held together by plywood on both faces which are sealed using PVC foam seals. An
inert space of 2 or 3 mm separates the inner glass fibre layer from the aluminum tank
plate. This space is provided for insulation and also allows expansion and contraction
of the tank structure. This type of non-welded integration makes this tank structurally
independent in nature.
Type ‗B‘ Tanks: The concept behind the design of such tanks is to have such a
structure in which a crack can be detected long before the actual failure. This allows a
time margin before the actual failure occurs. The methods used for design of such
tanks include determination of stress levels at various temperatures and pressures by
first principle analyses, determination of fatigue life of tank structure, and study of
crack propagation characteristics. This enhanced design of such tanks requires on a
partial barrier, that we will look into, soon.
The most common arrangement of Type ‗B‘ tank is Kvaerner-Moss Spherical
Tank, as shown below in Figure 4.
Figure 4: Kvaerner-Moss Spherical Tank
The tank structure is spherical in shape, and it is so positioned in the ship‘s hull
that only half or a greater portion of the sphere is under the main deck level. The
outer surface of the tank plating is provided with external insulation, and the portion
of the tank above the main deck level is protected by a weather protective layer. A
vertical tubular support is led from the top of the tank to the bottom, which houses
the piping and the access rungs.
As evident from the layout, any leakage in the tank would cause the spill to
accumulate on the drip tray below the tank. The drip pan and the equatorial region of
223 | P a g e
the tank are equipped with temperature sensors to detect the presence of LNG. This
acts as a partial secondary barrier for the tank.
LNG is usually carried in this type of tanks. A flexible foundation allows free expansion
and contraction according to thermal conditions, and such dimensional changes do not
interact with the primary hull structure, as shown in Figure 5.
Figure 5: Expansion and Contraction of Spherical Tanks.
The following are the advantages of Kvaerner-Moss Spherical tanks:

1) It enables space between the inner and outer hull (see Figure 4.) and this can be
used for ballast and provided protection to cargo in case of side-ward collision
damages.
2) The spherical shape allows even distribution of stress, therefore reducing the risk of
fracture or failure.
3) Since ‗Leak before Failure‘ concept is used in the design, it presumes and ensures
that the primary barrier (tank shell) will fail progressively and not catastrophically.
This allows crack generation to occur before it propagates and causes ultimate
failure.
Type ‗C‘ Tanks: These tanks are designed as cryogenic pressure vessels, using
conventional pressure vessel codes, and the dominant design criteria is the vapour
pressure. The design pressure for these tanks is in ranges above 2000 mbar. The
most common shapes for these tanks are cylindrical and bi-lobe. Though Type ‗C‘
tanks are used in both, LPG and LNG carriers, it is the dominant design in LNG
carriers.
224 | P a g e
The following figures show the arrangements of cylindrical and bilobe tank
arrangements in midship view. The cylinders can be either vertically or horizontally
mounted, depending on the dimensions and spatial constraints of the ship. Note, in
Figure 6, that the space between the two cylinders is rendered useless. Due to this,
the use of cylindrical tanks is a poor use of the hull volume. In order to circumvent
this, the pressure vessels are made to intersect, or bilobe tanks are used (Figure 7).
Figure 6: Horizontal Cylinder Tanks in LNG carrier.
Figure 7: Bilobe tank arrangement in LNG carrier.
225 | P a g e
These types of tanks do not require a secondary barrier. Rather, to detect the
leakage of cargo from the tanks, the hold space (refer to Figure 6) is filled with inert
gas or dry air. Sensors placed in the hold space can detect the change in composition
of the inert gas or dry air due to fuel vapour, and leakages can hence be detected and
prevented. Bilobe tanks at the forward end of the ship are tapered at the end.
Membrane Tanks: Unlike independent tanks, membrane tanks are non-self-supporting

structures. Their primary barrier consists of a thin layer of membrane (0.7 to 1.5 mm
thick). The membrane is supported to the inner hull structure through an insulation
that can range upto 10 mm thickness as per IMO IGC Code. Due to their non-self-
supporting nature, the inner hull bears the loads imparted onto the tank. This way,
the expansions and contractions due to thermal fluctuations are compensated by not
allowing the stress to be taken up by the membrane itself. Membrane tanks are
primarily used for LNG cargo.
Often, there are two layers (primary and secondary) of insulation and
membranes placed alternatively. The most common types of membtane tanks are the
ones designed and developed by two French companies Technigaz and Gaz Transport.
The Tehnigaz system makes use of a stainless steel system that is constructed with
corrugated sheets in such a way that one sheet is free to expand or contract
independent of the adjacent sheet. The Gaz Transport system uses Invar as the
primary and secondary membranes. Invar has low coefficient of thermal expansion,
which makes corrugations unnecessary. The insulation is usually made of materials
like Reinforced Polyurethane. In GTT membrane tanks, the primary membrane is
made of Corrugated SUS 304, and the secondary membrane is made of Glued Triplex.
Figure 8 illustrates the anatomy of twin-membrane tanks.
Figure 8: Parts of a membrane tank.
226 | P a g e
Some of the advantages of membrane tanks are as follows:

➢ They are generally of smaller gross tonnage, that is the space occupied within the
hull is lower for a given cargo volume.
➢ Due to the above reason, maximum space in the hold can be used for cargo
containment.
➢ Since the height of tanks above the main deck is significantly lesser compared to
the cases of Moss tanks, membrane tanks provide allow visibility from the
navigational bridge. This also allows a lower wheelhouse. This can be compared in
Figures 10 and 11.
LPG Containment Systems: Unlike LNG, LPG cargo requires storage at conditions that
are different from atmospheric conditions. The LPG containment systems are classified
into three types, and each LPG carrier is designed according to any one of them.
Fully Pressurized Tanks: Propane, Butane and Anhydrous ammonia are carried in fully
pressurized tanks. The capacity of these tanks is usually less than 2000 cubic meters.
They are usually uninsulated cylindrical pressure vessels that are arranged partly
below main deck level. Since these are Type C tanks, they often prevent complete
utilization of under deck volume.
Semi Pressurized or Semi Refrigerated Tanks: Though the cargo carried by semi-
pressurized ships are same as that of fully-pressurized ships, the volume of semi-
pressurized ships is about 5000 cubic meters. These use Independent Type C tanks,
and are constructed with ordinary grades of steel. The outer surface of these tanks
are insulated, and refrigeration or reliquefication plants are installed on these ships to
maintain the working pressure of the cargo. The most ommon types of tanks used for
this purpose are cylindrical and bi-lobe type.
Fully Refrigerated Tanks: Fully Refrigerated gas carriers have a capacity of 10,000 to
1,00,000 cubic meters. The ships in the smaller size range are used to carry multiple
types of cargo, whereas the larger ones are designed for a single type of cargo to be
transported on a permanent route. The tanks used for this purpose is usually Type ‗A‘
prismatic tanks that are sloped at the top end to reduce free surface effect, and
sloped at the bottom to suit the shape of the bilge structure. They are usually divided
longitudinally by a liquid-tight bulkhead, in order to reduce free surface effects
further. These tanks are constructed with notch ductile steel, in order to be provided
with maximum notch toughness at temperatures as low as -48 degrees Celsius, at
which cargo like Propane is transported.
The number of gas carriers have increased drastically over the last ten years,
owing to the increasing need for alternative fuel. These are usually high speed ships
with fine hull-form, which makes it possible for extensive research opportunities to
improve on hull efficiencies in order to achieve more power efficiency. A lot of
research is also being carried out to design advanced cargo containment systems and
concepts of adjoining bunkering systems are being developed by various countries
227 | P a g e
that are opening themselves to extensive use of natural gas. Today, not all shipyards
are equipped to design and build specialised ships like LPG and LNG carriers. This
leaves a wide scope for designers and shipbuilders to develop skills and infrastructure
to specialise in building these ships.
Q) Explain the procedures for preparation of cargo holds for carriage of grain.
(April’14)
Ans:- One of the most difficult and dangerous cargoes to carry in bulk are grain
cargoes. Most grains have an angle of repose (slip angle) of about 20° from the
horizontal, which means that if the ship rolls more than 20° the cargo will shift. Then
this happens the ship will develop a large list, lying on her side and still rolling will
obviously cause a greater shift of cargo which in turn will capsize the vessel.
Most authorities therefore request that the master proves that his ship is capable of
remaining stable even if the grain cargo shifts. This is done by the compiling of the
Grain Loading Form which fully outlines the ships stability at the worse condition on
passage.
Because grain cargoes are liable to shift, heavy emphasis is placed on the
stability of ships that carry them. The main reason is the variation in the types of
grain, including its size and its ability to develop a free flow state when loaded in bulk.
Each ship carrying grain has to provide grain specific stability information, including
grain heeling moments, to the terminal. This section looks at various problems,
methods and precautions that must be taken when carrying grain cargoes. Grain
cargoes carried in bags are not considered as bulk cargo.
The bulk carriers' grain loading manual contains Volumetric Heeling Moments
(VHM), which are values based on an assumed surface grain shift of 15° (for a full
compartment) and 25° (for a partially full compartment).
1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

a) Filled compartment, trimmed the cargo should be trimmed so that all spaces
under deck and hatch covers are filled to the fullest extent possible.
b) Filled compartment, untrimmed the cargo should be trimmed within the
hatchway but may be left at its natural angle of repose on the surrounding area
of the hatchway. The same can be applied for a filled compartment, trimmed if:
o dispensation is granted from trimming by the authority issuing the
Document of Authorisation on the basis that the cargo can flow freely to
underdeck empty areas through feeder ducts, perforated decks, etc, or
o The compartment is designated a `Specially Suitable Compartment', in
which case exemption may be granted from trimming the compartment
ends.
2. If the cargo is stowed only in the lower compartment, the lower compartment hatch
covers should be secured in the approved manner.
228 | P a g e
3. If the cargo is stowed in the upper compartment above a tween deck whose covers
are not grain- tight, the covers should be made grain-tight using sealing tape,
tarpaulins or separation cloths.
4. In partly filled compartments, the surface of bulk grain should be secured by over-
stowing except in cases where heeling moments due to grain shift have been
calculated and taken into consideration for stability of the vessel.
5. Longitudinal divisions may be fitted to reduce heeling moments due to shift of grain
in filled compartments, trimmed, filled compartments, untrimmed and partly filled
compartments, provided that each division:
a. Is made grain-tight.
b. Is constructed according to the Grain Code standards.
c. Extends from deck to deck in tweendecks.
d. Extends downwards from the underside of the hatch covers.
6. The Master shall ensure that the ship:
a. Before loading, can comply with intact stability criteria at all stages of the
voyage.
b. Is upright before proceeding to sea.
c. Has all the paperwork completed and onboard.
Fumigation requirement:-
Charterers and shippers may require the cargo to be fumigated. If this is to be
done during the voyage or before or after loading, full and clear instructions should be
received from the charterers and shippers. These instructions should refer to product
data sheets and the correct procedures and safety advice, application dangers,
method of handling, and requirements for personal protective equipment and
monitoring equipment. Refer to IMO Recommendations on the Safe Use of Pesticides
on Ships. Always carry out a risk assessment.
A qualified fumigator should be engaged by the charterers when fumigation is to be
done in port.
All spaces should be padlocked and sealed to prevent anyone from entering the
space. No-one should enter a space that has been fumigated until after it has been
thoroughly ventilated. It is recommended that an expert chemist declares whether the
space is safe to enter. If the cargo requires ventilation after fumigation, advice should
be sought from fumigation experts in respect to crew safety.
Fuel oil tanks precautions:-

➢ Masters and officers must be aware of the location of the heated fuel oil tanks.
➢ Masters and officers should monitor the tank top temperature above the fuel oil
tanks as this can affect the integrity of certain cargoes – particularly grain cargoes.
➢ Fuel oil temperatures can be monitored on the fuel oil transfer pumps.
➢ Masters and chief engineers should manage the fuel oil onboard to reduce heat
damage to cargoes loaded in holds above heated fuel oil tanks.
➢ Heat only fuel oil tanks in use.
229 | P a g e
Q) Write short notes on followings with respect to grain code:- Strength of

grain fittings (Oct’13)
Ans:- Strength of grain fittings:-
➢ Timber:- All timber used for grain fittings shall be of good sound quality and of a
type and grade which has been proved to be satisfactory for this purpose. The
actual finished dimensions of the timber shall be in accordance with the dimensions
specified below. Plywood of an exterior type bonded with waterproof glue and fitted
so that the direction of the grain in the face plies is perpendicular to the supporting
uprights or binder may be used provided that its strength is equivalent to that of
solid timber of the appropriate scantlings.
➢ Working stresses:- When calculating the dimensions of divisions loaded on one

side, using tables A 13-1 to A 13-6, the following working stresses should be
adopted:
For divisions of steel: 19.6 kN/cm2
For divisions of wood: 1.57 kN/cm2
(1 newton is equivalent to 0.102 kilograms).
➢ Other materials:- Materials other than wood or steel may be approved for such
divisions provided that proper regard has been paid to their mechanical properties.
➢ Uprights:-
1) Unless means are provided to prevent the ends of uprights being dislodged from
their sockets, the depth of housing at each end of each upright shall be not less
than 75 mm. If an upright is not secured at the top, the uppermost shore or
stay shall be fitted as near thereto as is practicable.
2) The arrangements provided for inserting shifting boards by removing a part of
the cross-section of an upright shall be such that the local level of stresses is not
unduly high.
3) The maximum bending moment imposed upon an upright supporting a division
loaded on one side shall normally be calculated assuming that the ends of the
uprights are freely supported. However, if an Administration is satisfied that any
degree of fixity assumed will be achieved in practice, account may be taken of
any reduction in the maximum bending moment arising from any degree of
fixity provided at the ends of the upright.
➢ Composite section:- Where uprights, binders or any other strength members are
formed by two separate sections, one fitted on each side of a division and
interconnected by through bolts at adequate spacing, the effective section modulus
shall be taken as the sum of the two moduli of the separate sections.
➢ Partial division:- Where divisions do not extend to the full depth of the cargo space
such divisions and their uprights shall be supported or stayed so as to be as
efficient as those which do extend to the full depth of the cargo space.
230 | P a g e
Q) With reference to the “Code of safe practice for carriage of grain”. Define:
Angle of flooding (July-17, July-13, Oct-12)
Ans:- The term Angle of flooding means the angle of heel at which openings in the
hull, superstructures or deckhouses, which cannot be closed weathertight, immerse.
In applying this definition, small openings through which progressive flooding cannot
take place need not be considered as open.
Q) With reference to the “Code of safe practice for carriage of grain”. Define:
Specially suitable compartment (July-17, July-13, Oct-12)
Ans:- The term specially suitable compartment refers to a cargo space which is
constructed with at least two vertical or sloping, longitudinal, grain-tight divisions
which are coincident with the hatch side girders or are so positioned as to limit the
effect of any transverse shift of grain. If sloping, the divisions shall have an inclination
of not less than 30° to the horizontal.
Q) With the help of a statical stability curve describe the stability

requirements of a ship carrying grain in bulk on Bulk Carrier. (Jan’13) OR
Q) Demonstrate how to use the “permissible heeling moment of grain” in the
grain loading booklet. (July-17, July-13, April-13, Oct-12)
Ans:- Permissible heeling moment of grain / Allowable Heeling Moment:- The
allowable heeling moment shows the maximum to be sufficient to comply with the
"International Grain Code".
This table shows the allowable maximum heeling moment due to shift of grain
which satisfy following conditions:-
1) The angle of heel due to the shift of grain (θi) shall be not greater than 12 degrees.
or the angle at which the deck edge is immersed, whichever is the lesser.
2) The net or residual area (Ar) between the heeling arm curve and righting arm curve
up to angle of heel of maximum difference between the ordinates of the two curves
(θm), or 40 degrees or the angle of flooding (θf), whichever is the least, shall be not
less than 0.075 meterradians.
3) The initial metacentric height after correction for the free surface effects of liquids
in tanks (GoM) shall be not less than 0.30 meters.
4) Ship should be upright on completion.
5) The master must demonstrate compliance with the criteria at all stage of the
voyage.
231 | P a g e
HOW TO USE:- The allowable heeling moment on the condition is calculation as

follows.
[ EXAMPLE ]
SHIP'S CONDITION : 11-1 GRAIN LOAD.COND.(DEP)TRIM
DISPLACEMENT (T) .... 36855.0
K M (m) ............. 11.32
K G (m) ............. 8.24
GGo (m) ............. 0.20
KGo (m) ............. 8.44
GoM (m) ............. 2.88
KGo KGo KGo

DISPT. (t)
8.40 m 8.50 m 8.44 m
36500.0 24531.0 23723.0 24207.8
37000.0 24865.0 24047.0 24537.8
36855.0 24768.1 23953.0 24442.1
ALLOWABLE HEELING MOMENT (T-M) ....... 24442
232 | P a g e
Q) Briefly state the cargo related documents carried on bulk carrier. (July’13,
Jan’13)
Ans:- Below is the list with short description of all the possible certificates and
documents which are related to cargo expected to be carried in a bulk carrier:-
1. Hold inspection certificate: The hold or hatch inspection certificate, or preloading

survey certificate, is issued by a surveyor after inspecting the holds to ensure that
they are suitable for the intended cargo.
A preloading survey is required when the local authorities at the loading port or
the shipper demand it or when it is a charterparty requirement. When a survey is
required, loading cannot commence in a hold until the surveyor has passed it. Often
233 | P a g e
the vessel cannot present notice of readiness until the hold inspection certificate has
been issued. If any holds fail the survey, a vessel on time charter may be placed off
hire and a vessel on voyage charter may fail to start time running against charterers
until such time as the holds have been resurveyed and passed, although it may be
possible to have some holds passed so that the vessel can submit a valid notice of
readiness and/or commence to load in suitable holds.
The surveyor will provide the hold inspection certificate for whoever instructs
him, but a copy will normally be given to the Master. The Master has no powers,
except the power of reason, to require the surveyor to alter a negative conclusion. But
if the Master considers that the surveyor‘s conclusions are unreasonable and if the
consequences are likely to be costly, the Master can set out his views in writing in a
letter of protest or he can obtain services of another surveyor, perhaps with the help
of the ship‘s P&I club. A second surveyor cannot overrule the first, but can provide
evidence of the facts for use in a dispute.
2. Mate‘s receipt: A mate‘s receipt is usually a printed form, often with handwritten
evidence that the goods specified in it have been delivered to and received by the ship
(It is signed by chief officer of the receiving ship). Usually the person to whom the
mate‘s receipt is given is the person entitled to a bill of lading in exchange for the
return of the mate‘s receipt.
When any damaged or deficient cargo is delivered to the ship it should
immediately be brought to the attention of the shippers or their agents so that it can
be removed and undamaged cargo supplied in its place. This requirement should be
confirmed in writing to provide a record in the event of a dispute. Alternatively,
clausing (qualifying words) can be inserted to describe the condition of the goods at
the time of delivery. As it is a common requirement that bills of lading should be
issued in accordance with mate‘s receipts, if damaged cargo is not removed it will be
necessary to clause the mate‘s receipt which will then lead to clausing of the bill of
lading.
3. Authorization to sign bills of lading: Under the terms of many time and voyage
charterparties the owners transfer the authority to sign bills of lading to the charterers
or their agent, thereby cancelling the authority normally held by the Master. In any
case in which the agent will be signing bills of lading on behalf of the Master, the
master should ensure that the agent receives appropriate instructions in the form of
authorization. The wording of any such authorization is often dictated by owners or
charterers voyage instructions.
4. Bills of lading: A bill of lading may perform three functions. (A)It is usually very
good evidence of the terms of the contract for the receipt, carriage and delivery of the
cargo.(B)It is often a negotiable document of title to goods carried, providing evidence
of ownership of the cargo, and(C)it acts as a receipt of cargo loaded aboard the
vessel.
234 | P a g e
5. Phytosanitary certificate: This certificate may be required during the carriage of

plant or plant products like, grain, seeds and fruits. Phytosanitary certificates are
issued by inspectors in the exporting country to certify the requirement of the plant
health regulations of the importing country has been met.
6. Certificate of compliance with exemptions to trade sanctions: When trade sanctions

have been imposed on a country, it may still be allowed to import certain commodities
such as food and medicines. Ships carrying such exempted cargoes are required to
produce a certificate of compliance to the authorities enforcing the sanctions to
demonstrate that cargo qualifies for the exemption. These are issued by the exporting
governments .A UN approval certificate is also required with this certificate.
7. UN approval certificate: It is a letter from a UN official to the government of a

country which proposes to export exempted goods to a country which the subject of
UN sanctions. The letter states that the prohibitions in respect of these shipments no
longer apply and that the captains of the ships engaged in the trades should be
provided with copies of the letter. This letter is provided so that it can be produced to
the naval ships operating the blockades against country against whom sanctions are in
force.
8. Certificate of origin: It may be required for a cargo, when the authorities in the
destination port are applying against another country and require to be satisfied that
the cargo does not originate there, or where the origin of cargo must be documented
as per the sale contract. This certificate is often issued by a government department,
stating the country of origin of the cargo. In some cases authorities will accept ship‘s
cargo manifest as evidence of the origin of the cargo.
9. Declaration by shipper: It is made in compliance with the requirement of SOLAS

that before loading the shipper should provide to the Master details of any bulk cargo,
so that Master can make decisions such as trim of cargo and safety precautions to be
observed with respect to the loading and carriage of the cargo.
10. Certificate of transportable moisture limits: The transportable moisture limit of the
cargo which may liquefy is the maximum safe moisture content of the cargo when
carried in a bulk carrier. Practically, this figure is normally included in the declaration
by shipper.
11. Certificate of moisture content: The moisture content of a sample of cargo is the
quantity of water, ice or other liquid which the sample contains, expressed as a
percentage of total wet mass of that sample. In practice this figure is included in the
shipper‘s declaration. If the moisture content is higher than the transportable limit,
the cargo may liquefy and cause the ship to become unstable.
12. Master‘s response sheet: This document is issued by some coal shippers to
encourage Masters to comply with the General Requirement 15 of the coal section of
IMSBC code. This states:‘ If the behavior of the cargo during voyage differs from that
235 | P a g e
specified in the declaration by shipper, the Master should report such differences to
the shipper. Such report will enable the shipper to maintain records on the behavior of
the coal cargoes, so that the information provided to the Master can be reviewed in
the light of transport experience.‘ The Masters are encouraged to complete and return
these to report any unexpected experiences with coal cargoes.
13. Certificate of lashing: The Master may be required to sign a certificate of lashing
to state that the securing of a timber deck cargo or a cargo steel coils or other cargo
which requires lashing has been to his satisfaction. After signing the certificate the
Master retains one copy and other copies are given back to the foreman responsible
for the lashing.
14. Certificate of readiness to load: This certificate is issued by the marine authorities
in respect of cargoes of grain and concentrates and timber deck cargo, each of which
has special loading requirements. The certificate is issued after satisfactory
inspections of cargo spaces and pr-loading calculations and contains reminders of
restrictions that must be imposed upon loading.
15. Certificate of fitness to proceed to sea: This follows the certificate of readiness to
load, being issued by the marine authorities after satisfactory completion of loading of
a cargo of grain or concentrates, or a timber deck cargo. As obvious this certificate
records the manner in which the cargo has been stowed and provides reminders of
precaution which must be taken during the voyage. It also contains details of the
vessel‘s draught, trim, weights carried and stability on sailing.
16. Certificate of Loading: A certificate of loading (bulk grain only)is issued in the USA
by the National Cargo bureau to certify that a cargo of bulk grain has been loaded as
per USCG regulations. The document is similar to the Canadian certificate of fitness to
proceed to sea.
17. Certificate of fumigation: It is issued by the relevant agricultural or other

responsible authority and provides the details of the cargo(vegetation and its products
cargoes , obviously). A certificate of fumigation is required for two reasons.(A) It will
satisfy local the local department of agriculture that the cargo is free of infestation,
and (B) It provides the information which enables an authorized chemist to carry out a
gas free test.
A clearance certificate is issued by the chemist when tests show that the
residual fumigant has been dispersed from cargo spaces. Such certificate is provided
by a chemist in the discharge port to ensure that cargo spaces can be safely entered.
18. Certificate of weight and quantity: A certificate of weight and quality is issued by
suitably qualified surveyors and samplers and testifies to the quantity of the cargo
loaded and to its physical description and analytical specification. In grain trades this
is the document on which the mate‘s receipt and bill of lading are based.
236 | P a g e
19. Stowage plan: Also known as Cargo plan or the hold distribution plan shows the
20. Cargo manifest: A cargo manifest is issued by the shippers in the loading port and
21. Dangerous cargo manifest: It is issued by the shippers in compliance with the
regulations which apply at the loading port. The document states the quantity of
hazardous material carried and certifies that it has been properly named, prepared
and otherwise in proper condition for bulk shipment. The name and description of the
hazardous material as given in the Dangerous cargo manifest should be used to
confirm the stowage requirements for the cargo, as stated in the IMSBC code and/or
IMDG code. The document will be presented to the Master for his signature, and
before signing he should satisfy himself, that the stated quantities and positions are
correct and that the cargo has been stowed in accordance with the requirements of
the codes.
22. Material safety data sheets: MSDS provide detailed information about hazardous
cargoes and stores carried on board. It is a must and is issued by the USA. The data
includes the useful information about the health hazards and the other dangers
associated with the commodity, protective equipment to use, additional precautions,
and emergency and the first aid.
23. Health sealing certificate: Cargo hatches may be sealed to prevent theft of cargo
or because the holds have been fumigated and are unsafe to enter. When hatches
have been sealed by a shore based organization a certificate recording the fact is
usually issued, listing the compartments which have been sealed and the type and
serial number of the seal used.
24. Statement of Facts: A statement of facts (SOF), sometimes known as a port log, is
prepared by the ship‘s agents in each loading and each discharging port. It is intended
to provide a full record of the times of those events which may be required for the
preparation of laytime statement and which may affect claims for dispatch and
demurrage or for offhire.
237 | P a g e
Following things are detailed in the SOF:

➢ Arrival of vessel at pilot station, the anchorage and the berth.
➢ Time of pilot boarding and the arrival of tugs.
➢ Tendering and receipt of notice of readiness.
➢ Clearing of the holds by the pre-loading surveyor.
➢ Periods of loading and discharging should be recorded.
➢ Times of stoppages with their reasons.
➢ Weather which interrupts cargo work and adverse weather noted at any other time.
➢ Cargo tonnages, bunker figure and draughts
➢ Time of fumigation, and any other delays.
➢ Time of sailing.
25. Letter of protest: It is a document used to provide a written record of dispute. The
Master should write a letter of protest whenever he considers that shippers,
stevedores or any other parties are responsible for an event or circumstance which
will cause a loss to the ship. The Master is liable to receive a letter of protest if vessel
fails in some way to perform in accordance with charterparty. A letter of protest
should be supported by photographs when they are available.
26. Empty hold certificate: When there is any doubt as to the outrun of the cargo-for
example, if the receiver is claiming that the cargo has been short-landed, the Master
can issue an empty hold certificate. Such a certificate will say that all cargo has been
discharged and that the holds have been emptied. The stevedore supervisor will be
asked to confirm that there is no cargo remained on board. The Master will keep the
original and can give copies to the stevedore who sign it and to the ship‘s agent.
Some owners instruct Masters to obtain empty hold certificates for every cargo carried
as it is considered a safe commercial practice.
27. Trimming certificate/ certificate of loading/ Discharging: This is a document which

the Master may be asked to sign to confirm that he is satisfied with the manner in
which the cargo has been trimmed.
The certificate of fitness to proceed at sea issued by port warden, coast guard or
similar authority also testifies the trimming of cargo, but the trimming certificate is
issued by the Master, not the authorities.
The certificate of loading/discharging goes further and requires the Master or
chief mate to state that the cargo has been properly loaded, stowed, trimmed and
separations laid according to the signatory‘s satisfaction.
28. Stevedores‘ time sheet: This normally shows the number of gangs employed, the
hatches worked and times and reasons for stoppages. If asked to countersign this
document the Master should ensure that it is correct. He should insist on the
correction of stevedores‘ time sheet when it is inaccurate. Alternatively he can sign
‗for receipt only‘.
29. Clean ballast discharge permit: This document is nowadays widely used in many
parts of the world. This certificate authorizes the vessel to discharge clean ballast in
238 | P a g e
the port limits and stipulates the conditions which must be observed whilst ballast is
being discharged. The permit is issued by the port authority following application from
the ship‘s agent and a copy has to be posted in ship‘s gangway with a record of
‗checks and condition of discharge‘.
30. Paint compliance certificate: If holds have been repainted shortly before a cargo of
grain or other foodstuffs is to be loaded the shippers may demand to see a compliance
certificate issued by an independent laboratory, states that all the materials used to
make the paint are approved for the use on surfaces which are in contact with foods.
31. Stevedores damage form: These documents are issued by Master, to hold
stevedores responsible for damage to ship or cargo.
32. Certificate of IMO classification: A certificate of IMO classification of a cargo must

be issued to the Master by the shipper before shipment of a cargo which is listed in
the IMDG code. This is essential so that he can be ready for correct emergency
procedures, if they be necessary. Such a certificate is in the form of standardized
dangerous goods bill of lading. Copies of the certificate of IMO classification may be
required by the receiver and by the port authority in the port of discharge or the ports
visited en route.
33. Certificate of compliance/ IMSBS code fitness certificate: These certificates,

issued by an Administration or classification society on behalf of an administration to
every ship constructed since 1st September 1984, state the dry bulk cargoes that the
ship is constructed, equipped and permitted to carry. In addition to listing permitted
cargoes the certificates or their supporting documents list the conditions that must be
satisfied and equipment that must be carried if the certificate is to remain valid. The
certificate for the carriage of dangerous goods must be renewed at each periodical
survey.
34. Hatch closing certificate: This is issued by an attending surveyor, reports on hatch
covers which appear to be in good condition and which have been properly closed, and
has provision for recording hatch covers or fittings which appear to be defective, or
which have not been properly closed. This appears to be a document used by shippers
or charterers who want to ensure that their cargoes are well protected. The Master or
chief mate, when countersigning the document can, if necessary, insert a remark
rejecting the report.
35. No damage certificate: In some countries, particularly India, the Master will be
required to sign a ― No damage certificate‖ releasing the stevedores from liability
after completion of discharge. The ship may be prevented to sail until the certificate
has been signed, in that case Masters can sign the certificate with the endorsement
‗without prejudice‘.
239 | P a g e
Q) With reference to „Code of safe pratice for carriage of Grain‟, What are the
recommendations for safe carriage of grain with respect to intact stability,
and securing of grain surface? (April-17)
Ans:- Stability requirements
1) The intact stability characteristics of any ship carrying bulk grain shall be shown to
meet, throughout the voyage, at least the following criteria after taking into
account in the manner described in part B of this Code and, in figureA 7, the
heeling moments due to grain shift:
a. the angle of heel due to the shift of grain shall not be greater than 12° or in
the case of ships constructed on or after 1 January 1994 the angle at which
the deck edge is immersed, whichever is the lesser;
b. in the statical stability diagram, the net or residual area between the heeling
arm curve and the righting arm curve up to the angle of heel of maximum
difference between the ordinates of the two curves, or 40° or the angle of
flooding (01)' whichever is the least, shall in all conditions of loading be not
less than 0.075 metreradians; and
c. the initial metacentric height, after correction for the free surface effects of
liquids in tanks, shall be not less than 0.30 m.
2) Before loading bulk grain the master shall, if so required by the Contracting
Government of the country of the port of loading, demonstrate the ability of the
ship at all stages of any voyage to comply with the stability criteria required by this
section.
3) After loading, the master shall ensure that the ship is upright before proceeding to
sea.
240 | P a g e
Stability requirements for existing ships:-

1) For the purposes of this section the term existing ship means a ship, the keel of
which is laid before 25 May 1980.
2) An existing ship loaded in accordance with documents previously approved under
regulation 12 of chapter VI of SOLAS 1960, IMO resolutions A.184(VI) or
A.264(VIII) shall be considered to have intact stability characteristics at least
equivalent to the requirements of A 7 of this Code. Documents of authorization
permitting such loadings shall be accepted for the purposes of A 7.2.
241 | P a g e
3) Existing ships not having on board a document of authorization issued in

accordance with A 3 of this Code may apply the provisions of A 9 without limitation
on the deadweight which may be used for the carriage of bulk grain.
Optional stability requirements for ships without documents of authorization carrying

partial cargoes of bulk grain:- A ship not having on board a document of authorization
issued in accordance with A 3 of this Code may be permitted to load bulk grain
provided that:
1) the total weight of the bulk grain shall not exceed one third of the deadweight of
the ship;
2) all filled compartments, trimmed, shall be fitted with centreline divisions extending,
for the full length of such compartments, downwards from the underside of the
deck or hatch covers to a distance below the deck line of at least one eighth of the
maximum breadth of the compartment or 2.4 m, whichever is the greater, except
that saucers constructed in accordance with A 14may be accepted in lieu of a
centreline division in and beneath a hatchway except in the case of linseed and
other seeds having similar properties;
3) all hatches to filled compartments, trimmed, shall be closed and covers secured in
place;
4) all free grain surfaces in partly filled cargo space shall be trimmed level and
secured in accordance with A 16, A 17 or A 18;
5) throughout the voyage the metacentric height after correction for the free surface
effects of liquids in tanks shall be 0.3 m or that given by the following formula,
whichever is the greater:
Where:
L = total combined length of all full compartments (metres)
B = moulded breadth of the vessel (metres)
SF = stowage factor (cubic metres per tonne)
Vd = calculated average void depth calculated in accordance with B 1 (metres -
Note: not millimetres)
.::l = displacement (tonnes); and
6) the master demonstrates to the satisfaction of the Administration or the

Contracting Government of the port of loading on behalf of the Administration that the
ship in its proposed loaded condition will comply with the requirements of this section.
Q) What precautions will you exercise while lowering / hoisting ramps in car
carriers? (Oct’16)
Ans:- General Precautions to be observed while working cargo include:-
➢ Preventing unauthorised entry of vehicles and pedestrians into the terminal.
➢ Enforcement of speed limits.
242 | P a g e
➢ Segregation of vehicles and pedestrians.

➢ Adequate marshalling of passenger carrying vehicles.
➢ Provision of safe routes from car decks to passenger accomodation.
➢ Maintain clear approach to Ro-Ro ramp.
➢ Only those involved in loading/ unloading allowed onto ramp.
➢ If pedestrian access must be via the ramp, provide safe means of access e.g.
raised walkway.
➢ Ramp kept clear of obstacles.
➢ Good co-ordination between ship/shore to maintain ramp at safe level/gradient.
➢ Clear rules controlling movement of vehicles on/off the ship.
➢ Procedures for abnormal loads
➢ Lashing Teams:-
o Wear Protective clothing.
o Work in teams or in sight of each other.
o Stand where visible to loading vehicles.
o Use whistle stop and clear, standardised hand signals
o Trained and competent in lashing procedures.
➢ Clear safety procedures for using ships cargo lifts.
➢ Safe systems of work for Sto-Ro especially regarding safe use of large lift trucks.
➢ Control Vehicle fume:
o Ensure ships fans running before loading / unloading begins.
o Minimise number of engines running at one time.
o Maintain company controlled vehicles in accordance with manufacturers
guidelines.
Q) In respect of cellular container ships, breifly describe the following: Anti-

heeling tanks (July-17, July-16, April-15, July-13)
Ans:-
243 | P a g e
Anti – Heeling System
The anti heeling system of a ship automatically detects the heeling angle of the
ship and compensates the same. This allows the vessels to have continues loading and
unloading cargo operation without stopping in between for list correction. This saves
considerable amount time on the port.
In this system, ballast tanks are internally connected to each other by means of
pipe lines, automatic valves and control systems. When the ship heels to any of the
sides, the heeling sensor sends the signal for change of ships angle with respect to the
ship‘s upright position to the master control panel. This change in heeling angle is
compensated by methods of auto transferring the water from the heeled side to the
other side of the ship, making the vessel upright.
Level control switches are also installed in the ballast tank involved with the
anti-heeling system to avoid low level or over filling and hence over pressurising of
the tanks.
Types of Anti Heeling System:-

There are two widely used anti heeling system on board ships:
1) Pneumatic system: This system comprises of air purging arrangement and

regulating valve system to force the air on the top of ballast tank. The air is forced on
one tank and purged from the other, making the water rapidly flow from pressurised
to purged tank. This transfer of water is used to upright the vessel in quick time.
244 | P a g e
2) Water pump system: The pump system consists of electrical motor driven water
pump, which can be a reversible or non reversible pump, connected with remote
controlled valves that can direct ballast water flow in between the tanks.
Advantages of Anti Heeling System:

➢ Allows safer and rapid cargo loading and unloading.
➢ Shortens harbour time and saves port dues.
➢ Reduces damage to ramp, rolling cargo and containers.
➢ Ensures safety of the ship and personals.
Q) In respect of cellular container ships, briefly describe the following:

Torsional Stresses (July-17, July-16, July-13, July-12)
Ans:- Torsional Stresses:-
➢ Torsional stresses arise when the ship is evenly loaded along the fore & aft line.
Although the ship may be upright overall, yet some bays may be excessively
loaded on the port side, others on stbd side, giving rise to torsional stresses which
tend to twist the ship along the centerline.
➢ At sea, these forces increase due to the effect of sea & swell.
➢ In container ships the beam, length and freeboard is large and there is uneven
distribution of cargo as well.
➢ The torsional moments at the bay can be reduced by the use of ballast in the tanks
at that bay.
➢ The torsional stresss will not reduce by correcting the imbalance at another bay.
➢ Torsional moments on each side = stack weight X distance from the centreline.
➢ The difference between prot and stbd moments gives the torsion at that point.
➢ The torsional stress at any point is the sum of torsion at all points before that line.
Q) In respect of cellular container ships, breifly describe the following: Stack

Weight (July’16, July’12)
Ans:- Stack weight or Stack Load:-
➢ Is the maximum weight that can be borne by the deck, hatch covers or tank top at
the corners of a bottom slot near the cell guides.
➢ The weight of the container is distributed over the 4 corner fittings and not over
the entire area occupied by the container. As such the point loads under the
corners are very high.
➢ The internal structure of the vessel distributes this load over the strength members
of the hull.
➢ The stack weights should not be exceeded during loading.
➢ Excessive stack weights can be avoided by allotting a mix of heavy and light
containers to a stack.
245 | P a g e
Q) Briefly explain the need to monitor atmosphere in Ro-Ro spaces. (July’16,

April’13)
Ans:- Need to monitor Atmosphere in Ro-Ro Spaces:-
➢ When internal combustion engines exhaust into a hold, intermediate deck, or any
other compartment, the employer must ensure that the atmosphere is tested as
frequently as needed to prevent carbon monoxide (CO) concentrations from
exceeding allowable limits.
➢ These tests must be made in the area in which workers are working by persons
competent in the use of the test equipment and procedures.
➢ Employers should ensure that workers control loose paper within RO-RO areas.
➢ Papers can be sucked into the ventilation system, blocking airflow and allowing the
buildup of harmful gases.
➢ Employers should closely monitor air quality during all operations where
overexposure may occur.
➢ Most modern car carriers have efficient exhaust ventilation systems. Ventilation
systems in cargo holds should be started 15 minutes prior to starting work.
➢ The time needed may vary depending on the size of the hold and the airflow.
Q) List the pre-loading precautions for loading cars on a car carrier. (April’16)
Ans:- Pre-loading precautions for loading cars on a car carrier:-
➢ Preventing unauthorized entry of vehicles and pedestrians into the terminal.
➢ Enforcement of speed limits.
➢ Segregation of vehicles and pedestrians.
➢ Adequate marshalling of passenger carrying vehicles.
➢ Provisions of safe route from car decks to passenger accommodation.
➢ Maintain clear approach to Ro-Ro ramp.
➢ Only those involved in loading/ unloading allowed onto ramp.
➢ If pedestrian access must be via the ramp, provide safe means of access e.g.
raised walkway.
➢ Ramp kept clear of obstacles.
➢ Good co-ordination between ship/shore to maintain ramp at safe level/ gradient.
➢ Clear rules controlling movement of vehicles on/off the ship.
➢ Procedures for abnormal loads.
➢ Lashing teams
o Wear protective clothing.
o Work in team or in sight of each other
o Stand where visible to loading vehicles
o Use whistle stop and clear, standardized hand signals
o Trained and competent in lashing procedures.
➢ Clear safety procedures for using ships cargo lifts.
➢ Safe systems of work for Sto-Ro especially regarding safe use of large lift trucks.
➢ Control vehicle fume
o Ensure ships fans are running before loading/ unloading begins.
o Minimize number of engines running at one time.
246 | P a g e
o Maintain company controlled vehicles in accordance with manufacturer‘s

guidelines.
Q) You have been informed to loading a mining equipment of 120 tonnes by

ship‟s gear. Describe the preparations to be made and precautions to be
taken to load this cargo safely. (July’14) OR
What precautions will you take while loading heavy lift as a Chief Officer?
(April’17, Jan’17, Jan’16, July’15, Oct’13, Dec’12) OR
What precautions you will take for loading of 60T locomotive on a dry cargo
ship? (Oct’16) OR
Describe the precautions required to be taken while loading a heavy lift by
using ship‟s gear. (Dec’13)
Ans:- Precautions for Heavy Lift Onboard:-
➢ Carry out a ―Risk Assessment‖ prior to commencing the operation to ensure that all
possible areas of hazard are taken account of and that all risks are at an
acceptable, tolerable risk level.
➢ Ensure that the stability of the vessel is adequate to compensate for the anticipated
angle of heel that be experienced when the load at the maximum angle of
outreach.
➢ All free surface elements should be reduced or eliminated, if possible, to ensure a
positive value of GM throughout the operation.
➢ Any additional rigging, such as ―preventer backstays‖ should be secured as per the
ships rigging plan.
➢ A full inspection of all guys, lifting tackles, blocks, shackles and wires should be
conducted prior to commencing the lift by the officer-in-charge. All associated
equipment should be found to be incorrect order with correct SWL shackles in
position and all tackles must be seen to be overhauling.
➢ Allowance must be made for the weight lifted plus the purchase weight.
➢ End links ring or shackles to ride freely from whichever point they hang.
➢ While slinging, wood or other packings to be used to protect the sling from any
sharp edges on the load and to prevent the sling from cutting into the load.
➢ Remove guard rails, if possible.
➢ Avoid shocks due to load slipping or sudden start.
➢ Men should be ordered to lift the gangway from the quayside and the ordered to
positions of standby, to tend the vessels moorings at the fore and aft stations
➢ The ships fenders should be rigged to prevent ship contact with the quayside at the
moment of heeling.
➢ Ensure that the deck area, where the weight is to be landed (when loading) is clear
of obstructions and the deck plate is laid with timber barriers (heavy dunnage) to
spread the weight of the load.
➢ The ships plans should be consulted to ensure that the limitations of the density
plan and deck load capacity is not exceeded.
➢ Check that the winch drivers are experienced and competent and that all winches
are placed into double gear to ensure slow moving operation.
➢ Release any barges or small boats moored to the shipside before commencing any
heavy lift operation.
247 | P a g e
➢ Secure steadying lines to the load itself and to any saucer/collar connection fitment
attached to the lifting hook.
➢ Inspect and confirm the lifting points of the load are attached to the load itself and
not just secured to any protective casing.
➢ Ensure that the area is clear of all unnecessary personnel and that the winch
drivers are in sight of a single controller.
➢ Set tight all power guys, and secure the lifting strops to the hook and load
respectively.
➢ When all rigging is considered ready, the weight of the load should be taken to
―float the weight clear of the quayside (loading).This vessel will cause the vessel to
heel over as the full weight of the load becomes effective at the head of the derrick
boom.
➢ Some lateral drag movement must be anticipated on the load and it is important
that the line of plumb is not lost with the ship heeling over.
➢ Once the load is suspended from the derrick and the chief officer can check that
the rigging of the equipment is satisfactory, then the control of the hoist operation
can be passed to the hatch controlling foreman.
Assuming that all checks are in order, the chief officer would not normally
intervene with the lifting operation being controlled by the hatch foreman, unless
something untoward happened which would warrant intervention by the ship‘s officer.
This is strictly a case of too many cooks could spoil a safe loading operation.
NB: The main duties of the chief officer are to ensure that the vessel has adequate
positive stability and this can be improved by filling DB water ballast tanks.
Additionally, he should ensure that the derrick is rigged correctly and that all moving
parts are operating in a smooth manner.
Q) How do you ensure that the cargo does not get damaged on refrigerated
ships? (Jan’16)
Ans:- Precautions to ensure that the cargo does not get damaged on refrigerated
ships:-
1) Written instructions should always be obtained from the shipper prior to loading
refrigerated cargo. These instructions should include details of pre-cooling, carriage
temperature, ventilation and stowage requirements.
2) The vessel should obtain a certificate from a class surveyor or other competent
expert prior to loading, stating the condition and suitability of the refrigeration
machinery and reefer compartments for the carriage of the specific cargo in
question. For containers, pre-trip inspections should be carried out.
3) Any confirmation, doubt or ambiguity must be queried and resolved in writing.
4) The vessel should never accept carriage instructions that the vessel will not be able
to comply with.
5) Temperature ranges must be strictly adhered to, and in case of unavoidable
deviation, the vessel‘s P&I insurer must be immediately notified.
248 | P a g e
6) For controlled atmosphere (CA) shipments, the carriage instructions should include
recommended concentration of oxygen (O2) and carbon dioxide (CO2) and, if
relevant, other gases (eg. hydrocarbons).
7) Whether loaded inside containers or the ship‘s hold, proper stowage with sufficient
horizontal and vertical air gaps or channels must be ensured.
8) The floor/deck must be dry, clean and the drains must be clear.
9) Pre-cooling may take up to 24 hours before the set or desired carrying temperature
can be maintained.
10) For containers, the air vent must be set or controlled as per shipper‘s
instructions.
Q) Describe the planning and precautions required to be taken before

loading/ unloading/ shifting containers in a cellular container ship as chief
officer of the vessel. (April’17, Oct’15, April’15, April’14)
Ans:- As a deck officer, the main responsibilities are safe navigation of ship and safe
cargo handling and stowage. As the rank or responsibility of the deck officer rises, the
cargo handling and stowage knowledge is must for a competent deck officer for the
safety of the ship‘s property and personnel.
In a container ship, a stowage plan is prepared as per the container to be
discharge and loaded on a particular port along with the tanks condition i.e. mass
carried by the ship other than cargo. This is done to maintain the stability of the ship
at all times. Chief Officer of the ship is responsible for safe and secure stowage of the
cargo on ships.
Objectives when cargo is stowed in the ship –

1) To protect the ship.
2) To protect the cargo.
3) To obtain the maximum use of the available capacity of the ship.
4) To provide for rapid and systematic discharging and loading.
5) To provide for the safety of crew and shore men at all times.
Points to remember when loading cargo container on ships:

➢ Over stowage should be avoided and cargo planning to be done as per the latest
cargo, i.e. cargo for a later port should not be placed over that of an earlier port.
➢ Loading conditions must be calculated for intact stability, shearing force, bending
moment, torsion moment, trim and draft etc. Torsion moment, bending moment
and shear force values must not exceed 100% at any time.
➢ The IMO visibility line should be taken care of when planning the stowage of
containers on deck.
➢ The stowage of IMDG containers to be done as per ships Document of compliance
with the special requirements for ships carrying dangerous goods
➢ The GM value is affected (increases/decreases) by means of stowing light
containers on top of heavy containers respectively and vice-versa.
249 | P a g e
➢ GM is the also known as Metacentric height which is the distance between the
centre of gravity of the ship and its metacentre. The GM is responsible for deciding
the stability factor of the ship.
➢ In a low GM situation, it is preferable for light containers to be stowed on top.
➢ However, usually the GM values for ship are high and stowing light containers on
top of heavy ones will only increase GM leading to a ―stiff‖ ship with short rolling
periods, which increases the stresses on the lashing.
➢ In this situation, it is preferable for the heavy containers to be loaded on top but
with due regard to lashing stresses and staking weight.
Out of Gauge or OOG Containers:-

➢ OOG containers are the ones for which standard lashing equipment and procedures
cannot be applied.
➢ OOG should not be stored in outboard rows in order to prevent the OOG cargo from
falling overboard if lashings break.
➢ Stowage of OOG on deck in the foremost bay is never permitted. If possible
stowage of OOG on deck of the second most forward bay also to be avoided.
➢ The main thing is to check the lashing of the OOG cargo as the stevedores lash
them after loading. The OOG cargo should be secured properly and it should be
ensured that the OOG cargo won‘t shift or break loose.
Q) Explain the causes of cargo shift on a Timber Deck Cargo. (Jan’15)

Ans:- The shifting of timber deck cargo is due mainly to the following causes which
may occur singly or together:
➢ Lashings becoming slack due to compaction of the cargo during the voyage,
unsuitable devices for tightening the lashing system and/or inadequate strength of
the lashings;
➢ Movement of the cargo across the hatch covers due to insufficient friction,
particularly in ice and snow;
➢ Inadequate strength of the uprights due to poor material properties and/or
excessive forces;
➢ Heavy rolling or pitching of the ship;
➢ Impact from heavy seas.
Q) Outline the procedure for tank cleaning a cargo tank in a chemical tanker.
(Oct’14)
Ans:- Procedure for Tank Cleaning on Chemical Tanker:- No cleaning can take place
unless the mandatory prewash as required by MARPOL is done.
The master must enforce precautions like ―no smoking ―and ―AC on recirc ―. It
is important for all on a chemical tanker to know the location of AC fresh air intake,
and the Anemometer, to use the relative wind direction to advantage.
Bioaccumulative vapours and carcinogenic fumes can enter the engine room via intake
vents and cause health problems for the engine staff. It is not all right to say that just
the deck crew are exposed to toxic vapors.
250 | P a g e
Water washing can be done even if the solubility of the chemical in water is low
to as much as 0.3%. such solubility always increases if the water temperature is
higher. Hence always try to use wash water at high temperature ( about 25 deg
higher than MP after removing cold ballast interface ) unless the cargo being cleaned
does not allow it, like drying oils and mineral oils with high paraffin content. Solidified
matter when melted flows away with the stripped out water, it need not be soluble.
Mineral oils with high paraffin content and certain crude oils which require
heating during transportation should always be cleaned with ambient wash to prevent
evaporation of lighter fractions which would leave a waxy residue on tank bulkheads.
Drying oils if prewashed with hot water will polymerize. Drying oils must be
washed immediately after dischg with ambient water. If they are left to dry
polymerization takes place due to reaction with oxygen, and heat increases the
reaction speed. This means by removing the air form the tank using Nitrogen this
process can be slowed down. By the way, Ambient means upto 35 deg C. Moderate
means upto 60 deg. Hot means >60 deg C.
Certain cargoes like acetic acid, benzene, luboils, caustic soda, paraffin,
molasses, phenol, DINP, fatty alcohols, HMD , Hitec, WPAC, butyl acrylate , creosote
etc can be hot pre-washed.
However, if you hot prewash Styrene monomer or Acrylic acid polymerization
will happen. The hotter the water, the faster the polymerization. Due to condensation
of vapour, inhibitor free liquid is formed, as the inhibitor is not volatile. Inhibitor if not
removed will affect the PTT test.
When a cargo is fully soluble in water, using tank cleaning chemicals in a
mindless manner does more harm than good.
Cleaning the tanks is just not enough. Most often it is the tank appendages
which cause huge cargo claims or tank rejection. PV valves, vent lines, fixed pipelines
, portable manifold hoses, superstrip lines, sampling and drain cocks, air/ nitrogen/
steam portable connection stubs, pump internals , cofferdams –all can hold
contaminant matter. With certain cargoes like LSHW FO even the butterfly valve
Teflon seals can trap sludge and discolor the next cargo.
Washing tanks with portable/ fixed Butterworth machines from designated areas
may not clean everything. This is why it is important to enter the tank and have a
visual check before wasting fresh water and expensive tank cleaning chemicals after
high MP cargoes like palm oil fatty acids. As soon as you open the tank dome you get
a general idea of shadow areas.
The chief officer must know if the tank corrugations are horizontal or vertical.
Horizontal corrugations mean that fixed tank cleaning machines which cannot be given
drops are ineffective. Vertical corrugations mean that the position of the butterworth
port is important.
If the previous cargo is strong smelling like Acrylates or Crude Turpentine or
MTBE a smell killer can be used. Gaskets emit smell, hence they must be flushed with
methanol.
STAGES OF TANKCLEANING:--
1) Precleaning with sea water:- Pre cleaning is different from MARPOL mandatory
Prewash. Tank cleaning machines may have shadow sectors, and this can be rectified
251 | P a g e
for main wash. Non drying oils and fats can be steamed before the hot water
precleaning.
Pre-cleaning is the first cleaning step, without cleaning agents in order to
remove the majority of product residue. The cleaning temperature and the
temperature of the adjacent tanks are important parameters for successful cleaning.
When water is not allowed, precleaning is carried out with a suitable solvent. Pre-
cleaning generally takes several hours and the sooner pre-cleaning is done after
discharge, the easier it is to remove the product residue. Pre-cleaning is very
important, because it is very difficult to obtain a satisfactory result following an initial
mistake
2) Main wash with sea water: - Do not attempt to use tank cleaning chemicals unless
the cargo clingage is removed.
3) Tank Cleaning Chemical wash: - If cargo is not water soluble or residues remain ,
the use of tank cleaning chemicals is justified. If the previous cargo is not water
soluble using a 0.04% detergent wash will be good enough for WW standard ( this is
not WALL WASH ). Graco barrel pump injecting into the tankcleaning line , is the best
as the bottom can be kept stripped and tank cleaning chemical is not reused. Inject
at the rate of 2 litres chemical per cubic meter of wash water. Discharge from both
sides of the manifold to Annex 2 UW overboard.
Recirc using spider / octopus will clean dirty areas, but they will also dirty clean
areas. Also if the solvent is volatile it will evaporate. Recirc is more effective after a
Graco injection wash. Prevent static charge dangers. Annex 1 mineral oils which are
not soluble in water requires a emulsifier/ degreaser wash. Handspray with undiluted
chemicals is only for local application , sufficient contact time must be allowed.
Most cleaning agents are additives which are used in combination with water to
improve the water solubility of the cargo to be cleaned. Only very few cargoes which
cannot be cleaned with water-based systems require a non-water-based solvent
as a cleaner (sometimes in combination with an emulsifier).
To neutralize the odor of some chemicals, the use of an odor remover may be
recommended in combination with an emulsifier. For most cargoes a variety of
cleaning agents are available. Cleaning agents must be IMO-approved. Cleaning
concentrations, times and temperatures in the final cleaning steps are recommended
in the cleaning guides to achieve a satisfactory result. Cleaning generally takes several
hours.
4) Rinsing with sea water:- This is done with tank cleaning machines, the main
purpose is to get rid of the residues loosened up by the tank cleaning chemicals.
5) Flushing with fresh water:- This is done with tank cleaning machine using a low
throughput, to remove the salt before they dry up . If you anticipate a delay , as your
ship does not have a dedicated FW pump or line prevent the salt from drying up by
steaming, more so on zinc adsorbent porous surface.
252 | P a g e
6) Steaming tank and pipelines (to bring level of chlorides down and wash down
appendages):- Steaming is the introduction of saturated steam into the tank to
evaporate volatile residue (odour removal). The steam will condense on the tank
surfaces. The temperature should normally be as high as possible during steaming.
This is enhanced if the adjacent tanks (including ballast tanks) are empty Steaming
removes traces of volatile substances. The steam must hence be allowed to escape
constantly via the PV valve.
If the chloride level of the wash water is too high, the use of steam for removal
of chloride is often the only feasible option. Clearly the steam quality depends on the
construction of the boiler. If the steam is used to remove chloride, the wall
temperatures should be cool (in contrast to the evaporation method described above)
– this results in condensation and water film running down the tank walls to
wash the chlorides off.
In case of Wall wash , with low chloride specs, for optimal results the chloride
content of the water must be less than 0.1 mg/ litre (distilled water, deionized water,
demineralized water by microfiltration).
7) Draining tank sump:- Strip out the tank and the pump stack. Sometimes it will be
necessary to use a Wilden pump and sponges to save time. Mopping reduces drying
time if there are water pools on the tank bottom. Make sure no lint is left .
8) Drying tank with ventilation:- While venting please remember that warm moist air
condenses on a cold surface. Ventilation removes water, moisture and odor, which is
usually done by forced air circulation.
Q) Explain the following briefly: Tare Weight (July’12)

Ans:- Tare Weight - It is the weight of the container and/or packed materials without
considering the weight of the goods inside the container.
Q) Explain the following briefly: Transversal Lashing System (July’12)

Ans:- Transversal Lashing System:-
253 | P a g e
➢ If only twistlocks are used, during rolling a horizontal force is exerted on the
twistlocks especially the lowest one which bears the maximum force of the entire
stack load.
➢ This could cause the twistlocks to give way or the deck to be ripped off.
➢ The transversal lashing system solves a lot of these problems when used in certain
types of vessels.
➢ The principle of this system is to transmit all horizontal forces arising from ship‘s
rolling at a reinforced part of the ship‘s structure.
➢ A transverse lashing element is then wedged between the container block and the
ship‘s structure at the level of the corner fittings of the upper tiers on port and stbd
side.
254 | P a g e
➢ These transverse elements absorb the horizontal forces generated by the container.
➢ Transversal elements can be pressure or tension pressure type.
➢ If tension-pressure type is used on each side, the horizontal force is split into two
and each element bears half the force, one pulling the container block and the
other pushing it.
➢ This keeps the force on the corner fittings within limits.
➢ However, where the horizontal forces are not large, pressure elements can be used
wherein the one on which side the roll is, bears the full force, while the other
remains idle.
➢ The arrangement of transverse elements may vary according to the number of tiers
and slacks and the availability of strong support in the ship‘s structure such as
decks, hatch coamings, frames or longitudinal.
➢ However a suitable distribution of forces must be achieved.
➢ The foundations for the transversal elements should be preferable be of the flush
type so that loading/ unloading operations are not hindered and the ability to load
other types of cargoes is not compromised.
➢ The distance between the container block and the hull structure must be
reasonably small (within 1.5m), if not the size of the transverse elements will make
them difficult to handle.
➢ Large elements element may sometimes be permanently suspended instead of
being removable which allows for better handling.
Q) Explain the following briefly: Cellular Container Vessel (July’12)

Ans:- Cellular Container Vessel:-
A cellular vessel is a container ship specially designed for the efficient storage of
freight containers one on top of other with vertical bracings at the four corners. The
majority of vessels operated by maritime carriers are fully cellular ships.
Before 1991 most containerships where constructed with hatch covers. Because
of the longer load and unloading times of these types of ships the cellular type was
invented. As loading and unloading occurs only vertically and the containers have
standardized dimensions (TEU), large quantities of cargo can quickly be loaded using
gantry cranes.
Advantages:
➢ The cargo handling is more efficient resulting in shorter time in port
➢ Guide rails hold the containers into place instead of time consuming lashings
➢ No need of hatch covers, reducing maintenance, weight, and handling
➢ There is a high freeboard resulting in a stronger construction
➢ Containers lashed to cellular vessels are less vulnerable to crew tampering than
containers on mixed-use cargo vessels, making them less of a risk from the
standpoint of port security.
Disadvantages:
➢ The high freeboard results in higher registered tonnage.
255 | P a g e
➢ The price of the ship is high due to the amount of steel used and the complex
design process.
➢ The absence of hatch covers means that rain water and overcoming seawater can
freely enter into the cargo hold. Therefore, higher requirements of bilge systems
are applicable to open cargo holds.
Q) Write short notes on Container Code (CSC). (Dec’13)

Ans:- Container Code (CSC):- The technical requirements placed on containers are
enshrined in the "International Convention for Safe Containers" or CSC. Prepared
under the auspices of IMO, CSC makes it obligatory for the owners of containers to
follow ISO standards which govern safety – specifications & testing.
The aim of the Convention is to achieve the highest possible level of safety of
human life in the handling, stacking and transporting of containers. The Convention
applies to all containers used for international transport, except containers developed
especially for air travel.
Annex II of the CSC gives examples of structural safety requirements and tests:-
Every contracting state must ensure that effective procedures are put in place to
enforce the regulations in Annex I of the Convention. This Annex sets out regulations
for the testing, inspection, approval and maintenance of containers. However, the text
of the Convention does allow duly authorized organizations to be entrusted with all
these tasks, other than maintenance. In many countries, the national classification
societies are entrusted with these tasks, e.g. Germanischer Lloyd in Germany.
A Safety Approval Plate must be permanently affixed to every container at a

readily visible place, where it cannot be easily damaged.
Annex I to the International Convention for Safe Containers" (CSC) sets out
regulations for the testing, inspection, approval and maintenance of containers.
Regulation 1 deals with the Safety Approval Plate. Point 1 makes the following
statements:
256 | P a g e
CSC Plate
The Plate shall contain the following information in at least the English or French
language:
➢ "CSC SAFETY APPROVAL".
➢ Country of approval and approval reference.
➢ Date (month and year) of manufacture.
➢ Manufacturer's identification number of the container.
➢ Maximum operating gross weight (kilograms and lbs).
➢ Allowable stacking weight for 1.8 g (kilograms and lbs).
➢ Transverse racking test load value.
The Safety Approval Plate ... shall take the form of a permanent, non-corrosive,
fire-proof rectangular plate measuring not less than 200 mm by 100 mm. The words
"CSC Safety Approval" of a minimum letter height of 8 mm and all other words and
numbers of a minimum height of 5 mm shall be stamped into, embossed on or
indicated on its surface in any other permanent and legible way.
➢ Country of Approval and Approval Reference is in this case the USA, the certifier is
AB, standing for the American Bureau of Shipping, the reference is 745.
➢ Date (month and year) of manufacture is year: 1998 and month: September
(stated according to ISO standard as 98-9)
➢ Manufacturer's identification number of the container is JDK ...and so on.
➢ Maximum operating gross weight (kilograms and lbs) is stated
as 24,000 KGS and 52,910 LBS (i.e. pounds). According to the original DIN/ISO
standards, the maximum total mass for a 20' container is 20,320 kg. In the
example it is therefore higher, which is not uncommon these days. Containers with
a markedly higher total weight are available.
➢ Allowable stacking weight for 1.8 g (kilograms and lbs) According to ISO standards,
fully loaded containers must be stackable 6 high. The container given by way of
example may be stacked 8 high (192,000 kg ÷ 24,000 kg = 8).
➢ Transverse racking test load value. In this instance, this value is 15,240 KGS or
33,600 LBS.
257 | P a g e
A blank space should be reserved on the Plate for insertion of end and/or side-wall
strength values (factors). A blank space should also be reserved on the Plate for first
and subsequent maintenance examination dates (month and year) when used.
The CSC Safety Approval Plates illustrated above do not carry these details. With good
reason, since the regulations subsequently state:
End Wall Strength to be indicated on plate only if end walls are designed to withstand
a load of less or greater than 0.4 times the maximum permissible payload, i.e. 0.4 P.
Side Wall Strength to be indicated on plate only if the side walls are designed to
withstand a load of less or greater than 0.6 times the maximum permissible payload,
i.e. 0.6 P.
Positioning of data on the Safety Approval Plate
"A blank space should also be reserved on the CSC Plate for first and subsequent
maintenance examination dates (month and year) when used."
In the example illustrated, this blank space has been left not at the bottom but
on the right of the other required data (see arrow). This is common practice.
In the "International Convention for Safe Containers", Regulation 2 of Annex
I deals with maintenance, and reads as follows:
The owner of the container shall be responsible for maintaining it in safe condition.
The owner of an approved container shall examine the container or have it

examined in accordance with the procedure either prescribed or approved by the
Contracting Party concerned, at intervals appropriate to operation conditions. The date
(month and year) before which a new container shall undergo its first examination
shall be marked on the Safety Approval Plate.
The date (month and year) before which the container shall be re-examined
shall be clearly marked on the container on or as close as practicable to the Safety
258 | P a g e
Approval Plate and in a manner acceptable to that Contracting Party which prescribed
or approved the particular maintenance procedure involved.
The interval from the date of manufacture to the date of the first
examination shall not exceed five years. Subsequent examination of new
containers and re-examination of existing containers shall be at intervals of
not more than 24 months. All examinations shall determine whether the container
has any defects which could place any person in danger.
For some years now, owners have in most cases been responsible for examining
their own containers. Regulators have provided for this by establishing an "Approved
Continuous Examination Program", in which owners participate. The ACEP is a
recognized repair and maintenance system providing for regular examinations and
servicing. To participate actively in this program, it is necessary to register with the
competent authorities. Registration is indicated on the container. The owner has then
to take responsibility for the necessary inspections and the date for re-examination
need no longer be indicated on the CSC plate.
A valid ACEP renders it unnecessary to indicate

a next examination date.
Q) With respect to stresses and corrosion, discuss the problem areas in Ro-
Ro ships. (Dec’13)
Ans:- Enclosed spaces are a fundamental component to the ship‘s structure and are
also circuitously critical for the economics of running the shipping company. A large
part of the ship‘s earnings in the form of cargo (dry as well as wet) is exhumed from
large void spaces commonly known as ‗tanks‘, within the ships configuration. As a
matter of fact, the steel tanks aid with the ship‘s stability, especially when stability is
associated to juggling between filling and discharge of fuel oil or water as ballast /
domestic.
Considering the immense significance of these spaces, they have to be regularly
maintained. Planned inspections and regular cleaning / repairs would be best for
ascertaining top shape of the ship‘s hull and its components.
However, it is proven that over time the ships‘ steel deteriorates structurally, and if
left unchecked, can worsen to serious framing and compositional defects with
sometimes causing loss to ship, even lives. Consequently, in order to avoid such
premature loss to life or for that matter loss of revenue from forced off-hire periods,
effective repairs are indispensable; this includes visibly examining the tanks
methodically.
The intention of this study is to present a generic guide of how to go about
inspecting the ships tanks namely, cargo holds / tanks (dry and wet), ballast tanks,
void spaces, fuel oil tanks, fresh water storage tanks, etc.
259 | P a g e
Let‘s first quickly run down through the general defects that affect the steel
structures due to direct wear and tear.
1. Corrosion – Also considered as ‗material wastage‘, it is the lead cause for

structural deformations and fracturing. It is by far the most ‗popular‘ of all other
defects directly related to steel and its components. If left unattended, corrosion is a
disaster waiting to happen; either by cargo or fuel oil contamination, structural losses,
pollution and finally possible loss of the ship itself.
2. Deformation – It is a sub-component defect caused due to damage of steel

platings or material failure. It could be a change in shape or physical disfigurement of
steel that is caused either by implosion (caused due to vacuum build up in tanks) or
explosion, excessive dynamic (wave bending / loading) as well as static stress (ship‘s
hogging and sagging conditions)and strains onto the steel structures, and likewise. It
should be noted that deformations observed on the ship‘s hull are more likely to affect
structures on the interior too.
3. Fractures – This is due to propagation of cracks through the steel plating, which
have been left unattended, obviously. Most of it occurs due to excessive stress
concentrated on weakened steel plates throughout the tanks‘ dimensions. There have
been many cases where inspectors have arrested ships, especially bulk carriers, where
imminent cracks (mainly due to concentration of stress) through the cargo areas have
been observed. Welding defects have also been observed to be the cause of fractures.
As we are aware that entering the tank or the enclosed spaces onboard
encompasses certain mandatory procedures, which should be followed in particular.
Prerequisites such as Permit to Work in Enclosed Spaces, PPE, high beam lighting,
oxygen / gas detection meters, communications, etc. are mandatory while
undertaking such critical operations. Once all the essentials are in place, a competent
officer should head the inspection process after chalking out the tasks that are
required to be ticked off, say for completing a PMS. Needless to say, onboard
checklists provide a complete synopsis as to what one has to confirm while inspecting
the tanks.
260 | P a g e
Here are a few pointers one should specifically identify while inspecting the steel
tanks.
1. Assessing the overall condition – Immediately on entering the enclosed space
one can figure out the tank‘s well being by considering the state of the access ways
and the ladders, paint coatings, and by closely observing areas susceptible to
corrosion such as near the weld joints. Rungs, step ways and ladders are often the
foremost members that are exposed to deterioration due to oxidation. The competent
officer should examine the material wastage throughout the set of access ways and
related components. An overall study of the paint coating would permit the competent
person to estimate how the tank has reacted to general corrosion. For easy
identification of loop holes, the paint applied on the surface is generally light in colour.
Thereby, re-coated areas can be easily spotted, should be re-checked for coating
failure or for scaling or pitting in the vicinity.
2. Condition of corrosion levels – General corrosion appears to be as a non-

protected oxidation that tends to crop up homogeneously on internal surfaces of the
holds or tanks which have been left uncoated. The corroded scale frequently breaks
off, revealing the bare metal, which is susceptible to corrosive attack. In tanks and
holds that have been coated, corrosion starts affecting the moment the coating starts
breaking down. Determining thickness reduction in the steel plates is difficult unless
excessive shrinking has occurred.
For example, corrosion on the inner surfaces of the liquid cargo tanks (example, Crude
Oil Tankers) is mainly due to the mixture of corrosive gases, crude oil acids, as well as
261 | P a g e
sea water (Crude oil washing). This along with the fluctuations in temperatures within
the tanks and structural flexing, over a period of time, shrinks the thickness of the
steel plating and associated supports, ultimately leading to failure of the steel
structure.
Careful examination should be carried out in areas such as – in the vicinity of
sounding pipes and striker plates, openings for the air vents and tank gauging,
internal piping including expansion joints, dressor coupling and related fittings / joints
/ clamps, near the operational valves within the tanks, bilges and tank top areas,
underside of hatch coamings / tank openings, bulkheads in general, joints associated
with girders, web frames, etc.
3. Condition of „sacrificial‟ anodes fitted inside the tank – Normally such anodes
are made up of zinc among other elements and provide excellent preventive measures
to fight corrosion within the tanks, especially the ballast tanks. Due to their sacrificial
nature, the anodes, over a period of time get ‗wasted‘. Hence, in order to maintain
their integrity, anodes have to be checked and inspected closely for excessive wear
and tear. A record of material wastage should be maintained for future examining.
One must also inspect whether the anodes are well secured to the brackets provided.
4. Checking for Damages / Cracks / Deformations – Adequate lighting in the

tanks is necessary for the inspection work and for identifying deformations or surface
dents. Shadows are one of the best indicators to highlight any buckling or cracks
within the tanks. However this may not be the case for darker paint coatings (Coal Tar
Epoxy, for example) where the tanks have to be lit up to the max in order to locate
the defects. Deformations may generally not be readily obvious when viewed over a
larger area. To identify this, it is good idea to highlight the area using a high beam
torch by projecting it parallel to the surface. Where it is difficult to identify defects in a
straight line by the torch, the old school method of using a length of string or rope
could be considered for determining the obscured deformations on the surfaces.
Buckling is another condition of large deformations which can be caused due to
a diminutive increase in loads. Permanent buckling may arise due to overloading weak
structures (read – corrosion or contact damage)
5. Pitting corrosion and blister formation – Pitting Corrosion is often known to be

observed in the bottom plating of ballast tanks especially near the ‗bell-mouth‘, near
the ‗bell-mouth‘ in a liquid cargo tank, or next to suction wells associated with the
submerged pumps fitted within the tanks. Pitting Corrosion begins mostly with the
local breakdown of the coatings, exposing the bare metal, and thereby getting
accentuated by oxidation and galvanic reactions in the area.
Blister formation is a common site in areas where the surface preparation is
inadequate prior to application of paint coats or for some reason the coating failed to
adhere to the surface. The officer must be on a look out for these unwary bumps on
the tank surfaces that may act as alibi to the mounting decay underneath.
6. Condition of the tank gauging systems – Gauging systems that include gas
measuring gauges, pressure gauges, temperature gauges, remote level sensing
262 | P a g e
meters, sounding pipes as well as the striker plates should be checked for operational
abnormalities. Rusting, too, is often found underneath the tank top near the conduits
that encompass the gauges. If possible, it is always a good idea to try and clear out
debris (example – mud, oil deposits) manually from the remote measuring sensors
and attempt operating them. For example, during the inspection process physically
testing the ‗remote‘ gas measuring devices may be well worth the assessment.
The gauges fitted inside or outside the tank must be calibrated during major
inspection (dry dock) or at intervals defined by the maker.
7. Condition of the Safety Devices – Safety devices fitted in the tanks are critical
for providing the operators a remote indication of an unwanted threat such as water
ingress in the bilges of cargo holds due to sweating or any other reason for that
matter. The importance of such devices onboard is high and should be regarded as
priority for visible examination. It is not very frequent that the bilge high level and low
level alarms of critical spaces such as in the ship‘s chain locker, dry cargo holds, void
spaces, etc. would be manually tested and scrutinised closely for operational
deficiencies.
8. Condition of Mud or Sludge Build Up – Accumulation of mud and oily sludge in

the tanks could be detrimental in terms of hiding away serious defects and also to
promote development of structural deterioration underneath the horizontal / parallel
surfaces. Therefore, it is highly recommended to remove the excess debris prior any
tank inspection, this means washing the crude oil tanks enough in order to visibly
locate the defects, or physically hosing down the mud accretion in ballast tanks. This
also aids in identifying any bottom shell pitting corrosion or deformations.
9. Condition of Cargo Equipment – Cargo equipment within the tanks include

heating coils, cargo pumps, crude oil washing machines, remote gauging systems,
temperature / heat sensors, etc. Leak test using compressed air or steam could be
carried out on heating coils whereby the pipe-work and steam traps within the tanks
must be thoroughly inspected visually for faults and leaks. The competent officer
should also physically ensure the optimal operation of all the cargo equipment fitted
internally. This could be done by remotely trying out the system from a control room
and feedback confirmed from within the tank. Any irregularity in the equipments‘
operation must be recorded and later reported.
263 | P a g e
Finally, a few other areas onboard susceptible to defects and damages that must
be frequently examined –
– Ballast tanks that are bordering the hot Engine Room spaces
– Ballast and void tanks neighboring the heated fuel oil and cargo tanks
– Tanks that are in the vicinity to areas where vibration levels are high
– Side shell spaces between the loaded and light draughts
– Tanks adjacent to external tug contact points
– Spaces in the forward part of the vessel, especially to be considered after heavy
weather
Therefore, in order to detect and identify where a fault has occurred in the enclosed
space most of the above mentioned factors would be needed to take into
consideration. For evidence and record keeping, using an intrinsically safe camera or
any camera with a certified explosion proof housing for that matter is highly
recommended.
Q) Explain with sketch the safe method of stowage of heavy cargo items such
as locomotives and project cargo being brought by your ship during
monsoon. (July-17, July’13)
Ans:- ―ANNEX 5 of CSS code - Safe stowage and securing of heavy cargo items such
as locomotives, transformers, etc.‖
Following are guidelines wrt lashing of heavy cargoes:

Securing Against Sliding and Tipping:
264 | P a g e
➢ Whenever possible, timber should be used between the stowage surface and
the bottom of the unit in order to increase friction. This does not apply to items
on wooden cradles or on rubber tyres or with similar bottom material having a high
coefficient of friction.
➢ The securing devices should be arranged in a way to withstand transverse and
longitudinal forces which may give rise to sliding or tipping.
➢ The optimum lashing angle against sliding is about 25°, while the optimum
lashing angle against tipping is generally found between 45° and 60° (fig
1).
➢ If a heavy cargo item has been dragged into position on greased skid boards
or other means to reduce friction, the number of lashings used to prevent sliding
should be increased accordingly.
➢ If, owing to circumstances, lashings can be set at large angles only, sliding
must be prevented by timber shoring, welded fittings or other appropriate
means. Any welding should be carried out in accordance with accepted hot work
procedures.
Securing Against Heavy Seas on Deck:-

➢ Whilst it is recognised that securing cargo items against heavy seas on deck is
difficult, all efforts should be made to secure such items and their supports to
withstand such impact and special means of securing may have to be
considered.
Heavy Cargo Items Projecting over the Ship's Side:-

265 | P a g e
➢ Items projecting over the ship's side should be additionally secured by lashings
acting in longitudinal and vertical directions.
Attachment of Lashings to Heavy Cargo Items:-

➢ If lashings are to be attached to securing points on the item, these securing
points should be of adequate strength and clearly marked. It should be
borne in mind that securing points designed for road or rail transport may not be
suitable for securing the items on board ship.
➢ Lashings attached to items without securing points should pass around the
item, or a rigid part thereof, and both ends of the lashing should be
secured to the same side of the unit (figure 2).
➢ Securing devices should be assembled so that each component is of equal

strength.
➢ Particular attention should be paid to the correct use of wire, grips and clips.
The saddle portion of the clip should be applied to the live load segment and the
U-bolt to the dead or shortened end segment.
Mixed securing arrangements of devices with different strength and elongation
characteristics should be avoided.
Q) Explain the factors to be considered for preparing a container loading

plan. (April’13)
Ans:- As a deck officer, the main responsibilities are safe navigation of ship and safe
cargo handling and stowage. As the rank or responsibility of the deck officer rises, the
cargo handling and stowage knowledge is must for a competent deck officer for the
safety of the ship‘s property and personnel.
In a container ship, a stowage plan is prepared as per the container to be
discharge and loaded on a particular port along with the tanks condition i.e. mass
266 | P a g e
carried by the ship other than cargo. This is done to maintain the stability of the ship
at all times. Chief Officer of the ship is responsible for safe and secure stowage of the
cargo on ships.
Objectives when cargo is stowed in the ship –

1) To protect the ship.
2) To protect the cargo.
3) To obtain the maximum use of the available capacity of the ship.
4) To provide for rapid and systematic discharging and loading.
5) To provide for the safety of crew and shore men at all times.
Points to remember when loading cargo container on ships:

Over stowage should be avoided and cargo planning to be done as per the latest
cargo, i.e. cargo for a later port should not be placed over that of an earlier port.
Loading conditions must be calculated for intact stability, shearing force,
bending moment, torsion moment, trim and draft etc. Torsion moment, bending
moment and shear force values must not exceed 100% at any time.
The IMO visibility line should be taken care of when planning the stowage of
containers on deck.
The stowage of IMDG containers to be done as per ships Document of
compliance with the special requirements for ships carrying dangerous goods
The GM value is affected (increases/decreases) by means of stowing light containers
on top of heavy containers respectively and vice-versa.
GM is the also known as Metacentric height which is the distance between the centre
of gravity of the ship and its metacentre. The GM is responsible for deciding the
stability factor of the ship.
In a low GM situation, it is preferable for light containers to be stowed on top.
However, usually the GM values for ship are high and stowing light containers on top
of heavy ones will only increase GM leading to a ―stiff‖ ship with short rolling periods,
which increases the stresses on the lashing.
In this situation, it is preferable for the heavy containers to be loaded on top but
with due regard to lashing stresses and staking weight.
Out of Gauge or OOG Containers:-

OOG containers are the ones for which standard lashing equipment and
procedures cannot be applied.
OOG should not be stored in outboard rows in order to prevent the OOG cargo
from falling overboard if lashings break.
Stowage of OOG on deck in the foremost bay is never permitted. If possible
stowage of OOG on deck of the second most forward bay also to be avoided;the main
thing is to check the lashing of the OOG cargo as the stevedores lash them after
loading. The OOG cargo should be secured properly and it should be ensured that the
OOG cargo won‘t shift or break loose.
267 | P a g e
Q) How will you carry out lashings of vehicles with wheels? Also explain the
additional precautions that are required to be taken during loading and
carriage of vehicles. (Oct’15, April’13) OR
Discuss the planning and preparations to be done before loading and
unloading of vehicles on a car carrier. (Jan’13)
Ans:- Stowage:-
➢ Shipper‘s special advice or guidelines regarding handling and stowage of individual
vehicles should be observed.
➢ Vehicles should as far as it is possible, be aligned in a fore and aft direction.
Athwartship stowage should only be allowed with the express permission of the
Master having taken into account the anticipated weather for the intended voyage
and provided that adequate securing arrangements can be made.
➢ Vehicles should not be stowed across water spray fire curtains or flood barrier
doors where fitted.
➢ Vehicles should be closely stowed athwartships so that, in the event of any failure
in the securing arrangements or from any other cause, the transverse movement is
restricted. However, sufficient distance should be provided between vehicles to
permit safe access for the crew and for passengers getting into and out of vehicles
and going to and from accesses serving vehicle spaces.
➢ Safe means of access to securing arrangements, safety equipment, and operational
controls should be provided and properly maintained. Stairways and escape routes
from spaces below the vehicles decks should be kept clear.
➢ Vehicles should not obstruct the operating controls of bow and stern doors,
entrances to accommodation spaces, ladders, stairways, companionways, escapes,
access hatches, fire fighting equipment, controls to deck scupper valves and
controls to fire dampers in ventilation trunk.
➢ Parking brakes, where provided, of each element of a combination of vehicles
should be applied.
➢ Semi-trailers should not be supported on their landing legs during sea transport
unless the landing legs are specially designed for that purpose and so marked.
➢ Semi-trailers should not be supported on their landing legs during sea
transportation unless the deck plating has adequate strength for the point loadings,
or there are suitable arrangements to spread the load.
➢ Uncoupled semi-trailers should be supported by trestles or similar devices placed in
the immediate area of the drawplates so that the connection of the fifth-wheel to
the kingpin is not restricted. Such trestles or devices should be tested and clearly
marked to show their maximum permitted load which must not be exceeded.
➢ Depending on the area of operation, the predominant weather conditions and the
characteristics of the ship, freight vehicles should be stowed so that the chasses
are kept as static as possible by not allowing free play in the suspension. This can
be done by securing the vehicle to the deck as tightly as the lashing tensioning
device will permit or by jacking up the freight vehicle chasses prior to securing.
➢ Depending on the area of operation, the predominant weather conditions and the
characteristics of the ship, freight vehicles should be stowed so that the chassis are
kept as static as possible by not allowing free play in the suspension. This can be
done by securing the vehicle to the deck as tightly as the lashing tensioning device
268 | P a g e
will permit or by jacking up the freight vehicle chassis prior to securing. Since
compressed air suspension systems may lose air, adequate arrangements should
be made to prevent the slackening off of lashings as a result of air leakage during
the voyage. Such arrangements may include the jacking up of the vehicle or the
release of air from the suspension system where this facility is provided.
Securing:-
➢ Securing operations should be completed before the ship leaves the berth.
➢ Persons appointed to carry out the task of securing vehicles should be trained in
the use of the equipment to be used and in the most effective methods for securing
different types of vehicles.
➢ Persons supervising the securing of vehicles should be conversant with the
contents of the ―Cargo Securing Manual‖.
➢ There should be an adequate supply of cargo securing gear which is maintained in
a sound working condition.
➢ Freight vehicles of more than 3.5 tonnes should be secured in all circumstances
where the expected conditions for the intended voyage are such that movement of
the vehicles relative to the ship could be expected. So far as is reasonably
practicable the securing arrangements should be adequate to ensure that there will
be no movement from any cause which will endanger the ship.
➢ When freight vehicles are being stowed on an inclined deck, the wheels should be
chocked before lashing commences. During discharge, sufficient restraints should
remain in place until the tractor unit has been connected, where appropriate.
➢ Lashings should not be attached to or led across lamp brackets, trailer landing legs,
king pins, sideguards or bumpers except those specially designed for this purpose.
➢ When wheel chocks are used to restrain a semi-trailer they should remain in place
until the semi-trailer is properly secured to the semi-trailer towing vehicle.
➢ To avoid being damaged during loading and unloading all securing equipment
should be kept clear of moving vehicles on the vehicle deck.
➢ Inspection routines for securing equipment should be specified in the Cargo
Securing Manual and require at least one inspection every six months by a trained
person. Defective equipment should be taken out of service and placed where it
cannot be used inadvertently.
Lashing Arrangements:-
➢ Lashings should have strength and elongation characteristics appropriate for the
mass of vehicle being secured.
➢ Steel chains are commonly used for lashing freight vehicles of more than 3.5
tonnes gross vehicle mass (GVM). Webbing straps or other novel securing systems
may be used instead of steel chain, provided that they have an equivalent strength
and suitable elongation characteristics (see IMO MSC/Circ 812 for further details).
➢ Chains/straps and associated elements (eg Hooks, shackles, elephant‘s feet and
tensioning devices) should have an MSL of 100 kN.
➢ Where, exceptionally, wire ropes or other materials are used their breaking load
should be atleast 200 kN.
269 | P a g e
➢ Hooks and other devices which are used for attaching a lashing to a securing point
should be designed and applied in a manner which prevents them from disengaging
from the aperture of the securing point if the lashing slackens during a voyage.
➢ Lashings should be so designed and attached that, provided that there is safe
access, it is possible to tighten them if they become slack.
➢ Securing points provided on vehicles should only be used for lashing the vehicle to
the ship. Only one lashing should be attached to any one aperture loop or lashing
ring at each securing point.
➢ The lashings are most effective on a vehicle when they make an angle with the
deck of between 30 and 6 degrees. When these optimum angles cannot be
achieved, additional lashings may be required.
➢ Where practicable, the arrangement of lashings on both sides of a vehicle should
be the same, and angled to provide some fore and aft restraint with an equal
number pulling forward as are pulling aft.
➢ Crossed lashings should, where practicable, not be used for securing freight
vehicles because this disposition provides no restraint against tipping over at
moderate angles of roll of the ship. With these vehicles, lashings should pass from
a securing point on the vehicle to a deck securing point adjacent to the same side
of the vehicle. Where there is a concern about the possibility of low coefficients of
friction on vehicles such as solid wheeled trailers, additional cross lashings may be
used to restrain sliding.
➢ Bearing in mind the characteristics of the ship, the approved ―Cargo Securing
Manual‖ and the conditions expected on the intended voyage, the master should
decide on the number of lashings, if any to be used on each class of vehicle having
regard to any vehicles which by the nature or disposition of their load may require
particular attention.
Q) Describe the securing arrangements of rolled steel, steel coils and

containers on General Cargo Ships. (Jan’13)
Ans:- Securing Arrangements of Rolled steel & Steel Coils:-
Normally, coils of sheet steel have a gross mass in excess of 10 tonnes each.
Coils:-
➢ Coils should be given bottom stow and, whenever possible, be stowed in regular
tiers from side to side of the ship.
➢ Coils should be stowed on dunnage laid athwart ships. Coils should be stowed with
their axes in the fore-and-aft direction. Each coil should be stowed against its
neighbour. Wedges should be used as stoppers when necessary during loading and
discharging to prevent shifting (figures 8 and 9).
270 | P a g e
➢ The final coil in each row should normally rest on the two adjacent coils. The mass
of this coil will lock the other coils in the row.
➢ If it is necessary to load a second tier over the first, then the coils should be
stowed in between the coils of the first tier (figure 9).
➢ Any void space between coils in the topmost tier should be adequately secured
(figure 10).
Lashings:-
➢ The objective is to form one large, immovable block of coils in the hold by lashing
them together. In general, strip coils in three end rows in the top tier should be
lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils, group-
lashing should not be applied due to their fragile nature; the end row of a top tier
should be secured by dunnage and wires, which are to be tightened from side to
side, and by additional wires to the bulkhead. When coils are fully loaded over the
entire bottom space and are well shored, no lashings are required except for
locking coils (figures 11, 12, and 13).
271 | P a g e
➢ The lashings can be of a conventional type using wire, steel band or any equivalent
means.
272 | P a g e
➢ Conventional lashings should consist of wires having sufficient tensile strength. The
first tier should be chocked. It should be possible to retighten the lashings during
the voyage (figures 12 and 13).
➢ Wire lashings should be protected against damage from sharp edges.
➢ If there are few coils, or a single coil only, they should be adequately secured to
the ship, by placing them in cradles, by wedging, or by shoring and then lashing to
prevent transverse and longitudinal movement.
➢ Coils carried in containers, railway wagons and road vehicles should be stowed in
cradles or specially made beds and should be prevented from moving by adequate
securing.
Safe stowage and securing of containers on deck of ships which are not
specially designed and fitted for the purpose of carrying containers:-
Stowage
273 | P a g e
➢ Containers carried on deck or on hatches of such ships should preferably be stowed

in the fore-and-aft direction.
➢ Containers should not extend over the ship‘s sides. Adequate supports should be
provided when containers overhang hatches or deck structures.
➢ Containers should be stowed and secured so as to permit safe access for personnel
in the necessary operation of the ship.
➢ Containers should at no time overstress the deck or hatches on which they are
stowed.
➢ Bottom-tier containers, when not resting on stacking devices, should be stowed on
timber of sufficient thickness, arranged in such a way as to transfer the stack load
evenly on to the structure of the stowage area.
➢ When stacking containers, use should be made of locking devices, cones, or similar
stacking aids, as appropriate, between them.
➢ When stowing containers on deck or hatches, the position and strength of the
securing points should be taken into consideration.
Securing
➢ All containers should be effectively secured in such a way as to protect them from
sliding and tipping. Hatch covers carrying containers should be adequately secured
to the ship.
➢ Containers should be secured using one of the three methods recommended in
figure 1 or methods equivalent thereto.
➢ Lashings should preferably consist of wire ropes or chains or material with
equivalent strength and elongation characteristics.
➢ Timber shoring should not exceed 2 m in length.
➢ Wire clips should be adequately greased, and tightened so that the dead end of the
wire is visibly compressed (figure 2).
➢ Lashings should be kept, when possible, under equal tension.
274 | P a g e
275 | P a g e
Q) Describe the general principles and practice to be followed in the stowage

& securing of non-standardized cargoes as given in the code of safe practice
for cargo stowage and securing?
Ans:- Non-standardized stowage and securing:-
➢ Chapter 5 of ―Code of Safe Practice for Cargo Stowage and Securing‖ and the
annexes provide advice of a general nature for the stowage and securing of
cargoes not covered by chapters 3 and 4 of this Code and particularly specific
advice for the stowage and securing of cargoes which have proved to be difficult to
stow and secure on board ships.
➢ The list of cargoes given in 5.3 should not be regarded as exhaustive, as there may
be other cargoes which could create hazards if not properly stowed and secured.
Equivalent stowage and securing:-

The guidance given in the annexes provides for certain safeguards against the
problems inherent in the cargoes covered. Alternative methods of stowage and
securing may afford the same degree of safety. It is imperative that any alternative
method chosen should provide a level of securing safety at least equivalent to that
described in the resolutions, circulars and guidelines listed in the foreword to this
Code.
Cargoes which have proved to be a potential source of danger

Such cargoes include:
1) Containers when carried on deck of ships which are not specially designed and
fitted for the purpose of carrying containers (annex 1);
2) Portable tanks (tank-containers) (annex 2);
3) Portable receptacles (annex 3);
4) Special wheel-based (rolling) cargoes (annex 4);
5) Heavy cargo items such as locomotives, transformers, etc. (annex 5);
6) Coiled sheet steel (annex 6);
7) Heavy metal products (annex 7);
276 | P a g e
8) Anchor chains (annex 8);

9) Metal scrap in bulk (annex 9);
10) Flexible intermediate bulk containers (FIBCs) (annex 10);
11) Logs in under-deck stow (annex 11); and
12) Unit loads (annex 12).
Q) Briefly state the requirements of construction of standard containers.

(Oct’12)
Ans:- Design and construction requirements:-
➢ The general design and construction requirements of this sub-section are deemed
to be met if the bulk container complies with the requirements of ISO 1496-4:1991
"Series 1 Freight containers – Specification and testing – Part 4: Non pressurized
containers for dry bulk" and the container is siftproof.
➢ Containers designed and tested in accordance with ISO 1496-1:1990 "Series 1
Freight containers – Specification and testing – Part 1: General cargo containers for
general purposes" shall be equipped with operational equipment which, including
its connection to the container, is designed to strengthen the end walls and to
improve the longitudinal restraint as necessary to comply with the test
requirements of ISO 1496- 4:1991 as relevant.
➢ Bulk containers shall be siftproof. Where a liner is used to make the container
siftproof it shall be made of a suitable material. The strength of material used for,
and the construction of, the liner shall be appropriate to the capacity of the
container and its intended use. Joins and closures of the liner shall withstand
pressures and impacts liable to occur under normal conditions of handling and
carriage. For ventilated bulk containers any liner shall not impair the operation of
ventilating devices.
➢ The operational equipment of bulk containers designed to be emptied by tilting
shall be capable of withstanding the total filling mass in the tilted orientation.
➢ Any movable roof or side or end wall or roof section shall be fitted with locking
devices with securing devices designed to show the locked state to an observer at
ground level.
Q) State the vulnerable areas in ship‟s cargo holds where infestation may
take place. (Jan’17)
Ans:- Vulnerable areas in ship‘s cargo holds where infestation may take place:-
➢ Tank top ceiling: If, as often happens, cracks appear between the ceiling boards,
food material may be forced down into the underlying space and serve as a focus
of infestation for an indefinite period. Insects bred in this space can readily move
out to attack food cargoes and establish their progeny in them.
➢ 'Tween-deck centre lines, wooden feeders and bins are often left in place for
several voyages and because of their construction are a frequent source of
infestation. After unloading a grain cargo, burlap and battens covering the narrow
spaces between the planks should be removed and discarded before the holds are
277 | P a g e
cleaned or washed down. These coverings should be replaced by new material in

preparation for the next cargo.
➢ Transverse beams and longitudinal deck girders which support the decks and hatch
openings may have an L-shaped angle-bar construction. Such girders provide
ledges where grain may lodge when bulk cargoes are unloaded. The ledges are
often in inaccessible places overlooked during cleaning operations.
➢ Insulated bulkheads near engine-rooms: When the hold side of an engine-room
bulkhead is insulated with a wooden sheathing, the airspace and the cracks
between the boards often become filled with grain and other material. Sometimes
the airspace is filled with insulating material which may become heavily infested
and serves as a place for insect breeding. Temporary wooden bulkheads also
provide an ideal place for insect breeding, especially under moist conditions, such
as when green lumber is used.
➢ Cargo battens: The crevices at the sparring cleats are ideal places for material to
lodge and for insects to hide.
➢ Bilges: Insects in accumulations of food material are often found in these spaces.
➢ Electrical conduit casings: Sometimes the sheet-metal covering is damaged by
general cargo and when bulk grain is loaded later, the casings may become
completely filled. This residual grain has often been found to be heavily infested.
Casings that are damaged should be repaired immediately or, where possible, they
should be replaced with steel strapping, which can be cleaned more easily.
➢ Other places where material accumulates and where insects breed and hide
include:
✓ The area underneath burlap, which is used to cover limber boards and
sometimes to cover tank top ceilings.
✓ Boxing around pipes, especially if it is broken.
✓ Corners, where old cereal material is often found.
✓ Crevices at plate landings, frames and chocks.
✓ Wooden coverings of manholes or wells leading to double-bottom tanks or
other places.
✓ Cracks in the wooden ceiling protecting the propeller shaft tunnel.
✓ Beneath rusty scale and old paint on the inside of hull plates.
✓ Shifting boards.
✓ Dunnage material, empty bags and used separation cloths.
✓ Inside lockers.
Q) What preparations you will carry out prior loading refrigerated cargoes?
(Oct’16)
Ans:- Precautions Prior Loading:
➢ Reefer cargo should be loaded onboard only under the supervision of a recognized
surveyor.
➢ Cargo should not be allowed to wait for long time on the quay.
➢ Hold should be pre-cooled to temp below the carriage temp.
➢ Damp, wet and torn packages should be inspected if the cargo has deteriorated. If
the cargo is fine then only it should be loaded after re-packing.
278 | P a g e
➢ Contents of at least 5-10% cartons should be examined from each hold on a

random basis.
➢ Cartons with soft or dripping contents should bedocume rejected.
➢ Refrigeration of holds should be turned on during long breaks and during meal
breaks.
➢ Once loaded, the cargo should be covered with tarpaulin.
➢ During operations, the frost formed on top of the bripe pipes should be brushed
carefully. It should not fall on top of the cargo.
➢ In tropical climates avoid loading in the noon. Try to load cargo during night time.
➢ Upon completion of loading, the reefer chamber must be closed air tight and
cooling resumed immediately.
Q) Describe various precautions you will take as a chief officer before and
during loading of a boiler weighing 200 tonnes. (July’16, July’12)
Ans:- A 200 ton boiler shall be categorized as a project cargo, which is defined as a
cargo or equipment that may be large, heavy or out of gauge & requires specialized
stowage, lifting & handling requirements, for safe shipment of such cargoes.
Precautions to be exercised while loading such project cargo are enumerated as

below:
1) Such project cargoes are insured & the cargo insurers will stipulate certain
conditions (a warranty) for the purpose of the insurance. If the cargo meets certain
criteria then it is referred to as a critical items.
Critical items require special attention, during their loading, transportation & a
careful assessment and detailed planning to carry such operation is required.
2) It is Masters responsibility to ensure that all cargo, whether it is safety stowed,

properly secured & handled with care during loading & discharging operations and in
accordance with the requirements of Charter Party.
The Charter Party may dictate specific responsibilities of the vessel owner,
charterer and shipper, such as the specific responsibility for stowage, lashing and
securing of cargo.
3) The rules of the vessel‘s classification society, will also set out the requirements for
maintenances of vessels, including equipment required for loading, stowage &
securing of project cargoes. If these requirements are not followed, the vessels
owners may be liable in the event of an incident.
4) The vessel‘s Cargo Securing Manual guidelines should be referred to ensure the
vessel suitability to carry such project cargo & securing arrangements for the same.
5) The Code of Safe Stowage CSS Code, 2003. should be referred in conjunction with
the Cargo Securing Manual for safe stowage and securing recommended for a range of
cargoes including project cargo.
279 | P a g e
6) The Intact Stability Criteria is specified in Res. A. 749 (18) should be confirmed by
the Master, sufficient to permit & safe margin of positive stability throughout the
loading operation & voyage.
Damaged stability criteria as set out in SOLAS Chp. II-I (MSC Circ.82) also need to be
considered.
7) The shipper shall provide instructions for the safe and proper stowage and securing
of the cargo. For more complicated shipments, particularly those for large heavy items
a detailed ―Transport Manual‖ or ―Method of statement‖ should be provided which
include:
a) Management of project, responsibilities & key contacts.
b) Details of cargo/ vessel.
c) Vessel strength & stability requirements.
d) Port details.
e) Loading procedure.
f) Stowage Requirements
g) Voyage Planning & transshipment
h) Discharge Procedures
8) A Marine Warranty Surveyor is appointed on behalf of the cargo insurance under

writers who insures the shipment of cargo. In cases, where a warranty surveyor
attends to approve loading & securing of cargo, a certificate approval (COA) or Letter
of Approval is to be issued on satisfactory completion of operations, adhering to the
standards of safe stowage & securing.
Q) Explain the preparations and precautions to be exercised before loading a

large dimension cylindrical shaped heavy lift on the deck of a cargo ship.
(April’16)
Ans:- Safe stowage and securing of portable tanks:-
➢ The provisions of Annex 2 of ―Code of Safe Practice for Cargo Stowage and
Securing‖ apply to a portable tank, which in the context of this annex, means a
tank which is not permanently secured on board the vessel and has a capacity of
more than 450 l and a shell fitted with external stabilizing members and items of
service equipment and structural equipment necessary for the transport of liquids,
solids or gases.
➢ These provisions do not apply to tanks intended for the transport of liquids, solids
or gases having a capacity of 450 l or less.
Note: The capacity for portable tanks for gases is 1,000 l or more.
General provisions for portable tanks:-

➢ Portable tanks should be capable of being loaded and discharged without the need
of removal of their structural equipment and be capable of being lifted onto and off
the ship when loaded.
280 | P a g e
➢ The applicable requirements of the International Convention for Safe Containers,

1972, as amended, should be fulfilled by any tank- container which meets the
definition of a container within the terms of that Convention. Additionally, the
provisions of part 6 of the IMDG Code should be met when the tank will be used for
the transport of dangerous goods.
➢ Portable tanks should not be offered for shipment in an ullage condition liable to
produce an unacceptable hydraulic force due to surge within the tank.
➢ Portable tanks for the transport of dangerous goods should be certified in
accordance with the provisions of the IMDG Code by the competent approval
authority or a body authorized by that authority.
Portable tank arrangements:-

➢ The external stabilizing members of a portable tank may consist of skids or cradles
and, in addition, the tank may be secured to a platform- based container.
Alternatively, a tank may be fixed within a framework of ISO or non-ISO frame
dimensions.
➢ Portable tank arrangements should include fittings for lifting and securing on board.
Note: All types of the aforementioned portable tanks may be carried on multipurpose
ships but need special attention for lashing and securing on board.
Cargo information:-
➢ The master should be provided with at least the following information:
o Dimensions of the portable tank and commodity if non- dangerous and, if
dangerous, the information required in accordance with the IMDG Code.
o the gross mass of the portable tank; and
o whether the portable tank is permanently secured onto a platform-based
container or in a frame and whether securing points are provided.
Stowage:-
➢ The typical distribution of accelerations of the ship should be borne in mind in
deciding whether the portable tank will be stowed on or under deck.
➢ Tanks should be stowed in the fore-and-aft direction on or under deck.
➢ Tanks should be stowed so that they do not extend over the ship‘s side.
➢ Tanks should be stowed so as to permit safe access for personnel in the necessary
operation of the ship.
➢ At no time should the tanks overstress the deck or hatches; the hatch covers
should be so secured to the ship that tipping of the entire hatch cover is prevented.
Securing against sliding and tipping:-

➢ Non-standardized portable tanks
o The securing devices on non-standardized p o r t a b l e tanks and on the
ship should be arranged in such a way as to withstand the transverse and
longitudinal forces, which may give rise to sliding and tipping. The lashing
angles against sliding should not be higher than 258 and against tipping not
lower than 458 to 608 (figure 3).
281 | P a g e
o Whenever necessary, timber should be used between the deck surface and
the bottom structure of the portable tank in order to increase friction. This
does not apply to tanks on wooden units or with similar bottom material
having a high coefficient of friction.
o If stowage under deck is permitted, the stowage should be such that the
portable nonstandardized tank can be landed directly on its place and
bedding.
o Securing points on the tank should be of adequate strength and clearly
marked.
Note: Securing points designed for road and rail transport may not be
suitable for transport by sea.
o Lashings attached to tanks without securing points should pass around the
tank and both ends of the lashing should be secured to the same side of the
tank (figure 4).
282 | P a g e
o Sufficient securing devices should be arranged in such a way that each device
takes its share of the load with an adequate factor of safety.
o The structural strength of the deck or hatch components should be taken into
consideration when tanks are carried thereon and when locating and affixing
the securing devices.
o Portable tanks should be secured in such a manner that no load is imposed
on the tank or fittings in excess of those for which they have been designed.
➢ Standardized portable tanks (tank-containers):- Standardized portable tanks with

ISO frame dimensions should be secured according to the system of lashing with
which the ship is equipped, taking into consideration the height of the tank above
the deck and the ullage in the tank.
➢ Maintenance of securing arrangements:-

o The integrity of the securing arrangements should be maintained throughout
the voyage.
o Particular attention should be paid to the need for tight lashings, grips and
clips to prevent weakening through chafing.
o Lashings should be regularly checked and retightened.
Q) Describe care, monitoring and records of frozen cargo during sea passage.
(April’16)
Ans:- Maintenance/Preparation of cargo holds on board a reefer vessel
1. Depending upon the degree of littering, different methods of cleaning are to be
used; For normal carton-packed cargoes with or without dunnage, it is usually
enough to sweep the compartments. After meat and fish cargoes washing is almost
always necessary. Sweeping must be carefully done and all dirt removed from the
compartments. The holds should be swept as they are emptied and the dirt should
be removed when the cargo has been discharged. If any cartons are broken and
dunnage is spread all over the compartments, the situation is more complicated.
It has to be checked that goods from the cartons are not hidden anywhere on
deck beams, in remote inaccessible corners or under the gratings. In these cases it
is necessary to remove every piece of grating and sweep under it. Spot washes
should be done, where cargo has come loose, been damaged or treaded down into
gratings.
If the holds are badly littered, a careful washing has to be performed with a high
pressure machine with a suitable washing detergent for the first cleaning, where
after rinsing must be done carefully. If necessary, it must be deodorised using
ozone, sodium bicarbonate or patent deodorisers but strong disinfectants not be
used. The high pressure jet should not be applied at right angles to clean the
surface but diagonally to the surface so that the jets cut away the dirt from the
surface. The prescriptions from the supplier regarding the dosis of detergent must
be carefully followed.
283 | P a g e
When cleaning it must be carefully checked that the whole compartments will be
cleaned on the bulkheads as well as on and under decks with special care to deck
beams and girders under deck on the upper side. The gratings should be cleaned
properly including the bottom side as required.
The cooler rooms which contain the blowers and coils need to be also cleaned as
and when required. The trays under the coolers must be kept clean. The purpose of
these trays is to collect condensed water and melted ice and if necessary leakage
from the coolers.
2. Scuppers are to be cleaned and brine traps checked, tested and refilled. Brine traps
prevent warm air from entering the compartment and cold air from escaping; at
the time same time allowing drainage of water.
Bilges and scupper drains should be clean and clear. Bilge pumping
arrangements should be in working order and capable of pumping each bilge dry.
3. During cleaning it should be checked that the air flow channels are cleaned and
when carrying out repairs to them special attention should be paid that the
channels are not blocked.
Return air grids should be intact and clear.
The air openings between the trays and the coolers are necessary in order to let
the air pass. If this space is cluttered up, the air circulation will be throttled. Air
ducts should be unobstructed. Fresh air flaps or valves should be free to move.
The circulation and fresh air fans should be working satisfactorily.
4. The covers of the cargo hold lights should be intact. The hatch cover hydraulic
system should be free of leakages. The cargo holds should be free of loose rust and
paint chips.
5. The insulation and permanent dunnage is to be checked and repaired as required.
6. The hatch covers should be weathertight. All the gratings should be intact. Gratings
should be free of moving and/ or tilting and/or sliding. The grating decks should
have an even surface (flush). All spar deck beams should be intact and the spar
decks should have an even surface (flush).
7. Pallet suitability:- The pallet side-boards should be intact. Instructions would be
received for the use of pallet side-boards. Pallet problem areas should be identified
and attended to. All pallet instructions should be removed, marked or made flush.
8. Signs:- Hygiene signs should be placed onboard before commencement of loading.
The signs `NO SMOKING' and `USE WALKING BOARDS' should be painted in the
hatch coamings.
9. Reefer Machinery:- Refrigeration system should be clear of leakages. The
refrigeration machinery should be in working condition and adequate for the
intended voyage and the electrical generating capacity should be sufficient for the
intended voyage.
10. Reefer Monitoring Equipment:- Delivery and return air sensors should be
calibrated by an ice bucket test regularly. USDA air and pulp sensors also should be
calibrated by an ice bucket test. CO2 sensors should be operating properly. The
humidity sensing and recording equipment should be working properly.
Thermometers should be in position and ventilator plugs to the compartment fitted
in place and tightly wedged.
11. All openings are to be sealed against entry of air.
284 | P a g e
12. Brine pipes are to be tested to ensure that they are not choked and that no
leaks occur at the joints
13. Stores Stocks:- Sufficient cargo handling materials like Walking Boards, Slings,
T Bars and Air bags should be available.
14. 360 Quality certificate:- The vessel should have a valid 360 Quality
certificate.
Q) Write short notes on Refrigerated Containers. (April-15) OR

Describe the procedure for preparation of cargo space on a Reefer ships for
carriage of frozen butter? (July-17, July-13) OR
How will you go about preparing the cargo hold for loading meat Carcasses?
(July-15, Dec-12)
Ans:- Handling Reefer Cargo
Frozen Cargo: Meat, Butter, Poultry and Fish. -8OC To -12OC
Chilled Cargo: Cheese, Eggs and Fresh Vegetables. -2OC To 6OC
Air Cooled Cargo: Fruits. 2OC to 12OC
Preparation of cargo hold:

➢ The compartment must be clean, dry and free of any odour or taint,
➢ Hold must be deodorised with mild agents (lime, ozone),
➢ Bilges to be cleaned, dry, deodorised and suctions checked,
➢ The insulation and permanent dunnage to be checked and repaired as necessary,
➢ Scuppers to be cleaned,
➢ Brine traps to be checked, tested and refilled,
➢ Thermometers to be in position,
➢ Ventilator plugs in position and tightly wedged,
➢ Brine pipes to be tested to ensure they are not chocked and that no leaks occur at
the joints.
Precooling of the compartment:

➢ The compartment should be cooled down prior to loading to a temperature slightly
lower than the transit temperature,
➢ Dunnage laid in the compartment should also be cooled down otherwise it will stain
the cargo,
Precautions during loading:

➢ Reefer cargo should be loaded onboard only under the supervision of a recognized
surveyor,
➢ Cargo should not be allowed to wait for long time on the quay,
➢ Hold should be pre-cooled to temp below the carriage temp,
➢ Damp, wet and torn packages should be inspected if the cargo has deteriorated. If
the cargo is fine then only it should be loaded after re-packing,
➢ Contents of at least 5-10% cartons should be examined from each hold on a
random basis,
➢ Cartons with soft or dripping contents should be rejected,
285 | P a g e
➢ Refrigeration of holds should be turned on during long breaks and during meal
breaks,
➢ Once loaded, the cargo should be covered with tarpaulin,
➢ During operations, the frost formed on top of the bripe pipes should be brushed
carefully. It should not fall on top of the cargo.
➢ In tropical climates avoid loading in the noon. Try to load cargo during night time,
➢ Upon completion of loading, the reefer chamber must be closed air tight and
cooling resumed immediately.
Precautions during Stowage:-

➢ Cargo must be stowed in order to allow free circulation of air through and around
the stow.
➢ Laying of dunnage should be such that it does not obstruct designed air flow
pattern in the compartment,
➢ Sides and bulkheads should be fitted with vertical dunnage to keep cargo away
from the structure,
➢ Reefer chambers must be divided with air channels for each block not exceeding 3
mtrs. Channel must be atleast 10cms wide and aligned to face the cool air outlets.
There should be an even gap of atleast 30 cms between the cargo top and the
lowest part of the deckhead.
➢ Dunnaging should be efficiently carried out so as to avoid stow collapsing into the
air channels.
Each lot of cargo to be loaded according to the b/ls and separated by using colour
tapes or net. Avoid loading cargo for more than 1 port in one chamber. Cargo once
loaded should not be shifted. These measures will help prevent temperature
fluctuations.
Q) Write Short notes on: Bill of Ladings. (April-15)

Ans:- Bill of Lading:
1) A Bill of Lading, abbreviated as B/L is a document issued by a carrier (or an agent,
acting on behalf of the ship owner) to acknowledge receipt of a shipment of cargo.
2) Under the terms of many carter parties and some voyage charter parties, the
owner transfer the authority to sign the BL‘s to the charterers or charterer‘s
delegated agent thereof, thereby acting as an agent of the ship-owner.
3) Master should confirm with the Charter party agreement in understanding who is
authorised to sign the BL. If doubt exists, he should clarify the specific instructions
from the owners & time charterers.
4) If the charter‘s agents is authorised to sign the BL on behalf of Master then the
Master should issue a Letter of authorization to the Charterer‘s agent. The wordings
of such authorization often dictated by the owner‘s or chaterer‘s voyage instruction.
5) A bill of lading is a negotiable document and serves three main functions:-
a. It is a conclusive receipt i.e. an acknowledgement that the goods have been
loaded.
286 | P a g e
b. It contains or evidences, the terms of contract of carriage entered between

the ―carrier‖ & the ―shipper‖ in order to carry out the transportation of cargo
as per sales contract entered between buyer & seller.
c. It serves as document of title to the goods.
(Please Note:- The contract terms evidence by a bill of lading are usually governed by
the Hague Rules, the Hague-Visby Rules or the Hamburg Rules).
Based on the above rules, there are several variations (Types of Bill of Ladings):-
A) Straight Bill of Lading:- When a B/L is issued in original(s) to a named ―cosignee‖,
it is termed as ―Straight Bill of Lading‖, which is a ―Non-negotiable and non-
transferable document.
B) Seaway B/L / Express Release:- When a B/L is issued to a ―named cosignee‖ but
without any originals, it may be considered to secure B/L. This B/L is also non-
negotiable and non-transferrable document.
A Seaway Bill is issued:-
a. Where the Shipment takes place between two different companies but there
are no negotiation required between the two, via a Bank for relase of cargo
and also,
b. The shipper does not need to submit original B/L to procure his payment.
C) Negotiable or Order B/L:- When a B/L is issued in originals and cosigned to ―to
order‖ or ―to order of shipper‖ it is termed as negotiable B/L or Order B/L.
Before signing Bill of Lading the Master must ensure that:-

1) The goods are actually aboard and the Bill of Lading is correctly dated.
Please Note:- The B/L date must be date of completion of loading and not
pre/past dated. Any issues arising thereby consult the owners and/ or comment
operators.
2) The description of goods complies with the mate‘s receipt, failing which the bill of
lading should be claused accordingly.
If cargo ―quantity‖ or ―quality‖ discrepancies exists, insist that remarks are
placed on ―Mate‘s Receipt‖ and the same reflected on the original B/L‘s.
If resisted by the agent to accept a claused B/L, the Master must issue a letter
of protest, specifying the cargo quantities as per shore scale, ship‘s draught survey
quantity & attending surveyor‘s quantities and cargo figure difference. Do not issue
letter or Authorisation to the charterer‘s agent and inform owners & time
charterer‘s accordingly.
3) The Master should only sign the same number of original B/L‘s as indicated on the
face of the B/L.
If original B/L to be carried onboard, inform owners and/or commercial operator
advising on the no. of originals to be signed and retained onboard.
287 | P a g e
4) Check B/L format, especially for Frieght Clause. If ―Frieight Prepaid‖ is written,
immediately inform owners and/or commercial operators and seek instructions.
5) If any cargo is shipped on deck, inform owners and/or commercial operators and
time charterer and clause the B/L accordingly. ―Carried on Deck, solely at Shipper‘s
Risk & Responsibility, carrier not responsible for loss or damage how so ever
caused‖.
6) If the sufficient cargo is not supplied as per stowage plan and your cargo demand
as indicated also in the N.O.R. the vessel must issue ―Deadfreight Letter‖ and notify
shippers charter‘s and owner and the same to be annexed to the B/L.
7) At the discharge port, the Masters authorises the release of cargo to co-signee or
their agent, when presented with original B/L, duly endorsed by the cosignee or
their agent.
8) Only owners and/or commercial operators can authorise in writing to Master to

release cargo W/O original B/L, while procuring a LOI charter‘s to do so.
9) After receiving original B/L at discharge port, ensure it is remarked ―Accomplished‖

i.e. B/L is cancelled upon delivery of cargo to its owner.
Send copy of B/L immediately to the owner‘s and Charterer‘s advising its receipt
and that you are releasing the cargo to the consignee.
Q) Write Short notes on: Cargo Securing Manual. (April’15)

Ans:- Cargo Securing Manual specifies arrangements and cargo securing devices
provided on board the ship for the correct application to and the securing of cargo
units, containers, vehicles and other entities, based on transverse, longitudinal and
vertical forces which may arise during adverse weather and sea conditions.
Information on the strength and instructions for the use and maintenance of
each specific type of cargo securing device, where applicable, is provided in this
manual.
It is imperative to the safety of the ship and the protection of the cargo and
personnel that the securing of the cargo is carried out properly and that only
appropriate securing points or fittings should be used for cargo securing.
Purpose:
Is to ensure that Cargo Securing Manuals cover all relevant aspects of cargo
stowage and securing and to provide a uniform approach to the preparation of Cargo
Securing Manuals, their layout and content. Administrations may continue accepting
Cargo Securing Manuals drafted in accordance with Containers and cargoes (BC) –
Cargo Securing Manual (MSC/Circ.385) provided that they satisfy the requirements of
these guidelines.
―Cargo Securing Devices‖ is all fixed and portable devices used to secure and
support cargo units.
288 | P a g e
―Maximum Securing Load‖ (MSL) is a term used to define the allowable load
capacity for a device used to secure cargo to a ship. ―Safe Working Load‖ (SWL) may
be substituted for MSL for securing purposes, provided this is equal to or exceeds the
strength defined by MSL.
Regulations:-
In accordance with the International Convention for the Safety of Life at Sea,
1974 (SOLAS) chapters VI, VII and the Code of Safe Practice for Cargo Stowage and
Securing (CSS Code), cargo units, including containers shall be stowed and secured
throughout the voyage in accordance with a Cargo Securing Manual, approved by the
Administration.
The Cargo Securing Manual is required on all types of ships engaged in the carriage of
all cargoes other than solid and liquid bulk cargoes Content are:
1) General
1.1 Ship Data
1.2 Definitions
1.3 General Information
1.4 Principal sources of danger
2) Securing Devices and Arrangements

2.1 Specification of Fixed Cargo Securing Devices.
2.2 Specification of Portable Cargo Securing Devices.
2.3 Inspection and Maintenance Schemes
3) Stowage and Securing of cargo

3.1 Handling and safety instructions
3.1.1 General principles of cargo securing.
3.1.2 Safe handling of cargo securing devices
3.1.3 Evaluation of forces acting on cargo units
3.1.4 Forces acting on typical cargo units
3.1.5 Calculation of forces in semi- and non-standardised lashing arrangements
3.1.5.1 MSLs for different securing devices 15
3.1.5.2 Safety factor 15
3.1.5.3 Simplified method – Rule of thumb 15
3.1.5.4 Ship Specific Example based on Alternative Method – using IMO
LASCHONTM 16
3.1.5.5 Ship Specific Accelerations from IMO LASCHONTM 19
3.2 Application of portable securing devices
4) Supplementary Requirements for General Cargo/Container vessel

4.1 Bulk Carriers
4.1.1 Extracts from various Timber Deck Codes
4.2 Container Carriers
4.2.1 Handling and Safety Instructions
289 | P a g e
4.2.2 Stowage and Securing Instructions

4.2.2.1 Stowage and Securing Plan (not included in this model manual) 37
Appendix I – Log for maintenance of cargo securing equipment

Appendix II – Manual procedure for calculation of lashings.
Appendix III – Applicable Annexes from the CSS Code
ANNEX 6 Safe stowage and securing of coiled sheet steel

ANNEX 7 Safe stowage and securing of heavy metal products
ANNEX 8 Safe stowage and securing of anchor chains
ANNEX 9 Safe stowage and securing of metal scrap in bulk
ANNEX 11 General guidelines for the under-deck stowage of logs
ANNEX 12 Safe stowing and securing of unit loads
Appendix IV – LASHCONTM IMO USER GUIDE
1) General
1.1 Introduction
1.2 System requirements
1.3 User requirements
2) User guide
2.1 Input sequence
2.2 Input data
2.3 Calculation methods
2.4 Special features of Lashcon IMO
2.5 Program assumptions
Appendix V – Certification for fixed cargo securing devices

Appendix VI – Certification for portable cargo securing devices
Q) Define the following in the context of ILO- 152 (Occupational Safety,

Health (Dock Work) convention, 1979):- Lifting Appliances (Jan’15)
Ans:- The term Lifting Appliance covers all stationary or mobile cargo-handling
appliances, including shore-based power-operated ramps, used on shore or on board
ship for suspending, raising or lowering loads or moving them from one position to
another while suspended or supported.
Q) Describe the care and maintenance of a crane wire. (Jan’15)

Ans:- Care and Maintenance of a Crane Wire:-
Wires maintenance & how to avoid mechanical damage:-
Provided that the grooves in the sheaves are in good order and that the wire is
allowed to run free and not be dragged over coamings, the crane wire should not
suffer mechanical damage. The Duty Officer must always be on the lookout for bad
290 | P a g e
practices by crane operators, and stop any abuse of the ship's equipment. The Chief
Officer must be informed immediately if such bad practices have been witnessed in
order that an appropriate claim can be made.
Standard regulations dictate that a wire must be replaced when 10% of the
visible strands are broken within a length of nineteen times the diameter. This is a fair
guideline and is to be the worst condition into which the wire is allowed to fall, before
replacing it. Before arrival at loading/discharging ports, the wires must be checked for
broken strands, by sighting along the length of the wire in both directions. It is
inexcusable for any vessel to arrive in port and suffer a failure of port/inspection due
to a faulty wire. This must be discovered early enough to change the wire in time to
commence cargo operations without delay to the vessel, and is the responsibility of
the Chief Officer.
Wires -greasing – protection:- Apart from the mechanical stresses placed on crane
wires during operation, the factors most affecting their working life are:-
➢ Weather Protection
➢ Lubrication
Regular application of good quality wire rope grease will fulfil both purposes. It is
the responsibility of the Chief Officer to ensure that sufficient stocks of suitable grease
are held on board.
Because most wire greasing will be done with the jibs in the stowed position, there
are certain parts of each wire which will be less accessible. These are those parts of
the hoist and luff wires which lie on a sheave, and those parts which lie inside the
crane structure. Attention must be paid to the ends of the wires where they are
secured, as this part of the wire is often very inaccessible and overlooked. It is
essential that any extra time required, is taken to ensure adequate protection in this
area.
There are no circumstances which can excuse a vessel arriving in port, where the
deck cranes are to be used, with the wires in a dry condition. However, it must be
remembered that, especially in very warm weather, that if the crane wires have been
over greased it is possible that the grease may begin to run and drop onto the cargo.
This must also be avoided as it may result in cargo damage claims.
Q) Explain the precautions to be taken during the voyage in order to protect

cargoes which are liable to freeze. (April’14)
Ans:- Precautions to be taken during the Voyage to protect cargoes which are liable to
freeze:-
➢ Solidification in the cargo tanks can occur when solidifying cargoes are stowed
adjacent to ―cold cargoes‖ or cold ballast water in adjacent spaces.
➢ Tank bottoms must therefore always be checked for hard factions especially when
carrying vegetable and animal oils, at regular intervals throughout the voyage and
always prior to arrival in the discharge port.
➢ To avoid solidification of cargo in adjacent tanks, do not ballast the ballast tanks in
contact with the surrounding the cargo tanks. Keep the ballast water in these
ballast tanks about 30 cm below the tank top, allowing for trim.
291 | P a g e
➢ Special care must be exercised when the vessel is advised that the shore tanks
have been ―squeezed‖ (swept) into the vessel, in such cases the ―squeezed‖
(swept) cargo from the shore tank should as far as possible be confined to one tank
onboard. The particular tank onboard which received this cargo can then be re-
circulated onboard if soundings indicate a ―hard bottom‖ problem. Solidification can
also occur when inhibited cargoes or their condensates are exposed to excessive
heat. If excessive heat is caused by the sun, spraying the deck area with seawater
may prevent this type of solidification (polymerisation).
➢ Because of the risk of solidifying cargo being hard and blocking the venting pipe
due to evaporation through the vent pipe, the following precautions are
recommended:
1) During voyage, regular checking of proper functioning of PV valves.
2) During voyage, regular checking of the vent lines by N2 / air depending on
the type of cargo.
3) During tank cleaning, PV valves, vent lines to be thoroughly washed with hot
water and same to be drained to the tank.
4) After the loading, all cargo lines to be flushed with high pressure N2 / air
depending on the type of cargo.
Q) Describe general outline of refrigeration systems onboard Reefer ships.

(Oct’13)
Ans:- Refrigeration process system requirements: Refrigeration is a process in which
the temperature of a space or its contents is reduced to below that of their
surroundings. Refrigeration is used in the carriage of some liquefied gases and bulk
chemicals , in air conditioning systems, to cool bulk CO2 for fire fighting systems and
to preserve perishable foodstuffs during transport of foodstuff .
Ships refrigeration plant may vary from the small domestic refrigerating unit for
provisions to large plant for reefer vessels. The Chief Engineer is responsible for the
correct temperatures being maintained, delegating the good operations and
maintenance of the plant to the 2/E. Larger plants may have a Refrigeration Officer.
Machinery under ship's engineer responsibility may include:
➢ Domestic ref. plant.
➢ Cargo ref. plants
➢ Air conditioning plants
➢ Ventilation and heating plants
➢ Cargo refrigerated containers
All maintenance recommendations from the makers have to be carried out
regularly and according to instructions, entered in the refrigeration maintenance log,
together with the test of all cut outs, i.e. HP, LP, LO, HT, that have to be carried out at
regular intervals, generally one month.
All adjustment must be made according to standard good practice and records of
the same entered in the log.
Filter separators and driers should be regularly cleaned in order to have always the
circuit moisture, dirty and oil free. When shutting down a plant all refrigerant gas
must be pumped in the liquid receiver or condenser.
292 | P a g e
Refrigeration of cargo spaces and storerooms employs a system of components to

remove heat from the space being cooled. This heat is transferred to another body at
a lower temperature. The cooling of air for air conditioning entails a similar process.
The transfer of heat takes place in a simple system: firstly, in the evaporator where
the lower temperature of the refrigerant cools the body of the space being cooled; and
secondly, in the condenser where the refrigerant is cooled by air or water. The usual
system employed for marine refrigeration plants is the vapour compression cycle as
shown in diagram here.
Fig: Vapour compression cycle
The pressure of the refrigerant gas is increased in the compressor and it thereby
becomes hot. This hot, high-pressure gas is passed through into a condenser.
Depending on the particular application, the refrigerant gas will be cooled either by air
or water, and because it is still at a high pressure it will condense. The liquid
refrigerant is then distributed through a pipe network until it reaches a control valve
alongside an evaporator where the cooling is required. This regulating valve meters
the flow of liquid refrigerant into the evaporator, which is at a lower pressure. Air from
the cooled space or air conditioning system is passed over the evaporator and boils off
the liquid refrigerant, at the same time cooling the air.
The design of the system and evaporator should be such that all the liquid
refrigerant is boiled off and the gas slightly superheated before it returns to the
compressor at a low pressure to be recompressed.
Thus it will be seen that heat that is transferred from the air to the evaporator is
then pumped round the system until it reaches the condenser where it is transferred
or rejected to the ambient air or water.
It should be noted that where an air-cooled condenser is employed in very small
plants, such as provision storerooms, adequate ventilation is required to help remove
the heat being rejected by the condenser. Also, in the case of water-cooled
293 | P a g e
condensers, fresh water or sea water may be employed. Fresh water is usual when a
central fresh-water/sea-water heat exchanger is employed for all engine room
requirements. Where this is the case, because of the higher cooling-water
temperature to the condenser, delivery temperatures from condensers will be higher
than that on a sea water cooling system.
Temperature Records: - Temperatures of domestic refrigerated rooms have to be

corrected daily by the 2nd Engineer or delegated Officer, passed to the Chief Engineer
and to the Master. On larger plant suitable logs will be supplied in order to enter
temperature of the cargo and all other relevant details.
Q) Describe the procedures for opening, closing and securing of hull openings
on Ro-Ro Ships. (July’13)
Ans:- The documentation must enable the user to operate the shell doors, inner doors
and ramps, if applicable, in a safe manner. The closing and securing functions need to
be described particularly clear. Besides safety precautions also the maneuvers running
automatically must be explained in detail in order to provide a full understanding of
the functions.
References shall be given for troubleshooting of faults and failures and measures
to be taken consequently. Emergency stops and emergency operation e.g. in case of
energy supply loss shall be described.
The documentation on the operating procedures is to be posted on board at
appropriate places.
Q) State your action as a Mate in the event of observing damage cargo during
discharging operation on board car carrier / container ships. (July-17, July’13)
Ans:- Observing damage cargo during discharging operation on board car carrier /
container ships:-
1) Stop discharge, take as many photo as possible from different angle showing the
damage.
2) Inform Master. Describe how the damage took place.
3) Take the sign of the foreman on the stevedore damage form.
4) Take printouts of the photo and attach it to the stevedore damage form.
5) If stevedore not signing the damage report form raise LOP. Inform central planner
in containers. (Safeguard the owner‘s interest.)
294 | P a g e

Cargo - Solved Past Papers - Theory - Phase I

Hochgeladen von

Dokumentinformationen

Originalbeschreibung:

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Cargo - Solved Past Papers - Theory - Phase I

Hochgeladen von

Copyright:

Verfügbare Formate

Visit www.owaysonline.

com for latest notes

- FROM JAN’12 – July’17

Special thanks to huzefa mun & zaheer patel for

Students are required to write their papers based on the

All efforts have been made to ensure correctness of

Please feel free to share your feedback at email id:-

Damage to cargo spaces, ballast tanks and hatch covers –

2 Crude/ Petroleum product 41

3 Liquid chemicals cargo, Liquefied Gas Cargoes 89

4 IMDG Cargoes 134

Bulk Cargoes (Ores, Concentrates, Sulphur, Coal, HBI/DRI)

6 Grain Regulations/ Calculations on Grain Stability Compliance 205

7 Containers, Car Carrier, Ro-Ro 242

8 General Cargo/ Heavy Lift Cargo/ Refrigerated Cargo 277

Q) Describe the common damage/ defects that may occur on watertight

Q) Methods of securing hatch pontoons. (July-17, July-12) OR

Q) Explain the procedure for maintenance of hatch covers. (April’16, Jan’15)

➢ Compression Bars:- Compression bars must be of an even height, with a rounded

packing. If uneven, they must be built up by welding or ground to an even height.

Q) Describe the factors to be taken in to account during cargo planning stage

Ans:- The common damage/defects that may occur on watertight transverse

Q) Prepare “Planned maintenance” System for Hatch Covers. (Oct’15)

After Each cargo operation

Routine maintenance - three monthly

9 Monthly or Annual checks

Dos and Donts

Q) Describe the methods available to check weather tightness of hatch

➢ Reliable, Non-destructive, repeatable testing method.

Q) Describe with the help of diagram, the maintenance of Macgregor type of

Look out for damage and repair if found.

Hatch Cleats and Wedges:- It is important for compression washers to be adjusted

Hatch Cross-Joints:- It is essential for the cross-joint to be in good condition and

Actions to control structural stresses and fatigue:-

Structural Surveys include:-

Fatigue cracking of steel structures:-

Corrosion / Structural Deterioration:-

Damage to ship structure by improper cargo handling:-

Q) Describe the requirements and procedure to be followed for thorough

STABILITY REQUIREMENTS FOR EXISTING SHIPS:-

2) An existing ship loaded in accordance with documents previously approved

3) Existing ships not having on board a document of authorization issued in

Q) Describe the procedure for inspection and maintenances of wire ropes.

7) Inspect for deterioration due to snatch loading.

Maintenance of wire ropes:-

Uncoiling New Cordage

Two methods of finishing coils are shown in the above figure

Care and Maintenance

Q) Describe various types of tank coatings in a chemical tanker. How do tank

Coating Systems and Types

Test & Periodical Examination of Lifting Appliances:-

Heat Treatment of loose gears:-

Regular Maintenance of Cranes:-

Q) Describe the various factors to be considered by you as Chief Officer in

Q) Explain the importance of assessing defects and damage to cargo spaces

Q) The Various hazards associated with carriage of chemicals. (Jan’16)

situation occurring while the cargo is on board should be covered by

o Acute poisoning occurs when a large dose is received by exposure to high

Q) What are the hazards associated with carriage of Grain? (Oct-14)

4) Cargo Liquefaction: Liquefaction is a phenomenon in which solid bulk cargoes are

6) Oxygen depletion: Sea transportation of bulk cargoes of an organic nature such as

8) Contamination: Preparation of cargo holds for the next intended carriage is a

Documents required for Loadicator:-